Single-seat version of the MB.326, the Aermacchi MB.336 made its first flight on Saturday, August 22, 1970. The pilot was Cdte Guido Careftiato, Aermacchi chief test pilot.
The new type, developed in response to an increasing world demand for a simple, high-performance and low-cost operational trainer and close-support aircraft, differs chiefly from the two-seat version in its more powerful engine (Rolls-Royce Viper 632-Y3 of 4,0001b thrust), internal gun installation and additional fuselage tank.
The two prototypes I-AMKK and I-KMAK, were converted from MB-326G to this new model.
The MB.326 developed into the MB 326K as the latest generation model, equipped with Mk 600 Viper engine, able to push 1,814 kg to give an even better performance.
The design (by Ermanno Bazzocchi) of the MB-326 began in 1954. There were some modifications to the project: horizontal tail surfaces had reduced dihedral, and the airbrakes (two in wings) became one under the fuselage. In 1956 AMI approved the project and asked for two prototypes (MM.571 and 572) and one airframe for static tests. No weapons or pressuriisation needed, but Bazzocchi introduced them.
The first prototype, I-MAKI, first flew on 10 December 1957, powered by a Bristol-Siddeley Viper 8 turbojet, flown by test pilot Guido Carestiato. The wing is NACA 64A114 at the root and NACA 64A212 at the tip. Each wing has 22 ribs and two spars. The fuel system has a tank in the center of the plane and two at the wingtips. The aircraft was 400 kg (880 lb) more than initial estimates. The original Viper 8 engine producing 7.8 kN (1,750 lbf) of thrust, was replaced by the Viper 9 which was 0.7 kN (147 lbf) extra thrust. The first prototype was lost in Egypt on 22 April 1959.
The second prototype first flew on 22 September 1958 and a new Viper engine, the model 11, was updated to produce a thrust of 11.1 kN (1,134 kg, 2,500 lb).
On December 15, 1958, AMI placed an order for 15 pre-series examples. In 1960, orders for 100 aircraft were placed.
The first production model flew on 5 October 1960.
Guido Carestiano set C1D 1 group records for an altitude of 15 489 m during of August 1961 in an MB-326.
The machines eventually arriving at 214 ° Lecce-Galatina school Group; while deployed in Brindisi. The type entered service with 43 ° N Flyer on March 22, 1962. This engine replaces the T-6 Texan, and there is a “fully-jet” training course for AMI pilots.
Eight MB-326Bs were ordered by Tunisia in 1965. They were developed from the basic MB-326s with weapons capability, with the 37th AMI series aircraft converted (I-MAKC). The key innovation is the ability of the ground offensive, with six underwing pylons, holding a maximum of 907 kg. In the same year, Ghana ordered nine of the same MB-326Fs.
“C” and “A” models never materialized. “A” is intended as a light attack aircraft, with two 7.62 mm machine-guns in the nose, but never built. Then, a few MB-326s called “A”, but this only means that they are equipped with Marconi ADF-370 AD. “C” version is to have NASARR radar in the nose, to train F-104 pilot, but only appeared as a mock-up.
Alitalia ordered four aircraft as a coach in the D “version”; demilitarization and equipped with special instruments to train pilots in preparation for the new jet liners.
Pilot also provided publicity for the MB 326: Riccardo Peracchi, working for AMI, displayed the MB-326 in many airshows, while Massimo Ralli set many records: February 8, 1966, climb records: 2 min 2 sec to 3000 m, 3 minutes 56 seconds for 6,000 m, 6 minutes 39 seconds for 9,000 m and 12,000 m 10 minutes 53 seconds. March 18, 1966, a record of 15 690 m altitude in horizontal flight, and 17 315 m absolute. July 18, 1966, endurance record, with 970 km August 2, 1966, a record speed of more than 3 km straight: 871 km / h December 1966: the 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 the endurance record at 777.557 km
Other MB-326G s using a Viper Mk 20 engine that provides 1,524 kg of thrust, and consequently much faster and has a payload increase of 1814 kg max. Argentina ordered eight, initially as-MB 326K, then called-MB 326GB.
