Italian-Brazilian attack aircraft AMX International
Light subsonic fighter-bombers Aeritalia G.91 They were excellent aircraft in their class, but by the early 1970s they were largely obsolete and had reached the end of their service life. The development and production of the improved G.91Y, equipped with new avionics, weapons, and engines with increased thrust, made it possible to maintain the minimum required number of aircraft in the immediate aviation support aircraft with acceptable operational and combat characteristics, but it was clear that the modernization potential of these aircraft had been exhausted and they would soon need to be replaced.
Furthermore, in addition to the tasks of destroying targets along the line of contact and isolating the battlefield, the Italian Air Force command desired an aircraft capable of replacing the Lockheed RF-104G Starfighter tactical reconnaissance aircraft. This meant a low-cost, relatively simple, and versatile fighter-bomber (attack aircraft) with powerful armament, adapted for low-altitude operations, capable of holding its own in close air combat, combating attack helicopters, and conducting reconnaissance of enemy operational areas.
Creation, design and performance characteristics of the AMX attack aircraft
In 1977, the Italian Air Force announced its intention to acquire up to two hundred light tactical attack aircraft. The simplest and easiest route was to purchase new aircraft from the United States or European NATO countries. The Americans actively offered the latest versions of the Douglas A-4 Skyhawk and LTV A-7 Corsair II attack aircraft, while the French and British offered their SEPECAT Jaguar fighter-bomber. However, the Italian government wanted to support its own aircraft industry and, as with the G.91 family of aircraft, keep the funds domestically.
Instead of competing separately for the lucrative contract, the two Italian companies, Aeritalia and Aermacchi, joined forces and presented a united front, after which the basic requirements for the aircraft were approved. This involved utilizing preliminary developments from the Aermacchi MB.340 jet attack aircraft. Specifically, it envisioned a short runway and high subsonic flight speeds, enabled by a fuel-efficient, non-afterburning engine.
Initially, to reduce costs, the requirement was to limit the design to a relatively simple targeting and navigation system, without the use of expensive multi-mode radars or optoelectronic systems. It was anticipated that a simple and inexpensive subsonic aircraft, manufactured using existing technology, would have good export potential, significantly offsetting development and production costs.
The project gained significant momentum after Brazil joined the project, needing a replacement for its fleet of Embraer AT-26 Xavante (EMB-326GB) light two-seat attack aircraft, which were the attack version of the Italian Aermacchi MB.326 trainer built in Brazil under license.
Embraer AT-26 Xavante light attack aircraft
The program's international status promised significant financial savings for Italy, while the Brazilian aviation industry gained access to modern technologies and the opportunity to learn from European aircraft manufacturing practices. To implement the project, an international consortium, AMX International, was created, comprising the Italian companies Aeritalia and Aermacchi, as well as Brazil's Embraer. Following negotiations, the parties agreed that Aeritalia would perform 46% of the work, Aermacchi 24%, and Brazil's Embraer 30%.
The design of the new attack aircraft was largely shaped by Italian specialists. Much attention was paid to the design's technological effectiveness and ease of maintenance, leading to the adoption of a relatively conservative aircraft layout, finalized in 1980. During the design process, considerable attention was paid to combat survivability, system redundancy, and the protection of critical components through shielding.
When choosing a powerplant, the developers were faced with the fact that American export restrictions prevented them from using engines designed or manufactured in the United States. Ultimately, the AMX attack aircraft was equipped with the British Rolls-Royce RB 168 Sprey Mk 807 turbofan engine. Subsequently, serial production of these engines was organized under British license in Italy and Brazil. Aircraft destined for third-party markets were supposed to be equipped with the General Electric F404 and Pratt & Whitney PW1150 engines, but no export orders were placed.
