Shortly thereafter, responsibility for production was transferred to SIAI Marchetti, who had purchased the rights to the design; manufacturing continued to be performed by this firm until the company was bought by Aermacchi in 1997.

In addition, there have been limited civil sales to private operators; during the late 1960s, the type was marketed in the United States under the name Waco Meteor.

[6] In the aftermath of the maiden flight, prime responsibility for the type's manufacture was acquired from Aviamilano by SIAI Marchetti, which had purchased the rights to the design outright.

[5] Between 1964 and 1984, the majority of customers for the type were military, while a small number of private pilots had been able to obtain a few, although supply in this respect was constrained.

[7] During the late 1970s and 1980s, American airline pilot Frank Strickler became a major reseller of the type, being credited with re-launching civil sales of the SF.260 in the region, acquiring them from SIAI Marchetti in small batches and individually selling them on to US-based customers.

In August 1986, Gates Learjet was approached by SIAI Marchetti to modify the SF.260TP for it to be compliant with the requirements of Federal Aviation Administration's (FAA) FAR Part 23, thus allowing it to be certified for civil use.

[11] In 1991–1992, SIAI-Marchetti proposed an updated SF.260, with an enlarged cockpit canopy and a revised fuel system to meet the United States Air Force's Enhanced Flight Screener competition.

While the bid was unsuccessful (with the Slingsby T67 Firefly being preferred), it formed the basis for future production, as the fuel injected SF.260E and the normally aspirated SF.260F.

[13] This model, which had been specially developed to meet an Italian Air Force requirement for an advanced piston-engine aircraft, is used for screening and principal training activities.

It has been often praised for its sleek lines and sporty aesthetic appearance, while maintaining function as well, possessing jet-like handling as a result.

[7] The construction is typically known for having a high level of workmanship, while exterior is extensively flush-riveted to reduce aerodynamic drag, except for a few locations such as the flaps and some fairings.

[16] The SF.260 has a compact, dense structure which possesses ballistics similar to a jet aircraft, and is approved to perform aerobatic manoeuvres.

[8] The SF.260 is a relatively fast aircraft, complete with responsive controls; as a product of the latter, pilots need to maintain awareness of speed dips, although ample aerodynamic warning is typically present.

[20] In order to safely perform aerobatics, the rear seat has to be unoccupied and the tip tanks must be empty of fuel prior to commencing any such manoeuvers, reducing the SF.260's flight endurance to roughly one and a half hours.

The first 60 aircraft were manufactured in Italy, while the others were delivered as knock-down kits, and assembled in a new plant in Sebha, under the supervision of Italian technicians.

Their first known actions took place in February 1978, when they participated in air strikes on the Chadian army garrison of Faya-Largeau together with Mil Mi-25 helicopters.

However, the new Chadian defence minister, Hissène Habré, was fiercely anti-Libyan, and immediately started distancing himself from the rest of the government.

[28] After continuing the advance towards the south, by late November, pro-Libyan units had reached Dougia, only 60 kilometres north of N'Djamena.

The week-long bombing caused a huge amount of destruction in the Chadian capital, and a number of civilian casualties that remains unknown today.

[28] In August 1981, Gaddafi ordered the Libyan Arab Air Force to attack Habré's bases inside Sudan.

[31] After another Libyan/GUNT offensive in 1983, France launched Operation Manta, resulting in a general stalemate that lasted until 1986; pro-Libyan GUNT forces retained control of the northern parts of the country.

[35] Moreover, twelve SF.260s were lost when Chadian forces overran the airfield at Ouadi Doum on 21 March, including five captured intact.

[36] In an attempt to destroy as much of the captured equipment as possible, the Libyans heavily bombed the airfield from the air until late April.

[38] The Libyan government supported friendly countries with arms, and several SF.260Ws were handed over to air forces such as those of Burkina Faso, Burundi, Nicaragua, Uganda and possibly others.

In 1987 Chad reported to the United Nations the destruction of eight SF.260s and the capture of nine others during its border war with Libya; some of these secondhand Libyan aircraft may even have found their way onto the US market.

During the civil war, on May 7, 2011, this aircraft (along with a formation of pro-Gaddafi planes) was probably involved in a successful air raid over the rebel-held fuel depots at Misrata, setting them on fire.

[39] As of 2013, at least six airframes are still in service with the new Libyan Air Force and are involved in patrols and possibly airstrikes against smugglers in the porous and remote borders.

[41] The Philippines Air Force signed with Agusta a contract for the delivery of 18 SF.260TP turboprops on 31 December 1991, replacing the SF.260M/W in the training role.

Six SF.260TPs were delivered to the Sri Lanka Air Force (SLAF) in 1985, to be used in the pilot training role, although they were later brought into the government's effort to subdue the Tamil Tigers.