Other MB-326G s using a Viper Mk 20 engine that provides 1,524 kg of thrust, and consequently much faster and has a payload increase of 1814 kg max. Argentina ordered eight, initially as-MB 326K, then called-MB 326GB.
Argentine Navy MB-326 preserved in Río Grande, Tierra del Fuego
Since that time MB 326 B/F/ GC/K and M versions with attack/COIN capability were supplied to the armed forces of the Argentine, Bolivia, Brazil (where it is known as the AT 26 Xavante), Dubai, and South Africa (known as the Impala Mk 1). Some also served with Alitalia as the MB.326D.
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 is essentially MB-326K with two seats. Two MB-326LD supplied to Dubai and four MB-326LD to Tunisia.
The engine is typically one 3,410 lb thrust Rolls Royce Bristol Viper 20 Mk 540 turbojet, and armament of up to 4,000 lb (1,814 kg) total can be carried on six underwing stations: this can include bombs, gun packs, rockets, and missiles. The MB.326G variant was fitted with a more powerful Viper 20 engine. An improved version was in production for the Italian Air Force under the designation M.B.339A.
The type was developed for the light strike role in the 326A, which was fitted with underwing hardpoints, culminating in the MB-326K single-seat close support version, which first flew on 22 August 1970. The additional of twin 30mm DEFA cannon was also introduced with the K model to compliment the already existing 6-hardpoints.
Engine upgrades moved from the 794-kg Rolls-Royce Viper 8 to the 1814-kg RR Viper 632. Variants of the MB-326 were used by Italy, Ghana, and Tunisia.
Seventeen were built in Italy for Zaire (Forces Arienne Zairoise) and 23 for the Air Force Zambia.
The MB 326K (originally known as MB-336) is a single seat model.
The aircraft were licence-built in Australia as the MB-326H, in Brazil as the AT-26 Xavante, and in South Africa as the Impala.
Brazil is the main customer for the 326-MB, in 1970 ordered two prototypes and 166-326GC s MB, called AT-26 Xavante.
The Forca Aerea Brasileira took delivery of its last 12 MB-326E, consisting of six MB-326 updated to MB-326G, and six newly produced (MM.54384 / 389). They had provision for weaponry and powered by 11 Viper 200 engine, not the Viper Mk 20 Mk 540 in 1981, bringing the Xavante line to a close, the final half dozen aircraft being replacements for export aircraft relinquished by the FAB from earlier contracts. They had provision for weaponry and powered by 11 Viper 200 engine, not the Viper Mk 20 Mk 540.
It was produced under license by Embraer with a further six for Togo (as the AT 26 Xavante) and 10 for Paraguay. Deliveries commenced in January 1983 of 12 ex-Forca Aerea Brasileira EMB-326GB Xavantes ordered for the 4a Escuadra Aeronaval at BAN Punta del Indio, Argentina. They were to make up attrition for two MB 326GB lost in accidents and three MB 339AA lost in the Falklands.
In Italian service the MB-326 was replaced by MB 339 between 1981 and 1984, after which they acted as liaison aircraft, replacing Lockheed T-33s. Excluding the prototype, 33 Italian Air Force MB-326s were lost in accidents between 1963 and 1992.
The MB326 was selected by the RAAF in the advanced training role in 1964 and by the RAN (10 RAN, 87 RAAF) in 1969. 12 were delivered by Macchi, 18 are assembled from kits in Australia, and another 67 built by the Commonwealth Aircraft Corporation and Hawker aircraft with the designation CA-30. Manufacturered by Commonwealth Aircraft Corporation, Melbourne, Victoria, Australia, under licence to Aermacchi, the first was delivered in October 1967 and the last in September 1972.
