Aermacchi MB-326

Aermacchi

Industry	Aerospace
Founded	1912 in Italy
Headquarters	Italy
Products	Aircraft, including the Macchi MB-326 jet trainer

The Macchi MB-326, produced by the Italian aerospace company Aermacchi, is a lightweight military jet trainer aircraft. It stands out as one of the most widely adopted trainers globally, having been purchased by over ten nations and manufactured under license in countries including Australia, Brazil, and South Africa.

Conceived during an era when many air forces favored a comprehensive jet training solution, the MB-326 was designed to serve as a single platform capable of delivering both basic and advanced pilot instruction, extending up to near-combat readiness. Following its initial proposal in the 1950s, the Italian Air Force (AMI) quickly showed interest, awarding a contract for three prototypes after a competitive evaluation. The design underwent several enhancements before receiving official AMI approval in 1956. The prototype took to the skies for its inaugural flight on 10 December 1957. Subsequently, on 15 December 1958, the Italian government placed an order for 15 pre-production units, with additional procurement following soon after.

The MB-326 was officially introduced into AMI service in February 1962. Operational feedback revealed that although employing a single jet trainer model for all training phases offered benefits such as operational simplicity and economies of scale, these were often offset by increased acquisition and operating expenses associated with maintaining a fully jet-powered training fleet. Consequently, many operators complemented the MB-326 with more economical piston-engine aircraft for initial pilot training stages. Over time, the MB-326 became primarily utilized as an advanced lead-in trainer to ready pilots for transition to high-performance fighter jets. The aircraft also achieved several notable records within its category, including setting an altitude record of 56,807 ft (17,315 m) on 18 March 1966. While predominantly used by military services, some civilian entities operated the type; notably, Italy’s national airline, Alitalia, employed several MB-326s for pilot instruction.

Between 1961 and 1975, production of approximately 800 MB-326 units was completed. Brazil emerged as the largest export customer and undertook licensed manufacturing through Embraer. South African licensed production was conducted by Atlas Aircraft Corporation. Initially designed as a two-seat trainer, various armed single-seat and dual-seat light attack variants were developed. The armed versions saw combat deployment when the South African Defence Force utilized them during the South African Border War, engaging against the People's Armed Forces for the Liberation of Angola (FAPLA) and Cuban expeditionary forces in Angola from 1975 to 1989.

Origins

In the 1950s, several nations began operating compact jet-powered trainer aircraft that matched the performance of frontline combat planes, often derived as two-seat versions of these operational types. Recognizing the opportunity to better address this training role, various manufacturers independently initiated development of dedicated trainer aircraft. Notable examples included the French Fouga Magister, the American Cessna T-37 Tweet, the British Jet Provost, and the Czechoslovak Aero L-29. Following the aftermath of World War II, Italy focused on economic recovery for several years and was unable to allocate sufficient funds toward independently developing advanced combat aircraft capable of competing with the emerging generation of supersonic interceptors or medium bombers. Consequently, Italian aerospace firm Aermacchi directed its efforts and resources toward creating a series of light fighters and trainers.

The MB-326 originated as a private initiative by Macchi, developed under the leadership of Italian aeronautical engineer Ermanno Bazzocchi, who served as both the company’s technical director and chief engineer. Bazzocchi reportedly explored multiple configurations before settling on a single-engine layout for the trainer. Designed primarily for training purposes, the airframe was constructed as a sturdy yet lightweight all-metal structure, emphasizing simplicity and cost-effectiveness in both manufacturing and maintenance. Power was supplied by the British Armstrong Siddeley Viper turbojet engine, which was considered efficient at that time. Initially designed as a short-lifespan engine for disposable target drones, the Viper proved to be more reliable and versatile than originally anticipated. In 1954, Bazzocchi formally presented initial proposals to the Italian Air Ministry. The MB-326 program was officially launched by Macchi in 1953 following the successful pairing of the airframe design with the Viper engine.

At the program’s inception, the Italian Air Force (Aeronautica Militare) expressed interest in the aircraft as it sought replacements for its existing trainer fleet. When a competition was organized to select a new trainer, the MB-326 quickly emerged as an early contender. The competition’s specifications outlined several requirements: a maximum load factor of 7 g at full weight; a service life of 5,000 flight hours; maintenance intervals between 50 and 60 hours; stall warnings at least 15 km/h above stall speed; takeoff capability over a 15 m obstacle within 800 m at maximum weight (or 500 m at light weight); landing distance within 450 m at minimum weight; minimum speeds between 110 and 130 km/h; maximum speed up to 700 km/h; climb rate not less than 15 m/s; and endurance exceeding three hours at an altitude of 3,000 m.