The AMX design was based on proven technical solutions, and the aircraft featured a conventional aerodynamic configuration with a high-mounted swept wing of moderate sweepback (-31° leading edge, -27,5° quarter chord line). The airframe was primarily constructed of aluminum alloys. Composite materials were used for the vertical stabilizer, horizontal tail, spoilers, ailerons, and engine air intakes. The air intakes feature a large-radius shell and are optimized for high-subsonic flight. They are mounted on the sides of the fuselage, in the upper section behind the cockpit.
The wing's high-lift devices include two-section, double-slotted Fowler slats, which can be deflected for takeoff and landing, as well as to enhance maneuverability in aerial combat. Two-section, fly-by-wire spoilers, along with the ailerons, are used for roll control, as well as air brakes and lift dampers. The wing houses integrated fuel tanks, and all underwing pylons are equipped with ports for drop tanks. The Italian aircraft were initially equipped with a probe for in-flight refueling.
The semi-monocoque fuselage has an oval cross-section, with the forward section housing the avionics bays, gun armament, and the crew cabin. The forward fuselage is inclined downward by 18°, improving forward and downward visibility. The central fuselage contains the engine air intake ducts and the main landing gear bays. The rear section houses the engine compartment. The rear fuselage, along with the horizontal stabilizer, can be detached for servicing or engine replacement. Beneath the cockpit is a multi-purpose compartment capable of housing removable modules containing various equipment. A Martin-Baker Mk.10L ejection seat provides emergency egress from the aircraft while parked. The canopy windshield is frameless.
The fuselage and wing fuel tanks have a combined capacity of 3500 liters. Four additional 1100-liter drop tanks can be carried under the wing. A removable fuel receiver can be used for in-flight refueling using the hose-and-cone method.
Control is provided by a hybrid system. A fly-by-wire system, developed jointly by Italians and General Electric, controls the spoilers, rudders, and horizontal stabilizer elements, while the ailerons and elevators are actuated by a redundant hydraulic system. If the hydraulics fail, the rudder is reset to the neutral position. A redundant mechanical linkage is provided for the ailerons, elevator, and rudder, providing emergency manual control within a limited flight envelope to return the aircraft to base in the event of a fly-by-wire system failure.
Electric power (115/200 V, 400 Hz) is generated by two Hamilton Sundstrand generators, each with a capacity of 30 kW. Two transformer-rectifier units, producing 28 V, are also on board. A 36 Ah nickel-cadmium battery serves as an emergency power source.
The air conditioning system provides air conditioning and maintains constant pressure in the cabin, as well as in the avionics and reconnaissance equipment compartments. It also de-ices the engine air intakes, pressurizes the G-suit, and prevents fogging of the windshield.
The modular principle of installing the avionics, united by a digital data exchange bus of the MIL-STD-1553B standard, makes it possible to use various electronic equipment and to relatively easily modernize combat aircraft.
Sighting, navigation, communication and systems EWThe systems installed on Italian and Brazilian aircraft initially differed significantly. Italian Air Force attack aircraft were equipped with an inertial navigation system (INS) manufactured by the American company Litton Industries, a TACAN radio navigation system receiver, and a backup spatial-cursor sensor. On Brazilian AMXs, long-range navigation was primarily accomplished using an omnidirectional beacon receiver.
A version of the cabin of the non-modernized Brazilian AMX
The Italian aircraft were equipped with ELTA/FIAR EL/M-2001B pulse-Doppler radio rangefinders, while the Brazilian aircraft were equipped with SMA SCP-01 radars, developed jointly by the Brazilian company Tecnasa (later acquired by Mectron) and the Italian company SMA. Aiming and control of the onboard integrated and external weapons is performed by a digital system manufactured by the Italian companies Ottica Meccanica Italiana and Alenia.
To counteract systems Defense The aircraft is equipped with equipment from the Italian company Elettronica Group, including a radar signal recorder, an active jammer, and a system for dispensing heat and radar decoys. The radar warning antenna is mounted on the vertical stabilizer tip. An electronic warfare pod can also be mounted externally. The main avionics are located in the forward fuselage and are accessible for maintenance and replacement through large, easily opened hatches with hinged covers.