South Africa received a license to produce MB-326M (similar to G ‘model’), as Impala Mk I in 1964 with production beginning in 1966. They received 40 Italian-built aircraft followed by about 125 built locally by Atlas Aircraft Corporation, use them both as a trainer and in the armed configuration. Seven examples of the MB-326K also purchased as a light attack aircraft, with a further 15 assembled from a kit, while about 78 were license-produced and is known as the Impala Mk II. Production licenses of the single-seat version began in 1974.
South African Impalas were used in the battle against Angola, the Cuban and some militias, usually flying at 550-650 km / h at an altitude of 15 m. One was shot down by SA-7 and another returned with an unexploded missiles (SA-7, 8 or 9) in the flue gas. Six squadrons were equipped with Impala Mk. II in the SAAF during the 1970s and 1980s. During 1987 and 1988 Impalas were withdrawn from the front line, leaving Mirage and Buccaneers. Impala Mk. IIs also shot down a total of six Mi-8 and Mi-24 helicopters.
The Silver Falcons, the SAAF aerobatic team, were equipped with Impala Mk Is and on October 2, 1993, an Impala Mark I (Aermacchi MB-326) (no. 489) from the SAAF Silver Falcons aerobatic team fell after a separation of the right wing during a performance at the Airshow Lanseria. Pilot, Captain Charlie Rudnick was injured as the ejection was started outside the design envelope ejection seat.
Flying school for Impalas were Flying Training School in Langebaanweg while operational squadron 4, 5, 6, 7 and 8 squadrons while 85 Advanced Flying School also has a small number Impalas to supplement their Mirages.
AL Argentina – The Naval Argentina Flights received eight MB-326GB plus eleven MB-326GC ex-Brazilian Air Force
Royal Australian Air Force operated 87 MB-326Hs (RAAF serial A7-001 to -072, -079 to -083) 1967-2001. No. 25 Squadron RAAF No 76 Squadron RAAF No. 77 Squadron RAAF No 79 Squadron RAAF No. 2 Flying Training School RAAF RAAF No. 2 Operational Conversion Unit No. 5 Operational Training Unit RAAF Fitness RAAF Flying School Roulettes Telstars Aircraft Research and Development Unit Fleet Air Arm (RAN operated ten MB-326Hs 1970-1983. No. 724 Squadron RAN
Brazilian Air Force received 182 MB-326GCs (known as AT-26 Xavante) and 12 Atlas Impala former South African Air Force.
Cameroon Air Force has five in service.
Air Force Democratic Republic of the Congo
Dubai Air Wing
Ghana Air Force received 15 MB.326s.
Alitalia Italian Air Force operated 106 MB-326s, including 15 pre-production version.
Paraguay Air Arm ten operated EMB-326GBs / AT-26 Xavante, all retired in 2003.
South African Air Force received a 62 MB-326s plus 125 Impala Mk.1s and 73 Mk.2s
Togo Air Force received six MB-326GCs.
Tunisian Air Force received 16 MB-326s.
United Arab Emirates Air Force purchased six aircraft.
United States of America National Test Pilot School
Zaire Air Force received 25 MB-326GBs.
Zambia Air Force receives 23 MB-326GB.
