Tag Archives: Italy

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

Dewoitine D.520

France, WW2, , , , , , , ,

French flag France (1936-1953)
Fighter – 900 Built

A restored D.520 in GC I/3 camouflage. [le blog du lignard]
The Dewoitine D.520 was the most advanced French fighter aircraft of the World War II period to have been employed in large numbers during the Battle of France. It was superior to the Morane-Saulnier MS.406 and Bloch MB.152. Often considered the only French fighter able to challenge the dominance of the Luftwaffe’s Bf 109E, the D.520 garnered a strong reputation and popularity among the general public in France. Though this aspect of its history is typically overlooked, the Dewoitine would also see extensive service after the Battle of France, particularly in the air force of the Vichy Regime, but also with Germany’s Italian and Bulgarian allies.

Dewoitine: French Pioneer of Interwar Metal Monoplanes

The Constructions Aéronautiques Emile Dewoitine (Emile Dewoitine Aeronautical Manufacturing) society was founded in 1920 under the lead of the eponymous engineer. Dewoitine had previously been employed by Latecoere during the First World War, which gave him experience on the subject of military aviation.

Dewoitine’s company was located in South-Western France, in Toulouse – an ideal location for strategic industry, as it was about as far as one could be in France from what was still viewed as a potential future adversary in 1920, namely Germany.

Dewoitine’s main products quickly became monoplane fighters. Though other types of planes were also developed, it was with parasol wing monoplanes that Dewoitine met its initial success. While the company failed to procure major domestic orders, Dewoitine fighters such as the D.1, D.9, or D.25 were export successes, seeing service in a number of countries such as Switzerland, Czechoslovakia, Turkey, Italy or Argentina. Dewoitine’s fighters were occasionally quite innovative – for example, the Dewoitine D.9 was an entirely metal parasol wing fighter, which was quite remarkable for a plane which first flew in 1924. While rejected by France, it was licence-produced by Italy as the Ansaldo AC.3, with 150 being manufactured for the Regia Aeronautica. Dewoitine also manufactured small numbers of D.9s for Belgium, Switzerland, Yugoslavia and Hungary.

Dewoitine’s D.9 metallic parasol monoplane fighter. [Aviafrance]
In large part due to none of its planes being adopted by France’s military, Dewoitine faced considerable woes in the late 1920s, being liquidated in January of 1927, before being re-founded the next year. The 1930s would prove more fruitful for Dewoitine. Most notably, the company won some sizeable contracts in the mid 1930s for its Dewoitine D.500, D.501 and D.510, which were low wing, or cantilever-wing, monoplanes, the latter two featuring, a 20 mm autocannon firing through the propeller hub. With more than 300 aircraft ordered for French service, and some limited export contacts, the Dewoitine cantilever wing monoplanes powered the company through the 1930s, and formed the bulk of France’s fighter force all the way up to 1938-1939.

A Dewoitine D.510 in flight. The D.500/501/510 fighters were a great achievement for, Dewoitine which helped cement the manufacturer’s credibility as a major French fighter manufacturer. [avion-légendaires]
Dewoitine first experimented with a cantilever-wing monoplane fighter with a retractable landing gear in the form of the D.513 fighter which first flew in January of 1936. It generally proved quite disappointing, suffering from instability, and was unable to reach the speed that was expected of it, while also suffering from cooling and landing gear problems, leading to the fighter quickly being discontinued.

The Birth of the “520”

In the French Air Force’s nomenclature, the role of single-seat fighters was classified “C1” (C for chasseur, the French equivalent of fighter, and 1 for single-seat). The air force department in charge of equipment procurement, the Service Technique Aéronautique (STAé – ENG : Aeronautical technical service), would regularly publish calls for aircraft manufacturers to design fighters to fill this role along with a series of required specifications. By late 1936, the last design request had been formulated more than two years prior, in March of 1934. The aircraft from this program, which was being considered for adoption, Morane-Saulnier’s MS.405 (which would become the MS.406), was still in the prototype phase, and had yet to receive orders for production.The MS.405 was already a fairly modern fighter, being a cantilever wing monoplane with a retractable landing gear. But Dewoitine believed that more advanced fighters using the same features could be developed. Anticipating a new design request for the C1 role, Dewoitine began development of a single-seat fighter in late 1936. It was not long before the STAé issued a new request. On the 12th of January 1937, aircraft manufacturers were asked to design a fighter able to reach a maximum speed of 520 km/h, climb to 8,000 meters in less than 15 minutes, land on a runway of 400 meters, and featuring a centerline Hispano-Suiza 20 mm HS.9 autocannon and two 7.5 mm MAC 34 machine-guns, equivalent to the armaments on the D.520 and MS. 405/406.

As the Dewoitine fighter project was still very early in development when the specifications were issued, its design took them into account. The requested maximum speed, 520 km/h, ended up being the project’s number designation.

Another major event happened in March of 1937, when Dewoitine’s Constructions aéronautiques Emile Dewoitine was nationalized by the French state. This was part of a massive nationalization plan that concerned all aspects of France’s defense industry, which was being run by the socialist-leaning popular front government in power since May 1936. Though this meant Dewoitine’s company was now state property, Emile Dewoitine was not displaced in his function as main engineer and leader of the company. The company, however, took a new name – Société Nationale des Constructions Aéronautiques du Midi (SNCAM – ENG: National Society of Aeronautical Constructions of the Midi -‘Midi being the area allotted to the company near Toulouse).

Though Dewoitine was still in full control of his company, all of the reorganization that took place in 1937 meant that work on the D.520 was mostly postponed or paused, resuming only in 1938. On the 3rd of April 1938, SNCAM obtained a contract for the construction of a prototype. Production of the first D.520 began and the prototype, D.520-01, would take off for the first time on the 2nd of October 1938.

Design of the Dewoitine fighter

The first D.520 prototype in flight. [joseph bibert fichiers]
The fighter aircraft designed by Dewoitine and his team was a low, cantilever-wing monoplane fighter that used an Hispano-Suiza 12Y in-line engine. The plane used riveted duralumin construction, both in structure and skinning.

The D.520’s wings used a one-piece, reinforced single-spar structure. Two MAC 34 7.5 mm machine-guns with gun cameras were installed towards the front, closer to the fuselage, while further inboard in the wings, a 120 liter fuel tank was located. To the rear were the flaps, which were also the only part of the aircraft covered with fabric instead of duralumin. Without the flaps, the wings had a surface of 13 square meters. The flaps had a surface area of 1 square meter, and each wing had a surface area of 14 square meters in total. When counting the wing root, where the fuselage and wings meet, the surface area was 16 square meters. On the first prototype, there was no radiator in the fuselage, and instead a radiator was installed under each wing.

The D.520-01 prototype used a Hispano-Suiza 12Y-31 V12 890 hp engine, without the cannon installed, though later prototypes, followed by production models would use more powerful versions of the Hispano-Suiza 12Y engine with provision for a 20 mm gun firing through the propeller hub. Between the engine and pilot, a 396 liter fuel tank was located (though typically it would only be filled for ferrying, and not combat operations). With a total fuel capacity of 636 litres, the D.520 had high endurance, with a ferrying range of up to 1,500 km in good weather.

The landing gear of the D.520 opened outwards. The definitive production model of the D.520 had a length of 8.6 meters, a wingspan of 10.2 meters, and a height of 3.435 meters.

Prototype Testing

The first prototype, D.520-01, was in some ways more of a demonstrator than a true prototype. From the start, the prototype had a number of differences from the standard models. The model of Hispano-Suiza 12Y that was used, the 12Y-21, did not have a provision for a propeller-hub-firing cannon, and with 890 hp, was less powerful than what was later installed. The wing machine-guns were not mounted either. During its first flight, the prototype failed to reach the desired speed of 520 km/h, not exceeding 480, and several issues were found. The two wing radiators caused too much drag, and a fuselage-mounted radiator was chosen instead. The tail’s control surfaces were found to be too small, and were enlarged. New exhaust pipes were also installed. The 12Y-21 engine was replaced by a 12Y-29, which produced 910 hp. Lastly, a variable pitch propeller was also installed.

A view of D.520-01 in flight. [Guerre et Histoire – Sciences et vie]
The first D.520 prototype undertook a second flight on the 11th of January 1939. This second attempt was much more successful, and showed great promise. It possessed good dive capabilities, with the prototype reaching more than 800 km/h in a dive, and reached 525 km/h in level flight, exceeding the 520 km/h required of the specifications.

A formidable view of the second D.520 prototype in flight over fields, France, 1939. [WW2aircrafts.net]
The second prototype of the D.520, D.520-02, had its first flight on the 28th of January, 1939. This prototype was much closer to the production model. It was fully armed, including the 20 mm propeller mounted autocannon, and had incorporated all the changes the D.520-01 had undertaken, as well as some new ones: a new landing gear and larger empennage. On the 5th of May, the third prototype, D.520-03, took to the air for the first time. This example featured the 12Y-31 engine, with full armament.

With successful trials of the second prototype, a production order for the D.520 was first placed on the 7th of April 1939, with 200 fighters ordered. The successful trials of the third prototype led to an additional order, initially for 600 aircraft, though reduced to 510 in June. In September, France entered into conflict with Germany, which saw widespread industrial mobilization and orders for new equipment. The total number of D.520s on order rose to 1,280 and through most of 1939, production was being set up at SNCAM’s facilities at Toulouse. Orders continued to accumulate, with 2,250 aircraft on order in April of 1940, including 120 for the navy.

In the meantime, testing continued on the D.520 prototypes. On the 11th of January 1940, D.520-02 was flown by pilot Leopold Galy in diving trials. During a dive from an altitude of 8,000 meters, the aircraft reached a speed of over 900 km/h – Leopard Galy indicated that the instruments showed the speed that the aircraft reached as 920 km/h.

Production Model: Features and Performance

Plans of the Dewoitine D.520 production model. [joseph bibert fichiers]
The first D.520s from the production run took to the air in November of 1939. A number of additional features had been added to Dewoitine’s fighter. The newer Hispano-Suiza 12Y-45 engine was chosen, as this model produced 935 hp and featured a much improved Szydlowski-Planiol supercharger, providing the Dewoitine with better high-altitude performance.

The armament of the production model consisted of a Hispano-Suiza HS.404 20 mm autocannon firing through the propeller hub (the prototypes used the earlier HS.9). The HS-404 had a rate of fire of 700 rpm, with a drum magazine holding only 60 rounds, the D.520 could expend its 20 mm ammunition in 9 seconds of continuous fire. The MAC 34 machine-guns were provided with more ammunition. Chambered for the 7.5×54 mm French cartridge adopted in 1929, the MAC 34 machine-guns had 675 rounds each. With a rate of fire of 1,200 rounds per minute, the MAC 34 would expend their ammunition in a little over half a minute. These machine-guns were electrically heated to avoid ice jamming the gun action at high altitudes.

The mounting of the MAC 34 machine-guns in the D.520’s wings. [L’Armement des avions de chasse français]
Empty, the D.520 had a weight of 2,050 kg. The aircraft had a structural weight of 892 kg, the engine block empty 517 kg, additional engine accessories 373 kg, empty fuel tanks 56.4 kg, and additional equipment 252 kg. 650 kg would be added on average to get the plane into operation: 337 kg of fuel (the aircraft’s fuel tanks had a capacity of 636 litres), 226 kg including the guns and their ammunition, and an average of 87 kg for the pilot and his equipment. The weight of the plane in operation would therefore be 2,740 kg. With a wing surface of 16 square meters, this meant the D.520 had a quite high wing load of 195 kg/cm2. The D.520 used a three-bladed Ratier variable pitch propeller, with a diameter of 3 meters.

The plane had an automatic fire extinguishing system controlled from the cockpit. As for fuel capacity, the plane featured a 396 liter self-sealing fuel tank located between the cockpit and the engine. Each wing featured a 120 liter fuel tank. The D.520’s fuel capacity of 636 liters was fairly considerable by 1940, and would give it a better range than most one-engined fighters used in Western Europe, with a ferry range of about 1,500 km.

The D.520 could reach a maximum speed of about 535 km/h at the altitude of peak engine performance, which was 6,750 m, and with the engine running at 2,400 rpm. Cruising speed at the same altitude was of 400 km/h with the engine running at 2,000 rpm. The stall speed was 125 km/h.

The rate of climb was 12 meters per second for the first 1,000 meters of flight. 4,000 meters could be reached in a little under 6 minutes, and thanks to its supercharger, the D.520 retained a good climb rate at high altitude. It reached 6,000 meters in 9 minutes and 8,000 meters in a little under 14 minutes. The D.520 would typically be capable of reaching those altitudes before the Bf 109E. The ceiling of the Dewoitine fighter was 11,000 meters.

Though the first examples of the D.520 were completed in November of 1939, some changes were still made, notably, the engine block was lengthened by 16 cm, meaning the first examples produced had to be retrofitted. The D.520 would only commence delivery to the air force in January of 1940, and by May, only a single fighter group had been equipped, though several would receive the new type as production was hastened during the Battle of France.

The aircraft were painted in the standard French air force camouflage scheme of brown, green, and gray color during their manufacturing process. The rudder section was painted in the colors of the French flag. The type of the aircraft (Dewoitine D.520) as well as the aircraft’s production number were indicated in black letters over this French flag-colored tail. French roundels were featured on the wings and on the central fuselage. The underside was typically painted in the same metallic gray color as parts of the fuselage and wings. The propeller hubs and propeller were painted in black.

Two completed D.520s outside of Dewoitine’s factory, 1940. [Archives Départementales de la Haute-Garonne, Airbus collection]
D.520s that have just been delivered to the air force, aligned before they are tested, 1940. [Archives Départementales de la Haute-Garonne, Airbus collections]
The D.520 assembly lines at Saint-Martin du Touch in February of 1940 [sam40.fr]

Future Production Models as Planned in 1940

Improved versions of the D.520 were quickly scheduled for production, and it was planned that these improved models would quickly be introduced to the production lines in the summer of 1940, if everything went well.

The D.521 was an experimental aircraft which mated the D.520 fuselage with the British Merlin III engine. Only one prototype was built, and it was not meant for serial production. The D.522, 523, 524 and 525, however, were D.520s powered by more powerful versions of the Hispano-Suiza 12Y engine.

The D.522 actually went back to the old Hispano-Suiza 12Y-31 860 hp engine block, which was significantly less powerful than the 12Y-45 on paper. It would, however, be fitted with a new Hispano-Suiza supercharger, larger in size than the Szydlowski-Planiol and providing better high-altitude performance. The planned production run for the D.522 was of 75 aircraft, from the 526th to the 600th Dewoitine fuselages, which would likely have meant the production run would have commenced in July of 1940. The D.522 would then have been succeeded by the D.523.

The D.523 used the 12Y-51 model of the 12Y engine, but retained the Szydlowski-Planiol supercharger. This new model of the 12Y produced up to 1,000 hp at optimal altitude. One D.523 prototype was produced (using the 45th D.520 fuselage), and underwent trials from the 9th to the 14th of May 1940. It was able to reach a maximum speed of 570 km/h at the optimal altitude, and climbed faster than the D.520 by a significant margin. This would have made this model a powerful rival to German Bf 109E and F fighters.

Though the D.525 was nominally the last, it was to be produced between the 523 and 524, and was more closely related to the 523 than the 524 was. The D.525 merely combined the 12Y-51 engine from the D.523 and the Hispano-Suiza supercharger from the D.522. Just 30 were to be produced, fuselages 751 to 780.

Finally, the D.524 was to be the last direct derivative of the D.520 scheduled for production by 1940. Its main improvement over previous models was to be the Hispano-Suiza 12Z engine – the most refined model of Hispano-Suiza’s 12Y engine yet, it was to produce 1,300 hp. While very promising in concept, the D.524 was yet to reach the prototype stage by the Invasion of France. While D.520 variants using the 12Z would come to be built at prototype stage later, the D.524 was canceled with the fall of France. It was expected to reach a maximum speed of around 616 km/h at 7,000 m, and climb to 8,000 m in 8’20’’.

