The MB-326 is the most commercially successful Italian jet aircraft.
It did not only train many pilots but also fought valiantly.
Its achievements have paved the way for the Italian aviation industry to be one of the
top jet trainer producers.
Now, we are investigating the MB-326, a brilliant tutor, fighter, and showman.
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The MB-326 was one of the best jet trainers in its time.
Its South African variant, the Impala, proved itself in battle.
The MB-326s performed dazzling air shows on three continents.
Its success was a critical turning point for the Italian aviation industry.
The aircraft is the founding father of the successful Italian-built jet trainer dynasty.
Italy had been one of the leading aircraft designers and producers since the early 1900s.
This country also became one of the pioneers of the works on jet aircraft with the Caproni
Campini N.1, which made its maiden flight on August 27, 1940.
The surrender of Italy to the Allies in 1943 and later the German occupation interrupted
this long and successful process.
Yet, the early surrender would also provide some advantages.
After the Second World War, the Allies went easier on Italy than other Axis nations.
The aviation industries of Germany and Japan would never return to the glorious old days.
But, Italy was quickly able to return to developing the jet fighter business.
In this new era, the first significant product of the Italian aviation industry was the Fiat
G.91 jet fighter.
But, its commercial success was limited.
Aviation technologies were rapidly advancing, and Italy could not keep up with this race
economically and technologically.
The Italian aviation companies realized that competing with powerful rivals from other
western countries was not wise for business.
So, they decided to focus on the more uncomplicated light attack and trainer aircraft.
So, in the early 1950s, Macchi, today Leonardo, began a study on a new jet trainer as a private
venture.
This aircraft would be relatively simple and low cost to produce, operate and maintain.
The results of this study were promising, so Macchi formally launched the MB-326 Programme
in 1953.
The letter "M" was standing for Macchi and "B" for the chief designer, Ermanno Bazzocchi.
In 1956, the Italian Air Force, which required a new jet trainer, officially declared its
interest in the Macchi's aircraft and ordered two prototypes.
The MB-326 would compete with the Fiat's G.80 in this tender.
The Italian Air Force had planned to acquire a simple aircraft without a pressurized cockpit
and armament capability.
But, the chief designer, Bazzocchi, was a visioner.
He realized the potential in the international market and designed the aircraft with a pressurized
cockpit and armament capability.
The MB-326 made its maiden flight on December 10, 1957.
This prototype had a 7.8 kiloNewton Viper 8 engine.
In 1958, the Italian Air Force chose the MB-326 over G.80.
Although the aircraft won the tender by equipping with the Viper 8, the serial production variant
had an 11.1 kiloNewton Viper 11.
The MB-326 was into the Italian Air Force's service in 1962.
The aircraft had an all-metal structure, manually operated ailerons and hydraulically operated
slotted flaps.
There was an electrically actuated balance and trim tab in the port aileron and geared
balance tab in the starboard aileron.
The hydraulically operated dive-brake was located under the centre fuselage.
In the rudder and each elevator, there was an electrically operated trim tab.
The wing fences at mid-wing increased the lift characteristics, which made the MB-326
an aircraft that could take off and land with relatively slow speed while it retained a
high rate of climb.
The aircraft could perform manoeuvres of + 7.33 / -3.5 g.
With its successful design, the MB-326 broke a series of records in its category in climbing,
altitude, endurance and low-altitude speed in 1966.
Despite its many superior features, No NATO country except Italy did not choose the MB-326.
Some of them had already acquired the Fouga Magister.
Also, breaking up the influence of the USA and the UK, which had been traditional suppliers
for many decades, was not easy for Italy.
Still, the MB-326 gained considerable commercial success in the rest of the world.
The aircraft was the true phoenix of the Italian aviation industry.
Argentina, Australia, Brazil, Cameroon, the Democratic Republic of the Congo, Ghana, Italy,
Paraguay, South Africa, Togo, Tunisia, United Arab Emirates and Zambia became the users
of the MB-326.
Australia, Brazil and South Africa also produced the aircraft under licence.
The basic production variant of the MB-326 had a length of 10.62 metres, a wingspan of
10.56 metres, a high of 3.72 metres, and a wing area of 19 square meters.
Its empty weight was 2,618 kilograms, while its maximum take-off weight was 3,765 kilograms.
The 11.1 kiloNewton Viper 11-Mk 45 jet engine provided a top speed of 806 kilometres per
hour.
The MB-326 could reach a range of 1,850 kilometres.
Its service ceiling was about 12,500 metres, in other words, 41,000 feet.
The basic model of the aircraft was unarmed.
The G variant of the MB-326, equipped with a 15.24 kiloNewton Viper 20-Mk 540 jet engine,
had a length of 10.67 metres, a wingspan of 10.85 metres, and a wing area of 19.35 square
meters.
It could reach a top speed of 867 kilometres per hour.
This variant had a 5,226-kilogram maximum takeoff weight and a 1,800-kilogram weapon
carrying capacity under its six wing pylons.
The MB-326G could carry the AS.12 air to surface missiles, besides bombs, machine gun pods
and rocket pods.
The Australian licence production variant of the MB-326G was named MB-326H by Macchi
and CA-30 by Australia.
This model also had improved avionics.
The MB-326GC was the Brazilian licence production variant of the G model.
This aircraft was named EMB-326 by the producer company, Embraer, and AT-26 Xavante by the
Brazilian Air Force.
