An Re.2002 belonging to the 239 Squadriglia stationed at Tarquinia airfield in Italy during June 1943. [vvsregiaavions.com]Following the failure of the Re.2000, the engineers from Reggiane tried to design a new aircraft to fill the role of ground attack aircraft. This would lead to the development of the improved Re.2002 aircraft. While the Regia Aeronautica (Italian Air Force) ordered 500 of this version, due to problems with production, only about half of that number were ever built.
History
In the late 1930s, Italian aircraft manufacturer Reggiane was attempting to gain attention from the Reggia Aeronautica with its Re.2000. While this aircraft initially showed good flying performance, it was not adopted for service. For this reason, Reggiane’s chief engineer, Roberto Longhi, set out to develop a new aircraft that would fulfill the role of a fighter-bomber aircraft, which the Italian Air Force was in desperate need of. Roberto Longhi made sure to address the shortcomings of the Re.2000’s fuel tanks when designing the new aircraft. These were prone to leaks, so he replaced them with conventional fuel tanks. For this new aircraft, that would later be known as the Re.2002 Ariete (Ram), a large 1,175 hp Piaggio P.XIX R.C.45 Turbine (Whirlwind) – D 14 cylinder air-cooled radial engine was chosen. The Piaggio P.XIX R. engine was still in the development phase at that time and not yet ready for service. The choice of using an engine still in the development phase would have a great negative impact on the later production of the aircraft. A radial engine was preferred over an inline liquid-cooled engine due to the fact that it was durable and less vulnerable to ground anti-aircraft fire. The new aircraft had a number of similarities to Reggiane’s earlier designs, possessing the overall shape of the Re.2000, and the Re.2001’s internal construction.
First Test Flight
The maiden flight of the Re.2002 (M.M. or MM 454) prototype took place in October 1940. It was flown by test pilot Mario de Bernardi. After the first flight, the pilot noted that the Re.2002 had good general flying performance, but there were problems with the engine overheating. After several more test flights, constant engine overheating problems forced further flights to be halted, and the aircraft was returned to Reggiane for necessary engine modifications. After a number of upgrades to the engine were completed in March 1941, the test flights continued. During these tests, the Re.2002 managed to achieve a top speed of 417 km/h (260 mph).
The first prototype, ready to take to the sky. The picture was taken at the Guidonia airfield in April 1941. [vvsregiaavions.com]Front view of the prototype. While it was chosen for production by the Italian Air Force, the production aircraft received some modifications. These included the use of a Re.2001 canopy and the addition of a fixed rear landing wheel. [vvsregiaavions.com]
Technical Characteristics
The Re.2000 was designed as a low wing, all-metal construction single-seat ground attack plane. The fuselage consisted of a metal frame covered with aluminum sheets held in place by using flush-riveting. The elliptical wings were built using a metal frame covered with a stressed skin duralumin structure. One fuel tank was located in each wing, with an additional third one placed just behind the pilot. If needed, additional auxiliary fuel tanks could be added under the fuselage or the wings.
Side view of the Re.2002 prototype. The most obvious change compared to later production planes was the removal of the rear glazed part of the canopy. [vvsregiaavions.com]The landing gear system was unusual, but standard for Reggiane aircraft. When it retracted backward, the wheel rotated 90° before it retracted into the wheel bay. For better landing, the landing gear was provided with hydraulic shock absorbers and pneumatic brakes. The smaller rear wheel was initially retractable, but was changed to a fixed type at the start of production. The Re.2002 was powered by a 1,175 hp Piaggio P.XIX R.C.45 Turbine-D 14 cylinder air-cooled radial engine derived from the french Gnome-Rhône 14K Mistral Major. This engine was equipped with a three-blade variable pitch Piaggio P. 1001 propeller made by Piaggio.
The initial cockpit canopy was unchanged from the Re.2000 and opened to the rear. The production version had a canopy taken from the Re.2001. This canopy opened to the side.
Rear view of the Re.2002. [vvsregiaavions.com]The Re.2002 possessed the same offensive capabilities as its Re.2001 cousin. It consisted of two Breda-SAFAT 12.7 mm heavy machine guns mounted in the engine cowling. The ammunition load for the left machine gun was 390 rounds, with 450 rounds for the right. Two additional 7.7 mm Breda-SAFAT machine guns were placed in each wing. The ammunition load for the right machine gun was 350 rounds and 290 rounds for the left.
Being designed to act as a ground attack plane, the Re.2002 was equipped with one bomb rack placed under the fuselage with an additional rack placed under each wing. The central bomb rack could carry up to 650 kg (1,430 lb). The smaller wing racks could each carry up to 160 kg (350 lb) of payload.
The Reggiane family tree line. While the Re.2002 shared many visual similarities with the Re.2000, its construction was more similar to that of the Re.2001. [Reggiane Fighters in Action]
Production for the Italian Air Force
The first production aircraft, which was built in October 1941.[vvsregiaavions.com]Following the completion of test flights, the Italian Air Ministry (Ministerio dell’Aeronautica) gave an order for 200 Re.2002s to be produced. The first production aircraft were completed in October 1941. Due to engine production difficulties, the distribution of new aircraft to front line units was only possible in late 1942. While the initial order of 200 was increased to 300, only between 48 to 147 (depending on the source) were built for the Italian Air Force by September 1943. Initially a production order of 200 was placed in March 1942, which would be increased to 300 later in 1943. The sources unfortunately disagree about the number of produced aircraft. For example, sources like J. F. Bridlay (Caproni Reggiane Re 2001 Falco II, Re 2002 Ariete and Re 2005 Sagittario) listed a production number of 147 aircraft, which is the highest number listed in the sources. Other like Duško Nešić (Naoružanje Drugog Svetsko Rata-Italija) and David Monday, (The Hamlyn Concise Guide To Axis Aircraft OF World War II) gives us a number of 50 aircraft. While George Punka (Reggiane Fighters In Action) gives us a number of 48 aircraft. All previous numbers do not include later aircraft, especially built for the Germans which is often listed as around 60 or so. The lower production numbers were due to many reasons, lack of production capabilities, scarce resources, supply problems with engines, among others. The disagreement among sources may be the consequence of confusing the number of produced versus actually delivered aircraft.
