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Aermacchi MB-326

February 07, 2023

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.[2]

MB-326
RAAF Aermacchi MB-326H in 1986
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[1]
Developed into Aermacchi MB-339

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.[3] 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.[3] 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.[3] 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.[4] 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).[4]

Interest in the proposed MB-326 led to the awarding of the development contract for three prototypes.[3] 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.[3][5] 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;[3] 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.[6] 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.[3] 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.[3] 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.[3] 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

 
RAAF Macchi MB-326 A7-041

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.[3] 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.[7] 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.[8]

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.[3] 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.[9] 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.[3]

In a structural perspective, the MB-326 was relatively straightforward.[8] 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.[8] 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.[8] 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.[10]

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.[8] 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.[8] The onboard systems were typically pre-manufactured units which were easy both to access and to remove; several elements were also intentionally interchangeable.[8] 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.[8]

Operational history

Italy

 
Italian Aermacchi MB-326

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.[4]

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.[3] 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.[11][12]

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.[3]

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.[4] 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,[7] however, this variant only appeared as a mock-up.

Australia

 
A7-043 (MB-326H) at the RAAF Base Wagga in 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.[13] 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.[14]

Brazil

 
Brazilian MB-326.

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.[15] It received 40 Italian-built aircraft followed by about 125 built locally by the Atlas Aircraft Corporation,[16] 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,[17] while around 78 were license-produced and known as the Impala Mk II.[4] Licence production of the single seat version began in 1974.[15] The Impala Mk II, locally manufactured and equipped with French armament, was also advanced with a South African ECM suite.

 
An Atlas Impala Mk.2 of the South African Air Force

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.[18]

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).[19] 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.[20]

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.[21] 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.[15] 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.[15]

Argentina

 
Argentine MB-326.

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.[22] After the end of the war, 11 EMB-326GBs were received from Brazil to replace losses and restore 1 Escuadrilla de Ataque's strength.[23]

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-326A ITI A.Malignani Udine, Italy (Technical-Aeronautical School)
 
A7-040 (MB-326H) during a flypast of HMAS Melbourne off Fremantle in 1980
 
MB-326H
  • 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

 
Map of Aermacchi MB-326 world operators
  Argentina
  Australia
  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.[24]
  Cameroon
 
Cameroun Air Force MB326 Impala II
  Democratic Republic of the Congo
  Dubai
  Ghana
 
Ghana Air Force MB326
  Italy
  Paraguay
  South Africa
  Togo
  Tunisia
  United Arab Emirates
  United States
  Zaire
  Zambia

Accidents and losses

  • 6 December 1990 (1990-12-06): 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.[36]
  • 2 October 1993 (1993-10-02): 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.[37]

Aircraft on display

Argentina
 
Argentine Navy MB-326 preserved at Río Grande, Tierra del Fuego.
Australia
 
A7-001 on display at the RAAF Museum.
Austria
  • 472 – MB-326M on display at the Österreichisches Luftfahrtmuseum Graz-Thalerhof in Graz, Styria.[49]
Brazil
Ghana
 
Ghana Air Force Aermacchi MB-326 at the Ghana Armed Forces (GAF) Museum in Kumasi, Ashanti Region, Ghana..
Italy
 
MB-326 at San Pelagio Air and Space Museum.
South Africa
United States

Specifications (MB-326G)

 
Orthographic projection of the Aermacchi MB-326
Cockpits
 
Front Cockpit
 
Rear Cockpit

Data from Jane's All The World's Aircraft 1969–70[65]

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[66]
  • 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

See also

Related development

Aircraft of comparable role, configuration, and era

References

Notes

  1. ^ Aircraft, compared and contrasted, 2011, p. 140.
  2. ^ Angelucci and Matricardi 1980, pp. 269–271.
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  27. ^ 4 Squadron, http://www.saairforce.co.za, Retrieved 2013-10-08.
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Bibliography

