April 2008 - number 8

Roll-out of the first pre-series M-346

An interview with ITAF Chief of Staff Gen. Tei

Basic training with the M-311

Screening for aptitude

Roll-out of the first pre-series M-346

An interview with ITAF Chief of Staff Gen. Tei

Basic training with the M-311

Screening for aptitude

The Aermacchi M-346 is the new generation

dedicated Advanced and Lead-In Fighter Trainer,

designed to be superior to all existing products in

its class. High thrust to weight ratio approaching 1

to 1, vortex-lift aerodynamics and re-programma-

ble, full authority, quadruplex fly-by-wire flight

control system, give the M-346 flying qualities

close to modern frontline fighters and improve its

teaching effectiveness. The twin engine solution

provides high safety standards, and the design phi-

losophy reduces acquisition and operational costs.

M-346: the ideal platform for next generation

Integrated Training Systems.

M-346.THE FUTURE OF TRAININGIS A REALITY.

EDITOR IN CHIEF

Giovanni Pasqua

MANAGING EDITOR

Giancarlo Naldi

CONTRIBUTORS

Gregory Alegi

Giovanni Artioli

Gaetano Battaglia

Giovanni Bertolone

Bruno Damascelli

Vitantonio Di Lorenzo

Paolo Gianvanni

Massimo Lucchesini

Giancarlo Naldi

Paolo Varriale

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REGISTERED WITH THE VARESE COURT

n.407/14 May 1982

SUMMARY

Lighter and more agile

Massimo Lucchesini

The true discriminator in aptitudetesting for future pilots is flying

Gaetano Battaglia

The importance of training

together

Gregory Alegi

The prancing horse was born

in the Aermacchi stable

Paolo Varriale

Air-to-Air Photographers

Bruno Damascelli

Editorial

Giovanni Bertolone

p. 4

p. 8

p. 13

p. 18

p. 24

p. 2

Fighter performances

scooter consumption

Giovanni Artioli

p. 32

The new frontier of

basic training

Vitantonio Di Lorenzo

p. 38

Aermacchi Pilot Club

Giancarlo Naldi

p. 37

COVER PHOTO:

A detail of the first pre-series M-346 at the roll-out event

PHoto: Bruno Damascelli

Aviation update

Paolo Gianvanni

p. 45

editorial

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The second protype of M-346 after probe installation.

Photo: AMW

About a century ago Nieuport

Macchi built wood and fabric

fighters that were flown by those

“knights of the air” who

defended Italian cities and trenches from Austro-

Hungarian bomber and reconnaissance raids, helping

provide air defence over the front.

Sixty years ago, the fighters built by Aer.Macchi

were the most effective tool in the hands of the Italian

pilots who attempted to stem the flow of hundreds of

enemy fighters and bombers that turned every corner of

the country into a target.

Forty years ago another aircraft built by Aermacchi, the

MB-326, once again put the Italian aeronautical industry in the limelight of the international market with

an aircraft which was at once simple and effective, a truly ideal representative of the “ab initio” jet trainer

formula that would soon be adopted by almost every Air Force in the world. The MB-326, which was built

in Brazil, South Africa and Argentina in addition to its country of origin, was the first true commercial

success after the difficult early post-war years.

Today we are witnessing another crucial step in the history of this company that is the heir of a great

aeronautical heritage, the only one to carry its name unchanged – and proudly, despite its acquisition by the

Finmeccanica Group – among the select group of manufacturers of complete combat and training aircraft. For

the M-346 is much more than just an aeroplane. With production now launched and with the Italian commitment

to purchase the first 15 aircraft, the M-346 is no longer a mere technology programme, a brilliant result of design

excellence. It is first and foremost the only trainer truly available on the market that fully answers the operational

requirements of the majority of the world’s Air Forces for the next three decades. The M-346 will be the yardstick

against which any other competing design will be measured. It will form the basis for further developments. It will be

the first love and the first challenge on which hundreds of pilots will prove their mettle before progressing to advanced

front-line aircraft, from Eurofighter to JSF, and many others as well. It will have the international success it deserves, and

which Alenia Aermacchi deserves for having placed its trust in this design which originated in a rather “unconventional”

fashion but proves that even the most unique experiences can generate - when intelligently assimilated - effective and

innovative solutions.

The third M-346, which is in fact the first pre-series machine, is being readied for its first flight, which will mark a new

beginning for Alenia Aermacchi. A new beginning to continue a success story that flies in the world’s skies.

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editorial

Giovanni BertoloneCEO Alenia Aeronautica

technic

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Massimo Lucchesini

Acasual observer might askwhy Alenia Aermacchidecided to spotl ight theunveil ing of the first pre-

series M-346 new generation advancedtrainer. After all, haven’t the first twoaircraft logged over 600 flying hoursleaving the pilots and engineers ofmany different countries quite satisfied?The answer is that Low Rate IndustrialProduction 00 – which is the formalname given to the third M-346 – is aserialized aircraft, different from the twoprototypes which took to the airrespectively in 2004 and 2005, whichwill allow programme goals to be fullyachieved in both technical and businessterms, with specific reference toindustrialization. To this end the M-346has been conceived from the verybeginning by using CATIA v.5 integratedwith Digital Mock-up, Enovia andDelmia for digital production analysis.

Upon completing developmentactivit ies with the two prototypes,Alenia Aermacchi turned to optimizingthe design. The attention was centredmainly around structural optimization inorder to achieve the empty weighttargets, the rationalization of on-boardsystems and related wiring harnessesand the improvement of productionprocesses. To this end Aermacchi madethe best use of the data graduallycollected during the fl ight testcampaign together with thesuggestions offered by personnelentrusted with the operational supportof the two prototypes and theindications supplied – in addition tocompany test pilots – by tens of otherpilots, technicians and engineersbelonging to the Air Forces of Italy,France, the Emirates, Singapore,Greece, Poland, Singapore, Poland,Austria etc that have performed in-flightevaluations of the M-346.

Compared to the prototypes,LRIP00 and the M-346 that will follow itwill offer lower operating and supportcosts, will require less labour and lowercosts of materials and equipment, will

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Lighter andThe pre-series M-346 unveiled inimportant step forward for the proStructure, systems and software

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sport longer intervals betweenmaintenance visits and will have lowerfuel consumption. All this is the result ofcontinuous improvement. The dedicatedefforts made by Alenia Aeronauticaengineers has endowed the M-346 withan extremely competitive Life CycleCost (LCC) compared with its class andperformance, providing the basis for afavourable market success.

With the importance of the stepforward represented by LRIP00 nowclear, it is possible to describe ingreater detail the changes made to thedesign.

OPTIMISATION OF THE STRUCTURAL DESIGN

In addition to the integration of thenew main landing gear, design work hasrevolved mainly around the optimisationof the structural design with asignificant reduction of the quantity ofpart numbers (20 per cent). Togetherwith the rationalization of on boardsystems, this has brought about aconsiderable reduction in the emptyweight that can be quantified around700 kilos, including the optimization ofsystems, wiring and landing geardescribed below.

This result has been achieved byoptimizing load paths, carefullychoosing the most suitable materials forsuch purposes (unidirectional carbonfibres, thermoplastics, titanium) andleading edge manufacturingtechnologies (Super Plastic Forming,bonding, grouping of various partsthrough machining, large sizecomposite skins).

The fuselage structure has beencompletely revisited with a view toproducibility, specifically by optimizingthe number and placement of fuselageframes. The engine bays, which are

more agilen Venegono on 11 April marks anogramme.e have been significantly revised

LRIP 00 is the abbreviation that indicatesthe first pre-series aircraft.

LRIP 00 is easily recognized by thedifferent angle of the main landing gear.

Photo: AMW

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Massimo Lucchesini

subject to high temperatures, nowmake significant use of titanium panelsmade through Super Plastic Forming, inconjunction with Alenia Aeronautica.The vertical fin was also completelyredesigned, moving from the traditionaltechnological approach adopted on thetwo prototypes to a box consistingexclusively of machined skins and fullthickness metal honeycomb. Again withan eye to cutting down weight andproduction man-hours, metal alloy partsused on secondary structures on thetwo prototypes are now made fromthermoplastic technopolymers, lightmaterials capable of providing therequired mechanical performancetogether with simplified productionprocesses.

A further important optimization isrepresented by the structuralrationalization of the wing box. Seriesaircraft will have spars machined from

forged blocks. The larger dimensions ofthe raw material al lows to use twospars with a greater section, eliminatingboth the central spar (which wasreplaced with a simple stringer) and thecorresponding main fuselage frame,with the additional benefit of improvedaccessibility. In addition, as with the fin,the wing skins are now mil ledmechanically rather than chemically,with the further benefit of a longerfatigue life. For the first time at AleniaAermacchi, mechanical mil l ing isapplied to large skins applied to primarystructures.

A new main landing gear has alsobeen developed for the pre-seriesaircraft to replace the AMX gearinstalled on the two prototypes. Thetelescoping design will allow futuredevelopments in terms of operationaluse. The integration of the new landinggear also brought about a considerableweight reduction with respect to theprototypes while simultaneouslyimproving safety thanks to thepossibility to drop the gear by gravity

alone in the event of an emergency.Reliability and maintainability are alsoimproved through a “proximity sensing”control system.

RATIONALISATION OF ON-BOARD SYSTEMS

The refining of the design in order tofurther reduce LCC was extended tothe general onboard systems, whichunderwent a review to rationalise theinstallation on the basis of both acritical re-examination of the approachused on the prototypes and of theinformation and suggestions thatbecame available in the course of thefl ight test activity on the twoprototypes. The observations stemmingfrom the aircraft assessments made bypotential customers were also takeninto consideration. The introduction ofnew access and inspection panels andthe relocation of certain higher-maintenance items of equipment alsobrought about reduced maintenancetimes and a reduced need for groundsupport equipment.

The routing of both electrical wiringand hydraulic l ines has also beenoptimised, again with a view tosimplifying the installation process. Thehydraulic lines have been reduced by15%, improving system reliability andachieving a not inconsiderable weightreduction through the use of titanium.

In addition to the power plant, forwhich Honeywell has provided the pre-series aircraft with two production F124engines, the heart of the M-346 is theFlight Control System. The latter is nowfitted with new Flight ControlComputers designed and built by AleniaSIA and Selex Communications, whilethe control law software have beendeveloped within Alenia Aermacchi. Theactuation of both primary andsecondary surfaces has been serialised,once again improving its performanceand reliability. The ruggedness andreliabil ity of the design was alsodemonstrated in the Hot Weather trialsin the United Arab Emirates, where the

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The complete fuselage of LRIP 00 still in its jig.

Photo: AMW

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M-346 demonstrated a 95% despatchreliability with temperatures up to 50° Cand up to 1000 watt/square meter ofirradiation. The aircraft also displayedexcellent deployment capabilities in thelong ferry flights, up to 6500 nm, carriedout for flight displays or operationalevaluations.

The over 600 flights carried out sofar have also shown the high efficiencyand intrinsic stability of the aerodynamicconfiguration even with flight attitudescombining extreme angles of attack andyaw. The only modification carried outon the pre-series aircraft has been torelocate the airbrake, bringing it forwardand increasing the its angle of extensionin order to increase its effectiveness andensure better performance throughoutthe Mach/speed envelope.

TRAINING AND OPERATIONALUSE

In accordance with the latesttraining philosophies, the M-346 hasbeen equipped with a new softwarerelease for the Embedded TrainingSimulation system which allowscomplex tactical scenarios to besimulated in-flight for operations withair, naval and land forces. This is alsomade possible by integration with thedata l ink. For a given level of f inalknowledge and ability of the studentpilot, the simulation software visualizedon the Multi Function Displays allowsthe student to perform training tasksthat previously required the presence ofother aircraft in flight and the integrationon the aircraft of actual sensors (ECM,RWR, radar etc.), in turn resulting inLCC and training costs much higherthan those which the M-346 isexpected to achieve.

The greater usable fuel load allowedby the rationalized wing and fuselage

structures allows both a longerpresence in the training area (which inturn allows the student to performlonger and more complex trainingtasks) and a greater ferry range in cleanconfiguration, which is estimated at1000 NM with IFR reserves.

Although designed as a trainingaircraft for military pilots, the M-346

can also be used successful ly insecondary roles. For this purpose theaircraft can be fitted with radar and astores management system. In suchroles it will also be possible to fit underwing tanks with a greater capacity thanthose currently in use on theprototypes, further extending theoperating radius.

Among the changes to the upper fuselage is the repositioned airbrake,

now immediately behind the rear cockpit.

Photo: AMW

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In dealing with flight, and with flighttraining in particular, there is atendency to concentrate almostexclusively on actual flying activity,

on instructional programmes or on theaircraft best suited as trainers. What isnot discussed to any great extent is thephase that precedes the training andselection of potential pilots: the flyingaptitude screening phase, meaning theselection process to which candidatesare subjected upon applying to becomepilots. This is possibly because thisphase revolves around medical andpsychological factors or, perhaps,because it just doesn’t have the same“appeal” as flying. And yet theeffectiveness of this selection processcan also affect the overall cost oftraining. An example of such costs canbe found in the number of hours flowncompared to the number of pilotcandidates found unsuitable. It istherefore useful to look at this phaseand underscore the changes that havebeen made over time.

The first Armed Forces to usepsychological testing to screen militarypersonnel were those of the UnitedStates at the beginning of the First

World War, initially to select vehicledrivers. In any event, the first to think ofusing psychology to select pilots wasFather Agostino Gemelli. During thatconflict Gemelli worked at the front asboth doctor and priest. He set up apsychology laboratory in Udine, at theArmy Headquarters, to study cases oftraumatic shock relating to aircraftaccidents. It was the pioneering periodin the history of flying, considered bothan adventurous and frighteningexperience, and training did not followprecise rules or syllabi; rather it wasbased on the verbal transfer of personalflying experience to younger pilots. Thequality of the final product wassomewhat questionable, and the ratioof airplane accidents due to humanerror was extremely high.