Further Development
With only a small number of aircraft ever built, there were only a few known modifications and proposals for the Re.2002. One was an experimental version created by combining the Re.2002’s fuselage with the Re.2005’s wings. This aircraft was known as Re.2002 bis, but was never truly completed. The second version was to be used on two Italian aircraft carriers, the Aquila and Sparviero. While catapult launch tests were conducted on at least one Re.2002, due to the cancellation of the Italian aircraft carriers, construction of this version was never pursued. One Re.2002 was tested in the Re.2003 two-seater reconnaissance aircraft configuration. As the Re.2003 was not adopted for service, only one prototype was built. The last proposal included a torpedo carrier version, but this was never implemented. The majority of these do not appear to have received any special designation.
In Italian Service
After the introduction of the Re.2002 into service, some additional changes were made in comparison to the prototype. These include: improvements to the engine cowling, introducing a fixed rear tail wheel, and changing the canopy with a new one based on the Re.2001. The improved engine cowling actually caused some issues during dive-bombing runs, as the engine would sometimes simply stall. From the 17th aircraft onward, a new lower engine mount was tested with a different cowling type.
Delivery of the first operational Re.2002 for military use was only possible in November 1942. The Re.2002s were allocated to the 102º Gruppo, with its 209ª and 239ª Squadriglia, stationed at Lonate Pozzolo. This unit had experience operating ground attack aircraft, previously operating German-supplied Ju-87 dive bombers. The next month, the 101º Gruppo, with its 208ª and 238ª Squadriglia, also began to receive their first Re.2002s to replace their outdated FIAT C.R. 42 biplanes.
During the Allied invasion of Sicily in July of 1943, the Italian Air Force stationed there had only 165 operational aircraft. Two groups, equipped with some 32 Re.2002 in total, were also present as part of the 5º Stormo. The first combat action was on the day of the invasion on the 10th of July, when Re.2002s managed to sink an Allied transport vessel called Talamba. Four aircraft and the commander of the 5º Stormo Colonel Guido Nobili were lost during this action. The next day, a group of 11 Re.2002s began a new attack on the Allied ships stationed near Augusta-Syracuse. The British battleship HMS Nelson was damaged with a 250 kg (551 lbs) bomb, with the mission resulting in the loss of two Re.2002s. In retaliation, the Allies bombed the Re.2002 airfields a few hours later. Due to losses, the surviving Re.2002s were repositioned to Manduria. After receiving reinforcements, the Re.2002s attempted another attack on July 19th, but lost six aircraft in the process. On 20th and 26th July, transport ships Pelly and Fishpool were sunk.
An Re.2002 during its short operational life with the Italian forces in Sicily. [vvsregiaavions.com]In early September 1943, Allied forces landed in Southern Italy. The Italian command, in despair, dispatched a small group of aircraft supported by 15 Re.2002s in an attempt to drive them back. On 8th September, 1943, due to immense Allied pressure and rising military losses, the Italians surrendered. By this time, the 101º and 102º groups had only 24 Re.2002s, but only half were combat ready. During the two months of fighting, some 32 aircraft were lost. While 19 were lost in direct combat, the remaining were destroyed in Allied bombing actions or accidents.
In early September 1943, the 50º Stormo, with its 158º and 159º Groups, was undergoing the process of conversion to the Re.2002. But, due to Italian capitulation, only the 159º Group received Re.2002s which were not used operationally.
In German Hands
The Germans operated around 60 Re.2002 aircraft. These were mainly used against the French resistance movement. [vvsregiaavions.com]Following the Italian capitulation, Germany launched Operation Achse (Axis) with the aim of capturing a large portion of the territory of their former ally. This included a number of production facilities, such as the Reggiane factories. The Germans seized some 14 fully completed aircraft, and around 10 more which were under construction. As there was sufficient material available, the production of the Re.2002 continued for some time under German supervision. Due to the same persistent engine delivery problems, Reggiane officials proposed mounting the 1,600 hp BMW 801 engine in the Re.2002, along with other modifications such as an updated wing design. One engine mount was tested in Germany, which led to a production order of some 500 new aircraft in late 1943. However, as the Reggiane factories were destroyed in early 1944 by an Allied bombing raid, the delivery of this modified version was impossible. In the meantime, some 60 aircraft were produced by Caproni under German supervision. Reggiane was actually owned by Caproni, thus all the necessary tooling and equipment for the continued production of this aircraft was available. Not all 60 were accepted for service by the Germans. Due to the Allied advance in April 1945, around 25 were seized by the Germans, while the remaining airframes were destroyed. Additionally, two aircraft were built at Biella. Unfortunately, the exact use of these aircraft by the Germans is not well documented. For example, it is unknown if they were ever used against the Allies in Italy. It is known that these were used by Geschwader Bongart against French resistance around Limoges, Vercors, and Aisne in 1943 and 1944.
