Aermacchi Acquisition Boosts RNZAF

New Zealand’s existing advanced trainers-fourteen British Aerospace Strikemaster Mk 88s- are approaching the end of their safe airframe life. They will be gradually replaced by the machines, and the last will be withdrawn by the end of 1992.

The road to the Aermacchis was by no means smooth. Financial limitations, clear from the outset, complicated the task of finding a Strikemaster replacement considerably. New Zealand has never had much to spend on the military anyway, but by the late 1980s the economy was entering its worst recession for fifty years. Efforts to cut fiscal expenditure included capping the defence budget. Pressure was really on to make sure New Zea- land got the best combination of purchase price, maintenance costs and trouble free service life.

Coinciding with the Navy’s effort to buy frigates, which had become the focus of public debate, the new trainer purchases threatened to generate similar public controversy. Even the decision to fund them ‘within budget’ was greeted with “job-losses for trainers’ headlines in the press. Actually, the trainer purchase does mean that some lesser priority hardware purchases have been put off, but as far as the RNZAF are concerned, the alternative is to train no pilots at all.

Pilot training in New Zealand is hard, and the Strikemasters have played a vital role in the process since first delivery in 1972. Those who get through the eliminations start basic instruction- like their Australian counterparts-in the propeller driven CT-4B Airtrainer. This gives basic skills, but not enough to step into the cockpit of a Skyhawk. Hence the more advanced training in a Strikemaster, which gives the pilot the skills needed to transfer to the Skyhawk or, for that matter, any other aircraft in the RNZAF inventory.

When the search for a replacement began, the Air Force Identified a requirement for something similar to the Strikemaster, ideally a proven design with stress data to make sure they would get at least twenty years’ airframe life. Yet at the same time the aircraft had to have up-to-date avionics – able to train pilots for using the very modern equipment fitted to the Skyhawks as part of Project Kahu. (Refer p. 32 June 91 AA)

The Air Force also wanted something ‘off the shelf’ avoiding a repeat of the British experience with Short’s Tucano. Eleven aircraft types from ten, manufacturers were examined; the list including the Pilatus PC-9 and the Alpha Jet. Some of the types, like the Siai Marchett S211A, were cheap but supposedly not ready to fly while others didn’t meet the requirements for one reason or another.

While the selection process went on, plans were laid to extend the life of the Strikemasters out to the likely arrival time of the new aircraft. Complete new wings were fitted to six aircraft; and a careful inspection program was instituted. Manoeuvring restrictions were applied to seven Strikemasters. These included rolling and spinning limitations as well as the application of strict G-limits. Strain gauges were fitted to all aircraft. Despite these efforts, airframe hours remained limited and one Strikemaster was retired in 1990 for fatigue reasons. Only six remained in unrestricted flying condition by early 1991, pilot intake having already been reduced in 1989 in anticipation of restricted Strikemaster availability. By 1989 the list of potential replacements had been reduced to the very capable but expensive British Aerospace Hawk, or the cheaper though less capable Aermacchi MB-339C. Pilots liked the Hawk but apart from the cost it was also a major jump from the CT-4 primary trainer. That left Aermacchi, also the cheapest of the types on offer which still met Air Force requirements. The decision passed through no fewer than eight committees.

Negotiations with Aermacchi culminated with a contract which was signed in March 1990. The RNZAF drove a very hard bargain. In terms of the $NZ266 million deal, Aermacchi will supply a comprehensive package. The main component of this is, of course, the eighteen aircraft, for which Aermacchi have guaranteed 9,500 hours flying time per airframe, equating to service well into the 21st century.

However, the agreement goes much further than this as it also provides full engineering support, pilot training – including a simulator – spares backup, technical advice, and foreign exchange cover. There may also be subcontracts from Aermacchi issued to New Zealand firms totalling 150,000 manhours over three years, if local companies come up to scratch. Aermacchi have also agreed to buy several of the Strikemasters when they come out of service. Payments are to be spread out over three years.

Aermacchi designed trainers are not new to the South Pacific.

The RAAF took delivery of MB-326s produced under licence by the then Commonwealth Aircraft Corporation in the late 1960s. Although tracing their design ancestry back to the MB-326, the MB-339Cs are a considerable advance on that type and very much at the leading edge of trainer technology. Avionics are extremely capable, with a full radio navigation system that includes TACAN VOR-ILS and ADF as well as integrated weapons management, and a laser rangefinder.

They can also carry most of the stores in current RNZAF inventory, including the AGM-65 Maverick. ECM systems include an AUALE-40 chaff/flare dispenser, and the ELY-555 ECM pod can be carried. Performance is comfortably greater than that of the Strikemasters, reflecting the technological developments of the past twenty years or so. At a typical training configuration weight of 4,635kg the Aermacchi can pull 5. 9g for a sustained turn rate of 20°/sec, with a climb rate of 8,000ft/min. Maximum IAS is 487 knots, with an approach speed of around 115 knots.

Empty weight is 3,310kg (J,2981b), with a maximum fuel load of 1,388kg (3,060lb) and a typical takeoff weight in training configuration of 4,635kg (10,220lb). Maximum takeoff weight is a respectable 6,350kg (14,000lb). This compares favourably to the 5,216kg (11,500lb) maximum takeoff weight of the Strikemaster.

One pilot told this writer unofficially that in his opinion the Aermacchis would “give the Skyhawks a run for their money”. There are, however, no plans to use them to supplement New Zealand’s main combat force of 22 A-4K ‘Kahu’ Skyhawks. The real application will be to provide advanced pilot training – not only for the Skyhawks but also for all the other aircraft types in the RNZAF inventory.

New Zealand is also ‘launch customer’ for the Aermacchi’s engine, the Rolls-Royce Model 680-41 Viper, developing around 4,700lb (2,150kg) thrust. A generation or two down the line from the Vipers in the Stikemasters, it’s just as noisy, but more fuel efficient and easier to maintain. Relative engine commonality with the earlier versions in the Strikemasters was a big plus when considering the Aermacchi.

The first three aircraft arrived in knock-down form at the end of March 1991. A team of engineers and test pilots from Aermacchi also arrived with the first aircraft as part of the support arrangements. No significant problems were encountered during re-assembly, and the first MB-339C flew in New Zealand skies on 12 April, piloted by Italian test pilot Riccardo Ourione.

So far two New Zealand pilots and 21 ground crew have been trained on the aircraft and learned its systems both in Italy and the United Kingdom – all within the terms of the $266m contract. Training will be completed by the end of this year.