Reconnaissance equipment (panoramic and perspective cameras, television and IR equipment, side-looking radar) can be placed inside the fuselage and on external hardpoints.
The AMX attack aircraft and its armament displayed at the 1989 Paris Air Show.
The primary combat load, weighing up to 3800 kg, is carried on seven external hardpoints and can include various free-fall or guided bombs weighing up to 907 kg, as well as AGM-65 Maverick air-to-ground missiles, AS.34 Kormoran anti-ship missiles, or AM39 Exocet anti-ship missiles. For aerial combat, Italian Air Force aircraft were equipped with AIM-9L Sidewinder missiles, while Brazilian aircraft were equipped with the indigenously developed MAA-1 Piranha air-to-air missile.
The Italian AMX M61A1 Vulcan cannon
The built-in armament also differed. Italian attack aircraft were armed with an American 20mm M61A1 Vulcan cannon with 350 rounds of ammunition, while Brazilian aircraft were armed with two 30mm French DEFA 554 cannons with 125 rounds per cannon.
Armament of the Italian AMX attack aircraft
The aircraft with a maximum takeoff weight of 13,000 kg with drop tanks has a practical range of 3335 km. The combat radius at maximum takeoff weight and flight along the high-low-high altitude profile reaches 925 km. The normal takeoff weight is 10,750 kg. The length of the aircraft is 13,575 m. The wingspan is 8,87 m, the area is 21 m². The Avio CELMA (Rolls-Royce) Spey RB.168 Mk.807 turbofan engine with a maximum thrust of 49,1 kN is capable of accelerating to 1053 km/h at high altitude. Rate of climb is 52 m/s. Maximum operational overload: -3,0/+7,3 g. The service ceiling is 12,800 m. The takeoff run at maximum takeoff weight is 1442 m. The landing roll is 753 m.
Production, operation and combat use of AMX attack aircraft
Seven flight prototypes were built for the test program: three by Aeritalia, two by Aermacchi, and two by Embraer, along with two static test units. The first prototype, assembled in Italy, first flew on May 15, 1984. This aircraft crashed due to engine failure during its fifth flight, killing the pilot. Other than this loss, testing continued without incident. The prototype assembled in Brazil made its maiden flight on October 16, 1985.
The prototype of the Brazilian AMX at the Aerospace Memorial in São José dos Campos, Brazil
In 1986, development began on a two-seat version designed for training flights and combat testing, while retaining the attack capabilities of the single-seat aircraft.
The first single-seat serial-produced aircraft took off on May 11, 1988. Handover to the Italian Air Force occurred in the second half of 1988, and the first aircraft were delivered to the Brazilian Air Force during the following year. On March 14, 1990, the prototype two-seat AMX took to the air.
Two-seat attack and training aircraft AMX of the Italian Air Force
The first six Italian attack aircraft entered service with the 103rd Air Group of the 51st Air Wing (103° Gruppo of 51° Stormo) at Istrana Air Base in April 1989, and in October of the same year the first aircraft were delivered to the Brazilian Air Force.
Brazilian AMX attack aircraft
Initially, 317 AMX aircraft were planned for production (238 in Italy and 79 in Brazil). However, due to the end of the Cold War and the sharp reduction in defense spending in NATO countries, the Italian Air Force did not receive the planned number of attack aircraft. Brazil, due to economic difficulties, also abandoned its original plans. The last AMX aircraft were delivered to the Italian Air Force in late 1994, and to the Brazilian Air Force in 1996. A total of 192 aircraft were built in three production batches: 110 AMX and 26 AMX-T for Italy, and 45 and 11 for Brazil, respectively.
In February 1992, the entire fleet of Italian and Brazilian AMX attack aircraft was grounded after an Italian Air Force aircraft crashed in February 1992 due to yet another powerplant failure. After the engines were refurbished, flights resumed in May of that year. In total, from 1984 to 2015, 16 single-seat and three two-seat aircraft were lost in various flight accidents (mostly due to engine failure).
