Tag Archives: Fascist Italy

Fiat G.50 In Finnish Service 

Finland, , , , , , , , , , , ,

Finnish flag Finland (1940-1944)
 Fighter – Number operated: 35

In late 1939, the rapid expansion of the Soviet Union in Eastern Europe caused great alarm in Finland. As a politically isolated nation with limited funds, Finland struggled to equip its military for a potential war with the Soviets. Despite the challenges they faced, they achieved some limited success in finding the equipment they needed. While the Finnish armed forces lacked for many modern weapons, they possessed a small number of advanced fighter aircraft, though not enough in the face of a Soviet invasion. To address this, they approached the Kingdom of Italy and acquired 35 Fiat G.50 Freccia fighters. While the G.50 was not an exceptional fighter in terms of overall performance, it was sufficient for the Finnish Air Forces and remained in frontline service until 1944.

The Fiat F.50 in Finnish service. Source: https://en.wikipedia.org/wiki/Fiat_G.50_Freccia

Finland’s Early Struggle to Survive 

Following the collapse of the Russian Empire, and the subsequent Civil War, Finland emerged as an independent state. While it did not have great relations with the neighboring Soviet Union, Finland’s first two decades of independent existence proved to be mostly peaceful. This changed drastically on 27th August 1939, when a secret meeting between German Foreign Minister Joachim von Ribbentrop and Soviet Foreign Minister Vyacheslav Molotov resulted in the Molotov-Ribbentrop Pact. This non-aggression pact had secret protocols dividing Eastern Europe into spheres of influence, which directly affected Finland. As part of the agreement,  Germany agreed to let the Soviets occupy former territories that had belonged to the Russian Empire. By September, the Soviets were in the process of occupying the Baltic states under the pretext of defending against a possible German attack. These countries were mostly too small to offer any real resistance to the Soviet demands.

Fearing a potential war with the rapidly expanding Soviet Union, Finnish military officials sought to acquire as many weapons and as much material as possible, including aircraft. As part of this, a delegation was dispatched to Italy. This delegation visited Turin in 1939, where new G.50 fighter was being tested. The Finnish representatives were impressed with the aircraft’s performance and promptly placed an order for 35 brand-new G.50s.

In November 1939, while testing the G.50’s capabilities, Finnish pilot Tapani Harmaja took a sharp dive from an altitude of over 3.5 km, reaching a remarkable speed of 830 km/h during his descent. Ironically, this was the highest speed achieved by any Italian aircraft up to that date.

Purchasing the 35 aircraft was the easy part; transporting them to Finland proved to be a much more challenging task. By then, the Second World War had already begun in Europe with the German invasion of Poland. With limited options, the aircraft were disassembled into smaller parts and transported by train to northern Germany. From there, they were loaded onto ships bound for neutral Sweden. Due to various delays, the first aircraft was not fully assembled until mid-December 1939, and the last of the 35 ordered fighters did not arrive in Finland until June 1940.

In the hope of acquiring more modern fighters Finland purchased 35 new Fiat G.50 fighters from Italy. Source:  airpages.ru

The Fiat G.50, a Brief History

During the 1930s, the Italian Ministry of Aviation (Ministero dell’aeronautica) was interested in adopting a new, all-metal monoplane fighter and ground-attack aircraft for the Italian Air Force (Regia Aeronautica). In April of 1935, engineer Giuseppe Gabrielli began working on a new low-wing, all-metal aircraft designated G.50. On 28th September 1935, Gabrielli submitted his project to the Ministry of Aviation. Military officials were impressed by the design and ordered him to proceed with his work. As Fiat’s production capacities were overburdened, work on this new project was instead moved to the Costruzioni Meccaniche Aeronautiche (CMASA) works at the Marina di Pisa, which had been a part of Fiat since 1931. By 1936, Giuseppe Gabrielli had completed his last drawings and the list of needed materials and equipment in.

The prototype was completed in early 1937 and was transported to the city of Turin for further testing. The prototype, under registration number MM 334, made its first test flight on 26 February 1937. Once accepted for service, the Fiat G.50 would become the first Italian all-metal monoplane fighter. Between 1938 to 1943, some 774 to 791 G. 50s would be built. These saw combat service starting from 1938 in the Spanish Civil War, until 1943 when the few surviving aircraft were reassigned to secondary roles.

G.50s flying in formation with a German Bf-110, possibly during the Battle of Britain Source; Wikipedia

In Finnish Service

While the G.50 proved to be a fairly modern fighter, they arrived too late and in too few numbers to have any real impact in the Winter War. The Soviet Union then demanded territorial concessions from Finland, particularly the lease of the Karelian Isthmus and other areas near Leningrad. The Finns were reluctant to comply, leading to unsuccessful negotiations. When diplomatic negotiations failed, the Soviet Union launched a military offensive against Finland on 30 November 1939. Despite being outnumbered and outgunned, the Finnish military, with their knowledge of the terrain and effective guerrilla tactics, inflicted significant casualties on the Soviet forces. The harsh winter conditions also worked to Finland’s advantage.

With the gradual arrival of the G.50, these aircraft were assigned to the  Lentolaivue 26, or shortened, LeLv 26 (REng. 26th Fighter Wing). This unit was based at Haukkajärvi. Although the G.50s arrived late, they still saw significant action. Between February and March 1940, Finnish pilots flying these aircraft managed to shoot down 11 Soviet planes, losing only one of their own.

There is some disagreement among sources and authors regarding the use of the Fiat G.50 during the Winter War. According to P. Vergnano (Fiat G.50), the aircraft was deployed in this conflict. However, other authors, such as G. Cattaneo (The Fiat G.50), state that 14 aircraft reached Finland by February 1940, and were assigned to the 26th Fighter Wing, but they did not see action until after March 1940. D. Monday (The Hamlyn Concise Guide to Axis Aircraft of World War II), simply mentions that they arrived too late to participate in the Winter War.

Despite the Finns’ valiant resistance, they were eventually forced into peace negotiations with the Soviets. The war concluded with the signing of the Treaty of Moscow on 12th March 1940. Though brief, the conflict was costly for both sides, and Finland was compelled to cede roughly 10% of its territory to the Soviet Union, including the Karelian Isthmus. Finnish military officials, however, recognized the need to prepare for future conflicts.

Camouflage And Marking

Initially, the G.50 would use camouflage of Italian origin, featuring a combination of green, brown, and sand backgrounds. In 1941, at the insistence of the Germans, the original Italian camouflage colors would remain unchanged for the Finnish planes. However, the Italian paint was prone to peeling, so ground crews used whatever was available to repair the damage. After 1942, most aircraft were repainted with Finnish camouflage colors, such as black, olive green, and light blue.

The first aircraft that arrived in Finland was designated with the code SA-1. This was later changed to FA-1 (up to FA-35) in late January 1940, with the capital ‘F’ standing for Fiat.

The standard Finnish Insignia was a Hakaristi cross, commonly referred to as a swastika, on either side of the fuselage. The Finnish Hakaristi is often conflated with the swastika used by Nazi Germany, however, the Hakaristi was not derived from the German swastika and had been used in Finland since 1918, drawing from much older cultural use. The Hakaristi markings were blue with a round shape and a white background.

Additionally, commanding fighters often had large numbers painted on their tails. The first squadron fighter leader’s aircraft had a light blue number, followed by a black number with yellow trim for the second, and a yellow number for the third. After 1942, the light blue color was replaced by a simpler white.

The first G.50 (initially marked as SA-1 later changed to FA-1) reached Finland. This aircraft used for initial testing and crew training. Source: en.topwar.ru
The standard Finnish roundel was a Hakaristi cross which as painted on the fuselage sides. Source: ww2aircraft.net
The first squadron fighter leader’s aircraft had a light blue number, followed by a black number with yellow trim for the second, and a yellow number for the third. After 1942, the light blue color was replaced by a simpler white. Source: ww2aircraft.net

Continuation War 

While not fully aligned with Nazi Germany, Finland did allow the Wehrmacht access to Northern Finland. Finland later signed the Anti-Comintern Pact, which was initially an anti-communist pact between Germany and Japan, with other minor nations signing throughout the war. Prior to this, relations had already been previously established, which was convenient for both nations, as Germany could stage their military in Lapland, and other areas of Finland, for Operation Barbarossa. In turn, Finland would be granted the military assistance they needed. However, this ended all support, both material and political, from the Western Allies. On the 22nd of June 1941, Germany’s invasion of the Soviet Union began, assisted by some Finnish forces. Three days later, the Soviets staged air raids against nearby Finnish cities, thus beginning the Continuation War. Finland never sought to gain any additional territory from the conflict, only to regain control of what was initially lost during the Winter War.

Just before the outbreak of the Continuation War, the Finns observed that the newly arrived G.50 aircraft were somewhat ill-suited for operating in the harsh Northern climate. This was not entirely unexpected, as the aircraft had been designed in Italy, a much warmer region, and the designers had not anticipated the need for the G.50 to function in colder parts of the world. In response, the Finnish Army attempted to modify the G.50 to enhance its effectiveness in these conditions.

The G.50s that the Finns received were from the first production series, which featured enclosed cockpits. This design element was not well received by Finnish pilots, leading to the replacement of the enclosed cockpits with open ones. Additionally, the aircraft’s variable-pitch propeller mechanism had a tendency to freeze in low temperatures, risking critical component failure. To address this issue, the Finns turned to Sweden for assistance, importing Swedish propeller spinners that were better suited for cold climates. These spinners were originally used on Swedish-imported CR.42 and J11 biplanes, which had faced similar issues.

Further modifications included replacing the original G.50 fins and rudders with improved versions. Finnish engineers also experimented with the installation of landing skis for use in snowy conditions.

To avoid freezing of some parts of the propellers, Finish engineers added a new Swedish propeller spinner, as seen here. Source: P. Verganano Fiat G.50

When the war resumed, the 26th Fighter Wing, stationed at an airfield near Utti, was tasked with defending the area around Lake Ladoga, where they saw the bulk of their action. From the outset, Finnish pilots operating the G.50 achieved remarkable success. On the first day of the conflict, the six G.50s managed to shoot down ten Soviet bombers without suffering any losses. One pilot, Oiva Tuominen, alone shot down four of these bombers within a matter of minutes. Tuominen would go on to become one of Finland’s top fighter aces, credited with a total of 23 air victories (though some sources claim 33 or even 43), with around 15 of these achieved while flying the G.50. For his service, he was awarded the Mannerheim Cross, Finland’s highest military decoration at the time. In 1941, following the German invasion, the number of Soviet aircraft on this front sharply declined.

In late August 1941, they successfully shot down nine Soviet fighters. By the end of the war, pilots of the 26th Fighter Wing had achieved approximately 88 air victories, with the loss of 11 G.50 aircraft. Of these, only two were downed by Soviet fighters, one was lost to anti-aircraft fire, and eight were lost due to accidents or mechanical failures.

By 1943, the introduction of newer Soviet fighter models and better-trained pilots forced the Finnish Air Force primarily into a defensive role. At this point, the G.50 was clearly obsolete as a frontline fighter, but due to a lack of alternatives, it remained in service until 1944. After May 1944, the surviving aircraft were withdrawn and relegated to secondary roles, such as training. However, by the end of the war, several operational G.50 fighters remained in use, with some continuing to serve until 1947.

Technical characteristics

The G.50 was a single-seat, low-wing, all-metal fighter plane. The fuselage was made from four angular longerons. The wing construction consisted of a center section which was made of a steel tube connected to the lower fuselage and two metal spars connected with ribs. The fuselage, wing, and tail were covered with duralumin sheets. The only fabric-covered parts of the aircraft were the movable control surfaces in the wings and the tail. The G.50 was powered by the 840 hp (626 kW) Fiat A 74 RC 38, a 14-cylinder radial piston engine, which drove an all-metal three-blade propeller produced by Fiat.

The G.50 was equipped, like most modern aircraft of the time, with inward retracting landing gear, but the rear tail wheel was fixed. In later improved versions, the rear tail wheel was changed to a retractable type as well.

The armament consisted of two forward-firing 12.7mm Breda-SAFAT heavy machine guns, with 150 rounds of ammunition for each gun. The guns were placed behind the upper engine cowl and were synchronized in order not to damage the propeller.

In Finnish service, these aircraft received several modifications as mentioned earlier. This included an open pilot cockpit, enlarged tail control surfaces, and propeller spinners which protected the variable pitch mechanism from the cold climate.

The Finnish version could be easily identified by the open cockpit and the use of an engine spinner, Source: www.militaryimages.net

Conclusion

The acquisition of the Fiat G.50 provided Finnish pilots with a more modern fighter aircraft. While the design was not exceptional from the start, the Finns managed to put it to good use, achieving relatively good success against the Soviet Air Force. The G.50 remained in service well into the later stages of the war.

Specification G.50 Fighter
Wingspan 35 ft 11 in / 10.9 m
Length 26 ft  3 in / 8 m
Height 10 ft 7 in / 3.28 m
Wing Area 196.5 ft² / 18.25 m²
Engine One 840 hp (626 kW) Fiat A.74 RC.38, 14 cylinder radial piston
Empty Weight 4,353 lbs / 1,975 kg
Maximum Takeoff Weight 5,324 lbs / 2,415 kg
Fuel Capacity 316 l
Maximum Speed 292 mph / 470 km/h
Range 267 mi / 445 km
Maximum Service Ceiling 35,100 ft (10,700 m)
Climb speed Climb to 19,700 ft (6,000 m) in 7 minutes and 30 seconds
Crew One pilot
Armament
  • Two 12.7 mm Breda-SAFAT heavy machine guns

Illustration

Credits

  • Article written by Marko P.
  • Edited by  Henry H.
  • Illustration by Haryo Panji

Sources 

  • V. Nenye (2016) Finland At War  The Continuation And Lapland Wars 1941-45, Osprey Publishing
  • V. Nenye (2015) Finland At War The Winter War, Osprey Publishing
  • P. Jowett and B. Snodgrass (2006) Finland At War 1939-45, Osprey Publishing
  • D. Nesic (2008)  Naoružanje Drugog Svetsko Rata-Italija. Beograd
  • C. Shores (1979) Regia Aeronautica Vol. I, Signal publication.
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books.
  • V. Nenye (2016) Finland At War The Continuation And Lapland Wars 1941-45, Osprey Publishing
  • V. Nenye (2015) Finland At War The Winter War, Osprey Publishing
  • P. Jowett and B. Snodgrass (2006) Finland At War 1939-45, Osprey Publishing
  • P. Verganano (1997)  Fiat G.50, La Bancarella Aeronautica
  • A, Brioschi (2000) I Colori Del Fiat G.50, La Bancarella Aeronautica
  • G. Cattaneo The Fiat G.50, Profile Publication

 

Dewoitine D.520 in Regia Aeronautica Service 

Italy, WW2, , , , ,

italian flag Kingdom of Italy/Italian Social Republic  (1941-1945)
Fighter – Approximately 60 Airframes Received

The Dewoitine D.520 was an advanced French fighter aircraft of the Second World War, which had been employed in large numbers during the Battle of France. After the French Campaign, the German forces captured dozens of Dewoitine D.520s in working order, of which 60 were delivered to the Italian Regia Aeronautica (Royal Air Force) in two separate batches of 30 planes.

Leftovers

Of those, some were never retrieved from the French airports they were left at, and others were disassembled, and cannibalized for spare parts. For these reasons, and the absence of data in Italian official documents, many of their stories have been lost to time.

Prior to being supplied any D.520 by the Luftwaffe, the Italian Regio Esercito (Royal Army) had captured about 30 Dewoitine D.520s during its involvement in the Battle of France. These were almost immediately delivered to the Regia Aeronautica. According to the official documentation, the first three specimens were assigned to 2° Stormo Caccia (Eng: 2nd Fighter Wing), even if it is not clear when they were delivered and to which squadron.

Regia Aeronautica D.520 of an unidentified squadron. The planes have by this point received Italian markings, such as the cross and the white band, but the base camouflage appears to remain the one featured on the original French planes, with the exception of the red propeller hub. Source: Pinterest

The command of the 2° Stormo was based at the Turin-Mirafiori airport after the 20th of January 1941, with 68 pilots and 119 mechanics, a total of 12 FIAT C.R. 42, and waiting for the new Macchi M.C. 202. For two months, they defended the largest industrial centers in northern Italy, such as Turin, Milan, Genoa, and Savona. At the end of February, the first Macchi M.C. 200 and some CR 42s arrived, bringing the department’s equipment to 62 MC 200s and 22 CR 42s, but with no mention of the Dewoitines.

