AIRCRAFT PROFILE M-346 MASTER

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Italian

Masterpiece
Italys Aermacchi has a long history
of building training aircraft and
the tradition continues with Alenia
Aermacchi's M-346 Master. AFMs Jerry
Gunner visited the factory near Milan and
saw the jet being built

TALY IS famed for its beautiful,

fast motorcars Ferrari,
Lamborghini and the like but some
of the most aesthetically pleasing
aeroplanes have Italian origins too;
Alenia Aermacchis M-346 continues
that tradition. The old adage that if
it looks right, itll fly right probably
no longer applies. Whereas once
there was a designer with a pad of
paper and a pencil, aware of the
advantages of streamlining, the
Whitcomb area rule and
other aerodynamic
imperatives, modern
jets are designed
by computer.
Somehow, in the
authors opinion, the

M-346 manages to look right despite

that. And it reportedly flies like a
thoroughbred; on December 18, 2008,
during a test flight over the Ligurian
Sea, the blue-painted first prototype,
serial number C.M.X615, became the
fastest Italian-designed aircraft of
all time when it reached Mach 1.15
(780mph [1,255km/h]) in a shallow
dive. After landing back at Venegono
Superiore the companys Chief Test
Pilot Quirino Bucci said: The aircraft
showed excellent controllability as
it exceeded the speed of sound and
maintained its pleasant handling
throughout the deceleration phase.
All aircraft systems performed
regularly throughout the acceleration and deceleration phases. The
jet was lost in a crash on November
18, 2011 wearing new serial C.P.X615.

Manufacture

Prototype number two, C.M.X616 (c/n

6963/002).
All images courtesy Alenia Aermacchi

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The M-346 is not a

Westernised version
of the Yakovlev Yak-130
Mitten with which
it began life as a joint
project. It is a completely new
aircraft, and as such benefits
from modern technology and
manufacturing techniques.
One of the driving forces behind
any equipment purchase in these
straitened financial times is cost.
The M-346 has been designed
to be as affordable as possible.
One of the driving concepts was
the so-called design to cost
which began by rationalizing the
aircrafts components to have as
few different parts as possible
and making those parts capable
of completing a number of
different tasks. Another principal

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AIRCRAFT PROFILE M-346 MASTER

was design to maintain which
required the engineers to think
from the beginning of ease of
maintenance and accessibility
to different parts of the airframe.
Alenia Aermacchi claims that an
engine can be changed in two and
a half hours as a result of this.
The structure of the aircraft is
designed according to the 'damage
tolerant' concept, removing the
need for mandatory structural
and repair as necessary (IRAN)
inspections that add significantly
to the maintenance burden/costs.
Construction of the first prototype
began in 2001 and it was unveiled
to the public just two years later
in June 2003; the first flight of the
blue-painted C.M.X615 took place
on July 15, 2004 from Venegono
Superiore, with Aermacchis chief
test pilot Olinto Cecconello at the
controls. The take-off run, at a little
over 400m (1,312ft) demonstrated
the power of the two Honeywell
F124 engines. After an hour the
jet recovered to Venegono only
to take off a short time later with
another Alenia Aermacchi test
pilot, former astronaut Maurizio
Cheli at the helm. Two weeks later,
on the 29th, the commander of the
Italian Air Forces (Aeronautica
Militare Italiana - AMIs), flight test
unit, the Reparto Sperimentale
Volo RSV, Col Eugenio Lupinacci
was on board for the jets fourth
flight. A ceremony to officially
unveil the new machine to the
world was presided over by Italys
Prime Minister Silvio Berlusconi.
Everything seemed to be going well.

Above: Another view of the final assembly line illustrating the way the aircraft are
progressively fitted out in the different phases.
Below: The M-346 simulator complete with head-up display, g-suit and ejector seat.

Overseas interest in the

programme was sparked in
2005 when the Greek Ministry
of Defence (MoD) signed a
Memorandum of Understanding
(MoU) to become a partner
in the programme, and three
years later in March 2008 Chiles
ENAER signed an MoU to assist in
marketing the jet in Latin America
and possibly to manufacturer it
and the M-311 basic jet trainer.
American giant Boeing signed
another MoU two months after
that to cooperate in the marketing,
sales, training and support for the
same two Alenia Aermacchi types.