Father Agostino Gemelli’s studies,“Application of psychophysics in theexamination of Aviation candidates,”and “Psycho-logical reactions forselecting flying personnel” were

published in 1917 and 1918 in theRivista di psicologia, the Italian journalof psychology. Based on these studiesseveral “Aviation Psycho-physiologicalOffices” were set up, to verify thestudent pilots’ attention span, psycho-motor reactions and emotionalreactions. The latter aspect, forexample, involved measuring changesin heartbeat caused by a strong

The true discrimintesting for future Despite the great progress alllowed bymodern systems, actual flying is the onlyway to be certain of a student’s potential

Father Agostino Gemelli,the pioneer of pilot candidate

aptitude testing.

Photo: ITAF - Historic photo collection

The Frecce Tricolori fly over theAir Force Academy at Pozzuoli,

the highest ITAF educational institution.

Photo: ITAF - Air Force Academy

nator in aptitudepilots is flying

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Gaetano Battaglia

emotion; for example, the sound of afirecracker, gun fire, or the suddensound of a siren.

These reactions were recordedgraphically with special equipment and,at the same time, changes in pulserates, breathing, and perspiration wereobserved. During the war this screeningresulted in 7% of the candidates beingeliminated for excessive emotionalityand reduced the number of coursefailures at the flying school from 30%down to 6%.

Father Gemell i ’s principles andintuition proved valid over time, andeven today psychological aptitudetesting is based on his studies.However, as the years passed sincethese studies were published, lessimportance has been given to hisdiscoveries and greater definit iveimportance has been given tointellectual-level and Rorschachresponse testing. Which pilot of thepost-WW2 generation doesn’tremember the cards with the strangeshapes shown them by psychologistsduring their screening process? LikeHamlet, the young men would be struckwith doubt: “What should I say? I couldsay that they don’t suggest anythingand that they only look l ike simpleinkblots, or should I just inventsomething to try to satisfy the doctor?”At this point, nervous and worried, wewould invent an answer hoping that itwas the right one. The Rorschach testwas later completed with aptitudetesting in order to evaluate reactionsand the ability to reason under extremestress conditions and coordinationcapability. The various tests includedthe hypobaric chamber, which verifiedone’s capacity for reaction in extremelylow-pressure environments. Anotherwas a vision test which involvedfollowing, with a pencil, a pre-determined course drawn on a piece ofpaper but seen through a mirror, andtherefore in reverse.

This particular transitional phaseinvolved the forty years including the

Second World War. Over the course ofthese years, aviation progressedincredibly, producing signif icanttechnological innovations in the field ofaerodynamics, engines (with theintroduction of the jet engine), avionics(complex navigational systems) andradar. At the same time, trainingprogrammes were created andimproved to produce pilots able to takemaximum advantage of planes withaerodynamic characteristics that oftenmade them extremely difficult to fly.This involved great skill and attentionon the part of the pilot, whereas themanagement of the avionics systemstook on a morelimited role.

Starting with theSeventies, there hasbeen something of arevolution. Theselection processwas expanded withbehavioural analysis,which is useful for amore complete imageof the individual’spersonality, to includeinteraction withothers. In addition tothe usual testing, aperiod of practicalapplication, lastingabout ten days, wasadded to provide, onthe one hand, a wayfor the aspiring pilotsto verify their owndetermination toproceed in this careerfield and, on the other,to allow the selectionteam to observe theirbehaviour. This is inaddition to the resultsobtained from thevarious psychological tests admini-stered during the period.

This new course was the result ofstudies and research done within NATOby a special working group which

defined certain personality traitsdeemed necessary to become a goodpilot, which included resistance tostress, emotional stabil ity, self-confidence, a sense of reality,determination, ability to cooperate,attraction to risk, motivation,assertiveness or level of positive self-image and, lastly, flexibility. This isthoroughly discussed by Gen. Isp.Capo Prof. Antonio Tricarico in his

paper “Common aspects ofpsychological screening in jet pilotsastronauts” presented to the 10thNational Conference of the Ital ianSociety of Psychologists.

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Future ITAF pilots arescreened by the 70th Wing using the

SF-260EA

Photo: ITAF - Troupe Azzurra

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The results of this selection processhave been judged to be positive, evenby flying instructors and despite thefact that the crucial flight assessmentsti l l resulted in a 10-15% studentwashout rate. This is due, perhaps, tothe fact that ground testing alonecannot indicate an aspiring pilot’saptitude for f lying with absolutecertainty. As Father Gemelli declaredmany years ago, “all the laboratorytesting wil l never give the exactmeasure of the real, definitive level ofemotions that the subject will reveal inflight; there is that little something thatescapes testing and cannot be

measured… We have to accept thatactual flight is the true discriminator ofa pilot candidate’s psychologicalsuitability.”

The exceptional progress in recent

technology leading to development ofNetwork Centric Warfare (NCW),particularly in the military sector, hasadded to those specific characteristicsand qualities traditionally sought inpotential pilots, thus broadening theirprofessional profile. Further, the risingcosts of weapon systems contrastswith the dwindling financial resources,creating the need to seek out systemswhich can render the selection processboth effective and, at the same time,less expensive.

Nevertheless, the techniques havebeen gradually improved, thanks also tothe incredible rapidity of progress in new

technologies in themedical field. A fewmedical selectioncriteria have beenmodified as a result ofnew discoveries intreatment of diseases,such as in ophthalmo-logy. As far as flyingaptitude selection isconcerned, rapidprogress in the field ofdata processing hascontributed to deve-loping computerizedsystems which bettersimulate the workloadto which pilots aresubjected today.

Generally speaking,all western ArmedForces employ similarmethods of pilotselection, despite thefact that enlistmentprocedures vary withlocal social andcultural characteristicsor the financialresources dedicatedto the sector. In the

United States, for example, the sectorenjoy relatively high funding (50 – 60mill ion dollars for USAF promotionalone) when compared to countrieswithin the European Union.

Furthermore, the Internet is used to agreat extent, both to advertise andaccept admission applications. There isan active, positive involvement ofretired government/military personnelwho supervise recruiting procedures;and there is close collaborationbetween the Armed Forces andschools, particularly colleges, with theaim of carrying aptitude screening priorto arriving at the selection process. Thefirst pilot selection phase is entrusted toprivate firms such as Doss Aviation ofPueblo, Colorado, where candidatesare subjected to six weeks of training,on the ground and in the air, which is sointensive and difficult that only thosewith sufficient motivation and truecapabilities manage to complete theprogramme.

With a comparable number ofcandidates, EU nations have adoptedsimilar procedures designed to limit asmuch as possible wastage from drop-outs during the flying selection phase.In some countries, as in Italy, eachArmed Forces has its own organizationwhich conducts the selection process.Germany, however, conducts pilotselection on a joint basis, followed bytraining in either fixed-wing aircraft orhelicopters. It is only later, at the end ofthis instructional period, that pilots areindividually assigned to the variousArmed Forces.

Some countries are improving theirselection processes, from acost/effectiveness point of view,through the use of simulators in theselection phase. This is the case in boththe USA and Germany. The resultsattained to date seem to bear out itsvalue, in that, as regards Germany, itproduces a high attrition rate (around40 - 50%) favouring quality. This isbased on the limited cost of simulatedmissions and the fact that stricterselection criteria can be applied withoutwasting financial resources.

Italy is also employing selectionmethods similar to those of otherwestern nations. Its selection process

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Gaetano Battaglia

encompasses the excellent teamworkof personnel assigned to variousentities having roles which are bothdifferent and complementary: theGuidonia Centre for Aptitude Selection,whose proven experience is alsosought by non-military organizations;the Rome Legal Medicine Institute,which provides all Legal Medicine-related testing; and the Air ForceAcademy where on-the-job behaviouralobservation of candidates and finalexams is accomplished by expertpersonnel. The pilot selection process

ends with actual in-flight evaluation atLatina Air Base.

Lack of adequate funding over thelast few years has necessitated amodification in procedures and theselection programme itself. Forexample, candidates are asked to bringalong to their physical examination theresults of expensive, privately-taken

and personally paid exam. While thissaves f inancial resources, it alsoincreases the risk of administrativeprotests when Air Force physiciansevaluate situations differently fromprivate doctors.

One posit ive modif ication is,however, offered by the adoption ofcomputerized systems, such as thePilot Aptitude test (PILAPT) which, bymeans of specif ical ly designedsoftware, verifies whether candidatesactually possess the qualities neededby a pi lot. Such qualit ies include

psychological-motor abilities whileprocessing addit ional inputs,concentration on the primary objectivein spite of an evolving and changingsituation (situational awareness), thereaction to emergency situations orhandling addit ional input whilesustaining a part icularly diff icultworkload. The results obtained sinceadopting this system seem to confirmits validity, having reduced to almostzero the percentage of pilots judgedunsuitable during the actual fl ight-screening phase.

However, this information must be

evaluated careful ly due to newsystem’s short track record and thefact that it doesn’t yet include thecomplete flight training process, theachievement of combat readiness and,above al l , the experience gainedthrough a sufficient number of courses.Of course, should the data beconfirmed, this will afford considerablesavings in Defence resources andreduce the disappointment for aspiringyoung pilots.

Even greater savings in financialresources can be achieved through theemployment of simulators. This idearequires careful evaluation, consideringthat it inevitably involves extending theflying-aptitude selection process overan entire year (several thousandsimulated missions can’t beaccomplished over a short, l imitedperiod). In any event, it would be usefulto improve the selection process itselfbefore moving the candidates on to themore complex and costly phases of thetraining programme.

From what has been expressedabove, there seems to be additionalroom for improvement in the flying-aptitude selection process even if, asFather Agostino Gemell i bel ieved,actual f lying is the true aptitudediscriminator for becoming a pilot. It istherefore even more important whenthe objective is to achieve financialsavings. A modern aircraft – whetherit be for combat or transport, civil ormilitary – has such a high cost that it isessential to be sure that it is beingplaced in the most competent handspossible. To conclude, it is advisable toacquire as much data as possiblebefore judging the selection processesand modern selection systems in use.

Above al l , i t would be wise tocontinue following the performance ofpilots throughout their careers, creatinga database and making comparisonswith data from the aptitude selectionprocess with the objective of bringingout any deficiencies and makingconstant improvements.

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The written Italian exam is still one of the crucial tests

to evaluate the applicants’ education and personality.

Photo: ITAF - Air Force Academy

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people

Gregory Alegi

General Daniele Tei becameChief of Staff of the ItalianAir Force on 30 January.Just a few weeks later, he

granted Aermacchi World this interviewon the overall situation of the Air Force,touching on specifically the aspects ofpilot training. The latter aspects helpedmake the cordial interview a doublyinteresting opportunity, which allowedGeneral Tei to bring to bear theconsiderable experience gathered ascommander of the Air Force Academyand the Schools Command, both keyposts directly involved with preparingfuture Italian pilots.

General Tei, what will be the firstissue on your desk as Chief of Staffof the Air Force?

The Air Force, which is a crucialcomponent of the nation’s joint military

The importanceof trainingtogetherAn interview with General Daniele Tei, thenew Chief of Staff of the Italian Air Force

Official portrait of Gen. S.A. Daniele Tei,new ITAF Chief of Staff.

Photo: ITAF - Troupe Azzurra

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instrument, is called increasingly tointervene even in the remotest cornersof the world, operating under the aegisof the international community. In orderto meet its commitments, the militaryinstrument must be as agile, reactiveand flexible as possible. Thetransformations that the Air Force willcontinue to undergo must take intoaccount two fundamental resources,human and financial. The first aspect isthe one which I intend to make my firstpriority, in the full awareness that thehuman element is pivotal in anyorganization, particularly at a time inwhich the well-known financialstrictures dictate that we continue towork to downsize the organizationalstructure of the Air Force.

What are today the mainexercises in which the Air Forceparticipates together with otherinternational Air Forces?

Among the main events in which theAir Force is involved I would underline,because of their high training returns,the Tactical Leadership Programme(TLP), the large periodical exercisessuch as Spring Flag and Red Flag andeven our annual “Giornata Azzurra”(Blue Day) show.

The TLP is a full-fledged four-weekadvanced specialization course in theconduct of air operations, during whichselected air crew from operationalsquadrons of several air forces gatheron a single base (currently Florennes, inBelgium, but the programme will berelocated to Albacete, in Spain). Herethey share both theoretical technicaland operational concepts (ranging fromthe performance of the various tacticalaircraft in service worldwide to thetactics used in air battles) and actualflight operations. Programme graduatesqualify as “Mission Commanders”,which is a crucial skill to participate inNATO and coalition air operations as itenables them to lead large formationsof aircraft.

The “Flag” series of exercises,

organized annually at the Italian base atDecimomannu (Spring Flag) and on theAmerican base at Nellis (Spring Flag),are excellent opportunities to test theAir Force’s ability to project its assets intheatres of operation away from the“Home Base”, as well as the ability tocarry out the air battle.

Finally, the Blue Day, which this yearwill be held on 25 May at Pratica diMare air base, represents a uniqueopportunity to test Air Forceorganizational and planningcapabilities. Every professional profile,from administration to logistics, fromcommunications to aircrew, are calledupon to operate in an integrated, jointand multinational mode.

Among the high-level posts youhave held we find that ofCommander of the ITAF SchoolsCommand. How would you sum-marise our training activities?

The time I spent at the SchoolsCommand and at the Air ForceCommand allowed me to come intodirect contact with two preciousorganizations within our Air Force. Theycannot do without each other, becausethe former – which provides the basiccultural, mil itary and professionaleducation of al l Air Force mil itarypersonnel – is a fundamentallyimportant and vital premise to the latter,which in turn must guarantee furthertraining and use with front-line units.

I am fully aware of the need tomaintain and make the most of bothfunctions, increasing their naturalpropensity to achieve results, to thedaily quest for excellence and always instep with emerging technologies.