Former Italian Re.2002 that was seized or produced for the Germans received the standard German markings, including a Balkenkreuz and a Swastika. [vvsregiaavions.com]
On the Allied Side
Smaller groups of around 40 Re.2002s, that were previously used by 5º Stormo, were operated by the new Aeronautica Cobelligerante Italiana (Italian Co-belligerent Air Force) in cooperation with the Allies. In October 1943, these were used to form the Gruppo Tuffatori, a dive-bombing group. In 1943, they saw action in supporting the Italian Resistance Movement in Northern Italy, an area which was controlled by the Germans. In 1944, they were also employed in attack operations across the Adriatic Sea, towards the Yugoslavian coastline. One of the last combat missions of the Re.2002 was a bombing run against Axis targets in Dubrovnik on 29th March, 1944. While the Co-belligerent Army lost 9 aircraft in combat, further combat missions had to be aborted due to a general lack of spare parts, their operational life lasted less than 12 months. The surviving aircraft were reallocated to the Fighter Training School at Lecce-Leverano in June 1944. There, they were used for pilot training for a few months, before they had to be discarded, once again due to a lack of parts and poor mechanical condition.
The Esercito Cobelligerante Italiano had close to 40 Re.2002 aircraft in its inventory. These would be used sometimes to support Italian Partisans in Northern Italy and on the Yugoslavian coastline. [vvsregiaavions.com]
Production Versions
Re.2002 (MM 454) – Prototype aircraft
Re. 2002 – Production version
Prototypes and Proposed Versions
Re. 2002 bis – An experimental version created by combining the Re.2002’s fuselage with the Re.2005’s wings. One built, but never used operationally.
Re. 2002 Aircraft Carrier Version – possibly one modified for this role
Re. 2002 – Proposed torpedo carrier version
Re. 2002 – Powered by a 1,600 hp BMW 801 engine. While the engine mount was tested and a production order was given, no aircraft were ever fully completed
Re.2002 – One aircraft modified and tested as Re.2003
Operators
Kingdom of Italy – 147 aircrafts were delivered to Regia Aeronautica
Germany – After the Italian surrender to the Allies, Germany seized around 60 aircraft.
Esercito Cobelligerante Italiano – Operated some 40 Re.2002 aircraft
Surviving Aircraft
Today, there are only two surviving Re.2002 aircraft. One was located at the Italian Air Force Museum. The second incomplete Re.2002 can be seen at the French Musée de la Résistance et de la Déportation of Limoges.
The only fully surviving Re.2002, located at the Italian Air Force Museum. [Wiki]The partly complete Re.2002 located at the French Musée de la Résistance et de la Déportation of Limoges. [Musée de la Résistance]
Conclusion
While the Re.2002 proved to be able to fulfill the role of fighter-bomber that the Italians were lacking. Due to a number of factors, its production was severely hindered. While work on the Re.2002 began in 1940, the production could not start before late 1942. Due to engine delivery problems, only a small number of aircraft were ever delivered to the Italian Force. Its first action against the Allies in Sicily ironically proved to be their last under the Fascist regime. While some would be used up to the war’s end, due to a lack of spare parts, most would be used as training aircraft until finally being discarded.
Re.2002 Specifications
Wingspans
36 ft 1 in / 11 m
Length
26 ft 9 in / 8.16 m
Height
10 ft 4 in / 3.15 m
Wing Area
220 ft² / 20.4 m²
Engine
One 1,175 hp Piaggio P.XIX R.C.45 Turbine (Whirlwind)-D 14 cylinder air cooled radial engine
Empty Weight
5,270 lbs / 2,390 kg
Maximum Takeoff Weight
7,140 lbs / 3,240 kg
Climb Rate to 6 km
In 8 minute 48 seconds
Maximum Speed
267 mph / 430 km/h
Cruising speed
250 mph / 400km/h
Range
683 miles / 1,100 km
Maximum Service Ceiling
36,090 ft / 11,000 m
Crew
1 pilot
Armament
Two 0.5 in (12.7 mm) heavy machine guns and two 0.31 in (7.7 mm) machine guns
One 1430 lb (650 kg) and two 350 lb (160 kg) bombs
Gallery
Illustrations by Carpaticus
Re.2002 in the Italian Royal Air Force (Regia Aeronautica Italiana)Re.2002 from Esercito Cobelligerante Italiano (Italian Co-belligerent Army)Re.2002 in German Luftwaffe Service
Credits
Written by Marko P.
Edited by Stan Lucian & Ed Jackson
Illustrations by Carpaticus
Duško N. (2008) Naoružanje Drugog Svetsko Rata-Italija. Beograd.
M. Di Terlizzi (2002) Reggiane RE 2000 Falco, Heja, J.20, Instituto Bibliografico Napoleone.
G. Cattaneo (1966) The Reggiane Re.2000, Profile Publication Ltd.
J. W. Thompson (1963) Italian Civil And Military Aircraft 1930-1945, Aero Publisher
G. Punka (2001) Reggiane Fighters In Action. Signal Publication.
Re.2002 Photographic Reference Manual
C. Shores (1979) Regia Aeronautica Vol. I, Signal publication.
J. F. Bridlay (1972) Caproni Reggiane Re 2001 Falco II, Re 2002 Ariete and Re 2005 Sagittario, Profile Publications
David. M, (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books.
The Ba.65 was ultimately an unsuccessful design, and was built in relatively small numbers. [warbirdphotographs.com]The Breda Ba.65 was an Italian ground attack aircraft that first saw action during the Spanish Civil War. It was built in both single and two-seat configurations, and was exported to various nations prior to the outbreak of the Second World War, but only saw large-scale combat operations with the Regia Aeronautica in Northern Africa.