There appear to have been three D.520s available. Due to a lack of spare parts and 20 mm ammunition (the Hispano-Suiza did not fire the same 20 mm cartridges produced in Italy), these were rarely used by pilots, except for training to fight against the French aircraft.

A Regia Aeronautica D.520. This picture is referred to as having been taken either in France, before the aircraft was transferred to Italy, or on an airfield in Southern Italy. Source: Pinterest

The remaining Dewoitines captured by Italy were kept at the airports of Montélimar, Orange, Istres, and Aix-en-Provence, and at the Toulouse factory until the beginning of 1943, when some Italian pilots, including Pilot Sergeant Luigi Gorrini (19 kills and 9 probable) had the task of transferring them to Italy.

Of these new D.520s taken over by the Regia Aeronautica, 8 went to equip the 22° Gruppo Autonomo Caccia Terrestre (22nd Autonomous Terrestrial Fighter Group) in late February 1943 at the airport of Capodichino. The French aircraft were deployed alongside the Macchi M.C. 202, the Reggiane Re. 2001, and some pre-series Reggiane Re. 2005. These aircraft were used to intercept the American B-24 bombers which increasingly hit the city of Naples.

The Dewoitine proved to be very efficient in this task, managing to damage several bombers, often causing the bombers to abort their missions. They were helped by their powerful 20 mm cannon, which at the time had no equivalent on the Italian fighters of the unit (except for the Re. 2005). This is not particularly surprising, as the cannon firing through the propeller hub, a feature of the D.520, and in general most French fighters of the era, was found to be highly accurate in most situations, though limited by a magazine of only 60 rounds. The Italian planes, such as the Macchis and the FIATs, were less precise, but had increased magazines that guaranteed the possibility to commit to several attacks.

On March 1st, 1943, Major Vittorio Minguzzi, commander of the 22° Gruppo Autonomo Caccia Terrestre, and a Reggiane Re. 2005 veteran, shot down a B-24 in the middle of a  bombing run over Naples with a D.520. This kill, considered probable for a long time until the discovery of the bomber’s wreck, was the first recorded victory by a D.520 of the Regia Aeronautica, even if it is likely some Allied aircraft had already fallen victim to Italian D.520s in the previous weeks.

Details of the nose of a D.520 during the plane’s showcase to General Mazzucco, 19th of May 1943. Source: Pinterest

On 19th May 1943 in Littoria, the 371ª Squadriglia Caccia Terrestri (371th Terrestrial Fighter Squadron) officially presented the French fighter to General Renato Mazzucco, commander of the 3ª Divisione Aerea (3rd Air Division), who had come to visit their airbase. This confirms that the 371ª Squadriglia Caccia Terrestri also had a certain number of Dewoitines in service.

On 21st May 1943, the Regia Aeronautica delivered 39 Lioré et Olivier LeO 451 bombers previously captured in the SNCASE factory in Lyon’s Ambérieu-en-Bugey to the Luftwaffe in exchange for the delivery of 30 French Dewoitine D.520s captured by the Germans and apparently never used after the French surrender.

Apparently, these aircraft were delivered without ammunition, without any spare parts, and with evident damage to the weapons and equipment on board. It is supposed this damage was sabotage performed by French pilots, before their aircraft fell into Axis hands during the Battle of France.

After Italian mechanics disassembled some of them to cannibalize the spare parts, these Dewoitines were supplied to the 161° Gruppo Autonomo Caccia Terrestre (161st Autonomous Terrestrial Fighter Group) based at several airports in southern Italy. The numbers are not known, but they were used by the 163a Squadriglia Caccia Terrestri (163rd Terrestrial Fighter Squadron) in Grottaglie, 162a Squadriglia Caccia Terrestri (162nd Terrestrial Fighter Squadron)  in Crotone, and 164a Squadriglia Caccia Terrestri (164th Terrestrial Fighter Squadron)  in Reggio Calabria together with a force of Italian fighters.

Other units that used the D.520 were the 355a Squadriglia (355th Squadron)  and the 370a Squadriglia (370th Squadron), with both units receiving three each, under the 24° Gruppo Autonomo Caccia Terrestre (24th Autonomous Terrestrial Fighter Group).

The 232a Squadriglia Caccia (232nd Fighter Squadron) of the 59° Gruppo Bombardamento Terrestre (59th Terrestrial Bombardment Group) received an unknown number of D.520s for escort duties alongside Savoia Marchetti S.M. 79 three-engine bombers. An unspecified number were used by the 167º Gruppo Autonomo Intercettori (167th Autonomous Interceptor Group) based in Guidonia with the specific task of defending the city from bombers. It is also known that  D.520s were used by the 60° Gruppo Bombardamento Terrestre (60th Terrestrial Bombardment Group), and the 13° Gruppo Caccia (13th Fighter Group), the latter being stationed at the Arena Metano Airport near Pisa.

According to official records, on July 31st, 1943, the Regia Aeronautica still had 47 Dewoitine D.520s in service, which were used mostly in the role of bomber interceptors.

In the confusion that followed after the armistice of 8th September 1943, the departments of the Royal Italian Army parted ways. Some, continuing to fight for the Axis, became part of the Aeronautica Nazionale Repubblicana or ANR (Republican National Air Force). The Aeronautica Cobelligerante Italiana (Italian Co-belligerent Air Force) fought for the Allies, but did not use the D.520.

Many Dewoitines were destroyed by pilots and mechanics, or were captured by the Germans, who re-used them in the Luftwaffe.

The ANR took possession of three D.520s previously in service with the 24° Gruppo Autonomo Caccia Terrestre. These three aircraft were assigned to the recently established 101º Gruppo autonomo caccia (101st Autonomous Fighter Group) in Turin-Mirafiori for training tasks with Macchi M.C. 200 and FIAT C.R. 42 and, disbanded some time later, without ever taking part in combat.

Italian Evaluation 

The Italian judgment of the Dewoitine D.520 was not entirely positive for two reasons. The first is to be found in a nationalist perspective, which gave a negative perception for the foreign D.520. Secondly, pilots such as the ace Luigi Gorrini, who had the opportunity to test it in simulated combat against other fighters, did not consider it agile enough compared to contemporary aircraft, such as the Macchi M.C. 200. Italian pilots considered the D.520 inferior to the Macchi in all areas except armament.

However, the spacious cockpit, the very efficient communication system (when not tampered with), and the 20 mm cannon were praised. These would only be introduced on Italian aircraft starting from 1943. Against US bombers, the guns made a marked difference even if the little ammunition on board was often a limiting factor. The same had been found by French pilots during the campaign of France, who often had to rely on the machine-guns if the mission went on for too long; this was more of an issue against the more robust bombers which were being fielded by 1943.

Italian camouflage and markings 

The typical camouflage used on the Italian planes was similar to the original French one. The coat of arms of the French Air Force was covered with new layers of paint, adding a band on both sides of the wings and one on the fuselage with white paint. The Croce di Savoia was painted on the rudder, a distinctive symbol of Italian aircraft since June 1940. An interesting note is that the Croce di Savoia on the Dewoitines was painted without the coat of arms of the Italian royal family.

A Dewoitine D. 520 of the 24° Gruppo Autonomo Caccia Terrestre with its distinctive coat of arms. Olbia, Sardinia 1943. Source: Pinterest

At least one specimen was painted in an aluminum color (since the photo is in black and white, for a long time, it was believed to be in Olive Green). It had the typical coat of arms of Italian fighters, the Fasci Littori, on the sides of the cockpit and the ‘Fasci Littori Alari’ symbol of the Regia Aeronautica on the wings. This unique example was painted on the occasion of General Mazzucco’s visit to Guidonia.

The 59° Gruppo Bombardamento Terrestre aircraft received the standard camouflage used in North Africa by the Royal Italian Air Force, khaki with dark green spots. These D. 520s were painted with the Savoia royal family coat of arms.

The ANR specimens were painted in light gray with dark gray spots, a tricolor on the fuselage and rudder and the ‘Fasci Littori Alari’ on the wings. According to evidence, at least one specimen remained in the classic French camouflage, perhaps being repainted into the ANR camouflage at a later time.

Conclusions 

Despite the little information on the operational history of the Dewoitine D.520s in Italian service, we can suppose that it was appreciated by the Italian pilots, even for their rancor against all aircraft of foreign origin. The limited numbers received and deployed by the Italian units did not permit a great service of these French aircraft by the Regia Aeronautica. For much of their service, these planes were held at airports for maintenance.

Dewoitine D.520C-1 specifications
Wingspan 10.18 m
Length 8.75 m
Height 2.55 m
Wing Area 16 m²
Engine Hispano-Suiza 12Y-45
Power at Critical Altitude 935 hp at 4,200 m
Max RPM 2,400 RRM
Propeller Three-bladed Ratier or Chauvière (3 m diameter)
Empty Weight 2,050 kg
Maximum Takeoff Weight 2,740 kg
Wing Load 195 kg/m²
Fuel Capacity 400 liters standard

640 liters with wing fuel tanks
Time to Altitude 4,000 m in 5’13”

6,000 m in 7’57”

8,000 m in 13’24”
Maximum Speed 425 km/h at sea level

535 km/h at 6,750 m
Cruising Speed 400 km/h
Stall Speed 125 km/h
Range Around 900 km with a standard fuel load

1,500 km at max fuel load (equipped w/ wing tanks)
Maximum Service Ceiling 11,000 m /
Crew 1 Pilot
Armament 20 mm HS-404 firing through the propeller hub with 60 rounds

4x MAC34M39 machine guns with 675 rounds per gun in the wings
Number Completed 60 officially delivered to Regia Aeronautica unknown used in active service

Illustrations

Credits

  • Written by Arturo Giusti
  • Edited by Henry H.
  • Illustrations by Oussama Mohamed “Godzilla”

Sources

 

Re.2000 (J20) In Swedish Service

Sweden, Uncategorized, WW2, , , , , , ,

sweden flag Sweden (1941)
Fighter – 60 Aircraft

To protect their airspace as the Second World war ravaged Europe, Sweden wanted to acquire more modern fighters. Initially, they purchased American fighters, but the few they could order  were insufficient and would be soon out of date. Luckily for Sweden,  Italy was in short supply of vital metal ore, so it was that the Swedish Air Force managed to acquire 60 Re.2000 fighters. These were immediately put to service and proved to be the best fighters that Sweden had in its inventory during the war.

J20 (Re.2000) in Swedish service. Source: www.destinationsjourney.com

History

As the war in Europe broke out in 1939, Sweden tried to use its geopolitical and geographic position to remain neutral. Despite its neutral position, it still needed to acquire weapons and other pieces of military equipment to protect its border in case of any potential attack. Just as the war in Europe started,  Sweden’s military officials purchased 120 P-35 Seversky fighters from the US to strengthen its air force. The first contingent of 60 aircraft reached Sweden in early 1940. The second group never reached Sweden, as the US Government canceled this agreement.

Despite ordering 120 P-35 Seversky fighters only half that number ever reached Sweden. Source: comandosupremo.com

The Swedish Armed Forces, not wanting to be left defenseless against an enemy air force, instead approached the Italians. Luckily for them, the Italians had developed and produced the Re.2000 which was essentially an improved copy of the US P-35. The Swedish government requested the purchase of 60 aircraft of this type. The official agreement was signed on the 28th of November 1940. As payment, Sweden agreed to give the Italians vital ore resources such as chrome and nickel.

Through Italy, Sweden managed to acquire 60 Re.2000 fighter aircraft in 1941. Source:www.destinationsjourney.com

Re.2000 Brief Development History 

In 1938, the development of the Re.2000 by Reggiane began at the request of the Italian Aviation Ministry. The Italian Air Force at that time wanted to introduce more modern, low-wing fighters. By then, several different fighter designs were in various states of development. Reggiane formed a team of engineers with the aim of creating such a fighter, led by the Technical Director Antonio Alessio, and Engineer Roberto Longhi. Due to a lack of time to design an aircraft from the ground up, a solution was made to utilize some elements of the design of the US Seversky P-35. The main reason why the Re.2000 was influenced by this US design was Roberto Longhi. He had spent some time working in the aviation industry in America before returning to Italy in 1936. While the two planes look very similar, there were some differences, like the cockpit, and landing gear. Due to the lack of interest of the Italian Air Force Officials, fewer than 170 aircraft of this type would be produced. Most were exported, and only small quantities of this fighter were ever operated by the Italian Air Force.

 

Italian Re.2000 fighter. Source: www.warbirdphotographs

In Swedish service 

The first Re.2000 reached Sweden in 1941. It was disassembled and then transported by rail through Germany and finally to Sweden. Once there, it was transported to the Swedish Air Force central workshop at Malment to be reassembled, after which the first trial and evaluation flights were carried out in September 1941. Once all 60 arrived, these were allocated to the F 10 Kung. Skanska Flyglottiljen (Eng. Fighter wing) unit. Their primary base of operation was the airfields at Bulltofta and Rinkaby. In Swedish Service, the Re.2000s were renamed to J20. The ‘J’ stands for Jacktplan, meaning a fighter. These received serial numbers from 2301 to 2360. The last two digits of these numbers were painted (in white color) on the aircraft tails and engine.

In general, the overall flight performance of the J20 was deemed sufficient. Its greatest downside was its poor mechanical reliability, and the difficulty in maintaining its engine. The Italians never tested the Re.2000’s performance in a cold climate, as it was intended for service in the Mediterranean. Because of this, the Swedish maintenance crews had to find out the hard way that the aircraft was simply not suited for the cold climate in the North. Trouble starting the engine in cold weather would prove a common, and frustrating exercise.

The J20 mainly saw service in the role of the interceptor. Their job was to intercept any aircraft that came near Sweden’s airspace. These were in the majority of cases, damaged Allied aircraft that were returning from bombing raids in  Germany. On rare occasions, some German aircraft would lose their way and be intercepted by the J20. The interception operations were not intended to engage incoming aircraft but to simply escort them to the Bulltofta airfield, where the plane and its crew would be interred.

During the war, some 16 J20s were lost in various accidents but only one was shot down in combat. During a routine patrol on the 3rd of April 1945, a J20 piloted by Erik Nordlund spotted a German Do 24 aircraft that was flying near Nahobukten. As the J20 approached the German plane it was hit by 2 cm cannon rounds. While the pilot disengaged and tried to fly back, the engine exploded in midair, destroying the aircraft and killing the pilot. The J20s that survived the war remained in the inventory of the Sweden Air Force up to 1955 before being finally removed from service.

Besides their national marking, the Swedish added two large two-digit designations to the J20. These large numbers were painted in white color. Source: www.destinationsjourney.com

Surviving aircrafts

Most were either lost or scrapped, and today, only one J20 is preserved. It is currently exhibited at the Swedish Air Force Museum at Linkoping.

The preserved Swedish J20 fighter (serial number 2340). Source: plasticfantastique.com

Technical characteristics

The Re.2000 was designed as a low-wing, mixed-construction, single-seat fighter plane. The fuselage consisted of a round frame covered with a metal sheet held in place using flush-riveting. The Re.2000 wings had a semi-elliptical design, with five spars covered with stressed skin. The central part of the wing held two integral fuel tanks. The tail section had a metal construction with the controls covered with fabric.

The landing gear system was unusual. When it retracted, it rotated 90° (a copy from the Curtiss model) before it entered the wheel bays. For better landing handling, the landing gear was provided with hydraulic shock absorbers and pneumatic brakes. The smaller rear wheel was also retractable and could be steered.

The Re.2000 engine was the Piaggio P.XI R.C.40 14-cylinder air-cooled radial engine, providing 985 hp, equipped with a three-blade variable pitch propeller made by Piaggio.

The cockpit canopy opened to the rear and the pilot had a good overall view of the surroundings. For pilot protection, a 8 mm (0.3 in) thick armor plate was placed behind the seat.

The Re.2000 possessed weak offensive capabilities, as it was armed with only two Breda-Safat 12.7 mm (0.5 in) heavy machine guns. The machine guns were installed in the forward front fuselage and fired through the propeller arc. For each machine gun, 300 ammunition rounds were provided. The Re.2000 also had two small bomb bays placed in each central wing section. Each bomb bay had a payload of twenty-two 2 kg (4.4 lb) anti-personnel or incendiary bombs.

Conclusion

The J20 was the best fighter in service within the Swedish Air Force. It was noted that during its service it possessed good overall flight characteristics. There were several issues with its maintenance, but this was mainly attributed to the cold Scandinavian Climate.  In conclusion, while not the best fighter of the Second World War, for the country as Sweden it was more than enough to protect its airspace.

