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{{Short description|Trainer aircraft family by Aermacchi}}
{{Use dmy dates|date=November 2019}}
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{{Infobox aircraft
 |name = MB-326
 |image = RAAF Commonwealth CA-30 (MB-326H) landing at RAAF Air Base Edinburgh.jpg
 |caption= [[RAAF]] Aermacchi MB-326H in 1986
 |type = [[trainer (aircraft)|Advanced trainer]]/Light attack
 |manufacturer= [[Aermacchi]]
 |national_origin=Italy
 |designer =
 |first_flight= 10 December 1957
 |introduction = February 1962
 |retired = 
 |status = Limited service
 |primary_user= [[Italian Air Force]]
 |more_users= [[South African Air Force]]<br />[[Brazilian Air Force]]<br />[[Royal Australian Air Force]]
 |produced= 1961–1975
 |number_built= ~800<ref>{{Citation |title = Aircraft, compared and contrasted |page = 140 |year = 2011}}.</ref>
 |unit cost=
 |developed_into = [[Aermacchi MB-339]]
}}

The '''Aermacchi''' or '''Macchi MB-326''' is a light [[military]] [[jet trainer]] designed and produced by the [[Italy|Italian]] aircraft manufacturer [[Aermacchi]]. It is one of the most commercially successful aircraft of its type, being bought by more than 10 countries and produced under licence in [[Australia]], [[Brazil]] and [[South Africa]].

The MB-326 was developed during a period when "all-through" jet training was considered by many air forces to be the most cost-effective model for training of military pilots. Accordingly, Aermacchi designed it as a single type of aircraft that could readily perform both elementary and advanced training right through to a near combat-ready standard. After it was proposed during the 1950s, the [[Aeronautica Militare|Italian Air Force]] (AMI) quickly became interested in the MB-326, and an initial contract to produce three prototypes was issued following a competition. Several design refinements were made prior to the AMI, giving its official approval of the project during 1956. On 10 December 1957, the first prototype performed its [[maiden flight]]. On 15 December 1958, the Italian government ordered 15 pre-series aircraft; further orders soon followed.

During February 1962, the MB-326 formally entered service with the AMI. Operational experience with the type demonstrated that the advantages of operating just one type for all training purposes, being simplicity and [[economy of scale]], were usually outweighed by the disadvantages, namely the higher purchase and operating costs of a large all-jet training fleet. Many operators therefore soon switched to operating the MB-326 in conjunction with a cheaper piston-engined type for basic training purposes. Over time, the MB-326 found its primary role as a lead-in trainer to prepare pilots for transition to very high performance [[fighter aircraft]]. It set many category records, including an altitude record of 56,807&nbsp;ft (17,315 m) on 18 March 1966. While the majority of operators were military, some civil organisations also flew the type; Italy's national [[flag carrier]] [[Alitalia]] conducted pilot training using a handful of MB-326s.

In excess of 800 MB-326s were built between 1961 and 1975.<ref name = "Angelucci Matricardi pp. 269-270-271">Angelucci and Matricardi 1980, pp. 269–271.</ref> Brazil was the biggest export customer for the MB-326, which included its [[licenced production|produced under license]] by [[Embraer]]. Licensed production of the type was also performed by [[Atlas Aircraft Corporation]] of South Africa. While the MB-326 had been originally conceived as a two-seat [[Trainer (aircraft)|trainer]], multiple single and two-seat light attack versions were also developed. Armed MB-326 saw combat, the [[South African Defence Force]] opting to employ the type during the [[South African Border War]] against the [[People's Armed Forces for the Liberation of Angola]] (FAPLA) and [[Cuban Army|Cuban]] expeditionary troops in [[Angola]] between 1975 and 1989.

==Development==
===Origins===
During the 1950s, a number of countries began to operate compact [[jet propulsion|jet-powered]] [[Trainer (aircraft)|trainer aircraft]] that possessed similar performance to frontline operational aircraft, often having been produced as two-seat adaptions of these aircraft. Recognising the potential to better fulfil this role, several different companies independently chose to commence the development of purpose-built aircraft to serve as trainers; these included the [[France|French]] [[Fouga Magister]], the [[United States|American]] [[Cessna T-37 Tweet]], the [[United Kingdom|British]] [[Jet Provost]], and the [[Czechoslovakia]]n [[Aero L-29]]. In the aftermath of the devastating [[World War II|Second World War]], Italy spent a number of years recuperating and reestablishing its economy; as such, the nation found itself unable to prioritise the necessary financing for the independent development of high-end combat aircraft that would be competitive with the upcoming generation of [[supersonic]] [[interceptor aircraft|interceptors]] or [[medium bomber|bomber]]s; accordingly, Italian aviation company [[Aermacchi]] elected to instead focus its resources and development efforts upon the production of a line of [[light fighter]]s and trainer aircraft.

What would become the MB-326 had its origins in a private venture project by Macchi; it was developed by a team headed by Italian [[Aerospace engineering|aeronautical engineer]] [[Ermanno Bazzocchi]], the company's technical director and chief engineer.<ref name = "fi 492"/> Reportedly, Bazzocchi had considered many different configurations for the tentative trainer before the design team chose to proceed with a single-engined design. In accordance with its intended primary use, the airframe was a robust and light all-metal structure, being relatively simple and cheap to construct and to maintain. The design was also to be powered by the British [[Armstrong Siddeley Viper]] [[turbojet]] engine, an efficient powerplant for the time.<ref name = "fi 492"/> The Viper engine had been originally designed as a short-life unit destined for use upon disposable [[target drone]]s, however, the engine had shown itself to be far more reliable and useful in other roles. During 1954, initial representations by Bazzocchi were made to the Italian Air Ministry.<ref name = "fi 492"/> During 1953, the designed airframe and engine combination led to Macchi formally launching the MB-326 programme.

Around the time of the programme's launch, the [[Aeronautica Militare|Italian Air Force]] took interest in the proposed aircraft. The service was considering options for the potential replacement of its existing trainer fleet, thus, upon the commissioning of a competition to select a suitable successor, the MB-326 was an obvious early entrant.<ref name="Jannetti"/> A detailed specification was released for the competition, the requirements stated included a maximum load of 7&nbsp;[[g force|g]] when flown at the maximum weight, a lifespan of 5,000 flight hours, an interval of at least 50–60 hours between servicing, ample warning in advance of [[stall (aerodynamic)|stall]]s (to be at least 15&nbsp;km/h (9&nbsp;mph) above the aircraft's stall speed), the ability to take-off at maximum weight in 800&nbsp;m (2,625&nbsp;ft) over a 15&nbsp;m (50&nbsp;ft) high obstacle (or 500&nbsp;m (1,640&nbsp;ft) when flown at a light weight), being able to land within 450&nbsp;m (1,480&nbsp;ft) at minimum weight, a minimum speed of 110/130&nbsp;km/h and a maximum speed of 700&nbsp;km/h, a rate of climb at least 15&nbsp;m/s (2,950&nbsp;ft/min), and an endurance time of at least three hours at 3,000&nbsp;m (9,840&nbsp;ft).<ref name="Jannetti">Jannetti 1987, {{page needed|date=October 2017}}</ref>

Interest in the proposed MB-326 led to the award of the development contract for three prototypes.<ref name = "fi 492"/> The programme was subject to significant refinement around this stage, leading to several modifications being made. Amongst these changes was the elimination of the negative [[dihedral angle]] previously present on the horizontal tail surfaces and the substitution of a pair of wing-based [[air brake (aeronautics)|airbrakes]] into one located at a ventral position. During 1956, the AMI gave its official approval of the project and issued a request for the production of a pair of prototypes (later designated as ''MM.571'' and ''MM.572'') as well as a single airframe for static tests. These prototypes were not intended to include several features, such as the ability to equip and deploy armaments or refinements such as [[cabin pressurization]], however, Bazzocchi chose to introduce them regardless.