State-of-the-art

When the author visited

Aermacchis factory at Venegono a

Below: T-346A Master MM55144 has since

been delivered to the Italian Air Force and
serves with the test unit at Pratica di Mare.

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quarter of a century ago the aircraft,

MB339s at that time, were built on
an old-fashioned assembly line that
resembled a collection of trestles
and a few pieces of scaffolding.
Things have certainly changed! A
new assembly facility has been
built, starting in 2009; the first
fuselage section was manufactured
there in 2010. No effort has been
spared in building a fully-automated automobile industry-style
production facility. Everything has
been planned to produce the most
ergonomically efficient assembly
process. Workers will never have
to bend or stretch to access a
hard-to-reach piece of airframe;
computers and robots manoeuvre
the components into position
and then move them along to the
next workstation. Components
arrive from sub-contractors and
are mounted on a jig. From there,
the jig moves the part along the
line and it is manoeuvred by one
person pressing a button rather
than by a gang of workmen manhandling the piece into position.
A lot of thought has gone into the
design and a lot of money into the
facility. Clearly Alenia Aermacchi
anticipates a long production
run to justify the expenditure.
The production line has been
conceived and designed to achieve
the rate of four aircraft per month,
with the capacity to respond to
market requirements with extreme
flexibility. At the time of AFMs
visit it was running at roughly half
capacity. The line is physically
divided into five areas, the first
three dealing with the fuselage,
centre, rear and front. Before
the three fuselage sections are
joined, using a laser-controlled jig
similar to that used for Eurofighter
construction, low-cost items are
added, such as wiring and piping.
The actual joining process is fully
automated, in only 10% of cases
will humans need to intervene.
Wing manufacture is carried
out by an even more impressive
machine, developed from
warehouse distribution systems.
Again, in a fully automated process,
the entire wing is manoeuvred
across two levels to permit access.
Once the fuselage sections are
joined, the undercarriage is
installed and the aircraft is moved
into the final assembly line (FAL) for
finishing. The FAL has six distinct
phases, five assembly areas and
the flight-line. Phase number one
is where the wings are mated to
the airframe. Phase two is for the
continuity and insulation testing,
where all 15km (9.5 miles) of cabling
inside the aircraft is tested at up to
50,000 points; this computerised

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At the leading edge

Aerodynamically the M-346 features
fighter-like wing LERXs (Leading
Edge Root eXtensions). These
generate so-called vortex lift at high
angles of attack (AoA), while
computer-controlled leading-edge
flaps offer variable camber wings
giving optimum aerodynamic
efficiency at various flight attitudes
throughout the flight regime . The
wings are complemented by the
differential all-moving horizontal
tailerons that increase
controllability in, particular at high
AoA, preventing the aircraft
departing from controlled flight.
The engine air intakes are placed
directly under the LERX and canted
upwards, to provide distortion-free
engine airflow in all flight attitudes.
The Flight Control System (FCS) has
at its core four identical flight
control computers. Technically it is

described as being a quadrupleredundant FCS, governing the full

authority digital fly-by-wire system.
It is said to be self-reconfigurable in
case of failure. Coupled with its
aerodynamics, the FCS gives the
M-346 flight characteristics similar
to the latest fighters. The FCS can be
reconfigured to progressively
increase the difficulty of handling
techniques as students progress
through their syllabus. Different
limits of AoA, manoeuvre load factor
(MLF) and roll rate can be selected.
Emphasising its trainer credentials, a
ground proximity warning system
(GPWS) is fitted and very importantly
an automatic disorientation recovery
(ADR) system or Pilot Activated
Recovery System (PARS), the
so-called panic button. The ADR is a
button on the control panel that
when pressed returns the aircraft to

controlled flight, wings level and in a

slight climb very useful in a trainer
The aircraft has a planned fatigue
life of 10,000 hours. Every system
and all critical components are
continually checked by a Structural
Health and Usage Monitoring System
(S-HUMS) to monitor the airframe's
life and manage fleet usage. The two
interchangeable modular Honeywell
F124-GA-200 twin-shaft turbofans
are designed to the so-called
on-condition maintenance
philosophy. There are no scheduled
overhaul intervals, although the
cold section of the engine is subject
to in-depth inspection at 4,000
flight hours and 2,000 for the hot.
They both benefit from dual-channel
Full Authority Digital Engine Control
(FADEC). FADEC controls engine
start and automatic relight in the
event of flameout.

fuel tests can be carried out before

being brought back into the FAL to
be prepared for engine tests, phase
five, which is also carried out in
another building. When that is
successfully concluded it is time for
stage C, where the jets own engines
are used to power it up. The aircraft
is complete apart from its paint
finish and ready for test flying.
The Venegono facility with
its airfield and wind tunnel is
ideal for flight testing; indeed

before the split between

Yakovlev and Aermacchi, two
years of development work on
the Yak-130 had been carried
out at the aerodrome.