By the armistice of June 1940, which put a temporary end to the D.520’s production run, about 440 aircraft had been manufactured, of which closer to 350 had been accepted by the French Air Force. This meant that no further D.520-derived models would see production, and plans to produce them were indefinitely shelved and never revisited.

A rear view of the HD 780 prototype, which featured a significantly redesigned wing as well as the necessary provisions to enable the land-based monoplane into a floatplane fighter. The HD 780 never flew and, as such, its performance data is not known. An estimate placed its maximum speed at around 440 km/h. [war thunder forums]
A floatplane fighter version of the D.520, the HD 780, had also been designed, with one prototype being produced. It incorporated many differences, such as folding, gull-shaped wings, a larger engine block, and two large floats. The prototype was completed in March of 1940, but remained inside its factory and would never take flight.

Into GC I/3

While the first serial-production D.520 had been delivered in November of 1939, these aircraft would later have to be revised and were by no means ready for service.

Dewoitine D.520 n°12 of GC I/3 in early 1940. The plane was flown by French pilot Commandant Thibaudet. [ww2fighters.e-monsite.com]
The D.520 would start effectively entering service during the first months of 1940, with the first squadron, GC I/3, being entirely outfitted with the type in the months of April and early May 1940. There, the D.520 replaced the Morane-Saulnier MS.406. Although another monoplane fighter with a retractable landing gear, the Morane was a plane which had noticeably lower performance in comparison to the Hawker Hurricane or Bloch MB.152, let alone the “triad” of modern fighters available by 1940, which would consist of the Spitfire Mk.I, the Bf 109E and the D.520.

As such, by the start of the campaign, the French Air Force had one squadron fully outfitted with the new fighter type. This fact, however, was tempered to a considerable extent. As mentioned previously, the fighters had only just been delivered to the squadron by the time fighting began in May of 1940. In other words, there had been little to no time for the pilots to accommodate with the newer fighter and become properly accustomed to it – which would prove a larger issue than anticipated, as the D.520 would prove a quite complicated and technical plane to pilot. Many of the pilots which flew the D.520 into combat during the Battle of France – perhaps even more so in the squadrons which would receive the plane during the campaign, would engage in combat during some of their first ten or even five flights of the D.520. Under these circumstances, one could hardly expect good performance with the pilots under such duress.

As hostilities began on the 12th of May, GC I/3 quickly moved into position at the airfield at Wez-Thuisy, in the Marne region of North-East France. From this point, the squadron would be engaged for the rest of the campaign all the way until the 17th of June, when it would retreat to the other side of the Mediterranean to avoid the capture of its planes.

The typical missions of the squadron were defensive, as simply put, the French Armée de l’Air struggled to impose any form of threat against the Luftwaffe. A large number of reasons for this can be attributed to this defensive role of the French air force. One could easily identify the comparative lack of modern fighters in comparison to a Luftwaffe that now universally operated the Bf 109E, a lack of coordination between the French air and ground forces, and many other limiting factors. As such, the D.520 would typically be used to try and intercept flights of German bombers, typically Heinkel He 111s or Dornier Do 17s, as these harassed French logistical centers and cities. In this role, the D.520 would enjoy some successes. It was faster at straight and level flight, and a better climber than previous French fighters, which was quite significant as the German bombers were moderately fast aircraft. The Morane Saulnier MS.406, notably, always struggled to catch the fast German bombers, while the D.520 could do so with relative ease.

Four pilots of the 2nd flight of GC I/3 in front of D.520 n°73 in 1940. [ww2fighters.e-monsite.com]
An MS.406 of GC III/6 before the squadron converted to the D.520. The older Morane monoplane was already fairly lacking by its introduction in the late 1930s, outperformed by the Hawker Hurricane or early variants of the Bf 109. Still fielded in large numbers during the campaign of France, the fairly sluggish monoplane would often struggle to intercept German fast bombers, particularly the Dornier Do 17 and Junkers Ju 88. [ww2fighters.e-monsite.com]
The D.520 was credited with its four first victories on the 13th of May, when planes from GC I/3 shot down an He 111 bomber from KG 55 as well as three Henschel Hs 126 reconnaissance planes. The next two days, 14th and 15th, would see very heavy engagements for the squadron. On the morning of the 14th, the squadron would be engaged against a strike force of Dornier Do 17 and He 111 bombers under escort by Bf 109Es. The D.520 of GC I/3 would claim six confirmed kills in the morning, two on He 111s, two on Dornier Do 17s and two on Bf 109s, plus a claimed but unconfirmed kill on another Bf 109. In the late afternoon, D.520s of the squadron would engage in combat against a flight of Bf 110 heavy fighters from ZG 26. As often when the Bf 110 was faced with single-engine fighters without backup from Bf 109s, this ended up fairly bloody for the German squadron which lost four planes, with an additional probable Bf 110 killed claimed by the French.

On the 15th, defence against German raids in the morning would see the squadron claim three confirmed and a probable Dornier Do 17 kills, as well as a confirmed Bf 110 and He 111. In the early hours of the afternoon, D.520s would claim one confirmed and two probable Bf 109s.

The squadron’s actions would wind down in the following days, as it retreated from its first airfield to a new one in Meaux-Esbly, closer to Paris. With German pressure now concentrating against the encircled French and British forces in the North, action would be more sporadic. Between the 15th of May and the 3rd of June, the squadron would claim confirmed kills on an He 111, a Bf 109 and a Do 17, as well as further probable kills for another He 111 and another Dornier 17.

From early June onward, with the Dunkirk pocket liquidated by German advance, attention would shift towards the south once again as Germany progressed further into France, while the French organized a fairly desperate defense on the so-called “Weygang Line.” On the 3rd of June 1940, the squadron claimed its first Ju 88 kill, as well as claiming another Bf 109, and probable shoot downs on three Dornier Do 17s and a Heinkel 111. The 5th and 6th of June were particularly intense in terms of combat with German fighters, with the D.520 claiming four Bf 109s and an Hs 126 on the 5th, and a further two confirmed and two probable 109s as well as a confirmed Do 17 on the 6th. The 7th saw the squadron claim a confirmed Do 17 and Bf 109, and two further probable Do 17s.

A flight of German Dornier Do 17Z during the Campaign of France. Variants of the Do 17, alongside with the slower He 111 and the lighter Ju 87, were the most common bombers encountered by the French air force in 1940. The fairly fast Dornier could prove hard to catch for the MS.406. The later MB.152 and Curtiss H75 were already more effective in such a task, but the D.520 was clearly the best equipped French fighter to deal with fast enemy bombers. [Asisbiz]
German soldiers pose in front of a shot down D.520 of GC I/3. This particular plane was flown by Lieutenant Clarisse and shot down on the 21st of May 1940, the pilot being killed. [ww2fighters.e-monsite.com]
The 9th of June 1940 saw the D.520 make the most claims of the Battle of France. The squadron was engaged against a raid of Dornier Do 17s escorted by Bf 109s around noon, claiming four fighters and a bomber. In the late afternoon, the squadron was engaged again against Dornier Do 17s and Junkers Ju 87s once again escorted by Bf 109s, seeing the French fighters down a confirmed Do 17 and Bf 109 as well as two Ju 87s, with a further two probable Do 17 and Bf 109.

The 9th of June 1940 would also begin to see the squadron retiring from its airfield near Paris to go further south, to avoid the now very threatening German advance on the ground. Though a further few engagements were fought fromt the 14 to 16th, most of the action was now behind the squadron. From the 17th to the 21st of June, the squadron would jump from airfield to airfield, from Southern France, to Algeria, finally settling in Kaala-Djerda and later Tunis-El Aouina in French Tunisia.

GC I/3 had claimed a considerable number of victories during the campaign, showing the qualities of the aircraft despite the general lack of training that was to be found in a squadron only recently introduced to its fighter. In total, the squadron claimed 55 confirmed and 19 probable victories. This was at the cost of 32 D.520s lost – of which 21 were lost in aerial combat, the rest being victims of either bombing runs or accidents. This was a rather decent success for a unit which had just received the new fighter type.

Other Squadrons

A number of other squadrons did receive the Dewoitine D.520 during the campaign and used it against German and later Italian forces.

A D.520 of GC II/3 in flight in 1940. The squadron’s emblem, a greyhound, can be observed on the tail. GC II/3 was the second most successful squadron flying the D.520 during the campaign of France. [ww2fighters.e-monsite.com]

The first squadron to receive D.520s after GC I/3 was GC II/3, which transitioned to the D.520 in 10 days from the 10th to the 20th of May. This was a very short transition for the new fighter, which many would imagine to be fairly worrying for the performance of the squadron. Nonetheless, GC II/3 would perform quite admirably during the campaign. Engaged heavily from the 20th of May onward, it would claim a single victory, an He 111, on its first day of combat, five confirmed and two probable victories on Dornier Do 17s, He 111s and Me 110s on the 21st, and ten confirmed victories (eight Ju 87s and two Hs 126s) on the 22nd. During the entire duration of the campaign, GC II/3 would claim 31 confirmed and 15 probable victories at the cost of 20 D.520s, though only three pilots were killed. The squadron notably counted on Czechoslovak pilot Cukr Vaclav, who would claim two confirmed kills and six shared kills, as well as French Capitaine Raymond Clausse, with three confirmed, and two probable kills on his own, as well as two confirmed, and two probable shared kills.

D.520 n°273, flown by GC II/7 in June of 1940. [ww2fighters.e-monsite.com]
D.520 n°119 of GC II/7, shot down on the 15th of June 1940. [ww2fighters.e-monsite.com]
Other squadrons received their D.520s later in the campaign and would see the fewer kills , among other factors, due to the D.520 being received later in the campaign, at which point German air superiority had more or less been established, and sometimes having to work in mixed squadrons that still incorporated slower Morane-Saulnier MS.406s. GC II/7 was one such mixed squadron, receiving their first D.520s around the 25th of May, while at the same time retaining Moranes until at least the 1st of June. The D.520s of the squadron would still claim more than a dozen victories at the cost of nine of their own aircraft.

GC III/3 fought the most intense parts of its campaign with MS.406s, but was refitted with the D.520 in late May, seemingly not engaged from the 20th of May to the 5th of June, during the transitional period. Going back into action with the Dewoitine, pilots of the squadron would go on to claim eight confirmed, and one probable victory in June, with three confirmed Bf 109s shot down, and another probable, one each of the He 111, Me 110, Dornier Do 17, and two Hs 126s.

Pilots of GC III/3 plot their next mission on the tail of a D.520, June of 1940. [AeroVFR.com]
GC III/6 is one of the most well known of the D.520 squadrons despite receiving the aircraft late into the campaign. By mid-June 1940, the squadron was in the process of converting from the MS.406 to the D.520, when the entry of Italy into the war forced it to be put into action against Italian aircraft. Under these conditions, French pilot Capitaine Pierre le Gloan would first shoot down two Fiat BR.20 bombers on the 13th of June. On the 15th, Le Gloan took off on a routine patrol around 11:45 pm, originally comprised of three Dewoitines, but soon reduced to two due to technical issues of one aircraft forcing it to return to base. The two remaining fighters, operating near Saint-Tropez on the Mediterranean coast, encountered a force of twelve Fiat CR.42 biplanes of the Italian squadron 23e Gruppo CT. The two D.520s engaged the biplanes. Le Gloan damaged two, one that caught fire and was later written off, and the other pilot ejected, before the faster French fighters broke off. Le Gloan’s wingman’s guns jammed, forcing him back to base as well. Not content with merely two CR.42 shot down though, Le Gloan encountered a further patrol of CR.42s from 18e Gruppo, shooting one down before evading the others in a dive using the largely superior speed of the 520. Le Gloan then returned to Luc airfield, where GC III/6 was stationed, shooting down a CR.42 attempting strafing runs. Lastly, he would down a BR.20 attempting photo reconnaissance of the airfield, attempting to identify the effects of Italian strafing. The Dewoitine was out of cannon ammunition by this point and the BR.20 had to be shot down by machine-gun fire, requiring a total of five passes. This action would have been sufficient to make Le Gloan an ace not just in a day, but in a single sortie, though he had already scored two victories previously. While it was performed using the higher speed of the D.520 against slower biplanes, which would not effectively pursue the French fighter, it remains an impressive feat and likely the most famous action of the D.520 during the campaign of France. Le Gloan’s victories also appear to be the only confirmed ones scored by GC III/6 with the D.520.

A D.520 of GC III/6 during the Battle of France. [ww2fighters.e-monsite.com]

Two other French army squadrons, GC II/6 and III/7, began transitioning to the D.520 in June but could not be made operational on the aircraft in time to meaningfully take part in the Battle of France. This was also largely the case for two ground-based squadrons of the French navy’s Flottile F1C, AC 1 and AC 2, which received a few D.520s in the later stages of the Battle of France.

The Tricolor Cockade and the Balkenkreuz: Dewoitine versus Messerschmitt

A topic which inevitably comes up when discussing the D.520 is its comparison with the mainstay German fighter at the time, the Bf 109E. This comparison has been a considerable subject of debates, particularly in France, where a significant amount of pride has often been instilled in the D.520 as the only modern indigenous French fighter that saw intense action and was able to challenge the German fighter.

In practice, the duel between the two aircraft was a rather complicated matter – which was known to the French air force, as a Bf 109E captured during the Phoney War was quite extensively tested in comparison to the D.520 in April of 1940.

A Bf 109E-1, previously of JG 76, which was forced to make a landing in France in November of 1939 and was subsequently tested by the French. [asibiz]
The Bf 109 had a clear climb rate advantage over the D.520, which was particularly felt at low altitude, due to being better engined than the French fighter, which was sometimes found to be lacking in horsepower. German engine cooling was also found to be superior, which allowed the aircraft to run for longer at full throttle, while French pilots would often have to temporarily limit running the engine at full throttle to avoid overheating. This would usually allow the German fighter to dictate the terms of engagement, but considering the mostly defensive use of the D.520s, the Bf 109s were forced to provide cover to German bombers, and were often operating in escort, and not air superiority sweeps.

Where the D.520 is often said to have had an advantage is in maneuverability. The D.520 had the advantage of more subtle and less abrupt controls in comparison to the Bf 109E, which would typically give an advantage to the French fighter in a prolonged dogfight. The Dewoitine also enjoyed good engine torque, and in comparison to the BF 109E the cockpit of the D.520 offered far greater visibility which would prove an advantage in such a situation. This was not, however, a massive advantage, and the comparative trials held in April of 1940 saw a duel typically last for several minutes before one of the two aircraft could mount an advantage over the other. In turning fights, the D.520 had a known issue where it was vulnerable to stalling and temporary loss of control during some turns. This was an issue if the enemy fighter was in a favorable position at the moment, though in some engagements it was found that the stalling could be used as an evasive maneuver if the enemy fighter was at a considerable speed advantage. In general, the D.520 was found to still be more comfortable to pilot than the 109 in prolonged dogfights. In turnfights, the D.520 would typically win when the turns were towards the right, but the Bf 109 could be expected to win those towards the left.

In general, while French patriotism would encourage many French authors to claim the D.520 as equal or sometimes even superior to the Bf 109, in practice, the German fighter could arguably be claimed to usually have a slight edge – its ability to dictate the terms of engagement was not entirely compensated for by the maneuverability of the French fighter. This, however, does not paint the full picture. While one may ponder at length over whether the D.520 could be considered equal or slightly inferior to the Bf 109E, it remains clear that it was highly superior to the pre-existing fighters in the French air force, such as the Curtiss H75, Bloch MB.152, and particularly the Morane-Saulnier MS.406, when it came to intercepting fast German bombers such as the He 111, and particularly the Do 17 and Ju 88. The MS.406, notably, would often struggle to catch up with German bombers, while the D.520 could do so relatively easily – giving the French air force a far better tool against enemy bombers, though obviously one which arrived way too late. As such, the D.520 represented a major improvement in the capability of the French air force – which would have been further reinforced by additional new fighter types entering service in June of 1940, the Bloch MB.155 and Arsenal VG.33, with the later managing even better performance than the D.520, with a less powerful engine of the same type, and likely offering a serious competitor to the Bf 109 and Spitfire had the war not abruptly interrupted for the French Third Republic.