  • "Aermacchi M.B.326". The Illustrated Encyclopedia of Aircraft, London: Orbis, Volume 1, Issue 1, 1981, p. 20.
  • "Aermacchi M.B.326K". The Illustrated Encyclopedia of Aircraft, London: Orbis, Volume 1, Issue 2, 1981, p. 34.
  • Andrade, John. Militair 1982. London: Aviation Press, 1982. ISBN 0-907898-01-7.
  • Angelucci, Enzo and Paolo Matricardi. World Aircraft: Combat Aircraft 1945–1960. Maidenhead, Berkshire, UK: Sampson Low Guides, 1980. ISBN 0-562-00136-0.
  • Burden, Rodney A., Michael A. Draper, Douglas A. Rough, Colin A Smith and David Wilton. Falklands: The Air War. Twickenham, UK: British Air Review Group, 1986. ISBN 0-906339-05-7.
  • Dennis, Peter; Grey, Jeffrey; Morris, Ewan; Prior, Robin; Bou, Jean (2008). The Oxford Companion to Australian Military History (2nd ed.). Melbourne: Oxford University Press. ISBN 978-0-195517842.
  • Fenili, Vincenzo. "Impala sul Bush." JP4 Magazine, January 1990.
  • "High-Macchi Flying." Flight International, 20 September 1961. pp. 492–494.
  • Jannetti, Fabrizio. "30 anni di '326." Aeronautica & Difesa magazine, Rome: Ed. Ai editions, N.14, December 1987, pp. 38–47.
  • Lefèbvre, Jean-Michel (February 1977). "Une famille à l'italienne: les Macchi MB-326" [An Italian Family: The Macchi MB-326]. Le Fana de l'Aviation (in French) (87): 28–36. ISSN 0757-4169.
  • Taylor, John W.R., ed. Jane's All The World's Aircraft 1969–70. London: Jane's Yearbooks, 1969.
  • War Machines Encyclopaedia (Italian edition printed by De Agostini). London: Aerospace Publishing, 1985, pp. 2117–19.

External links

 
Wikimedia Commons has media related to Aermacchi MB-326.
  • Specs & Photo at Flugzeuginfo.net
  • Warbird Alley: MB-326 page