The compactness of
the T-346A is shown
off to advantage in
this view of MM55144
departing Venegonos
runway.

process takes around ten days.

From phase three onwards,
the aircraft is dressed with its
electrical equipment, avionics
and so on. Phase four is devoted
to further ground testing. Stage A
testing can be completed without
power to the aircraft, stage B sees
sections of systems powered up
using external power supplies, for
example hydraulics and electrical
systems. After that the aircraft is
taken to another building so that

An engineer works on a forward fuselage assembly.

Towards service

In June 2011 the General Directorate

for Aeronautical Armaments of
the Italian MoD issued the military
type certificate for the M-346, a
fundamental requirement for
all aircraft operated in a military
environment. The two delivered
to the RSV at Pratica di Mare in
January 2012 are being used to
refine the aircraft as well as prepare
the new jet for military service but
some changes have been made
to the aircraft as it has evolved.
At the time of AFMs visit, both
were back at Venegono for further
modifications following six months
of intensive testing by the air force.
The first M-346 to fly was a
very different machine to the
initial production configuration
aircraft. Given the designation Low
Rate Initial Production (LRIP) 00,
C.M.X617, painted an eye-catching

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AIRCRAFT PROFILE M-346 MASTER

Mastering the Master

Chief Test Pilot Quirino Bucci spoke
to AFM. He joined the Italian Air
Force Academy in 1983, flying the
Lockheed F-104S Starfighter
operationally. He is a graduate of the
Empire Test Pilot School at Boscombe
Down in the UK. He flew with Italy's
test unit and has flown more than 45
different aircraft types. After a brief
stint flying airliners for Alitalia he
has been Alenia Aermacchis Chief
Test Pilot since 2008.
AFM: What makes the M-346 the
best in its class?
Bucci: How long have you got? It
is the only aircraft that complies with
all the requirements of a new
generation trainer, particularly the
Euro Trainer programme, although
that programme seems to be dead.
From an operational pilots
perspective, its the aircrafts
performance thats impressive in
particular the performance that can be
customised to the training level, in
terms of powerplant, agility and the
flight control system.
The way that the aircraft actually
behaves in flight can be customised to
the ability level of the student. If the
student is coming from an M-311 or
M-345, I can set the flight control
systems so that he will pull 7g rather
than 8g or that the roll-rate is 180
per second rather than 220. The
powerplant can be set to different
settings for take-off, landing or even
combat. The thrust-to-weight ratio in
a typical clean training configuration
is very close to one. Even though the
engines dont have reheat we are able
to simulate reheat and the way that a
pilot should use an aircraft with it,
and of course not using reheat, means
very good fuel consumption, much
better than fighters [that training
would otherwise have to be conducted
on]. This means that the aircraft can
stay in the training area longer.
The two horizontal tails operate
independently, controlling pitch and roll
and they are an important part in
providing the M-346s manoeuvrability.
Bearing in mind that we are dealing with
inexperienced pilots we want to give
them the best opportunity to come back
[recover safely to base] even if they are
in abnormal conditions [systems failure]
so we have the twin engine
configuration and twin fully redundant
electrical and hydraulic systems.
The aircraft is designed to operate
from austere airfields so it is fitted with
an APU. Even though it wasnt a
requirement it gave us the opportunity
to develop an LCA [light combat
aircraft]. Most of the capability to act

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The author has the intricacies of the M-346s cockpit and simulation explained to him by Alenia Aermacchis Chief Test Pilot Quirino
Bucci. Before joining Aermacchi in 2005, Bucci served with the Italian Air Force; he is a graduate of the Empire Test Pilot School at MoD
Boscombe Down, UK.

like a new generation aircraft comes

from the external geometry. The
leading edge fins are designed to
improve directional stability for
instance. The variable camber wing is a
function of the fly-by-wire system, that,
with the big vertical fin all helps with
the angle of attack, which were in the
process of finalising in flight test but at
the moment its about 35, a capability
that is unmatched by some fighters.
AFM: Is it almost too much for a
trainer? Do you need all this
capability?

