Aermacchi MB-326
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 Aermacchi or Macchi MB-326 is a light military jet trainer designed and produced by the Italian aircraft manufacter Aermacchi. 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.
The MB-326 was developed 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. Accordingly, Aermacchi designed it as a single type of aircraft that could readily perform both elementary and advanced training right through to a near combat-ready standard. After it was proposed during the 1950s, the
During February 1962, the MB-326 formally entered service with the AMI. Operational experience with the type demonstrated that the advantages of operating just one type for all training purposes, being simplicity and
In excess of 800 MB-326s were constructed between 1961 and 1975.
Development
Origins
During the 1950s, a number of countries began to operate compact
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
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
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
In a structural perspective, the MB-326 was relatively straightforward.
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
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 trainer, 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.
In addition to its AMI service, the MB-326 was also employed in a civilian capacity within Italy. National
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
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
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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
South Africa
The
The aircraft had many advantages over expensive supersonic jets. Although slower, it could operate from relatively primitive airfields and strike swiftly. The
Impala Mk IIs were also opportunistically used as interceptors. In several encounters in 1985 with
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
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
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.[citation needed]
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.[citation needed]
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
- Argentine Navy – The Argentine Naval Aviation received 8 MB-326GB plus 11 MB-326GC ex-Brazilian Air Force
- 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)
- Fleet Air Arm (RAN) operated 10 MB-326Hs from 1970 to 1983.
- No. 724 Squadron RAN
- 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 Air Force: Six ex-SAAF Impala Mk I and IIs[25]
- Dubai 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 Air Force received 15 MB.326s.
- Alitalia operated 4 MB-326D as trainer
- Italian Air Force operated 135 MB-326 and two MB-326G for evaluation test[12]
- Paraguayan Air Force operates ten EMB-326GBs/AT-26 Xavante, some in reserve.
- South African Air Force operated 62 MB-326s plus 125 Impala Mk.1s and 73 Mk.2s
- Togolese Air Forcereceived six MB-326GCs.
- Tunisian Air Force received 16 MB-326s.
- United Arab Emirates Air Force inherited six aircraft from the Dubai Defence Force Air Wing.
- Zaire Air Force received 25 MB-326GBs.
- Zambian Air Force received 23 MB-326GB.
Accidents and losses
- 6 December 1990An 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 1993An 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
- 0647 – MB-326GB on static display at Río Grande, Tierra del Fuego.[38]
- Australia
- A7-001 – MB-326H on static display at the 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 Bullsbrook, Western Australia.[42]
- A7-030 – MB-326H in storage at the 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 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, Williamtown, 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, New South Wales.[40]
- A7-072 – MB-326H on static display, Queensland Air Museum, Caloundra, Sunshine Coast. <QAM>
- A7-077 – MB-326H on static display at the Fleet Air Arm Museum at HMAS Albatross, Nowra, New South Wales.[47]
- A7-097 – MB-326H at the RAAF Museum in Point Cook, Victoria.[48]
- Austria
- 472 – MB-326M on display at the Österreichisches Luftfahrtmuseum Graz-Thalerhof in Graz, Styria.[49]
- 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.[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 Aeronáutica do Recife (Brazilian Air Force Hospital in Recife).[50]
- 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 .[50]
- FAB-4560, an AT-26 Xavante on static display at Jardim Vila Galvão square, in the city of Guarulhos.[51]
- FAB-4566, an AT-26 Xavante in storage at the TAM Museum in São Carlos, São Paulo.[50]
- 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.[52][53]
- FAB-4635, an AT-26A Xavante on static display near lake Joao Barbosa Sitônio in Triunfo, Pernambuco.[50]
- Italy
- MM54245 - MB-326E identification code 37-31, with the emblem of the Catania-Fontanarossa Airport.
- 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 Africa
- 494 – MB-326M on static display at Impala Primary School in Kempton Park, Gauteng.[56]
- MB-326 on static display at Port Elizabeth, Eastern Cape.
- 531 – MB-326M on static display at 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 Centurion, Gauteng.[60]
- 1045 – MB-326K on static display at the Johannesburg, Gauteng.[61]
- 1065 – MB-326K on static display at the South African Air Force Museum in Centurion, Gauteng.[62]
- Ghana
- United States
- 474 – MB-326M on static display at the
Specifications (MB-326G)
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 turbojetengine, 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 four minutes and ten seconds
- 12,200 m (40,000 ft) in 13 minutes and five seconds
- 12,200 m (40,000 ft) in 13 minutes and five 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.12missiles
- 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
Citations
- ^ 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.
- ^ 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 26 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 & RAN N14 CAC CA-30 Macchi MB-326H List of surviving airframes". ADF-Serials. Retrieved 7 August 2017.
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