The MB-326’s promising design secured a development contract for three prototypes. During this phase, significant refinements were made including removing the negative dihedral angle from the horizontal tail surfaces and replacing dual wing-mounted airbrakes with a single ventral airbrake. In 1956, the Italian Air Force formally approved the project and requested production of two prototypes—later designated MM.571 and MM.572—as well as one static test airframe. Although these initial prototypes were not required to incorporate features such as armament capabilities or cabin pressurization, Bazzocchi opted to include these enhancements nonetheless.

First flight

The initial prototype took to the skies on 10 December 1957, piloted by Macchi's lead test pilot, Guido Carestiato. Known as I-MAKI, this aircraft was publicly showcased for the first time over France. Throughout its flight testing phase, the MB-326 prototypes exhibited highly positive flying qualities; nevertheless, various design alterations had increased the aircraft's weight beyond expectations, reportedly reaching an excess of 400 kg (880 lb) compared to initial projections. The original Viper 8 engine delivered 7.8 kN (1,750 lbf) of thrust; to compensate for the added mass, the upgraded Viper 9 engine was selected instead, offering an additional 0.7 kN (147 lbf) of thrust.

On 22 September 1958, a second prototype with similar configuration joined the first. This newer aircraft differed mainly by being equipped with the more advanced Viper 11 engine, capable of producing 11.1 kN (1,134 kgf, 2,500 lbf) of thrust. This engine model became standard on all subsequent production variants. The MB-326 faced direct competition from the Fiat G.80, which was more powerful and had flown five years earlier as Italy’s first genuine jet trainer. However, the G.80 was heavier, larger in size, and carried a higher price tag than its rival; consequently, it failed to secure market success and lost out in the trainer competition.

After evaluating the prototype's performance, the Italian government placed an initial order for 15 pre-production aircraft for the AMI on 15 December 1958. Production was established at Macchi’s facility located in Masnago, Varese, Northern Italy. Soon after, AMI placed its first contract for a batch of 50 standard production MB-326 trainers. In 1960, Macchi received a substantial follow-up order for 100 units; this significant contract was regarded as a pivotal achievement in securing the company’s leading position within the jet trainer sector.

Design

File:RAAF Macchi A7-041.jpg

RAAF Macchi MB-326 A7-041

The Aermacchi MB-326 featured a low-wing monoplane configuration with an all-metal airframe constructed from lightweight alloy materials. It was among the earliest jet trainers designed to fulfill both initial and advanced flight training requirements. Conceived as a straightforward yet refined aircraft, it offered a broad performance envelope suitable for basic through advanced instruction; additional key attributes included high operational availability combined with reduced maintenance complexity. According to Flight International, this type was well-suited for imparting most advanced flying skills. Besides being user-friendly in handling, it incorporated significant safety features such as modern Martin-Baker ejection seats.

Power was provided by a single Rolls-Royce Viper non-afterburning turbojet engine; early production models utilized the Viper 11 variant delivering up to 2,500 lb of thrust. This powerplant offered multiple advantages including mechanical simplicity and durability, relatively low rotational speeds and turbine entry temperatures, quick throttle response, ease of installation, and tolerance to pilot errors common among trainees. Air intake was supplied through twin low-profile openings located at the wing roots. Italian manufacturer Piaggio Aerospace produced the Viper under license from British company Bristol Siddeley following an agreement established in 1959.

Structurally, the MB-326 was relatively uncomplicated. The fuselage and wings were each assembled from three sections; notably, the wing’s center section formed an integral part of the fuselage structure. The fuselage itself consisted of forward, central, and aft segments: the forward section housed the nose landing gear and radio equipment; the center contained cockpit accommodations, fuel tanks, and engine installation; while the rear section incorporated both tail assembly and exhaust jet pipe. Fuel storage comprised one large central fuselage tank plus two additional tanks located in each wingtip; refueling was facilitated by a single-point pressure fueling system positioned on the starboard side that enabled complete refueling within approximately five minutes. The trailing edges of each wing were fitted with flaps and ailerons featuring trim tabs; wings contained twenty-two ribs supported by two spars each. Mid-wing wing fences were installed to enhance lift performance. These design elements allowed for relatively slow-speed takeoffs and landings while maintaining excellent climb capability.