Bucci: To transition from a basic

trainer to Typhoon or Super Hornet,
these kinds of aircraft, you have to
have this capability. You save a lot of
money using the M-346 instead of
those aircraft but also the airmanship
of the student when approaching
those new fighters is definitely
different; youve already learned how
to deal with all the issues that come
with those kinds of aircraft.
The things that make the difference are
the human machine interface and the
on-board simulation, for instance you
can simulate launching an AMRAAM

With this aircraft you are 100%

replicating the capability you will get
on a frontline aircraft

The author in the Ground Based Training System demonstrator for the T-100, Alenia's T-X
candidate, shortly before he simulated crashing short of the runway!

[advance medium-range air-to-air

missile], but that is only useful because
of the performance of the aircraft.
Simulating launching an AMRAAM from
an aircraft that is only capable of 200kts
indicated air-speed is completely
different from simulating launching it at
Mach 0.9.
AFM: Do you get the feel of it
leaving the airframe?
Bucci: Actually no, but you have to
get it in terms of the shooting
envelope, you have to get the solution
right to get it in the firing position.
You dont only need the on-board
simulation; you need the platform
that will get you in the right place
with the right parameters. If you try
to launch missiles with a good
simulation but the wrong
performance, because you cant get
the speed or the altitude, you are
getting what we call negative
training. That means that when you
go to the frontline jet you have to
un-learn those bad habits. Thats why
you have to have performance coupled
with excellent on-board simulation
and why I say the M-346 isnt perfectly
tailored!
Both cockpits have three MFDs,
head-up display and so on, but both
cockpits have excellent vision outside.
When looking down, the rear pilot has
6 below the horizon visibility and
that allows you to use the head-up
display for most of the flight from the
rear seat. When it comes to 35 AoA,
then of course your view is obstructed

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by the front-seat pilot, but most of the

time you can see along your trajectory
of flight through the head-up display.
On production aircraft we will have
a helmet-mounted display and voice
command system, and everything is
integrated in the cockpit and avionics
system which are open so you can
add capability as your experience on
the aircraft and training needs are
evolving.
The MFDs can be configured in any
way you choose, at the flick of a
switch, so the data can be presented
on any one of them how you like. You
can configure the aircraft in the mode
you need for the exercise quickly. The
computer will offer you different
configurations, say weapons load-out,
and you accept the one you want. We
also have a generic simulated ATP
[advanced targeting pod], we cant
say it is a specific pod for copyright
reasons and for the same reason we
have generic radar. However, we know
what pods our customers will be using
so we will develop an interface that is
pretty much identical to their system.
With our dedicated datalink we can
share data with other players, both in
the air and on the ground. When we
start the aircraft, displays open with a
default presentation with the radar on
the left-hand screen, the horizontal
situation display in the centre and the
EWS [electronic warfare system] on
the right.
The aircraft AFM was being shown
was configured as an F/A-18 and the
radar warning receiver was picking up
a search radar. The chaff and flare
dispensers and jammer were in the
auto position.
Bucci: We have a realistic defensive
aids suite that we can train with; the
student is not learning the theory of it,
he is doing it in practice and he is
hearing how the different radars sound
in the headphones. He can learn to
dispense chaff and flares manually,
just like on a frontline jet. The display
management switch allows you to
move these displays from screen to
screen.
Bucci then demonstrated how to use
the radar to shoot down an enemy
aircraft (a C-130). The M-346 was
put into flying mode following the
correct procedures, the target was
locked on to, acquired by the missile,
which was then launched. The
symbology showed all this and the
destruction of the target in the same
timeframe as the real event would
take, building up anticipation and
stress in the student. All this without
leaving the ground. Similar exercises
can be run with the targeting pod,
using its infrared or electro-optical
modes in either air-to-air or air-toground roles. These changes can also

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be made instantly, making the