===Into flight===
On 10 December 1957, the first prototype performed its [[maiden flight]], flown by Macchi's chief test pilot Guido Carestiato.<ref name = "fi 492"/><ref name="Janes 69 p120">Taylor 1969, p. 120.</ref> This prototype, designated as ''I-MAKI,'' was first publicly demonstrated over France. During its flight test programme, the MB-326 prototypes demonstrated highly favourable flight characteristics of the design; however, several of the modifications made had negatively affected the overall weight of the aircraft; allegedly, at one stage, the excess weight was 400&nbsp;kg (880&nbsp;lb) greater than that given in the initial estimates. The original Viper 8 engine was capable of producing 7.8&nbsp;kN (1,750&nbsp;lbf) of thrust;<ref name = "fi 492"/> to address the increased weight, the more powerful Viper 9 model was adopted instead, which was capable of generating 0.7&nbsp;kN (147&nbsp;lbf) more thrust.

On 22 September 1958, the first prototype was joined by the similarly configured second prototype.<ref name="Angelucci Matricardi p.269">Angelucci and Matricardi 1980, p. 269.</ref> It did feature some differences from the earlier aircraft; chiefly, it was powered by a newer model of the Viper engine, the Viper 11, which had been rated to produce 11.1&nbsp;kN thrust (1,134&nbsp;kgf, 2,500&nbsp;lbf). The Viper 11 would be the same standard of engine used on subsequent production standard aircraft.<ref name = "fi 492"/> Direct competition to the MB-326 came in the form of the [[Fiat G.80]]; this aircraft was both more powerful and was the first real Italian jet, having flown five years earlier. However, the G.80 had several disadvantages, including being heavier, considerably larger and more expensive than its rival; as such, it ultimately lost the trainer contest and remained without a market.

On 15 December 1958, having been suitably impressed, the Italian government placed an order for a batch of 15 pre-series examples on behalf of the AMI.<ref name = "fi 492"/> A production line was established at Macchi's facility in [[Masnago]], [[Varese]], Northern Italy. Shortly thereafter, the AMI issued its first order for the MB-326 for an initial group of 50 production standard aircraft.<ref name = "fi 492"/> During 1960, a larger follow-on order for 100 aircraft was received by Macchi; this sizable commitment was viewed as being a major step towards establishing the company's supremacy in jet trainer market.

==Design==
[[File:RAAF Macchi A7-041.jpg|thumb|RAAF Macchi MB-326 A7-041]]
The Aermacchi MB-326 was a low-wing monoplane with an all-metal structure composed of light [[alloy]]s. It was one of the first jet trainers to be developed with the aim of catering to both for [[ab initio]] and advanced instruction.<ref name = "fi 492"/> As originally developed, the MB-326 functioned as a refined but simple aircraft capable of covering the considerably wide range of performance characteristics required to cover both [[ab initio]] training and advanced instruction alike; other major characteristics of the type included the capacity to deliver a high rate of utilization in conjunction with minimised servicing and maintenance requirements.<ref name = "fi 493"/> According to Flight International, the type was suitable for the teaching of the majority of advanced flying techniques. In addition to being relatively easy to fly, a high degree of safety was also intentionally built into it, including adoption of new [[Martin-Baker]]-built [[ejection seat]]s.<ref name = "fi 494"/>

The MB-326 was powered by a single [[Rolls-Royce Viper]] non-[[afterburner|afterburning]] [[turbojet]] engine, initial production aircraft were powered by the Viper 11 model, capable of generating up to 2,500 lb of thrust.<ref name = "fi 492"/> The engine possessed multiple favourable attributes, including its general simplicity and robustness, relatively low [[revolutions per minute]] (RPM) and turbine entry temperature (TET), rapid acceleration, ease of installation, and its somewhat forgiving nature to mishandling in the air by students.<ref name = "fi 492 494">''Flight International'' 20 September 1961, pp. 492, 494.</ref> Air was provided to the engine via a pair of low-profile intakes set into the wing roots. The Viper was [[licensed production|produced under licence]] by Italian aviation company [[Piaggio Aerospace|Piaggio]] following an agreement established with its original manufacturer, the British engine firm [[Bristol Siddeley]], during 1959.<ref name = "fi 492">''Flight International'' 20 September 1961, p. 492.</ref>

In a structural perspective, the MB-326 was relatively straightforward.<ref name = "fi 494"/> Both the fuselage and the wing were constructed in three sections; of these, the centre section of the wing was integral to the fuselage. The fuselage was divided into a forward, central, and rear section; the forward section contained the [[landing gear|nose wheel]] and [[radio]] systems; the centre part, accommodated the cockpit, fuel tanks and the engine; and the rear section which comprised both the tail unit and jet pipe.<ref name = "fi 494"/> The fuel system had one large tank in the middle-fuselage and two in the wingtips; a single-point pressure-fuelling system is located on the starboard side of the aircraft to provide a total refuelling time of around five minutes.<ref name = "fi 494"/> The rear of each wing had [[Flap (aircraft)|flaps]], and [[aileron]]s with a trim surface; each wing had 22 ribs and two spars. Wing fences were added mid-wing to increase the lift characteristics. Accordingly, the MB-326 was readily capable of performing relatively slow speed take-off and landing while retaining an excellent rate of climb.<ref name = "fi 493 494">''Flight International'' 20 September 1961, pp. 493–494.</ref>

The MB-326 was outfitted with a [[tandem]] [[cockpit]] configuration, this arrangement had been chosen to result in a slimmer and more aerodynamically efficient fuselage in comparison to the more usual side-by-side arrangement. It was covered by a [[bubble canopy]] for excellent external visibility; it featured a windscreen [[Ice protection system|anti-icing system]] powered by the engine compressor using [[bleed air]].<ref name = "fi 494"/> The cockpit was also [[cabin pressurization|pressurised]], enabling the MB-326 to conduct high-altitude flight. The ability to fly at higher altitudes was favourable for multiple purposes, including during the execution of aerobatic and navigational training, as well as improving fuel efficiency for long-distance flights.<ref name = "fi 494">''Flight International'' 20 September 1961, p. 494.</ref> The onboard systems were typically pre-manufactured units which were easy both to access and to remove; several elements were also intentionally interchangeable.<ref name = "fi 494"/> The exterior of the aircraft was covered by a total of 80 inspection panels and doors; in-situ engine inspection could be performed via a pair of large access panels set above and below the engine bay while another pair of doors allowed access to the intake duct's interior for the inspection of the first-stage compressor rotor blades.<ref name = "fi 494"/>

==Operational history==
===Italy===
[[File:Aermacchi MB-326K, Italy - Air Force AN1173236.jpg|thumb|right|Italian Aermacchi MB-326]]
The MB-326 was one of the last Italian aircraft to hold the distinction of breaking multiple world records. Perhaps the most notable of these occurred during August 1961, when pilot Guido Carestiano set the C1D group 1 category altitude record of 15,489&nbsp;meters. The record-breaking flights also provided publicity for the MB-326. In particular, one pilot, Massimo Ralli, was responsible for the establishment of several different records while flying the type:
* 8 February 1966, climbing records: 2&nbsp;min 2&nbsp;sec to 3,000&nbsp;m, 3&nbsp;min 56&nbsp;sec to 6,000&nbsp;m, 6&nbsp;min 39&nbsp;sec to 9,000&nbsp;m, and 12,000&nbsp;m in 10&nbsp;min 53&nbsp;sec.
* 18 March 1966, 15,690&nbsp;m altitude record in horizontal flight, and 17,315&nbsp;m with a launched climb.
* 18 July 1966, endurance record, with 970&nbsp;km
* 2 August 1966, speed record over a 3&nbsp;km straight: 871&nbsp;km/h
* December 1966: speed of 880.586&nbsp;km/h over 15–25&nbsp;km, 831.007&nbsp;km/h over 100&nbsp;km, 777.667&nbsp;km/h over 500&nbsp;km, and another endurance record at 777.557&nbsp;km

These high-profile successes functioned as objective statements of the capable performance of the MB-326 and established the type as being one of the best aircraft amongst its contemporaries in its category. Another pilot Riccardo Peracchi, who was employed by for AMI, frequently demonstrated the manoeuvrability and controllability of the aircraft at airshows for a number of years. While Peracchi displayed the MB-326's agility, Ralli concentrated on exploring its cutting-edge performance; meanwhile, early customers of the aircraft were typically reporting their satisfaction with the type to Macchi.<ref name="Jannetti"/>