The cockpit employed a tandem seating arrangement chosen to produce a narrower and more aerodynamically efficient fuselage compared to conventional side-by-side layouts. Enclosed beneath a bubble canopy for superior external visibility, it also featured an anti-icing system powered by compressor bleed air. The cabin was pressurized to enable operations at higher altitudes—a beneficial feature for aerobatic maneuvers, navigation training flights, and improved fuel efficiency during extended missions. Avionics and onboard systems were primarily composed of modular units designed for easy access and removal; several components were intentionally made interchangeable. The aircraft’s exterior incorporated eighty inspection panels and access doors; engine inspections could be performed in place via two large panels above and below the engine compartment while additional doors allowed internal examination of intake ducts and compressor blades.

Italy

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Italian Aermacchi MB-326

The MB-326 stands out as one of the final Italian aircraft to achieve multiple world records. A particularly significant milestone was reached in August 1961 when pilot Guido Carestiano set the C1D group 1 altitude record at 15,489 meters. These record-setting flights played a key role in promoting the MB-326. Notably, pilot Massimo Ralli established several records with this aircraft type:

• On 8 February 1966, he set climbing time records: 2 minutes 2 seconds to reach 3,000 meters; 3 minutes 56 seconds to 6,000 meters; 6 minutes 39 seconds to 9,000 meters; and reached 12,000 meters in 10 minutes 53 seconds.
• On 18 March 1966, he achieved an altitude record of 15,690 meters during horizontal flight and climbed to 17,315 meters with a launched ascent.
• On 18 July 1966, he set an endurance record covering a distance of 970 kilometers.
• On 2 August 1966, he recorded a speed of 871 km/h over a straight three-kilometer course.
• In December 1966, several speed records were established: 880.586 km/h over distances between 15 and 25 kilometers; 831.007 km/h over 100 kilometers; and 777.667 km/h over 500 kilometers, along with another endurance record at a speed of 777.557 km/h.

These prominent achievements clearly demonstrated the MB-326’s exceptional capabilities and positioned it among the leading aircraft of its class during that era. Another notable figure, Riccardo Peracchi, serving with AMI, regularly showcased the aircraft’s exceptional handling and maneuverability at various airshows over several years. While Peracchi highlighted the MB-326’s agility in demonstrations, Ralli focused on pushing its advanced performance limits. Meanwhile, early operators consistently expressed satisfaction with the aircraft to Macchi.

After a somewhat extended development period, the initial production MB-326s were delivered to AMI’s Lecce-Galatina training school within the 214° Group and were temporarily stationed at Brindisi in Apulia. The MB-326 officially entered squadron service on 22 March 1962 with the commencement of the 43° Flyer course. It quickly replaced the aging North American T-6 Texan as a trainer; pilots typically required only about 130 hours on the MB-326 to reach graduation standards equivalent to those attained after approximately 210 hours on the older T-6.

Although operating costs for the MB-326 trainer were relatively higher, it was well received by trainees. When paired with the Fiat G.91T advanced trainer, it enabled AMI to implement a fully jet-powered training curriculum using domestically manufactured aircraft. According to aerospace publication Flight International, during the early 1960s AMI’s flight training regimen was significantly influenced by the forthcoming introduction of the Lockheed F-104G Starfighter.

As one of the earliest adopters of the MB-326, AMI also remained among its last users for later production variants. The air force procured a batch of twelve MB-326E models—six upgraded from MB-326G standards and six newly constructed (serial numbers MM.54384/389). These versions were equipped for armament but powered by Viper 11 Mk 200 engines rather than Viper 20 Mk 540 units. Within Italian service, the MB-326 was phased out between 1981 and 1984 in favor of the Aermacchi MB-339; subsequently, it served as a fast liaison aircraft replacing older T-33 Shooting Stars which offered only slightly higher speeds. Notably, the MB-326 was never adopted by the Frecce Tricolori aerobatic team, who retained their faster G.91PAN jets until they too transitioned to MB-339s.