History
During the thirties, the Italian aircraft manufacturer Breda began working on developing several ground attack plane designs based on the theoretical principles set by World War One veteran fighter ace Colonel Amadeo Mecozzi. According to Colonel Mecozzi, the best use of aerial forces was the quick neutralization of military targets deep into enemy territory by using fast and very agile aircraft. Per his request, the major Italian aircraft manufacturers were to present their aircraft proposals for future use by the Italian Air Force (Regia Aeronautica).
The first aircraft design that tested Mecozzi’s idea was the Caproni A.P. 1 monoplane. It was utilized in small numbers during the Spanish Civil War, but the overall performance was underwhelming and, besides the small numbers built, it was not adopted for larger scale service. In the early thirties, Breda built a prototype of a ground attack plane named Ba.64, an all-metal low-wing aircraft powered by a single 700 hp Bristol Pegasus radial engine, license-built by Alfa Romeo. It was armed with four 7.7 mm (0.311 in) Breda-SAFAT guns in the wings, with one additional mounted in the rear gunner position, and a bomb load of around 400 kg (880 lb.) The Ba.64 was built in small numbers and by 1939, only 27 aircraft were reported in the Italian Air Force, which were used for second line duties only.
Side view of the Ba.65 K-14 two seat version. [warbirdphotographs.com]A new improved design was built under the designation Ba.65 as a multi role aircraft, but it would end up being used mostly for ground attack. The prototype made its first flights in September 1935, piloted by Ambrogio Colombo. After a series of test flights, the prototype was handed over to the Air Force for further trials on the 27th October. The Ba.65 prototype made a flight from Milan to Rome, where it was to be handed over to the military, with an average speed of 412 km/h (256 mph). During its evaluation, a doctrinal problem emerged. Neither the Air Force Command staff, nor Mecozzi precisely specified what kind of performance specifications a ground attack aircraft should achieve. In order to solve this dilemma, the Air Force requested that the Ba.65 be flight tested with the results to be compared with those of the Fiat CR.32 biplane. The performance tests were held at the Guidonia Experimental Center near Rome. While the CR.32 biplane proved to have better handling, the Ba.65 was faster.
The production of the first group of 81 aircraft was started in 1936, and as the Ba.65 was produced in sufficient quantities, these were slowly adopted for service. Immediately after introduction to the Air Force, the Ba.65 proved to be a problematic design. From the beginning, pilots had significant problems learning how to control it, which resulted in several accidents, many fatal. Due to these accidents, the Ba.65 gained a bad reputation with Italians pilots. The main causes of the Ba.65’s difficulties mostly lie with poor pilot training, insufficient preparation, poor organization, and a lack of adherence to regulations.
Technical Characteristics
The Ba.65 was designed as a low-wing, single-engine, mixed-construction multi-role aircraft, including light bomber, attack aircraft, reconnaissance, and interceptor. The Ba.65’s fuselage was constructed of welded chrome-molybdenum steel tubes. The front fuselage and cockpit area (and the rear gunner area in the two-seat versions) were covered with sheet metal panels. This was done to make engine, or any other forward fuselage repairs much easier. The remaining fuselage was covered with fabric.
The wings were built using chrome-molybdenum steel tube spars, which were additionally connected with diagonal steel tubes. The leading edge of the wings consisted of duralumin sheets while the rear part was fabric covered. The ailerons and tail were also built using metal tubes covered in fabric. The tail consisted of two parts, the cantilever fin and the strut-braced tailplane.
Breda Ba.65 K-14 (MM 75085) two seat version equipped with the rear turret, which was armed with a Breda-SAFAT 7.7 mm ( 0.311 in) machine-gun. The Ba.65 was a relatively heavy aircraft, so the rear machine gun position was removed in the hope of reducing weight. [warbirdphotographs.com]The Ba.65 had a then-modern retractable landing gear. It consisted of two larger front wheels, both of which retracted to the rear under-wing fairings. The landing gear system could be operated hydraulically or mechanically if needed. The smaller rear tail wheel was fixed. The landing gear was usually protected from damage by metal covers, but in some cases these were removed, probably due to damage, or to make repairs easier.
The cockpit was well placed, with ample forward visibility. It was protected by a large fully glazed canopy which could be opened to the rear. The canopy did see a number of design changes during the Ba.65’s service life. Beside the standard control panel, the Ba.65 was also equipped with oxygen tanks, a voicepipe for communication between the pilot and the rear gunner (two-seat version only,) an electric generator, and fire extinguishers. There was space inside the cockpit for additional equipment, such as a radio or cameras, but these were never installed in any Ba.65. In the two-seat versions, the rear position housed the gunner/observer (depending on the mission.) The rear position would also undergo many design changes during the Ba.65’s operational service life, from being protected by a fully enclosed turret, to being open and later even removed in the hopes of reducing weight.
Isotta Franschini K 14Fiat A 80
The engine used on the prototype and the first series of 81 planes was the 870 hp Isotta Fraschini K-14 fourteen-cylinder engine. There are differences in the engine strength depending on the source, with some indicating, 700 hp, 870 hp, or even 900 hp (D.. Monday, G. Garello., J. W. Thompson., respectively) Later, it was replaced with the stronger 1,000 hp (746 kW) Fiat A.80 RC.41 eighteen-cylinder engine. The engine was placed in a steel housing that was connected to the fuselage by four bolts.