Re.2000 Specifications  
Wingspans 11 m  / 36 ft
Length 8 m  / 26 ft 5 in
Height 3.15 m  / 10 ft 4 in
Wing Area 20.4 m² /  220 ft²
Engine One Piaggio P.XI RC.40 985 hp
Empty Weight 2,460 kg   / 5,424  lbs
Maximum Takeoff Weight 3,240 kg   / 7,140  lbs
Climb Rate to 6 km 6 minutes 10 seconds
Maximum Speed 515 km/h  / 320 mph
Cruising speed 450 km/h / 280 mph
Range 840 km / 520 miles
Maximum Service Ceiling 11,500 m /  34,450 ft
Crew 1 pilot
Armament
  • Two 0.5 in (12.7 mm) heavy machine guns
  • 44 kg bombs
Swedish J 20 (Re.2000) with 42 marking number

Credits:

  • Written by Marko P.
  • Edited by Henry H.
  • Illustration by Pavel

Source:

  • G. Punka (2001) Reggiane Fighters in Action, Squadron/signal publication
  • D. Nešić  (2008)  Naoružanje Drugog Svetsko Rata-Italija. Beograd.
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
  • M. D. Terlizzi. (2002). Reggiane Re 2000: Falco, Heja, J.20. IBN
  • G. Cattaneo () The Reggiane Re.2000, Profile Publication

 

Stipa-Caproni

Italy, , , , ,

italian flag Italy (1932)
Experimental Aircraft – One Prototype Built

In the history of aviation, there have been many projects that on paper promised outstanding flight capabilities, or offered other technical advantages. The time before the Second World War saw aviation advance at a breakneck pace, and is well known for such experiments. The so-called Stipa-Caproni was one such project, being an intriguing, and somewhat bizarre, experimental aircraft designed by Italian aeronautical engineer Luigi Stipa, and built by Caproni during the interwar period. It was characterized by its tubular fuselage, hence earning it the nickname Flying Barrel.

The unique design Stripa-Caproni experimental aircraft. Source: Wiki

History

In 1927 a young Italian aircraft engineer Luigi Stipa began working on an unusual tube-shaped aircraft. Like many other aviation enthusiasts, Stipa was very interested in how aircraft could achieve better performance through exploring unorthodox construction methods. Thanks to his studies in thermodynamics, he was aware of the so-called Venturi effect, named after Italian physicist Giovanni Battista Venturi. In essence, this effect describes the reduction of fluid pressure and increasing velocity when it’s moving through a cylinder of decreased diameter. In theory, using this principle, a special type of aircraft could be created that could achieve significantly higher speeds than the conventional models of the time. Stipa theorized that for this purpose, such an aircraft would have to have a tube-shaped fuselage with the engine being positioned near the front. After finding it theoretically possible, he moved forward to test if the Venturi effect could be implemented in his airplane concept. For this purpose, he began a series of different tests inside a wing tunnel, carried out at the Aerodynamic Laboratory in Rome, from 1928 to 1931. The main focus of this testing period was to find the adequate shape, and leading edges, of the tube-shaped fuselage. This also included finding the right position of the engine, its position inside that tube, and the ideal propeller rotation speed. Following a series of wind tunnel tests, Stipa concluded that it was possible to build a full-scale prototype by using a single tube-shaped fuselage.

Luigi Stipa in his younger years. Source: Wiki

At the end of his research, he concluded that such a project was viable and set the task of building a working prototype. To gain interest in his project, he wrote about his work in the Rivista Aeronautica journal in 1931, and even built a small working replica. The next logical step was to write to the Italian Minister of Aviation, in the hope of getting approval for the realization of his project. Luckily for Stipa, his work came to the attention of General Luigi Crocco, the Air Ministry’s director. Stipa’s work was well received and the project received a green light. To test the concept, a working prototype had to be constructed.  It is important to note, that both Stipa and the Italian Air Ministry were aware that this project was merely to test his theories, and would not entail any further development of the prototype. In addition, both were aware that Stipa’s proposed principle was only practical on larger aircraft types.

For this purpose, the prototype was to be powered by a small 120-hp engine. The reason behind this decision lay in the fact that this aircraft was primarily built for evaluation and academic purposes. The Italian Air Ministry was not quite willing to invest huge monetary resources in it, beyond those necessary for the construction of the working prototype.

To help build the test aircraft, the Caproni aircraft manufacturer from Milan Taliedo was chosen. It was designated as Stipa-Caproni (sometimes referred to as Caproni-Stipa) referring to its designer and constructor. The prototype was built quickly and was ready for testing in October 1932.

It is perhaps a little surprising that such an unusual design would receive the necessary support for its realization. However, the exploration of new and unorthodox ideas in aviation was very popular in pre-war Europe. During the 1930s, Italy led the way in this aspect, perhaps even more than other countries, testing many unorthodox designs. What’s more, the Italian Fascist regime even encouraged different and unusual projects like this one, although many of them did not produce any meaningful results.

The Stipa-Caproni prototype was used for testing during 1932 and 1933. Source: en.topwar.ru

Technical specification

The Stipa-Caproni was a two-seater, mixed-construction aircraft, designed to have the simplest and thus cheapest fuselage. Its fuselage consisted of a tube which internally consisted of two large wooden round-shaped rings at the nose, followed by a series of similar but smaller rings. All of them were then connected with horizontal ribs which in turn were covered in fabric. The outer wooden rings served as the foundation, on which the wing and the cockpit would be connected. The fuselage design was, in effect, a large tube shaped airfoil.

A close-up view of the Stipa-Caproni internal fuselage construction. The two larger wooden rings serve as a base to which wings and the cockpit would be attached. Source: www.thevintagenews.com

The wings were mounted centrally on each side of the fuselage. These had a simple wooden construction, and were covered in fabric. They were also connected to the fuselage through metal bracing wires, which as a consequence increased the aircraft’s drag.

To the rear, a fairly large tail assembly was placed. During the design work of this aircraft, Stipa intentionally placed the rear control surfaces as close to the slipstream as possible. He hoped that this arrangement would greatly improve the aircraft’s handling and maneuverability.

On top of the fuselage, an elevated two-seat cockpit was placed. These were top-open with a small windshield placed in front of each position. There were also a pair of small doors that opened on the left side to give access to the seats.

The 120-hp de Havilland Gypsy III engine was placed inside this fuselage. It was centrally positioned and suspended using several steel bars that held it strongly in place. This was necessary to do so, as a weaker mounting could potentially endanger the aircraft during flight. The engine propeller was the almost the same diameter as the tube-shaped fuselage.

Given its overall design, and the position of the propellers inside the fuselage, the landing wheels were small and quite close to the ground. It consisted of three fixed road wheels. Two larger on the front and one smaller on the rear. Initially, wheel fairings were used but at some point, and for unclear reasons, these were removed.

A front view of the unusual engine installation. The engine itself was held in place by several metal bars. Source: Wiki
It was provided with a small and fixed three-wheel landing gear. Source: en.topwar.ru

Testing and Final Fate

With this project approved, a prototype was constructed and air tested in October 1932 at the experimental field at Monte Celio near Rome. Despite its odd design, the prototype was able to take to the sky without any major problems. Furthermore, it made several successful flights around Taliedo and Guidnia. It was even presented to the Italian Air Force for future test flights. During this period the aircraft was jokingly nicknamed Flying Barrel or Aereo Botte (Eng. Wooden wine barrel aircraft) or Aereo Barile (Eng. Fuel-Barrel aircraft).

The weight of the aircraft during these flights was 800 kg (1,874 lb), while the calculated wing loading was 44,73 kg/m² (9,16 lb sq.ft.). The maximum speed achieved was 133 km/h (83 mph), and it needed 40 minutes to climb at a height of 3, 000 m. It needed an 800 m long airfield to be able to take to the sky.

The Stipa-Caproni during one of many test flights. Source: www.historynet.com

Despite Stipa’s hopes that the position and shape of the tail control surfaces would improve its mobility, several problems were noted by the test pilots. Firstly the elevator worked very well, which ironically proved to be a major problem. Even with a slight movement of the command control stick by the pilots, the aircraft could prove very sensitive to elevator inputs. On the other hand, the rudder controls were quite stiff,  as a consequence the pilot had to use considerable force in order to use it effectively.  Analyzing this problem showed that the rudder’s large surface area was to blame for its stiff control. But besides the two problems, the aircraft was reported to be easy to fly when being used in a gliding flight. These defects  were of a more or less technical nature, which were not necessarily irremediable through further development of the overall design.

The design of the rear tail assembly proved somewhat problematic. Specifically, the elevator control was overly sensitive while the rudder was quite the opposite. Source: en.topwar.ru

The final results of evaluation flights showed that the Stipa-Caproni does not have any particularly great advantages compared to other more standard aircraft designs.  In addition, Stipa-Caproni’s overall aircraft shape offered limited space within the fuselage for passengers or payload.

As Stipa predicted from the start, his principles would not offer any major advantage over a standard smaller-dimension aircraft. The real application of the Stipa-Caproni design was only feasible on larger aircraft. Stipa hoped that his further research would enable him to construct large aircraft powered by two to three tube-shaped engine mounts. Unfortunately for him, after a series of test flights during 1932 and 1933 the interest in his work died out. It was briefly used in various Italian aviation propaganda publications before being scrapped in 1939.

Despite being in general an unimpressive design, the French showed interest in it. Particularly the company ANF Lex Maureaux, which went so far as to acquire a license for the design in 1935. According to initial plans, a two-engine variant was to be built for testing and evaluation. The project did not go beyond basic work was later canceled.

Lastly, an interesting fact is that many people considered Stipa-Caproni to design some sort of proto-jet engine. Whether this was the case or not, Stipa felt his work was overlooked, and according to some sources, he remained bitter throughout his life until he died in the early 1990s.

Stipa hoped that with more resources he would be able to test his principle on a much larger scale, but ultimately nothing came of it. Source: L. Stipa, Stipa Monoplane with Venturi Fuselage

Replica

In 1996, aviation enthusiast Guido Zuccoli began working on a smaller replica of this aircraft.  However, the death of Zuccoli in a landing accident caused a delay in the replica’s final delivery. It was finally completed in 2001 when numerous small flights were achieved. The aircraft, powered by a 72 hp Simonini racing engine, managed to achieve a flight distance of 600 m (1,968 ft). After that, the aircraft replica was stored as an exhibit at the Zuccoli Collection at Toowoomba, in Australia.

A smaller-scale replica was built and flight-tested in 2001. Source: www.uasvison.com

Conclusion

The Stipa-Caproni represented an intended for the purpose of testing his new concepts in practice. While surely an interesting and unusual concept, Stipa-Caproni’s overall design was not that practical in reality, offering little improvement over a standard aircraft design of similar dimensions.

 

Stipa-Caproni  Specifications
Wingspans 14.3 m / 46 ft 10 in
Length 6.04 m / 19 ft 10  in
Height 3.2 m / 10  ft 7  in
Wing Area 19 m² / 204 ft²
Engine One 120 hp (89.5 kW) De Havilland Gipsy III
Empty Weight 595  kg / lbs
Maximum Take-off Weight 850 kg / 1,874 lbs
Maximum Speed 133 km/h / 83 mph
Landing Speed 68 km/h / 42 mph
Climbing speed to 3,000 m 40 min
Maximum Service Ceiling 3,700 m / ft
Crew 1 to 2 pilots
Armament
  • None

Illustration

 

Credits

  • Written by Marko P.
  • Edited by Henry H. & Ed J.
  • Illustration by Godzilla

Source:

 

 

 

Savoia-Marchetti S.M. 79C/T

Italy, WW2, , , ,

italian flag Italy (1936-1943)
Racing Aircraft – 6 Built

The line-up of the Savoia Marchetti S.79C and the Fiat Br.20A (last two) in Istres before the start of the race on 20 August 1937. [modellismoitalia.altervista.org]
The Savoia-Marchetti S.M. 79 was a three-engine medium aircraft developed by Savoia-Marchetti, also known as the Società Idrovolanti Alta Italia (SIAI) later SIAI-Savoia. Initially developed as a fast passenger transport aircraft, it was later adapted for use as a racing aircraft, and later as a medium bomber. From 1936 until 1939 it broke several records, both in the civil and military spheres with the Regia Aeronautica (Italian Royal Air Force), also becoming the fastest medium bomber in the world at the time. It was one of the most produced aircraft by Italy during the Fascist dictatorship and was used by 12 different air forces, both civil and military and remained in service until 1951 as a bomber for the Aeronautica Militare (Italian Air Force), and until 1959 as a bomber for the Lebanese Air Force.

History of the Project

During the 1930s, the Italian Air Force was among the world’s leading air forces, with cutting-edge manufacturing and designers.

Italo Balbo, a fervent fascist and Air Marshal, managed to break several records aboard several seaplanes of the Società Idrovolanti Alta Italia (Northern Italy Seaplane Company). In 1928 he made a bold request for the time, asking SIAI for an aircraft capable of taking off from Italy and reaching any location in Libya carrying 8 to 10 passengers. All in the shortest possible time.

It must be emphasized that the Italian fascist regime tended to support domestic efforts in any field or industry in order to bolster publicity and popular support, which is why Italo Balbo required a fast plane, to be able to outcompete French and British air transports on Africa-bound routes to Libya, Somalia, and Eritrea.

In early 1933, Australian nobleman Sir Mac Pherson Robinson created a challenge to reach Melbourne from London in a single intercontinental flight. In 1933 the SIAI decided to compete for the Mac Robinson Cup, and at the same time to satisfy Balbo. Seasoned engineer Alessandro Marchetti (1884-1966) was put at the helm of the project.SIAI put so much emphasis on the project, that Marchetti’s initial blueprints for the new S.79 were dated February 21, 1933.This cutting-edge project featured low wings, retractable landing gear, Handley Page flaps and three Isotta Fraschini Asso 750 engines of 900 hp each.

Subsequently Marchetti was forced to modify the blueprints, first with three FIAT A. 59 RC engines developed by the American Pratt & Whitney R-1690, finally ending up on Piaggio P. IX R.C. 40 engines of 610 hp developed from the French Gnome-Rhône 9K ‘Mistral’.

History of the Civilian Prototype

In May 1934, the last modifications to the project, and design of the first prototype were completed. The new plane was identified as S.79P or Passeggeri ( Passenger). It received the serial number 19001 and codename I-MAGO.

Through August and September of 1934, various parts of the aircraft were produced in SIAI factories in Sesto Calende in Lombardy, and were sent to the Novara Air Base in Piedmont . After being reassembled on October 8, 1934, and with SIAI test pilot Adriano Bacula and engineer Merizzi at the controls, the 19001 prototype made its first test flight.

The first Savoia-Marchetti S. 79 prototype, the I-MAGO with Piaggio engines at Cameri in the winter of 1934. [stormomagazine.com]
The aircraft proved promising during the tests. There were excellent results as the aircraft had excellent handling, was easy to fly, and had a comfortable passenger cabin. On the other hand the engines, with only 610 hp at maximum power was not enough for SIAI and Alessandro Marchetti.

Piaggio sent one of its technicians during flight tests, engineer Risaliti, to try to increase the power of the engines, but he failed, managing to bring the aircraft to only 360 km/h at an altitude of 100 meters, and 390 km/h at 3,000 meters, while carrying 3 tons of ballast.

These results were impressive for the time, the Junkers Ju 52 for example had a top speed of 290 km/h, but not enough for a modern plane like the S. 79.

These problems forced the Italian technicians to change the engines with more powerful and reliable ones.

This decision was taken also because the Piaggio P. IX R.C. 40 engines led to two different incidents. The first occurred on 28 October when they attempted a record Novara-Rome route which had to be canceled due to engine failures and the plane returned to Novara.The second accident led to the fire of the engines which fortunately was shut down before the prototype was destroyed.

SIAI therefore decided to remove the Piaggio engines in February 1935, and replaced them with the 650 hp Alfa Romeo 125 RC.35, developed from the British Bristol Pegasus.

Due to the larger diameter, the engines received a new cowling, and finally, on April 5, 1935 Bacula and Merizzi took the re-engineered prototype into the air again.

The new tests yielded very favorable results and the plane claimed several records, the first was to be the first three-engine civil transport to break 400 km/h, and the second to travel from Novara to Rome (500 km) in just 70 minutes, which they accomplished on May 10, 1935.