Beyond military use by AMI, the MB-326 also found civilian applications within Italy. The national airline Alitalia ordered four trainer-configured "D" variants that were demilitarized and fitted with specialized instrumentation designed to prepare airline pilots for operating new-generation jetliners entering their fleet.

Neither the "A" nor "C" variants of the MB-326 ever reached production status. The "A" model had been planned as a light attack version armed with two nose-mounted 7.62 mm machine guns; although no original units were built under this designation, some MB-326s later carried the "A" label due to being equipped with a Marconi AD-370 automatic direction finder (ADF). The "C" variant was intended to feature a nose-mounted North American Search And Ranging Radar (NASARR) system along with additional electronic equipment for training AMI F-104 pilots; however, this version existed only as a mock-up and was never produced.

Australia

File:Royal Australian Air Force - A7-043 - CAC CA-30 Macchi MB-326H.jpg

A7-043 (MB-326H) at the RAAF Base Wagga in Australia.

The MB-326H was employed by the Royal Australian Air Force (RAAF) as a jet trainer aircraft. The RAAF placed an order for 97 units: 12 were delivered directly from Macchi, 18 were assembled domestically from kits, and an additional 67 were manufactured locally by the Commonwealth Aircraft Corporation and Hawker Aircraft, designated as CA-30. These aircraft closely resembled the MB-326G but featured upgraded avionics systems. The RAAF's aerobatic display team, The Roulettes, operated the MB-326H from December 1970 through to 1989. Pilot training within the RAAF up to 1975 included 60 hours of pre-selection training on CAC Winjeel aircraft (transitioning to the PAC CT/4 Airtrainer after 1975), followed by 150 hours of intermediate training and 75 hours of advanced instruction on the MB-326H. Those chosen for combat roles advanced to flying the Mirage IIIOD.

Despite its favorable handling characteristics and suitability for training, the MB-326's operational service was curtailed due to issues with structural fatigue. For instance, the Australian fleet underwent a life extension program during the 1980s and received new wings in the early 1990s following a fatigue-related accident. To mitigate excessive flight hours on the MB-326, it was supplemented by newer Pilatus PC-9 trainers. The MB-326 was ultimately retired by 2001, replaced by the Hawk 127.

Brazil

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Brazilian MB-326.

Brazil represented the largest operator of the MB-326, ordering two prototypes and 166 MB-326GC models in 1970, which were designated AT-26 Xavante. Production was licensed to Embraer, which also built six units for Togo and ten for Paraguay.

The aircraft played a pivotal role in subsequent developments: from the MB.326K emerged the MB.326L, which directly led to the creation of the Aermacchi MB.339. Through licensed production in Brazil, the MB.326 paved the way for further cooperative projects culminating in the AMX fighter. Although neither the MB.339 nor AMX matched the commercial success of the MB.326, this platform enabled technological advancements and expanded business opportunities.

South Africa

South Africa acquired a license to manufacture the MB-326M—comparable to the 'G' variant—as the Impala Mk I beginning in 1964, with production commencing in 1966. Initially receiving 40 Italian-built aircraft, approximately 125 additional units were produced locally by the Atlas Aircraft Corporation, serving both training and armed roles. Furthermore, seven MB-326K models were imported as light attack aircraft, supplemented by another 15 assembled from kits; around 78 single-seat versions were license-built domestically under the name Impala Mk II. Production of this single-seat variant started in 1974. The Impala Mk II featured French weaponry and incorporated an advanced South African electronic countermeasures (ECM) suite.

File:SAAF Impala MkII 1075 (6902824683).jpg

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

The South African Defence Force deployed Impalas during operations against the People's Armed Forces for the Liberation of Angola (FAPLA) and Cuban expeditionary forces in Angola from 1975 until 1989. Pilots typically flew at speeds between 550–650 km/h at an altitude of approximately 15 meters to evade Angolan air defenses. Throughout the South African Border War, one Impala was downed by an SA-7 missile; another returned despite having an unexploded missile lodged in its exhaust.

