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AMX International AMX

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AMX International
Company typeJoint venture
IndustryAerospace, Defence
Founded1981
ProductsAMX ground-attack aircraft


Template:Infobox aircraft

The AMX International AMX is a ground-attack aircraft developed through a collaboration between Brazil and Italy. It is known as the A-11 Ghibli within the Italian Air Force and as the A-1 in the Brazilian Air Force. The Italian designation "Ghibli" is derived from the hot, dry desert wind of the Libyan desert.

In the early 1970s, Italian manufacturer Aermacchi initiated a design study for a light ground-attack aircraft, designated MB-340. By 1977, the Italian Air Force had issued a requirement for 187 new strike fighters intended to replace the Aeritalia G.91 in close air support roles. In 1980, Brazil declared its intention to join the project to replace its Aermacchi MB-326 fleet. Following a memorandum of understanding between Italy and Brazil in 1981, a joint venture named AMX International was established to oversee development, production, and marketing of the aircraft.

Development

File:AMX (5167938804).jpg
Two AMXs flying in formation, 2010

In early 1977, the Italian Air Force sought to procure 187 new strike fighters to succeed its existing Aeritalia G.91 for close air support and reconnaissance duties, as well as to phase out the reconnaissance role fulfilled by the Lockheed RF-104G Starfighter. Instead of competing against each other, Aeritalia (now known as Alenia Aeronautica) and Aermacchi decided to collaborate on a joint design proposal, having both explored similar light attack aircraft concepts during the early 1970s under Aermacchi’s MB-340 study. Formal development under this partnership began in April 1978.

In 1980, Brazil announced plans to participate in the program to replace its fleet of Aermacchi MB-326 trainers and light attack aircraft. By July 1981, Italy and Brazil agreed on shared specifications and invited Brazilian aerospace company Embraer to join the industrial consortium. The manufacturing responsibilities were divided among partners: Aeritalia produced approximately 46.5% (including central fuselage, stabilizers, and rudders), Aermacchi contributed about 22.8% (front fuselage and tail cone), while Embraer handled roughly 29.7% (wings, air intakes, pylons, and drop tanks). Each component was manufactured exclusively by one partner without overlap. The initial planned production was for 187 units for Italy and 100 for Brazil. Ultimately, deliveries comprised 136 aircraft to the Italian Air Force (110 AMX single-seaters and 26 AMX-T two-seaters) and 94 to the Brazilian Air Force (79 AMX single-seaters and 15 AMX-T two-seaters), totaling 230 aircraft.

File:FAB AMX International A-1A - Lofting.jpg
Brazilian Air Force A-1A at Mendoza, Argentina in 2005

During early development phases, multiple engine options and configurations were evaluated including twin-engine and single-engine layouts. Engines sourced from the United States were dismissed early on to avoid export restrictions on the finished aircraft. Engines considered included the Turbo-Union RB199, used on larger platforms such as the Panavia Tornado, as well as variants of the Rolls-Royce Turbomeca Adour, Rolls-Royce Viper, and Rolls-Royce Spey. By 1978, the Spey Mk.807—with various enhancements—was selected as the powerplant.

The design process prioritized maintainability and survivability; the aircraft was engineered to endure failure of any single system without reducing performance. To this end, critical systems were duplicated and protected; although armored cockpits were considered for crew protection, this option was ultimately rejected due to cost constraints. The detailed design phase concluded by March 1980.

Seven flyable prototypes were constructed for testing—three by Aeritalia, two by Aermacchi, and two by Embraer—alongside two static test airframes. The first prototype assembled in Italy took flight on 15 May 1984 but was lost during its fifth sortie in an accident that claimed the pilot’s life. Apart from this initial incident, flight testing proceeded without major issues. The first prototype assembled in Brazil flew on 16 October 1985. The inaugural production model flew on 11 May 1988. Deliveries commenced in Italy during 1988 with Brazilian deliveries following in 1989. The two-seat AMX prototype completed its maiden flight on 14 March 1990.