An Arrow through the Cockade: Vichy’s Workhorse

Absolutely defeated on the ground by a better equipped, led, and coordinated German army, France was forced into an armistice with Germany, negotiated on the 22nd of June 1940 and going into effect on the 25th of June 1940. In this Compiègne Armistice, the Third Reich inflicted on its French archenemy what was, in many ways, a revenge and repeat of Versaille, with the French as the victim, seriously limiting the size of the French army and its ability to produce new equipment.

However, strategic requirements are a more important matter than symbolism. The French government was in control of many colonial areas around Africa and Asia which Great-Britain was now interested in seizing to further their situation and, with the sinking of the French fleet of Mers-El Kébir on the 2nd of July 1940, this set a major precedent of hostility between the new French regime and the British. Under these conditions, allowing the new Vichy French government to retain a military that could offer resistance to British and Free French attempts to seize colonial territories and naval assets was a useful prospect for Germany. As such, France was allowed to keep a number of squadrons and military units operational – most notably in French North Africa and the French Levant, but also Metropolitan France to an extent.The air force was allowed more strength than the army, which could not operate any armored vehicles outside of Panhard 178s downgraded to a machine-gun armament in mainland France.

D.520 n°277 of GCIII/6, the personal plane of French ace Pierre le Gloan, in flight in French North Africa during the early months of the Vichy regime. One can observe the identification arrow, which in this case extended all the way to the propeller hub, but on other aircraft stopped around or slightly in front of the cockpit. [ww2fighters.e-monsite.com]

Dewoitine D.520 of GC III/7 in Chateauroux, France, August 1940. The planes are yet to receive any Vichy identification markings and were likely not used operationally at this point. [Pinterest]
As such, authorization was given for the Vichy regime to maintain squadrons I/3, II/3, III/6, II/7 and AC1 operating the D.520. All would be stationed first in French North Africa, with all being located in Algeria outside of II/7 operating in Tunisia. The motive behind putting Vichy’s best fighters in French North Africa was that this location was now the most valuable colony still in the hands of the regime, and was much more vulnerable than the French mainland to potential attack attempts by the Allies. At the same time, while the D.520’s range could allow it to comfortably ferry over the Mediterranean and generally operate in a theater where longer ranges could be desirable, Vichy did retain a number of squadrons operating the shorter-ranged Bloch MB.152 in Metropolitan France. With the Bloch fighter unable to reasonably make the crossing, and ill-equipped to reasonably protect French North Africa, the D.520 was pretty much the only possible choice outside of a now incredibly outdated MS.406 that was on its way out of Vichy’s air force.

During their service life, Vichy aircraft were given a number of recognition markings to differentiate them from British or Free French aircraft and avoid friendly fire incidents from German or Italian planes. At first, this manifested in the form of a white line going through the rear and center of the fuselage, with the cockade superimposed on top and an arrowhead in the direction of the front of the plane. This was put on from the late summer of 1940 onward. From early 1941 onward, these were judged insufficient to reasonably identify Vichy’s aircraft, and they saw their tail sections and propeller hubs painted yellow to further ease identification; it is with these identification markings that the Vichy D.520 would fight during the Levant campaign in May of 1941. In the summer of 1941, the recognition markings were pushed even further, with orange stripes included within the yellow sections, and in many cases, parts of the engine cover painted in the same yellow and orange scheme as the tail.

A magnificent colorized photograph of GC III/6 D.520 fighters. This photo was taken at Eleusis airfield, Athens, in May of 1941, a refueling stop for the French fighters heading to the Levant. It gives a formidable view of the D.520’s camouflage, the yellow tail section, and the identification arrow. [Flickr]
A good view of a Vichy D.520 in the markings which were now standard by 1942, with the white identification line no longer featuring an arrowhead, and yellow-and-orange stripes on the empennage and engine fairing. [Asibiz]
In April of 1941, with German approval, production of the D.520 resumed to fulfill an order for 550 new planes for Vichy’s air force. The goal was now to make the D.520 the standard fighter of the French air force to the greatest extent possible, first replacing the MS.406 in the squadrons then operating it, and in the further future the MB.152 and MB.155 operated by the fighter groups in Metropolitan France. Two new fighter groups operating the D.520 were created, GC I/2 in Châteauroux, Metropolitan France, and GC II/6 intended for French Occidental Africa, while four squadrons operating other types were re-equipped with the D.520 in Metropolitan France, these being GC I/1, GC III/9 and GC II/1. The last squadron, GC II/5, located in Casablanca, Morocco, was in the process of switching during the Allied invasion of French North Africa, Operation Torch, in November of 1942.

A number of Dewoitine D.520 fighters in the SNCAM-Dewoitine factories of Toulouse/Saint-Martin-du-Touch in 1942. The planes are now being completed with the identification white band, the arrowhead no longer featured, and with the orange and yellow sections at the empennage and around the engine block. [ww2fighters.e-monsite.com]
In a fairly cruel twist of irony, what was once the only fighter able to offer resistance to Germany’s Luftwaffe, by 1940 now flew for the Vichy Regime, and only truly became the most common French fighter under this collaboration government. The D.520 would see considerable action in defending Vichy’s colonial territories against British, Free French and American intervention, now fighting a whole different set of aircraft. However, this would once again be under lackluster conditions; pilot training under Vichy was not as extensive and long as under the pre-armistice conditions, partly due to lack of fuel restricting the flight hours which would be performed. While the pilots who fought under Vichy during the Levant campaign and Operation Torch had had more time to accustom themselves to the D.520 than those flying during the Battle of France, these were often the same men from the same squadrons which had now made the switch to the D.520 during the Battle of France. They flew fewer hours per year overall, and as such had their skills not as “well maintained” as their Allied counterparts that were regularly flying combat missions against the Regia Aeronautica and Luftwaffe over North Africa and the Mediterranean.

Another view of the Toulouse/Saint-Martin-Du-Touch facilities, showing the considerable industrial effort by Vichy at manufacturing the D.520. Still present in only moderate numbers in the Battle of France, it is only under Vichy that the D.520 would truly become the mainstay fighter of the French air force. [aérothèque.com]
Under the Vichy regime, studies were also performed in outfitting the D.520 with more powerful engines in order to make the Dewoitine a viable fighter for later in the war. This resulted in the D.520Z, fitted with a Hispano-Suiza 12Z 1,600 hp engine. This project would result in work on a prototype, completed in February of 1943 with German approval, but would only fly in 1947. A project modernizing the D.520 further, the M.520T, would never even reach prototype stage. Vichy had hoped the D.520Z would be serially produced, and postwar trials indeed indicated the fighter had respectable performance even by mid-war standards, being able to reach 659 km/h at 9,150 meters, and could climb to 4,000 meters in 4 minutes 10 seconds, to 8,000 meters in 8 minutes 22 seconds, and to 11,000 m in 14 minutes 19 seconds. This was a very significant improvement in comparison to the D.520, though it came at the cost of the 12Z being a sometimes unreliable engine that would require a lot of maintenance. The occupation of the Vichy regime would prevent any further development, despite a production of up to 230 having been hoped for in the middle of 1942.

A view of the D.520Z prototype postwar. Had production been undertaken in the mid-war, the D.520Z would have been a decent fighter, but by the post-war era, it could only really be used as a testbed. [Pinterest]
A profile view of the M.520T. While on the loose technical basis of the D.520, it would in many ways have been a new aircraft. [War Thunder Forums]

Dewoitines Against Hurricanes: The Levant Fiasco

On the 1st of April 1941, a coup in previously British-influenced Iraq brought to power a pro-Axis government, the Golden Square, which would result in the Anglo-Iraqi War lasting for much of the month of May. Germany and Italy, eager to use this opportunity to open another front against the British Empire in the Middle-East, pushed Vichy France to allow Axis planes to use the French colonies of Syria and Lebanon as a base to get to Iraq and support their troops against British Commonwealth forces.

After the end of this campaign, this breach of Vichy’s non-belligerence in favor of Axis support would lead to British, Australian, Indian, and Free French troops invading the Vichy colonies of the Levant. The Vichy regime attempted to put up a defensive effort, which, in the air, relied on Dewoitine fighters.

Prior to May of 1941, only the older MS.406 were located in Levant. With the rise of tensions as the colony now hosted Axis planes, GC III/6 was relocated from Algeria to Rayack in Lebanon on the 27th-28th of May 1941. This airfield would be used until late June, when the squadron would move to Alep. During the Levant campaign, GC III/6 would be joined by GC II/3, which moved into the Levant, transiting through Axis-occupied Greece and would operate from Homs and later Alep during the campaign. The French Navy’s AC 1 squadron would be deployed to the Levant as well.

The opposition the French would face consisted of Hawker Hurricane and Curtiss Tomahawks (P-40), as well as occasionally older Gloster Gladiators, escorting bomber formations typically composed of Blenheim bombers.

Dewoitine D.520 N°383 of GC III/6 at Rayack airfield, Lebanon, May 1941. The aircraft features the yellow recognition tail as well as a recognition arrow stopping in front of the cockpit. This aircraft, flown by Capitaine Rival Mazières, second in command of GC III/6, was shot down by British Curtiss Tomahawk fighters on the 23rd of June 1941 with the pilot, at this time Sergent Savinel, killed. [ww2aircraft.net]
The mangled wreck of the same Dewoitine, shot down on the 23rd of June 1941. [joseph bibert fichiers]
The French squadrons put up considerable opposition in the air, with the D.520 still being a decent adversary for the fighter aircraft they were facing. GC II/3’s scoreboard was fairly moderate, with two Blenheims and a Tomahawk shot down on the 2nd of July, with one confirmed and one probable Tomahawk on the 11th of July. GC III/6, present in the operations for longer, would feature a much more accomplished score-board during the campaign. They claimed 16 confirmed and 2 probable Hurricanes, a Fulmar, a Maryland, a Tomahawk, and three Gladiators. Pierre le Gloan, still flying with GC III/6, claimed seven victories: six Hurricanes and a Gladiator. As for the Navy’s AC 1 squadron, it would claim seven confirmed and one probable kill.

Though these were some considerable victories, the D.520 suffered some significant losses during the campaign, with about 40 planes lost, though only eight pilots were killed. Most of these were not shot down in flight. The issue the French faced in Levant were limited aviation facilities that featured little to no anti-aircraft defenses. Against a considerably numerically superior adversary, this resulted in the French being unable to defend their airfields against strafing runs, which decimated the fleet of Dewoitine aircraft. As British forces were progressing through the region swiftly, the three D.520 squadrons were redeployed to Algeria transiting through Greece in early July, so that the remaining fighters, and most importantly their pilots, could participate in the defense of French North Africa, now that the French Levant was irredeemably lost.

A Navy D.520 during the early Vichy area. The aircraft’s branch can be identified by the anchor present on the rudder section. [Cols bleus : hebdomadaire de la Marine française, French Navy, September 1985]
It should be noted that two D.520s left behind by Vichy’s air force in the Levant would be captured by the Free French and re-used for a short while in order to train the pilots of Free French GC 3 “Normandie.” This squadron would, from late 1942 onward, be deployed to the Soviet Union, operating with great success using Soviet Yak fighters for the remainder of the war, and gaining great fame as the only Western Allied fighting unit on the Eastern Front, and a highly successful squadron by both Free French and Soviet standards. Previously, the Free French had operated three D.520s that had defected from France to England in June of 1940. Two were conscripted into the force which attempted to seize Dakar in September of 1940, and following the failure of this attempt, they were unloaded in French Equatorial Africa, a colony which joined the Free French. One was lost in an accident, and the other left at its airfield when Free French pilots moved to Egypt to be equipped with Hawker Hurricanes.

Dewoitine D.520 n°302, one of the two D.520s captured by the Free French in the Levant. The two fighters were used by GC 3 Normandie before it moved to the USSR and eventually became the famous “Normandie-Niémen”. [warisboring.com]
The Free French D.520 n°139, by this point in time the only one in service, preparing for take-off in Chad, January of 1941. [ww2fighters.e-monsite.com]
 

French Droplets on the Torch

A Vichy D.520 of an unidentified squadron in French North Africa, 1941. [ww2aircraft.net]
In November of 1942, with the war in the desert in Libya clearly going to the advantage of the Allies, French North Africa appeared as an increasingly appealing territory to seize to further the position of the Allies in North Africa. The large colony, comprising Morocco, Algeria and Tunisia, was however fairly well defended, with the heaviest military forces still in the hands of the Vichy Regime located there. In terms of squadrons using the Dewoitine, these being GC I/3, II/3, III/3, III/6, II/7 and AC 1.

The Anglo-American landings were performed on the 8th of November. For air cover, they relied on large numbers of Grumman F4F Wildcat/Martlet and some Hawker Sea Hurricanes, which were still fighters the D.520 could hope to challenge – and the French squadrons did put up some considerable opposition to Operation Torch.

US Navy F4F Wildcat aboard USS Ranger CV-4 during Operation Torch. The American carrier fighter was about a match for the D.520, with a fairly similar maximum speed, likely slightly superior manoeuvrability but lower climb rate. [World War Photos]
GC I/3, operating near Oran, racked up a considerable score on the 8th of November, shooting down six Fairey Albacore light naval bombers, five Douglas C47 transport planes, five Hurricanes or Sea Hurricanes, and even a Spitfire. GC III/3, operating near Oran, appears to have claimed nine victories for seven D.520s lost. GC II/3, III/6 and II/7 were not located in areas as hot as the major Algerian harbour of Oran, and appear not to have claimed any victories during the battle. The French Navy’s AC 1 operating in Morocco claimed two F4F Wildcats for no aerial losses.

A D.520 of squadron 2AC of Flottila 1F on the runway in French North Africa, 1942. [ww2fighters.e-monsite.com]

However, while the French Dewoitines could still put up quite a fight against an F4F in the air, the numerical superiority of Allied fighters, and lack of French airfield defences would once again come back to haunt the French air force, with the AC 1 losing 19 of its 27 D.520s against strafing and bombing runs during the three-days of fighting during Operating Torch.

Luckily for the French, the colonial authorities of North Africa swiftly decided not to continue a vain opposition to Allied advances, and instead sided with the Allies against the Axis. With this, the Vichy squadrons, comprising a little over 130 D.520s, were now fighting against Axis troops. One was repainted in American colors and tested by the US Army Air Corps.

However, the end of the service of the D.520 in North Africa would be fairly swift, with the squadrons soon refitted with fighters such as Hurricanes and Spitfires for further operations, the D.520 no longer being seen as an up-to-date fighter and they lacked the facilities in France likely necessary for the manufacture of spare parts. The Dewoitine was relegated to a training role, in which it was still used in early 1944.

A flight of Free French D.520s over North Africa, early 1944. The planes received a roundel, and no other markings. Due to their operation in an area now void of Axis activity, no risk of confusion with an aircraft of a now nonexistent Vichy air force was considered. [joseph bibert fichiers]

Case Anton: The Dewoitine Under the Balkenkreuz

Days after French North Africa was invaded by the Allies, attention would now turn to the unoccupied part of France under the jurisdiction of the Vichy Regime. On the 11th of November 1942, Germany launched Case Anton, the Wehrmacht rushing to take control of Southern France, facing no resistance from Vichy troops that had been ordered to stay in their barracks and not oppose the Germans invaders. With this swift move, Germany captured around 250 Dewoitine D.520 fighters as well as the facilities which were in the process of producing more.

D.520 n°95 of JG 101 at Pau airfield, France, 1944. The German D.520s were repainted in a camouflage fairly similar to what could be found on other German aircraft by that point in the war. [Asisbiz]
The French production facilities would continue to work during German occupation, albeit at a reduced rate, seeing as the D.520 was a very low priority by late 1942. About 60 further fighters would be completed under German occupation.