In Rome, Adriano Bacula had the opportunity to familiarize some Italian pilots on the S. 79. Interestingly a delegation of French aviators led by Minister of the Air Denain with the aces Mermoz and Rossi was in the Italian capital. The French pilots admired the new three-engine plane for its modern design and maximum velocity.

Among the Italian aviators who tested the aircraft there were Maggior Biseo and his colleagues, elites of the 1st Experimental Center who expressed much praise for the Chief of Staff of the Regia Aeronautica, General Valle, on the new vehicle.

Returning to Novara to receive some modifications, such as increased range, on May 26, 1935 the S. 79 was back in Rome with all the required changes including 2 new tanks in the wings for a total of 820 liters of fuel.

The aircraft was registered by the Royal Air Force MM. 260 (Matricola Militare /Military Serial Number) and assigned on June 14 to the 1st Experimental Center.

On August 1, 1936 General Valle flew from Rome to Massawa, Eritrea in just 12 hours of actual flight with a stopover in Cairo for refueling, and returned to Italy 4 days later.

On October 3, 1935 the Kingdom of Italy start the invasion of the neutral Ethiopian Empire to colonize it. The Savoia-Marchetti S. 79 prototype was deployed as liaison plane by General Valle.

The second flight was made on January 6, 1936 when the plane carried General Valle, Biseo, Tondi as well as technicians and specialists Gadda, Ghidelli and Bernazzani.

During the representative trip to Ethiopia which ended on January 18 in Grottaglie, Puglia, the plane traveled 15,000 km proving to be very fast and efficient.

The prototype, MM. 260, was assigned to the Experimental Center but was employed by the 12° Stormo Bombardamento Terrestre (12th Ground Bombing Wing), and was modified to carry 6 100 kg bombs. It was tested on 20 May 1936 by Lieutenant Colonel Biseo and Captain Lippi on the Furbara shooting range.

The tests were repeated with captains Paradisi and Moscatelli of the 12° Stormo who demonstrated that the aircraft was an excellent platform for bombing.

Bomber Variant

A pair of Savoia-Marchetti S.M. 79M flying in formation over Sicily during the Second World War. [Wiki]
In December 1935, SIAI-Savoia proposed a military version of the S. 79 powered by the powerful Gnome-Rhône 14K Mistral Major 14 cylinders with a output of 725 hp at 2,000 rpm, hence the name of the prototype S. 79K. However, the General Staff of the Regia Aeronautica rejected the idea of powering their bombers with foreign engines, and ordered 24 S. 79Ms (M for Militare / Military) to be equipped with Italian-made engines.

Schematic showing the differences between the Savoia-Marchetti S.M. 79C and the Savoia-Marchetti S.M. 79M. [Facebook]

S.M. 79 Racing Aircraft or Medium Bomber?

From the first batch of the S.M. 79M, 5 aircraft were modified during production to be used in the civil field, and initially renamed Savoia-Marchetti S.M. 83C, and then returned to the designation Savoia-Marchetti S.M. 79C for Corsa (Racing).

The Savoia-Marchetti flown by pilots Tondi and Moscatelli

This variant flew without armament, the observer gondola and bomb bay also lost its characteristic hump to increase the aerodynamics of the fuselage.

The autopilot system was then enhanced, the on-board instrumentation adjusted, the door on the left side replaced by a smaller hatch above the wing, and its range was increased by adding tanks instead of the bomb bay for a total of 7,000 liters of fuel.

Other improvements concerned the compressors which, when upgraded, allowed the use of 100 octane petrol Also the transceiver system was replaced with a Telefunken model of greater power and reliability. The propellers were substituted with new variable pitch propellers produced by the French Ratier. New larger radiators were added to better cool the engines and finally, the landing gear was fitted with tires capable of withstanding the maximum weight of the plane fully loaded.

This version was created to participate in the tender organized by the French Aero Club for August 1937 which was to fly to the Istres (Southern France) – Damascus – Le Bourget (near Paris) route for a total of 2,900 km.

For the race it was planned to involve a Caproni Ca. 405 ‘Procellaria’ and two FIAT B.R. 20 but due to delays the Ca. 405 could not participate and the SIAI-Savoia produced a sixth S.M. 79C.

Flying the six aircraft were all pilots of the 205ª Squadriglia da bombardamento “Sorci Verdi” of the 12° Stormo Bombardamento Terrestre, the only Italian pilots who had received a pilot’s license for this aircraft.

Apart from the eight Italian aircraft, there were four French aircraft, a Bloch M.B.160, a Farman F.223, a Caudron C-640 and a Breguet 470 Fulgur, the only English one, the De Havilland D.H.88 Comet.

All took off from 1725 hrs on 20 August 1937, the first plane to land in Damascus was the I-FILU after 6 hours and 51 minutes at an incredible speed of 426.42 km/h.

Partial ranking in Damascus
Pilots Aircraft Name Racing Number Qualified Average Speed
Biseo and Mussolini I-BIMU I-5 Terzo
Cupini and Paradisi I-CUPA I-11 Secondo 415 km/h
Fiori and Lucchini I-FILU I-13 Primo 426.42 km/h
Lippi and Castellani I-LICA I-7 Ottavo 352 km/h
Rovis and Trimboli I-ROTR I-12 Quinto
Tondi and Moscatelli I-TOMO I-6 Quarto

The partial ranking podium was all Italian, in fact in Damascus five to six of the S. 79Cs arrived before the other aircrafts, the sixth and seventh were the FIAT B.R. 20s with an average speed of 299 km/h and 382 km/h.

I-LICA had problems with the constant pitch of the right propeller forcing the drivers Lippi and Castellani to travel the Istres-Damascus route for another six hours with only two engines.

The ninth plane to arrive in Damascus was the De Havilland D.H.88 Comet with an average of 356 km/h while the first French plane landed with an average speed of 305 km/h.

During the stop, the planes refueled and fixed the propeller. Due to bad weather it was decided to change course for the return and to fly in formation, thus loading an additional 500 liters of fuel.

One of the six S. 79Cs refueled at Damascus, though unfortunately it’s impossible to determine which one it is. In the background the French four-engined Bloch M.B.160 is visible. [modellismoitalia.altervista.org]
During take-off, one of the two FIAT B.R. 20 experienced rudder damage while the unfortunate I-LICA ended up hitting a pothole on the runway with the left wheel, breaking the landing gear and yawing violently to the left and making take-off impossible.

One hour after departure, the I-TOMO reported that it had a deficiency of 2,000 liters of fuel, while I-ROTR reported that it had to land in Ronchi due to excessive fuel consumption.

It was therefore decided to have the three remaining SM-79s arrive in Paris in formation. The plan was about to succeed, in fact I-BIMU sighted I-FILU and the I-CUPI but due to the lightning storms masking the transmissions, they could not make radio contact.

Biseo and Bruno Mussolini then decided to overtake the other two S.M. 79 to be recognized and make the formation, but when they reached the Alps they had to climb to 6,500 meters. However in doing so, they were forced to reduce the pitch of the propeller, and during the movement the central propeller went to the minimum pitch and jammed.

The two pilots then decided to land in Cameri where there were technicians who could repair their Ratier propellers. However, after a careful examination, during which the plane was refueled, the two pilots were informed that the propeller problem could not be repaired quickly. It was therefore decided to bring the central propeller to maximum pitch and the plane that had stopped for about 30 minutes took off again towards Paris.

The I-ROTR was unable to reach Ronchi due to lack of fuel and had to land in Pula where, after refueling, it was unable to restart because the electrical circuit of the starter magnet of the central engine had been damaged by hail.

Having repaired the fault, the plane continued the next morning to Bourget and was classified in 8th and last place.

The I-TOMO was unable to reach Ronchi and, again due to bad weather, had to land at the Lido of Venice where it ran aground, as the field was reduced to a quagmire by torrential rain, but thanks to the joint efforts of the airport staff and crew, the aircraft was able to leave after refueling.

The two FIATs also had to land due to problems.

Despite the bad weather and the unsatisfactory reliability of the propellers, at Le Bourget there were three S.M. 79s in the first three positions. The I-CUPI arrived at 1547 hrs on the 21st and circled up to 1602 hrs before running out of fuel, waiting in flight for the I-BUMU as the victory of Benito Mussolini’s son would have been a great benefit for the fascist propaganda. Then it was the turn of the I-FILU which landed at 1617 hrs, and finally at 1637 hrs Biseo and Mussolini arrived who, despite the stop, took a significant third place.

Four ground crew members ran to the I-11 S. 79C piloted by Cupini and Paradisi. [modellismoitalia.altervista.org]
Fourth was the De Havilland D.H.88 Comet which landed at 1701 hrs; fifth the Fulgur Breguet at 1737 hrs; then came the Bloch 160, but having started much earlier than the I-TOMO which arrived at 2002 hrs it was ranked seventh, while the I-TOMO was sixth. The others were all withdrawn or unclassified.

Final ranking in Paris
Pilots Aircraft Name Racing Number Qualified Average Speed
Biseo and Mussolini I-BIMU I-5 Third
Cupini and Paradisi I-CUPA I-11 First 350 km/h
Fiori and Lucchini I-FILU I-13 Second
Lippi and Castellani I-LICA I-7 Unqualified
Rovis and Trimboli I-ROTR I-12 Eighth
tondi and Moscatelli I-TOMO I-6 Sixth

On 29 August from 1500 hrs to 1530 hrs all the Corsa type planes and the I-MAGO, which had been brought to Paris to witness the triumph of the other S.M. 79 returned to Italy at the Littorio Airport.

From Damascus, however, on 22 August, the organization of the return of the I-LICA to Italy began. The plane was disassembled and the fuselage, engines, tailings and systems were recovered and sent to Beirut, Lebanon and embarked on a merchant ship bound for Italy. The wing, not transportable by road, and other material, was sold in Damascus.

The victory was celebrated in Italy as overwhelming as both the Savoia-Marchetti S.M. 79C and FIAT B.R. 20A were bomber aircraft adapted to racing aircraft while British and French aircraft were specially developed aircraft for air racing.

Italian pilots and ground crew members that participated in the race near the I-ROTR plane. Source: [modellismoitalia.altervista.org]
Despite the victory there were, especially abroad, those who criticized the planes, claiming that the Savoia-Marchetti S.M. 79C would not have been able to participate in the New York – Paris (race which was canceled in favor of Istres – Damascus – Paris).

The front page of the French newspaper Paris-Soir with the news of the Italian victory [modellismoitalia.altervista.org]
SIAI brochure celebrating the victory of the Istres – Damascus – Le Bourget race [modellismoitalia.altervista.org]

The Decisive Test: Rome – Dakar – Rio

It was decided for various reasons to make a second record setting flight with the Savoia-Marchetti S.M. 79C. This was mainly to disprove some articles that appeared in newspapers and magazines of the sector of foreign nations that had stated that the S.M. 79 were:

“expressly built for a vain policy of prestige and therefore unsuitable for military uses, difficult to maneuver, excessively loaded, too delicate: in short, devices unable to withstand comparisons of practical use with similar foreign ones”

The French newspapers accused the Savoia-Marchettis saying that they could never win in a Paris – New York race due to limited range.It was also decided to test the possibility of transporting passengers and letters from Italy to South America with land based planes.The 3 S.M. 79Cs, I-BIMU, I-FILU and I-CUPA were taken and modified by SIAI-Savoia technicians, Direttorato Generale Costruzioni Aeree or DGCA (General Directorate of Aeronautical Construction) and the aeronautical military engineers.

The changes concerned the replacement of the propellers with the classic SIAI-Savoia propellers, a complete overhaul of the engines, an enlargement of the fuel fillers to reduce refueling time, improved radio, navigation aids, and autopilot.

The maximum take-off weight of the new version, now renamed Savoia-Marchetti S.M. 79T for Transatlantico (Transatlantic) was now nearly 14,000 kg, 3.5 tons more than the S.M. 79M.

After numerous test flights and tests carried up to December 1937, it was decided that the flight could be done.

The three aircraft were reassigned to different teams of pilots, Biseo and Paradisi took the I-BIMU now renamed I-BISE (MM. 359). Bruno Mussolini and Mancinelli took the I-FILU renamed I-BRUN (MM. 356) while Moscatelli and Castellani took the I-CUPA now named I-MONI (MM. 358).

The I-BISE during the Rome – Dakar route. [modellismoitalia.altervista.org]
On the morning of January 24th and at 0728 hrs, the three S.M. 79T took off from Guidonia airport for Dakar, the first leg of the Italy – Brazil.

The planes would have been in constant radio contact with Guidonia and Rio de Janeiro, periodically communicating their position.

At 0830 hrs the planes reported that they had flown over Capo Carbonara in Sardinia and at 0915 hrs they flew over Bona starting to fly over the mountains of the Saharan Atlas. At 1130 hrs the formation commander announced that he had slightly changed the planned route, turning north due to strong wind. At 1330 hrs the devices signaled strong wind with sand clouds and at 1530 hrs they communicated that they were within sight of the Atlantic at Villa Cisneros. At 1630 hrs they flew over Port Etienne and at 1745 hrs San Louis.

Landing in Dakar took place regularly at 1845 hrs Italian time. All navigation took place at an altitude ranging between 4,000 and 5,000 meters where the engines gave maximum power.

The actual distance traveled by the aircraft was over 4,500 km in 10 hours and 50 minutes, the average speed of 419 km/h.

After refueling in Dakar the I-BISE it’s ready to start the transoceanic flight. [modellismoitalia.altervista.org]
On the morning of January 25 at 0910 hrs (Italian time) the three planes left Dakar for Rio de Janeiro with a wing load of 220 kg due to the greater quantity of fuel and lubricant transported.

The navigation was done in close formation, which took place at an average altitude of 3,800 meters, but was disrupted in the central area of ​​the Atlantic by thunderstorms, headwinds, lightning and sudden showers of rain that forced the pilots to instrumental flight.

The I-MONI, due to a failure of the usual propeller, was forced to continue the flight with only two engines for 2,000 km of the crossing, significantly slowing its average speed to 312 km/h.

At 1730 hrs I-BISE and I-BRUN sighted the Brazilian coast and continued towards Rio de Janeiro, arriving at 2245 hrs at Dos Afensos airport in the midst of a crowd of people who arrived to celebrate the event.

Following a direct order from the commander of the I-MONI formation it headed to Natal where it landed at 1919 hrs for the necessary repairs. It should be noted that the plane could have made it to the finish line without any problems but the crew, tired from the crossing, preferred to land and repair the plane.

I-BISE and I-BRUN had thus completed an effective route of over 5,350 km (of which 5,150 km offshore) in 13 hours and 35 minutes at an average speed of 395 km/h.

The Rome – Rio de Janeiro connection took place within 39 hours and 17 minutes with 24 hours and 22 minutes of actual flight for an average of about 406 km/h on a route of 9.800 km. The I-MONI departed from Natal at 1158 hrs on January 28, and arrived regularly in Rio de Janeiro at 1742 hrs on the same day.

This showed that the Savoia-Marchetti S.M. 79 were not “too delicate” aircraft as foreign press had claimed, capable of reaching South America even with a failed engine.

Photos of the crew of the three S.M. 79T that had made the transoceanic flight. Compare the propeller cap with the photos of the S.M. 79Cs and you could clearly see the difference from the SIAI-Savoia propellers and the Ratier ones. [modellismoitalia.altervista.org]
It should be emphasized that the crossing was not a mere move by fascist propaganda, in fact, it was specifically chosen to lengthen the journey going from Dakar to Rio de Janeiro (5,350 km) instead of Natal (3,150 km).

Another factor was the speed, an average of 406 km/h for 9,800 km had never been sustained, in a single crossing the S.M. 79T broke two records, the speed one on the Rome – Rio de Janeiro route and the highest average speed one on the 5,000 km journey.

Brazil

After the 24 January 1938 race, the three S.M. 79 Transatlantico were then presented to the Aviacao Militar Brasileira (Brazilian Military Aviation). On 27 April 1938 I-BISE, I-BRUN were bought and renumbered K-422, K-420 while I-MONI was donated by Italy and renumbered K-421.

On 9 May 1938 they were assigned to the Escola de Aviacão Militar (Military Aviation School), where Maggiore Nino Moscatelli acted as instructor on at least three flights on 28 June (serial not reported) and then 1 July 1938 with K-421 and 8 July 1938 with K-420 before to returning in Italy acting as a bomber pilot.

On 28 October 1938 K-420 (Italian military serial number MM. 356) was flown by Brazilian pilot Loyola Daher, experienced an accident during a take off but luckily was later repaired, for it was recorded as flying in September 1941. The K-420 retired from service from the Escola de Aviacão on 12 February 1943.