Variants: MB-326: Two prototypes and 125 production of training aircraft for the Italian Air Force. MB-326A: Proposed armed version for weapons training, not built. MB-326B: Two-seat trainer jets, light aircraft attacks to Tunisia. (Eight built). MB-326D: Two-seat jet trainer armed for Alitalia. (Four built). MB-326E: Two-seat jet trainer armed to the Italian Air Force. (Six built). MB-326F: Two-seat trainer jets, light aircraft attack for Ghana. (Nine built). MB-326G: Two-seat trainer jets, ground-attack aircraft. (Two built). MB-326GB: Two-seat trainer jets, ground-attack aircraft. Eight sold to the Argentine Navy. 17 aircraft were exported to Zaire, and another 23 aircraft to Zambia. MB-326GC: Two-seat trainer jets, ground-attack aircraft for the Brazilian Air Force. Built under license in Brazil as the Embraer EMB-326. 167 aircraft were built for the Brazilian Air Force. Eleven of the Brazilian aircraft transferred to AL Argentina after the Falklands War. Six aircraft were exported to Togo, and another ten aircraft Paraguay. Total production, 182. AT-26 Xavante: Brazilian Air Force designation MB-326GC. RT-26 Xavante: Some AT-26 Xavantes converted into reconnaissance aircraft. MB-326H: seat jet trainer-Two, 87 aircraft were built for the Royal Australian Air Force, and 10 to the Royal Australian Navy. Built twelve Italian 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 II: South African Air Force designation MB 326K. MB-326KB: Single-seat ground-attack aircraft for Zaire. (Six built). MB-326KD: Single-seat ground-attack aircraft to 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. MB-326LD: further training Two-seat jet plane to Dubai. (Two built). MB-326LT: further training Two-seat jet aircraft for Tunisia. Four built. MB-326M: Two-seat trainer jets, ground-attack aircraft for the South African Air Force. Built under license in South Africa by the Atlas Aircraft Corporation. Impala I: South African Air Force designation MB-326M. MB-326RM: Five Italian Air Force MB-326s aircraft converted into ECM.
Specifications:
MB.326 Engine: 2 x Bristol Siddeley Viper 22 1 turbojet, 2500 lbs.t. (1134 kgp) Span: 32 ft 10.75 in (10.04 m) Length: 35 ft 1 in (10.66 m) Wing area: 204.52 sq.ft (19sq.m). Height: 3.5 m / 11 ft 6 in Never exceed speed: Mach 0.8 Max speed: 501 mph / 806 kph / 436 kt at 4,575 m (15,000 ft) Cruise: 348 mph (560 kph) Stall speed: 146 km / h (79 knots, 91 mph) Initial climb: 4,420 fpm. (22.5 m/sec) Service ceiling: 41,000ft (12,500 m) Range w/tip tank 11,500 m (38,000 ft): 1,665 km (900 nautical miles, 1,035 miles) Empty weight: 4,930 lb (2 237 kg) Loaded weight: 7,320 lb (3 320 kg). Armament: 3 machine-guns, 4 missiles Hardpoints: 6 Bombload: Up to 2000 lb (900 kg) Crew: 2
MB-326H Engine: 1 x Rolls-Royce Viper 11 Mk.22-11 turbojet, 2,500 lb Wing span: 35 ft 11 in (10.8m). Length: 34 ft 5 in Height: 11 ft 4 in Empty weight: 5,027 lb Loaded weight: 7,340 lb Crew: 2 Initial Rate of Climb: 4,420 ft/min Ceiling: 40,000 ft Speed: 506 mph Range: 940 miles Armament: 2 x 7.62 mm Miniguns and bombs
MB-326K Engine: 1 x Rolls-Royce Viper 632-42 turbojet, 4,000lbs thrust. Length: 35.01 ft (10.67m) Width: 35.60 ft (10.85m) Height: 12.20 ft (3.72m) Empty Weight: 6,535lbs (2,964kg) Maximum Take-Off Weight: 12,996lbs (5,895kg) Maximum Speed: 553mph (890kmh; 481kts) Maximum Range: 677miles (1,090km) Rate-of-Climb: 6,500ft/min (1,981m/min) Service Ceiling: 41,010ft (12,500m) Armament: 2 x 30mm DEFA cannon Max external ordnance: 4,000lbs Seats: 1 Hardpoints: 6
Designed for the Italian air force as an introductory trainer. The MB.308 first entered production in 1947 with either the 85 hp Continental C85 or 90 hp C90 engine.
The MB.308 is of wood construction with plywood and fabric covering.
Eighty MB.308s were acquired by the Italian Air Force and subsequently leased to Italian clubs.
The three-seat MB.308G featured the C90 engine and additional cabin windows. The MB.308G was manufactured under licence in Argentina by German Bianco SA from 1958, along with te MB.308-100 model with a 100 hp Continental O-200-A engine.
Engine: Continental C-85, 85 hp Cruise: 90 kt. Endurance: 5 hr. Range: 700 km.