During 2007 we awarded militarywings to 56 pilots, who trained in bothItalian and international schools, and 5navigators, all graduated from schoolsin the USA. The 70th Wing at Latinasaw 53 pilots, from the Air Force andfrom other Ital ian Armed Forces,complete the basic pilot licence. The72nd Wing at Frosinone saw 35 pilots

complete their helicopter type-rating,with 14 additional licences awarded topilots from other Armed Forces andGovernment agencies.

Training is therefore an essentialpillar on which the Air Force is based.We will constantly attempt to verify therelated processes with our Europeanpartners and in the Mediterranean areain order to identify needs, requirementsand common solutions.

You belong to a generation ofpilots who trained on the MB-326and during your long career you hadthe opportunity to fly its MB-339Asuccessor. Have you already tried thenew M-346 and, if so, what are yourimpressions?

The M-346 is a very interesting newgeneration advanced trainer. I havebeen able to appreciate its very easypiloting and manoeuvrability, the greatvisibility even from the rear seat, andthe remarkable thrust level of theengines which endow it – with aspectacular but smooth acceleration –with speeds close to Mach 1.

The aircraft has great potential asadvanced Lead-in Fighter Trainer, andin consideration of its excellentperformance the M-346 will representthe ideal tool for advanced training asstepping stone to future fighters. Assuch, it wil l have the potential toemerge as the European trainer. The AirForce guarantees its commitment toprovide the greatest support to allowthis programme to achieve the attentionit deserves at both the domestic andinternational levels.

With a view to the plannedacquisition of about 15 M-346 trainers,the Italian Air Force is defining therelated operational requirement for theso-called Integrated Training System(ITS), that is to say the entire aircraft,simulator, academics and logisticssupport package leading to theireventual use at Lecce in the broadercontext of the internationalization of theschool itself.

Gregory Alegi

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The current financial constraintsaffect both operations andinvestment. Which of the two is moreimportant and why?

We know that the past two yearshave shown a positive change ininvestment expenditures, and we hope

that this trend wil l continue in thefuture.

The 2007 budget law created adedicated fund for investmentexpenditures, amounting to €1,700 min 2007, €1,550 m in 2008 and €1,200m in 2009, with which to meet

otherwise impossible obligationstowards the main projects alreadyunder way but also to look confidentlyto their required financial support, atleast in the medium term.

Unfortunately we have notwitnessed a comparable turn - aroundin the operating budget, which isundoubtedly the most affected by thedramatic lack of resources of the recentpast. Over the past five years this lackhas resulted in a reduction, in realterms, of one-half of the resourcesassigned for this area.

In this respect, I would like to stressthat – unlike what happens in otherbranches of government – theoperating expenses of the Defencesector are directly l inked to thefunctioning of the Armed Forces,because they are inescapablyconnected to the efficiency andmaintenance of equipment and bases,to training and to education. Thereforethese expenditures have a directimpact on the readiness of the militaryinstrument, whose effectiveness can benegatively impacted by every spendingcut. I would like to recall that during theinauguration of the judiciary year thepresident of the Corte dei Conti (Italy’sofficial accounting court) stressed that“the very habit of indiscriminate cuttingof expenditures for intermediatepurchases has brought them down tosuch a level as to compromise theoperational capability and even dignityof the administrations”. Within theDefence world, in addition, the AirForce requires particularly importantresources in order to maintain itsaircraft, reflecting the increased cost oftechnology. I think this clarifies myconcern for the level of criticality whichcan affect our field in the short andmedium term. Not only does this under

Gen. Vincenzo Camporini hands the ITAF Standard

to his successor Gen. Tei in a poignant moment

of the handover ceremony.

Photo: ITAF - Troupe Azzurra

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nourishing of the operating budgetcreate immediate difficulties in the AirForce’s ability to operate but – should itcontinue through time – it will make itvery difficult, if not simply impossible,to sustain the weapon systems whichwil l have been purchased with theinvestment budget.

This is why, in the current planningand financial framework, I believe thegreatest threat is the “undernourishment” of the operating budget.

How are the Air Force SpecialForces and 9th Wing projectsproceeding?

The Italian Air Force contributes tothe joint Special Forces componentoperating in the Afghan theatre with thepersonnel of the Reparto Incursoridell’Aeronautica Militare (Air ForceSpecial Force Unit, RIAM). For obviousreasons, Air Force Special Forces havean “air” connotation and this vocation iscontinuously implemented through newtechniques and operational tacticsbased on air assets or interfacing withthem.

For this reason the Air Force hasdecided to assign these duties to the1st Special Operations Air Brigade. TheBrigade has recently receivedorganically both air and ground assets,fully integrated and standardised withthe criteria identified by applicableNATO operating procedures.

Which vital sectors of the AirForce are unknown to the generalpublic and why do you consider themvital?

There are many aspects of the AirForce which although not widely knownare nonetheless essential to us. Amongthese I would stress the Boeing KC-767tanker, the identification of a weaponsystem that wil l replace the SignalIntell igence (SIGINT) of the G-222electronic warfare variant and, last butnot least, the entire space and satellitesector.

Specifically the KC-767 programme,which revolves the acquisition of fourmulti-role tanker aircraft, represents thecompletion of one of the mostimportant goals in the process ofmodernizing the Air Force support andtransport fleet. The KC-767A will conferupon the Air Force, but particularlyupon Italian Defence, an effective andsolid air support asset for whateverforce projection activities the Country

Gregory Alegi

Gen. Tei has considerable flying experience, largely accumulated

in fighter-bomber units.

Photo: ITAF

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might require.Speaking of Defence, and thus of

jointness, I would underscore the effortwe are making to upgrade thereconnaissance and observationcapabilities in a collaborative virtualenvironment. This capability is crucial inorder to offer to the various operationalcommanders a level of “situationalawareness” adequate for the safe andeffective carrying out of their duties. Akey element in the development ofthese capabilities is represented by theJoint Airborne Multisensor MultimissionSystem (JAMMS). This is an airbornesystem, currently in an advanced phaseof definition, that will be used to gatherand distribute information and toprocess data. The system, which is ofstrategic and operational interest to theAir Force and other Armed Forces, willreinforce the automation andinterconnection capabilities betweendifferent operational platforms. We havenot as yet identified the platform thatwill host the JAMMS system, replacingthe G-222VS. I would further want torecall that Italy has committed tohosting this year the “NATO TrialImperial Hammer” exercise, one of the

most important NATO C4 ISTAR andSIGINT events. This edition follows the“Spartan Hammer” held in Greece, atwhich the Italian SIGINT introducedsome interesting innovations and wasparticularly appreciated.

Space was and wil l always be astrategically important environment ofthe Ministry of Defence and for the AirForce specifically. Today the MoD workson several space programmes. Amongthe key ones I want to recall the Heliosstrategic observation satellites bornfrom an international collaborativeprogramme, the Cosmo-SkyMedsensing programme with dual civilianand military applications, and Sicral 2,the military communications satellitewhich will integrate the current Sicralsatellite.

Together with the satell ite com-ponent, the Air Force also attributesimportance to the manned spaceflightsegment, in which we have acquiredexperience through the recent “MarcoPolo” and “Eneide” space missions.This advanced presence in spaceprogrammes will allow the developmentof other niche specialties such as theAeronautical and Space Medicine Unit

of the Experimental Test Centre, whichstudies the effect on humans of longstays in space.

“Coming back to Earth”, we shouldnot forget another operational areawhich is only partially known to thepublic but which registers growinginterest also outside the strictly militarycommunity. I am referring to UnmannedAir Vehicles (UAVs). It is known that theItal ian Air Force uses the Predatorweapon system, with an internationallyacknowledged niche capability.

With regard to these surveillancesystems, the positive results obtainedwith the use of the Predator A resultedin continuing development. We areproceeding to reinforce the fleet, both interms of the quantity of platforms and ofthe sensors integrated on board, as wellas in the equipment to analyse andshare the data acquired. Thistechnological upgrade will significantlyincrease its performance andpossibil it ies of use, in order toguarantee the required level of flexibility,rel iabil ity and safety to carry outmissions in so-called “non permissive”scenarios in which the risk of human lifeis greater.

LT. GEN. DANIELE TEI

Lieutenant General Daniele Tei became Chief of Staffof the Italian Air Force on 30 January 2008. Born in

Perugia on 30 June 1946, Tei attended the Italian AirForce Academy with the Drago III course – the same ashis predecessor Vincenzo Camporini, who became Chiefof the Defence Staff on 12 February – and earned hiswings at Lecce on the Aermacchi MB-326. He comple-ted his military training in 1970 on the Fiat G-91T at theScuola Aviogetti at Amendola, near Foggia.

Since then Tei has accumulated some 2,700 flyinghours on 13 different aircraft types, including about 2,000jet hours.

He has served with tactical units, flying first the FiatG-91R light attack aircraft with the 2nd Wing and thenthe Lockheed F-104G fighter-bomber in the reconnais-sance role with the 3rd Wing. In 1988-89 he commanded

the 37th Wing at Trapani, followed in 1993 by the JointTest Range at Salto di Quirra.

His staff experience began in 1984 with the 4thDepartment (Logistics) as head of the ArmamentResearch and Development Section and continued at the1st Department and then as commander of the 2ndDepartment (Intelligence) and the 3rd Department(Operations). In 2001-2003 he commanded the Air ForceAcademy, and he has twice headed the Directorate forthe Employment of Air Force Military Personnel (DIPMA).

Promoted Lieutenant General in 2003, Tei comman-ded the Air Force Schools Command from November2006 until June 2007, when he became commander ofthe Air Force Command.

He is a founding member of the Aermacchi PilotClub.

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Paolo Varriale

“Baracca had shot downtwo German aircraft. Itwas in the days beforeCaporetto. One hour

later, on the same airfield near Udine,unconscious of the sad days ahead,Baracca told me the vicissitudes of thefight that ended with a classic doublet.[…] Lined up, shining and neat as if par-

ticipate in a parade, stood the SPADsand Nieuports of the 91ª Squadrigliaand of the other units of the airfield.Baracca stood next to his plane identi-fied by the black prancing horse on thefuselage.”

Vittorio Varale, the first biographerof Baracca, remembered with thesewords his first encounter with the ace.

In 1968, dusting off his old wartime no-tebooks, the journalist described thescene vividly, also mentioning the fa-mous insignia destined to survive thewar and its first owner, migrating to theMacchi fighters during World War II andthe Ferrari cars to eventually becomethe most popular Italian insignia in theworld. But just a few people rememberthat the Prancing Horse made its debutin the Aermacchi stable, on fightersbui l t by what was then Nieuport-Macchi.

The l ink between FrancescoBaracca, the greatest Italian fighter aceof the First World War with 34 confir-med victor ies in air combat, andMacchi began a few months after thebirth of Società Anonima Nieuport –Macchi, which was established on 1

The prancing horthe Aermacchi st

While some know that the Ferrari badge comremember that the insignia appeared 91 yeaflies with the Frecce Tricolori on their MB-339

At left: the ace Francesco Baracca in aNieuport “Bebé” built under licence byMacchi.

Photo: AMW

At right: Grosseto, 11 December 2003.The Frecce Tricolori overfly the Ferrari and

the Eurofighter before their speed race.

Photo: ITAF - Troupe Azzurra

rse was born intable

mes from WWI ace Francesco Baracca, fewrs ago on a Nieuport-Macchi fighter and still9s

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Paolo Varriale

May 1913 to build planes under Frenchlicense and sell them to the Italian go-vernment. Baracca flew an Italian builtNieuport monoplane when he was assi-gned to 6ª Squadriglia in Busto Arsizioon 1 July 1913, and with this unit hef lew in the Cavalry Manoeuvres inSeptember with the “Blue Party”. To hisgreat satisfaction on 27 September theairman was “the first to salute the ho-metown from the air ways”, as a new-spaper wrote, describing the flight of

the “Newport” over Lugo as “safe, wi-thout shakes and hesitations”. Baraccalanded on a grass field marked by she-ets and took off between the applausesof his fellow citizens. Most of them we-re seeing an aeroplane for the first time.Some time later, Baracca was also brie-fly assigned to Macchi as a productioninspector.

When war broke out, Baracca wasflying a Nieuport 11 when he scored hisfirst victory on 7 April 1916: a victory

which was also the first aerial victory ofthe Italian air force. The Nieuport fullybelongs to the Macchi heritage, becau-se although designed in France it wasbuilt in large quantities by Macchi itself.There was no Prancing Horse on thatplane, nor would there be for anotheryear or so. The insignia is not present inany pictures of the Nieuport 10 flown inthe first quarter of 1916 – those serial-led 383 and 1035, to be precise - nor ofthe smaller Nieuport 11 that starred inthe 7 April dogfight. On this occasionBaracca was flying no. 1451, which hehad received in March 1916.

The “Cavallino” appeared for thefirst time on both sides of the fuselageof Nieuport 17 2614. While we knowthat the insignia was on Baracca’s air-craft in the dark October days ofCaporetto, unfortunately no sourceshave been found to pinpoint the dateon which the Prancing Horse was origi-nally painted. Nieuport 2614 is attestedin service with the Squadron at leastfrom January 1917. The first written de-scription of the insignia is found in the13 May 1917 issue of “La Vedetta”, aRepublican magazine of Lugo, and thefirst exactly dated photographic evi-dence is an art ic le about the 91ªSquadriglia in the 20 May 1917 issue of

This photo taken in Padua in April 1918became a true icon for

Italian Fighter pilots and inspired many pictures, posters and postcards.

Photo: ITAF – Historic photo collection

A wooden panel with the emblem of the “Prancing Horse”

painted for Baracca and used during his funeral.