Within the Luftwaffe, the D.520 was put to use as a trainer aircraft. Though now obsolete as a frontline fighter, it could still provide a decent introduction to modern, metal monoplanes with retractable landing gear. For this purpose, JG 101 was outfitted with the D.520 and operated in occupied France, mostly from Pau, in the South, where it would be free from sweeps and raids performed from the British Isles. JG 103, operating during the remainder of the war in the Netherlands or Austria, also used the D.520, as did JG 105, operating near Paris and Chartres, and JG 107 in Nancy. In German service, the D.520s were painted in a light gray color with darker gray spots on much of the aircraft, something typically found on many late-war German aircraft. The underside of the aircraft, and in some cases the nose and tail sections, were painted in a garish yellow color, likely for identification purposes as a training aircraft. The planes received a Balkenkreuz marking on the central fuselage and a swastika on the tail.

German maintenance crews at work near a D.520 in occupied France. [Pinterest]
The D.520 was noted to not always be a very easy plane to pilot, as it had some unforgiving flight characteristics and suffered from some mechanical issues, such as landing gear which at times failed to retract completely. However, in comparison to German fighters of the time, it offered much smoother and lighter controls for the pilot in comparison to the now quite heavy Bf 109G which were being operated by this point. There would nonetheless be several accidents, with at least three German pilots killed and two wounded on the Dewoitine. A number were also destroyed by Allied bombings of French airfields used by the Luftwaffe.

Outside of a training aircraft, there was another use the Germans could find to the D.520 by the second half of the war. It offered a convenient ‘hand-me-down’ aircraft to outfit the air forces of Axis states which requested fighters from Germany, without diverting any frontline German fighters being manufactured by this point. Two German allies would be outfitted with considerable numbers of D.520 in this fashion, Italy and Bulgaria, though it is sometimes claimed some outfitted Romania as well.

The French Fighter of the Regia Aeronautica

The Regio Esercito (Italian Army) captured 30 Dewoitines during the Battle of France, with many more being transferred to Italy after German capture in France.

The D.520s were assigned to various Regia Aeronautica (Italian Air Force) fighter groups, tasked with intercepting American bombers in the defense of various major cities, an endeavor which was met with mixed results. As Italy began to fall, some Dewoitines were destroyed by retreating Italians, or recaptured by the Germans.

It is of note that the Italians regarded the D.520 largely inferior for various reasons, but did praise the aircraft’s armament, making mention of the formidable 20mm cannon.

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, outside of perhaps the red propeller hub. [Pinterest]

The Shield of Bulgaria

A magnificent view of a Bulgarian D.520 in front of a mountain range. The camouflage used by the Bulgarian air force was similar to the Luftwaffe’s, but using Bulgarian markings and stripping their planes of any garish yellow paint. [Pinterest]
The other Axis air force which received a large number of D.520s was the Bulgarian Air Force. Though a member of the Axis powers, Bulgaria had chosen to remain out of Operation Barbarossa, and to not declare war on the Soviet Union, with its contribution to the war effort mostly consisting of its occupation of parts of Greece and Yugoslavia as well as economic cooperation with the Reich. As such, providing fighters for the Bulgarian Air Force may have seemed to be a lower priority for Germany in comparison to other allies, such as Hungary and Romania, which were actively fighting on the Eastern Front. However, Bulgaria was nonetheless at war with the Western Allies and, from 1943 onward, the subject of air raids increasing in frequency and intensity.

The D.520 seemed to be an appropriate hand-me-down for this lower priority but not insignificant part of the Axis, especially as the aircraft, while obsolete against modern fighters by 1943, could still be used against bombers and Bulgaria was still mostly out of reach of Allied single-engined fighters. Up to 150 D.520s appear to have been offered to Bulgaria, of which 120 would be ordered and 96 effectively delivered, the first 48 in August of 1943.

6th Fighter Regiment D.520s at a hangar at Karlovo airfield, Bulgaria, September of 1943. While the Avia fighters which shared the same engine family as the D.520 were no longer frontline fighters by this point, the experience gained by Bulgarian mechanics working on them likely simplified the transitional period to the D.520. [ww2fighters.e-monsite.com]

A major advantage of the D.520 for Bulgaria was that the old Czechcoslovak fighters already in use by the Bulgarian air force, the Avia B-71 and B-135, already used engines of the Hispano-Suiza 12Y family, albeit older models. This meant that Bulgarian mechanics would already have some experience with engines similar to those found on the Dewoitines, and that some amount of parts commonality could be expected, easing the logistical burdens Bulgaria would suffer in comparison to obtaining a fighter with an unrelated engine.

The Bulgarian Dewoitines were painted in schemes generally similar to the German ones, with a light gray base, dark upper, along with mottled spots in between. They, however, made more use of brown and green colors as well. The cross of the Bulgarian air force was painted on the aft fuselage, with the individual fighter number behind it. A yellow or white band was sometimes featured in front of the cross, behind the cockpit. The tips of the wings and sometimes the propeller hub were also painted in yellow.

The Bulgarian Dewoitines were delivered to the 6th IP (Fighter Regiment), where they formed the core of the 1st and 2nd groups. They would be operated in intercept missions, fighting along with Bf 109G-2 fighters also operated by the Bulgarians. American raids at this time typically consisted of B-24 bombers escorted by P-38 twin-engine fighters. While these escorts were significantly faster and better armed than the Dewoitines, the Bulgarian fighters could still count on their superior maneuverability to avoid being shot down. It appears the first victories by Bulgarian Dewoitines were scored on the 24th of November 1943, when three to four American planes were shot down by a Bulgarian fighter force composed of 24 D.520s and 16 Bf 109s. The first loss in combat appears to have been on the 10th of December, when one of 22 D.520s flying to intercept a flight of 60 B-24s and 60 P-38s was shot down. Ten days later, on the 20th, D.520s would score two victories, including an escorting P-38. On the 10th of January, Bulgarian pilots, flying 23 D.520s and 16 Bf 109s, in cooperation with 30 German Bf 109s, would claim four B-17s and four P-38s for the loss of a D.520.

Bulgarian air force personnel in front of a D.520 at Karlovo airfield in 1943. The D.520 would form a considerable portion of the Bulgarian air force’s fighter complement in late 1943 and early 1944, though it would progressively be superseded by the more modern Bf 109G. [ww2fighters.e-monsite.com]
The 30th of March 1944 saw the largest air raid of the war on Bulgaria, with more than 360 B-17s and B-24s attacking Sofia. The Bulgarian air force scrambled all aircraft it could muster, including some Avia B-135s from training schools in addition to 28 D.520s from the first group of 6th Fighter Regiment (I/6) and 6 from the 2nd group (II/6). The Dewoitine-equipped groups claimed a B-17 for I/6, and two bombers and a P-38 for II/6. By this point however, losses were starting to increase for Bulgarian fighters, with 4 to 5 D.520s lost against P-38s and defensive fire from the bombers. By the spring of 1944, American air raids now included P-51 and P-47 escorts in addition to the P-38, further complicating the task of Bulgarian pilots. The D.520s appear to have been falling out of favor in comparison to Bf 109s for interception purposes by this point. While 44 Dewoitines were still available to the Bulgarian air force on the 1st of May 1944, they would claim their last victory on 5th of May with a B-17 shot down. Losses started to mount at this point, mostly due to bombing runs against Bulgarian airfields as well as lack of spare parts to support continued operation. By the 1st of September 1944, only 32 D.520s were still in Bulgarian hands, with only about half in flying condition. Overall, the D.520s appear to have claimed 5 B-17s, 2 B-24s and 4 P-38s, attacking in intercept missions against the USAAF, at the loss of seven D.520 in combat. Eight to ten were actually lost in accidents, and overall, eight Bulgarian pilots were killed flying the Dewoitine.

Bulgarian air force personnel of the 6th Fighter Regiment in front of a row of parked D.520s. [ww2fighters.e-monsite.com]
As Soviet forces reached Bulgaria, a communist coup took over on the 9th of September 1944 and Bulgaria joined the war on the side of the Soviet Union. Remaining Bulgarian D.520s would operate against German forces from September to November, with a further two planes being lost, before the type was sent away from the frontlines in November of 1944. D.520s would remain in use by Bulgarian flight schools until 1947, when the type was finally retired from the service of the Bulgarian air force, and surviving aircraft were scrapped.

Bulgarian air force cadets stand on a D.520 during the plane’s last year of service in Bulgaria, 1947. [ww2fighters.e-monsite.com]

The Dewoitine into Liberation

By the 6th of June 1944, the D.520 was no longer used as a frontline fighter by any air force in the West. The Luftwaffe and Free French air force both operated the type as a trainer, with many of the Luftwaffe’s fleet of Dewoitines based in France.

While in the first two months following Operation Overlord, Allied progress would remain fairly slow and confined to Normandy, the breakthrough of Operation Cobra in late July saw a lightning-fast liberation of France by a combination of Allied mobile troops, and uprisings by the Forces Françaises de l’Intérieur (French Forces of the Inside or FFI) the leading organized French resistance. This would result in many D.520s being left behind on overrun airfields.

A first use of the D.520 by the FFI would be by a group of resistance fighters taking over the German occupied airfield at Châteauroux on the 20th of August 1944, where they found several damaged aircraft. Cannibalizing parts from different planes, the FFI managed to repair a single Dewoitine. Repainted in French colors, with a Cross of Lorraine on the tail, a French flag on the empennage, and “FFI” painted on the central fuselage, the Dewoitine was flown by a pilot that had not flown since the Battle of France, but ended up belly-landing. Two days later, German troops fleeing Southern France temporarily occupied Chateauroux again, with the FFI camouflaging their plane, and going into hiding until German forces finally left on the 10th of September.

The belly-landed FFI D.520 of Chateauroux, 27th of August 1944. [ww2fighters.e-monsite.com]

A more organized and professional use of the Dewoitine by the Free French, or French Forces of the Interior (FFI) would be accomplished by the Marcel Doret fighter group. Following the Allied Landings in Provence on the 15th of August 1944, much of Southern France was liberated by Allied troops and FFI uprisings in the following days, including at German airfields in Southern France, the facilities of the Morane-Saulnier, the SNCASE-Dewoitine factories in Toulouse, and the surrounding area. This resulted in a considerable number of Dewoitines falling into the hands of the FFI, which would very swiftly put them to use. Under the command of Marcel Doret, the most prolific French test pilot in the pre-war era, a fighter group was established, operating two squadrons of D.520s, one in Toulouse and one in Tarbes, both in Southern France. This group was grown as the “1er Groupe de Chasse FFI” (1st FFI fighter group), or more colloquially as the “Doret group”. It appeared to have had a strength of 18 D.520s.

Doret fighter group D.520s in late 1944. This photo shows how different markings co-existed at the time. The aircraft towards the left features a Cross of Lorraine on the tail and “FFI” inscribed within the invasion stripes, which the aircraft to the right as well as the one in the background lack. [Association des Amis du musée de l’Air]
A Free French D.520 with an unusual-looking, dotted camouflage pattern. [ww2fighters.e-monsite.com]
 

The Doret group was officially dissolved on the 1st of December 1944 – in practice, it was integrated into the formal structure of the French army as GC 2/18 “Saintonge.” The group was deployed to the Western French coast and used in recon missions as well as escorting Douglas A-24 Banshee bombers over the remaining German “pockets”, areas on the coast which remained under German control due to the presence of highly fortified U-Boat bases the Allies preferred to blockade, rather than attempt a costly take-over. In February of 1945, the D.520s were transferred to GC I/18 Vendée, continuing to see use in similar operations. This fighter group, the last operating the D.520 as a frontline fighter, was dissolved in October of 1945.

The camouflages used by the FFI were based on the German camouflages the D.520 were found with when captured, meaning a lighter gray base with darker gray spots. In some cases, the same brown as present on the D.520 previously in the service of the French air force was reintroduced on parts of the plane. Green could sometimes also be found. The FFI repainted the plane’s tail control surface with the French flag, as found on French air force aircraft prior to the armistice and the capture of the French fighters. A red cross of Lorraine was often found in the white stripe of this tail making. In the first months of operation, the D.520s also received the black and white invasion stripes in order to avoid any form of friendly fire incidents. In some cases, “FFI” appears to have been written in black letters in the white parts of the invasion stripes on the central fuselage. The D.520s also received French roundels on their wings, and later had their invasion stripes removed, with the space left on the central fuselage used for another roundel. A number in a circle was also present on the tail of many aircraft for identification purposes.

GC I/18 “Vendée” D.520s in flight in the spring of 1945. [WWII aces e-monsite]
A number of FFI D.520s were also exhibited during an aviation exhibition in Paris in the spring of 1945.

D.520s exhibited on the Champs-Elysées, Paris, Spring of 1945. [ww2fighters.e-monsite.com]

The Undying Trainer

One would expect the conclusion of the war to finally have buried the old D.520, by this point completely obsolete against modern prop fighters, let alone jets. Nonetheless, the plane saw continued use in the training role it had often been relegated in the later phases of the war.

This trainer role saw a final variant of the D.520 be designed and produced, the D.520 DC, double commande (dual control.) As the name suggests, this was a D.520 with an extended cockpit to the rear, intended for two men, a cadet and an instructor. The plane would receive dual controls allowing the instructor to take over control of the plane.

The unusual-looking D.520DC trainer conversion seen in 1946. This plane is D.520 n°243, the first of the 13 D.520DC, arguably the “prototype” of the series of conversions. [ww2fighters.e-monsite.com]

The modification had been devised by a French air force adjutant, with a first D.520, n°243, converted in the autumn of 1945. This was a very much makeshift conversion, using pedals from an Fw 190, a control stick from a no longer flyable D.520, and seemingly a seat from an A-24 Banshee for the instructor. Nonetheless, after a first flight in October of 1945, impressions were positive, and after a few modifications were performed, a dozen of D.520s were converted to the DC standards in early 1946. These planes would be used to train a number of French air force cadets, including the first few women to obtain military pilot licenses in the French air force.

The training service of both DC and single-seat D.520s would continue in the following year, though the type was progressively retired as more modern aircraft, including jets, were introduced. The last flight of a D.520 in the French air force was performed on the 30th of September 1953.

Surviving Aircraft

A D.520 is present on static display at France’s Musée de l’Air et de l’Espace du Bourget (ENG: Museum of Air and Space of the Bourget) near Paris. It is painted as a fighter of GC III/6, the squadron of the type’s most successful pilot, Pierre le Gloan.

A restored D.520 in GC I/3 camouflage. [le blog du lignard]
A D.520 in flyable condition is currently in the hands of the Conservatoire de l’Air et de l’Espace d’Aquitaine (Air and Space Conservatory of Aquitaine). It was restored to airworthiness from 2005 onward, after having been in storage for decades. A third D.520 is present in a hangar of the French navy, awaiting restoration alongside a number of other aircraft.

A fourth D.520, n°408, was part of the Musée de l’air et de l’espace as soon as it was phased out of service in 1957. Surviving as a warbird, it tragically crashed in July 1986, killing the pilot.

Variants

  • D.520-01 – The first prototype, utilizing a Hispano-Suiza 12Y-21 generating 890hp. No armament fitted. Numerous modifications included changes to the radiators, tail, exhaust, a 12Y-29 engine, and propeller.
  • D.520-02 – A fully armed prototype. Implemented all prior modifications, along with improved landing gear, and a larger empennage.
  • D.520-03 – Prototype with upgraded 12Y-31 Engine
  • D.520 – Main Production Version, fitted with the Hispano-Suiza 12Y-45 engine. Around 900 produced.
  • D.521 – Prototype utilizing the British Merlin III Engine.
  • D.522 – Version fitted with the slightly older Hispano-Suiza 12Y-31, fitted with a new Hispano-Suiza supercharger, providing better high-altitude performance. Production was scheduled to start in July 1940, but never occurred due to the German invasion of France.
  • D.523 – Fitted with the improved Hispano-Suiza 12Y-51 mated to a Sydlowski-Planiol supercharger, producing up to 1,000 hp at altitude. Also offered significant speed and climb advantages over the original D.520. Only one prototype produced.
  • D.524 – Scheduled for 1940 production, would have used the Hispano-Suiza 12Z engine, a refined version of the 12Y engine, expected to have produced 1,300 hp. None built.
  • HD 780 – Prototype floatplane naval version of the D.520 featuring foldable, angled, gull wings, increased engine size, and two floats. Was completed in March 1940 but never flown.
  • D.525 – Combined the Hispano-Suiza 12Y-51 engine with the Hispano-Suiza supercharger used on the D.522. Only 30 produced.
  • D.520Z – Produced under the Vichy Regime in 1943 with German approval, this prototype installed the Hispano-Suiza 12Z engine, making 1,600 hp, a considerable boost in power. First flight didn’t take place until 1947.
  • M.520T – Project to further modernize the D.520, never reached the prototype stage.
  • D.520DC – A two seat trainer version developed immediately post-war. DC roughly indicates ‘dual control.’