Engine: Continental C90-12F, 90 hp Wingspan: 32 ft 9 in Length: 21 ft 5 in Height: 7 ft 1.5 in Wing area: 169.2 sq.ft Empty weight: 948 lb Normal loaded weight: 1540 lb MTOW: 1610 lb Max speed: 124 mph at 3280 ft Max cruise 70%: 106 mph Time to 3280 ft: 5 min Service ceiling: 13,120 ft Max range: 445 mi Range ax payload: 370 mi Endurance: 4 hr 45 min
Under the Lockheed name, designed by the Mooney brothers as a single-engine light transport aircraft in the same general class as the Cessna 180-185, it made extensive use of castings and forgings for ruggedness and simplicity. The wing is NACA 23016 at the root and NACA 4412 at the tip. Lockheed flew the first prototype on 15 September 1959. As its massive overheads in its main factories would price the six-seat aircraft out of its intended market, Lockheed looked for licensees in other countries for production. A new factility was purpose-built for Lockheed-Azcarate SA at San Luis Potosi, Mexico, where the LASA-60 was produced.
The prototype Lockheed-Azcarate LASA 60 was certificated early in 1960, and registered in Mexico.
The first Mexican built LASA-60 flew on 21 March 1961. Eighteen LASA 60 built in Mexico in 1960 were for the Fuerza Aerea Mexicana until the withdrawal of that type in 1968 69. They were delivered to the Mexican Air Force’s No.209 Search and Rescue Squadron.
Plans for manufacture by Lockheed-Kaiser in Argentina were abandoned. The main licencee was Italy’s Aermacchi who acquired exclusive manufacturing rights.
Designated AL,60, the first Aermacchi-built aircraft flew on 19 April 1961, the basic production model being the AL 60B-1.
The AL 60B-2 was powered by a turbo-supercharged 260 hp Continental TSIO-470-B engine.
The AL.60C featured an up-rated engine and a parachute door. Flown for the first time in prototype form in early 1963, the AL 60C-4 the C-4 featured a tail wheel undercarriage and was the most powerful yet flown. The AL 60C-4 evolved to meet Italian Air Force requirements for parachute training, the dropping of supplies, and a sturdier undercarriage for rough field operation. Accommodating up to six persons, the AL 60C-4 has duplicate freight doors and an additional door for pilot entry. Apart from the doors, engine and undercarriage, the AL 60C-4 is essentially similar to other versions, and is of all metal construction with a D-spar torsion box wing structure and a semi-monocoque fuselage.
With a tail wheel, as the AL.60 C-5 Conestoga, which 10 were supplied to the Central African Republic from 1971 (two remaining in late 1997) and Mauretania (one remaining in late 1997).
The AL 60D-3 was powered by a 310 hp Continental GIO-470-A engine.
The AL.60F-5 version with nose wheel undercarriage was sold to the Rhodesian Air Force.
Other variants were made under license in South Africa.