Compared to costly supersonic jets, these aircraft offered several operational advantages. Although slower, they could operate from rudimentary airstrips and execute rapid strikes. The SAAF equipped them with up to six 120 kg bombs or four bombs weighing 250 kg each. Their primary armament included SNEB rocket launchers—configured as either four sets of six or two sets of eighteen rockets—and two 30 mm autocannons with a total of 300 rounds available. These cannons significantly enhanced performance over earlier two-seat variants, which could also carry twin under-wing pods fitted with 30 mm DEFA guns. However, dual-role trainer/attack configurations were more prevalent due to their versatility and six hardpoints for weapons carriage. During the 1970s and '80s, six SAAF squadrons operated Impala Mk IIs. Before Operation Moduler, most Impalas stationed in South-West Africa were withdrawn, leaving combat duties primarily to Mirage IIIs and Blackburn Buccaneers.

In addition to their primary roles, Impala Mk IIs were occasionally employed as interceptors. In several engagements during 1985 against Mi-8 and Mi-24 helicopters, they successfully downed six enemy helicopters amid a critical phase of ground conflict when Angolan and Cuban forces attempted offensives against UNITA bases. This offensive ultimately failed as UNITA and SAAF forces severed supply lines, leading to ammunition shortages among opposing troops. Helicopters were vital for resupply missions; interrupting these became a strategic priority for SAAF pilots. Two Mi-24 helicopters were shot down during their first encounter while escorting Mil Mi-17 transports. The accompanying MiG-21 fighters flew at altitudes too high to intervene effectively. Two days later, Impala Mk IIs struck again, destroying two Mi-24s and two Mi-17s using only their onboard cannons for attack. Single-seat Impala Mk IIs were occasionally outfitted with Matra R550 Magic air-to-air missiles for defensive purposes. Operating at extended ranges required flying at very low altitudes, ascending only when engaging helicopters at medium height before returning swiftly to low level flight to avoid interception by enemy MiGs.

The SAAF aerobatic team known as The Silver Falcons previously flew Impala Mk Is.

Flying Training School at Langebaanweg served as the primary training establishment for Impala pilots, while operational units included 4, 5, 6, 7, and 8 Squadrons; additionally, 85 Combat Flying School maintained a limited number of Impalas alongside their Mirage trainers.

Argentina

File:Aermacchi MB-326 PELICAN 4-A-106 - Museo de la Aviacion Naval Argentina, Comandante Espora, Bahia blanca, Argentina - panoramio.jpg

Argentine MB-326.

During the 1982 Falkland War, the Argentine Navy's 1 Escuadrilla de Ataque operated a fleet composed of several MB-326 aircraft alongside the newer MB-339 models. Following Argentina's invasion of the Falkland Islands, a number of MB-326s were stationed at various coastal bases but were soon redeployed back to their home base at Punta Indio. While some MB-339s were sent to the Falklands, the MB-326s remained on the Argentine mainland. After hostilities ceased, Argentina acquired 11 EMB-326GB units from Brazil to compensate for wartime losses and to rebuild the operational capacity of 1 Escuadrilla de Ataque.

Other operators

Unlike the competing Fiat G.91, which was frequently regarded as less effective in the light fighter role, the MB-326 quickly secured multiple export contracts in this category. Although it did not gain widespread adoption among NATO members, who incorporated it only sparingly into their air forces, the MB-326 found significant acceptance among numerous Third World nations. This led to its extensive deployment as a frontline combat aircraft in various regional conflicts.

In 1965, Tunisia ordered eight MB-326B models. These aircraft were adaptations of the basic MB-326 design enhanced with weapons capabilities; specifically, the 37th series AMI planes were converted, including one with civilian registration I-MAKC. The primary advancement was its ground attack role, featuring six underwing pylons capable of carrying up to 907 kg of ordnance. That same year, Ghana procured nine similar MB-326F units.

The MB-326G variant was powered by the Viper Mk 20 engine, delivering 1,524 kg of thrust, which improved speed and increased maximum payload capacity to 1,814 kg. Argentina placed an order for eight of these aircraft, initially designated as MB-326K, later reclassified as MB-326GB.

Italy manufactured 17 MB-326GC units for Zaire's Force Arienne Zairoise and produced 23 more for the Zambian Air Force.

The final iteration, known as the MB-326K (originally referred to as MB-336), featured the Viper Mk 600 engine providing 1,814 kg thrust, enhancing overall performance. Its maiden flight occurred on 22 August 1970, with two prototypes bearing registrations I-AMKK and I-KMAK, both conversions from existing MB-326G airframes.