The aircraft’s fuel was held into two tanks located behind the pilot, with a total capacity of 650 l. An additional fuel tank could be added in the bomb bay with a capacity of 370 l. With the standard fuel tanks, the Ba.65 had a flight endurance of 3 hours and 25 minutes. With the additional fuel tank, flight time increased to 5 hours. The main fuel tank was equipped with a “Semape” self-sealing system.
The two left wing machine guns. [warbirdphotographs.com]The main armament consisted of two 12.7 mm (0.5 in) Breda-SAFAT heavy machine guns and two 7.7 mm (0.311 in) Breda-SAFAT machine guns. The machine guns were placed in the central parts of the wings. For the two-seat version, one additional 7.7 mm (0.311 in ) machine gun was placed in a ring mounted turret. During development, there were several different rear turret designs, either partially or fully enclosed. There is some disagreement in the sources about the designation of these turrets. Gabrielo G. named the fully enclosed version as type M and the partially enclosed one as the type L. Author David M. mentions the enclosed turret as type L. The standard ammunition load was 350 rounds for the heavier machine guns and 500 for the smaller caliber machine guns (without the rear machine gun). According to some sources, the type L turret was armed with one 12.7 mm (0.5 in ) heavy machine gun.
The interior bomb bay could be equipped with either four 50 kg (110 lb) or two 100 kg (220 lb ) bombs placed vertically. Another optional loadout consisted of a container with 168 smaller 2 kg (4 lb). Additionally, 200 kg (440 lb) of bombs could be carried on the bomb racks located under the wings, but these were not always used. The theoretical maximum bomb load was 2,200 lb (1,000 kg) but, due to the plane’s excessive weight and the poor engine performance, this loadout was never used operationally nor in combat. The bombsight was located in the cockpit.
Further Development
Due to its poor performance, the Italian Air Force formed a commission with the aim of determining if the Ba.65 could be modified or improved to justify its continued production. The commission was made up of five Air Force officers and was led by Engineer Parano. After a short analysis, the commission noted that the Ba.65’s two-seat configuration was too heavy. This, combined with an underpowered engine, were the main reasons for the Ba.65’s poor flight performance. The commission made several modification suggestions which would be implemented in the second Ba.65 production series.
Engine Cowling for the K14Engine Cowling for the A80
The previous K-14 engine was replaced with a stronger 1,000 hp eighteen cylinder Fiat A.80 engine. This resulted in an increase in the overall performance during climbing, take-off and cruising at top speed. The maximum speed with the stronger engine was 430 km/h (270 mph) with an effective range of some 550 km (340 mi ) and a service ceiling of up to 6,300 m ( 20,700 ft). The two engines had different cowling designs. The K-14 had 28 (14 pairs) smaller cylinder covers, and the A.80 had 18 longer cylinder covers. The new improved version is often designated simply as Ba.65 A.80 but, in some sources, it is also called “Ba.65 bis”.
The Ba.65 was also tested with the Piaggio P.XI engine, which was some 100 kg (220 lb) lighter than the K-14. The overall flight performance was improved, but due to the high cost, the proposal that all aircraft should be equipped with this engine was rejected. Additionally, a Pratt and Whitney R-1830 engine was allegedly tested on the Ba.65 (intended for Chinese export), but it is unknown if it was actually installed, or just planned.
Other improvements were made to the A-80 version. The rear machine gun mount was replaced with a new ring mounted machine gun turret. The landing gear was redesigned and improved. Great attention was given to reducing the weight as much as possible. To solve the problem with the overloaded wings, two Handley-Page slats were installed at the wings’ leading edges, which also improved the flight performance. On the tail, additional weighted ballasts were added to help with stability during flight.
Despite these modifications, the newly produced Ba.65 was criticized by pilots who were unhappy with its flying performance. There were also a number of accidents which forced the Air Force to issue special orders in October 1938, according to which it was forbidden to fly unnecessary aerobatics unless it was approved or for training purposes. By April 1939, the Italian Air Force Command, in the hope of finally solving the problems with weight and flight performance, ordered the removal of the rear machine gun position and equipment. In July, additional orders extended this modification to the older Ba.65 K14 versions. Despite these modifications, the Ba.65 never achieved the potential the Air Force High Command hoped for, and the Italians entered the Second World War without a dedicated ground attack aircraft.
Training Version
Small numbers of Ba.65, together with Ba.64 and A.P.1 planes, were used for a short time as trainers at the Foggia Flying School. As the concept of ground assault was abandoned by the Regia Aeronautica in November 1939, all remaining Breda aircraft at this school were scrapped.
In Italian Operational Service
In Italian military service, the Ba.65 saw action in small numbers during the Spanish Civil War, while the only other major engagement was in North Africa. Allegedly, according to author J.W. Thompson, it was also used during the Axis forces attack on the Kingdom of Yugoslavia in April 1941, but this is unlikely as there is no proof to corroborate this.
Pre-War Use
Front view of the Ba.65 (MM 325) prototype aircraft. [warbirdphotographs.com]In June 1936, the Ba.65 (MM.325) prototype was allocated to the 160a Squadriglia (Squadron) stationed near Ciampino for operational use. After the flight testing at Furbara, the first production aircraft was allocated to the 167a Squadriglia. At this time, the Italian Air Force began reforming the “Assalto” (attack) units into the 5a Brigata Aerea, which consisted of 5° and 50° Stormo (regiment) commanded by Colonel Mecozzi himself. At the time of formation, the 5a Brigata Aerea was equipped with older Caproni A.P.1 and Ba.64’s.