AL 60B-1 Engine: 250 hp Continental IO-470-R Wingspan: 39ft 4 in Length: 28 ft 1 in Height: 10 ft 8 in Wing area: 210 sq.ft Empty weight: 2024 lb Loaded weight: 3752 lb Max speed: 148 mph at SL Cruise: 75%: 140 mph ROC: 890 fpm Max range: 350 mi
AL 60B-2 Engine: 260 hp Continental TSIO-470-B
AL 60C-4 Engine: 340 hp Piaggio-Lycoming GSO-480-B1 Wingspan: 39 ft 4 in Length: 28 ft 1 in Height: 8 ft 6 in Wing area: 210 sq.ft Empty weight: 2344 lb Loaded weight: 4200 lb Max speed: 160 mph at SL Max speed: 170 mph at 6500 ft Cruise: 75%: 144 mph ROC: 920 fpm Service ceiling: 19,200 ft Max range: 445 mi
AL.60F-5 Conestoga / Trogan Engine: Textron Lycoming IO-720-A1A, 400 hp Wing span: 39 ft 4 in / 11.99m Aspect ratio: 7.35 Wing area: 210.44 sq.ft / 19.55 sq.m Length: 28 ft 10.5 in / 8.8m Height: 10 ft 10 in / 3.3 m Empty wt: 2394 lb / 1086 kg Operating wt: 2731 lb / 1239 kg MTOW: 4500 lb / 2041 kg Internal fuel: 75.9 Imp.Gal / 345 lt Max payload: 1440 lb / 653 kg Max speed SL: 135 kt / 156 mph / 251 kph Max ROC SL: 1085 fpm / 331 m/min Max cruise 10000ft: 125 kt / 144 mph / 232 kph Service ceiling: 13,615 ft / 4150m Econ cruise 5000 ft: 94 kt / 108 mph / 174 kph TO run MTOW: 645 ft / 196m TO to 50 ft MTOW: 1100 ft / 335 m Ldg dist from 50 ft: 845 ft / 258m Range: 560 nm / 645 sm / 1037 km Seats: 8
The L.57 flight testing has proved so satisfactory that it forms the basis for the fully-developed L.59, with more powerful engine and metal rotor blades. The L-59 had more extensive cockpit transparencies and a 260hp Continental IO-470-D engine. A four-seat light general-purpose helicopter with a two-blade main rotor of metal construction, built by Parsons and of the type fitted to the Hiller UH-12C helicopter. Cyclic pitch control is of Hiller “Rotor-Matic” type with Lualdi gyro-stabilizer. The L.59 has a two-blade reinforced plastic tail rotor. The all-metal fuselage has four seats in two pairs, with dual controls for the front pair, and car-type door on each side. The undercarriage was of two tubular metal skids with upturned forward ends and wheels for ground handling (stored under the boom, forward of the tail rotor).
The nose mounted engine exhausted through a central exhaust under the fuselage, between the skids. Fuel was in a pair of tanks mounted side-by-side above the cabin on each side of the rotor pylon on pylons. Provision was made for the addition of a rescue hoist and carriage of two litters.
Two L.59 prototypes were constructed by Macchi at Varese with technical assistance from Sud Aviation. A test flight programme was flown from 1960 and the commercial type certificate was issued in August 1961 but the programme was terminated as more capable helicopters had become available. The first prototype (I-GOGO – later MM576) was bought by the Italian army’s air corps for evaluation as an observation platform and was later transferred to a museum.
L-59 Engine: Continental IO-470-D, 260 hp Main rotor dia: 34 ft 9.5 in / 10.6m Fuselage length: 29 ft 9.5 in / 9.08 m Height: 9 ft 10 in / 3m Main rotor disc area: 949.92 sq.ft / 88.25 sq.m Tail rotor dia: 1.70m Payload: 380kg Empty weight: 1631 lb / 740 kg MTOW: 2646 lb / 1200 kg Max speed: 99 mph / 160 kph Cruise speed: 86 mph / 139 kph Initial ROC: 820 fpm / 250 m/min Absolute ceiling: 19,355 ft / 5900 m HIGE: 9515 ft / 2900 m HOGE: 5575 ft / 1700 m Endurance: 3 hr 30 min Fuel capacity: 110kg Seats: 4 Skid track: 2.40m.
Following on from the L.55, Lualdi developed the L.57 with a larger diameter main rotor, glass-reinforced tail rotor, and operational improvements including provision of an autopilot. Flight testing proved so satisfactory that it forms the basis for the fully-developed L.59.
Aer Lualdi were appointed agents and licencees for Hiller in Italy, and the rotor system pioneered with the ES 53 became a feature of each of their subsequent designs. The first of these was the all-metal L.55, which introduced a fully-streamlined fuselage with stressed-skin tailboom and was powered by a 180hp Lycoming engine mounted in the nose and driving a rotor pylon which was carried in a housing in the centre of the cabin. Experience with the L.55 prototype led to construction of an improved model, designated the L.57.