M-346 representative of a true
swing-role aircraft.
Bucci: We have a digital map
with a complex database containing
a navigation database, a mission
database, a flight-plan database,
comms, weapons and ETTS. These
are all managed by the avionics
system so that not only do you have
navigation information but also,
using the targeting pod, an image
that can be either TV or IR showing
the ground with overlays of the
targets. The real-time mission
monitoring station can inject
additional threats into the system
via datalink during the mission.
Normally, as a pilot, you plan the
mission as you would do on the
squadron, so you receive the
situation briefing and then you plan
accordingly. You load the mission
on to a memory stick and on to the
jet. But instructors can change the
situation and you have to react.
AFM: Do you have a threat
library of likely opposing systems?
Bucci: Yes and this library can be
customised very easily. So we can
say, today Im flying against an
F-18 and thats what the system will
provide you with; you can customise
the threats based upon the
requirement. The datalink not only
allows us to train with other aircraft
but you can train in a Link-16 like
environment. So as well as receiving
instructions via a secure-radio voicelink, digital data can be received
from any datalink capable aircraft.
For example a formation leader
could pass you targeting
information via datalink. This
information will also be available on
head-up and head down displays
and the control panel. The leader
will target your bombs; you will just
be the bomb truck! You can pass
this information of course and you
can act as formation leader. If you
have a contact that you dont have
any information on, you can
highlight it on your screen and it will
tell you this is an F-16 and it has six
AMRAAMs and laser-guided bombs
so you can assign him a priority
target.
Despite all this the aircraft is very
easy to fly, its as easy as a basic
trainer, and the approach speed is
only 115kts IAS. You cannot stall it
or depart from controlled flight, and
you cannot over g it. With this
aircraft you are 100% replicating
the capability you will get on a
frontline aircraft and of course what
you see here is based on the
requirements of the customer. With
its open architecture it is very easy
to add further capabilities if the
customer requires them.

As part of the process to become certified to carry out air-to-air refuelling, an M-346
underwent a series of electrostatic discharge tests at Alenias Venegono plant in March.
The tests, conducted with the aid of the British Cobham Laboratory, demonstrated that
there was no risk of sparks leading to explosion.

metallic carmine, took to the skies

in the hands of test pilot Cecconello
on June 26, 2008. Many of the
structural differences from its
predecessors reflected the design
to cost and design to maintain
ethos within the company, to
simplify the airframe and make
it easier to build, and therefore
cheaper to buy and operate. It
had always been intended that
production aircraft would have
a new, simpler more efficient
landing gear and this had been
fitted, but other changes arose
from flight-testing the prototypes;
the dorsal airbrake was moved for
that reason. Other changes, mostly
invisible to a casual observer,
have reduced the aircrafts weight
by a massive 1,540lbs (700kgs).
This has partly been achieved
by substituting composites for
traditional construction materials.
The increased strength and reduced
weight of composites means that
four wing spars can now do the
job of five on the prototypes, and
13 fuselage frames replace 23. The
tailplane comprises a honeycombstructure core wrapped in
chemically machined outer skins,
much lighter and stronger than a
traditional metal frame covered
with aluminium strips. Metal-tometal bonding is used for control
surfaces to minimize part count.

Pedigree

At the core of any modern warplane

are computers and for a trainer,
simulation means using computers to simulate weapons, radar, sensors and the entire virtual environment. Alenia Aermacchi offers a full
range of training aeroplanes from
the veteran propeller-driven SF-260,
which has now been fitted with
a glass cockpit, up to the M-345, a
derivative of the M-311 for the basic-

advanced phase of the jet training

syllabus and finally the M-346 itself.
Each of these can simulate the
characteristics of other aircraft to
a greater or lesser extent but they
can also carry out real-life combat
operations. Sitting as it does at
the top of the range, the M-346
is fitted with avionics modelled
on those of the latest military
aircraft, such as the Eurofighter,
Saab Gripen, Dassault Rafale and
Lockheed Martin JSF as well as
legacy platforms, among them
Lockheed Martins F-16. Italys
aircraft will be fitted with a Helmet
Mounted Display (HMD) that will
project flight data directly on to the
helmets visor, and an integrated
stores management system, much
as one would expect to encounter
on a modern fighter. Provision
has been made for a real tactical
datalink, multi-mode radar and
electronic warfare system (EWS).
The aircraft will respond to voice
command inputs, and the library of
commands is increasing all the time.