Dubai acquired three units in 1974 and an additional three in 1978 (designated MB-326KD). Tunisia received eight (MB-326KT), Ghana nine (MB-326KB), and Zaire eight (also MB-326KB).

The MB-326L essentially represented a two-seat version of the MB-326K. Dubai was supplied with two MB-326LD models while Tunisia obtained four.

Although cost-saving considerations often led to propeller-driven aircraft replacing the MB-326, this Macchi design demonstrated versatility by effectively fulfilling roles as both an intermediate trainer and a light attack platform.

Variants

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MB-326A ITI A.Malignani Udine, Italy (Technical-Aeronautical School)

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A7-040 (MB-326H) participating in a flypast of HMAS Melbourne near Fremantle in 1980

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MB-326H

• MB-326: Initial two prototypes followed by 125 production trainers delivered to the Italian Air Force.
• MB-326A: Planned armed variant intended for weapons training; this model was never produced.
• MB-326B: Eight two-seat jet trainers with light attack capabilities supplied to Tunisia.
• MB-326D: Four unarmed two-seat jet trainers manufactured for Alitalia.
• MB-326E: Six armed two-seat jet trainers built for the Italian Air Force.
• MB-326F: Nine two-seat jet trainers with light attack roles delivered to Ghana.
• MB-326G: Two-seat jet trainer designed for ground attack missions.
  • MB-326GB: Ground-attack, two-seat jet trainer variant; eight units sold to the Argentine Navy, with exports including 17 to Zaire and 23 to Zambia.
  • MB-326GC: Two-seat ground-attack trainer developed for the Brazilian Air Force, with 167 produced under license in Brazil as the Embraer EMB-326. After the Falklands War, eleven of these were transferred to the Argentine Navy. Additional exports included six aircraft to Togo and ten to Paraguay. Total output reached 182 units.
  • AT-26 Xavante: Brazilian Air Force's designation for the MB-326GC model.
  • RT-26 Xavante: Some AT-26 Xavantes were modified for reconnaissance purposes.
• MB-326H: A total of 87 two-seat jet trainers manufactured for the Royal Australian Air Force and 10 for the Royal Australian Navy. Twelve units were produced in Italy, while 85 were license-built in Australia by the Commonwealth Aircraft Corporation, designated as "CA-30".
• MB-326K: Single-seat ground attack aircraft built under license in South Africa by Atlas Aircraft Corporation for the South African Air Force.
  • Impala Mk II: The South African Air Force's designation for the MB-326K.
  • MB-326KB: Six single-seat ground attack jets constructed for Zaire.
  • MB-326KD: Three single-seat ground attack aircraft built for Dubai.
  • MB-326KG: Four single-seat ground attack aircraft produced for Ghana.
  • MB-326KT: Seven single-seat ground attack jets built for Tunisia.
• MB-326L: Two-seat advanced jet trainer variant.
  • MB-326LD: Two advanced two-seat jet trainers constructed for Dubai.
  • MB-326LT: Four advanced two-seat jet trainers built for Tunisia.
• MB-326M: Two-seat jet trainer with ground attack capabilities, license-produced by Atlas Aircraft Corporation in South Africa for the South African Air Force.
  • Impala Mk I: South African Air Force designation assigned to the MB-326M.
• MB-326RM: Five Italian Air Force MB-326s adapted into electronic countermeasures (ECM) platforms.

Operators

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Map illustrating global operators of the Aermacchi MB-326

Template:ARG

• Argentine Navy – The Argentine Naval Aviation acquired 8 MB-326GB models along with 11 MB-326GC units formerly operated by the Brazilian Air Force.

Template:AUS

• The Royal Australian Air Force flew 87 MB-326H aircraft between 1967 and 2001. As of 2014, some fuselages remain at RAAF Base Wagga, utilized as instructional 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 used for training purposes)
• The Royal Australian Navy's Fleet Air Arm operated 10 MB-326H aircraft from 1970 until 1983.
  • No. 724 Squadron RAN

Template:BRA

• The Brazilian Air Force received a total of 182 MB-326GCs, designated AT-26 Xavante, plus 12 Atlas Impalas acquired from the South African Air Force. The final units were withdrawn from service on 2 December 2010.

Template:CMR

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Cameroon Air Force MB326 Impala II

• Cameroon Air Force operated six Impala Mk I and Mk II aircraft previously belonging to the South African Air Force.