The first production MB-326s, following a relatively protracted development cycle, were first delivered to the [[Lecce]]-[[Galatina]] school of the AMI's 214° Group, these were temporarily fielded at [[Brindisi]], [[Apulia]].<ref name = "fi 492"/> On 22 March 1962, the MB-326 formally entered squadron service with 43° Flyer course. The type was soon used to replace the aging [[North American T-6 Texan]]; typically, within the space of 130 hours, pilots would be as prepared to graduate as they would have been after receiving 210 hours training in the older T-6.<ref name = "fi 492 493">''Flight International'' 20 September 1961, pp. 492–493.</ref><ref name="Macchi MB-326">{{cite web | url = http://www.aeronautica.difesa.it/storia/museostorico/Pagine/MacchiMB326.aspx | title = Macchi MB-326 | publisher = Aeronautica Militare | access-date = 3 June 2019}}</ref>

As a trainer, the MB-326 was considerably costlier but was met with enthusiasm amongst students; additionally, when used in combination with the [[Fiat G.91|Fiat G.91T]] advanced trainer, it enabled the enactment of an "entirely-jet" training course for AMI pilots, and moreover these were domestically designed and produced aircraft. According to [[aerospace]] publication [[Flight International]], during the early 1960s, the AMI's flight training programme was heavily influenced by the impending entry into service of the [[Lockheed F-104 Starfighter#Variants|Lockheed F-104G Starfighter]].<ref name = "fi 492"/>

As well as being amongst the first customers to procure the aircraft, the AMI would be amongst the final customers of the later-built models of the MB-326 as well. The service ordered a batch of 12 ''MB-326E'', comprising six MB-326 updated to ''MB-326G'', and six newly produced (MM.54384/389). They had provisions for armament, but the engine was the Viper 11 Mk 200 and not the Viper 20 Mk 540.<ref name="Jannetti"/> In Italian service, the MB-326 was replaced by the [[Aermacchi MB-339|MB-339]] between 1981 and 1984, acting after that as fast linkage aircraft, replacing the old [[T-33 Shooting Star|T-33]]s that were slightly faster. Unusually, the MB-326 did not see service with the [[Frecce Tricolori]] aerobatic team, who kept their faster G.91PANs (they were later replaced by MB-339s).

In addition to its AMI service, the MB-326 was also employed in a civilian capacity within Italy. National [[flag carrier]] [[Alitalia]] placed an order for four trainer-configured aircraft, designated as the "D" version; these were expressly demilitarized and equipped with specialised instrumentation in order to train the airliner's pilots in preparation for the arrival of the new generation of [[jetliner]]s that were being procured by the airliner.

Neither the "A" and "C" models of the MB-326 would ever be realized. The "A" variant had been intended to be operated as a light attack aircraft, armed with a pair of 7.62&nbsp;mm [[machine gun]]s which were to be installed upon the aircraft's nose. While none were originally built, a number of MB-326s were later referred to by the "A" designation, however, this was meant to indicate that these had been provisioned with a [[Marconi]]-built AD-370 [[Radio direction finder#Automatic direction finder .28ADF.29|automatic direction finder]] (ADF). The "C" version was envisioned as being provisioned with a nose-mounted [[Autonetics#Divisions|North American Search And Ranging Radar]] (NASARR) unit and other electronic equipment in order to be used for the training of AMI F-104 pilots,<ref name = "fi 493">''Flight International'' 20 September 1961, p. 493.</ref> however, this variant only appeared as a mock-up.

===Australia===
[[File:Royal Australian Air Force - A7-043 - CAC CA-30 Macchi MB-326H.jpg|thumb|right|A7-043 (MB-326H) at the [[RAAF Base Wagga]] in [[Australia]].]]

The [[Royal Australian Air Force]] (RAAF) used the ''MB-326H'' as a jet trainer. A total of 97 were ordered: 12 were delivered by Macchi, 18 assembled from kits in Australia, and another 67 were built by the [[Commonwealth Aircraft Corporation]] and [[Hawker Aircraft]] with the designation CA-30.<ref>[https://www.flightglobal.com/pdfarchive/view/1978/1978%20-%200540.html "Advanced training in the southern skies."] ''Flight International'', 8 April 1978. p. 974.</ref> They were essentially similar to the ''MB-326G'' but with improved avionics. The RAAF's aerobatic team, The [[Roulettes]], flew the MB-326H from December 1970 until 1989. RAAF pilot training until 1975 consisted of 60 hours pre-selection on [[CAC Winjeel]]s (from 1975 onwards the [[PAC CT/4 Airtrainer]]), 150 hours medium training and another 75 hours advanced training on MB-326H. Pilots selected for combat aircraft then progressed to the [[Dassault Mirage III|Mirage IIIOD]].

Although well-suited to its task and widely liked for its excellent handling, the service career of the MB-326 was cut short because of [[Fatigue (material)|structural fatigue]] problems. The Australian fleet, for example, had a life-of-type extension program in the 1980s, and were then re-winged in the early 1990s after a fatigue-related crash. Even so, the MB-326 was supplemented by new [[Pilatus PC-9]] trainers to reduce the flying hours being accumulated by the MB-326. The last examples of the MB-326 were withdrawn by 2001 and replaced by the [[BAE Systems Hawk|Hawk 127]].<ref>Dennis et al 2008, p. 335.</ref>

===Brazil===
{{expand section|date=October 2017}}
[[File:Xavante em Pompéia 5 - panoramio.jpg|thumb|right|Brazilian MB-326.]] 
Brazil was the main customer for the MB-326, in 1970 ordering two prototypes and 166 ''MB-326GC''s, called the AT-26 ''Xavante''. It was produced under license by [[Embraer]] with a further six for [[Togo]] and 10 for [[Paraguay]].

The aircraft was important also for two developments: from the MB.326K the MB.326L was produced, this was the direct ancestor of the [[Aermacchi MB.339]]. With license-building in Brazil, the MB.326 opened the field to further collaborations, leading to the AMX. Neither the MB.339 nor the AMX were as successful as the MB.326, but this machine was capable of further steps in technology and commerce.

===South Africa===
[[South Africa]] obtained a license to produce the ''MB-326M'' (similar to the 'G' model), as the ''Impala'' Mk I in 1964 with production starting in 1966.<ref name="Steenkamp W. 1980">Potgieter, Herman and [[Willem Steenkamp]]. ''Aircraft of the South African Air Force.'' London: Jane's, 1981, First edition 1980. {{ISBN|0-86977-133-7}}.</ref> It received 40 Italian-built aircraft followed by about 125 built locally by the [[Atlas Aircraft Corporation]],<ref name="Orbis issue 1 p20">''The Illustrated Encyclopedia of Aircraft,'' Issue 1, 1981, p. 20.</ref> using them both as trainers and in an armed configuration. Seven examples of the ''MB-326K'' were also bought as light attack aircraft, with a further 15 assembled from kits,<ref name="Orbis iss 2 p34">''The Illustrated Encyclopedia of Aircraft,'' Issue 2, 1981, p. 34.</ref> while around 78 were license-produced and known as the ''Impala'' Mk II.<ref name="Jannetti"/> Licence production of the single seat version began in 1974.<ref name="Steenkamp W. 1980"/> The Impala Mk II, locally manufactured and equipped with French armament, was also advanced with a South African [[Electronic Counter Measures|ECM]] suite.