Due to slow production of the Ba.65, by 1937 only 20 were available for operational service. In 1938, the newer and improved Ba.65 A.80 version was ready for service. Immediately after sufficient numbers of the A.80 were produced, the 5° and 50° Stormo were reequipped with them and the older K-14 versions were given to 2° Fighter Stormo.
The improved A.80 version, stationed at Lonate Pozzolo. [warbirdphotographs.com]In May 1938, during Adolf Hitler’s visit to Italy, a live strafing exercise was organized at the Furbara airfield with 18 Ba.65 and 7 A.P.1 aircraft. During this exercise, a single Ba.65, piloted by Lieutenant Colonel Savarino, was flight tested with a payload over 1,000 kg (2,500 lbs) of equipment and bombs) of 1,160 kg (2,560 lb). After his first test flight, the pilot noted that it was nearly impossible to fly the fully loaded Ba.65. In a second test, the load was reduced to 900 kg (1,990 lb). This time, the flight was more successful, but the aircraft was still reported as uneasy and unpleasant to fly.
During 1938, there were many flight accidents in which eight pilots lost their lives. This forced the Air Force to ground all Ba.65 from October 1938 to January 1939. Because of this decision, training of all pilots in the ground attack role was reduced, which affected combat readiness. At this time, the order for a further 33 aircraft was put on hold until a final decision was made about the fate of these units and the type of aircraft with which they should be equipped. The introduction of the new Breda Ba.88 (which turned out to be an even more disappointing design) persuaded the Italian Air Force Command to replace the Ba.65 with this aircraft. The 5° Stormo was reequipped with the new Ba.88, while 50° Stormo still operated Ba.65 aircraft in a limited role by early 1939.
A Ba.65 flying above Rome during a training flight. These were part of 5° Stormo. [warbirdsphotographs.com]
In Spain
During the Spanish Civil War, Italy and Germany actively supported Francisco Franco’s fascist forces by sending significant military support which consisted of military equipment like small arms, tanks, aircraft, troops, engineers and trainers. This war would be used as a testing ground for many new military aviation designs, including the Ba.65.
In April 1937, the first group of 13 single seat Ba.65 K-14 arrived in Seville. They were attached to the 65a Squadriglia (Sq) Aviazione Legionaria under the command of Captain Desiderio. This unit’s entry into operational service would be delayed until August 1937. This unit was later relocated to Tudela in order to help fascist forces during the battle of Teruel in late December 1937. During this battle, the 65a Sq, under the new leadership of Captain Fanali, performed large, aggressive sorties against Republican forces. The 65a Sq was also very active during the Republican Ebro offensive in July 1938. The battle ended after 115 days with a Republican defeat, with over 80,000 casualties and the loss of large numbers of planes. The Ba.65s were used during the capture of Barcelona in late January 1939.
As the Spanish Civil War ended, the Ba.65 crews were sent by ship to Italy, with the remaining 11 aircraft given to the new fascist Spanish state. During the war, Italy sent around 23 Ba.65 aircraft, of which half were lost. Only three Ba.65 aircraft were destroyed by enemy action. The Breda was used in several different roles during the war. It performed poorly in the role of interceptor due to its inadequate handling and the slow climb rate. Due to stiff controls, lack of an oxygen mask, and the ensuing physical fatigue of the pilots, high altitude scouting missions were also unsuccessful. The only real success was achieved in the fighter-bomber role.
During the war, the Italian crews added bomb racks under the wings. The bomb load was increased with two 100 kg (220 lbs) bombs which were dropped at an angle of 30-35°. An additional 168 smaller 2 kg (4 lb) fragmentation bombs (carried in the position of the second crew member) could be dropped during the climb. After the bomb load was dropped, the Ba.65 could engage ground targets with its four machine guns (two were heavy machine guns). During the Spanish Civil War the single seat version was mostly used, with the exception of a few missions when a rear observer or specialist was requested.
In Africa
Routine aircraft maintenance was necessary during the North African campaign. This picture was taken near Tobruk in November 1940. [warbirdphotographs.com]Prior to the beginning of the War in Africa against the British, the 50° Stormo was plagued by a general lack of adequate training, poor organization, and bad mechanical condition of the Ba.65 aircraft. By June 1940, the Italians had around 160 Ba.65 aircraft, but only 11 were actually fully operational and could be used for front line service.
The 50° Stormo was moved to Benghazi in Libya. Once there, mechanical problems cropped up as the A.80 proved to be prone to overheating and the desert sand caused significant issues for the engines. In Libya, a series of accidents forced Air Marshal Balbo to order the Ba65 removed from operational frontline service. All Ba.65 were dismantled and were to be sent to Italy, with assault units to be equipped with any available aircraft capable of assault sorties. The only planes fit the role were the Caproni Ca.310, a twin-engined bomber trainer aircraft, which was far from ideal, and the older Fiat CR.32 biplane.
The 50° Stormo (with no Ba.65) was relocated to Sorman airfield near Tripoli in order to provide support to the ground forces during attacks on Tunisia. Due to the rapid British advance, this unit (with only seven Ca.310B) was moved to the T.2 military airfield near Tobruk. The Ca.310B proved to be inadequate for the task, and after only two bombing attacks on the British armored columns in June, they were removed from these units. Due to this, the Italian Air Force commander in North Africa, General Porro, was forced to order the return of all available Ba.65 planes to operational service.