Aer Lualdi flew its first experimental helicopter, designated the ES 53, at Campoformido in September 1953, powered by an 85hp Continental engine. The ES 53 incorporated the “Rotor-Matic” rotor system designed by Hiller Aircraft Corp. supplemented by a Lualdi gyroscopic system which was claimed to ensure smoother flight and easier handling qualities. Subsequently, Lualdi were appointed agents and licencees for Hiller in Italy, and the rotor system pioneered with the ES 53 has been a feature of each of their subsequent designs. The first of these was the L.55.
Engine: Continental, 85 hp Rotors: 2 x 2-blade co-axial Rotor diameter: 24 ft Cruising speed: 75 mph Seats: 1
Aer Lualdi & C S.p.A was founded in 1953 for the design, development and production of Italian helicopters designed by Carlo Lualdi but based on the Rotor-Matic type of main rotor patented in the USA by Hiller Aircraft Corp. Aer Lualdi soon became the licensee for this rotor system. The first Italian helicopter to fly with this type of rotor was the Lualdi-Tassotti ES 53. Aer Lualdi ceased trading during 1963-4.
This dedicated battlefield surveillance and forward air control aircraft was developed in the late 1960s as a joint venture by Aerfer (later Aeritalia) and Aermacchi. Developed with a new, narrower, low drag fuselage and the wings of the Lockheed AL.60, for which Aermacchi held a produc¬tion licence, the AM.3 featured a new fin. Two prototypes were built (I-AEAN and I-RAIC), designated MB-335As and the first (assembled by Aermacchi) flew on 12 May 1967, the Aerfer assembled second prototype flying on 12 August 1968. Evaluated by the Italian army, but no orders were received. An improved AM.3 was developed. The prototype (I-TAAA) powered by a Continental GTSIO-520-C of 340 hp but later fitted with a 340 hp Piaggio built Lycoming GSO-480-Bl B6 piston engine and seating two in tandem. This production standard was designated AM.3C and first flew in May 1967.
One of the AM.3 prototypes was briefly evaluated by the USAF, Army and USM, as part of their Pave-COIN requirement. The AM.3C featured lengthened outer wing panels (by 3 ft 2.5 in / 0.98m) raising the wing area by 14.21 sq.ft / 1.32 sq.m. The AM-3 wing is NACA 23016 at the root and NACA 4412 at the tip. The nose was lengthened and refined aerodynamically, fairing incorporated under the fuselage for attachment points for the wing struts and main undercarriage legs. The plexiglass windows were bulged for increased visibility. A third seat in the rear was removable to accommodate a stretcher or freight. Provision of a single NATO M-4A stores attachment rack under each wing assisted contracts being obtained from the South African Air Force for a total of 40 AM.3Cs, which were given the name Bosbok, and three for Rawanda. The South African aircraft were delivered between May 1972 and December 1974. Defence cuts forced their retirement by September 1992. Two were preserved and the remainder sold to civilian operators.
AM3C
AM.3C Engine: Lycoming GSO-480-B1B6, 340 hp Wing span: 41 ft 8 in (12.7m). Length: 28 ft 7.75in / 8.73m Height: 8 ft 11 in / 2.72m Wing area: 219.2 sq.ft / 20.26 sq.m Empty wt: 2381 lb / 1080 kg MTOW: 3748 lb / 1700 kg Max external bomb load: 750 lb / 340 kg Max speed: 173 mph / 278 khp @8000ft Max speed SL: 162 mph / 260 kph / 141 kt Cruise 75%:153 mph / 246 kph @ 8000 ft Stall: 48 mph / 77 kph Max ROC: 1378 fpm / 420 m/min Climb to 9850 ft: 7 min 30 sec Service ceiling: 27,560 ft / 8400m TO run: 279 ft / 85 m Range with res: 615 sm / 990 km Hard points: 2 Seats: 3. Cabin length: 8 ft 2 in / 2.50m Cabin max width: 2 ft 8 in / 0.81m Cabin max height: 5 ft 3 in / 1.60m