[[File:SAAF Impala MkII 1075 (6902824683).jpg|thumb|left|An Atlas Impala Mk.2 of the [[South African Air Force]]]]
The [[South African Defence Force]] employed Impalas during campaigns against the [[People's Armed Forces for the Liberation of Angola]] (FAPLA) and [[Cuban Army|Cuban]] expeditionary troops in [[Angola]] between 1975 and 1989. Impala pilots typically flew at 550–650&nbsp;km/h at a height of 15 m to avoid Angolan air defences. Over the course of the [[South African Border War]], one was downed by an [[Strela 2|SA-7]]; another returned with an unexploded missile in its exhaust.<ref>''War machines'' 1985, p. 2119.</ref>

The aircraft had many advantages over expensive supersonic jets. Although slower, it could operate from relatively primitive airfields and strike swiftly. The [[South African Air Force]] (SAAF) used up to 6 x 120&nbsp;kg or 4 x 250&nbsp;kg bombs. The main armament consisted of 68&nbsp;mm [[SNEB]] rocket-launchers (four x 6 or two x 18), and two 30&nbsp;mm autocannon (with 300 rounds).<ref>''War machines'' 1985</ref> These cannons were the real bonus for the Impala Mk II, helping to give a superior performance compared to earlier two-seat versions. The latter could also carry a pair of 30&nbsp;mm [[DEFA cannon|DEFA]] guns in under-wing pods. However, dual capability as trainer-attackers was better appreciated, as was the availability of six hard points and so dual-seat versions were far more common. Six squadrons were equipped with the Impala Mk II in the SAAF during the 1970s and 1980s. Prior to [[Operation Moduler]], most Impalas were withdrawn from their operating bases in [[South-West Africa]], leaving the work to [[Dassault Mirage III|Mirage III]]s and [[Blackburn Buccaneer]]s.<ref name="Fenili">Fenili 1990</ref>

Impala Mk IIs were also opportunistically used as interceptors. In several encounters in 1985 with [[Mil Mi-8|Mi-8]] and [[Mil Mi-24|Mi-24]] [[helicopter]]s, they shot down a total of six. This happened during a crucial phase of the ground war, when Angolan and Cuban troops were checked in an offensive against [[UNITA]] bases. This ended in disaster for the Angolan/Cuban alliance when their supplies were cut off by UNITA and the SAAF and front line troops ran out of ammunition. Helicopters were being used to supply the besieged troops and the SAAF cut off this link. Two Mi-24s were shot down in the first encounter while escorting [[Mil Mi-17|Mi-17]]s.<ref>Cooper, Tom. {{usurped|1=[https://web.archive.org/web/20040606034538/http://www.acig.org/artman/publish/article_183.shtml "Angola: SAAF Bushwacks Six Helicopters."]}} ''ACIG.'' Retrieved: 2 January 2010.</ref> The MiG-21s that escorted them flew too high to react in time. Two days later the Impala Mk IIs struck again, downing two Mi-24s and two Mi-17s. Attacks on unsuspecting helicopters were carried out with only two guns per aircraft. The single seat Impala Mk IIs were also sometimes armed with [[Matra]] [[R550 Magic]] air-to-air missiles for self-defence.<ref name="Steenkamp W. 1980"/> The Impala Mk II operated at extreme ranges and had to fly very low, climbing only when helicopters were seen at medium altitude. After each attack they returned to low level to avoid interception by enemy MiGs.

The [[Silver Falcons]], the SAAF aerobatic team, were equipped before with Impala Mk Is.

The flying school for Impalas was Flying Training School at Langebaanweg while operational squadrons were [[4 Squadron SAAF|4]], [[5 Squadron SAAF|5]], [[6 Squadron SAAF|6]], [[7 Squadron SAAF|7]] and [[8 Squadron SAAF|8]] Squadrons, with [[85 Combat Flying School]] also having a small number of Impalas to supplement their Mirage trainers.<ref name="Steenkamp W. 1980"/>

===Argentina===
[[File:Aermacchi MB-326 PELICAN 4-A-106 - Museo de la Aviacion Naval Argentina, Comandante Espora, Bahia blanca, Argentina - panoramio.jpg|thumb|right|Argentine MB-326.]] 
A number of MB-326 aircraft, together with the more modern MB-339, formed the equipment of the Argentine Navy's ''1 Escuadrilla de Ataque'' in 1982, when Argentina [[Falkland War|invaded]] the [[Falkland Islands]]. A number of MB-326s were deployed to bases along the Argentine coast immediately following the Argentine invasion, but soon returned to the squadron's base at [[Punta Indio Naval Air Base|Punta Indio]]. While several MB-339s were deployed to the Falklands, the MB-326s remained on the mainland.<ref name="burden p29">Burden ''et al'' 1986, p. 29.</ref> After the end of the war, 11 EMB-326GBs were received from Brazil to replace losses and restore ''1 Escuadrilla de Ataque''{{'}}s strength.<ref name="burden p33">Burden ''et al'' 1986, p. 33.</ref>

===Other operators===
In stark contrast to the competing [[Fiat G.91]], which was often considered to be not very convincing as a light fighter, the MB-326 was quick to achieve several export successes in this capacity. The type had ultimately failed to impress other [[NATO]] nations, who only sparsely adopted it into their air forces. However, the MB-326 did achieve a visible measure of success amongst many [[Third World]] countries, leading to the MB-326 seeing considerable use as a front-line combat aircraft in a number of regional conflicts.

Eight ''MB-326B''s were ordered by [[Tunisia]] in 1965. These were developed from basic MB-326s with a weapons capability, with the 37th series AMI aircraft being converted (it had civilian markings ''I-MAKC''). The main innovation was its ground attack capability, with six underwing pylons, holding a maximum of 907&nbsp;kg of stores. In the same year, Ghana ordered nine similar ''MB-326F''s.{{Citation needed|date=August 2023}}

Other ''MB-326G''s used the Viper Mk 20 engine which provided 1,524&nbsp;kg of thrust, and were consequently faster and had an increased payload of 1,814&nbsp;kg max. [[Argentina]] ordered eight, initially as the ''MB-326K'', later called the ''MB-326GB''.{{Citation needed|date=August 2023}}

Another 17 ''MB-326GC''s were built in Italy for [[Zaire]] (Force Arienne Zairoise) and 23 for the Zambian Air Force.

The ''MB-326K'' (originally known as the MB-336) was the last generation model, fitted with the Viper Mk 600 engine, capable of 1,814&nbsp;kg thrust to give an even better performance. The first flight took place on 22 August 1970. The two prototypes were ''I-AMKK'' and ''I-KMAK'', the MB-326G was converted to this new model.

[[Dubai]] bought three in 1974, and a further three in 1978 (''MB-326KD''), Tunisia eight (''MB-326KT''), Ghana nine (''MB-326KB'') and Zaire eight (''MB-326KB'').

The ''MB-326L'' was essentially the MB-326K with two seats. Two ''MB-326LD'' were supplied to Dubai and four ''MB-326LD'' to Tunisia.

The measures to save costs led the MB-326 to be frequently substituted for by propeller-driven models, however, the Macchi was often flexible enough to act as a medium trainer and light attack aircraft.