Template:COD

• Air Force of the Democratic Republic of the Congo

Template:Country data Dubai

• The Dubai Defence Force Air Wing operated six MB-326KD and three MB-326LD aircraft before transferring them to the United Arab Emirates Air Force in 1999.

Template:GHA

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Ghana Air Force MB326

• The Ghana Air Force took delivery of 15 MB-326 aircraft.

Template:ITA

• Alitalia utilized four MB-326D models as trainers.
• The Italian Air Force operated a fleet comprising 135 MB-326s and two MB-326Gs for evaluation purposes.

Template:PAR

• The Paraguayan Air Force maintains ten EMB-326GB/AT-26 Xavante aircraft, with some kept in reserve.

South Africa

• The South African Air Force operated a total of 62 MB-326s, along with 125 Impala Mk.1s and 73 Mk.2s.
  • 4 Squadron SAAF
  • 5 Squadron SAAF
  • 6 Squadron SAAF
  • 7 Squadron SAAF
  • 8 Squadron SAAF
  • 24 Squadron SAAF
  • 40 Squadron SAAF
  • 85 Combat Flying School
  • Silver Falcons

Template:TOG

• The Togolese Air Force received six MB-326GC aircraft.

Template:TUN

• The Tunisian Air Force was supplied with sixteen MB-326 units.

Template:UAE

• The United Arab Emirates Air Force inherited six aircraft from the former Dubai Defence Force Air Wing.

Template:USA

• National Test Pilot School

Template:ZAI

• The Zaire Air Force was equipped with twenty-five MB-326GB aircraft.

Template:ZAM

• The Zambian Air Force obtained twenty-three MB-326GB models.

Accidents and losses

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Aircraft on display

Argentina

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Argentine Navy MB-326 preserved at Río Grande, Tierra del Fuego.

• 0647 – MB-326GB exhibited statically at Río Grande, Tierra del Fuego.</ref>

Australia

File:Aermacchi MB 326H A7-001 on display at the RAAF Museum.jpg

A7-001 displayed at the RAAF Museum.

• A7-001 – MB-326H displayed permanently at the RAAF Museum located in Point Cook, Victoria, Australia.</ref>
• A7-014 – MB-326H exhibited statically at the Gippsland Armed Forces Museum in Sale, Victoria.</ref>
• A7-015 – MB-326H also on static display at the Gippsland Armed Forces Museum in Sale, Victoria.
• A7-026 – MB-326H preserved for static exhibition at the South Australian Aviation Museum in Port Adelaide, South Australia.</ref>
• A7-027 – MB-326H on display at RAAF Base Pearce in Bullsbrook, Western Australia.</ref>
• A7-030 – MB-326H held in storage by the Historical Aircraft Restoration Society in Albion Park Rail, New South Wales.
• A7-047 – MB-326H presented at the Aviation Heritage Centre located within RAAF Base Amberley, Ipswich, Queensland.
• A7-054 – MB-326H displayed statically at Benalla Aviation Museum in Benalla, Victoria.</ref>
• A7-057 – MB-326H preserved on static exhibit at Merredin Military Museum in Merredin, Western Australia.</ref>
• A7-062 – MB-326H showcased at Fighter World inside RAAF Base Williamtown, Williamtown, New South Wales.</ref>
• A7-066 – MB-326H exhibited statically at the Aviation Heritage Museum (Western Australia) in Bull Creek, Western Australia, painted as A7-025.</ref>
• A7-067 – Forward fuselage section of an MB-326H displayed at Fighter World within RAAF Base Williamtown.
• A7-072 – MB-326H exhibited statically at the Queensland Air Museum located in Caloundra on the Sunshine Coast.<QAM>
• A7-077 – MB-326H on static display at the Fleet Air Arm Museum (Australia) situated at HMAS Albatross (air station), Nowra, New South Wales.</ref>
• A7-097 – MB-326H preserved and displayed at the RAAF Museum in Point Cook, Victoria.</ref>

Austria

• 472 – MB-326M presented for public viewing at the Österreichisches Luftfahrtmuseum Graz-Thalerhof in Graz, Styria.</ref>