In the late 1990s, the AMX International consortium considered a major powerplant upgrade, and proposed the Eurojet EJ200 engine, which powers the Eurofighter Typhoon fighter jet, but without an afterburner. This turbofan engine is capable of producing 60 kN of thrust, which would have significantly improved the attack aircraft's performance. However, due to a lack of financial resources, this project was never implemented.
In 2005, the Italian Air Force launched the ACOL (Aggionamento Capacità Operative e Logistiche – Operational and Logistics Capabilities Upgrade) modernization program for 55 of its AMXs, adding a new laser inertial navigation system and LCD cockpit displays. This upgrade also enabled the use of Joint Direct Attack Munition (JDAM) guided bombs. In August 2007, Embraer launched a major modernization and upgrade program for 43 Brazilian Air Force AMXs, focusing on avionics systems and new weapons, extending the service life of the attack aircraft by more than 20 years.
The original designation of the single-seat AMX attack aircraft and its two-seat modification changed over time in Italy and Brazil. In the 21st century, the single-seat aircraft of the Italian Air Force became known as the A-11A Ghibli, while the two-seat trainer/combat aircraft became known as the TA-11A Ghibli. Those upgraded under the ACOL program, respectively, received the designations A-11B Ghibli and TA-11B Ghibli.
The Italian A-11B Ghibli attack aircraft.
In Brazil, the single-seat AMX was designated the A-1A, while the two-seat version was designated the A-1B. On September 3, 2013, Embraer delivered the first upgraded single-seat A-1M attack aircraft to the Brazilian Air Force.
Brazilian A-1M attack aircraft
A total of $400 million was allocated for the modernization program for 43 aircraft. However, the number of modernized attack aircraft was subsequently reduced to 11 units. During the modernization, combined with a major overhaul, the aircraft were equipped with new avionics with color multifunction displays, night vision goggles, and a Mectron SCP-01 Scipio pulse-Doppler radar manufactured by the Italian company Selex Galileo. This radar is capable of engaging air and sea targets, as well as performing terrain mapping. The detection range of a fighter-type target is approximately 50 km. The pilot also received infrared equipment from the American company FLIR Systems, combined with an HMD DASH IV helmet-mounted display and a head-up display, enabling effective nighttime engagement against heat-emitting objects. In the cockpit of the modernized A-1M, all pointer instruments were replaced with multifunction color displays.
Navigation accuracy has been significantly improved thanks to the use of a combined INS/GPS system. The Embraer BR2's communications equipment enables secure voice radio communications and the exchange of graphic and text messages. All onboard electronic devices are connected via an Elbit data bus. The air conditioning system and oxygen supply have also been upgraded. The aircraft's armament now includes new high-precision air-to-air weapons, including guided bombs with an Israeli-made guidance system.
Another Brazilian modification of the AMX was the RA-1A (AMX-R) reconnaissance aircraft. A total of 15 single-seat attack aircraft were converted to this variant. The aircraft, while retaining its weapons capability, can be equipped with reconnaissance pods containing high-resolution thermal imaging and color cameras, as well as electronic reconnaissance equipment.
Despite the end of the Cold War, Italian AMX attack aircraft saw combat in Europe. Six aircraft from the 103rd Air Group were first deployed in 1995 to enforce the no-fly zone over Bosnia. In 1999, Italian AMX aircraft struck Serbian targets, dropping several dozen 227-kg Mk.82 bombs equipped with Opher infrared guidance systems from the Israeli company Elbit Systems.
Since November 2009, four Italian AMXs equipped with reconnaissance equipment have been deployed to Afghanistan.
Thanks to the reconnaissance aircraft's ability to exchange digital intelligence information with ground troops in real time, their missions were highly successful, and these aircraft carried out over 700 combat sorties. The AMX reconnaissance aircraft conducted its last combat sortie in Afghanistan on May 28, 2014. Aviation experts write that, in the armed reconnaissance role, the relatively simple and economical subsonic aircraft performed better in the Afghan theater of operations than the supersonic Tornado ECR with its variable-geometry wing, based on cost-effectiveness criteria.