Operators

  • French Armée de l’Air (French Air Force) – The French Air Force hastily produced and deployed to active squadrons mere months before hostilities broke out between Germany and France. After the conclusion of the Battle of France, and subsequent armistice, the aircraft would continue to serve under the air force the Vichy Regime.
  • Forces Françaises de l’Intérieur (FFI / Free French Forces) – Organized FFI forces operating in recaptured areas of France after Allied breakthroughs in 1944 assembled a few small squadrons and began flying reclaimed D.520s, most notably the “Doret Group,” before being reabsorbed into the formal structure of the revitalized French Army.
  • Regia Aeronautica (Italian Air Force [Axis]) – The Italians managed to acquire several dozen D.520s throughout the course of the war, and pressed them into domestic service defending and intercepting allied bombers over the Italian mainland.
  • Luftwaffe (Nazi Germany) – During Germany’s various incursions into France, several hundred D.520s came under their control, in addition to continuing serial production under German occupation. The Dewoitines that found their way into German service were primarily used as trainers, or were transferred to Axis allies, namely Italy and Bulgaria.
  • Bulgarian Air Force – As Bulgaria was an ally of the Axis powers, upwards of 98 D.520s were transferred to the country’s air force, and used to intercept Allied bomber raids.

Conclusion – The Incarnation of “Trop peu et trop tard”: The D.520 in French Mythos

Since the end of the Second World War, the D.520 has progressively gained a near-mythical status in French military enthusiast circles. The reasons for this are quite easy to identify. The D.520 was the best performing French fighter introduced in large numbers during the Battle of France, and seemingly the only one which posed a credible threat to the Bf 109. However, it arrived too late, and numbers too small to Germany’s advance. In this regard, it was one of a considerable amount of fairly advanced pieces of equipment the French army was close to introducing in 1940, but never could due to the Armistice, similar in this fashion to its fellow Bloch MB.155 and Arsenal VG.33 fighter aircraft, the two Richelieu-class battleships, and the MAS 40 semi-automatic rifle of the French army.

This massive place in French mythos, reinforced by Pierre Le Gloan’s commendable combat record with the type, could be said, however, to have caused some bias to exist in some French analysts, where placing the D.520 as an equal to the Bf 109 has become sort of tradition. While the D.520 was much closer to competing with the German fighter in comparison to the previous MS.406 or MB.152, in some ways, the German fighter could be said to still be a little better performing. It is also questionable whether or not the D.520 could have evolved to become a mainstay fighter for the French air force for the rest of the war, as the Spitfire was for the Royal Air Force and the Bf 109 for the Luftwaffe. In some ways, the VG.33 airframe, which slightly outperformed the D.520, with a previous and weaker version of the same engine, may eventually have provided a better long-term mainstay fighter for France. In any case though, difficult circumstances prevented the VG.33 from ever reaching service, but the D.520 would have the opportunity to live an active service life in a number of air forces, one which saw it in action against both Axis and Allied forces alike.

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 standard fuel load

1,500 km at max fuel 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 Around 900 (produced 1939-1944)

Gallery

D.520 No.12 Cdt Thibaudet – GC I/3, Cannes-Mandelius, March 1940
D.520 No.90 Sergent Michel Madon who would go on to be credited with 11 confirmed kills during the war – GC I/3, Suippes, France, May 1940
D.520 No.61 Czechoslovak Pilot Cukr Vaclav – GC II/3, Oran-La-Senia Airfield, July 1940
D.520 No.277 flown by “Ace in One Day” Pierre Le Gloan – GC III/6, Prior to Armistice 1940
D.520 No.343 Cdt Moriat – GC II/3, Alep-Nerab Syria, July 1941
Free French D.520 – Not long after the Invasion of Normandy

Credits

  • Written by Marisa Belhote
  • Special Thanks for Contributions to the Italian Section by Arturo Giusti
  • Edited by Henry H., Stan L. and Ed J.
  • Illustrations by Ed Jackson

Sources

Macchi M.C. 200 Saetta

Italy, WW2, , ,

italian flag Italy (1939 – 1945)
Fighter – 1,153 built

Macchi M.C. 200 of the 272ª Squadriglia of the 153° Gruppo Autonomo ‘Asso di Bastoni’. This aircraft was part of the middle production run of the SAI Ambrosini plant. Soure: pinterest.com

The Macchi M.C. 200 ‘Saetta’ (Lightning) was a fighter aircraft developed by Aeronautica Macchi (AerMacchi) of Italy around the mid-1930s, resulting in one of the most produced and used aircraft of the Regia Aeronautica (Italian Royal Air Force) during the Second World War. It yielded good results on all fronts where the Italian forces operated, from the hot and dusty desert of North Africa, to the cold and snowy Russian steppes.

After 8th September 1943, both the Luftwaffe and Aeronautica Nazionale Repubblicana (Eng: Italian National Air Force) on the Axis side, and the Aeronautica Cobaelligerante Italiana (Eng: Italian Co-belligerent Air Force) on the Allied side used the surviving aircraft.
After the war, the Aeronautica Militare (Eng: Italian Military Air Force) used the few Macchi 200 that were still functioning for another two years, until 1947, for training tasks.

Development

Before the Macchi 200, the Regia Aeronautica was equipped with fighter biplanes, such as the FIAT C.R. 30 and C.R. 32, which were considered among the best biplanes produced in Europe at the time.

During the early 1930s the Regia Aeronautica had in service some of the best biplanes of the world, not for nothing it was considered one of the best air forces in the world, with records in both civilian and military spheres.

In the mid-30s it became clear to the Italians that the biplane configuration was more than outdated and they needed new, state-of-the-art, low-wing, all-metal monoplane aircraft, and, only one year after the biplane FIAT C.R. 32 appeared in 1935, the leaders of the Royal Air Force issued a request for a new aircraft.

On 10th February 1936, the Direzione Generale Costruzioni Aeronautiche or DGCA ( General Directorate of Aeronautical Construction) requested the development of a low-wing monoplane ground interceptor fighter with retractable landing gear. The maximum speed was to be 500 km/h (310 mph), with a range of 2 hours, and a climb rate of 6,000 meters (19,685 ft) in 5 minutes. The requested armament was to be composed of one or two 12.7 mm (.50 in) machine guns, the engine had to be the FIAT A.74 radial with an entirely metal fuselage.

The largest aeronautical companies in Italy responded to this order. Aeronautica Macchi presented the Macchi M.C. 200, FIAT Aeronautica, a subsidiary of FIAT, had the FIAT G.50, Aeronautica Umbra S.A. (AUSA) had the AUSA AUT 18, Caproni the Caproni Vizzola F.5 and Industrie Meccaniche Aeronautiche Meridionali (IMAM) had the IMAM Ro. 51.

In 1938, Officine Meccaniche Reggiane also responded to the request by presenting the Reggiane Re. 2000 which did not see great success, however it was used to develop the more powerful Re. 2001 and Re. 2002.

The FIAT G. 50 prototype. Photo taken prior to its first test flight. Source: warfly.ru

Two winning projects were chosen. The Macchi M.C. 200 was found to have excellent flying characteristics, meeting most requirements that were stipulated in the original request. The FIAT G.50 was not as highly praised, but still accepted into service. The prototypes of both aircraft first flew in 1937, and both would enter service in 1939.

The Macchi MC 200 was designed by a team of engineers led by Mario Castoldi (1888-1968), a successful designer who had already worked on the Macchi M. 39 and M.C. 72, the latter still holding the speed record for a seaplane powered by a non-standard engine.
The initials M.C. stood for Macchi-Castoldi to emphasize the prestige that the company gave to its chief engineer.

Prototypes

Hastily produced, the prototype, with serial number MM. 336 (Matricola Militare; Military Serial Number), flew for the first time on 24th December 1937 from the Lonate Pozzolo runway, piloted by test pilot Giuseppe Burei that I judge the driving of the aircraft positively. Due to Burei’s untimely death during a flight test of the seaplane Macchi M.C.94, the subsequent test flights of the first prototype were conducted by Ambrogio Colombo.

First prototype during assembly in the Varese plant. Source: Aer.Macchi C. 200

On March 1st, 1938, Colombo was asked to impress the ministerial commission composed of General Ferdinando Raffaelli, Lieutenant Colonel Torre and Major Lippi. The reason for this request was simple. Macchi was late with developing the aircraft. FIAT and IMAM had already completed test flights months before, and there was a risk that the Macchi fighter would not be taken into consideration by the Regia Aeronautica.

During the exhibition flight for the commission, Ambrogio Colombo performed 38 exercises with the prototype fully loaded and at an altitude of 3,300 meters (10,827 ft).

There were no major differences between the first and second prototypes apart from a few small details, such as a one-piece rear canopy, anti-rollover structure and shorter exhaust pipes.

The second prototype, serial number MM. 337, during its first flight test. Note the full size landing gear gear cover. Source: Aer.Macchi C. 200

On 11th June 1938, during the test flights at the Guidonia runway with the 1° Centro Sperimentale Aviazione (1st Experimental Aviation Center), the body responsible for evaluating aircraft for the Regia Aeronautica, it was found that the aircraft tended to flipping if turns were too tight, with consequent loss of control (in 1940, two pilots of the 1st Wing, Lieutenant Tinti and Sergeant Major De Bernardinis, were killed during training on 1st March and in May due to this problem).

Mario Castoldi immediately began to design new wings to solve the problem (which was common to all the monoplanes presented for the competition), a solution that would take an excessive amount of time to design and implement.

Engineer Sergio Stefanutti of the Società Aeronautica Italiana Ambrosini (another Italian aeronautical company), was commissioned by the Experimental Aviation Center to find the cause of the Macchi’s control problems, solved the problem more simply, by gluing layers of balsa wood on the center and ends of the wings. Castoldi did not waste time, and the new wings were then mounted on the successor of the ‘Saetta’, the Macchi M.C. 202.

Around 1941, some Seattas of the 1st Fighter Wing, belonging to the first production series, were withdrawn from first line service due to the problems with the defective wing profile.

Engineer Mario Castoldi with MM. 337 piloted by Giuseppe Burei. Photo taken during the first test flight of the second prototype: Source: Aer.Macchi C. 200

With this problem corrected, the Macchi M.C. 200 proved to be a reliable, manageable aircraft. Despite the radial engine, it still had enough speed to compete with the Hawker Hurricane, which it bested in combat maneuverability, but was outmatched in firepower. As the war went on, the Saetta’s maneuverability, sturdy construction, and the reliability of the radial engine were the fighter’s only remaining strengths.. Primarily thanks to the experience of the pilots did the type manage to obtain some aerial victories.

The prototype serial number MM 336 remained in the Breda factory for a period of time, and was then returned to Macchi on 23rd August 1940, where it was left in disrepair. Due to the lack of engines caused by the war, at an unknown date, the MM 336’s engine was disassembled and mounted on the Macchi M.C. 200 serial number MM 8836. The prototype, without the engine, returned to Varese in September 1942 and from there, nothing more is known about it.

The second prototype was used for camouflage tests after the conclusion of flight tests, before being overhauled and sent to Rimini.

Structure

The structure of the MC 200 was entirely metal, a big step forward for the Italian aircraft industry at the time. The only other Italian aircraft with an all-metal structure before the MC 200 was the Breda Ba. 27, of which only 14 units were produced and otherwise remained at the prototype stage, along with the competing FIAT G. 50.

Structure of the Macchi MC 200’s fuselage. Source: cmpr.it

The new fuselage turned out to be quite robust, but was heavier, and let to longer production times It was made of molded duralumin and was covered with super avional plates (a special duralumin alloy) riveted with countersunk-head rivets, reducing aerodynamic drag.

Structure of the Macchi MC 200 seen from inside. Source: cmpr.it

Like the fuselage, the wings, mounted on the lower part of the fuselage, were also a single structure consisting of two spars with ailerons and ventral flaps. The whole wing structure was made of duralumin, apart from the ailerons, which retained the doped and painted canvas.

The prototype Macchi prototypes were equipped with a constant airfoil that increased the speed by a few kilometers per hour but caused autorotation problems which risked making the aircraft impossible to maneuver with the risk that the pilot could not even parachute out. On the production models, this was replaced by a variable airfoil.

The wing structure. Source: cmpr.it

Cockpit

The Macchi M.C. 200 cockpit. Source: cmpr.it

The cockpit had a single hand-control column. On the left side was the throttle, along with the controls for take-off and the flaps controls. The instrument panel had a gyroscope, speedometer, altimeter and other basic instruments for flight and an onboard ammunition gauge that ran up to 650 rounds per weapon. In the center of the instrument panel was the compass with a San Giorgio collimator located just above, for aiming the onboard armament.

On the first series of the Macchi MC 200, the windshield was a 5 centimeter (1.96 in) thick piece of glass, and the steel pilot’s seat had a thickness of about 3 centimeters (1.18 in) to protect the pilot. Behind the seat were oxygen cylinders, and those of the fire extinguishing system. The ARC 1 radio system and its batteries were located in front of the cockpit.

From the 26th Macchi MC 200 produced onward, a new tubular roll bar was introduced behind the armored seat. This was meant to protect the pilot if the plane landed inverted. It is not clear whether this was introduced after an accident or as a precaution. However, from the 3rd Series onward, this feature was again eliminated, the cockpit was open and unpressurized, and the rear canopy, no longer made of glass, was reinforced to act as the anti-roll structure.

The semi enclosed cockpit was introduced in August 1941, starting from the 12th aircraft of the 5th production series of Macchi and starting from the 65th aircraft of the 1st production series of Breda.

Macchi M.C. 200 of the 2nd Series. The anti-roll structure behind the pilot and the retractable tail wheel are visible. This aircraft was part of the 371ª Squadriglia of the 22º Gruppo Autonomo Caccia Terrestre during the Greek Campaign. Source: Macchi MC 200 Saetta

In the late production versions, an antenna fixed to the back of the canopy was added. This reduced the reception problems of the onboard radio.

Landing Gear

The landing gear with the third type of wheel covers. Source: cmpr.it

There were several types of landing gear covers used on the Macchi MC 200. On the first prototypes, the landing gear door completely covered the strut and the wheel. During landing, the lowest part was raised to avoid hitting the ground. This version was very complex to manage, and in case of malfunction the landing gear would break. Often the planes were forced to take off on makeshift runways on lawns, in case of malfunction the cover, due to the speed, would be stuck in the ground causing the breakage of the strut or worse, that the plane would fall on one side leading to the total destruction of the fuselage and wings.

The outer landing gear cover of the prototype. The lowest part is raised in the photo. Source: Macchi MC 200 Saetta

The models of the first series adopted a different type of outer landing gear doors, with a small inner gear door at the wing attachment points.

The 1st series Macchi MC 200 with the 2nd type of running gear cover. Source: Source: pinterest.com
The standard Macchi M.C. 200 outer running gear cover with the 372ª Squadriglia. Source: pinterest.com

The rear wheel on the first 146 examples was retractable, which slightly increased top speed but slowed production. In addition, during firefights, enemy fire could damage the mechanism that lowered and raised the wheel, leading to the risk that it would not come out during landing.