On 9 July 1939 an unidentified S.M. 79T flown by Major Rubens Canabarro Lucas set a speed record by flying from Porto Alegre to Rio in 2 hours and 50 minutes at an average speed of 423 km/h (263 mph).

On 29 June 1943 was the last flight of an S.M. 79T for the Brazilian Air Line made by K-422 piloted by pilot Maldonado.

The service of the S.M. 79T as a training aircraft ended on 25 October 1944 when K-421 and K-422 were officially grounded by the Escola de Aeronautica.

Civil Service

The I-TOMO, I-ROTR and the reconstructed I-LICA aircraft were modified with a cabin for 4 passengers, the rest of the plane was used for cargo transport. They were used for the Rome – Rio de Janeiro route since 1939 by the Italian civil airline Linea Aerea Transcontinentale Italiana or LATI (Eng: Italian Transcontinental Airlines) part of the Ala Littoria.

The three aircraft, whose name does not seem to be clear since some sources call them Savoia-Marchetti S.M. 79C, others S.M. 79T and others S.M. 79I, were used mainly for the transport of mail on the route Rome – Seville (Spain) – Lisbon (Portugal) – Villa Cisneros (Morocco) – Ilha do Sal (Cape Verde) – Recife (Brazil) – Rio de Janeiro.

At least one was diverted to the Regia Aeronautica in June 1940 when the Kingdom of Italy joined the Nazi Germany in the Second World War. The aircraft, I-ALAN was requisitioned by the Regia Aeronautica and used to transport military equipment from Italy to Abyssinia (Italian name for Ethiopia) while maintaining its civilian livery.

Unfortunately only 6 days after the beginning of the war, on the 16th of June 1940 the I-ALAN had some problems during a take-off from Benghazi in Libya and was forced to abort the departure.

During re-landing the undercarriage collapsed and the aircraft crashed on the runway without causing too much damage and without casualties.

The aircraft, impossible to repair due to lack of parts, was moved to the side of the runway and probably cannibalized for spare parts to be used on other Savoia-Marchetti.

The carcass of the I-ALAN remained abandoned on the side of the runway of Benghazi for a long time and the British troops found it there in February 1941 when they conquered the Libyan city.

The I-ALAN among numerous other abandoned fuselages at Benghazi Airport in 1941. [sites.google.com/site/lgarey/benghazigraveyard]
The I-ALAN when the British troops conquered the Benghazi Airport in 1941. [sites.google.com/site/lgarey/benghazigraveyard]
Not much is known about the other two aircraft, but they were probably used on the Atlantic route together with the Savoia-Marchetti S.M. 83 (civil version of the S.M. 79) and the Savoia-Marchetti S.M. 75.

At the beginning the crossing was carried out weekly: departure on Thursday from the Italian territory and collecting the Italian mail on the way, then, landing in the two Iberian countries, the Spanish and Portuguese mail was collected, arriving in Brazil, the Brazilian mail directed to the three European countries was loaded and the return journey was made.

After June 10, 1940, with the Italian declaration of war against France and the United Kingdom, the transatlantic flight had to be reduced to only one crossing per month. They were finally stopped on December 19, 1941 as a result of the entry into war of the United States, which controlled the Atlantic airspace and especially because the US government forced Brazil to break all diplomatic relations with Fascist Italy and therefore also to block the possibility of using their airports.

Italian civil airline Ala Littoria’s Savoia-Marchetti S.M. 79C in 1939 in the standard blu and white livery. [Wiki]

Camouflage and Markings

The planes were painted in a very flamboyant livery: Ruby Red with green and white lines.

The rudder had the Italian tricolor with the Savoia coat of arms in the center.

The lictor beams, symbol of the Italian Fascist Party, were painted on the engine cowlings, while on the fuselage, under the cockpit was written “S.M. 79. Savoia-Marchetti”.

In the center of the fuselage, the aircraft codes were written on the sides, inside a white rectangle with black borders.

Also on the sides were painted three green mice intent on laughing at each other, this was the symbol of 205ª Squadriglia da bombardamento “Sorci Verdi”, and in fact, in Italian, “Sorci Verdi” means green mice.

This symbol will then also be painted on the S.M 79M of the squadron during the Spanish Civil War and the Second World War.

On the Savoia-Marchetti S.M. 79T the livery was the same except for the codename written bigger without the white rectangle, and also because on the tail was added a small white rectangle with the codename of the aircraft during the first race.

After being delivered to the Aviacao Militar Brasileira, the aircraft were repainted green, with a yellow rudder. Brazilian serial numbers were then applied, painted in black on the sides and the “Brazilian Stars” on the wings.

The livery of S.M. 79C converted for civilian use was on an ivory white background with a blue line on the side.

Behind the cockpit was the inscription ‘ALA LITTORIA S.A. LINEE ATLANTICHE’, S.A. stands for “Società per Azioni” in English Joint-stock Company, the identification mark (in that case) I-ALAN and a Kingdom of Italy flag on the tail.

Gallery

Savoia-Marchetti S.M. 79 Transatlantico former I-BRUN in service with the Aviacao Militar Brasileira
Savoia-Marchetti S.M. 79C, I-ALAN converted in mail plane before June 1940.
Savoia-Marchetti S.M. 79 Transatlantico former I-FILU piloted by Bruno Mussolini and Mancinelli during Rome – Dakar – Rio Race
Savoia-Marchetti S.M. 79 Corsa with the livery of Cupini and Paradisi plane for the Istres – Damascus – Le Bourget Race
Savoia-Marchetti S. 79 prototype, the I-MAGO

Credits

  • Written by Arturo Giusti
  • Edited by Henry H. & Ed J.
  • Illustration by Godzilla

Sources

Fiat G.50 in Independent State of Croatia Service

Croatia, WW2, , , ,

Independent State of Croatia flag Independent State of Croatia (1942)
Fighter –  16 Operated

In NDH service the Fiat G.50 did not receive any modifications, with the original Italian camouflage remaining. The only change was the addition of Croatian military markings and new identification numbers. [Wiki]
Following the creation of the Nezavisna Država Hrvatska (Independent State of Croatia), its Air Force was plagued with many problems from the start, including a lack of modern aircraft. While generally heavily reliant on the Germans to provide them with better equipment, they were unwilling to secure any deliveries of aircraft. To resolve this issue the NDH’s Air Force officials managed to persuade Italy to sell them 10 Fiat G.50bis fighters, which remained in use up to 1945.

A Brief History of the NDH

Following the end of the First World War, Kraljevina Srba Hrvata i Slovenaca (The Kingdom of Serbs, Croats, and Slovenes – SHS) was formed in December of 1918 with the aim of uniting all Southern Slavs. This new state was, at least in theory, based on the principles of equality for these three nationalities. In reality, this Kingdom was a politically and ethically divided country. During the 1920s, there were huge political disagreements between the major parties which brought about questions regarding the continued existence of the Kingdom of SHS. This division was especially noted between the Serbian and Croatian politicians, which ultimately culminated in the assassination of several Croatian Peasant Party members, including the leader, Stjepan Radić, by a Serbian Politician in 1928.

On 6th of January, 1929, King Aleksandar Karađorđević, in an attempt to avoid the incoming political crisis, led the country into a dictatorship by abolishing parliament. He also introduced a number of political changes, including changing the name of the country to Kraljevina Jugoslavija (Kingdom of Yugoslavia.) This essentially did not resolve any of the existing problems, as inter-ethnic tensions persisted. During the early 1930s, the first mentions of Croatian Ustaše (the precise meaning is unknown, but could be roughly translated as insurgent) ultranationalist revolutionary organizations began to appear in Yugoslavia. Their main aim was the liberation of the Croatian people from Yugoslavia, by all means necessary, even by force. One of the most prominent figures of this organization was Ante Pavelić.

Ante Pavelić was a high-ranking Ustaša member from the start, and later de facto leader of the NDH. [Wiki]
The Ustaše organization participated in the assassination of the Yugoslav King, Alexander Karađorđević, in Marseille in 1934. This assassination backfired to some extent for the Ustaše organization. Not only did it not lead to the collapse of Yugoslavia, but relations with Italy also improved under the Regent Prince Pavle Karađorđević in the following years. This led the Italian authorities to effectively end their support for the Ustaše and even arrested some of its members, including Pavelić.

After years of inactivity, the Ustaše benefited when the Yugoslavian government, which supported the Axis, was overthrown by pro-Allied officers in a military coup at the end of March 1941. Adolf Hitler almost immediately issued an order that Yugoslavia should be occupied. The Italians, preparing to join the war against Yugoslavia, began to support the Croatian Ustaše movement once again. With the collapse of the later Kingdom of Yugoslavia during the Axis invasion after the short April War of 1941, Croatia, with German aid, was finally able to declare independence, albeit becoming a fascist puppet state. Ante Pavelić was chosen as the leader of this puppet state. Officially, the NDH was announced on 10th April 1941. The new state received a significant territorial expansion by annexing most of western Yugoslavia, including Bosnia, parts of Serbia, and Montenegro. The Adriatic coast, while nominally part of the NDH, was actually controlled by the Italians until 1943.

The NDH took over a large portion of the Yugoslavian territories. [Wiki]

Formation of the NDH Air Force

Following the collapse of the Kingdom of Yugoslavia, NDH began organizing its newly-created armed forces. Its Air Force was created on the 19th of April, 1941. The leadership of the new Air Force was given to Colonel Vladimir Kren. Immediately, work began on creating adequate structural organization, acquiring manpower, and procuring equipment. Initially, plans for arming this Air Force were ambitious, including some 140 modern aircraft, such as the Ju 88 and Me 109. Its officials were quite disappointed as Germans were not willing to provide these. Instead, the NDH officials had to make do with the leftovers of the Former Royal Yugoslav Air Force, which was in German hands. NDH officials made a request that included over 50 aircraft. The Germans once again disappointed them and gave NDH only those aircraft that were mostly obsolete, while transferring the better aircraft, like the Hurricanes, to Romania instead. The only other way to acquire more capable aircraft was to ask the Italians. This is what the NDH Air Force officials did in early 1942.

The NDH Air Force was initially equipped with surviving Yugoslavian aircraft, in this case, Rogožarski P.V.T. [The Croatian Air Force In The Second World War]

The Fiat G.50 brief history

During the thirties, the Italian Ministry of Aviation (Ministero dell Aeronautica) was interested in adopting a new, all-metal monoplane fighter and ground-attack aircraft for the Italian Air Force. In April of 1935, engineer Giuseppe Gabrielli began working on a new low-wing, all-metal plane named G.50. On 28th September 1935, Gabrielli submitted his project to the Ministry of Aviation. Military officials were impressed by the design and asked him to proceed with its work. As Fiat’s production capacities were overburdened, work on this new project was instead moved to the CMASA works at Marina di Pisa, part of Fiat since 1931. Giuseppe Gabrielli was finishing his last drawings and the list of needed materials and equipment in June 1936.

The prototype was finally ready at the beginning of 1937 and was transported to the city of Turin for further testing. This prototype, under registration number MM 334, made its first test flight on 26th February 1937. Once accepted for service, the Fiat G.50 would become the first Italian all-metal fighter. Between 1938 to 1943 some 774 to 791 of all versions of the G. 50 would be built. These saw combat service starting from the Spanish Civil War, until 1943 when the few surviving aircraft were reassigned to secondary roles.

A G.50 flying together with a German Bf-110, possibly during the Battle of Britain. [Wiki]

In Yugoslavia

The Fiat G. 50 participated during the short Invasion of Yugoslavia in April 1941. Two fighter groups, the 24th, and 154th, which had 53 G.50 fighters in total were allocated for this operation. They mostly performed a few escort missions. Due to the rapid collapse of Yugoslavia’s Royal Army, these saw limited actual combat use, if any. Afterward, the Fiat G.50 was allocated to other fronts. During 1942 and 1943, limited numbers of these aircraft were used for ground attack operations against the Yugoslavian Partisans.

In NDH’s Hands

By 1942, most of the available aircraft in NDH Air Force were in poor condition, mostly due to a general lack of spare parts. NDH Army officials approached Italy with a request for 9 improved Fiat G.50 and one two-seater version. The Fiat G.50bis were slightly modified versions that had an increased fuel load, a redesigned rear fuselage and vertical stabilizer, better glazing of the cockpit, and other minor changes. But in essence, it did not offer many improvements compared to the basic version. The G.50 B bipost (two-seater) was a modified G.50 fighter version with a new cockpit and dual controls for a pilot and trainer. The front section of the cockpit was fully enclosed, in contrast with the rear which was open. The main armament was removed on the G.50 B. This version was very successful, as it was easy to build and offered almost the same flying performance as the single-seat version.

The Fiat G.50 B version with a longer cockpit design for the instructor and the student. [alieuomini.it]
A group of six NDH pilots was sent to the Fiat company in Torino for training in January 1942. The entire acquisition process of new aircraft took several months to complete. The 9 Fiat G.50bis (serial number MM.6178 to 6186) were finally allocated to the NDH. These arrived in Croatia in April 1942. The Fiat G.50B two-seater took even more time to be delivered, arriving in late June 1942. These would be stationed on the Borongaj airfield near Zagreb. Initially, these were used for pilot training. Due to the poor condition of the airfield, two were lightly damaged during landing.

The Fiat G.50bis in NDH service. [asisbiz.com]
For the necessary pilot training, one modified Fiat G.50B two-seater was also acquired. [The Croatian Air Force In The Second World War]

Combat Use

Almost from the start, the new NDH regime began the persecution of all non-Croatian citizens. The Serbian, Roma, and Jewish populations were especially targeted, with numerous atrocities and arrests. Croatians who did not agree with this regime were also persecuted. In response to the NDH’s actions against Yugoslavian civilians, resistance movements began to emerge on its territory. Their Air Force was used in various roles during this time, but due to generally obsolescence of equipment, their impact would be quite limited.

The acquisition of more aircraft like the Fiat G.50 offered a slight increase in its offensive capabilities. Once in service, these received new registration numbers ranging from 2501 to 2509. The single Fiat G.50B received the 3510 designations. In July, five would be allocated to the Rajlovac airfield near Sarajevo. In September three were moved to the Banja Luka to be part of the 16th squadron.

After April 1943 most were pulled back to Zagreb where they were attached to the 1st Squadron. When Italy capitulated to the Allies, all warring parties in Yugoslavia rushed in to take over the abandoned Italian weapons, armored vehicles, and a few remaining aircraft. At Zadar airfield, there were six Fiat G.50 aircraft. These would be captured by the NDH forces. Three of them received 5686, 5956, and 5186 designations. The newly acquired fighters were primarily positioned at Kurilovac and Velika Gorica airfields.

By 1944 it was becoming obvious that the Axis would lose the war, as a result many soldiers and pilots from the NDH Army and Air Force tried to escape to the Partisans. On the 2nd of September 1944, air force pilot Andrija Arapović with a Fiat G.50 (reg. Num. 3505) escaped to the island of Vis, under the control of the Yugoslav communist Partisans. Partisan forces put the captured G.50 to use during the war and it would remain in service up to 1946. An interesting fact about Andrija Arapović’s G.50 aircraft is that it still exists today and can be seen in the Belgrade Military Aviation museum near the Nikola Tesla Airport in Serbia. This is the only surviving example of a G.50 in the world. Another Fiat G.50 escaped joining the Allies in Italy.

The Fiat G.50bis was piloted by pilot Andrija Arapović. On the 2nd of September 1944, he fled to the Partisan side. [The Croatian Air Force In The Second World War]
By this point the Allies had achieved almost complete air supremacy over southern Eastern Europe, thus flying the slower Fiat G.50 became quite dangerous. In April 1944 several NDH aircraft, including two Fiat G.50, were destroyed in an Allied bombing run on Borongaj. Due to their obsolescence, even the NDH’s best fighters could do little against Allied bombers. In addition, the chronic lack of fuel led to a reduction in combat flights. By mid-September 1944, only 7 aircraft were listed as operational. In October most were allocated to the 2nd Squadron, which was also equipped with MS 406 fighters. When the Partisans liberated Zagreb, some 9 aircraft in various conditions would be captured. Some would be put to use after the war, but their use would be limited.  These would be removed from service by the 1st of April 1946.