Design

File:AMX - RIAT 2008 (2674769345).jpg
An AMX performing a display at the 2008 Royal International Air Tattoo

The AMX features a traditional shoulder-mounted wing monoplane configuration. Its primary structure is constructed from aluminium using established manufacturing techniques, though components such as the tail fin and elevators incorporate carbon fibre composite materials.[1] A significant portion of the aircraft's internal volume is dedicated to avionics and onboard computing systems, with both navigation and attack functions being digitally managed.[2] To facilitate maintenance, all avionics are installed in compartments located underneath the cockpit, allowing ground-level access without requiring additional support equipment.[3]

Inspired by the design principles of the Panavia Tornado, the AMX employs a hybrid flight control system. It uses a fly-by-wire mechanism to operate control surfaces including spoilers, rudder, and variable-incidence tailplane, while the ailerons and elevators are controlled through a dual-redundant hydraulic system. Manual override capabilities exist for the ailerons, elevators, and rudder, enabling flight even if hydraulic failure occurs; each system can function independently.[4][5] The wings are equipped with leading edge slats, trailing edge flaps, and overwing spoilers positioned ahead of the flaps. These spoilers serve dual purposes as airbrakes and lift suppressors, enhancing takeoff and landing performance as well as in-flight maneuverability.[6]

Power is provided by a single Rolls-Royce Spey turbofan engine. Although heavier and less advanced compared to some contemporaries during development, the Spey was chosen for its reliability, cost-effectiveness, and absence of export restrictions that would have applied to American-made engines.[3][7] This engine also allowed for a simplified round-lipped air intake design. The rear fuselage section is detachable to provide direct access to the engine. Production of the Spey for the AMX was carried out by separate consortia in Brazil and Italy.[6] Unlike many strike aircraft from its era, the AMX was not designed for supersonic flight.[1]

File:Italian-Brazilian AMX.JPEG
An AMX alongside various munitions displayed at the Paris Air Show, 1989

There are notable differences between Brazilian and Italian variants in terms of avionics; Italian models are equipped with multiple NATO-compatible systems deemed unnecessary for operations in South America.[2] Brazilian AMXs frequently carry one of three pallet-mounted sensor suites featuring vertical, oblique, and forward-looking cameras to fulfill secondary reconnaissance missions.[8][2] A basic ranging radar is installed for targeting purposes, though radar types vary between operators.[6] Flight control is managed by a GE Avionics computer system.[9] Comprehensive electronic countermeasure (ECM) equipment protects the aircraft, including passive receiver antennas on the tailfin and an active jammer pod typically mounted on one of its hardpoints.[6]

The aircraft supports various weapons on one centerline and four underwing hardpoints capable of carrying bombs, missiles, and rockets. Payloads up to 900 kg (2,000 lb) can be mounted on the centerline and two innermost pylons beneath the wings, while outer pylons support loads up to 500 kg (1,000 lb).[2] All underwing stations are plumbed for drop tanks to extend operational range; Italian versions also include a fixed aerial refueling probe.[6] Optical reconnaissance pods can be attached externally on the centerline hardpoint.[8] Wingtip rails accommodate infrared-guided air-to-air missiles such as AIM-9 Sidewinders or MAA-1 Piranhas. Italian AMXs are armed with an M61 Vulcan 20 mm rotary cannon mounted on the port lower fuselage.[2] Due to US restrictions preventing sale of the M61 to Brazil, Brazilian AMXs instead utilize two DEFA 554 30 mm revolver cannons.[4][10]

Operational history

File:CRUZEX 2013 (10798460426).jpg
Brazilian AMX A-1 fighter bombers

The Italian Air Force's inaugural operational squadron, the 103° Gruppo of the 51° Stormo, was established in November 1989,[11] marking the formation of Italy’s first AMX unit in the same year.[12] Both Italy and Brazil temporarily grounded their AMX fleets in February 1992 after an Italian AMX suffered an engine failure leading to a crash. Flight operations resumed in May 1992 following engine modifications.[13][14]