==Variants==
[[File:Aermacchi MB-326 Italian Air Force.JPG|thumb|right|MB-326A ITI A.Malignani Udine, Italy (Technical-Aeronautical School)]]
[[File:RAAF Macchi MB-326 No A7-040 1980.jpg|thumb|right|A7-040 (MB-326H) during a flypast of [[HMAS Melbourne (R21)|HMAS Melbourne]] off [[Fremantle]] in 1980]]
[[File:RAAF Macchi MB-326 flyover 1980.jpg|thumb|right|MB-326H]]
* '''MB-326''': Two prototypes and 125 production training aircraft for the [[Aeronautica Militare|Italian Air Force]].
* '''MB-326A''': Proposed armed version for weapons training, not built.
* '''MB-326B''': Eight two-seat jet trainer, light attack aircraft for [[Tunisia]].
* '''MB-326D''': Four two-seat unarmed jet trainers for [[Alitalia]].
* '''MB-326E''': Six two-seat armed jet trainers for the Italian Air Force.
* '''MB-326F''': Nine two-seat jet trainer, light attack aircraft for [[Ghana]].
* '''MB-326G''': Two two-seat jet trainer, ground-attack aircraft.
** '''MB-326GB''': Two-seat jet trainer, ground-attack aircraft. Eight were sold to the [[Argentine Navy]]. 17 aircraft were exported to [[Zaire]], and another 23 aircraft to [[Zambia]].
** '''MB-326GC''': Two-seat jet trainer, ground-attack aircraft for the [[Brazilian Air Force]].  167 aircraft built under license in Brazil as the '''[[Embraer]] EMB-326''' for the Brazilian Air Force.  Eleven of them were transferred to the [[Argentine Navy]] after the [[Falklands War]].  Six aircraft were exported to [[Togo]], and another ten to [[Paraguay]]. Total production, 182.
** '''AT-26 Xavante''': Brazilian Air Force designation of the MB-326GC.
** '''RT-26 Xavante''': Some AT-26 Xavantes were converted into reconnaissance aircraft.
* '''MB-326H''': 87 two-seat jet trainers built for the Royal Australian Air Force, and 10 for the [[Royal Australian Navy]]. Twelve Italian-built aircraft and 85 built under license in Australia by the [[Commonwealth Aircraft Corporation]] with the designation "CA-30".
* '''MB-326K''': Single-seat ground-attack aircraft for the South African Air Force. Built under license in South Africa by the Atlas Aircraft Corporation.
** '''Impala Mk II''': South African Air Force designation of the MB-326K.
** '''MB-326KB''': Single-seat ground-attack aircraft for Zaire. (Six built).
** '''MB-326KD''': Single-seat ground-attack aircraft for [[Dubai]]. (Three built).
** '''MB-326KG''': Single-seat ground-attack aircraft for Ghana. (Four built).
** '''MB-326KT''': Single-seat ground-attack aircraft for Tunisia. (Seven built).
* '''MB-326L''': Two-seat advanced jet trainer aircraft.
** '''MB-326LD''': Two-seat advanced jet training aircraft for Dubai. (Two built).
** '''MB-326LT''': Two-seat advanced jet training aircraft for Tunisia. Four built.
* '''MB-326M''': Two-seat jet trainer, ground-attack aircraft for the [[South African Air Force]]. Built under license in South Africa by the Atlas Aircraft Corporation.
** '''Impala Mk I''': South African Air Force designation of the MB-326M.
* '''MB-326RM''': Five Italian Air Force MB-326s were converted into ECM aircraft.

==Operators==
[[File:Map of Aermacchi MB-326 world operators.png|thumb|upright=1.5|Map of Aermacchi MB-326 world operators]]
;{{ARG}}
* [[Argentine Navy]] – The [[Argentine Naval Aviation]] received 8 MB-326GB plus 11 MB-326GC ex-Brazilian Air Force
;{{AUS}}
* Royal Australian Air Force operated 87 MB-326Hs from 1967 to 2001. As of 2014 some fuselages are still in use at [[RAAF Base Wagga]] as training aids.
** [[No. 25 Squadron RAAF]]
** [[No. 76 Squadron RAAF]]
** [[No. 77 Squadron RAAF]]
** [[No. 79 Squadron RAAF]]
** [[No. 2 Flying Training School RAAF]]
** [[No. 2 Operational Conversion Unit RAAF]]
** [[No. 5 Operational Training Unit RAAF]]
** [[Central Flying School RAAF]]
** [[Roulettes]]
** Telstars
** [[Aircraft Research and Development Unit]]
** RAAF School of Technical Training (still in use as training aids)
* [[Fleet Air Arm (RAN)|Fleet Air Arm]] (RAN) operated 10 MB-326Hs from 1970 to 1983.
** No. [[724 Squadron RAN]]
;{{BRA}}
* Brazilian Air Force received 182 MB-326GCs (known as the AT-26 Xavante) and 12 Atlas Impala ex-South African Air Force. The last examples were retired on 2 December 2010.<ref>{{cite web |url = http://www.flightglobal.com/news/articles/brazilian-air-force-retires-last-xavante-trainers-350420/ |title = Brazilian air force retires last Xavante trainers |publisher = Flightglobal |date = 3 December 2010 |access-date = 22 January 2012}}</ref>
;{{CMR}}
[[File:Cameroun AF MB326 Impala II TJX-CQ (Ex SAAF 1079) (6918358731).jpg|thumb|right|Cameroon Air Force MB326 Impala II]]
* [[Cameroon Air Force]]: Six ex-[[South African Air Force|SAAF]] Impala Mk I and IIs<ref>[http://www.defenceweb.co.za/index.php?option=com_content&view=article&id=26044&catid=74&Itemid=30 "Cameroon orders CN235."] ''defenceweb.co.'' Retrieved: 9 November 2012.</ref>
;{{COD}}
* [[Air Force of the Democratic Republic of the Congo]]
;{{flag|Dubai}}
* [[United Arab Emirates Air Force|Dubai Defence Force Air Wing]] – 6 MB 326KD, 3 MB 326LD<ref>Andrade 1982, p. 56.</ref> passed on to the United Arab Emirates Air Force in 1999.
;{{GHA}}
[[File:Aermacchi MB-326 G706.jpg|thumb|right|Ghana Air Force MB326]]
* [[Ghana Air Force]] received 15 MB.326s.
;{{ITA}}
* [[Alitalia]] operated 4 MB-326D as trainer
* [[Italian Air Force]]  operated 135 MB-326 and two MB-326G for evaluation test<ref name="Macchi MB-326"/>
;{{PAR}}:
* [[Paraguayan Air Force]] operates ten EMB-326GBs/AT-26 Xavante, some in reserve.
;{{flag|South Africa}}
* [[South African Air Force]] operated 62 MB-326s plus 125 Impala Mk.1s and 73 Mk.2s
** [[4 Squadron SAAF]]<ref>[http://www.saairforce.co.za/the-airforce/squadrons/21/4-squadron 4 Squadron], http://www.saairforce.co.za, Retrieved 2013-10-08.</ref>
** [[5 Squadron SAAF]]<ref>[http://www.saairforce.co.za/the-airforce/squadrons/22/5-squadron 5 Squadron], http://www.saairforce.co.za, Retrieved 2013-10-08.</ref>
** [[6 Squadron SAAF]]<ref>[http://www.saairforce.co.za/the-airforce/squadrons/23/6-squadron 6 Squadron], http://www.saairforce.co.za, Retrieved 2013-10-08.</ref>
** [[7 Squadron SAAF]]<ref>[http://www.saairforce.co.za/the-airforce/squadrons/24/7-squadron 7 Squadron], http://www.saairforce.co.za, Retrieved 2013-10-08</ref>
** [[8 Squadron SAAF]]<ref>[http://www.saairforce.co.za/the-airforce/squadrons/25/8-squadron 8 Squadron], http://www.saairforce.co.za, Retrieved 2013-10-08.</ref>
** [[24 Squadron SAAF]]<ref>[http://www.saairforce.co.za/the-airforce/squadrons/29/24-squadron 24 Squadron], http://www.saairforce.co.za, Retrieved 2013-10-08.</ref>
** [[40 Squadron SAAF]]<ref>[http://www.saairforce.co.za/the-airforce/squadrons/34/40-squadron 40 Squadron], http://www.saairforce.co.za, Retrieved 2013-10-08.</ref>
** [[85 Combat Flying School]]<ref>[http://www.saairforce.co.za/the-airforce/squadrons/14/85-combat-flying-school 85 Combat Flying School], http://www.saairforce.co.za, Retrieved 2013-10-08.</ref>
** [[Silver Falcons]]<ref>[http://www.saairforce.co.za/the-airforce/squadrons/silver_falcons The Silver Falcons], http://www.saairforce.co.za, Retrieved 2013-10-08</ref>

;{{TOG}}
* [[Togolese Air Force]] received six MB-326GCs.
;{{TUN}}
* [[Tunisian Air Force]] received 16 MB-326s.
;{{UAE}}
* [[United Arab Emirates Air Force]] inherited six aircraft from the Dubai Defence Force Air Wing.
;{{USA}}
* [[National Test Pilot School]]
;{{ZAI}}
* [[Air Force of the Democratic Republic of the Congo|Zaire Air Force]] received 25 MB-326GBs.
;{{ZAM}}
* [[Zambian Air Force]] received 23 MB-326GB.