In 2011, Italian AMX aircraft were involved in the NATO military intervention in Libya, using around 300 guided bombs and missiles "air-to-ground".
During strikes against targets in Libya, AMX aircraft first employed Litening targeting pods in conjunction with Paveway and JDAM guided bombs. In early 2016, as the situation in Libya escalated, the Italian Air Force deployed four AMX aircraft to Bassi Air Base in Sicily.
In the 21st century, Brazilian single- and two-seat A-1s, along with A-29 Super Tucano turboprop attack aircraft and F-5EM Tiger II supersonic fighters, provided air support and conducted aerial reconnaissance during a series of operations against illegal gold mining, timber mining, drug trafficking, and human trafficking in the Amazon Delta.
In the Italian Air Force, most of the modernized A-11B Ghibli and TA-11B Ghibli aircraft were operated by the 103rd Air Group, based at Istrana Air Base in northern Italy. Several unusually painted aircraft regularly participated in various air shows, invariably attracting the attention of the public.
Although these aircraft had not yet reached the end of their service life, the Italian Air Force officially retired them on April 5, 2024, citing excessive maintenance costs.
A Google Earth satellite image of decommissioned AMX attack aircraft assembled at the Istrana Air Base. The image was taken in August 2025.
Currently, more than two dozen decommissioned aircraft, in varying states of preservation, are concentrated at one of the sites near the Istrana airbase.
The Brazilian Air Force currently operates six single-seat A-1Ms and two or three two-seat attack trainers in operational condition. Up to two dozen aircraft are in storage and used as spare parts donors, some of which could be put into service if necessary. The complete decommissioning of all AMX aircraft in Brazil is scheduled for 2027.
Overall, while a very good combat aircraft for the late 1980s, primarily designed for close air support, the AMX International attack aircraft largely followed the fate of the Aeritalia G.91 fighter-bomber and was accepted into service by only two countries. Moreover, given the collapse of the Warsaw Pact, the easing of international tensions, and the reduced risk of global armed conflict, historical Due to the low level and the subsequent sharp reduction in defense spending in European NATO countries, the number of AMX aircraft built by Italy was significantly lower than originally planned. Attempts to promote various AMX variants on the global arms market, despite intensive advertising, proved unsuccessful.
In the late 1980s, Iraq wanted to purchase a large batch of Italian-made attack aircraft. However, the deal fell through due to the Iraqi army's invasion of Kuwait. In the mid-1990s, Venezuela ordered ten modernized AMX-ATA (AMX Advanced Trainer Attack) aircraft, which were intended to be used for training jet fighter pilots and, if necessary, for striking ground and naval targets. These aircraft were to be equipped with highly advanced avionics: infrared sensors, a helmet-mounted target designator, a new multi-function radar, as well as guided bombs, air-to-ground missiles, and anti-ship missiles.
Subsequently, developments from the Venezuelan AMX-ATA were used to create the modernized Italian A-11B Ghibli and TA-11B Ghibli. In 2012, the Philippines held talks with Italy about the possible purchase of used AMX aircraft. However, on March 28, 2014, the Philippines' Department of National Defense signed a contract for the delivery of 12 Korean Type-50 light multirole fighters worth $421,12 million.
The failures with export contracts, in addition to political reasons, are largely due to the high cost of new AMXs, which, in the eyes of potential customers, had no obvious advantages over the relatively inexpensive used combat aircraft of Soviet, American, and French manufacture, which appeared in abundance on the global arms market after the end of the Cold War.
Currently, even the modernized AMXs are obsolete and have little prospect of being used for their intended purpose—as a close air support attack aircraft, attacking visually detected targets. As experience in clashes between regular armies equipped with modern air defense systems shows, subsonic attack aircraft operating at low altitudes over the battlefield have no chance of survival.
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