February 07, 2023
aermacchi, aermacchi, macchi, light, military, trainer, designed, italy, originally, conceived, seat, trainer, there, have, also, been, single, seat, light, attack, versions, produced, most, commercially, successful, aircraft, type, being, bought, more, than, . 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 2 MB 326RAAF Aermacchi MB 326H in 1986Role Advanced trainer Light attackNational origin ItalyManufacturer AermacchiFirst flight 10 December 1957Introduction February 1962Status Limited servicePrimary users Italian Air ForceSouth African Air ForceBrazilian Air ForceRoyal Australian Air ForceProduced 1961 1975Number built 800 1 Developed into Aermacchi MB 339The 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 Contents 1 Development 1 1 Origins 1 2 Into flight 2 Design 3 Operational history 3 1 Italy 3 2 Australia 3 3 Brazil 3 4 South Africa 3 5 Argentina 3 6 Other operators 4 Variants 5 Operators 6 Accidents and losses 7 Aircraft on display 8 Specifications MB 326G 9 See also 10 References 10 1 Notes 10 2 Bibliography 11 External linksDevelopment EditOrigins Edit 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 3 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 3 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 3 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 4 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 4 Interest in the proposed MB 326 led to the awarding of the development contract for three prototypes 3 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 Edit On 10 December 1957 the first prototype performed its maiden flight flown by Macchi s chief test pilot Guido Carestiato 3 5 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 3 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 6 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 3 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 3 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 3 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 Edit RAAF Macchi MB 326 A7 041 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 3 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 7 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 8 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 3 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 9 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 3 In a structural perspective the MB 326 was relatively straightforward 8 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 8 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 8 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 10 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 8 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 8 The onboard systems were typically pre manufactured units which were easy both to access and to remove several elements were also intentionally interchangeable 8 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 8 Operational history EditItaly Edit Italian Aermacchi MB 326 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 kmThese 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 4 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 3 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 11 12 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 3 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 4 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 7 however this variant only appeared as a mock up Australia Edit A7 043 MB 326H at the RAAF Base Wagga in 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 13 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 14 Brazil Edit This section needs expansion You can help by adding to it October 2017 Brazilian MB 326 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 Edit 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 15 It received 40 Italian built aircraft followed by about 125 built locally by the Atlas Aircraft Corporation 16 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 17 while around 78 were license produced and known as the Impala Mk II 4 Licence production of the single seat version began in 1974 15 The Impala Mk II locally manufactured and equipped with French armament was also advanced with a South African ECM suite An Atlas Impala Mk 2 of the South African Air Force 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 18 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 19 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 20 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 21 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 15 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 