Photo: Baracca Museum - Lugo di Romagna

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“Il Mondo”, then a weekly magazinepublished by Sonzogno. An undatedset of pictures possibly from the sameperiod, or perhaps a little earlier, showgrass and men without heavy clothes,possibly indicating Spring. Paol inaBiancoli Baracca, the ace’s mother, ex-plictly mentioned the insignia in a letterdated 10 September 1917, but by thenthe ace only flew SPADs. Paolina wrotethat on 6 September soldiers cheeredthe low flying SPAD that crossed the li-nes after shooting down an enemy - aplane that we know was BrandenburgC.I 129.50 - over San Gabriele Hill. It’snot unreasonable to suppose that theinsignia made its first appearance inSpring 1917, the same period in which,it should be recalled, personal insigniacame into widespread use not onlywith the 91ª Squadriglia, but also inother units.

On the other hand, the alleged pre-sence of the insignia as ear ly as 1January 1917 often described by theAustrian ace Gottfried Banfield, is farfrom reliable. In several moments of hislife, Banfield told the story of his dog-fight with the Italian ace, which he clai-med ended with a chivalrous mutual sa-lute. The story is amusing and edifying,but it cannot be considered completelyreliable because its substance is notsupported by contemporary I ta l iansources, by the letters wri t ten byBaracca and even by the contemporarydocuments signed by the very sameAustrian airman.

But what led Baracca to choose the“Cavallino” as insignia? It has beensaid the he adopted it after the fifth vic-tory, achieved over a German pilotborn in Stuttgart, a city that has a marein its crest. Even ignoring the fact thatthere are no traces of such a custom inthe contemporary sources of any coun-try involved in the war, and setting asi-de the fact that German air units onlyarrived in Italy in October 1917, thetrue origin was explained by Baraccahimself. The Prancing Horse was a tri-bute to his former cavalry unit, the pre-

stigious “Piemonte Reale” Regiment,whose crest sported a silver horse overa red background. Some authors havesaid that the “Cavallino” was red, ba-sing this theory on evidence that - al-though real – is rather doubtful. This in-cludes the 1931 portrait of Baracca bythe painter Amerigo Bartol iNatinguerra, now exhibited in the“Casa dell’Aviatore” in Rome. The pic-ture was almost certainly inspired by awell-known black and white photo,with no knowledge of the true coloursof its subject. While the horse in theportrait is indeed red, the chromaticaccuracy of the whole work is invalida-

ted by the wrong colours of the deco-rations on Baracca’s jacket. These rib-bons are regulated by strict rules andwere very familiar to contemporaries. Itshould be noted that those very sameribbons were depicted in the right co-lours in a print published by “Il SecoloIllustrato” on 15 July 1918, again inspi-red by a photo but showing a blackwarhorse.

Another element frequently cited by

Padua: the Prancing Horse in full displayon the fuselage of a Spad XIII of

91st Squadron, surrounded by Macchi-Nieuports and Hanriots.

Photo: Villa Brizza archive

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Paolo Varriale

“red horse” theorists is that the colourwas changed in mourning for the deathof Baracca, in a manner simi lar toRolls-Royce when it changed its two Rsfrom red to black after the death ofHenry Royce. The legend of colour-change is discounted by Rolls-Royce it-self and, in any case, no historical sour-ces ever described such a change forBaracca’s insignia. On the contrary,plenty of evidence attests that the co-lour was black from the beginning. Theevidence is literary (like a letter writtenby Gabriele d’Annunzio to general UgoCavallero), journalistic (like an articlepublished on 28 June 1918 by the new-spaper “Il Gazzettino”), and even tangi-

ble, like the wonderful wooden panelnow kept by Baracca Museum in Lugo,in the “Sala Piemonte Cavalleria”. Thisrelic is pictured in several images ofBaracca’s casket and funeral and evenquoted in the deed of gift made by thecousin Teresina Chetoni to the munici-pality of Lugo on 10 September 1951as “The original Prancing Horse paintedon behalf of the Hero”.

From the Nieuport 17 the insigniaimmediately migrated to the SPAD VIIin May 1917, when this fighter began toequip the 91ª Squadriglia, and later tothe more powerful SPAD XIII, with twomachine guns and a more powerful en-gine. This SPAD model had a camoufla-ged fuselage and, to highlight the blackhorse against the darker background,the insignia was applied on a whitefield which, on account of its shape so-on became known as the “nuvoletta”

(little cloud). The same need for visibili-ty led the unit to apply the black indivi-dual aircraft numbers with a white sha-dow. By the way, it’s noteworthy that –unlike other units - the 91ª Squadrigliaused Latin numbers and not Arabianones, perhaps another sign of its desireto be di fferent f rom the otherSquadriglie.

The presence of individual insigniaon WWI planes was not only to satisfyaesthetics or glorify individual airmen.In a time in which there were no in-flightradio communications, it actually stem-med from the more important and prag-matic necessity to be identified. The91ª Squadriglia aircraft carried personalinsignia from its establishment, but formany months they lacked a Squadronbadge. This was remedied in Spring1918 when Baracca approved the blackGriffon proposed by the fiery Guido

Istrana, 21 November 1981. The first speed race between a 51st Wing F-104S

and the Ferrari driven by Gilles Villeneuve.

Photo: ITAF – Historic photo collection

Keller during a dinner in the restaurant“Storione” in Padua. Keller said that theGriffon was a symbol of strength in theair and on the ground, due to its natureof animal half eagle and half lion.

Because the “Cavallino” was a per-sonal insignia and disappeared with itsowner, the Griffon and Black Horse onlyflew together on the fuselage sides ofBaracca’s plane until 19 June 1918. On11 July the king of Italy himself, VictorEmmanuel I I I , decreed that the 91ªSquadrigl ia be known as theSquadriglia Baracca, but its insignia re-mained the Griffon. The Black Horsewas occasional ly seen in the mid-Twenties as insignia of 91ª Squadriglia,but it was definitively adopted as the 4ºStormo (Wing) badge by the unit com-mander, HRH Amedeo d’Aosta. The du-ke followed a suggestion made by hisaide de camp, Alessandro Bianchedi,who had f i rst conceived the idea in1931 when he had commanded the 91ª.The adopt ion by the most famousItalian Air Force unit enormously increa-sed the popular i ty of the PrancingHorse and f ixed its colours forever:black for the Wing and the 10thGruppo, white for the 9th Gruppo. Themen of the Prancing Horse – to transla-

te the title of the excellent 4° Stormo hi-story written by General Antonio Dumaand now in its second, expanded edi-tion – have since then carried the badgethroughout the sad and happy events ofthe Italian Air Force.

Meanwhile, the stallion had becomeknown, respected and even feared inanother challenging world, which likeaviation is also driven by technical skill,courage, enthusiasm and diligence. In1923 Paolina Baracca entrusted the in-signia to the young racing pilot EnzoFerrari when he won the Senio Race, asFerrar i descr ibed in his memories.When Alfa Romeo retired from racing, itwas the Prancing Horse that replacedthe Alfa Cloverleaf on the cars of thenew Scuderia Ferrari. Ferrari began tobuild his own cars after WW2, still usingBaracca’s venerable insignia. The na-mes of those “riding” the Cavallino onthe world’s most famous racing tracksare engraved in enter in motor sportslegend: Alberto Ascari, Juan ManuelFangio, Niki Lauda, MichaelSchumacher and Gilles Villeneuve, per-haps the more loved of all.

In recent years the Prancing Horsehas continued to fly proudly on the pla-nes of the 4° Stormo, accompanying

Italian pilots through many generationsof jet fighters, from the early Vampires –also built by Aermacchi – to the F-86ESabres and F-104 Starfighters. Todaythe horse st i l l prances on theEurofighter Typhoons of the 9th Gruppoand the F-16 Falcons of the 10th, butalso on 9° Stormo Agusta-Bell AB.212helicopters deployed to Afghanistan.

The link between the “Cavallino” andAermacchi aircraft sti l l l ives on. The“Pony” call sign used by Frecce Tricoloripilots on their MB-339 refers specificallyto Baracca’s insignia. Their call sign waschosen in 1960 by Captain Zeno Tasciofor the acrobatic team of the 4ªAerobrigata in overt tr ibute to thePrancing Horse. When the Air Staff de-cided to draw from this team the core ofthe new Pattuglia Acrobatica Nazionale,planes and men left Grosseto for Rivoltocarrying with them the call sign “Pony”.So the most popular horse in the worldcontinues to fly in the skies in which itwas born over 90 years ago on that firstNieuport-Macchi.

The prestigious Ferrari “Prancing Horse”badge on the F-2008 raced by

Kimi Raikkonen at the2008 Malaysian Grand Prix.

Photo: Studio Colombo

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Air-to-air photography for theItalian Air Force is normallyentrusted to mil itarypersonnel. The Air Force’s

official photography unit, the TroupeAzzurra, has developed a high-levelphotographic activity, undoubtedlyenjoying the advantage of having theirpersonnel assigned specifically to theunits. Their photographic documentationand cinematography involving aircraftare exceptional. In civi l aviationphotography is accomplished byprofessionals, though not necessarily bythose specialized in the sector. On theground and aboard commercial aircraft itis easy to take good photos. Then thereare the aces of airplane photography,like KatsuhikoTokunaga. And, finally,there are some “stowaways” like me. It’sdiff icult to say whether this lattercategory flies to take pictures or takespictures to be able to fly. In general, it isthe passion for flight and for a certaintype of unusual photography thatpushes very few people to go up intothe sky aboard military airplanes thatepitomise modern fl ight. Thephotographic action, the camera, thesafety aspects, the general organizationand the processing of images aredescribed briefly in this note.

We must leave the chemical film era

behind us and consider photographyaccomplished with digital cameras.Professional equipment should bepreferred for its durability, reliability andprecision. These cameras have theadvantage of offering the latesttechnology in both software andhardware. The digital photographicsystem is a “living creature” that sees noend to its progress. It was once said thatphotographic fi lm would never beimproved upon. Then they said that itsequal was still years away. Today it isdifficult to find shops sell ing evenprofessional 35mm photographic film.

Talk continued a bit about theadvantages in using fixed-focus versus

zoom lenses. The latter were criticizedfor their less-than-optimal photographicsharpness and differences in clarity atthe various focal lengths.

Fortunately, this isn’t the case today.Because there is little space available in a

combat aircraft, to try and switch lensesin flight is both discouraged anddangerous. The distances between theaircraft are subject to continuous change,as is the camera angle. Because ofventilation in the cockpit, circulating dust

Taking photos of an airplane in flight from othefor a professor of radiology, such as the autho

Prior action-photography experience is required,because the subjects move rapidly, and theemotional factor and physical stress play animportant role.

Air-to-Air Photog

Bruno Damascelli

A 4th Wing TF-104G at altitudeat the end of a supersonic run.

Canon EOS-1 Ds Mark II; 24-70mm, f 2.8,ISO 100, 1/640 f 8.

Closing the A/B gives the exhaust gasan unusual effect. The sharp aircraft wasobtained by the total filtering of UV rays.

Photo: Bruno Damascelli

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particles inevitably collect on the digitalsensors when you remove the lens fromthe camera body. Sunshades for lensesare essential, so additional optical piecesmean greater difficulty to manoeuvre.Reflections off of the canopy, when not

intense, are not spotted in time by thephotographer whose eye is separatedfrom the viewfinder by its shade, andbeautiful shots can be ruined by them.Lighter photographic equipment, like thatusually employed by amateurs, is difficult

to hold steady and responds to“intentional” trembling, which is themuscular contraction induced by thephotographer’s effort to hold the camerasteady. The trembling tends to increaseas the operator’s hands are subject to the

er aircraft is an unusual activity. It is even rarerr, to fly in military aircraft for this purpose

graphers

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Bruno Damascelli

fatigue imposed by the Gs duringacrobatic manoeuvres.

We “stowaways” rarely get to fly, butwe do have access to various types ofaircraft, something that is generally notpossible for pilots assigned to a unit. Butthe training that a pilot gets, and which wedon’t get, has its importance, and keeping“ahead” of a plane with both thought andaction is difficult. Each moment thatcatches the photographer by surprise canbe a lost image, usually the most beautifulone. Available light varies rapidly at high

speed, and photography lives by light.Though the options may not be many,

a choice must be made among variousphotographic systems. I don’t favour oneparticular product over another, in thatonly Nikon and Canon meet therequirements for this kind of photography.If we wear a helmet, oxygen mask andfire-resistant gloves, and then add thevibrations, time which also flies, rapidlydiminishing fuel, radio communicationsand keeping the bearing offering theproper light, it goes without saying that

manipulating the controls of the camerahas to be practically automatic. This is likethe pilot who doesn’t look at the controlsthat are at his fingertips. Replacing abattery or a memory card are manoeuvreswhich must be done with eyes closed. Inthe past replacing rolls of fi lm was aproblem. I would smile when the pilotwould say over the intercom, “We aregoing to level out so you can change thefilm”…how considerate they were to me! Ikept the rolls ready with the tails alreadyout, and put them in a bag made by atailor which was like a lobster trap. In fact,I had one for fresh rolls and one forexposed ones. The bags were conve-niently positioned and held in place byVelcro strips, but there was the constantobsession that they might drop to the floorof the cockpit. About 400 exposures weremade in an hour, but perfect results werefew. Today, the situation has beenoverturned: a lot of images can be savedby subsequent processing.

In the past, upon landing, I had theimpression of not having been up toachieving a good session. But later, whilereviewing the images, I would discovermoments that I couldn’t remember evenhaving seen.

The digital sensor must be of propersize for 35mm format, in order that thefocal length will have the same print ratioas with traditional fi lm. The rate ofexposure must be fast, and the availabilityof track focusing is crucial. That is, theautomatic system must be able to hold onto the subject once it has been identifiedby the sensors.

One must worry about researching thebest focusing distances while still on theground, working with the software foreach individual lens. Freed from the effortrequired for focusing, a limiting factor in

MB-339 CD cockpit. Diving towards theVenegono runway during a loop.The fast photo sequence (4 frames/sec)must begin before the dive. Canon EOS D Mark II, 14 mm f 2.8,ISO 100, 1/1000 f 3.5.