The A.80 version, possibly somewhere in North Africa. [warbirdphotographs.com]They were to be relocated from Benghazi to the T.2 airfield as soon as possible. Besides the 50° Stormo, the Ba.65 would be supplied to 12° (150th and 160th Squadrons) and 16° (167th and 168th Squadrons) Gruppo (Group). The 12° Gruppo saw heavy action and high attrition rate, and by the end of June only five Breda Ba.65 and five Fiat CR.32 were operational. In July, the 16° Gruppo arrived at T.2 airfield equipped with the CR.32 and a few older Ba.65 K-14 collected from Italy. These units achieved great success when attacking the British forces near Sidi Rezegh (25-27 July 1940), inflicting heavy damage. In August, six Ba.65 A.80 (with fighter cover of unknown type and numbers) attacked a British supply depot but were intercepted by British Gladiators. The engagement ended with three lost Gladiators, but the Italian losses (if any) are unknown. During General Graziani’s short offensive action toward Sidi Barrani in September, all Ba.65 equipped units were active. By the end of the Italian offensive, only 10 Ba.65 and 18 CR.32 were still operational.
On 18th October, a formation of six Ba.65 and seven CR.32 managed to attack a British airfield far behind the front line, in Egypt at Siwa Oasis. This air raid was repeated on 7th November 1940, with six Ba.65 and eighteen CR.32. Bombing actions continued throughout November. By the end of the month, the 12° Gruppo was sent to the rear for rest, recreation, and aircraft overhauls. At the same time, the British launched Operation Compass, which eventually led the attacking Italian Army to collapse. The 12° and 16° Gruppo were allocated to the A.3 airfield near Amseat.
In early December, Britain’s 7th Armoured Division under the command of General O’Connor managed to break the Italian line of defense and began racing to the west. The 50° Stormo, along with all its planes, was dispatched to stop British armored attacks. This attempt failed and the unit lost all its aircraft. The same fate was met by the 16° Gruppo, which was evacuated to Italy on 2nd January 1941, without any operational aircraft. The 12° Gruppo lost most of its aircraft in January and, by the 14th of February, it also was relocated to Italy. With its departure, the Ba.65’s combat service ended.
In Foreign Service
After World War I, Italy became known around the world for the production and export of aircraft, especially during the thirties. This was mostly achieved due to a successful commercial strategy in the international aviation market. Despite the Ba.65 being an unsuccessful design, several countries showed interest in buying this type of aircraft, but their use was very limited. These include Iraq, China, Portugal and Chile. Italians also presented the Ba.65 to the Kingdom of Yugoslavia, but nothing came from this.
In Iraqi service
Iraq was under the great political and military influence of Great Britain, which meant that they were more or less forced to accept any British Foreign Office decision, including the acquisition of weapons. For a long time, the Iraqis wanted to break away from British influence, or at least reduce it. For this reason, the Iraqi Air Force Chief of Staff Colonel Jewad visited Italy in 1937, in the hopes of concluding a contract for the purchase of new aircraft types which would be used to equip the Iraqi Air Force. During the negotiation with the Italian Aeronautical Export Committee (AEROCONS) in 1938, it was agreed that Iraq would buy 15 (25 according to David M.) Breda Ba.65 aircraft, two of which were the dual control version. In addition, 25 A.80 engines were also bought. All combat aircraft were two-seaters, equipped with the rear mounted Breda turret.
These aircraft were shipped and disassembled into smaller parts, arriving by ship in Iraq. Along with them, a group of Breda engineers under the leadership of Lieutenant Guza, were sent to help with assembly. The transportation process was slow due to the long distance, and the need to test each aircraft after assembly meant that these planes could not enter operational service before November 1938. After this, the process of training the Iraqi pilots began. The Iraqis did not have any problems adapting to the Ba.65 and only one accident was recorded with the loss of the pilot’s life. In May, Guza and his team returned to Italy, with a positive report about the Ba.65 in Iraqi service.
In 1941, there was an uprising led by Rashid Ali, who, with the promise of Axis support, began preparations to expel the British Forces from Iraq. During the Anglo–Iraqi War in May of 1941, all Ba.65s were allocated to the 5th Squadron. This unit saw action against the British forces, but after several attacks only two were left operational. The Italians sent a CR.42 squadron to help the Iraqis but it arrived too late to change the war’s outcome. This unit, seeing the poor Iraqi situation, returned home after a short time. The fate of the surviving Ba.65s is unknown.
Production Attempts in China
For some time, the Italians were trying to negotiate with Chinese authorities about opening an aviation production factory in China. After initial negotiations in June 1934, the Chinese signed a contract with the Aeronautico Italiano per la China (Aerocina). This company was owned by the Italian Government in conjunction with Caproni, Breda, Fiat and SIAI. According to this contract, the Italians were to build the SINAW (Sino-Italian National Aircraft Works) factory in Nanchang. With this agreement, the Italians were to provide tooling, parts, and machines necessary for the factory to work. The head of the soon-to-be factory was the Italian Luigi Acampora and the Director was General Chu Lin. The production of the first operational aircraft was to begin from July 1937 and all Italian personnel were to return to Italy after five years of cooperation.
SINAW officially started production in November 1936 with six Savoia-Marchetti SM.81B bombers. Future plans included local assembly of 30 Breda Ba.65s and 50 Fiat G.50s. Immediately after the start of the Italian-Chinese corporation, there was a disagreement about the assembly of the Ba.65. The Chinese officials insisted that it should be powered by the Pratt and Whitney R-1830 engine in place of the Italian K-14. The Italians were against this, but there was a compromise to equip them with the stronger A.80 engines. Despite this, the Chinese later on insisted on the Pratt and Whitney engines which led to delays in the realization of the project.