15 Argentina Edit Argentine MB 326 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 22 After the end of the war 11 EMB 326GBs were received from Brazil to replace losses and restore 1 Escuadrilla de Ataque s strength 23 Other operators Edit 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 Edit MB 326A ITI A Malignani Udine Italy Technical Aeronautical School A7 040 MB 326H during a flypast of HMAS Melbourne off Fremantle in 1980 MB 326H 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 Edit Map of Aermacchi MB 326 world operators ArgentinaArgentine Navy The Argentine Naval Aviation received 8 MB 326GB plus 11 MB 326GC ex Brazilian Air Force AustraliaRoyal 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 Fleet Air Arm RAN operated 10 MB 326Hs from 1970 to 1983 No 724 Squadron RAN BrazilBrazilian 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 24 Cameroon Cameroun Air Force MB326 Impala II Cameroon Air Force Six ex SAAF Impala Mk I and IIs 25 Democratic Republic of the CongoAir Force of the Democratic Republic of the Congo DubaiDubai Defence Force Air Wing 6 x MB 326KD 3 x MB 326LD 26 passed on to the United Arab Emirates Air Force in 1999 Ghana Ghana Air Force MB326 Ghana Air Force received 15 MB 326s ItalyAlitalia operated 4 MB 326D as trainer Italian Air Force operated 135 MB 326 and two MB 326G for evaluation test 12 ParaguayParaguayan Air Force operates ten EMB 326GBs AT 26 Xavante some in reserve South AfricaSouth African Air Force operated 62 MB 326s plus 125 Impala Mk 1s and 73 Mk 2s 4 Squadron SAAF 27 5 Squadron SAAF 28 6 Squadron SAAF 29 7 Squadron SAAF 30 8 Squadron SAAF 31 24 Squadron SAAF 32 40 Squadron SAAF 33 85 Combat Flying School 34 Silver Falcons 35 TogoTogolese Air Force received six MB 326GCs TunisiaTunisian Air Force received 16 MB 326s United Arab EmiratesUnited Arab Emirates Air Force inherited six aircraft from the Dubai Defence Force Air Wing United StatesNational Test Pilot School ZaireZaire Air Force received 25 MB 326GBs ZambiaZambian Air Force received 23 MB 326GB Accidents and losses Edit6 December 1990 1990 12 06 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 36 2 October 1993 1993 10 02 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 37 Aircraft on display EditArgentina Argentine Navy MB 326 preserved at Rio Grande Tierra del Fuego 0647 MB 326GB on static display at Rio Grande Tierra del Fuego 38 Australia A7 001 on display at the RAAF Museum A7 001 MB 326H on static display at the RAAF Museum in Point Cook Victoria 39 A7 014 MB 326H on static display at the Gippsland Armed Forces Museum in Sale Victoria 40 A7 015 MB 326H on static display at the Gippsland Armed Forces Museum in Sale Victoria 40 A7 026 MB 326H on static display at the South Australian Aviation Museum in Port Adelaide South Australia 41 A7 027 MB 326H on static display at RAAF Base Pearce in Bullsbrook Western Australia 42 A7 030 MB 326H in storage at the Historical Aircraft Restoration Society in Albion Park Rail New South Wales 40 A7 047 MB 326H at the RAAF Base Amberley Aviation Heritage Centre in Ipswich Queensland 40 A7 054 MB 326H on static display at the Benalla Aviation Museum in Benalla Victoria 43 A7 057 MB 326H on static display at the Merredin Military Museum in Merredin Western Australia 44 A7 062 MB 326H on static display at Fighter World at RAAF Base Williamtown near Newcastle New South Wales 45 A7 066 MB 326H on static display at the Aviation Heritage Museum in Bull Creek Western Australia It is painted as A7 025 46 A7 067 MB 326H forward fuselage on static display at Fighter World at RAAF Base Williamtown near Newcastle New South Wales 40 A7 072 MB 326H on static display Queensland Air Museum Caloundra Sunshine Coast lt QAM gt A7 077 MB 326H on static display at the Fleet Air Arm Museum at HMAS Albatross near Nowra New South Wales 47 A7 097 MB 326H at the RAAF Museum in Point Cook Victoria 48 Austria472 MB 326M on display at the Osterreichisches Luftfahrtmuseum Graz Thalerhof in Graz Styria 49 BrazilFAB 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 50 FAB 4488 an AT 26 Xavante on static display in the military area of the Gov Carlos Wilson Airport in Fernando de Noronha Pernambuco 50 FAB 4535 an AT 26 Xavante on static display in the entrance of the CINDACTA III building in Recife Pernambuco 50 FAB 4548 an AT 26 Xavante on static display in the entrance of the Hospital da Aeronautica do Recife Brazilian Air Force Hospital in Recife 50 FAB 4556 an AT 26 Xavante on static display in the parking lot of the Colegio Militar do Recife a military managed high school in Recife Pernambuco 50 FAB 4560 an AT 