Photo: Bruno Damascelli

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the past, we retain a greater ability tostudy the composition, the exposuretimes, and the apertures for normal andinverted flight.

The situation is different if the subjectaircraft has a propeller. Exposure timemustn’t “freeze” the prop blades, which isalways a risk with shutter faster than1/250 of a second.

With helicopters, natural vibrators, it isvery difficult to take good photographs.Maintaining the effect of the rotors inmotion is very important, but you mustn’tsacrifice clarity of the rest of the aircraft inthe image. When taking a series ofphotos, so as to chance upon one or twolucky shots, the best advice I can give isto vary the parameters to include a basicexposure time-versus-lens openingcombination that is dictated by previousexperience.

One advantage of the digital system isthe ability to memorize all the parameters

that have been applied in taking aphotograph. This information is crucial forfuture efforts. You will notice, for example,that in the photographs of a plane flyingbeside another, and I’m referring tofighters, the focal length of the lens

employed is almost always around 50mm,which approximates the normal field ofview of the human eye.

When having to photograph twoaircraft of different dimensions, it is betterto position the smaller one closer to you.A zoom lens is indispensable. For jetplanes the shutter speed must be ratherfast, especially for acrobatics, because ofthe jolts and the Gs and for capturing theimages that appear unexpectedly andmustn’t be lost. Here we’re speaking offrom 1/800 to 1/1250 of a second, withsensitivity set at 100 ISO in order toreduce the “noise” that is greater in digitalthan that present in fine-grained

Determination in capturingimages in high-speedflight, of interest to all ofus, is the spirit which ani-mates the air-to-air photo-grapher.The technical aspects aresimple. The subject itselfguarantees 90% of the re-sult, because there aren’tmany photographers brin-ging similar images backto earth.

Agusta A-129 shot from an AW-139with open doors.

Note the sharpness.Canon EOS-1 Ds Mark II, 85 mm, f 1.8,

ISO 100, 1/250, f11.

Photo: Bruno Damascelli

photographic film. In the sky the light issufficient for use of an intermediate lensopening. For a zoom lens varying between24 and 105mm, with exposure timesmemorized, we generally set the aperturebetween 8 and 11. If the flight is calm andthe subjects are multiple, the focal lengthwill be shorter, and the depth of field willincrease. Of course, we will request overthe radio that the formation be ascompact as possible. With the FrecceTricolori acrobatic team, harmonious flightis natural and without the brusquemovements that are typical of combataircraft. The leader decides, and theothers gradually take up theirpredetermined positions with respect tothe leader. The Gs are applied gradually,and it is easier to choose and hold thecamera steady on the subject. It isdifficult to obtain authorization to fly in thePAN’s Number Nine position. That’s thebest position for taking pictures of theother eight planes together andsometimes nine when the soloist joins thegroup. In order to fly aboard NumberNine, one must have a curriculum vitaethat certifies extensive flying experience,like that of members of the Troupe Azzurraor outsiders of Tokunaga’s class. Thisisn’t an arbitrary rule, in that the strick inthe Frecce Tricolori’s MB-339 movesaround a lot and any contact with thephotographer’s body could be dangerous.

Would you like to take photographs inflight? Keep in the cockpit two cameras,with identical controls, which you arefamiliar with. Each should have a 24 –105mm zoom lens with as much apertureas possible. One of the cameras shouldbe ready for shots in series and in rapidsuccession; the other for higher qualityevents.

A super-wide-angle lens should beavailable for pictures taken of the inside ofthe cockpit, and it must be firmly secured

in a safe position. Although I have seenpictures of someone in a fighter planetransporting, without any apparentdifficulty, an aquarium with tropical fishswimming around in it, an inevitablenegative half-G is to be expected.

The presence of an electronicstabilization system in the lenses can beuseful for the slower shutter speeds, butthe mechanism is fragile. Minor bumpsagainst the canopy or strong vibrationscan render the system inoperable withoutyou being aware of it.

It’s best to shoot for raw data, ratherthan JPG, and we should try to evaluate inadvance the duration of the photographicevent. The camera will inevitably stopworking when we least want it to, ashappens with all things that are importantto us, and we will never have a secondopportunity.

From the moment the canopy isclosed, everything seems to proceed in anunstoppable manner. Like the magiciansitting in front, we too make a mentalinventory and visual scan of all theelements that we must keep undercontrol.

The adrenaline flow increases duringthe taxiing, as does the desire to achievea good result. A competition has begunwith the pilots, in that we verbally givecommands, on occasion. We don’t evennotice the famous acceleration of the F-104. We try to spot the wingman flying

directly behind us, and we ask him tostay close by. We can read the pilot’snotes on his thigh pad. Here are the firstenthusiastic clicks of the camera! Nowthere is a moment of peace, until welevel out and reach the zone ofoperations.

We can work with tranquil l ity andprecision, choosing distance, position,changing sides – but everything seems abit immobile and static. In the meantime,we adjust the height of the ejection seatin order to see past the sides of our planeor the tips of its wings. The Tornado hasextremely large air intakes which blockthe downward view. Upon request, thepilots put turn his beast on its side, for afew seconds, to give us just enough timefor a series of fifty exposures. We keepour seatbelts loosened during thepassage to the operational area, but weare ready to hitch them up for acrobatics:we become thing with the airplane, andthe camera with us. We slip on thecamera handgrip’s wrist loop, so as tohold it firmly with one hand but be able to

Self portrait.The camera is held with the left hand

against the control panel, hand focus-sed and with the sight

masked to prevent the light meter from reading behind it.

Canon EOS 1 DS Mark II,17-35 f 2.8,1/350 f 4, ISO 100.

Photo: Bruno Damascelli

Eurofighter Typhoons peel off at one second intervals for an aerobatic lineabreast formation. Canon EOS D Mark II,24-70 mm, f 2.8, ISO 100, 1/800, f 8.

Photo: Bruno Damascelli

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release it in an emergency. Thephotographer and his equipment mustn’trepresent an additional worry for the pilot.We assure him that we haven’t forgottenthe remote possibil ity of hearing theorder, “Bail out! Bail out! Bail out!”

It is indispensable that, long before theactual flight, you are aware of the aspectsregarding safety. On the ground and in theair we repeat each communication, as isthe custom in this environment. When Itried to introduce this procedure during amedical surgical operation, I heard myassistant say, “You always tell me thesame things.”

Then the moment of truth arrives, andthe photographic session begins. It hasbeen fully planned and briefed withgraphic designs and simulations. Weinsisted on an early-morning flight, withcold, clear air but, as always, we’realready at noon and everything starts tobecome complicated. The air masses are

moving, and haze blurs the details. I hadjust set the focus to read the “rescue”stencils and now I can’t even see the sidenumber on the plane beside us. If we runinto some clouds, we’l l have awindscreen and diffused lighting like aportrait photograph. We ask the pilot togravitate around our subjects so as tofind some satisfactory lighting. My pilot isa bit concerned and tries to imaginewhere I would like to be positioned andwhere I would like the others to be. It’san art to accompany a photographer, andsquadrons are well aware of this. Thereare some pilots able to fly outside theformation with a special sensitivity for theproper filming distances. These superpilots can hold the plane in unusualpositions, defying the physics of flight. Atthe zenith, in the sky, it seems like beingin Mexico, where the plane creates adense shadow, like a sombrero of thosecharacters you see in cartoons, who are

sitting against a wall and sleeping. If oneof the fighters has the canopy with thegold coating, a “radiation reflective cover”condition results that is a “barrier tophotography.” But if the sunlight is justright, that plastic cover becomes quitebeautiful.

Price should be no object in choosingthe camera, lenses, computers andprogrammes for processing the images.Air-to-air photography offers nodiscounts. Just imagine the cost of onehour of flight! Because two-seaters arededicated to training purposes,photographic activities usually representa rare addition to the operational sortieflight. Between one burst (of exposures)and another, while we are passingthrough a series of barrel-rolls, lazy-eights, loops and other manoeuvres weare just spectators amazed by thecomplexity and nature of military flight, bythe performance of these machines, andby the control that these “combat ready”young individuals demonstrate. At thebriefing, we asked to take off in the role ofleader of a pair of f ighters and to bewingmen or the last to land. Capturingthe landing of the plane directly in front ofyou is difficult to synchronize. We arelow and close, like a motorcycle behindValentino Rossi, but the emotion felt atthe moment of “maximum power” inclimbing after the manoeuvre repays allthe tension that took our breath away afew seconds before.

Reviewing the frames is a longprocess, to be done in completetranquillity. Basic data are translated intoimages that have not been compressed bymeans of any particular programme. Youcan realign the pixels and improve theclarity, balance colours and correct theexposure. It seems somewhat likecheating but, in reality, it is a valid aid; andwe are flying higher and faster that we

MB-339 PAN. Photo taken from aircraft n° 4. Canon EOS-1 Ds, 20-35 mm, f 2.8, ISO 200, 1/640 f 8

Photo: Bruno Damascelli

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once did. In high-definition digitalphotography, with greater-than-15megapixel sensors, one has to work withan excess of information. In processing,you have to bring out the right data inorder for the images to appear as we saw

them. We relive each individual flight tensof times in this phase of our work, but wedon’t keep these photographs to ourselvesor just for the editors. The commanders,pilots and specialists who trusted in us areeagerly waiting for them.

PROF. BRUNO DAMASCELLI

Adegree in Medicine and Surgery, Professor ofRadiology, and Director of the Imaging DiagnosticServices for the National Tumour Institute of

Milan. He has been an action photographer for many ye-ars, especially aboard aircraft. He has published nume-rous photographs and the book “Custodians of theSkies”, published by Lativa–Varese in 2005, which wasdedicated to the Italian Air Force. He is currently the onlycivilian to have flown in the Eurofighter, and his photo-graphs were published in the magazines JP4 and Aircraft.

A Tornado IDS during a night take-off. Canon EOS-1 Ds Mark II

on tripod, 24-70 mm, f 2.8,ISO 400, 1/60 f 8, 1/80

f 5.6, 1/125 f4 (bracketing).

Photo: Bruno Damascelli

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“Ciao Olinto. In ourconversation a fewmonths ago yousaid that ‘Every

plane has a soul…’ But pilots alsohave a stomach! I’m here in the nei-ghbourhood with Pino Stefani andVittorio Bella (both ex military F-104pilots from the 21st Group in Cameri,like the author of this article and, likehim now airline captain – Ed. note).Take us out to lunch and bring usup to date on the latest events re-garding your baby: Singapore, air-to- air refuelling, etc…”

“Come on over… I’ll be waiting foryou.”

There he is at the company gates,next to the beautiful orange MB-326“Macchino” guarding it.

The roar of two turbofans going “fullblast” calls our attention to the ‘346that is taking off wearing its grey air-su-periority livery.

“That’s Quirino Bucci who is goingto the zone to accomplish some testrolls… Let’s follow him from the ControlRoom at the Test Centre.”

We go into the futuristic facility, whe-re a high-definition screen displays thepilot’s view captured in flight by a high-resolution camera. The plane is in theValtellina area, and the snow-coveredmountains are almost close enough totouch… Onboard instrumentation is du-plicated on the various LCD’s by theAircraft Telemetry Satellite Link, andeach screen is subject to the intenseconcentration of its technician.

“As you can see, today’s missionprofile is fairly simple, indeed maybe abit boring. Just some rolling tests ...”

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FIGHTER PERFORMASCOOTER CONSUM

The M-346 takes off with refuelling probe and underwing tanks.

Photo: AMW

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An unusual panel captures our atten-tion. A three-dimensional model of theaircraft carries coloured vectors thatchange continuously in direction and in-tensity.

“Here we can follow the instantane-ous dynamic loads and forces that theplane is subjected to. Our engineershave an immediate picture of the loadenvelope and its analysis at the end ofthe mission. In the past it took weeks toanalyze the changes in loads and mate-rial tension during flight. This has allo-wed us, from a construction point ofview, to realize that the plane excessi-vely robust, so we eliminated a wingspar from the third prototype. This re-sulted in a significant weight reduction,without compromising strength.”

We enter Olinto’s office, which isstacked with paper. Next to a beautifulairplane model there is a photograph ofthe MC-205 “Veltro” in North Africancamouflage.

“What a beautiful picture, Olinto!You know, the most emotional mo-ment in my aeronautical life waswhen I sat in the ‘205 on static di-splay at Pratica and closed the cano-py…”

“I know what you’re saying…imagi-ne what I feel having actually flown it...!I made 17 flights in the Veltro.”

“Come on, tell us about it!”“Just as I reported for work at the

Aermacchi, the Sion Air Show was heldin Switzerland. The Swiss Air Force wasabout to chose its new trainer, and wedecided to participate with our pro-ducts, among which was the ‘205.

My experience with propeller-dri-ven aircraft was based on the Army’sSIAI Marchetti 1019 that I had testedat the Experimental Test Unit .Furthermore, having read that ouryoung Royal Air Force pi lots wereflying the ‘Veltro’ with a few dozenhours of flying experience, I said to

ANCESMPTION

myself, ‘I have nearly three thousand.If I stay calm and maintain my tranquil-lity…’ I approached the problem verymethodically and coolly, and the sy-stem worked…”

“I personally saw the plane fly atCameri,” says Bolla, “piloted byBonazzi, and I was struck by thegloominess of its roar and its charac-teristic groaning that was completelydifferent from the Spitfire or theMustang. How was its handling?”