The Fiat G.50bis were often used to protect Zagreb but could do little against more modern Allied bombers. [The Croatian Air Force In The Second World War]

Technical Characteristics 

In NDH service no known modifications were made on the Fiat G. 50. The G.50 was a single-seat, low-wing, all-metal fighter plane. The main fuselage was made from four angular-shaped longerons. The wing construction consisted of a center section which was made of a steel tube connected to the lower fuselage and two metal spars connected with ribs. The fuselage, wing, and tail were covered with duralumin sheets. The only fabric-covered parts were the movable control surfaces in the wings and the tail. It was powered by the 840 hp (626 kW) Fiat A 74 RC 38, a 14-cylinder radial piston engine. An all-metal three-blade propeller produced by Fiat was used.

The G.50 was equipped, like most modern aircraft of the time, with inward retracting landing gear, but the rear tail wheel was fixed. In later improved versions, the rear tail wheel was changed to a retractable type.

The main armament consisted of two forward-firing 12.7mm Breda-SAFAT heavy machine guns, with some 150 rounds of ammunition for each machine gun. The guns were placed behind the upper engine cowl and were synchronized in order not to damage the propeller.

Conclusion

The Fiat G.50 was one of few modern fighters available for NDH service. Their use would be greatly hampered by ever-increasing Allied Air supremacy, lack of fuel, and fear of their pilots defecting. Despite being acquired in relatively small numbers many of them would survive the war albeit in poor condition, while some would see a few more years of service by the newly created Yugoslav Air Force.

Fiat G.50 Specifications
Wingspan 10.9 m / 35 ft 11 in
Length 8 m / 26 ft  3 in
Height 3.28 m / 10 ft 7 in
Wing Area 18.25 m² / 196.5 ft²
Engine One 840 hp (626 kW) Fiat A.74 RC.38, 14 cylinder radial piston
Empty Weight 1,975 kg / 4,350 lbs
Maximum Takeoff Weight 2,415 kg / 5,324 lbs
Fuel Capacity 316 l
Maximum Speed 470 km/h / 292 mph
Range 445 km / 267 mi
Maximum Service Ceiling 10,700 m / 35,100 ft
Climb speed Climb to 6,000 m (19,700 ft) in 7 minutes and 30 seconds
Crew One pilot
Armament
  • Two 12.7 mm Breda-SAFAT heavy machine guns

Credits

  • Written by Marko P.
  • Edited by Henry H. & Ed J.
  • Illustrated by Haryo Panji

Sources:

  • D. Nešić (2008), Naoružanje Drugog Svetsko Rata-Italija, Beograd.
  • G. Cattaneo, The Fiat G.50, Profile Publications number 188
  • P. Verganano (1997), Fiat G.50,, La Bancarella Aeronautica – Torino.
  • D. Monday (1984, 2006), The Hamlyn Concise Guide To Axis Aircraft Of World War II, Aerospace Publishing Ltd.
  • V. V. Mikić, (2000) Zrakoplovstvo Nezavisne Države Hrvatske 1941-1945, Vojno  istorijski institut Vojske Jugoslavije.
  • T. Likso and Danko Č. (1998) The Croatian Air Force In The Second World War, Nacionalna Sveučilišna Zagreb.
  • I. Černiševski (2012) Maketar Plus, IPMS Srbija

 

Reggiane Re.2002 Ariete

Italy, WW2, , , , , ,

italian flag Italy (1940)
Fighter Bomber – 48 Built

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.
  • Images: Rod’s Warbirds Reggiane Re-2002 Ariete II –  http://www.vvsregiaavions.com/RegiaHTML/rre20021.htm

 

Breda Ba.65

Italy, WW2, , , , , , ,

italian flag Italy (1935)
Ground Attack Aircraft – 218 Built


 

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 14
Fiat 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 K14
Engine 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 War
Ba.65 from 2° Stormo 1938
Ba.65 from 5° Stormo
Ba.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.
  • V.Kotelnikov (1995 ), Samoletuep Olya Boya Vtoroi Mirovoi, Library Moscow
  • Lennart A. (2008) A History Of Chinese Aviation Encyclopedia Of Aircraft And Aviation in China Until 1949, AHS of ROC.
  • J.W. Thompson (1963), Italian Civil And Military Aircraft 1930-1945. Aero Publishers
  • Vojislav V. M.(1998), Italijanska Avijacija U Jugoslaviji 1941-1943, Vojno istorijski institut Vojske Jugoslavije Beograd.
  • Nico S. (1979), Italian Aircraft Of The World War II, Squadron/Signal Publications.
  • Photos: http://www.warbirdphotographs.com/vvsregiaavions/regiaindex.html

Re.2005 “Sagittario”

Italy, WW2, , ,

Kingdom of Italy flag Kingdom of Italy (1941)
Fighter Aircraft – 32 ~ 48 Built

The Re.2005 was one of the better and more modern Italian WWII fighter designs. It was developed by Reggiane in 1941. Due to the lack of DB.605 engines, the development and production process of the aircraft was too slow and, by the time of the Italian surrender to the Allies, less than 50 had been built.

Re. 2005 Source: Pinterest

History

Officine Meccaniche Reggiane SA (hailing from Reggio Emilia in Northern Italy) was a WWI era aircraft manufacturer. However, following the First World War, it was not involved in any large aircraft production or design work. Rather as a company, it focused primarily on the Rail and Agriculture sectors primarily building locomotives and agricultural equipment. Its production efforts only returned to aircraft during the thirties when Reggiane became a subsidiary of the much larger Caproni aircraft manufacturer, which was led by the well-known Engineer Gianni Caproni. Thanks to this, Reggiane was aided by Caproni with a larger and more qualified aircraft design department. Reggiane and Caproni were involved with several experimental pre-war designs, like the Ca.405 Procellaria and P.32bis version, in addition to their license production of the S.M.79.

By 1941, the Italian Air Force was in a very desperate state, as it lacked an effective fighter design that could engage the increasing Allied bombing actions against Italian cities. The only modern design, the Macchi C.202, could not be produced in sufficient numbers to make a difference. For this reason, the Italian Air Force initiated the development of the so-called Serie 5 fighter designs that would eventually lead to the Fiat G.55, Macchi C.205, and the Reggiane Re.2005.

One of the greatest problems that the Italian aircraft designers and manufacturers had was the lack of sufficiently strong engines. In 1938, the development of a 1200 hp Fiat A.38 engine began, but many problems appeared and the engine could not be produced in time nor in any great numbers. For this reason, the license for the production of the German DB.601 was obtained. The problem was that Alfa Romeo’s, the manufacturer of this licensed engine, production output of this engine was only around 50 to 60 per month. Due to the lack of an adequate engine, Italian General Francesco Pricolo proposed creating new designs using the German 1475 hp DB.605 engine, which was to be produced by Fiat from 1942 on. The first planes chosen to be equipped with this engine were the Re.2001 and C.202. On 23rd July 1941, a decision was made to save the entire production of the DB.601 engine for the C.202. In addition, around 1000 new DB.605 engines were ordered to be produced by Fiat. Reggiane officials, seeing a new business opportunity, devoted all their available resources in the development of the new Re.2005 model.

The name

In various sources, this plane is marked by different but similar designations. These include RE 2005, Re 2005, or Re.2005. This article has and will use the Re.2005 designation. In early January 1943, the Re.2005 received its ‘Sagittario’ (name of the Constellation Archer) nickname, which is very well known today.

Re.2005 beginnings

In order to design the future Re.2005, a team was chosen under the leadership of Giuseppe Maraschini. His team decided that, instead of simply improving earlier models, they would design and build a brand new aircraft prototype. Carryovers from previous vehicles included the wings, which were similar to previous models but were made of a single piece. The armament was increased to two 0.5 in (12.7 mm) machine-guns and one 0.78 in (20 mm) cannon firing through the propeller hub, with two additional 0.5 in (12.7 mm) machine guns to be placed in the wings. A new outward retracting landing gear was to be installed. The radiators were placed under the fuselage. The building of the wooden fuselage mock-up was completed by the end of October 1941. The wings were completed by early November 1941. Preparation for the construction of two working prototypes (MM.494 and 495) began soon after.

However, there were delays due to the lack of promised DB.605 engines, that were not ready for license production yet. There was also a possibility that all future produced DB.605 engines would be delivered to Fiat and Macchi designs only. Despite these setbacks, the work on an operational prototype continued and, in February 1942, the factory was visited by the High Technical-Military Inspectorate commission. This commission gave good remarks for the Re.2005 design but asked to move the wing-mounted machine guns into the fuselage. As this would cause many technical problems and delays, nothing was done on this matter and the machine guns remained in the wings. By this time, the required shipments containing the armament (Mauser 0.78 in/20 mm MG 151 cannons), canopies, and windscreens (same as on the MC.205) were yet to arrive, as there were constant delays.

Once completed, the first test flight of the MM.494 prototype was made on 9th (or 7th, depending on the source) May 1942. For the main test, pilot Major Tullio De Pranto was hired by Reggiane, for the payment of 140.000 lire. This flight lasted around 5 minutes and was without problems. The following day, Major De Pranto made another flight with the MM.494 prototype. At first, it was fine but then the landing gear mechanism on the right leg broke down, which forced the pilot to make an emergency landing. The prototype was damaged but repaired and the flight tests continued during June and July 1942. By this time, over 6 hours of flight were achieved. In late July, the plane was transported to the Guidonia test center for further testing. There, during dive testing, a maximum speed of some 560 mph (900 km/h) was achieved. But there were again problems with the landing gear and also with the cockpit design and, for these reasons, it was returned to Reggiane for modifications. During August, modifications on the cockpit were made, mostly on the design of glass surfaces and the length of the windscreen, which was considered to be too long for the pilot. In September, the flight tests continued, but there were some issues with the engine malfunctioning and the MM.494 pilot was forced to make an emergency landing. By late September, many pilots had the opportunity to fly on the Re.2005 prototype.

The first prototype, MM.494, in preparation for a series of test flights. Source: Pinterest

At the start of October 1942, the second prototype was moved to the Guidonia test center for testing. There, the problem with the landing gear persisted, in addition to problems with fuselage vibrations that were also noted. By the end of October, the Re.2005 was used in a mock fight with the Fiat G.55. During the firing of its 0.78 in (20 mm) cannons, there were ammunition feed problems. For these reasons, in combination with the previous notes, the MM.495 prototype was returned to Reggiane for further modifications. In late December 1942, an Air Force Commission was formed to examine the Re.2005 prototype overall flying performance, armament, production speed, etc. The Re.2005 was noted to be inferior to the MC.205 but better than the Fiat G.55. While the final decision was not clear, the development of the Re.2005 continued on.

 

The second MM.495 prototype stationed at Reggio Emilia. Source: http://www.warbirdphotographs.com/vvsregiaavions/regiaindex.html

The next step in Re.2005 testing was the addition of bomb loads. During these tests, no major problem was recorded, but the take-off run was increased by some 657 ft (200 m) due to the extra weight. While piloted by Captain Enzo Sant’andrea, instead of releasing the 1410 lb (640 kg) bomb, the release harness mechanism failed and the bomb remained stuck to the plane. He was forced to land with the bomb, but luckily it did not explode and the landing was successful. Various tests were carried out with the original German engine and equipment from April to June 1943.

The Re.2005 prototype was used to supplement a mixed unit in the defense of Rome on 27th May 1943. During this flight, the Re.2005 was piloted by Lieutenant Giorgio Berolaso. While no enemy aircraft were detected, he managed to test the main armament. He later wrote, “ … It was a terrific experience! Such was the recoil that I had the impression that the entire aircraft slowed down…”.

Reggiane fights for production orders

In January 1942. Italian Air Force Officials decided to adopt the Macchi C.202, C.205, and the Fiat G.55 for mass production. The fate of the Re.2005 was, for some time, uncertain. Only in August 1942 did Reggiane receive orders to prepare machine tooling for the possible production of the Re.2005. In October, Reggiane petitioned for the production of 16 Series-0 Re.2005 aircraft. This petition was accepted by Italian Air Force officials and an order for 16 Series-0 (MM.092343-092358) planes was placed in November. Engineer Roberto Longhi was tasked with the construction of the first Series-0 aircraft. As numerous modifications were required, he immediately began working to improve the Re.2005’s performance. The fuselage skin was reinforced, along with the wing spar caps, skins, and internal structure.

As Engineer Roberto Longhi was working to improve the Re.2005, a special Air Force committee rejected it for serial production. Instead, the Re.2005’s improved wings were to be applied to the Re.2002 to serve either as an advanced fighter or as a fighter-bomber. It was also proposed to reequip the Re.2005 with the weaker DB.601 due to a lack of DB.605 engines. For some time, there were fierce discussions between Reggiane officials and the Italian Air Force about the Re.2005. The Reggiane officials even managed to involve Benito Mussolini in this discussion. Eventually, Reggiane managed to obtain a production order for 100 Re.2005 in January 1943, with an additional 18 of the Series-0. In late January 1943, it was increased to 600 aircraft with a monthly production of 70. In order to achieve such high production orders, other manufacturers were to be included in Re.2005 production, like Breda, Caproni, and Aerfer. Eventually, an order for 1000 aircraft was sent with Reggiane, but these numbers were never achieved due to a lack of engines and the war ending for the Italians.

When the production began in early March 1943, it was decided that, from the 24th produced plane onward, bomb racks would be added and the planes were to be used solely as fighter-bomber aircraft.

Technical characteristics

The Re.2005 was designed as a single-engined, low wing, all-metal fighter plane. The fuselage was made using a reinforced sheet metal construction covered with an aluminum alloy skin. The fuselage around the cockpit was additionally strengthened in case of a crash landing.

The landing gear had a simpler design than previous Reggiane designs. It consisted of two outward retracting wheels which were operated hydraulically. The rear tail wheel retracted into the fuselage and was enclosed by two small metal doors. The rear tail wheel could also be steered by the pilot if needed.

To speed up and ease production, the wings were made of one semi-elliptical piece. The wings were made using light alloy materials. They consisted of three double ‘T’ shape spars connected with sheet metal ribs. The split flaps made of metal were extended to under the fuselage. The ailerons (Frise type) were made using a combination of fabric and light alloy materials.

The cockpit had a canopy that could be opened to the right side. For better pilot protection, his seat was made using an 8 mm steel plate. The cockpit was provided with standard Italian equipment, like an Allocchio-Bacchini 30 radio, San Giorgio reflector collimator, Patin telecompass, etc.

Close lock of the Re.2005 cockpit interior. Source: http://www.warbirdphotographs.com/vvsregiaavions/regiaindex.html

The engine used was the German Daimler Benz DB.605A-1 1.475 hp that was being produced under license in Italy as the R.A.1050 RC.58 Tifone (Typhoon). A Piaggio P.2001 three-bladed, mechanically controlled metal propeller was used. The engine was placed in a specially designed mount that was connected to the rest of the fuselage. The Re.2005 oil radiators and coolant were placed on the sides.

The total fuel load was 580 l (or 536 l, depending on the source) stored in four fuel tanks placed in the wings. Access to the fuel tanks was done by removing metal plate panels held in place by screws. Three additional external fuel tanks could be added if needed, one larger with 240 l under the fuselage and two 100 l tanks under the wings.

For Italian standards, the Re.2005 was heavily armed with German supplied cannons. Its armament consisted of one 0.78 in (20 mm) MG 151 cannon firing through the propeller center and two 0.45 in (12.7 mm) Breda SAFAT machine-guns were placed in the front fuselage. Depending on the availability, two 0.45 in or two 0.78 in cannons could be placed in the wings. The total ammunition load was 550-600 (for all three) rounds for the cannon and 700 rounds for the two machine guns. Different bomb load combinations were tested, with a maximum load under the fuselage of 1410 lb (640 kg) and 350 lb (160 kg) under each wing.

 

The center of the propeller has an opening for the internal 0.78 in (20 mm) MG 151 cannon. Source: http://www.warbirdphotographs.com/vvsregiaavions/regiaindex.html

In Operational service

Due to the small number built, the Re.2005 saw only a limited number of actions with the Italian Air Force. All surviving Re.2005 were captured by the Germans, who put them to use. The last operator was the Aeronautica Nazionale Repubblicana, which had only a few Re.2005, but if any were ever used operationally is not known. There were attempts to sell the Re.2005 to Sweden, but nothing came from this.