The rear retractable wheel of the landing gear of the Macchi M.C. 200. Source: cmpr.it

The tires were of the FAST type, produced by Pirelli of Milan. The dimensions of the front ones were 236 x 85 x 79 inches, while the rear wheel model had the Spiga type, also made by Pirelli, which was 82 x 31 inches.

Engine

The M.C.200 engine was the radial two-row FIAT Aeronautica 74 RC 38 ‘Ciclone’ ( Cyclone). It had 14 cylinders and was air-cooled, with a displacement of 31.25 liters (1,907 in³).
It had been developed by Engineer Tranquillo Zerbi and Professor Antonio Fessia based on the American Pratt & Whitney R-1535. The 600 kg (1,322 lbs) engine delivered a take-off power of 870 hp at 2,500 rpm, 840 hp at 2,400 rpm at an altitude of 3,800 meters (12,467 ft), and a maximum power of 960 hp at 3,000 rpm, which could only be maintained for short periods.

Photo of the FIAT A.74 RC 38 ‘Ciclone’. Source: Centro Storico FIAT

This engine guaranteed a maximum speed of 503 km/h (313 m/h) at 4,500 meters (14,763 ft). Its low fuel consumption also guaranteed a range of 570 km (354 miles) with two fuel tanks, one in the wings and the other under the cockpit, and a third auxiliary tank behind the pilot’s seat. In total, there were 313 liters (82.6 US gallons) of fuel. This could be extended to 870 km (540 miles) with an external tank of 450 liters (118 US gallon), at an average speed of 465 km/h (288 m/h) at an average height of 6,000 meters (16,685 ft) . Its climb rate was 6,000 meters in 7 minutes and 33 seconds.

FIAT A.74 RC 38 schematic. Source: svppbellum.blogspot.com

This engine, despite being outdated in performance and power compared to the most contemporary modern in-line engines of the war, was appreciated by pilots and technicians for its simplicity, ease of maintenance and ease of operation. This was true even in unsuitable climates, such as the deserts of North Africa and the freezing Russian steppes. However, there were problems with the carburetors that had quality issues in addition to not being suitable for such extreme climates.

A FIAT A.74 Engine mounted on a FIAT C.R. 42 biplane during maintenance. Source: stormomagazine.com

The engine cowling featured “bubbles” that protected the rocker arms of the cylinders.
This allowed a decrease of the diameter of the cowling, increasing visibility compared to the G. 50, which was equipped with the same engine.

In June 1940, all Fiat A.74 engines, produced under license by Reggiane, were replaced due to failures that brought oil temperatures to dangerous levels after an inspection by a captain of the Aeronautical Engineers and an engineer of the company.

In the first series, the cockpit was equipped with a fully enclosed canopy, which was prone to several problems. Over time, the glass became opaque which affected visibility, and it was also difficult to open above a certain airspeed, so it was opted to go for an open cockpit with only frontal protection.

The new fighters were required to have variable pitch propellers. On the two prototypes, and on the first 25 specimens produced, the propeller was the three-blade FIAT-Hamilton 34D-1. The first 25 production planes were equipped with an aerodynamic spinner to protect the propeller hub but. From the 26th plane onwards, the Piaggio P. 1001 propeller, designed by Castoldi himself, was mounted with the spinner removed. In both cases, the propellers had a diameter of 3.05 meters.

One of the first 25 planes produced with the FIAT-Hamilton 34D-1 propeller with a cap. pinterest.com

Armament

The machine guns are visible through the open inspection doors. Source: cmpr.it
The Breda-SAFAT machine guns without flash hiders. Source: cmpr.it

The armament consisted of two 12.7 mm (.50 in) Breda-SAFAT machine guns positioned on the engine cowling and synchronized with the propeller. They weighed 29 kg (64 lbs) each and were fed with two 370-round 12.7 x 81 mm SR Breda belts. This ammunition developed from British Vickers .5 V/565 Semi-Rimmed round.

There were various types of bullets produced by the Società Italiana Ernesto Breda per Costruzioni Meccaniche and by the Società Anonima Fabbrica Armi Torino (SAFAT). In addition to the classic full metal jacket bullet, the weapon could fire ammunition produced in Italy of the following types: tracer, perforating, explosive-incendiary, and explosive-incendiary-tracer (or multi-effect).

On average, these bullets weighed 34 grams each, for a total of 25.160 kilograms (55.46 lbs) of ammunition. The machine-gun firing rate was 700 rpm, but this was decreased to 574 rpm when synchronized with the propeller.

Ammunition resupply of a Macchi MC 200 of the 160ª Squadriglia of the Regia Aeronautica. Source: kitshow.net

Although quite powerful, these machine guns proved insufficient to deal with enemy threats as the war continued. Another big problem encountered was the small number of rounds on board. Only 740 rounds guaranteed just over a minute of continuous fire.

After the 25th plane, the machine guns were equipped with a flash hider so as to not blind the pilot when firing. The ammunition reserve was also increased to 740 rounds, as it consisted of only 600 rounds in total on the first planes. The spent cartridges, after being shot, were not ejected from the plane but stored onboard, so that they could be reused.

In 1937, engineer Castoldi proposed the adoption of two 7.7 mm (.303 in) Breda-SAFAT machine guns in the wings to the Regia Aeronautica. This required a consequent strengthening of the wing structure, and subsequent loss of speed, but the proposal was ignored.

On the Macchi MC 200CB, or Cacciabombardiere (fighter-bomber), version, the aircraft was equipped with two 3 kg (1.86 lbs) underwing pylons, capable of carrying bombs weighing up to 160 kg (353 lbs) each.

The bombs were used for infantry support missions. Although the maximum load was 320 kg (705 lbs), four 15 kg bombs (33 lbs) per pylon were commonly carried .

The aircraft could also carry two bombs up to a maximum of 160 kg (353 lbs) each or two 150-liter (40 US gallons) auxiliary tanks, increasing the range. The two 150-liter tanks could also be equipped together with the 450-liter centerline tank, effectively doubling the aircraft’s maximum range.

Schematic representation of the Italian aeronautical bombs used during the Second World War. The 50, 100 and 160 kg ones were the used on the Macchi MC 200CB. Source: talpo.it

In Italy

The first M.C. 200s were ready in the spring of 1939 and were delivered to the Regia Aeronautica during the same year. As of September 1st, 1939, 29 Macchi M.C. 200s had been delivered, of which 25 were allocated to front-line units, with the others given to flight training schools. In comparison, the Regia Aeronautica had 19 FIAT G. 50s and 143 FIAT C.R. 42s.

At the time of the Kingdom of Italy’s entry into the war on the 10th of June 1940, the number of M.C.200s in the Regia Aeronautica was 156. Of these, only 103 were in the front-line units and not all were combat ready. Similarly, there was in increase in other fighters on hand with 118 FIAT G. 50s and 300 FIAT CR 42s.

A Macchi M.C. 200 of the 81ª Squadriglia, 6º Gruppo of the 1º Stormo in Sicily. This aircraft belonged to the 1st SAI Ambrosini series. It had a fixed rear landing wheel but an enclosed cockpit. Source: Aer.Macchi C. 200

These 156 aircraft were split between different units, such as the 16º Gruppo Autonomo da Caccia Terrestre (16th Autonomous Land Fighter Group) of the XVI° Gruppo (16th Group) and the 181ª Squadriglia (181st Squadron) of the 6° Gruppo Caccia (6th Fighter Group) of the 1º Stormo Caccia Terrestre (1st Ground Fighter Wing), based at an unknown airport in Sicily.

7 Saetta had gone to the 369ª Squadriglia, 6 to the 370ª Squadriglia and 6 to the 371ª Squadriglia of the 152º Gruppo commanded by Lieutenant Colonel Giovanni Melotti, based at Vergiate airport in Lombardy. Another 7 Macchi MC 200 were in service with the 372ª Squadriglia, 6 with the 373ª Squadriglia and 6 with the 374ª Squadriglia of the 153º Gruppo of Captain Alberto Benefonti at the Caselle airport. The 152º Gruppo and 153º Gruppo were under the command of the 54º Stormo of Colonel Enrico Guglielmotti, with headquarters in Airasca.

The very first Macchi aircraft were delivered to the 91ª Squadriglia of the 10º Gruppo of the 4º Stormo, which was considered an elite unit. The 4th Wing received the MC 200 shortly before entering the war, but preferred to go to battle in Libya with the old FIAT CR 42 biplanes in late June 1940.

The reason for this downgrade was that the pilots of the 4° Stormo were all veterans of the Spanish Civil War, or possessed years of experience in aerobatic performances around the world, and were far more accustomed to their FIAT C.R. 32 and C.R. 42 biplanes. While they received the latest generation monoplane fighters, they did not have enough time to properly train on them, and subsequently turned down the opportunity to fly the Macchi M.C. 200.

It should also be emphasized that the pilots of the 4th Wing were the only ones not to appreciate the Macchi initially. On October 23rd, 1939, a few weeks after delivery, General Velardi, commander of another air unit, wrote to the General Staff of the Italian Royal Army that his pilots were more than satisfied with the new plane, and that within a few weeks of training they could use the new Macchi for aerobatic performances.

A Macchi M.C. 200 of the 54° Stormo with Italian pilots finishing a pre-mission briefing. Source: pinterest.com

The first victim of the new Macchi MC 200 was a British Short S.25 Sunderland four-engined seaplane on a reconnaissance mission on 1st November 1940, near Augusta in Sicily.

In the last weeks of December 1940, the pilots of the 181st Squadron of the 6th Fighter Group of the 1st Ground Fighter Wing had the task of escorting the Junkers Ju 87 ‘Stuka’ dive bombers of the I/StG.1 and II/StG.2 of the X Fliegerkorps. The Messerschmitt Bf 109 of 7./JG 26, which were supposed to escort the Stukas on their missions to Malta, had not yet arrived in Sicily.

During this mission, the Saettas proved effective and without any particular defects in dogfighting against the Hawker Hurricane. They were able to outclass the old Gloster Gladiator biplanes without much difficulty.

A Macchi M.C. 200AS produced by SAI Ambrosini takes off from a runway in Sicily. Source: pinterest.com

In Sicily, two Saettas of the 70th Squadron of the 23rd Autonomous Fighter Group based at Boccadifalco airport were used for night missions. Lieutenant Colonel Tito Falconi, commander of the group and Captain Claudio Solaro, commander of the squadron, were, according to documents, the only ones to fly the two Macchi at night.

According to the documents, between September and December 1941, these two fighters flew dozens of missions over Palermo, also participating in several engagements against British aircraft, but without managing to shoot any down. By the end of the year, the 23rd Group was sent back to the Turin Mirafiori airport to be reorganized.

After the North African Campaign, in July 1943, Allied troops invaded Sicily. At that time, the Regia Aeronautica had 81 Macchi M.C. 200, 41 with the 2nd Wing, 3 in the 22nd Group, 13 in the 157th Group, 4 in the 161st Group and 20 aircraft in the 82nd and 392nd Squadrons.

A Macchi M.C. 200 produced by Macchi with the 73ª Squadriglia in Sicily. Source: pinterest.com

One of the last battles occurred a few days before the Armistice of Cassibile in September 1943. On 2nd September 1943, while on patrol around the naval base at the port of La Spezia, Lieutenant Petrosellini of the 92nd Squadron of the 8th Group intercepted a group of 24 American Boeing B-17 Flying Fortresses that were approaching to bomb the port facilities and industrial areas of the city. Petrosellini carried out two attacks on the behemoth US bombers alone, managing to shoot down one and damage a second. He then performed an emergency landing on Sarzana airport due to damage sustained from heavy defensive fire.

As of the 8th of September 1943, 33 Macchi M.C. 200 were in the ranks of the Regia Aeronautica.
Until September 1943, the ‘Saetta’ was the most widely used Italian fighter on all fronts. The first examples of its successor, the Macchi M.C. 202, entered front-line service in late September 1941, with the first examples of Macchi M.C. 205V appearing in February 1943.

Malta

Malta, or “L’Isola Maledetta” (The Damned Island), a British stronghold in the Mediterranean, was the setting for dozens of air battles in which the Macchi M.C. 200 took part.

Just above the Island of Malta, the first loss of an M.C. 200, a casualty of the Royal Air Force, was recorded on 23rd June, 1940. Nine Macchi M.C. 200s of the 79th Squadron, eight of the 88th Squadron, and one of the 81st Squadron, all belonging to the 6th Group, escorted ten Savoia Marchetti SM.79s of the 11th Bomber Wing to the island.

Immediately, the British launched two Gloster Gladiators to intercept them. Sergeant Major Molinelli of the 71st Squadron attacked one of the two British planes that were, in turn, attacking a bomber off Sliema. The ‘Saetta’ was hit and fell into the sea. It is not clear whether Major Molinelli survived.

Franco Lucchini, an Italian ace of the 90th Squadron of the 10th Fighter Group of the 4th Wing with 26 kills, took off on 27th June 1941 from Trapani Airport in Sicily. He was on an attack mission during which he shot down a Hawker Hurricane. Afterward, he shared many other victories with his companions of the 4th Wing.

Another loss recorded occurred on the morning of 25th July 1941, when about 40 Macchi M.C. 200s of the 54th Wing and were tasked with escorting a CANT Z.1007bis of the 30th Wing for photographic reconnaissance on Valletta. The mission was meant to photograph an English naval convoy that had been attacked the day before by torpedo bombers.

Above the island, about 30 Hurricanes descended upon the formation, causing the CANT Z. 1007 bis to fall into flames. The Saetta of second Lieutenant Liberti was shot down, with the loss of the pilot, as was that of Lieutenant De Giorgi, whose fate is unknown. The Italian fighter pilots declared the downing of four Hurricanes, two by Sergeant Major Magnaghi, one by Captain Gostini and one by Sergeant Omiccioli of the 98th Squadron.

On 27th of October 1940, Carlo Poggio Suasa of the 81st Squadron, 6th Group, assigned to the 1st Terrestrial Fighter Wing stationed at Catania-Fontanarossa airport, shot down a Hawker Hurricane over Malta.

On July 11th, 1941, during an attack on the Maltese airbase of Micabba, three Italian Aces, belonging to the 10th Group of the 4th Wing were engaged by seven or eight enemy Hurricanes. They were Leonardo Ferrulli (with 21 kills between the war), Carlo Romagnoli (11 kills and 6 probable) and Franco Lucchini (22 kills). After a grueling dog fight, the three MC 200s managed to disengage and were pursued for 40 km before the British gave up the chase and, with their aircraft damaged but still able to fly, they were able to return to Sicily safely.

On June 27th, 1941, the same units of the 10th Group, 4th Wing, commanded by Ace Carlo Romagnoli, took off from Catania-Fontanarossa airport in Sicily to escort a Savoia-Marchetti S.M. 79 on a reconnaissance mission.
Arriving at Malta, they were immediately intercepted by a group of Hawker Hurricane Mark I of RAF No. 46 Squadron that forced them to abort the mission and return to Sicily.

On September 4th, Romagnoli led a reconnaissance mission over Malta with a formation of 17 M.C. 200 ‘Saetta’. Their goal was to confirm the sinking of a merchant ship that had been hit that night by a Junkers Ju.87B Picchiatello of the 101st Autonomous Dive Bombardment Group piloted by Sergeant Major Valentino Zagnoli, in the vicinity of Kalafrana.

Once in Valletta, the Macchi carried out a reconnaissance of the port at 6,000 meters and, having found nothing, returned to Sicily. At this point, 21 Hawker Hurricane Mark II fighters of No.126 and No.185 Squadrons were waiting for them (thanks to Maltese radars) at about 7,500 meters. After the furious battle that followed, Second Lieutenant Andrea Della Pasqua of the 91st Squadron was missing after being seen bailing out with a parachute. He was never found.

The 76th Squadron of the 7th Group of the 5th Terrestrial Fighter Wing took part in the Battle of Pantelleria between 12th and 15th June 1942. There, the Axis forces, with 92 aircraft of the Regia Aeronautica and 48 of the Luftwaffe, destroyed two, and damaged four merchant ships at the cost of 29 lost aircraft and 12 dead pilots.