26 Xavante on static display at Jardim Vila Galvao square in the city of Guarulhos 51 FAB 4566 an AT 26 Xavante in storage at the TAM Museum in Sao Carlos Sao Paulo 50 FAB 4590 an AT 26 Xavante on display at Espaco Ciencia a free admission science museum in Olinda Pernambuco The original painting of this aircraft has been replaced by a Romero Britto styled livery 52 53 FAB 4635 an AT 26A Xavante on static display near lake Joao Barbosa Sitonio in Triunfo Pernambuco 50 Ghana Ghana Air Force Aermacchi MB 326 at the Ghana Armed Forces GAF Museum in Kumasi Ashanti Region Ghana Armed Forces Museum in Kumasi Ashanti citation needed Italy MB 326 at San Pelagio Air and Space Museum MM54243 MB 326 on static display at the San Pelagio Air and Space Museum in Due Carrare Veneto 54 MM54266 MB 326D on static display at the Istituto Tecnico Industriale Aeronautico in Udine Friuli Venezia Giulia 55 South Africa494 MB 326M on static display at Impala Primary School in Kempton Park Gauteng 56 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 57 532 MB 326M on static display at the South African Air Force Museum in Centurion Gauteng 58 589 MB 326M on static display at the South African Air Force Museum in Centurion Gauteng 59 1000 MB 326K on static display at the South African Air Force Museum in Centurion Gauteng 60 1045 MB 326K on static display at the South African National Museum of Military History in Johannesburg Gauteng 61 1065 MB 326K on static display at the South African Air Force Museum in Centurion Gauteng 62 United States474 MB 326M on static display at the Estrella Warbirds Museum in Paso Robles California 63 64 Specifications MB 326G Edit Orthographic projection of the Aermacchi MB 326 Cockpits Front Cockpit Rear Cockpit Data from Jane s All The World s Aircraft 1969 70 65 General characteristicsCrew 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 66 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 thrustPerformance 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 seconds12 200 m 40 000 ft in 13 minutes 5 seconds dd dd 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 gunsightSee also Edit Aviation portal Italy portalRelated development Aermacchi MB 339Aircraft of comparable role configuration and era PZL TS 11 Iskra Soko G 2 Galeb Fuji T 1 Lockheed T 33References EditNotes Edit Aircraft compared and contrasted 2011 p 140 Angelucci and Matricardi 1980 pp 269 271 a b c d e f g h i j k l m n Flight International 20 September 1961 p 492 a b c d e Jannetti 1987 page needed Taylor 1969 p 120 Angelucci and Matricardi 1980 p 269 a b Flight International 20 September 1961 p 493 a b c d e f g h Flight International 20 September 1961 p 494 Flight International 20 September 1961 pp 492 494 Flight International 20 September 1961 pp 493 494 Flight International 20 September 1961 pp 492 493 a b Macchi MB 326 Aeronautica Militare Retrieved 3 June 2019 Advanced training in the southern skies Flight International 8 April 1978 p 974 Dennis et al 2008 p 335 a b c d Potgieter Herman and Willem Steenkamp Aircraft of the South African Air Force London Jane s 1981 First edition 1980 ISBN 0 86977 133 7 The Illustrated Encyclopedia of Aircraft Issue 1 1981 p 20 The Illustrated Encyclopedia of Aircraft Issue 2 1981 p 34 War machines 1985 p 2119 War machines 1985 Fenili 1990 Cooper Tom Angola SAAF Bushwacks Six Helicopters ACIG Retrieved 2 January 2010 Burden et al 1986 p 29 Burden et al 1986 p 33 Brazilian air force retires last Xavante trainers Flightglobal 3 December 2010 Retrieved 22 January 2012 Cameroon orders CN235 defenceweb co Retrieved 9 November 2012 Andrade 1982 p 56 4 Squadron http www saairforce co za Retrieved 2013 10 08 5 Squadron http www saairforce co za Retrieved 2013 10 08 6 Squadron http www saairforce co za Retrieved 2013 10 08 7 Squadron http www saairforce co za Retrieved 2013 10 08 8 Squadron http www saairforce co za Retrieved 2013 10 08 24 Squadron http www saairforce co za Retrieved 2013 10 08 40 Squadron http www saairforce co za Retrieved 2013 10 08 85 Combat Flying School http www saairforce co za Retrieved 2013 10 08 The Silver Falcons http www saairforce co za Retrieved 2013 10 08 Jet Hits a School in Italy Killing 12 The New York Times Associated Press 7 December 1990 Retrieved 19 September 2020 History The Silver Falcons Archived from the original on 28 August 2009 Retrieved 22 February 2011 Airframe Dossier Aermacchi MB 326GB s n 0647 4 A 108 ARA c n 6540 281 Aerial Visuals AerialVisuals ca Retrieved 7 August 2017 Aermacchi MB 326H A7 001 RAAF Museum RAAF Museum Retrieved 7 August 2017 a b c d e Scott Brenden Edwards Martin 24 June 2015 