Training delivery system

In its training role the M-346 should

be seen as only one part of Alenia
Aermacchis Integrated Training
System (ITS) which is based around
the aircrafts built-in Embedded
Tactical Training System (ETTS)
and a GBTS. The ETTS allows air
forces to provide a wide range of
training functions using simulated,
rather than real, weapons and
ground and air threats.
Two key embedded simulation
areas comprise, firstly, in-flight
sensor and scenario simulation;
electronic warfare (EW), threat
warnings and active threats such
as surface-to-air missiles (SAMs),
and anti-aircraft artillery (AAA).
Secondly, in-flight weapons
simulation enables student pilots

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AIRCRAFT PROFILE M-346 MASTER

to carry out attacks in both
air-to-air (A2A) and air-to-ground
(A2G) modes exactly as if they
were using real weapons, using
the same symbology and weapon
delivery parameters. This training
does not have to be conducted
over an instrumented range. The
Windows-based Mission Support
Station (MSS) is used to create
simulated scenarios during
pre-mission planning. The whole
scenario is then loaded into the
aircrafts system before flight. At
the conclusion of the exercise,
data from the MSS, including
the pilots scores in weapons
deployment, can be downloaded
and used for debriefing.
Single- or multi-ship networked
packages can fight against
each other in a tactical air and
ground environment portrayed
on a digital map using on-board
sensors, such as multimode radar
and active/passive electronic
countermeasures (ECM).
Networked missions can be played
out with participating aircraft
exchanging tactical scenario
data with a dedicated training
datalink. The use of Computer
Generated Forces (CGF) rather
than real people and machines
offers obvious financial savings.
As is to be expected, a full-mission
simulator (FMS) forms part of
the GBTS. The fully developed
simulator, provided by CAE,
provides a realistic training
environment including sound
and a 360 domed field-of-view.
Equipped with a full g-suit and

g-systems it is just like being in the

real thing. It can be networked with
other FMSs to perform Distributed
Mission Training. Before he or
she graduates to the FMS a lot
of time will have been spent on
the part-task trainer (PTT). The
PTT is a full-scale and accurate
representation of the M-346 aircraft
cockpit with replicated panels,
displays, switches and controls
but only a 180 field of view. Both
training devices can be monitored
from a dedicated instructors
operating station. In common with
other companies Alenia Aermacchi
offers a fully computerised
academic training system.

A proper warplane

M-346 has been designed from the

outset as multirole combat aircraft.
It is fitted with nine hard-points,
allowing carriage of up to 6,612lb
(3,000kg) of stores externally. The
manufacturer says that its two
engines give the M-346 a significant
advantage over rival platforms
that only have one. As well as its
large fuel capacity, which gives long
combat persistence, the in-flight
refuelling probe enables trainees
to practise A2A refuelling and
confers extended range whilst
carrying stores. The jet is fitted with
an auxiliary power unit (APU) for
autonomous engine starting via an
air turbine starter. This means that
electrical and pneumatic power,
including air conditioning, are
available should the jet make an
unscheduled landing away from
base. British Martin-Baker IT16D

The second
prototype M-346,
serial C.M.X616.

Below: Low-rate initial production M-346, C.M.X617 (c/n 6964/003), a company

development aircraft, crashed on May 13 shortly after taking off from Turin-Caselle Airport,
Italy. The Alenia Aermacchi test pilot, Matteo Maurizio ejected safely.

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ejection seats with 0-0 capability

(safe ejection on the ground) are
fitted with an inter-seat sequence
subsystem which allows the seats
to be ejected singly, or as a pair,
through the canopy. An On-Board
Oxygen Generating System
(OBOGS) is backed up by an oxygen
subsystem bottle located under the
seat pan. An emergency oxygen
system, activated manually or
automatically on ejection, uses a bottle mounted on the back of the seat.

The leading edge fins, resembling little

vertical tails above the engine intakes,
improve directional stability.