Due to the three-engined reconnaissance aircraft flying over Malta being easy targets, some mechanics modified about ten Macchi MC 200 with an Avia RB 20/75/30 camera positioned behind the pilot’s seat. This strategy decreased the fighter’s maximum speed, but made the reconnaissance aircraft unrecognizable to the enemy, as well as being far more agile and faster than the three-engined aircraft they replaced.

Greece

For air combat during the Greek Campaign, which started on October 28th, 1940, the 54th Wing was employed. Its 372nd Squadron had 12 Macchi MC 200, based at the Brindisi-Casale Airport in southern Italy.

Between November and December, the 373rd Squadron, with 11 MC 200s, also arrived at the Bari-Palese Airport, the 374th Squadron with 12 MC 200s at the Taranto-Grottaglie Airport and the 370th, with 8 MC 200, at Foggia Airport, all in Southern Italy.

These squadrons mainly carried out escort missions for Italian FIAT B.R. 20 and Savoia-Marchetti S.M. 79 bombers used against Greek strategic targets.

Sergeant Luigi Gorrini of the 85th Squadron of the 18th Fighter Group of the 3rd Ground Fighter Wing, an Italian ace with 19 confirmed and 9 presumed kills, took training courses to learn how to fly the Macchi M.C. 200 and FIAT G. 50 held at Caselle Torinese and Torino Mirafiori airports between August 29th and December 10th, 1940. After this, he and his squadron were transferred to Araxos airport in Greece, where he flew escort flights for naval convoys and aircraft from Italy to Greece and vice versa.
On December 17th, 1940 during a patrol over the island of Cephalonia, Gorrini spotted two Bristol Blenheims, hitting one of them (which he considered probably shot down) and damaging the second.

In March 1941, the 22nd Autonomous Land Fighter Group was sent to Greece. Its 371st Squadron went to Vlora, while the rest of the group, with 36 Macchi MC 200s and an unknown number of FIAT CR42s, moved to the airport of Tirana, both cities of occupied Albania. During their first fights, they went up against the Hawker Hurricanes and Gloster Gladiators of the RAF.

Macchi M.C. 200 of the 372ª Squadriglia. These planes were produced by Breda. The 153° Gruppo coat of arms is visible. Source: asisbiz.com

Thanks to reinforcements that arrived in Albania in April, the 18th Group was sent back to Italy to train on the Macchi MC 200CB. The training lasted until mid-July, by which time the Greek Campaign was over. The Group was subsequently transferred to North Africa.

During the Greek campaign, which lasted until April 1941, Royal Italian Air Force fighters claimed to have shot down 77 Hellenic Air Force (HAF) aircraft (plus another 24 presumed), of which 52 were shot down and 25 destroyed on the ground, at a loss of 64 Italian aircraft. During engagements against the RAF, the British claimed to have destroyed 93 Italian aircraft (and another 26 probable) for just 10 aircraft lost. However, at the end of the campaign, the British losses amounted to 150 pilots (dead or prisoners) and 209 aircraft lost, 72 shot down by Italian fighters, 55 destroyed on the ground and 82 destroyed or abandoned during the evacuation.

Yugoslavia

At the outbreak of hostilities against Yugoslavia, the only air units assigned to the sector were the 4th Wing, equipped with 96 Macchi MC 200, the 7th Group in Treviso, and the 16th Group in Ravenna, which had 22 each, the 9th Group in Gorizia and the 10th Group in Altura di Pola, which had 23 each, and, finally, 6 that were in service with the 256th Squadron in Bari.
At dawn on April 6th, 1941, before the Declaration of War, four M.C.200s of the 73rd Squadron took off without an exact mission, flew over the port of Pula and then arrived at the island of Cres, attacking a tanker and setting it on fire.

Macchi M.C. 200 of the 73ª Squadriglia after a landing accident. The pilot, Sub Lieutenant Albano Carraro, came out unscathed. The plane was repaired and put back into service. Source: asso4stormo.it

There were no noteworthy actions for the rest of the brief Yugoslavian campaign. The Macchi of the 4th Wing flew against Yugoslavia for the last time on April 14th, when 20 Saetta of the 10th Group patrolled the airspace 100 km south of Karlovac, but without encountering enemy aircraft.

In March 1941, in order to counter the new British Hawker Hurricanes, the Regia Aeronautica was forced to withdraw the FIAT CR 42 of the 150th Group from Albania, replacing them with 36 Macchi MC 200s of the 22nd Group based at Tirana airport and the 371st Squadron, which moved from the Rome-Ciampino Airport to Valona.
Despite its lower top speed compared to the Hurricane, in the hands of experienced Italian pilots who were well trained in aerobatic flight, the Macchi MC 200 proved to be a tough adversary for the British pilots.
Ground operations on the Yugoslav front ended on April 17th. According to the official report of the 4th Wing, in eleven days there were no losses, 4 enemy aircraft were shot down and 45 Yugoslav aircraft were destroyed on the ground, damaging another ten.
Other victories were achieved by destroying an oil tanker, a tanker truck and an unspecified number of mechanized vehicles, as well as destroying airport facilities.
Another 5 Yugoslav aircraft, Dornier Do 17Ks, were destroyed on the ground at a Greek airport where they had taken refuge during an Italian attack.

North Africa

The North African desert was the most important theater of operations for the Italian pilots and their Macchi M.C. 200 ‘Saetta’.
At the end of the operations in Yugoslavia, the 153rd Group returned to Italy. It was based at Grottaglie airport, in southern Italy, with the task of defending the Port of Taranto against RAF attacks.
One of its squadrons, however, was ordered to go to North Africa to support Rommel’s offensive in Cyrenaica.
The first eleven M.C.200s of the 374th Squadron, under Captain Andrea Favini (later to become Wing Chief), arrived on April 19th, 1941 at Castel Benito airfield, 35 km south of Tripoli. Until the end of June 9th, the Macchi aircraft remained under Favini’s command. During the period of activity, the squadron never reached more than 7 operable Macchi at the same time.
An interesting fact is that Captain Andrea Favini was still using a pre-production Macchi MC 200 with a FIAT-Hamilton 34D-1 spinner and propellers. This is very strange, as all the pre-production aircraft and the very first production series should have been modified by that point.
Given the continuation of operations, on July 2nd, 1941, Macchi M.C. 200 of the 372nd Squadron of the famous 153º Gruppo ‘Asso di Bastoni’ (Eng: 153rd Group ‘Ace of Wands’) arrived in North Africa. Later, the 373rd Squadron from Greece, together with the 157th Group, also arrived.
The 76th Squadron of the 7° Gruppo Autonomo Caccia Terrestre, commanded by Major Marcello Fossetta, also arrived with 22 Macchi M.C. 200. However, they lost almost all of their fighters during a British air attack on the Benina base 19 km east of Benghazi, where the unit was stationed.
The data of both Italian and British units report some skirmishes between Macchi and British aircraft.
On December 8th, 1941, a Macchi MC.200 of the 153rd Group clashed with Hawker Hurricanes of the British 974th Squadron. During a fight, a Macchi engaged a Hurricane. After a succession of very tight turns, the Macchi struck the Hawker’s cockpit, which then flipped over and plummeted in a dive, killing New Zealand RAF Flight Lieutenant Owen Vincent Tracey, who had 6 kills credited to his name.
The 153rd Group, in its July-December report, claimed to have flown 359 missions for a total of 4,686 flight hours by its pilots, and 19 enemy aircraft destroyed in flight, plus 12 probable, in addition to 35 aircraft destroyed on the ground.
In December 1941, the Macchi M.C. 200 began to be accompanied by Macchi M.C. 202 of the 8th and 150th Groups based at El-Nofilia airport.
In the early months of 1942, the 8th, 13th and 150th Groups were mainly used on escort missions for FIAT CR 42s in the ground attack configuration.
On July 20th, 1942 the 18th Group of the 3rd Wing arrived in Tripoli with the 83rd, 85th and 95th squadrons, with a total of about 40 MC 200s, of which 21 in the M.C. 200CB configuration. These new arrivals, which were positioned at the Abu-Aggag airbase, 370 km from Cairo, meaning that the Macchi 200 was still the most numerous Italian fighter in North Africa, with 76 units (of which about three quarters were operational), 37 of which were in the 2nd Wing.
The Macchi M.C. 200CB of the 18th Group carried out dozens of ground attack missions. One of the most famous was stopping the British attempt to recapture Tobruk by sea in July 1942, sinking the destroyer Zulu and seriously damaging two troop carrier ships.
On April 18th 1942, between 1725 hrs and 1830 hrs, five Macchi M.C. 200CBs attacked a column of tanks of the 1st Armored Division of the British 8th Army at Sidi Bou Ali, in the governorate of Susa, in Tunisia. 22 M.C. 202s of the 54th Wing escorting the ‘Saetta’ clashed with a formation of P-40s and Spitfires that had arrived to support the armored units. Captain Sergio Maurer, Lieutenant Giuseppe Robetto and Sergeant Mauri each shot down a Spitfire, while Sergeant Rodoz brought down a P-40.

Macchi M.C. 200 of the 373ª Squadriglia of the 153º Gruppo ‘Asso di Bastoni’ (with the playing card symbol on the frame) on an airstrip in North Africa. Source: pinterest.com

Despite the Regia Aeronautica’s gradual transition to the Macchi MC 202, the ‘Saetta’ remained the most widely used fighter aircraft. It was widely used as a secondary fighter by pilots when their MC 202s were undergoing repairs.
The 364th Squadron of the 150th Fighter Group, 52nd Wing, equipped with the Macchi M.C. 200 ‘Saetta’, operating from the airports of El Agheila, Benghazi and Martuba, participated intensively in intercept operations, surveillance flights, strafing ground targets, and escorting bombers.
The Macchi MC 200s were also able to successfully deal with Allied four-engined aircraft, despite their armament. On 14th August, Lieutenant Vallauri of the 2nd Wing intercepted four Consolidated B-24 Liberators during a reconnaissance mission in the skies above Tobruk. Instead of waiting for support from other fighters, he attacked them alone, managing to shoot down one of them.
A few days later, on 23rd August 1942, three M.C.200s intercepted and attacked a group of B-24 Liberators en route to Tobruk. Sergeant Zanarini and Second Lieutenant Zuccarini shot down one Liberator while the third pilot damaged another. The entirety of the 2nd Wing was 198 aircraft in August 1942 (including Macchi M.C. 200 and M.C. 202,) which flew an unspecified number of missions that lasted a total of 394 hours of missions over Tobruk and 1,482 hours escorting 77 Axis convoys from Southern Italy to the North African coast.
The Allied air superiority was becoming more and more overwhelming. Unfortunately, precise data for the actions of the following months is not available. In October, ten Macchi 200 were lost by the 2nd Wing.

Macchi M.C. 200 of the 372ª Squadriglia while refueling before take-off. The pilots discuss the mission. Source: pinterest.com

At the beginning of November 1942, there were only 15 ‘Saetta’ on the front line in the 2nd and 3rd Wings (there is no data on the losses of the 54th Wing during the period). This was a very limited number. In July, there had been 76, meaning an average loss rate of about 12 aircraft per month.
The M.C. 200s were now outclassed in speed and armament by the latest versions of the Hawker Hurricane, Curtiss P-40s, and the more powerful Supermarine Spitfires. Despite this, the Macchi still managed to score a few victories.
In November, Lieutenant Savoia and Sergeant Major Baldi shot down two Bristol Beaufighters, while Sergeant Turchetti managed to shoot down two aircraft.
During the same month, some replacements arrived but they were not enough. On the 1st of December, the 2nd Wing had only 42 ‘Saetta’, of which 19 were in flying condition, while the others were under repair.

A Macchi abandoned on the side of a runway after a botched landing. Source: pinterest.com

After the Battle of El Alamein, the Macchi were used to cover the retreat of the Italian-German troops. However, the lack of spare parts, fuel and the overwhelming technological and numerical Allied superiority meant that many aircraft were lost.
In October 1942, the 18th Group received the Macchi MC 202 of the 4th Wing, which, after months of actions, had been repatriated for reorganization.
On 11 January 1943, units of the 3rd Wing were used in the attack against some British airbases in the Wadi Tamet area.
The Macchi MC 202 escorted the Macchi MC 200CB fighter-bombers in bombing operations. Luigi Gorrini managed to shoot down the Spitfire Mark V of Flying Officer Neville Duke of the 92nd Squadron, as reported by the British pilot himself in one of his books.
In January 1943, all non-operational units were repatriated, with very few Macchi MC 200s remaining in North Africa as part of the 384th Squadron in Tunis and the 13th and 18th Groups in El Hamma.
The last group to be equipped with MC 200s was the 18th Group of Major Mario Becich, which fought with the ‘Saetta’ until the end of the campaign. The last major air battle of the Macchi MC 200 in North Africa was on 29th March 1943. Then, in the Gabès sector, 15 M.C.200s of various units intercepted an unknown number of P-40s and Spitfires, shooting down 4 enemy aircraft at the cost of one damaged aircraft forced to land on the way back.

The remains of three Macchi M.C. 200 and a FIAT C.R. 42 abandoned at the Castel Benito airport in late 1942. Source: pinterest.com

Soviet Union

A contingent of Macchi M.C. 200s was sent to the front in the Soviet Union, despite the fact that they had an open cockpit.
The Comando Aviazione del Corpo di spedizione italiano in Russia (Aviation Command of the Italian Expeditionary Corps in Russia) was officially constituted on July 29th, 1941 at the Tudora airport. Major Giovanni Borzoni Group landed at this airport on 12th August with the 359th Squadron of Captain Vittorio Minguzzi, which had 11 other pilots, including Captain Carlo Miani and Lieutenant Giovanni Bonet. The 362nd Squadron of Captain Germano La Ferla also arrived with 11 other pilots. The 369th Squadron, commanded by Captain Giorgio Jannicelli, which had 13 pilots, and, finally, the 371st Squadron of Captain Enrico Meille, which had 11 pilots, completed the setup, all belonging to the 22nd Autonomous Land Fighter Group.
On August 16th, the 61st Aerial Observation Group arrived with 32 Caproni Ca.311 (34th, 119th, and 128th Squadrons) and a Savoia-Marchetti S.M.82 for support.

Macchi M.C. 200 ‘Saetta’ of the 22º Gruppo Autonomo Caccia Terrestre, 359ª Squadriglia in Krivoi Rog, Soviet Union, 1941. Note the tarpaulins covering the cockpits to prevent rain or dirt intrusion. Source: asisbiz.com

The 22nd Autonomous Land Fighter Group had a total of 51 MC 200s, two Savoia Marchetti S.M. 81 and three Caproni Ca. 133s. It was sent to the Eastern front from the Tirana Airport ( where they were located after March 1941). For its first missions, starting from August 27th, 1941, it was stationed at the Krivoi Rog airport.

On the same day, some aircraft of the 22nd Autonomous Group and some others of the 6th Group assigned to the 1st Ground Fighter Wing arrived in the Soviet Union. In total, eight Soviet aircraft, two Poliakov I-16s and six Tupolev SB-2s. were shot down.

Carlo Poggio Suasa, of the 81st Squadron of the 6th Group, shot down two Poliakov I-16s in a single day.

Due to the lightning advance of Axis troops in the Soviet Union, at the end of August, the unit had to move to the Kryvyi Rih airport and to Zaporižžja by the end of September. On 9th November, the 371st Squadron moved to the Donetsk sector, breaking away from the rest of the group.

Between August and the beginning of December, the 22nd Autonomous Fighter Group shot down another 8 Soviet fighters and bombers, apparently without suffering any losses. 4 more Soviets were downed in December.

Macchi M.C.200 of the 53° Stormo, 22° Gruppo Autonomo Caccia Terrestri, 362ª Squadriglia near a Bf 109 in Novo Orlovka, Soviet Union, 1941. Source: pinterest.com

During the Soviet Christmas ground offensive against Italian troops at Novo Orlovka, Italian pilots attacked Soviet troops in the Burlova sector. During these actions, they also shot down five Soviet fighters without any losses.