==Accidents and losses==
* {{Timeline-event |date={{Start date|1990|12|06|df=y}} |event=An MB-326 of the Italian Air force [[1990 Italian Air Force MB-326 crash|crashed into a school classroom at Casalecchio di Reno]] near Bologna, Italy, killing 12 students and injuring 88 other students and staff. The aircraft had been abandoned minutes earlier by its pilot, who ejected following an on-board fire and loss of control.<ref name="NYT-01">{{cite news |title=Jet Hits a School in Italy, Killing 12 |url=https://www.nytimes.com/1990/12/07/world/jet-hits-a-school-in-italy-killing-12.html |access-date=19 September 2020 |work=[[The New York Times]] |agency=[[Associated Press]] |date=7 December 1990}}</ref>}}
* {{Timeline-event |date={{Start date|1993|10|02|df=y}} |event= An MB-326M Impala of the South African Air Forces's [[Silver Falcons]] aerobatic team crashed following structural failure of the right wing during a performance at the Lanseria Airshow near Johannesburg, South Africa. The pilot ejected but was killed.<ref>{{cite web |title=History |url=http://silverfalcons.co.za/index.php?option=com_content&view=article&id=19&Itemid=27 |website=The Silver Falcons |access-date=22 February 2011 |archive-url=https://web.archive.org/web/20090826093958/http://silverfalcons.co.za/index.php?option=com_content&view=article&id=19&Itemid=27 |archive-date=26 August 2009 |url-status=dead}}</ref>}}
* {{Timeline-event |date={{Start date|2025|03|22|df=y}} |event= An MB-326M Impala, ZU-IMP, crashed during a performance at the West Coast Airshow held at the Saldanha Vredenburg Municipal Airport (FASD), Saldanha Bay, West Cape, South Africa.<ref>{{cite web | url=https://asn.flightsafety.org/wikibase/487902 | title=Accident Atlas Impala Mk I (MB.326M) ZU-IMP, Saturday 22 March 2025 }}</ref>{{rs|date=May 2025}}<ref>{{cite web | url=https://news.sky.com/story/pilot-dies-after-air-show-plane-crash-in-south-africa-13334119 | title=Pilot dies after air show plane crash in South Africa }}</ref>}}

==Aircraft on display==
;Argentina
[[File:ARA MB326 Rio Grande Tierra del Fuego.jpg|thumb|right|Argentine Navy MB-326 preserved at [[Río Grande, Tierra del Fuego]].]] 
* 0647 – MB-326GB on static display at [[Río Grande, Tierra del Fuego]].<ref>{{cite web|title=Airframe Dossier – Aermacchi MB-326GB, s/n 0647 / 4-A-108 ARA, c/n 6540 / 281|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=57965|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=7 August 2017}}</ref>

;Australia
[[File:Aermacchi MB 326H A7-001 on display at the RAAF Museum.jpg|thumb|right|A7-001 on display at the [[RAAF Museum]].]]
* A7-001 – MB-326H on static display at the [[RAAF Museum]] in [[Point Cook]], [[Victoria, Australia|Victoria]].<ref>{{cite web|title=Aermacchi MB 326H A7-001|url=http://www.airforce.gov.au/raafmuseum/exhibitions/training_hang/macchi.htm|website=RAAF Museum|access-date=7 August 2017}}</ref>
* A7-014 – MB-326H on static display at the [[Gippsland Armed Forces Museum]] in [[Sale, Victoria]].<ref name="ADFS">{{cite web|last1=Scott|first1=Brenden|last2=Edwards|first2=Martin|title=RAAF A7 & RAN N14 CAC CA-30 Macchi MB-326H List of surviving airframes|url=http://www.adf-serials.com.au/3a7.survivors.htm|website=ADF-Serials|access-date=7 August 2017|date=24 June 2015}}</ref>
* A7-015 – MB-326H on static display at the Gippsland Armed Forces Museum in Sale, Victoria.<ref name="ADFS" />
* A7-026 – MB-326H on static display at the [[South Australian Aviation Museum]] in [[Port Adelaide]], [[South Australia]].<ref>{{cite web|title=Aermacchi|url=http://www.saam.org.au/our-collection/our-aircraft/aermacchi|website=South Australian Aviation Museum|date=6 July 2013|access-date=7 August 2017|archive-date=7 August 2017|archive-url=https://web.archive.org/web/20170807155135/http://www.saam.org.au/our-collection/our-aircraft/aermacchi/|url-status=dead}}</ref>
* A7-027 – MB-326H on static display at [[RAAF Base Pearce]] in [[Bullsbrook]], [[Western Australia]].<ref>{{cite web|title=Airframe Dossier – Aermacchi MB-326H, s/n A7-027 RAAF, c/n CA30-27|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=118130|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=7 August 2017}}</ref>
* A7-030 – MB-326H in storage at the [[Historical Aircraft Restoration Society]] in [[Albion Park Rail]], [[New South Wales]].<ref name="ADFS" />
* A7-047 – MB-326H at the [[RAAF Base Amberley]] Aviation Heritage Centre in [[Ipswich, Queensland]].<ref name="ADFS" />
* A7-054 – MB-326H on static display at the Benalla Aviation Museum in [[Benalla]], [[Victoria, Australia|Victoria]].<ref>{{cite web|title=Airframe Dossier – Aermacchi MB-326H, s/n A7-054 RAAF, c/n CA30-54|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=156833|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=7 August 2017}}</ref>
* A7-057 – MB-326H on static display at the Merredin Military Museum in [[Merredin]], [[Western Australia]].<ref>{{cite web|title=Airframe Dossier – Aermacchi MB-326H, s/n A7-057 RAAF, c/n CA30-57|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=161522|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=7 August 2017}}</ref>
* A7-062 – MB-326H on static display at [[Fighter World]] at [[RAAF Base Williamtown]], [[Williamtown, New South Wales]].<ref>{{cite web|title=Aermacchi MB326H|url=http://www.fighterworld.com.au/the-aviation-collection/aircraft-displays/aeromacchi-mb326h|website=Fighterworld|access-date=7 August 2017|archive-date=2 February 2017|archive-url=https://web.archive.org/web/20170202000450/http://www.fighterworld.com.au/the-aviation-collection/aircraft-displays/aeromacchi-mb326h|url-status=dead}}</ref>
* A7-066 – MB-326H on static display at the [[Aviation Heritage Museum (Western Australia)|Aviation Heritage Museum]] in [[Bull Creek, Western Australia]]. It is painted as A7-025.<ref>{{cite web|title=MB-326H|url=http://www.raafawa.org.au/museum/mb-326h|website=Aviation Heritage Museum|access-date=7 August 2017 |last1=Studio |first1=Cicada }}</ref>
* A7-067 – MB-326H forward fuselage on static display at Fighter World at RAAF Base Williamtown, New South Wales.<ref name="ADFS" />
* A7-072 – MB-326H on static display, [[Queensland Air Museum]], [[Caloundra]], [[Sunshine Coast, Queensland|Sunshine Coast]]. <QAM>
* A7-077 – MB-326H on static display at the [[Fleet Air Arm Museum (Australia)|Fleet Air Arm Museum]] at [[HMAS Albatross (air station)|HMAS ''Albatross'']], [[Nowra]], [[New South Wales]].<ref>{{cite web|title=Airframe Dossier – Aermacchi MB-326H, s/n A7-077 RAAF, c/n CA30-77|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=118282|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=7 August 2017}}</ref>
* A7-097 – MB-326H at the RAAF Museum in Point Cook, Victoria.<ref>{{cite web|title=Airframe Dossier – Aermacchi MB-326H, s/n A7-097 RAAF, c/n CA30-97|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=160037|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=7 August 2017}}</ref>

;Austria
* 472 – MB-326M on display at the Österreichisches Luftfahrtmuseum Graz-Thalerhof in [[Graz|Graz, Styria]].<ref>{{cite web|title=Das Museum|url=http://www.luftfahrtmuseum.at/luftfahrtmuseum/dasmuseum.htm|website=Österreichisches Luftfahrtmuseum Graz – Thalerhof|publisher=Österreichisches Luftfahrtmuseum Graz-Thalerhof|access-date=7 August 2017}}</ref>