“It was a machine that you had toconstantly fly. As soon as you let go, itleft you. To be manoeuvrable, in fact, ithad to be unstable. You couldn’t say‘I’ll trim it and take a look at a naviga-tional chart…’ because, in the meanti-me, it was off on its own. What struckme was the length of the nose. Fromthe pilot’s head to the tip of the nose,it was about four metres and twentycentimetres of beautiful snout…

Then I tried to do a few acrobatics.Nothing harsh, of course, because af-ter all those years of inactivity we coul-dn’t be certain of its flight envelope;and as far as its structural resistanceand material fatigue… in spite of toda-y’s technological progress, this is stillan unexplored area… However, I triedto do some stall turns, a few slow barrelrolls. I made a few moderate verticalmanoeuvres. I have to say that the pla-ne showed particular smoothness andexcellent manoeuvrability, especiallyaround the horizontal axis. I was trulyimpressed…”

Being a vintage aircraft enthusiast,Bolla presses on:

“But did you manage to releasethe reins on all of its 1,400-plus hor-sepower?”

“Only at take-off. The aircraft had astrong tendency to ground loop. At thebeginning of the take-off run, I gave fullopposite rudder and opened up thethrottle a bit. As the speed gradually in-creased, the rudder became more ef-

The M-346 made itslong-range ferryflight to Singapore atMach 0.84, with afuel burn of just 15kg/min and consu-ming only 280 gr. ofoil throughout theentire 50 hour mis-sion.

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Giovanni Artioli

fective. Then a little more throttle. WhenI felt that the increased speed allowedme to keep it straight with the rudder, Igave a bit more throttle, and so on untilI reached the maximum power at themoment of unsticking. The rudder wastoo small…”

“It was probably the right size,” –continued Bolla - “for the ‘202 that,together with the left wing beingshorter by 20 cm, was able to coun-ter torque during the ground run…”

“Besides that, it was a born climber.I remember that, at 280 knots, it left the‘326’ behind…”

“And did you manage to open itup to full power in flight?”

“Yes, even if I tried to be a bit con-servative. The engine life between over-hauls was limited to a few dozen hours.Maximum speed was limited to 320 kts.Statistically, mostly at the end of thewar, the life of a fighter plane didn’t ex-ceed 25 hours… For this reason the so-called Time Between Overhauls (TBO)was extremely short… Later, while acolleague was flying it, the ‘205 suffe-red a rather serious accident, and itsairworthiness certificate lapsed.

It’s here today, tied down in a staticdisplay, unfortunately! That beautifulVeltro…”

“Well, Olinto, after this long andinteresting parenthesis about theVeltro, let’s talk about today… Tellme about air-to-air refuelling. I seethat you have installed a fixed probe.Will it be the final version? Do you fo-resee a possible retractable solu-tion?”

“Negative. The “Tornado-style” so-lution you are talking about involves anautomatic mechanism that could beco-me a source of breakdowns.”

“But the drag index is increasedthis way. Does it produce any aero-dynamic problems?”

“No, it doesn’t create any negative

phenomena, and the resistance is mini-mal. As you can see, the ‘346 hasadopted the ‘Navy-type’ tactical refuel-ling system, that is, the ‘probe and dro-gue.’ Generally speaking, this involvesa flexible tube with a basket on the end,into which the receiving pilot must in-sert his probe.

The other system, adopted by theAir Force, involves a rigid boom mano-euvred by the operator aboard the tan-ker, which must be inserted into a re-ceptacle located on the top of the re-ceiving aircraft. Tanker aircraft haveboth systems. In our case, we have ac-complished Buddy-Buddy air-refuellingfrom a Tornado…”

“How is the rendezvous with theblessed ‘milk cow’ accomplished inhostile skies?”

“With assistance from the InterceptController, or with the TACtical AirNavigation (TACAN) system on theTanker, which has systems to give youbearings when in close proximity.”

“Have you ever refuelled from aTanker? What technique did you usefor the final hook-up?”

“Yes, I qualified Tornadoes, AMXsand ‘339s. You have to get to one sideof the B-707’s wing then, slowingdown, move back slowly so as to avoidthe wing’s vortex. A Tanker is a big ‘be-ast.’ The wing sucks you in. You stabili-ze your position about a metre from thebasket and, when the relative speed iszero, you begin the approach. Thismust be carried out with a relative spe-ed of about five knots.

If you go faster, you hit with toomuch force and can damage the me-chanism. With lower speeds you risk a“soft contact” with a possible fuel leak.In fact, when the two elements aren’tfirmly connected they produce cloudsof fuel which then must fly through…It’s not fun…”

“Is there a simulator to train thepilot for this?” - asks Stefani - “And

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how is the hook-up accomplished atnight? And how long does the refuel-ling procedure last?”

“Simulators exist, but refuelling atnight is psychologically different. Thistechnique, in any case, can be perfor-med by a pilot with a normal level oftraining. Of course, at night or just aftertwilight, everything is a bit more difficultand surreal. In any event, the baskethas an illuminated rim. It’s a bit like thedifference between flying formation indaylight or at night. It’s a question oftraining. As far as the duration of refuel-ling is concerned, keep in mind that thetransfer rate is 200 kg/minute…”

“Which Wing did your ‘Buddy –Big Brother’ belong to?”

“To the 6th Wing. We refuelled at15,000 ft and, during the hook-up, at aspeed of 280 kts in order to avoid ha-ving an excess of power, I kept one en-gine on IDLE….”

In the meantime, Quirino Bucci re-turns from the test area and performs afew manoeuvres over the field. We canadmire the beautiful lines of the ‘346,which in flight are even more evident.And, as they say in the flying world, ‘if aplane is beautiful, it obviously must flywell…’

The plane’s performance is very im-pressive and positions the M-346 asthe best stepping stone to fighters likethe Typhoon or the Rafale. And thisshortens the training time for attainingcombat-readiness, which then results incost reduction.

With his operational experience,Stefani notes something that doesn’tseem right:

“Olinto, the take-off we saw ear-lier used very little runway. Aren’t werisking teaching the student pilots animproper take-off technique?”

“You’re very observant, Peppino!

With this plane, take-off can be donewith the throttle in one of two positions:There is a detent that limits the throttleto a Military rating, or you can move itthe full length for a take-off at maximumpower.”

“It’s like in civil aviation, whereyou conserve power (conditions per-mitting) by taking off with reducedthrust. But is this reduction variablewith the altitude of the field and thetemperature?”

“The aircraft has a plenty of excessthrust. Imagine, it reaches 520 KTS onjust one engine. Furthermore, with MaxT/O thrust applying the brakes will notstop the aircraft because the thrust isgreater than the weight of the plane it-self. You can only do a Rolling Take-Off.At the Military setting, you have a fixedreduction in power of about 50% withthe engine turning 90% RPMs.”

“It takes off with just half thethrust?!!!”

“Yes and, in this case, it takes off li-ke a G-91. The student pilot has plentyof time to visualize the take-off phase.In the event of a flame-out, you can al-ways re-establish Max thrust on theworking engine.

One nice characteristic of the ‘346is that it is impossible to land withoutflaps. Dropping the landing gear lowersthe flaps to a predetermined setting.So, if the student forgets to extract theflaps or should there be a malfunction,you always land with flaps. This keepsyou from approaching the field too fastand, above all, with the wrong attitude.”

“Now let’s talk about the trip toSingapore. What can you tell usabout it?”

“Well! Nothing in particular. It was aferry flight like any other, except that itwas the longest flight ever for a ‘346.”

“What was the cruising speed?”“I must underscore that with an

average fuel burn of 15 kg per minute, I

The M-346 during a lazy eight.

Photo: AMW

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Giovanni Artioli

travelled at Mach 0.84!”

“Like the ’104 or the Boeing 777…Amazing, and a fine pace!”

“Compared to the Boeing that has avirtual navigational map, our softwareallowed me to load all the 1,000,000-scale charts for navigation and the500,000 charts for the approach. MyFlight Management Computer (FMC)slaved to GPS satellite data alwayskept the outline of the plane on the na-vigation chart, with zero error. Apartfrom ferry flights, this system has enor-mous tactical-operational value…”

“Did you consider the flight wor-thwhile?”

“Yes, for two reasons. In Singapore,apart from the normal air-show exhibi-tions performed mostly by QuirinoBucci, I took up all the attending testpilots, who then left with a great im-pression of the plane.

But, above all, there is anotherthing. We were able to verify the extre-me reliability of the aircraft. Of course,we had already had confirmation of thisduring the recent visit in theEmirates…”

“What did you do for logisticalsupport?”

“A Cessna Citation – rented for theoccasion – followed us with a pair ofspare wheels and a few of the most fre-quently used replacement parts. About300 kg worth of stuff, in all, of which weused only 280 grams of oil!”

“Two hundred and eighty grams!Did I understand you correctly? Iwould have used more oil in my littleFiat Panda!”

“The ‘346 has two exceptional en-gines: the Honeywell F124-Ga-200 with2,850 kg of thrust. They have four axialstages and a final radial stage. This waythe engine is stall-free. You all remem-ber the T-33 and how it was impossibleto stall its engine…”

Bolla then comments:

“But the Allison J-33 of the T-33was a really “fat” engine!”

“That’s true, but the air that comesout of the fourth stage is already greatlycompressed, so there is no need for alarge diameter…”

“Has the flight envelope been al-

ready opened up completely?” “Not yet, because we still haven’t

flown in the supersonic region. At thispoint we have tested the controls andthe behaviour of the plane up to Mach0.96. It behaves beautifully. There is alittle buffeting between Mach 0.88 andMach 0.92, and then i t goes awaysmoothly. By the end of the year, we’llhave done the testing in the superso-nic envelope, and we have to comple-te one part of the low-speed flight withhigh angles of attack.”

There is a rapid mention of other in-novations, like the APU, the new-con-cept oxygen system, an “autotrimmingsystem” that will help avoid the classichard landing, etc… Our time is gettingshort, and space constraints force us toend our day’s conversation. There areso many other things to add here, suchas brief memories and stories to tell.We’ll just make a note to continue ourconversation more in depth when weget together to gather impressionsabout flying the third prototype, whichhas just been rolled out. The plane willbe 700 kg lighter, which is somewhatunusual in that aircraft normally increa-se in weight as they are being develo-ped. There was one thing that gave meextreme pleasure: climbing aboard the‘346, Bolla and Stefani were struck, likeme, by details that seem irrelevant tothe “uninitiated.” For instance, there isthe instrumentation with its medium-lar-ge letters, in addition to the handy, spa-cious storage compartments for charts.Anyone who has had to deal with theconfined cockpit of a “Starfighter” willknow what I’m talking about…

“Thank you, Cecco. We look for-ward to our next get-together!”

The M-346 is highly manoeuvrableeven with external loads.At the latest Dubai show,

it was always displayed with medium sized tanks.

Photo: AMW

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The applications for Club membershipcontinue to arrive. In the first tenmonths since the founding ceremony inRome, over 500 members have alreadyjoined the association.

The Italian Air Force Training Commandhas invited the Club to hold an event inMay at the Air Force Academy to celebra-te the 50th anniversary of the first flight ofthe Aermacchi MB-326. The aircraft flewon 10 December 1957 and subsequentlytrained many generations of Academy pi-lots. The event will also celebrate the 70thanniversary of the first flight of the MacchiC.200 fighter (24 December 1937).

The historical articles published in ourmagazine has raised much interest wi-thin the Club, with several members ex-pressing the desire to make their perso-nal photo collections available to theClub. Those who wish to share unpubli-shed photos of suitable quality depictingMacchi, Aermacchi, Alenia Aermacchi orformer SIAI types should send them indigital format, on CD or DVD, to the Clubaddress shown on the form at right. Thepictures should be scanned at high reso-lution and accompanied by suitable cap-tioning information, including wheneverpossible the following information:■ Aircraft type;■ Unit;■ Place;■ Date;■ Name and rank (if applicable) of any

people;■ Further useful details on the event/

occasion.

Giancarlo Naldi

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DO YOU WANT TO JOIN THE CLUB?

All pilots current or rated on Aermacchi aircraft can apply for member-ship using this form and mailing, complete with the necessary docu-mentation, to:AERMACCHI PILOT CLUB – Viale B. Buozzi 58, 00197 Rome, ItalyAlternatively, the form can be downloaded from the website:

www.aermacchipilotclub.itand submitted by e-mail to:

secretary@aermacchipilotclub.itThe charter is posted on the Club website. Membership is free of charge.

Rank/Title: ......................................................................................................

Given name and Family name: .......................................................................

Place and date of birth: ...................................................................................

Air Force/Agency/Affiliation: ...........................................................................

Occupation: ....................................................................................................

Office address: ..............................................................................................

Home address: ..............................................................................................

Telephone: ......................................................................................................

Fax: .................................................................................................................

Mobile: ...........................................................................................................

e-mail: ............................................................................................................

Aermacchi type ratings and experience *: ......................................................

...........................................................................................................................

Supporting evidence **: ..................................................................................

In accordance with Italian privacy laws, I hereby authorize the Club to pro-cess the information provided in this form and store it in the Club databasesfor the sole purpose of Club activities.

Date ................................APPLICANT’S SIGNATURE

................................................NOTES

* Including former SIAI Marchetti aircraft now built and supported by Alenia Aermacchi

** Please attach a copy of supporting evidence.

APPLICATION FORM

CLUB MEMBERSHIP

ANNIVERSARY EVENT

PHOTO ARCHIVE

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Vitantonio Di Lorenzo

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The training of military pilots iscertainly one of the mostdebated subjects between AirForces worldwide, especially

when it is necessary to best allocate thelimited resources available for thepurchase of the most suitable trainingaircraft for the purpose.

The review of the newest trainingneeds, in terms of skill, together with themandatory goal of keeping as low aspossible the costs associated withtraining, requires a review of the varioustraining phases in order to identify as

quickly as possible the candidates withthe greatest potential.

THE DEVELOPMENT OF PILOT SKILLSThe training of a military pilot is

usually based on four phases: Phase I(Screening/Primary) and II (Basic) for theso-called “undergraduate” segment, andPhases III (Advanced) and IV (Pre-Operations) for post-graduate training.

At the completion of the basic phase,the student generally earns a military pilotlicence (Wings), after which the new pilotwill be streamed for further training

(helicopters, support, or tactical air) onthe basis of ability. Generally, each phaseis divided into specific “training modules”or “training types”.