Some sources claim that it also had a reconnaissance variant, called RT-26.
Indeed, in 1975, the Brazilian Air Force installed four Vinten cameras on the left wings of some
aircraft and assigned them to 3rd, 4th, and 5th mixed reconnaissance and attack squadrons.
But, according to official sources, these Xavantes were still called AT-26, not RT-26.
The MB-326M was the South African licence production variant of the G model.
This aircraft was named Impala Mk I by the South African Air Force.
Thanks to its success in light attack missions, the MB-326G gained popularity in the international
market.
So, Aermacchi decided to develop a single-seat combat aircraft variant, called MB-336, as
a private venture.
The aircraft, later renamed MB-326K, made its maiden flight on August 22, 1970.
It had an 18.73 kiloNewton Viper Mk 632-43 jet engine, a maximum takeoff weight of 5,897
kilograms, two integrated 30mm DEFA guns, enlarged fuel tanks, armoured cockpit, and
reinforced landing gear.
The top speed of the MB-326K was 890 kilometres per hour.
Aermacchi also worked on integrating the Matra R550 Magic on the aircraft.
This air-to-air missile would be adopted to MB-326K with a special angled rail called
the AERO-3B via an adaptor.
But, no user chose this modification.
Some sources also claim the integration works for the AIM-9 Sidewinder.
But, we cannot find any proof.
It is likely that this was just a rumour or misidentification of a missile.
South Africa produced this variant with the name Impala Mk II under licence.
This local model could carry French-made weapon systems, and it had a locally produced electronic
countermeasure suite.
The Impala Mk II could also launch the V3B Kukri air to air missiles.
Some sources claim that the aircraft had the V3C Darter firing capability instead of V3B.
South Africa sold some retired Impala Mk IIs to Brazil.
The Brazilian Air Force gave the designation to them as AT-30 first and AT-26A later.
Some sources claim that the Italian Air Force converted five aircraft for electronic countermeasure
missions and renamed as MB-326RM.
But, we cannot reach any official confirmation and visuals of this variant.
There were also some non-serial variants of the aircraft.
For example, Macchi had initially offered the armed version of the basic MB-326, called
MB-326A, but the Italian Air Force was not interested in it.
Also, the company intended to develop the C variant for the conversion training for
the Italian F-104 pilots.
Again, the Italian Air Force did not interested in it and chose the TF-104 for the mission.
During the 1960s, the Argentine Naval Aviation requested the development of an MB-326 variant
for carrier-based pilot training.
However, the feasibility studies showed that such a design and production effort would
not be economical.
So, the plan was terminated.
Embraer intended to develop an advanced variant of the MB-326, called EMB-330.
This new variant would have a radar, a laser rangefinder, integrated 30mm guns, and the
capability of firing the AGM-65A air-to-ground and the R-550 Magic air-to-air missiles.
But later, Brazil and Italy agreed on the joint development of the AMX, and the project
was terminated.
We should mention the MB-339, the predecessor of the MB-326, which was just essentially
a highly modified variant.
The South African Air Force's Impala Mk Is and Mk IIs frequently fought over Angola and
Southwest Africa.
Because of their limited air to air combat capabilities, they had no chance against the
Cuban-piloted fighters.
So, the Impalas generally flew at an altitude of about 15 meters to avoid the MiG-21s.
After all, the South African Air Force used these aircraft for light attack and close
air support missions.
The high altitude flights were not necessary.
Also, the Impala's short takeoff and landing capability on semi-prepared runways made the
aircraft perfect for the combats in the region.
They could quickly reach the areas where emergency air support was needed and thus became the
angels on the shoulders of the South African troops.
Officially, the South African Air Force lost only one Impala, which was shot down by a
9K32 Strela-2 MANPADS, whose NATO reporting name is SA-7 Grail.
Another one was also hit by this missile.
But, it managed to return to the base.
During the war, the Impalas shot down six Mi-8 and Mi-24 helicopters.
With their over 300 combat sorties conducted in 1977 and 1978, the MB-326s of the Zaire
Air Force became one of the main adversaries of the separatist group, Front for the National
Liberation of the Congo.
So, when about 2.500 Katangese rebels took over the Kolwezi and the local airbase in
1978, they immediately destroyed two of these aircraft and damaged another three.
Like aircraft of other users, the Brazilian AT-26s had a peaceful career and never fought.
Still, the Xavantes became one of the legends of the Brazilian Air Force.
The squadrons, which had these aircraft, won five fighter aviation tournaments in 1981,
1983, 1994, 1995 and 1997.
Also, the AT-26 was the winner of the air defence tournament in 1988.
In 1987, the engineers of the Brazilian General Command for Aerospace Technology tested the
first locally-developed in-flight refuelling probe system on the Xavante.
The result was successful.
This test paved the way for locally equipping the F-5s of the Brazilian Air Force with the
new in-flight refuelling probes.
The aerobatic display teams of three countries, the Australian Roulettes, the Brazilian Esquadrilha
Alouette, and the South African Silver Falcons, used the MB-326s to charm the audiences with
their daring shows.
All military users of the MB-326 retired the aircraft.
But, some surviving ones are still flying.
The MB-326 was the milestone of the Italian aviation industry after the Second World War.
Many pilots heard the sound of the jet engine in the cockpit with this aircraft.
It was the gallant warrior of Africa.
These have made the MB-326 undoubtedly a legend.
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