The factory was slightly damaged during the Japanese bombing action of Nanchang on the 20th of October, 1937. By November, the Italian Government made a decision to discontinue any further cooperation, and stopped all further deliveries of equipment and materials. This was done mostly due to Japanese military actions, and poor relations with the Chinese side. By early December 1937, all Italian personnel returned home, and the deal with the Chinese was abandoned without a single Ba.65 being built.
In Chilean Service
Rear view of a Chilean Ba.65. Chile bought 17 single-seaters and 3 dual control training versions in 1938. These were powered by the Piaggio P.XI engine instead of the weaker K-14 and armed with 12.7 mm Madsen type heavy machine guns. [warbirdphotographs.com]In the summer of 1937 representatives of the Chilean Air Force force were sent to Italy to begin negotiations for the purchase of several different Italian aircraft designs. These negotiations were successfully completed, and a purchase was arranged for nine Nardi 305 trainers and seventeen single engine and three dual control training versions of the Ba.65. These were to be powered by Piaggio P.XI engines instead of the K-14. Also, the Chileans demanded that the 12.7 mm (0.5 in) Breda SAFAT heavy machine guns be replaced with Madsen machine guns of the same caliber. Due to these changes and the long voyage to Chile, the Bredas reached their destination on 14th December, 1938. The aircraft were stationed at El Bosque airfield, awaiting the training of the pilots to begin, but due to many delays this only began in March 1939. During these training flights, there were two accidents due to pilot errors. The Chilean Air Force was under great pressure from the press about the quality of these planes, which eventually led to the suspension of any further flights of the Breda. These accidents were caused mostly due to the poor quality of pilot training. Not willing to admit their mistake, the Chilean Air Force began negotiation with the Italians to exchange the Ba.65 with the CR.32. But the negotiations were delayed and were never resolved as the war in Europe broke out. The Ba.65 would be used up to the end of 1941, when the last flight was recorded. These would be replaced with more modern American planes later on.
In Portuguese Service
In January 1937, the Portuguese showed interest in the Ba.65. After some negotiations, the Portuguese Air Force ordered 10 Ba.65 A.80, some of which were equipped with the Breda M turret. The inexperienced Portuguese pilots were to be sent to Italy for extended flight training.
The Ba.65 would be used in the coming year, but due to the lack of resources and maintenance, the Portuguese had problems keeping them in working condition. In February 1941 a heavy storm caused the hangar that all the Bredas were stored in to collapse. As all were damaged beyond repair, the Portuguese Air Force ordered them to be scrapped.
Production and Modifications
Besides the prototype, serial production of the Ba.65 began in 1936, with an initial production run of around 81 (MM 75091-75161) being produced by Breda. The second and the last production series was completed by July 1939. In the second series, Breda produced an additional 80 with an additional 57 built by Caproni. The total production run was 218 operational aircraft, in addition to the single prototype. Of the total produced, around 60 were sold to Iraq, Chile and Portugal.
Only one major modification to the original aircraft was ever made on the Ba.65, as it was used for only a short time.
Ba.65 – Prototype
Ba.65 K-14– Single and two seat versions
Ba.65 A.80 – Single and two seat versions
Ba.65 Trainer Version – Small numbers were used as training aircraft for a short time before being scrapped
Ba.65 P.XI – One aircraft was tested with the 1.000 hp Piaggio P.XI engine, but was not adopted for service.
Operators
Italy – Operated less than 160 Breda Ba.65 in total.
Iraq – Bought around 15 A.80 aircraft, of these two were modified as dual control trainers.
China –There were negotiations with Italy to domestically assemble thirty Ba.65s, but this was never achieved.
Fascist Spain – Used all surviving Ba.65s left by the Italians after the end of the Civil War.
Chile – Bought some 17 single-seaters and 3 dual control training version in 1938. These were powered by Piaggio P.XI engines and armed with 0.5 in (12.7 mm) Madsen type heavy machine guns.
Portugal – Bought 10 mostly two-seat versions, while some were equipped with the Breda M turret.
Breda Ba.65 A.80 Specifications
(Single Seat Version)
Wingspan
39 ft / 11.9 m
Height
10 ft 2 in / 3.10 m
Length
32 ft 4 in / 9.9 m
Wing Area
252.96 ft² / 23.50 m²
Engine
One 1,000 hp (746 kW) Fiat A.80 RC.41 18-cylinder radial piston engine.
Empty Weight
5,510 lb / 2,500 kg
Maximum Takeoff Weight
6,950 lb / 3,150 kg
Fuel Capacity
650 + 370l
Maximum Speed
267 mph / 430 km/h
Cruising Speed
220 mph / 350 km/h
Range
340 mi / 550 km
Maximum Service Ceiling
20,670 ft / 6,300 m
Crew
1 Pilot
Armament
Two 0.5 in (12.7 mm) Breda-SAFAT heavy machine guns and two 0.311 in (7.7mm) Breda-SAFAT machine guns.
Four 110 lbs (50 kg) or 220 lbs (100 kg) bombs
168 smaller 4 lb (2 kg) bombs
Additional two 220 lbs (100 kg) bombs carried under the wings
Gallery
Ba.65 during the Spanish Civil WarBa.65 from 2° Stormo 1938Ba.65 from 5° StormoBa.65 from the 2° Stormo
Credits
Article by Marko P.
Edited by Stan L. & Ed J.
Illustrations by Pavel
D. Monday (1984, 2006), The Hamlyn Concise Guide To Axis Aircraft of World War II, Aerospace Publishing
G. Garello (1997), Breda Ba 65, La Bancarella Aeronautica – Torino
D. Nešić (2008) Naoružanje Drugog Svetsko Rata-Italija,, Tampoprint S.C.G. Beograd.
Italy (1940)