RAAF A7 amp RAN N14 CAC CA 30 Macchi MB 326H List of surviving airframes ADF Serials Retrieved 7 August 2017 Aermacchi South Australian Aviation Museum Retrieved 7 August 2017 Airframe Dossier Aermacchi MB 326H s n A7 027 RAAF c n CA30 27 Aerial Visuals AerialVisuals ca Retrieved 7 August 2017 Airframe Dossier Aermacchi MB 326H s n A7 054 RAAF c n CA30 54 Aerial Visuals AerialVisuals ca Retrieved 7 August 2017 Airframe Dossier Aermacchi MB 326H s n A7 057 RAAF c n CA30 57 Aerial Visuals AerialVisuals ca Retrieved 7 August 2017 Aermacchi MB326H Fighterworld Retrieved 7 August 2017 MB 326H Aviation Heritage Museum Aviation Heritage Museum Retrieved 7 August 2017 Airframe Dossier Aermacchi MB 326H s n A7 077 RAAF c n CA30 77 Aerial Visuals AerialVisuals ca Retrieved 7 August 2017 Airframe Dossier Aermacchi MB 326H s n A7 097 RAAF c n CA30 97 Aerial Visuals AerialVisuals ca Retrieved 7 August 2017 Das Museum Osterreichisches Luftfahrtmuseum Graz Thalerhof Osterreichisches Luftfahrtmuseum Graz Thalerhof Retrieved 7 August 2017 a b c d e f g ABRAPAC Aeronaves preservadas e estocadas no Brasil PDF Retrieved 26 December 2020 GUARULHOS Praca na Vila Galvao ganha aviao Xavante comerciariosdeguarulhos org br Retrieved 6 September 2017 Espaco Ciencia Area Espaco Retrieved 26 December 2020 Memoria da Aviacao no Brasil Facebook Retrieved 26 December 2020 Airframe Dossier Aermacchi MB 326 s n MM54243 AMI c n 6329 Aerial Visuals AerialVisuals ca Retrieved 7 August 2017 Airframe Dossier Aermacchi MB 326D s n MM54266 AMI c n 6292 Aerial Visuals AerialVisuals ca Retrieved 7 August 2017 Airframe Dossier Aermacchi Atlas MB 326M s n 494 SAAF c n A19 Aerial Visuals AerialVisuals ca Retrieved 7 August 2017 Airframe Dossier Aermacchi Atlas Impala I s n 531 SAAF c n A56 Aerial Visuals AerialVisuals ca Retrieved 7 August 2017 Airframe Dossier Aermacchi Atlas Impala I s n 532 SAAF c n A57 Aerial Visuals AerialVisuals ca Retrieved 7 August 2017 Airframe Dossier Aermacchi Atlas Impala I s n 589 SAAF c n A114 Aerial Visuals AerialVisuals ca Retrieved 7 August 2017 Airframe Dossier Aermacchi Atlas MB 326K s n 1000 SAAF c n 6555 296 001 Aerial Visuals AerialVisuals ca Retrieved 7 August 2017 Airframe Dossier Aermacchi Atlas MB 326K s n 1045 SAAF c n 46 Aerial Visuals AerialVisuals ca Retrieved 7 August 2017 Airframe Dossier Aermacchi Atlas Impala II s n 1065 SAAF c n 66 Aerial Visuals AerialVisuals ca Retrieved 7 August 2017 Aermacchi MB 326 Impala Estrella Warbirds Museum Retrieved 7 August 2017 Airframe Dossier Aermacchi Atlas MB 326M s n 474 c r N7085D Aerial Visuals AerialVisuals ca Retrieved 7 August 2017 Taylor John W R ed 1969 Jane s all the World s Aircraft 1969 70 60th ed London Sampson Low Marston amp Company pp 120 122 Lednicer David The Incomplete Guide to Airfoil Usage m selig ae illinois edu Retrieved 16 April 2019 Bibliography Edit Aermacchi M B 326 The Illustrated Encyclopedia of Aircraft London Orbis Volume 1 Issue 1 1981 p 20 Aermacchi M B 326K The Illustrated Encyclopedia of Aircraft London Orbis Volume 1 Issue 2 1981 p 34 Andrade John Militair 1982 London Aviation Press 1982 ISBN 0 907898 01 7 Angelucci Enzo and Paolo Matricardi World Aircraft Combat Aircraft 1945 1960 Maidenhead Berkshire UK Sampson Low Guides 1980 ISBN 0 562 00136 0 Burden Rodney A Michael A Draper Douglas A Rough Colin A Smith and David Wilton Falklands The Air War Twickenham UK British Air Review Group 1986 ISBN 0 906339 05 7 Dennis Peter Grey Jeffrey Morris Ewan Prior Robin Bou Jean 2008 The Oxford Companion to Australian Military History 2nd ed Melbourne Oxford University Press ISBN 978 0 195517842 Fenili Vincenzo Impala sul Bush JP4 Magazine January 1990 High Macchi Flying Flight International 20 September 1961 pp 492 494 Jannetti Fabrizio 30 anni di 326 Aeronautica amp Difesa magazine Rome Ed Ai editions N 14 December 1987 pp 38 47 Lefebvre Jean Michel February 1977 Une famille a l italienne les Macchi MB 326 An Italian Family The Macchi MB 326 Le Fana de l Aviation in French 87 28 36 ISSN 0757 4169 Taylor John W R ed Jane s All The World s Aircraft 1969 70 London Jane s Yearbooks 1969 War Machines Encyclopaedia Italian edition printed by De Agostini London Aerospace Publishing 1985 pp 2117 19 External links Edit Wikimedia Commons has media related to Aermacchi MB 326 Specs amp Photo at Flugzeuginfo net Serial number history of Australian CAC MB 326 aircraft Warbird Alley MB 326 page Portals Italy Companies Aviation Retrieved from https en wikipedia org w index php title Aermacchi MB 326 amp oldid 1136066888, wikipedia, wiki, book, books, library,

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