;Brazil
* FAB-4480, an AT-26 Xavante (Brazilian version of Aermacchi MB-326, built by [[Embraer]]) on static display in the public entrance of the [[Barreira do Inferno Launch Center]] in [[Parnamirim|Parnamirim, Rio Grande do Norte]].<ref name="auto">{{cite web|url=http://www.aeromuseu.com.br/preservadas_estocadas.pdf|title=ABRAPAC - Aeronaves preservadas e estocadas no Brasil|access-date=26 December 2020}}</ref>
* FAB-4488, an AT-26 Xavante on static display in the military area of the [[Fernando de Noronha Airport|Gov. Carlos Wilson Airport]] in [[Fernando de Noronha|Fernando de Noronha, Pernambuco]].<ref name="auto"/>
* FAB-4535, an AT-26 Xavante on static display in the entrance of the [[CINDACTA|CINDACTA III]] building in [[Recife|Recife, Pernambuco]].<ref name="auto"/>
* FAB-4548, an AT-26 Xavante on static display in the entrance of the Hospital da Aeronáutica do Recife ([[Brazilian Air Force]] Hospital in [[Recife]]).<ref name="auto"/>
* FAB-4556, an AT-26 Xavante on static display in the parking lot of the [[:pt:Colégio Militar do Recife|Colégio Militar do Recife]], a military-managed high school in [[Recife|Recife, Pernambuco]] .<ref name="auto"/>
* FAB-4560, an AT-26 Xavante on static display at Jardim Vila Galvão square, in the city of [[Guarulhos]].<ref>{{cite web|url=http://comerciariosdeguarulhos.org.br/index.php/acontece-na-base/74-acontece-na-base/3504-guarulhos-praca-na-vila-galvao-ganha-aviao-xavante|title=GUARULHOS: Praça na Vila Galvão ganha avião Xavante|work=comerciariosdeguarulhos.org.br|access-date=6 September 2017|archive-date=6 September 2017|archive-url=https://web.archive.org/web/20170906134531/http://comerciariosdeguarulhos.org.br/index.php/acontece-na-base/74-acontece-na-base/3504-guarulhos-praca-na-vila-galvao-ganha-aviao-xavante|url-status=dead}}</ref>
* FAB-4566, an AT-26 Xavante in storage at the [[TAM Museum]] in [[São Carlos|São Carlos, São Paulo]].<ref name="auto"/>
* FAB-4590, an AT-26 Xavante on display at Espaço Ciência, a free admission science museum in [[Olinda|Olinda, Pernambuco]]. The original painting of this aircraft has been replaced by a [[Romero Britto]]-styled livery.<ref>{{cite web|url=http://www.espacociencia.pe.gov.br/?atividade=area-espaco|title=Espaço Ciência - Área Espaço|access-date=26 December 2020}}</ref><ref>{{cite web|url=https://www.facebook.com/groups/memoriaaviacao/permalink/2705158372894955/|title=Memória da Aviação no Brasil|website=[[Facebook]] |access-date=26 December 2020}}</ref>
* FAB-4635, an AT-26A Xavante on static display near lake Joao Barbosa Sitônio in [[Triunfo, Pernambuco]].<ref name="auto"/>

;Italy
[[File:Aermacchi MB-326E 31-37 Catania.jpg|thumb|Aermacchi MB-326E on a roundabout in [[Catania]], [[Sicily]], near Fontanarossa airport.]]
[[File:Aermacchi MB-326, 6-76, Museo dell'Aria e dello Spazio, San Pelagio.jpg|thumb|right|MB-326 at San Pelagio Air and Space Museum.]]
* MM54245 - MB-326E identification code 37–31, with the emblem of the [[:it:41º Stormo|41º Stormo]] on the drift fin. On static display on the roundabout between via Santa Maria Goretti, via San Giuseppe la Rena and via Tiro a Segno in [[Catania]], [[Sicily]], near the [[Catania-Fontanarossa Airport]].
* MM54243 – MB-326 on static display at the San Pelagio Air and Space Museum in [[Due Carrare|Due Carrare, Veneto]].<ref>{{cite web|title=Airframe Dossier – Aermacchi MB-326, s/n MM54243 AMI, c/n 6329|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=88318|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=7 August 2017}}</ref>
* MM54266 – MB-326D on static display at the Istituto Tecnico Industriale Aeronautico in [[Udine|Udine, Friuli-Venezia Giulia]].<ref>{{cite web|title=Airframe Dossier – Aermacchi MB-326D, s/n MM54266 AMI, c/n 6292|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=146395|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=7 August 2017}}</ref>

;South Africa
* 494 – MB-326M on static display at Impala Primary School in [[Kempton Park, Gauteng]].<ref>{{cite web|title=Airframe Dossier – Aermacchi-Atlas MB-326M, s/n 494 SAAF, c/n A19|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=150918|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=7 August 2017}}</ref>
* MB-326 on static display at [[Port Elizabeth Airport]] in [[Port Elizabeth, Eastern Cape]].
* 531 – MB-326M on static display at [[Air Force Base Ysterplaat]] in [[Cape Town, Western Cape]].<ref>{{cite web|title=Airframe Dossier – Aermacchi-Atlas Impala I, s/n 531 SAAF, c/n A56|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=150968|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=7 August 2017}}</ref>
* 532 – MB-326M on static display at the South African Air Force Museum in Centurion, Gauteng.<ref>{{cite web|title=Airframe Dossier – Aermacchi-Atlas Impala I, s/n 532 SAAF, c/n A57|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=165408|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=7 August 2017}}</ref>
* 589 – MB-326M on static display at the South African Air Force Museum in Centurion, Gauteng.<ref>{{cite web|title=Airframe Dossier – Aermacchi-Atlas Impala I, s/n 589 SAAF, c/n A114|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=165403|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=7 August 2017}}</ref>
* 1000 – MB-326K on static display at the [[South African Air Force Museum]] in [[Centurion, Gauteng]].<ref>{{cite web|title=Airframe Dossier – Aermacchi-Atlas MB-326K, s/n 1000 SAAF, c/n 6555/296/001|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=165394|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=7 August 2017}}</ref>
* 1045 – MB-326K on static display at the [[South African National Museum of Military History]] in [[Johannesburg, Gauteng]].<ref>{{cite web|title=Airframe Dossier – Aermacchi-Atlas MB-326K, s/n 1045 SAAF, c/n 46|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=165459|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=7 August 2017}}</ref>
* 1065 – MB-326K on static display at the South African Air Force Museum in Centurion, Gauteng.<ref>{{cite web|title=Airframe Dossier – Aermacchi-Atlas Impala II, s/n 1065 SAAF, c/n 66|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=165409|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=7 August 2017}}</ref>

;Ghana
[[File:Ghana Air Force Historic Attack Aircraft and Attack Helicopter.jpg|thumb|right|Ghana Air Force Aermacchi MB-326 at the Ghana Armed Forces (GAF) Museum in Kumasi, Ashanti Region, Ghana..]] 
* [[Armed Forces Museum (Ghana)|Armed Forces Museum]] in [[Kumasi|Kumasi, Ashanti]].{{citation needed|date=August 2017}}

;United States
* 474 – MB-326M on static display at the [[Estrella Warbirds Museum]] in [[Paso Robles, California]].<ref>{{cite web|title=Aermacchi MB 326 Impala|url=http://www.ewarbirds.org/aircraft/mb326.shtml|website=Estrella Warbirds Museum|access-date=7 August 2017}}</ref><ref>{{cite web|title=Airframe Dossier – Aermacchi-Atlas MB-326M, s/n 474, c/r N7085D|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=54012|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=7 August 2017}}</ref>