In 1995, Italy deployed six AMXs from the 103° Gruppo for missions over Bosnia as part of Operation Deny Flight. This was followed by a deployment supporting IFOR peacekeeping efforts in Bosnia. However, between January and March 1996, operations were again suspended due to engine issues.[15] During the 1999 Kosovo war, Italian AMXs were active; rather than relying on unguided or conventional laser-guided bombs, they employed numerous Mk 82 bombs equipped with Israeli-developed Opher guidance kits, effectively transforming these unguided munitions into infrared-guided weapons.[16]

Towards the end of the 1990s, AMX International explored a significant engine upgrade involving a non-afterburning version of the Eurojet EJ200, offering substantially increased thrust compared to the original engine.[17] In 2005, Italy initiated the ACOL (Aggiornamento Capacità Operative e Logistiche) upgrade program for 55 AMX aircraft,[18] which included installation of a laser-based inertial navigation system (INS), updated cockpit displays, and integration allowing deployment of Joint Direct Attack Munition precision-guided bombs.[19] Meanwhile, starting in August 2007, Embraer embarked on a comprehensive midlife modernization program for 53 Brazilian Air Force AMX A-1s, emphasizing avionics enhancements and new weapons capabilities; this initiative was projected to extend operational service beyond 2027.[20]

File:AMI AMX.jpg
Italian Air Force AMX, 2010

Beginning in November 2009, four Italian AMXs were deployed to Afghanistan to replace an equal number of Tornado IDS aircraft in reconnaissance roles.[21] The aircraft notably provided real-time sharing of digital electro-optical and infrared sensor data with ground forces, enhancing reconnaissance effectiveness while reducing exposure to threats. By late 2010, these aircraft had completed over 700 combat sorties in Afghanistan. The final combat mission took place on 28 May 2014, with all remaining AMXs withdrawn from the theater by June 20 that year.[22]

Italian AMXs were active during the 2011 military intervention in Libya, where Italian military aircraft released a total of approximately 710 precision-guided bombs and missiles: Tornados and AMXs accounted for around 550 munitions while Navy AV-8Bs delivered roughly160 guided bombs. This conflict marked the first operational use by AMXs of Litening III targeting pods combined with Paveway and JDAM guided munitions.[23] In response to Libya’s deteriorating security situation in early 2016, Italy stationed additional assets including four AMX fighters at Bassi Airbase near Trapani in Sicily.Template:Fix/category[citation needed]

Reports from March 2012 indicated that the Philippines engaged in discussions with Italy regarding potential acquisition of second-hand AMX jets;[24] nevertheless, on March28,2014,the Philippine Department of National Defense finalized a contract to procure twelve FA-50 light attack aircraft valued at P18.9 billion (approximately US$421 million).[25][26]

The Italian Air Force officially retired its AMX fleet during a ceremony held on April5,2024 at Istrana Air Base located in northern Italy.

Variants

File:AMX International AMX-T, Italy - Air Force AN0326384.jpg
Italian AMX stationed at RAF Fairford, England, 1998
AMX-T

In 1986, efforts commenced to create a two-seat advanced trainer model designed to familiarize pilot trainees with high-speed jet operations while preserving the offensive capabilities of the single-seat version. The AMX-T made its maiden flight in 1990 and has since been deployed by both the Italian and Brazilian air forces.

AMX-ATA

The AMX Advanced Trainer Attack (AMX-ATA) is a newly developed two-seat multi-role attack aircraft tailored for both combat missions and advanced pilot instruction. This variant features upgraded sensors, including a forward-looking infrared helmet-mounted display, a versatile multi-mode radar supporting air-to-air and air-to-surface operations, and enhanced armaments such as anti-ship and medium-range missiles. Although the Venezuelan Air Force placed an order for eight AMX-ATA units in 1999 to fulfill training and attack roles, the transaction was blocked by the US Congress due to the incorporation of American technology within the aircraft systems.