THE UNDERGRADUADUATE PHASEEven when pilot candidates are highly

motivated, it is necessary to identify thosethat demonstrate the full potential tocomplete all the phases of training. This isa critical function of the screeningprocess. In fact, since it is inevitable forthis screening to occur at a certain pointin the training period, it is cost-effectiveand time-effective to identify non-idealcandidates before financial and timeresources (training time, and in particularfl ight time) are used on the moreexpensive basic and advanced trainingaircraft.

The screening phase, a turning pointthat usually occurs after 20 flight hours,can be completed using a lower-endpiston trainer (150–200 hp, even withfixed landing gear). Nevertheless, anaircraft with superior performance (250-300 hp, retractable landing gear) allowsthe candidates to be exposed to apiloting phase of greater difficulty. Theincreased selectivity allows a better

TRADITIONAL TRAINING MODULES

TRADITIONAL TRAINING MODULES

GEN. HAND FORMAT. INTERC. ACM AAR

COMPOS.SAR/TBFMINSTRUM.

Basic or Phase II Advanced/LIFT PHASE or Phase III & IV

LOW LEV.

THE NEW FRONTIERBASIC FLIGHT TRAIEarly identification of candidates best suited to pilots remains a priority in order to reduce wasadvanced and expensive phases

transition to the subsequent basic trainer,thus savings time and money.

The essential development of pilotskills occurs during the basic phase,which represents the most important andcrucial portion of the entire course oftraining. In this initial part of the training,the overall behavior of the basic aircraftand the level of piloting difficulty must becompatible with the level of skil lpossessed by an inexperienced student.This will allow the student to learn what isplanned with a learning curve bothgradual and effective.

At the end of the basic course, thesame aircraft must also provide students -who by now have acquired greatermaturity - the abitily to gain other skillsthat will assure, without complications, aspeedy transition to the subsequentadvanced training.

Since in reality students will haveacquired valid experience by learning on ahigher performance basic aircraft, the

R OFINING

become militaryhout in the more

With its performance the M-311can expand the basic syllabus to include

part of the LIFT programme.

Photo: AMW

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Vitantonio Di Lorenzo

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following transition to a advanced aircraftwill not only be smooth and efficient, butalso cost effect ive. Whi le the basicrequirement has always been more orless standard of traditional basic trainer,the final requirement requires elevatedperformance and the necessity to pilotan aircraft with flight characteristics trulyrepresentative of an advanced moderntrainer.

In real i ty, considering that thepurchase and operating cost of anyadvanced/pre-operational aircraft willobviously be greater than thecorresponding costs of a basic trainer, itmakes sense to shift to the latter aircraftthe greatest number of training activitiesand f l ight hours. This operat ion isreferred to as “down-loading”. The needfor down-loading can be particularlyappreciated when considering theimpact that the introduction of fighterswill have on traditional training. In orderto contain costs and better prepare theirpilots, air forces will increase activitieson more advanced trainers in order tobetter address training needs. Thismakes i t important to download asmany training events as possible fromthe advanced phase to the basic one,an option which is only avai lable tothose equipped with adequatelyperforming trainers. In other words, withjet trainers.

THE REQUIREMENTS FOR THE BASIC TRAINING PHASE

As a rule, turboprop aircraft withlimited aerodynamic characteristics andwithout avionics are seen as the idealaircraft to teach basic skills in basictraining. Studies conducted by AleniaAermacchi showed that Air Forcesagree on the need to “download” andthat they are or ient ing themselvestoward a tra in ing concept whereground school and simulat ionsavailable on the aircraft be completelyintegrated in every phase of training.Furthermore, opinion is spreading thata modern tra in ing system mustemphasize the development of“Situational and Tactical Awareness”(possessing a clear and correctperception of what happened, what ishappening and what can happen in theimmediate future even from a tacticalpoint of v iew). The development ofthese skills is tied to available avionics,but a lso to adequate aircraftperformance.

Therefore, there exists a pressingneed for a new concept of trainer ableto sat isfy a vast array of roles andcharacter ized by low in i t ia l andoperat ional costs, together withperformance enabl ing i t to f ly thetraining profiles that are currently flownin the advanced syllabus.

DEMONSTRATION OF THEEFFECTIVENESS OF A

TRAINING SYSTEMIn a training system each component,

combined with the related syllabus, iscapable of developing/ increasing theskills ofthe student. In the case of trainingaircraft, the highest level achievabledepends upon the available “on-boardsystems” and its “capabilities”.

For each component there exists arelationship between the maximum skilllevel that can be achieved and the flyinghours necessary to achieve it. Even if thehours of instruction were to be increased,it could happen that the student wouldbecome much more familiar with thattype of trainer without in fact increasinghis level of skill, because of the limitedperformance of the aircraft.

Avionics and the possibil ity ofproviding a simulation system on-boardthe aircraft no longer constitute adiscriminating factor between basictrainers. There are in fact initiatives toupgrade existing aircraft with thepossibility of an open architecture able toaccept updates as the electronicstechnology evolves. On the negativeside, the performance and fl ightcapabil it ies cannot be signif icantlyimproved given the unchangeablequalitative capacity of the airframe andpower plant.

In response to a United States AirForce – Air Education Training Command(USAF AETC) commission, the RANDCorporation, the research organizationthat performs analyses and providessolutions upon request of public orprivate entit ies, has produced adocument entitled “Assessing the Impactof Future Operations on Trainer AircraftRequirements”. The pilots from tacticalunits interviewed by RAND maintain thatstreaming pilots for different roles at theend of the Specialized UndergraduatePilot Training (SUPT) phase is premature.Some believe, in fact, that the experienceacquired upon completing training on theT-37 or T-6 does not allow instructors toidentify which operational line is most

ADVANTAGES OF TRAINING ON M-311

INCLUDING TARGET

APPLYING TACTICS

MANAGING ON-BOARD SYSTEMS

ACTING AGAINST THREATS

TACTICAL FORMATION

INTRODUCTION TO BFM

INTRODUCTION TO INTERCEPTION

G. Hand. Instr. LL NAV Form. Compos.

training events

Phase M-311 concentrated on

Mental capability Mental flexibility Priorityzation Analytical abilities

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appropriate for the new pilot.The document identif ies several

possible solutions:• consider the possibility of further

extending the T-6 syllabus, taking intoaccount the limitations imposed by thelow performance of the aircraft;

• introduce a T-38C module in thetraining syllabus prior to proceeding withassigning the students to operationalactivities (which, however, involves anincrease in the number of advancedtrainers and consequently raises the costof pilot training);

• return to the UPT (Undergraduate

Pilot Training) syllabus in such a way thatall the students fly both the T-6 and T-38Cbefore the decision as to whichoperational activity to send the studentsis taken; this would result in increasedpilot training costs.

PERFORMANCE REQUIRED OF THEBASIC TRAINER

The requirement to broaden thecontent of the training syllabus can bepursued by appropriately broadening the“formation” and “low altitude navigation”modules, which can be considered closelycorrelated to the development of thecapabilities necessary for the tacticalsituations and a variety of simulatedoperational scenarios.

In line with this and according to theindications that emerged from theEuroTraining study, the bestcharacteristics that aircraft must possess

in terms of performance, in order to makepossible the “downloading” of trainingevents or modules from the advancedphase, can be summarised as:

• ability to execute turns withsustained Calibrated Air Speed (CAS) of atleast 300 knots at an altitude of 10,000feet (typical training altitude) with anacceleration of at least 3 g’s. Thiscapability would permit the broadening ofthe training activities currently planned inthe “formation” module, including tacticalformations and teaching at a greater levelof competency the angular relationship of

two aircraft in space, this being anintroduction to attack geometries. Thesegreater capabilities carry with them alsothe possibility of including in the trainingsyllabus the two additional “FighterManeuvers” and “Intercept” modules,which are preliminary to the advancedphase;

• abil i ty to carry out low alt itudenavigation at a speed of at least Mach0.5, and with the possibi l i ty of 3 gaccelerations with the aim to train toincrease the speed and simulate theprocedures to attack targets;

These capabilities allow a significant

broadening of the “Low Alt i tudeNavigation” module to include morecomplex training activities such as theapplication of tactics in the conduct oflow altitude navigation, in the attack andmanagement of on-board systemsinstalled in modern basic trainers suchas CCIP (Continuously ComputedImpact Point) , CCRP (ContinuouslyComputed Release Point), EmbeddedFunctionality, etc.

The availability of a new generationbasic trainer with greater capabilities interms of both improved performance and

The Alenia Aermacchi M-311in the desert camouflage applied forthe operational evaluation in theUnited Arab Emirates,where is showed its abilityto cope with very high temperatures.

Photo: AMW

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availabil ity of advanced on-boardsystems, would make it possible toinclude in the basic syllabus the “GroundAttack Range” module to learn theprocedures to use “Air-Ground” rangesand the use of on-board weapons (real orsimulated).

It should be underlined that whenevera trainer with more modest performanceis used, this inevitably will cause anegative impact on the learning curve ofthe student. Indeed supplementary andcorrective training might be necessary tocarry out those same activities, withouttherefore obtaining the anticipated flighttime savings generated through“downloading”.

THE ALENIA AERMACCHIBASIC TRAINING CONCEPT

BASED ON THE M-311The considerable impact on the

preparation of a future pilot of the abilityto process information (“tactical skills”)and the capacity to interpret informationin every situation for a completeunderstanding of the tactical situation, inaddition to “airmanship”, have lead AleniaAermacchi to reconsider the structure ofPhase II, expanding its content to includetraining activities and training modulesthat are typical of the advanced phase.

The change will enable instructors tobetter evaluate the potential aptitudes ofthe student (screening process) with thegoal of identifying, with greater probabilityof success, the operational activity that isbest suited and most consistent with the

demonstrated aptitude.The implementation of this new

concept is made possible by theavailabil ity of a trainer with greaterperformance, such as the M-311, thenew basic trainer developed by AleniaAermacchi with the goal of makingavailable a modern jet aircraft capable ofperforming the new role of trainer withthe best cost-effectiveness and in linewith the expectations of the mostmodern air forces.

The M-311 is a completely modifiedversion of the S-211, with revisitedaerodynamics, a strengthened structurewith a broadened maneuveringenvelope, a longer service life, a cockpitwith liquid crystal displays and HandsOn Throttle And Stick (HOTAS), new on-board systems and a new maintenancephilosophy.

For the requirements of the initial partof training, the piloting characteristics ofthe M-311 assure the students comingfrom propeller aircraft used during thescreening process, a smooth init ialfamil iarization with the differentmaneuverabil ity and fl ight behaviortypical of a jet aircraft.

The flying hours necessary for thetransition are reduced to a minimum andthe student can quickly start the learningprocess for the new phase of training.

In the final phase of training, the M-311 prepares students better than anypropeller aircraft - even if turbinepowered and whatever its power - forthe subsequent transition to the moredemanding advanced trainers. Thisguarantees a significant capability toshift f l ight hours from the advancedtrainers and at the same timemaintaining the flying qualities requiredto perform appropriately in its role asbasic trainer.

The basic phase thus broadened byAlenia Aermacchi envisions three trainingblocks:

PHASE II A: This first block is mainlya transition phase for student pilots withflying experience based solely on thatacquired during the screening process.The student will begin to develop thebasic abilit ies necessary for fl ightmanagement, theoretical knowledge and

NEW TRAINING MODULES

TRADITIONAL TRAINING MODULES

GEN. HAND FORMAT. ACM AAR

COMPOS.SAR/TBFMINSTRUM.

Basic or Phase II

LOW LEV.

Advanced/LIFT PHASE or Phase III & IV

INTERC.

Basic TrainigUNDERGRADUATE

Advanced Training

POSTGRADUATE

WINGS

Fase II AM-311

Fase II BM-311

Fase III CM-311

Fase III & IV FJ

SELEZIONE Fase III Eli - Supporto

THE ALENIA AERMACCHI BASIC TRAINING CONCEPTBASED ON THE M-311

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begin to develop “airmanship”. Thetraining content will therefore satisfy thebasic requirements posited as a commonfactor for every candidate destined tobecome a military pilot (jet, helicopters,or heavy aircraft).

The student will practice with themanual handling of the aircraft, toexecute basic maneuvers and local

operational procedures planned in alltraining modules, including the ability tomanage on-board instrumentation, and isalso introduced to mission planning. Thisphase is geared to motivate and orientthe student toward flight training, thebasic procedures for aircraft handling and

the local procedures in the work area.

PHASE II B: This second block mustbe considered as a continuation of theprevious phase with the purpose ofintroducing the pupil to advancedtraining concepts and new capabilities.Students will acquire greater familiarity inthe planning and execution of navigation

with mixed profiles, night flying, basicand advanced formation, instrumentflying and advanced navigation includingflights according to IFR rules.

The availability on-board the M-311of a latest generation human-machineinterface and of tactical simulationsprovided by the new generation avionics,allows students to begin developing theabil ity to interpret and work out theinformation available on-board (TacticalSkills) and therefore, the capability todevelop “Situational Awareness” in a

simple tactical scenario. Student pilots,operating in a more complex trainingenvironment, will be lead to demonstratetheir ability to face a progressively higherworkload and improve the developmentof their skills.

This phase will allow instructors toverify and evaluate student abilities withthe goal of identifying the operational line

for which they are best suited (rotarywing, multi-engine, or tactical air) andallow them to acquire the military pilotlicense under the regulations applicablein their country.

Pilots considered suitable for tacticalunits, and therefore destined to followthe related advanced training, wil lcomplete basic training with Phase IIC.

PHASE II C: This third block, called“Fighter Module”, is designed for thosestudents that have successfully

Despite appearances, the M-311 hassome significant innovations from theprevious S-211, particularly regardingthe airframe, flight envelope, avionics

and landing gear.