In Italian Service

The delivery of the Re.2005 to operational units was slow, maximally up to four planes per month. The first unit to be supplied with this aircraft was the 362° Squadriglia which was part of the XXII Gruppo Caccia commanded by Captain Germano La Ferla. The first prototype, MM.494, was given to this unit in early 1943. At the start of April 1943, a group of 20 Italian fighters attacked an Allied B-24 bomber formation and managed to shoot down two bombers. One kill was credited to Re.2005. On 10th April, another attack on an Allied bomber formation was made and the Re.2005 again managed to shoot down one bomber. The next day, two more B-24 were shot down at the cost of one Re.2005. The pilot managed to survive using a parachute. On 28th April, another attack was made by a group of four Re.2005, eleven Macchi C.202 and one French captured D.520. In this action, the Re.2005 pilots shot down two more bombers. By this time, it was apparent to the pilots that the Re.2005 was far superior to the C.200 and C.202. The greatest strength of the Re.2005 was its strong firepower of up to three 0.78 in (20 mm) cannons. From May to June, there were several more flights but without any success.

A group of four Re.2005 belonging to the 362° Squadriglia. Source: http://www.warbirdphotographs.com/vvsregiaavions/regiaindex.html

The 362° Squadriglia was moved to Latina in June 1943. By this time, the 362° Squadriglia had only 8 Re.2005 with 7 operational. On 25th June, this position was attacked by Allied aircraft and four fighters were damaged.

In early July 1943, the 362° Squadriglia, with around 8 Re.2005, was relocated to Sicily in an attempt to stop the Allied advance. In the following days, the Re.2005 managed to shoot down several British Spitfires with the loss of a few aircraft. With the inevitable Axis defeat in Sicily, the Re.2005 crews were moved to Italy. The last two operational Re.2005 were lost in an air raid on the positions of the 371° Squadriglia to which they were temporarily attached.

This Re.2005 (MM.092352) was part of the 362° Squadriglia defending Rome in June 1943. Source: Pinterest

In mid-July, the 362° Squadriglia was operated from Naples with newly supplied Re.2005. By 20th July, this unit had only six Re.2005 but, in the following days two, were lost during bad landings, including the second prototype. Other units were also supplied with the Re.2005 but, in most cases, they were supplied in very limited numbers, for example to 369° Squadriglia. Through August, there were several unsuccessful flight attempts against Allied aircraft. A number of Re.2005 were lost either to Allied action or to other circumstances. By early September, due to the Italian surrender, all available Re.2005 stationed in Naples were destroyed by their crews.

The maximum number of Re.2005 ever operated by 363° Squadriglia was around 9 operational planes. By the time of the Italian surrender, in total, 19 Re.2005 were supplied for operational use to front line pilots. During the period in which XXII Gruppo Caccia was equipped with the Re.2005, it claimed to have shot down some 24 enemy aircraft, with 17 more labeled as possible. In addition, 8 to 13 aircraft were reported to be damaged by this unit. The total losses of Re.2005 amounted to 12 planes, with the deaths of 3 pilots and 4 wounded. While in service, the Re.2005 landing gear proved to be problematic and thus the ground repair crews made several field modifications in order to solve this problem.

The Re.2005 had the best firepower of nearly all Italian fighter designs. With its three 0.78 in (20 mm) cannons, its pilots managed to shoot down many Allied planes during its short operational life. Source. Wiki

In German hands

After the Italian defeat, the Germans rushed to capture any available military equipment and factories they could find. This included the Reggiane factory, along with all surviving Re.2005 in September 1943. Once in German hands, 8 Re.2005 that were under construction were completed. The Germans seemed to be satisfied with its performance and allocated them to the Luftwaffe Luftdienst Kommando Italien in October 1943. At the start of 1944, two additional Re.2005 were completed and given to the Luftwaffe.

The Germans were impressed with the Re.2005’s performance and put to use any surviving aircraft they could find. Source: http://xoomer.virgilio.it/f5avipatches/re2005%20page.html

The use of the Re.2005 by Germans is somewhat confusing, as some authors suggest that they were used in defense of Berlin up to the war’s end ( like D. Mondey). Author M. Di Terlizzi mentions that the MM.495 prototype along with MM.096105 were sent to Germany for evaluation, but what their fate was is not known. Author G. Punka even writes that the second prototype was used in defense of Bucharest. Both cases seem highly unlikely if we take into account the cost of transport, lack of spare parts which would force it to operate close to the Reggiane factory, and the small numbers of captured planes. Even if the Re.2005 were repositioned to defend Berlin, they would have made no difference due to the small number built.
In an Allied bombing raid in March 1944, three Re.2005 were lost. From March to June 1944, three more were damaged, mostly due to accidents, and were returned to Reggiane for repair. By the end of July, five Re.2005 were still operational and used by the Fliger Ziel Staffel 20. This unit was active from June to December 1944. The final fate of the German-operated Re.2005 is not clear but, by the end of 1944, all were probably lost.

Aeronautica Nazionale Repubblicana

The Aeronautica Nazionale Repubblicana had two operational Re.2005 captured at Castiglione del Lago in October 1943. It is highly unlikely that they ever saw any operational service.

Offer to Sweden

In 1942, the Chief of the Caproni commercial company (Compagnia Commerciale) made an attempt to sell the license and 50 incomplete airframes to Sweden. His offer was based on the fact that Italy had sold older Re.2000 and that Sweden had obtained a license for the production of the German DB.605 engine. By the time the Air Ministry and Mussolini allowed this arrangement, in June 1943, it was too late and the whole deal was never achieved.

Proposals and modifications

During the Re.2005’s development process, there were few attempts to overcome the problem of the lack of an adequate engine. Other different modifications were also tested, but with little to no success.

Re.2005 SF/R

In late November 1942, there were proposals to mount an additional jet engine on the Re.2005 which could help it reach a speed up to 466 mph (750 km/h), at least in theory. Due to the extra weight of some 1000 lb (310 kg) and complications with the installation, no Re.2005 was ever fitted with this engine. This proposal is often marked by Re.2005 SF, after the names of the main proponents of this project, Marcello Sarracino and Antonio Ferri. It is also marked simply as Re.2005 R, Reazione (Reaction), by some sources.

Re.2005 wooden version

Luigi Nardi made a proposal to build the Re.2005 aircraft using mostly wood. This would make the production of Re.2005 cheaper. Nardi was involved in building the first wooden wings in March, following with a fuselage in June 1943. Reggiane officials hired Nardi in late 1942 ( officially in early 1943) and gave him a team of 39 men to complete a wooden model. Little to no progress was made by 1943 and, in the end, it appears that no working prototype was ever built.

Twin fuselage Re.2005 version

There was a paper proposal in late 1942 to build a twin-fuselage heavy fighter version of the Re.2005. It was to be powered by two DB.605 engines and the pilot was to be positioned in the left fuselage. This project remains on paper only and no mock-up or working model was ever built. In 1943, Nardi proposed a similar all-wood project, but nothing came of this. If these two projects were related, it is not known. It is unknown if this version received any official designation.

Re.2005 aircraft carrier version

Due to Reggiane’s experience with shipboard aircraft designs, the Re.2005 was chosen to be used for the Aquila aircraft carrier. No progress was ever made for this version and, in the end, nothing came from it.

Re.2004

Due to the lack of DB.605 engines and the priority given to the G.55 and C.205 aircraft, Italian Air Force officials proposed in late 1941 that Reggiane adopt another solution. This included the use of the new Isotta Fraschini Zeta 1.250 hp engine still in development. This new aircraft project was named Re.2004. The development process of the Re.2004 was slow and, by late June 1943, only two prototypes were ordered to be built. The main engine was never successfully completed nor used due to huge problems with the cooling system. It is likely that only wooden mock-ups were ever built of the Re.2004. Some authors, like John F.B, note that the Re.2004 was actually based on the Reggiane Re.2001 fighter design.

Re.2006

In March 1943, the Italians managed to obtain a number of German 1750 hp DB.603 engines. Immediately, there were plans to equip the existing fighter designs with this engine, including the Re.2005. In May 1943, the Italian Air Force ordered Reggiane to construct two new prototypes (MM.540-541) using this engine. By the time of the Italian surrender, only one incomplete (or complete, depending on the source) prototype was built. After the Germans captured the Reggiane factory, they continued work on the Re.2006 by using some components taken from the Re.2005 (the fuselage). The work on it was never finished by the Germans. It was captured by the Allies, who showed no interest in it, and the incomplete Re.2006 was scrapped in April 1946.

Production

Despite promising performance and an official production order for more than 740 aircraft, only small numbers were actually ever built. The number of production aircraft depends on the sources: According to author Christ C. 37 were built, while D. Mondey and Nešić, D claim 48 being built.
Author John F.B. gives information that 2 prototypes, 16 Series-0 and 18 pre-production aircraft were built, in total 36. Author Gregory A. notes that, by September 1943, 32 Re.2005 were built. These include 2 prototypes, 29 Series-0 and a single Series-I aircraft. He also notes that an additional one was under construction but never finished.

  • Re.2005 Prototype – two prototypes (MM.494 and 495) built
  • Re.2005 Series-0 – 16 to 29 were built and used for testing and in combat.
  • Re.2005 Series-I – 1 to 18 built with some structural modifications.

Proposals and modifications

  • Re.2005 SF – Proposed version equipped with an extra jet engine, none built.
  • Re.2005 wooden version – Proposed version to be built using wood, only limited progress made.
  • Twin fuselage Re.2005 – Paper project only.
  • Re.2005 carrier version – Proposed version to be used on the Aquila aircraft carrier, no prototype was ever built.
  • Re.2004 – Experimental fighter project equipped with the Isotta Fraschini Zeta 1.250 hp engine, possibly only a mock-up built.
  • Re.2006 – Proposed fighter plane powered with Daimler Benz DB 603 and to be built using Re.2005 components, only one incomplete model built.

Operators
Italian Regia Aeronautica – Operated less than 22 aircraft during the war.
Aeronautica Nazionale Repubblicana – Operated two Re.2005.
Germany – Rebuild 10 Re.2005 which were used by the Luftwaffe.
Sweden – There were proposals to negotiate a deal with Sweden for license production. Nothing came from this.

Surviving Re.2005

One Re.2005 captured in Sicily was allegedly put on display in the American National Aircraft Show in November 1946. There is little to no evidence that proves that this ever happened. Today, only a part of a Re.2005 is the rear fuselage and tail of  MM.092352362-2,  restored by GAVS Milan. It can be seen at the Gianni Caproni Museum of Aeronautics near Milan.

Conclusion

While the Re.2005 had the potential to be a good fighter design, its development process was plagued by the lack of engines, problems with vibrations, and the indifference of the Italian Air Force officials. While it was used in combat, it was built in small numbers and too late to have any influence on the war.

Re.2005 Specifications
Wingspans 36 ft 1 in / 11 m
Length 28 ft 7 in / 8,7 m
Height 10 ft 4 in / 3.15 m
Wing Area 220 ft² / 20.4 m²
Engine One Fiat R.A.1050 RC.58 12-cylinder 1475 hp engine
Empty Weight 5732 lbs / 2.600 kg
Maximum Takeoff Weight 7.960 lbs / 3.610 kg
Fuel Capacity 580 + 440 l
Climb to 8 km (19,700 ft) 7 minutes 50 seconds
Maximum Speed 390 mph / 630 km/h
Cruising speed 319 mph / 515 km/h
Range 776 mile / 1.250 km
Maximum Service Ceiling 39.370 ft / 12,000 m
Crew 1 pilot
Armament
  • Three 0.78 in (20 mm) cannons and two 0.5 in (12.7 mm) heavy machine guns
  • One 1,410 lb (630 kg) bomb, and two 252 lb (160 kg)

Gallery

Re. 2005, Illustration by Pavel Alexe

Source:

  • D. Nešić. (2008). Naoružanje Drugog Svetsko Rata-Italija. Beograd.
  • D. Mondey (2006). The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books.
  • G. Punka, Reggiane Fighters In Action. Signal Publication.
  • J. W. Thomson (1963) Italian Civil And Military Aircraft 1930-1945, Aero Publisher
  • G. Alegi. (2001) Reggiane RE 2005, SATE Zingonia.
  • M. Di Terlizzi (2001) Reggiane RE 2005 Sagittario, IBN Editore
  • John F.B. (1972) Caproni Reggiane Re 2001 Falco II, Re 2002 Ariete and Re 2005
  • Sagittario, Profile Publications
  • N. Sgarlato (1979) Italian Aircraft OF World War II, Squadron Signal Publication.
  • C. Dunning (1998) Courage Alone The Italian Air Force 1940-1943, Hikoki Publication

Reggiane Re.2000 Falco

Italy, WW2, , , ,

Kingdom of Italy flag Kingdom of Italy (1937)
Fighter Aircraft – 158 ~ 170 Built

The Falco being prepared for a shipboard catapult test launch [Colorized by Michael Jucan]
The Re.2000 was one of many Italian pre-war fighter aircraft developments. Despite having overall decent flying performance, it was never adopted for Italian service. It did see export success, to Sweden and Hungary.

History

The prototype, MM 408, in its natural metal finish. [Rod’s Warbirds]
Officine Meccaniche Reggiane SA (Reggio Emilia in Northern Italy) was a WWI-era aircraft manufacturer. However, after the war, the Reggiane was not involved in any aircraft production or design work. Things started moving only during the thirties, when Reggiane became a subsidiary of the much larger Società de Agostini e Caproni and Società Caproni e Comitti aircraft manufacturer, which was led by well-known Engineer Gianni Caproni. Thanks to him, Reggiane was provided by Caproni with a larger and well qualified aircraft design department. Reggiane and Caproni were involved in several experimental pre-war designs, like the Ca.405 Procellaria and P.32bis, in addition to the licence production of the S.M.79 bomber.

In 1938, the development of the Re.2000 began at the request of the Italian Aviation Ministry (Ministero dell Aeronautica) under the codename “Programme R”, which aimed to upgrade the Italian Air Force (Regia Aeronautica) with new and modern designs. Special care was given to the development of new single wing fighter designs. At that time, several different fighter designs were in various states of development (like the Fiat G.50, Caproni-Vizzola F.5, Macchi C.200 etc.). The Reggiane officials wanted to participate in this, and ordered the design team to begin developing a fighter plane.

The similarities in external design between the Italian and American aircraft are easy to see. [UH.edu]
A team was formed, led by the Technical Director Antonio Alessio and Engineer Roberto Longhi, who immediately began work on the new design. Due to a lack of time to properly design the new fighter, a solution was proposed to simply buy a licence from the Americans, but this was rejected by chief Ing. Caproni. The new design was, surprisingly, soon finished. This was achieved by utilizing some elements of design of an American Seversky P-35 aircraft. The main reason why the Re.2000 was influenced by the American design was Roberto Longhi. He had spent some time working in the aviation industry in America before returning to Italy in 1936. While the two planes look very similar, there were some differences, like the cockpit, landing gear etc.

Technical Characteristics

Re.2000 rear view. [Rod’s Warbirds]
The Re.2000 was designed as a low wing, mixed construction (mostly metal), single seat fighter plane. The fuselage consisted of a round frame covered with metal sheet held in place by using flush-riveting. The Re.2000 wings had a semi-elliptical design, with five spars covered with stressed skin. The central part of the wing held two integral fuel tanks. The front position had a capacity of 455 l (120 US gallons), while the smaller rear one could hold around 240 l (63 US gallons). The wings were equipped with fabric covered Frise type ailerons. The rear tail had a metal construction with the controls covered with fabric.

The landing gear system was unusual. When it retracted, it rotated 90° (a copy from the Curtiss model) before it entered the wheel bays. For better landing handling, the landing gear was provided with hydraulic shock absorbers and pneumatic brakes. The smaller rear wheel was also retractable and could be steered if needed.

Two Italian Re.2000, possibly stationed in Sicily. [Rod’s Warbirds]
The Re.2000 engine was the Piaggio P.XI R.C.40 14-cylinder air cooled radial engine, a licensed derivative of the French Gnome-Rhône Mistral Major 14K, providing 985 hp (840 hp depending on the source), equipped with a three blade variable pitch propeller made by Piaggio.

The cockpit canopy opened to the rear and the pilot had a good overall view of the surroundings. For pilot protection, a rear 8 mm (0.3 in) thick armor plate was placed behind the seat. The pilot was provided with an oxygen tank and a type B.30 radio. The Re.2000 had an option for installing wing gun-cameras, but this was rarely done.

Re.2000 (MM 5068) first series side view. This aircraft was one of the few used by the Italian Air Force. [Rod’s Warbirds]
The Re.2000 possessed weak offensive capabilities, as it was armed with only two Breda-Safat 12.7 mm (0.5 in) heavy machine guns. The machine guns were placed above the front fuselage and fired through the propeller arc. For each machine gun, 300 ammunition rounds were provided. The machine guns could, depending on the combat situation (lack of ammunition, for example), be fired together or individually. There were plans to add two more machine guns (unknown caliber) to the wings but nothing came of this.