Brazil

• FAB-4480 – AT-26 Xavante (Brazilian-built version of the Aermacchi MB-326 by Embraer) displayed outside the Barreira do Inferno Launch Center entrance in Parnamirim, Rio Grande do Norte.
• FAB-4488 – AT-26 Xavante exhibited within the military zone of Gov. Carlos Wilson Airport (Fernando de Noronha Airport) in Fernando de Noronha, Pernambuco.
• FAB-4535 – AT-26 Xavante positioned statically at the entrance of CINDACTA III building in Recife, Pernambuco.
• FAB-4548 – AT-26 Xavante displayed outside Recife's Brazilian Air Force Hospital (Hospital da Aeronáutica do Recife).
• FAB-4556 – AT-26 Xavante placed on static exhibition in the parking area of Colégio Militar do Recife, a military-administered secondary school in Recife, Pernambuco.
• FAB-4560 – AT-26 Xavante installed as a static exhibit in Jardim Vila Galvão square within Guarulhos city.</ref>
• FAB-4566 – AT-26 Xavante kept in storage at the TAM Museum located in São Carlos, São Paulo.
• FAB-4590 – AT-26 Xavante displayed at Espaço Ciência museum with a Romero Britto-inspired paint scheme replacing its original colors; located in Olinda, Pernambuco.</ref>
• FAB-4635 – AT-26A Xavante exhibited near lake Joao Barbosa Sitônio in Triunfo, Pernambuco.

Italy

File:Aermacchi MB-326E 31-37 Catania.jpg

Aermacchi MB-326E positioned on a roundabout near Fontanarossa airport in Catania, Sicily.

File:Aermacchi MB-326, 6-76, Museo dell'Aria e dello Spazio, San Pelagio.jpg

MB-326 exhibited at San Pelagio Air and Space Museum.

• MM54245 - MB-326E bearing identification number 37–31 and featuring the 41º Stormo emblem on its vertical stabilizer is installed as a permanent display on a roundabout intersecting via Santa Maria Goretti, via San Giuseppe la Rena and via Tiro a Segno in Catania near Catania-Fontanarossa Airport.
• MM54243 – MB-326 presented for static exhibition at San Pelagio Air and Space Museum located in Due Carrare, Veneto.</ref>
• MM54266 – MB-326D displayed statically at Istituto Tecnico Industriale Aeronautico situated in Udine, Friuli-Venezia Giulia.</ref>

South Africa

• 494 – MB-326M preserved for static display outside Impala Primary School situated in Kempton Park, Gauteng.</ref>
• An MB-326 is exhibited statically at Port Elizabeth Airport located in Port Elizabeth, Eastern Cape.
• 531 – MB-326M exhibited statically within Air Force Base Ysterplaat situated in Cape Town, Western Cape.</ref>
• 532 – MB-326M displayed as a static exhibit inside South African Air Force Museum located in Centurion, Gauteng.</ref>
• 589 – Another example of an MB‑326M preserved statically within South African Air Force Museum facilities in Centurion, Gauteng.</ref>
• 1000 – An MB‑326K exhibited statically also at South African Air Force Museum based in Centurion.</ref>
• 1045 – An additional MB‑326K preserved on static display inside South African National Museum of Military History located in Johannesburg, Gauteng.</ref>
• 1065 – An example of an MB‑326K presented for static exhibition within South African Air Force Museum premises located in Centurion.</ref>

Ghana

File:Ghana Air Force Historic Attack Aircraft and Attack Helicopter.jpg

Ghana Air Force's Aermacchi MB‑326 exhibited at Ghana Armed Forces (GAF) Museum in Kumasi, Ashanti Region.

• Displayed within the Armed Forces Museum situated in Kumasi, Ashanti region.Template:Fix/category

United States

• 474 – An MB‑326M preserved as a static exhibit at Estrella Warbirds Museum located in Paso Robles, California.</ref>

Specifications (MB-326G)

File:AERMACCHI M.B. 326.png

Orthographic view of the Aermacchi MB-326

Cockpits

Front Cockpit

Front Cockpit

Rear Cockpit

Rear Cockpit

See also

Bibliography

• War Machines Encyclopaedia (Italian edition by De Agostini). London: Aerospace Publishing, 1985, pp. 2117–19.

External links

• Specifications and images at Flugzeuginfo.net
• History of serial numbers for Australian CAC/MB-326 aircraft
• Warbird Alley: Dedicated page on the MB-326