Photo: AMW

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Vitantonio Di Lorenzo

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completed the previous phase, with theaim of developing competency withweapons, the skills necessary in tacticalsituations and in a variety of simulatedoperational scenarios. Students will faceincreasingly demanding tasks andtraining activities typical of the advancedphase, downloaded from it within thepossibilities of the capabilities of thetraining system itself. Through thisphase students must confirm anddemonstrate their capabilities and theirpotential for successfully continuing withthe subsequent advanced training.

CONCLUSIONThe purchase, operating and support

costs of new operational aircraft isbringing many air forces to increase theirinterest in the level of training of futurepilots in f lying schools. By now it isconsidered indispensable to downloadtraining with the goal of reducing boththe time and the cost of qualifying on

operational aircraft.Air Forces set themselves the goal of

preparing adequately trained combat-ready mil itary pilots at the lowestpossible cost. This goal can be achievedonly by redesigning the various phases

of the piloting course with a betterdistribution of training activit ies.Therefore, it remains crucial to have foreach phase an aircraft which has notonly the latest avionic systems, but alsoadequate flight performance.

45000

40000

35000

30000

25000

20000

15000

10000

5000

0

0 50 100 150 200 250 300 350 400 450

True Airspeed kts

Alt

itu

de ft

Clean aircraft - Standard day

M-311High

PowerTP

MediumPower

TP

FLIGHT ENVELOPE COMPARISON

Using an aircraft with a flying envelope much larger

than typical basic trainers allows instructors to develop

a better and earlier assessment of the student’s potential.

Photo: AMW

NEW CHIEFS FOR THE ITALIANAIR FORCE AND DEFENCE STAFFS

On 11 January the Ital iangovernment appointed Lt. Gen. DanieleTei as Chief of the Air Force Staff. Hereplaces Lt. Gen. Vincenzo Camporini,who was appointed Chief of theDefence Staff with effect from 12February 2008. Gen. Tei, formerly headof the Air Force Command, formallytook over from Gen. Camporini in aceremony on 30 January 2008. Gen.Camporini had held the highest AirForce position from 20 September2006.(See interview with Gen. Tei on page 13.)

THE M-346 SUCCESSFULLY COMPLETES ITS FIRST IN-FLIGHT

REFUELLING Between 24 and 25 January the

second M-346 prototype (CSX-616)carried out air refuelling tests over theLigurian Sea, with the collaboration andsupport of the Experimental Test Unit(RSV) of the Italian Air Force. A Tornadoequipped with a ventral buddy pod and15 metre flexible hose was used toassess the in-fl ight refuell ingoperational capability of the M-346.

The M-346 pilot first carried out aseries of positioning manoeuvres toverify the behaviour in close proximityto the tanker aircraft and to the drogue-basket unit. After assessing the stressimposed upon the fixed refuelling probeby the aerodynamic loads and verifyingthe consistency and accuracy of the airdata, the M-346 successfully com-

Aviation updatepleted several contacts. The first flightwas “dry” (without transferring fuel),proceeding to “wet” (with fuel transfer)on the second.

During the first f l ight, the airrefuelling operations were assessed byan RSV pilot flying as observer in therear seat of the M-346. On the secondflight, with an all-Aermacchi crew, theair-to-air refuelling operations werecarried out from both pilot positions.The tests were monitored visually andremotely by both Aermacchi and RSVpersonnel, while another RSV crew flewin an Aermacchi MB-339CD chaseplane for air-to-air f i lming and toprovide assistance in case of need.

Both Alenia Aermacchi test pilots,Commanders Cecconello and Bucci,took part in the refuelling operations,together with Major Davide Cipellettiof the RSV.

The results confirm the excellenthandling qualities of the M-346 (whichflew in its current maximum rangeconfiguration, with two 580 lt underwing drop tanks), its high controllabilityand the correct behaviour of the airdata system, even in the wake of otheraircraft, confirming the maturity level ofthe flight control system that integrates

these functions. The fuel systemdedicated to this kind of operation wasalso confirmed to work correctly.

THE M-346 IN SINGAPOREThe second prototype M-346 took partin the Singapore Air Show, which itreached in flight from Italy. Flown byAlenia Aermacchi Chief Test Pilot OlintoCecconello with Test Pilot QuirinoBucci, the aircraft was fitted with two580 litre under wing tanks and coveredthe over 12,000 km course in four days,departing from Venegono and stoppingat Iraklion (Crete), Hurghada (Egypt),Riyadh (Saudi Arabia), Muscat (Oman),Ahmadabad (India), Calcutta (India) andBangkok (Thailand) before reachingSingapore.The ferry flight was made with minimaltechnical support and the aircraftarrived on 14 February, with ample timeto obtain the required clearances todisplay the M-346 during the air showwhich opened on the 19th. The M-346trainer is a leading contender forRepublic of Singapore Air Force (RSAF)Fighter Wings Course (FWC) com-petition, aimed at replacing the TA-4SUSkyhawk fleet currently operated fromCazaux air base in France.The 2008 Singapore Airshow is the 26thedition of the event but also the firstone held in the new 30-hectare Changi

“Buddy-Buddy” refuelling from a Tornado.

Photo: Bruno Damascelli

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Exhibition Center (CEC), which offersover 40,000 square metres of coveredand air conditioned area, plus another130,000 square metres of open areas. (See interview with Cdr. Cecconello onpage 32.)

AUSTRIAN AIR FORCE DELEGATIONVISITS THE ALENIA AERMACCHI

FACTORY IN VENEGONOBetween 10-14 March a high level

delegation of Austrian Air Forceofficers, led by Gen. Norbert Huber,head of the Planning Staff at theAustrian Ministry of Defence, held “StaffTalks” with an Italian delegation headedby Gen. Paolo Magro, head of the 3rdDepartment of the Italian Air ForceStaff. The agenda included meetings atthe Air Force Staff and visits to several

ITAF bases including the Air SpaceControl Training Centre (RACSA) atPratica di Mare, the 4th Wing atGrosseto, the 1st Aircraft MaintenanceUnit at Cameri and the Air GunneryDevelopment and Standardization Unit(RSSTA) at Decimomannu.

The delegation also visited theAlenia Aermacchi factory in Venegono,where two Austrian pilots flew the M-346, experiencing its great handlingand high technical and trainingqualities.

The bilateral meetings revolvedaround the opportunities for possiblecooperation between the two air forces,with particular reference to theadvanced pilot f l ight training, toEurofighter logistic support and thetraining of Eurofighter technical-maintenance personnel.

FINMECCANICA ANNOUNCES2007 RESULTS

On 17 March the Finmeccanica

Board of Directors approved the 2007results which show an 8 per centgrowth in revenues up, a 14 per centincrease in new orders and €375million in Free Operating Cash Flow.The adjusted EBITA grows by 11%, netprofits stand at €521 m and the returnon investment jumps from 17.1% top18.9%. On this basis the Boardproposed a 41 eurocent dividend, a17% increase over 2006.

Finmeccanica improved its resultsthrough organic growth, confirming thestability and quality of its developmentprocess.

Pier Francesco Guarguaglini,Chairman and Chief Executive Officer,commented «The excellent resultsachieved in 2007 confirm our credibilityand our ability to meet the forecasts weprovided to the market. We haveexceeded the targets we set and willcontinue to meet our commitments.»

The companies of the Finmeccanicaaeronautical business - Alenia

Major Swanz and Cdr Cecconello pose for a classic souvenir photo

after their M-346 flight.

Photo: AMW

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Aeronautica, Alenia Aeronavali, AleniaAermacchi, GIE ATR (consolidatedproportionally at 50%) and Alenia SIA –recorded €2,306 million (+21%) and anAdj. EBITA* of €240 m.

This performance was due to agreater contribution from the civi lmarket, in particular work on the ATRaircraft and start-up of Boeing 787production. In the mil itary f ield,revenues from the Eurofighter contractgrew thanks to increased developmentand production activity relating to thesecond tranche of the programme.

New orders totalled €3,104 million,up from €2,634 million in 2006 (+18%).In the military segment, these includedthe Eurofighter order for activit iesassociated with the supply of 72 aircraftto Saudi Arabia, the FutureEnhancements order for furtherdevelopments of the aircraft, thesecond tranche of EFA logistics, thecontract for the supply of two ATR 42MP to Nigeria and the order for thesupply of the first two C-27Js to the USArmy. In the civil sector, these includedorders of the GIE-ATR consortium (123aircraft) and further tranches of theBoeing 767, Boeing 777, Airbus A-321,Dassault Falcon, engine nacelles andcargo aircraft conversion programmes.

The order backlog totalled €8,248

million, up 9% from €7,538 million at31 December 2006. Of this total, 49%related to the Eurofighter programme,19% to the Boeing 787 and 3% to theC-27J. Headcount was 13,301employees, compared to 12,135 at 31December 2006, with a 1,166 unitincrease due to hirings by AleniaAeronautica in response to theincreased workload and by AleniaComposite following the growth in 787production at the Grottaglie plant.

FINMECCANICA TURNS 60In March Finmeccanica celebrated

its 60th anniversary. The SocietàFinanziaria Finmeccanica was foundedon 18 March 1948 and the Board ofDirectors held its first meeting on 22March in Rome under the chairmanshipof Ing. Aristide Ferrari.

The at same year 1948 also saw thebirth of the Italian Constitution, with aparallelism which suggests how deeplyrooted Finmeccanica and its industrialactivity are in the history of this country,in its post-war recovery and in itsgrowth.

History, skills, innovation and future– the key words of this anniversary – arealso the sources of inspiration for theinitiatives launched by Finmeccanica tocelebrate the anniversary, concluding

with the annual Christmas concert.The sense which Finmeccanica

wants to convey through its anniversaryis the rediscovery and appreciation of itsroots as a propellant towards the future.An opportunity to look behind to bettersee ahead, to draw upon our heritage asa source of strength to take up thechallenges of today and tomorrow witha greater awareness of the role playedso far and the will – nourished by pridein our history – to achieve goals evengreater than those we have alreadyreached.

Amongst the many rewards of thesemany decades of industrial evolution,one is very clear: the achievement of atruly international dimension: a pathbuilt upon alliances and the ability towin in the market, in differentbusinesses, which today putsFinmeccanica in the enviable position ofbeing to thank – on its 60th birthday –the women and men who work for theGroup in Italy, the United Kingdom, theUSA and the world.

This is the scenario today, and this isthe tale told by the Finmeccanicaanniversary: a story of Italian excellencecapable of competing globally and ofbroadening its horizons, saying much –albeit not everything, of course – aboutthe events of the past sixty years.

AERMACCHI AND ENAERTOGETHER ON THE M-346

AND M-311Alenia Aermacchi and ENAER,

Empresa Nacional de Aeronáutica deChile, have signed a Memorandum ofUnderstanding (MoU) that defines theterms under which the two companieswill cooperate on the new generation M-346 advanced trainer and the M-311basic-advanced trainer programmes.

The MoU envisions agreements for

The M-311 and M-346, together with the SF-260, form the

Alenia Aeronautica trainer line that canmeet every need in this field.

Photo: AMW

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the joint production and marketing ofthe M-346 and M-311 trainers in LatinAmerica, in order to provide effectiveanswers to the various needs of thecontinent’s Air Forces in terms of basic,advanced and Lead-In Fighter training,as well as the Close Air Supportoperational role.

For Alenia Aermacchi, theunderstanding with ENAER representsan important agreement reflecting itsstrategy to promote the M-346 oninternational markets also by specificregional agreements with appropriateinternational players. Through a processof development and exchange ofleading-edge technologies, theagreement will contribute to the overallgrowth of ENAER and enrich itstechnology base.

The MoU was reflected in the FIDAE2008 exhibition, held at Santiago deChile between 31 March and 6 April, atwhich Alenia Aermacchi and ENAERdisplayed and promoted the M-346 and

M-311 to delegations of Latin Americanair forces.

ALENIA AERMACCHI ROLLS OUTTHE FIRST PRE-PRODUCTION

M-346 Alenia Aermacchi unveiled on 11

April the first M-346 new generationadvanced trainer in the baselineindustrial configuration.

The aircraft was rolled out from theAlenia Aermacchi factory at VenegonoSuperiore, in the presence of the Chiefof the Ital ian Defence Staff, Gen.Vincenzo Camporini, and of the DeputyChief of Staff of the Italian Air Force,Gen. Giuseppe Bernardis. Thisconfirms the ever more productivecooperation between Alenia Aermacchiand the Italian Air Force, which hasbeen a feature of M-346 development.The event was also attended by high-ranking executives of theFinmeccanica Group and of theaviation industry, as well as by the

Alenia Aermacchi engineers andtechnicians which have contributed tothe success of the Alenia AermacchiM-346 programme.

The first pre-production M-346simultaneously bears witness to andreinforces the great maturity of theprogram which - thanks to the intensivedevelopment work performed on thetwo prototypes - has allowed the designto be optimized and industrialized.

The design effort for the baselineindustrial configuration aircraft hasconcentrated on structural optimization,with additional benefits in terms ofimproved maintenance. The goal hasbeen achieved by rationalizing thedistribution of wing spars and fuselageframes, together with a morewidespread use of composite andtitanium parts. Together with theintegration of the new main landing gearand the standardization of generalmission systems, this has brought abouta considerable reduction in the emptyweight, in the order of about 700 kilos.

The Flight Control Systems,designed by companies including AleniaSIA and Selex Communications, havealso been enhanced with softwarecontrol laws developed in-house byAlenia Aermacchi.

These new results have beenreached by applying data collectedduring the intensive fl ight testcampaigns in which both prototypeshave been engaged, with additionalvaluable input from the manyinternational Air Forces that haveevaluated and assessed the M-346.

The unveiling marked a new seasonfor the M-346 which, by reaching thismilestone, now looks forward to a rapidindustrialization program leading toservice entry within the plannedtimescale.

(See story on page 4.)

A fascinating picture of the pre-seriesM-346 before its unveiling.

Photo AMW

A F inmeccan ica Company