The Re.2000 also had two small bomb bays placed in each central wing section. Each bomb bay had a payload of twenty two 2 kg (4.4 lb) anti-personnel or incendiary bombs. The bombs were electrically released individually or in larger groups.

Tense Start

The Re.2000 dashboard. [Rod’s Warbirds]
The first operational Re.2000 prototype (serial number MM.408) was completed in early 1939. It made its first test flight on 24th March (or May, depending on the source) that year, piloted by Caproni test pilot Mario De Bernardi. During this flight, the Re.2000 was shown to have good flying speed and manoeuvrability. There were some modifications requested, like changes in the design of the exhaust and carburettor air intakes. The cockpit design was also requested to be changed from a round windshield to a framed model. These flight tests were followed by armament tests, which also were without any major problems. During this time, the Re.2000 was tested in mock dog-fights against the Italian Macchi C.200 and even a German Me-109E. In these mock fights, the Re.2000 proved to have better handling and maneuverability than its counterparts.

In August 1939, the prototype was moved to the Air Force Guidonia test site near Rome for further testing. The Re.2000 was flight tested by two pilots, Colonels Aldo Quarantotti and Angelo Tondi, who both gave positive remarks on its performance. Maximum speed achieved during these test flights was 515 km/h (320 mph).

Re.2000 side view [Rod’s Warbirds]
Further tests done by the Aeronautical Construction of the Air Ministry, on the other hand, stressed the important structural problems that this plane had. The main issue was the position of the fuel tanks in the wings, which was dangerous for a fighter plane. There was another huge issue with fuel tank leaks due to loosening of the rivets. The low quality of the welding and a number of internal structural defects were also noted. Despite still being in a prototype stage, meaning that these defects could possibly have been addressed, the Re.2000 program was abandoned.

Despite the proposal of the Re.2000 main designers Alessio and Longhi to redesign the fuel tanks and improve the structure of their prototype, the decision for the cancellation of the project was not changed. The small serial production of 12 planes was rejected and the preparation of the tooling equipment for the production of the originally planned 188 aircraft was abandoned.

Strangely, for some unknown reason ,the Aviation Ministry gave permission for the construction of a second prototype (MM.454). Later, this prototype would serve as a base of the Re.2002 aircraft design.

Success Abroad

While the Re.2000 proved to have good flying performance, it was difficult to maintain properly due to the harsh weather conditions in Swedish service. [Rod’s Warbirds]
Despite not being adopted for service, the Aviation Ministry did actually include the Re.2000 for the export market, where it did see some success. Even though the Reggiane lost the order for the Re.2000 serial production, their management decided to go on with production as a private venture. The idea was that, if its own Air Force did not want to adopt it, maybe another country would. Many Nations in Europe would show interest in this design, which included Hungary, Yugoslavia, Spain, Switzerland, UK, Finland and Sweden. In the end, due to the war’s outbreak, only Hungary and Sweden would receive the Re.2000.

Negotiations with the UK

In late 1939, the UK sent a delegation led by Lord Hardwick and Wing Commander H. Thornton to Caproni. The British were interested in buying a number of aircraft designs (Ca.313 and Ca.311), including 300 Re.2000. The order was confirmed in January 1940. What is interesting is that, initially, the Germans did not try to prevent these negotiations. Later, in March, the Germans tried to enforce an embargo on the Italian sale of weapons to the UK. Caproni and Lord Wardwick tried to bypass this embargo by making a deal through a Caproni Portugese subsidiary. But, as Italy attacked the French in June 1940, the negotiations between Italy and the UK were stopped.

In Swedish Service, the “J 20”

The Re.2000 was known in Sweedish service as the J-20 model. [WW2 in Color]
Sweden negotiated with Reggiane to buy a group of 60 Re.2000 aircraft. After some initial negotiations, the deal was made on the 28th November 1940. The price of these 60 aircraft was 18.7 million Swedish Krona, but was instead paid in much needed chrome-nickel metal (of the same value) instead. The 60 Re.2000 were broken into parts and sent by train through Germany and then again re-assembled at Malmen. In Swedish service, the Re.2000 was known as the J 20. While it proved to have good flying performance, due to the harsh weather conditions, it was difficult to maintain properly. During the war, the J 20 were mostly used to patrol the Swedish skies and occasionally intercept German or Allied aircraft. Only one was lost, when it was shot down by a German Do 24 in April 1945. Due to a lack of spare parts, all were removed from service in 1946. One surviving J 20 can be seen in the Swedish Air Force Museum in Linköping.

In Hungarian service, the “Héja”

A Hungarian Heja II is preparing to take a test flight on an airfield near Budapest.

For some time, Hungary acquired aircraft and aviation equipment from Italy (like the CR.32 and CR.42, for example). By the end of 1939, Hungary asked for 70 new Re.2000 in addition to the licence rights for domestic production. Once the deal was completed, the production of the Re.2000 was given to well known manufacturer MAVAG, but the start of the production process was slow. On the other hand, the 70 Italian-produced Re.2000 arrived by the end of 1941. The first Hungarian-produced Héja (Hawk, as the Re.2000 was known in Hungary) was only built and tested in 1942. By the time production stopped, in 1944 around 185-203 aircraft of this type were built.

Re.2000 in Hungarian service. The Italians supplied the Hungarians with 70 aircraft and a production license. [Rod’s Warbirds]
During their Hungarian service, the Héja’s engine was deemed insufficient, and so a new, 14-cylinder WMK-14B 1085 hp engine was used. The heavy machine guns were also replaced with Hungarian Gebauer ones of the same caliber.

The Héja were used on the Easter front with some success, managing to achieve a number of air victories. As a shipment of more advanced Me-109G arrived in Hungary from Germany in late 1943, the Héja was mostly relegated to training. But, due to the rapid Soviet advance in 1944, many were put back into frontline service in the vain hope of stopping the enemy.

Negotiation with Yugoslavia

In early 1940, the Kingdom of Yugoslavia sent an Air Force delegation led by Colonel Pavlović to negotiate an order for 50 Re.2000 aircraft. After a brief demonstration, the delegation was impressed with its performance. In March, a new delegation led by Colonel Rubčića, with two test pilots, was sent to personally test the Re.2000’s performance. In July, Yugoslavia requested a delivery of six Re.2000 aircraft without armament. Due to the outbreak of the war, none were ever delivered to Yugoslavia.

A New Chance in Italian service

The Re.2000 would see some limited service in the Italian Air Force and Navy. Due to an urgent need for modern aircraft, the Italians simply reused 28 aircraft (the numbers are different depending on the source used) which were originally intended for Hungary (20) and Sweden (8). An additional 28 aircraft were built to replace the ones requisitioned, and supplied to the respective buyers.

Shipboard Version

Re.2000 preparing to be launched from a ship catapult. Despite the testing being successful, none were ever used operationally in this role due to rapid war developments in favor of the Allies. [Rod’s Warbirds]
When Italy declared War on the Western Allies, their navy had only a small number of 44 Ro.43 and few Ro.44 floatplanes available. Thus, the Italian Navy finally showed interest in the Re.2000 as a replacement for the older models. For this reason, a Re.2000 was to be modified with catapult mounting points, so that it could be launched by ship catapults. These were piloted not by navy pilots, but instead by the Air Force. Two Re.2000 that were modified for this purpose and were lost in accidents. The first (MM.471), piloted by Cap. Giovanni Fabbri, was lost during the flight to Taranto and the second (MM.485) was damaged during transport.

The first catapult tests were carried out in late 1941 near Perugia, by Giulio Reiner. More intensive tests were carried out in early 1942 on the Italian battleships Roma and Vittorio Veneto. These tests were considered a great success and an order was placed for 10 Re.2000 to be modified for this role.

These Re.2000 saw some modifications, like the removal of the covering behind the sliding canopy in hope of improving rear visibility, a modified windshield was added, new radio and modifications to the fuselage so that it could be launched from ship catapults.

When the testing was completed, the Re.2000 were given to the 1° Squadriglia FF.NN (Forze Navali – Naval force). Two each were given to the battleships Roma, Vittorio Veneto and Littorio. Due to the rapid development of the War in the Medeterain, the Italian navy was no longer able to effectively battle the Allied navy. These Re.2000 were never used operationally on any Italian ships in its intended role. By the time of the Italian surrender (September 1943), these battleships tried to escape to the Allied side but were attacked by the German bombers, and only one Re.2000 (from the Vittorio Veneto) survived the engagement.

Depending on the source, this version was powered by a stronger 1025 hp P.XIbis engine. The Re.2000 design for the shipboard is marked as Series II. In addition, some authors (like Maurizio D.T.) name this version as Re.2000Bis.

The Re.2000 G.A. Long Range Version

The flow of supplies to the Italian colony of Ethiopia with much needed modern weapons and equipment was constantly harassed by the British navy and aviation. One of the problems for the Italians was the lack of proper fighter cover. They attempted to send S.M.82 transport planes carrying parts for CR.42 biplanes. While these attempts did see some success, a proper solution was needed. The best Italian fighter at that time was the Macchi C.200, but it lacked the needed operational range to reach this front. Someone in the Italian Air Force proposed to modify some already produced models with increased fuel load. The Italian Navy (Regia Marina) also showed interest in this project, as they were desperate to replace the aging Ro.43 and Ro.44 aircraft (carried by larger shipps for various missions). For this proposal, the Re.2000 was chosen, despite not being adopted for service.

The prototype of the Re.2000 design for longer operational range was named “G.A” (Grande Autonomia, long range). The Re.2000 G.A had an increased fuel load to 1490 l, which increased the operational range from 840 km (520 miles) to 1.300 km (807 miles). This aircraft was tested by the famous Italian Ace Col. Adriano Mantelli. The flight proved to be successful and without any problems. Despite these results, the loss of Ethiopia to the Allies in May 1941 stopped the long range fighter project.

Re.2000 of the 74° Squadriglia. [Rod’s Warbirds]
The modified Re.2000 aircraft were allocated to the 23° Gruppo Autonomo (independent group) in the spring of 1941. The 23° Gruppo Autonomo consisted of the 70° ,74° and 75° Squadriglia. This unit was stationed at Sicily under the leadership of Major Tito Falconi. As this unit had only a small number of Re.2000, it was reinforced with older CR.42.

To better test the Re.2000 G.A. version’s performance, a special experimental section (Sezione Sperimentale), a part of the 23° Gruppo Autonomo, was formed. This Section was led by Capt. Pietro Calistri. For some time, this unit had a nonoperational status, as the Re.2000 had engine problems and could not be used. As the engine problems were solved, the Re.2000 were mainly used for patrolling the Italian coast, but in a few cases even for bombing British military installations on Malta. The Re.2000 were moved to support the 377° Squadriglia in July (or August depending on the source). At that time, the 377° Squadriglia had around 13 (or up to 17) Re.2000. This unit was stationed at the Trapani Milo airfield in Sicily. From that point, this unit was mostly used for patrol and escort missions in the Mediterranean sea.

The 23° Gruppo Autonomo was, for a very short time, even used in North Africa, but without any Re.2000. In early 1942, the unit was engaged in naval escort and reconnaissance operations, but no enemy fighters were encountered. From March 1942, this unit, under the command of Capt. Marcolini, operated from Palermo in Sicily. Its objective was to protect Palermo from any possible enemy bombing attacks and to scout for enemy ships and aircraft. During one such mission, one British Blenheim bomber was shot down, which may be the only Re.2000 air victory in Italian service.

The 377° Squadriglia was engaged in supporting the Italian attacks on British convoy ships near Malta in June 1942. During this action, no victory was achieved and no losses were recorded. After more than 320 operational missions, the Re.2000 were replaced with Macchi C.200 aircraft in September 1942. The remaining Re.2000s were in such poor repair condition that it was decided to return them to the Reggiane factory. After some were repaired, they were then moved to Treviso to be used as training aircraft, but no flights were ever made. After the Italian surrender, the Germans took over these aircraft, but they were likely scrapped, as there is no record of their use by the Germans.

Future Developments

During the war, the Re.2000 would see some improvement attempts by using a new engine and improving the overall design. There were several such projects, including the Re.2001, Re.2002, Re.2003, Re.2004 and Re.2005.

Re.2001

In the hope of improving the Re.2000’s overall flight performance, in 1939 and 1940, one plane was equipped with a German Daimler Benz DB 601 engine. While it improved the performance, Alfa Romeo was unable to produce large numbers of this engine and, for this reason, only 252 were built. They were used in different roles: fighter, ground attack, shipboard and torpedo attack plane.

Re.2002

The Re.2002 was a fighter-bomber version which incorporated design elements from the Re.2000 and Re.2001. It received two additional light machine guns, bomb racks under the fuselage and under the wings. It was powered by a 1175 hp Piaggio P.XIX R.C.45 engine. Small numbers were produced for the Italians by 1943. The German captured the Reggiane factory and produced additional aircraft.

Re.2003

One Re.2000 was used as a base for the experimental two-seat Re.2003 version. After some testing and an initial order for 200 planes, it was not adopted for service.

Production

Despite being canceled for mass production, Reggiane decided on its own initiative to produce a series of 158 to 170 (depending on the source) aircraft for export sales. Most of these would be sold to Hungary and Sweden. Small numbers (less than 30, including the prototypes) did eventually enter limited service with the Italian navy.

  • Re.2000 Prototype – two prototypes built
  • I Series – Main production version
  • II Series- Shipborne fighter/scout version
  • III Series – Long range version

Prototypes and modifications

  • Re.2001 – Improved version powered with German Daimler Benz DB 601 engine, 252 were built.
  • Re.2002 – Powered with 1175 hp Piaggio P.XIX R.C.45 engine, 225 were built.
  • Re.2003 – Experimental two-seater, one prototype built.

Operators

  • Italy – Operated less than 40 aircraft
  • Hungary – Bought 70 aircraft and a licence production for the Re.2000 under the ‘Héja’ name. Total domestic production was 185-192 aircraft
  • Sweden – Bought 60 aircraft in 1940.
  • UK – Negotiated buying 300 aircraft, but the war prevented this from happening.
  • Other countries like Yugoslavia, Finland, Spain and Switzerland showed interest in buying a number Re.2000, but nothing came from this.

Surviving Re.2000

The remains of the recovered Re.2000 [Warbird News]
Two Re.2000 wrecks were recovered from the bottom of Mediterranean. One shipboard Re.2000 (MM.8287) wreckage was found by the Italian company Micoperi. It was lost in a reconnaissance flight during April 1943. What is interesting is that this plane was modified as an experimental two seater according to author Maurizio D. T. The wreckage was, after a proper desalination process, transported to the Museum of the Italian Air Force at Vigna Di Valle. This plane is currently under restoration. Another Re.2000 (MM.8281) was also recovered in late April 2012.

Conclusion

The Re.2000 had good flying performance but it did have a number of issues. The greatest one was the engine, which demanded a lot of maintenance. There were many problems with the engine overheating. While the larger forward mounted engine did provide the pilot with additional protection from enemy fire, it also affected the pilot’s front view, which was limited. The two heavy machine guns proved to be insufficient and problematic. The biggest issue was the poor quality of the fuel tanks, a problem that was never solved successfully, which was the main reason why it was never adopted for service.

Re.2000 Specifications
Wingspans 36 ft 1 in / 11 m
Length 26 ft 5 in / 8 m
Height 10 ft 4 in / 3.15 m
Wing Area 220 ft² / 20.4 m²
Engine One Piaggio P.XI RC.40 985 hp
Empty Weight 5424 lbs / 2.460 kg
Maximum Takeoff Weight 7143 lbs / 3.240 kg
Fuel Capacity 675 l (180 US gallons)
Climb to 6 km (19,700 ft) 6 minutes 10 seconds
Maximum Speed 320 mph / 515 km/h
Cruising speed 280 mph / 450 km/h
Range 522 mile / 840 km
Maximum Service Ceiling 34.450 ft / 11,500 m
Crew 1 pilot
Armament
  • Two 0.5 in (12.7 mm) heavy machine guns
  • Bomb bay with twenty two 4.4 lb (2 kg) bombs.

Gallery

Illustrations by Pavel

Italian Re.2000 used during catapult launch testings
A Hungarian V.4+V.40 Héja I belonging to the Dongo (Wasp) Fighter Squadron
Swedish J 20 (Re.2000) with 42 marking number

Credits