AMX-R (RA-1)

This version of the AMX is configured specifically for reconnaissance tasks. It supports various reconnaissance pods and is operated by the Brazilian Air Force.

A-1M

Resulting from a Brazilian modernization initiative for their A-1 fleet, this upgrade includes significant enhancements such as the Mectron SCP-01 Scipio radar, Embraer's BR2 data link, navigation equipment from FLIR Systems, integration of Elbit INS/GPS/databus technology, adoption of a glass cockpit configuration, a new On-Board Oxygen Generation System (OBOGS), and the HMD DASH IV helmet-mounted display.

A-11A

Since 2012, this designation has been used by the Italian military for their AMX aircraft.

TA-11A

Beginning in 2012, this label identifies the Italian military's AMX-T variant.

A-11B

From 2012 onward, this term refers to the Italian military's AMX ACOL model.

TA-11B

Used by the Italian military since 2012 to denote the AMX-T ACOL version.

Operators

Template:Update section

File:Brazilian Air Force AMX air-to-air refuelling.jpg
An AMX of the Brazilian Air Force performing aerial refueling mid-flight
Template:BRA
  • As of 2024, the Brazilian Air Force maintains a fleet of 24 AMX aircraft.[27] These aircraft are scheduled for retirement by the end of 2025,[28] with the JAS 39E/F Gripen set to take their place.[29][30]
    • 1 Esquadrão/16 Grupo de Aviação, known as Esquadrão Adelphi, was based at Santa Cruz Air Base until its deactivation in December 2016. This squadron is expected to be reactivated with the F-39 Gripen E in the future, with its aircraft having been relocated to Santa Maria Air Base.[31]
    • 1 Esquadrão/10 Grupo de Aviação, also referred to as Esquadrão Poker, operates out of Santa Maria Air Base
    • 3 Esquadrão/10 Grupo de Aviação, called Esquadrão Centauro, is likewise stationed at Santa Maria Air Base

Aircraft exhibited

File:Memorial Aeroespacial Brasileiro (São José dos Campos, Brazil) 8.jpg
First AMX A-1 prototype showcased at the Memorial Aeroespacial Brasileiro in São José dos Campos, Brazil
  • An AMX formerly operated by the Italian Air Force is mounted on a plinth outside the Thales Alenia Space facility in Turin.
  • The Italian Air Force Museum in Vigna di Valle presents a retired AMX (MM7125) as part of its collection.
  • Prototype number 5 (Italian Air Force MMX599) is exhibited at the Volandia Park and Flight Museum, situated in Somma Lombardo near Milan-Malpensa Airport.
  • Brazil’s initial prototype is on public display at the Memorial Aeroespacial Brasileiro, an open-air museum located in São José dos Campos.
  • A decommissioned AMX from the Brazilian Air Force serves as a monument in "Praça do Avião" square, positioned close to Galeão International Airport on Governador Island, Rio de Janeiro.

Specifications (AMX)

Orthographic projection of the AMX
Orthographic projection of the AMX
File:AMX Air force Jet (4934654146) (2).jpg
Detail view of an AMX tailfin and rear fuselage
File:M61 Vulcan italian AMX.jpg
M61 Vulcan cannon mounted beneath an Italian AMX

Template:Aircraft specs

Incidents

  • In April 2019, a Brazilian A-1M aircraft was lost.