==Specifications (MB-326G)==
[[File:AERMACCHI M.B. 326.png|thumb|upright=1.2|Orthographic projection of the Aermacchi MB-326]]
{{multiple image
| align     = right
| direction = vertical
| header    = Cockpits
| width     = 200

| image1    = Aermacchi MB-326 Front Seat Cockpit.jpg
| alt1      = Front Cockpit
| caption1  = Front Cockpit

| image2    = Aermacchi MB-326 Rear Seat Cockpit.jpg
| alt2      = Rear Cockpit
| caption2  = Rear Cockpit
}}
{{Aircraft specs
|ref= ''Jane's All The World's Aircraft 1969–70''<ref name="Janes 69 p120-1">{{cite book |title=Jane's all the World's Aircraft 1969–70 |year=1969 |publisher=Sampson Low, Marston & Company |location=London |edition=60th |editor1-last=Taylor |editor1-first=John W.R. |pages=120–122}}</ref>
|prime units?= met
<!--
        General characteristics
-->
|crew= 2
|capacity=
|length m= 10.65
|span m= 10.85
|span note= with tip-tanks
|height m= 3.72
|wing area sqm= 19.35
|aspect ratio=<!-- sailplanes -->
|airfoil= '''root:''' [[NACA airfoil|NACA 64A114]]; '''tip:''' [[NACA airfoil|NACA 64A212]]<ref name="Selig">{{cite web |last1=Lednicer |first1=David |title=The Incomplete Guide to Airfoil Usage |url=https://m-selig.ae.illinois.edu/ads/aircraft.html |website=m-selig.ae.illinois.edu |access-date=16 April 2019}}</ref>
|empty weight kg=
|gross weight kg= 2,685
|max takeoff weight kg= 4,577
|max takeoff weight note= full internal fuel, wing-tip and underwing tanks
|fuel capacity= '''internals and tip-tanks:''' {{cvt|1392|L|USgal impgal}}; '''internal fuel, wing-tip and underwing tanks:'''  {{cvt|2056|L|USgal impgal}} 
|more general=
<!--
        Powerplant
-->
|eng1 number= 1
|eng1 name= [[Bristol Siddeley Viper 20]]
|eng1 type= [[turbojet]] engine
|eng1 lbf= 3,410
<!--
        Performance
-->
|max speed kmh= 867
|max speed note=
|cruise speed kmh= 797
|stall speed kmh=
|never exceed speed kmh= 871
|never exceed speed note= / M0.82 maximum diving speed
|minimum control speed kmh=
|range km= 1,850
|range note= Fuselage and tip-tanks with {{cvt|113|L|USgal impgal}} reserve
|combat range km=
|ferry range km= 2,445
|ferry range note= Fuselage, under-wing and tip-tanks with {{cvt|113|L|USgal impgal}} reserve
|endurance=<!-- if range unknown -->
|ceiling m= 14,325
|g limits=<!-- aerobatic -->
|roll rate=<!-- aerobatic -->
|climb rate ms= 30.733
|climb rate note= at sea level
|time to altitude= {{cvt|6100|m}} in four minutes and ten seconds
:::{{cvt|12200|m}} in 13 minutes and five seconds
|wing loading kg/m2=
|fuel consumption kg/km=
|power/mass=
|thrust/weight=

|more performance=<br/>
* '''Take-off run:''' {{cvt|412|m}} in ISA conditions;  {{cvt|506|m}} in ISA + {{cvt|25|C|F}} conditions
* '''Take-off run to {{cvt|15|m}}:''' {{cvt|555|m}} in ISA conditions;  {{cvt|704|m}} in ISA + {{cvt|25|C|F}} conditions
* '''Landing run from {{cvt|15|m}}:''' {{cvt|631|m}} in ISA conditions at {{cvt|3175|kg}};  {{cvt|671|m}} in ISA + {{cvt|25|C|F}} conditions at {{cvt|3175|kg}} 
<!--
        Armament
-->
|guns= (optional) 2x {{cvt|7.7|mm|3}} machine-guns in the forward fuselage / various pylon-mounted gun pods
|bombs= (optional) 4x {{cvt|15|kg}} or {{cvt|45|kg}}
|rockets= (optional) 4x {{cvt|6|kg}} or {{cvt|7.5|kg}} rockets /various pylon-mounted rocket pods
|missiles= (optional) 2x [[Nord AS.12]] missiles 
|hardpoints= 6
|hardpoint capacity= Up to {{cvt|4000|lb}} total
|hardpoint rockets=
|hardpoint missiles=
|hardpoint bombs=
|hardpoint other=

|avionics= SFOM fixed gunsight or Ferranti LFS 5/102A gyro-gunsight
}}

==See also==
{{Portal|Aviation|Italy}}
{{aircontent
|related=
* [[Aermacchi MB-339]]
|similar aircraft=
* [[PZL TS-11 Iskra]]
* [[Soko G-2 Galeb]]
* [[Fuji T-1]]
* [[Lockheed T-33]]
|lists=
|see also=
}}

==References==
===Citations===
{{Reflist}}

===Bibliography===
{{refbegin}}
* {{cite magazine |title = Aermacchi M.B.326 |magazine = The Illustrated Encyclopedia of Aircraft |location = London |publisher = Orbis |volume = 1 |issue = 1 |date = 1981 |page = 20}}
* {{cite magazine |title = Aermacchi M.B.326K |magazine = The Illustrated Encyclopedia of Aircraft |location = London |publisher = Orbis |volume = 1 |issue = 2 |date = 1981 |page = 34}}
* {{cite book |last = Andrade |first = John |title = Militair 1982 |location = London, UK |publisher = Aviation Press |date = 1982 |isbn = 0-907898-01-7}}
* {{cite book |last1 = Angelucci |first1 = Enzo |first2 = Paolo |last2 = Matricardi |title = World Aircraft: Combat Aircraft 1945–1960 |location = Maidenhead, Berkshire, UK |publisher = Sampson Low Guides |date = 1980 |isbn = 0-562-00136-0}}
* {{cite book |last1 = Burden |first1 = Rodney A. |first2 = Michael A. |last2 = Draper |first3 = Douglas A. |last3 = Rough |first4 = Colin A |last4 = Smith |first5 = David |last5 = Wilton |title = Falklands: The Air War |location = Twickenham, UK |publisher = British Air Review Group |date = 1986 |isbn = 0-906339-05-7}}
* {{cite book |last1 = Dennis|first1 = Peter |last2 = Grey |first2 = Jeffrey | last3 = Morris|first3= Ewan| last4 = Prior | first4 = Robin| first5 = Jean | last5 = Bou | title =The Oxford Companion to Australian Military History | publisher = Oxford University Press |location = Melbourne, Australia |year = 2008 |edition = 2nd |isbn = 978-0-195517842}}
* {{cite magazine |last = Fenili |first = Vincenzo |title = Impala sul Bush |magazine = JP4 Magazine |date = January 1990}}
* {{cite web |url = https://www.flightglobal.com/pdfarchive/view/1962/1962%20-%202157.html |title = High-Macchi Flying |publisher = Flight International |date = 20 September 1961 |pages = 492–494}}
* {{cite magazine |last = Jannetti |first = Fabrizio |title = 30 anni di '326 |magazine = Aeronautica & Difesa magazine |location = Rome, Italy |edition = Ai |number = 14 |date = December 1987 |pages = 38–47}}
* {{cite journal |last1 = Lefèbvre |first1 = Jean-Michel |title = Une famille à l'italienne: les Macchi MB-326 |journal = Le Fana de l'Aviation |date = February 1977 |issue = 87 |pages = 28–36 |issn = 0757-4169 |language = fr |trans-title = An Italian Family: The Macchi MB-326}}
* {{cite book |editor-last = Taylor |editor-first = John W.R. |title = Jane's All The World's Aircraft 1969–70 |location = London, UK |publisher = Jane's Yearbooks |date = 1969}}
* ''War Machines Encyclopaedia'' (Italian edition printed by De Agostini). London: Aerospace Publishing, 1985, pp.&nbsp;2117–19.
{{refend}}

==External links==
{{Commons category}}
* [http://www.flugzeuginfo.net/acdata_php/acdata_mb326_en.php Specs & Photo at Flugzeuginfo.net]
* [https://web.archive.org/web/20061018140730/http://www.adf-serials.com/3a7.shtml Serial number history of Australian CAC/MB-326 aircraft]
* [http://www.warbirdalley.com/mb326.htm Warbird Alley: MB-326 page]

{{Aermacchi aircraft}}
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{{Commonwealth Aircraft Corporation}}
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{{DEFAULTSORT:Aermacchi Mb-326}}
[[Category:Macchi aircraft|MB-326]]
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