First orders

The first orders came from the

AMI when an order for six, with
an option for nine more, was
announced on June 18, 2009. In
Italian service the aircraft will be
known as the T-346A Master. Two
examples were delivered in April
2011 for use by the AMIs 311
Gruppo, part of the RSV. At the
time of AFMs visit to Venegono in
late April both jets were present
for further work at the factory,
while a third aircraft destined for
the AMI was being used for tests
to integrate the AIM-9 Sidewinder
air-to-air missile with the airframe.
In July 2010, the Republic of
Singapore Air Force (RSiAF)
announced that it had selected the
M-346 to be the flying component
of its advanced jet trainer (AJT)
syllabus, the Fighter Wings
Course. This was confirmed on
September 28, that same year,
when ST Aerospace and Boeing
were revealed as the future joint
provider of the training, acquiring
12 M-346s for the purpose along
with a ground-based training
system (GBTS). The M-346s will
replace the McDonnell Douglas
Super Skyhawks that have been
used by the RSiAFs No.150
Squadron, at Cazaux Air Base in
southwest France, for many years.
On February 16, 2012, it was first
revealed that Israel had chosen
the M-346 Master as its future LIFT
(lead-in fighter training) platform
where it will be known as the
Lavi. The Republic of Koreas KAI
T-50 Golden Eagle had been the
other aircraft in the running. A
joint venture company called
Thor is being established by Israel
Aircraft Industries (IAI) and Elbit
Systems to purchase 30 aircraft
to provide LIFT for Israel. Under
the terms of the deal, believed to
be worth about US $1 billion, the
consortium will provide training
resources, maintaining and
operating the aircraft on behalf
of the air force. The contract
between Alenia Aermacchi and the
Israeli MoD to supply 30 M-346s
was signed on July 19, 2012. First
deliveries are expected next year.

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M-346 TECHNICAL DATA

Dimensions:
Span
Length
Height
Wing area
Weights:
Take-off (clean)
Take-off (maximum)
Max external load *
* Up to nine store stations
Power Plant and fuel:
Turbofan
Max Thrust, SLS, ISA
Internal fuel, usable
External fuel, usable (3x630l tanks)
Performance (Clean, ISA):
Max level speed
Limit speed
Stall speed (reference)
Rate of climb (from sea level (SL))
Service ceiling
Range Clean/3 External tanks (10% reserve)
Max sustained Load Factor (SL)
Max sustained Load Factor (15,000ft)
Max sustained Turn Rate (15,000ft)
Take-off Run (SL)
Landing roll, 20% internal fuel (SL)
Limit Load Factor

Serial
31ft 10in (9.72m)
37ft 8in (11.49m)
16ft 1in (4.91m)
253.167sq ft (23.52m2)
16,310lb (7,400kg)
22,490lb (10,200kg)
6,610lb (3,000kg)

2 x Honeywell F124-GA-200
2 x 6,280lb (2 x 2,850kg)
4,410lb (2,000kg)
3,340lb (1,515kg)
590 KTAS (knots true air speed)
572 KEAS (knots equivalent air speed)
95 KCAS (knots calibrated air speed)
22,000ft/min
45,000ft
1,070/1,470nm
8.0g
5.2g
13 per second
1,310ft (400m)
1, 800ft (550m)
+8/-3 g

The cockpit of the Italian Air Force version of the jet. In Italian service it will be designated
T-346A Master.

Although there had been a lot

of interest, no other orders have
been forthcoming. As long ago as
early 2009 reports emerged that
the United Emirates Air Force
and Air Defence (UAEAF&AD)
was in negotiations with Alenia
Aermacchi to buy 48 M-346s to
replace its BAE Systems Hawk
trainers. Again it was said to
have beaten KAIs T-50 in the
competition for the order. Reports
suggested that 20 of the aircraft
would be configured purely as
LIFT platforms, while 18 would
be combat-capable for the light
ground-attack role. The remaining
ten examples were said to be
required to equip a dedicated
aerobatic display team. However,
despite the high hopes for a big
order, nothing more has happened
and it now appears that the
UAE is completely re-thinking
its plans for new aircraft.
In June 2011 Polands Ministry
of Defence issued a request for
proposals from industry for tenders
for a new Integrated Advanced
Training System (IATS), to include
eight advanced jet training (AJT)
aircraft, plus an option to order
a further four at a later date.
The original Polish requirement
required the winning aircraft to
have equipment usually found on
a high-tech fighter-bomber aircraft
but a newer one has reduced the
level of sensors and avionics and
the complexity and number of
weapons. When this year's June
7 deadline expired, the Polish
MoDs Armament Inspectorate
confirmed it had received offers
from Alenia Aermacchi, with the
M-346; BAE Systems Hawk AJT
(which does not have FBW), and
Lockheed Martin UK marketing
KAIs T-50 Golden Eagle. At the
time of writing the winner
afm
had not been announced.

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