See also

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Citations

  1. ↑ 1.0 1.1 Cite error: Invalid <ref> tag; no text was provided for refs named bomber 289
  2. ↑ 2.0 2.1 2.2 2.3 2.4 Warwick 1981, p. 1545.
  3. ↑ 3.0 3.1 Cite error: Invalid <ref> tag; no text was provided for refs named warwick p1544
  4. ↑ 4.0 4.1 Cite error: Invalid <ref> tag; no text was provided for refs named jawa93 p129-1
  5. ↑ Warwick 1981, pp. 1544–1545.
  6. ↑ 6.0 6.1 6.2 6.3 6.4 Gunston and Gilchrist 1993, p. 290.
  7. ↑ Braybrook 1989, p. 270.
  8. ↑ 8.0 8.1 Cite error: Invalid <ref> tag; no text was provided for refs named bomber 291
  9. ↑ Gunston and Gilchrist 1993, pp. 289–290.
  10. ↑ Jackson 1991, p. 135.
  11. ↑ Nicolli 1997, p. 351.
  12. ↑ Jackson 1991, p. 138.
  13. ↑ Nicolli 1997, pp. 351–352.
  14. ↑ "Brazil and Italy lift AMX Ban" Archived 20 December 2013 at the Wayback Machine. Flight International, 6–12 May 1992, p. 14.
  15. ↑ Nicolli 1997, p. 352.
  16. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  17. ↑ Norris, Guy. "EJ200 engine proposed for AMX." Archived 3 October 2013 at the Wayback Machine Flight International, 20 April 1999.
  18. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  19. ↑ Niccoli 2009, p.44.
  20. ↑ Gething, Michael J. "Embraer commences AMX modifications for the Brazilian Air Force." Jane's, 9 June 2007.
  21. ↑ Peruzzi, Luca. "Italy's JATF in Afghanistan boosts air-to-ground and C-IED capabilities." Jane's, 9 November 2012.
  22. ↑ "Italian Air Force: a year of missions for the AMX airplanes in Afghanistan." Archived 14 July 2014 at the Wayback Machine AvioNews, 3 December 2010.
  23. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  24. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  25. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  26. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  27. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  28. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  29. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value)..
  30. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  31. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).

Bibliography

  • Air International. "Italy's Black Cats." February 2015, Key Publishing. pp. 64–69.
  • Braybrook, Roy. "Assessing the AMX". Air International, June 1989, Vol 36 No 6. Bromley, UK:Fine Scroll. ISSN 0306-5634. pp. 267–278.
  • Donald, David and Jon Lake. Encyclopedia of World Military Aircraft. London: Aerospace Publishing, Single Volume Edition, 1996. ISBN 1-874023-95-6.
  • Felstead, Peter. "Italian Air Force retires its AMX light attack aircraft after 35 years’ service". European Security & Defence, 5 April 2024, https://euro-sd.com/2024/04/major-news/37379/italian-air-force-retires-amx/#:~:text=On%205%20April%202024%20the,after%2035%20years%20of%20service.
  • Gunston, Bill and Peter Gilchrist. Jet Bombers: From the Messerschmitt Me 262 to the Stealth B-2. Osprey, 1993. ISBN 1-85532-258-7.
  • Jackson, Paul. "AMX: The 'Pocket Tornado'". World Air Power Journal. Volume 5, Spring 1991. ISSN 0959-7050. pp. 132–139.
  • Lambert, Mark. Jane's All The World's Aircraft 1993–94. Coulsdon, Surry, UK: Jane's Data Division, 1993. ISBN 0-7106-1066-1.
  • Metius, Wojtek. "AMX IOC: Service use for Italy's new agile attacker". Air International, October 1992, Vol 43 No 4. Stamford, UK:Key Publishing. ISSN 0306-5634. pp. 222–225.
  • Niccoli, Ricardo. "AMX In Italian Service". Air International, June 1997, Vol 52 No 6. Stamford, UK:Key Publishing. ISSN 0306-5634. pp. 349–353.
  • Niccoli, Ricardo. "AMX: Upgraded and Ready for Combat". Air International, November 2009, Vol 77 No 5. Stamford, UK:Key Publishing. ISSN 0306-5634. pp. 42–45.
  • Warwick, Graham. "AMX design reflects Tornado experience". Flight International, 21 November 1981. pp. 1544–1545.

External links

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