During one of these missions on December 28th, the ‘Saetta’ of the 359th Squadron shot down nine Soviet aircraft in the Timofeyevka and Polskaya areas, including six Polikarpov I-16 fighters and three bombers, without suffering losses.

On December 29th, 1941 the 369th Squadron lost its commander, Captain Giorgio Jannicelli. During a solo reconnaissance mission, he was intercepted by more than ten I-16 and Mikoyan-Gurevich MiG-3 fighters and, after a grueling air battle, he was shot down. For his bravery, he was awarded the posthumous Gold Medal.

The Italian Macchis in the Soviet Union were unable to carry out any missions throughout January, and the first few days of February 1942 due to bad weather. On February 4th and 5th, the Regia Aeronautica launched an operation to destroy Soviet air bases. The first was at Kranyi Liman, where the MC 200 destroyed 21 Soviet aircraft on the ground and another 5 fighters were shot down during dogfights over the airport.

Between March and April, the airports of Luskotova and Leninsklij Bomdardir were also attacked.

By the end of March 1942, the 22nd Gruppo Autonomo Caccia Terrestre had scored a further 21 aerial victories against the Soviet Air Force.

On May 4th, 1942, the 22nd Autonomous Land Fighter Group, which still had a few operational aircraft, was replaced by the 21st Autonomous Land Fighter Group, consisting of the 356th, 382nd, 361st and 386th Squadrons. The 21st Group, commanded by Major Ettore Foschini, brought with it 12 new Macchi M.C. 202 fighters and 18 new Macchi M.C. 200s, probably the fighter-bomber version.

During the second battle of Kharkov, fought between May 12th to 30th 1942, Italian pilots carried out escort missions for German scouts and bombers. They earned the admiration of the commander of the German 17th Army, in particular for their daring and effective attacks in the Slavyansk area on Soviet fighters trying to shoot down German bombers.

In the summer of 1942, following the German advance, the 21st Group moved first to the Makeyevka airfield, and, later, to those of Tazinskaya, Voroshilovgrad and Oblivskaya.
The group shoots down 5 enemy aircraft in May, 5 in June and 11 in July.

Macchi M.C. 200 ‘Saetta’ of the 369ª Squadriglia, Soviet Union, 1942. Source: ww2aircraft.net

Increasingly, Italian pilots were asked to escort German planes, but the Macchi aircraft wore out very quickly because of the lack of spare parts. On July 25th and 26th, five M.C.200s were shot down during aerial combat with the Soviets.

In the summer, 17 Macchi 202 ‘Folgore’ arrived from Italy to reinforce the line-up of ‘Saette’, by then worn out by incessant use. At the beginning of December, the Macchi MC 200s still on the line numbered 32 plus 11 Macchi MC 202s. The losses suffered became more and more consistent due to the technological advancement of the Soviet aircraft.

On 6th August 1942, some MC 200CBs carried out a bombing mission east of the Don, hitting Soviet artillery and infantry with their 50 kg bombs.

In December, only 32 Macchi M.C. 200s and 11 Macchi M.C. 202s were available. The Soviet Air Force, which was starting to become better combat trained, as well as the increasing prevalence of anti-aircraft fire also caused additional losses. In fact, over half of the missions that the Macchi were requested to carry out were ground attacks against Soviet tanks and infantry.

The last Italian action that employed a large number of aircraft was on 17th January 1943, when 25 Macchi MC 200 and MC 202 machine-gunned troops on the ground in the Millerovo sector.

Macchi M.C. 200 ‘Saetta’ of the 21 Gruppo. Pilot Elis Bartoli shows the damage that resulted from Soviet anti-aircraft fire. Source: asisbiz.com

On January 18th, 1943, commander Ettore Foschini received the order to withdraw, first to the airport of Stalino in Donetsk, and from there to Zaporižžja. On February 20th, 1943, the Group was at Odessa airbase, waiting to return to Italy. On 15th April, the Group left Odessa and, after four stops, arrived at the Florentine airport of Peretola at the end of the month.

Thirty Macchi M.C. 200s and nine M.C. 202s returned to Italy, while 15 damaged aircraft were dismantled and used for spare parts, abandoning them at airfields during the retreat.
A total of 66 Italian fighter planes had been lost on the Eastern Front for various reasons, but they managed to shoot down 88 enemy aircraft during 17 months of operation in the theater of war.

In a postwar document written in Italy, it is stated that, in 17 months, the fighters of the Regia Aeronautica on the Eastern Front carried out 3,759 actions against the Soviets, 511 in support of the infantry by dropping bombs, 1,310 machine-gun attacks on ground targets, 1,938 escorts to bombers or scouts. 88 enemy planes were destroyed at the expense of the loss of 15 Macchi M.C. 200 lost in combat. The best Italian unit in the Soviet Union was Captain Germano La Ferla’s 362nd Squadron, which destroyed 13 Soviet aircraft on the ground and shot down 30 fighters and bombers in air engagements.

Luftwaffe

After the armistice of September 8th, 1943, the German Army managed to recover a small number of Macchi M.C. 200s from Italian airports and put them in service with the Luftwaffe, mostly as training aircraft.

As far as known, these never took part in actions against Allied targets.

A destroyed Macchi M.C. 200 which was in service with the Luftwaffe. Source: british-eevee.tumblr.com

Aeronautica Nazionale Repubblicana

After the Armistice of 1943, of the 33 Macchi MC 200s operational at the time, 10 remained in the German-occupied territories. Not much is known about these 10 units, but it can be assumed that almost all of them were confiscated by the Luftwaffe.

Several Macchi M.C. 200s remained in service with the Aeronautica Nazionale Repubblicana (Eng: National Republican Air Force) for training purposes. Some of these vehicles had probably been recovered from depots or hangars and returned to service after an overhaul period.

Aeronautica Cobelligerante Italiana

Macchi M.C. 200AS with sand filters and Aeronautica Cobelligerante Italiana coats of arms and the Savoia cross on the vertical stabilizer. The registration number looks like MM 4337. Source: pinterest.com

As many as 23 Macchi MC 200s managed to reach the south of Italy after the Armistice of September 8th, 1943. Almost all of these belonged to the 8th Group, which had escorted the Regia Marina fleet (Eng: Italian Royal Navy) from La Spezia to Malta. In the summer of 1944, the 23 Macchi were assigned to the Fighter School of Leverano, where they were used for training until they could no longer be maintained.

Two Macchi M.C. 200 of the Aeronautica Cobelligerante Italiana in South Italy. The one in the foreground was equipped with wing pylons and a sand filter. The registration number was removed. Source: pinterest.com

Aeronautica Militare

Unfortunately, not much is known about the Macchi M.C. 200 in service with the Aeronautica Militare (Italian Air Force) after the war. A number of these, probably the surviving aircraft from the 23 Saettas used by the Aeronautica Cobelligerante Italiana, were kept in service using spare parts found all over the Italian peninsula, some with new parts that were produced after the war. They were used until 1947.

Being obsolete by the war’s end, the Macchi MC 200s were used in the 2ª Squadriglia of the Scuola Caccia (Fighter School) of Lecce for the training of a new generation of Italian fighter pilots.

Others

The MM337 prototype was presented at the Yugoslavian Belgrade Air Show in June 1938 and immediately attracted worldwide interest.

The MM. 337 exhibited at the Belgrade Air Show in June 1938. Source: Aer.Macchi C. 200

Spain, Finland, Sweden and Romania asked to evaluate the aircraft but, due to political problems and the Italian government’s ban on exports, these negotiations did not move forward.
Only the request of the Royal Danish Navy for 12 Macchi M.C. 200 to replace their old Hawker Nimrods was accepted. However, when Germany invaded Denmark in 1940, the delivery was canceled and the aircraft remained in Italy.

Switzerland also requested 36 examples. Italy responded by offering the first batch of 24 and the second one of 12. All examples would have been without radios and would have cost 58,000 USD (equivalent to about 1.1 million USD today) each without ammunition. Due to the imminent entry into the war, the General Staff of the Royal Army blocked the negotiations before Switzerland allocated the funds.

The USAAF 86th Fighter Squadron of the 79th Fighter Group of the 9th Air Force Division came into possession of a Macchi MC 200 at Grottaglie. This one had belonged to the 357th Squadron, from where it was later transferred to Gerbini in Sicily. It was piloted by Captain Jack H. Kauffman, who used it to train his fellow soldiers to fight against Italian aircraft.

The Macchi M.C. 200 of the 357ª Squadriglia used by USAAF pilots. Source: pinterest.com

British Evaluation on the Macchi M.C. 200

Former Squadron Leader D. H. Clarke wrote in 1955 in one of his books that, in Sorman, North Africa, he came into possession of a Macchi M.C. 200, serial no. MM 5285. After three days of overhaul, the British officer boarded the Macchi and took it to their base at El Assa.

Clarke stated that the Macchi had excellent visibility, a spacious cockpit with an open cabin (which he regarded very positively), was rustic but simple and had comfortable controls. The engine was quiet and easy to maintain and the vehicle was very maneuverable.

During simulated combat against a Hawker Hurricane II, a Curtiss P-40 and a Spitfire V, it could outturn all three. The downsides that Clarke pointed out were the poor armament (although he considered the ammunition reserve adequate) and the flipping problem.

The RAF captured more aircraft during the war. Another one was captured in North Africa and was shipped to the USA, while other aircraft were captured intact in Sicily and used for training British pilots, to familiarize them with enemy aircraft.

A Macchi MC 200AS captured by British troops with RAF coats of arms at an airport in Sicily. The identification number was MM. 5815. Behind it is a Savoia Marchetti SM 79. Source: pinterest.com

Camouflages and Coat of Arms

Being one of the most long-lived and most produced aircraft of the Regia Aeronautica during the Second World War, it is easy to understand that the Macchi M.C. 200 had many camouflage schemes during its operational life on the various fronts on which it operated.

The prototypes, at the time of their test flights and their presentation to the Army Staff in Guidonia, had no camouflage or paint applied, with the natural aluminum being exposed. On the rudder, there was the Italian Tricolour with the Savoia symbol in the middle. This was the flag of the Kingdom of Italy until 1947. On the side of the cockpit, there was the Fascio Littorio painted inside a round frame with a blue background.

The Fascio Littorio was the symbol of the Partito Fascista Italiano (Eng: Italian Fascist Party) which, after Benito Mussolini’s rise to power, became the symbol of the dictatorship, like the swastika for Adolf Hitler’s Nazi Party.

On both sides of the wings, there were also the “Fasci Littori Alari” (Eng: Wing Fasci Littori), circular rosettes 96 cm in diameter with a black outline and white background inside which were painted 3 stylized Fasci Littori. As the war progressed, the Fasci Littori Alari were slightly modified. The ones on the underside were painted white, with a black background.

Various italian coat of arms, 1 is the Fasci Littori Alari, 2 the Fascio Littorio painted on the fuselage, 3 the Croce di Savoia and 4 the Cockade of the Aeronautica Cobelligerante Italiana. Source: wikipedia.it and author collage

The first examples produced by Macchi and then used in Italy and those used in the Soviet Union were painted in dark green (Verde Mimetico 2; Eng: Green Camouflage 2) with dark brown spots (Bruno Mimetico; Eng: Brown Camouflage) with yellow outlines (Giallo Mimetico 4; Eng: Yellow Camouflage 4).

Some variations existed.. For example, the brown spots could be covered by small yellow mottling or, as in the case of the 79th Squadron of the 6th Group of the 1st Wing, the dark green background was covered with yellow spots and brown spots.

Starting from June 1940, the planes of the Regia Aeronautica received a new feature. In order to avoid incidents of friendly fire, the Italian Tricolor, which could be confused with the tricolor of French planes, was replaced by the Croce di Savoia (the Italian Savoia royal family symbol), a white cross by ministerial order.

However, the dispatch did not specify the exact dimensions of the cross and the units painted different types before a standard model of the Croce di Savoia was chosen.

Also, the Macchi, Breda and, later, SIA Ambrosini production plants painted the crosses differently. Macchi painted a cross with longer vertical arms, while Breda painted a Greek cross (all arms of equal length) and SIA Ambrosini painted the cross on the whole height of the rudder.
The white band on the fuselage was introduced at the beginning of 1941 with the same purpose.

The Croce di Savoia of different origins, the 1st is from Macchi, the 2nd from Breda, the 3rd is from SAI Ambrosini and finally, the 4th is an example made by a unit. Source: Macchi MC 200 Saetta and author collage

Between the spring and summer of 1941, a rule issued by the Ministry of War ordered that all Regia Aeronautica fighters be painted with a yellow nose to avoid incidents of friendly fire.
The order lasted only a few months, but many pictures show Italian aircraft with a characteristic yellow nose.

Also, in this case, the dispatch was misunderstood and some units (especially in the Soviet Union) painted the fuselage line and the wingtips in yellow.

The two planes of the 70th Squadron of the 23rd Autonomous Group were repainted by the unit completely in pitch black. They also covered all the markings.

SIA Ambrosini painted its M.C. 200 in dark green (Verde Oliva 2; Eng: Olive Green 2) and only in rare cases did the units repaint them. In North Africa, there were many camouflages, all on a khaki base (Nocciola Chiaro 4; Eng: Light Hazelnut 4 or Giallo Mimetico 4; Eng: Yellow Camouflage 4) with dark green spots (Verde Mimetico 2; Eng: Camouflage Green 2).

Three examples of camouflage used in North Africa. The first is a Macchi M.C. 200AS produced by SAI Ambrosini. It belonged to the Brigadier General, aircraft number 9 of the 373ª Squadriglia of the 153° Gruppo Autonomo. The second was a Macchi M.C. 200AS produced by Macchi. The third Macchi M.C. 200AS was the 2nd aircraft of the 363ª Squadriglia of the 150° Gruppo of the 53° Stormo Caccia Terrestre produced by Breda. Source: pinterest.com with author’s collage

After the fall of Fascism in Italy, on July 25th, 1943, pilots were ordered to obscure the Fascio Littorio, which were covered with the paint the units had available.

After the Armistice of 8th September, a number of Macchi MC 200s remained in the hands of Italian pilots who fought for the Aeronautica Cobelligerante Italiana. They were ordered to cover the tricolor coat of arms on the wings and on the fuselage, and to obscure all previous insignia, such as the white band on the fuselage, the coat of arms of the unit and the Croce di Savoia (although some were retained). The Aeronautica Cobelligerante Italiana used Macchi MC 200 with both dark green monochrome camouflage and that used in North Africa, khaki with dark green irregular spots.

After the war, the few surviving examples were used in aluminum color with tricolor cockades on the fuselage and wings.

The specimens captured by the British and the Americans had Allied coat of arms to cover the Italian ones. For example, the US specimen retained squadron identification numbers, but all other symbols were obscured or covered with US symbols.
The upper right wing and lower left wing beams were covered with paint while the upper left and lower right wing were covered with the United States Army Air Forces insignia.
The fuselage fascia was repainted yellow and received another USAAF insignia and the tail received a British tricolor.

Production

A Macchi M.C. 200, serial number MM. 5192, at the Bresso plant of the Società Italiana Ernesto Breda per Costruzioni Meccaniche. Source: pinterest.com

In total, 1,153 examples of Macchi M.C. 200 ‘Saetta’ were produced between May 1939 and October 1942 ,including the two prototypes and 12 different production series.

It is difficult to classify the production of MC 200 fighters based on “series” because the plane was produced by 3 different companies. Different “series” have to be defined per company.

With the slow rate of production, some updates were initiated by one company in one production series, and by another company in another production series. Some series had substantial differences, others only small changes to speed up production or to try to keep the aircraft up to date with the most modern Allied fighters.

The companies that produced them were Aeronautica Macchi, which produced 395 planes plus the two prototypes starting from May 1939 in the Varese plant, the Società Italiana Ernesto Breda per Costruzioni Meccaniche, which produced 556 planes, and the Società Aeronautica Italiana Ambrosini, which produced a total of 200 planes.

In late 1939, it was proposed thay FIAT should produce the Macchi M.C. 200 in their factories in Turin. Needless to say, FIAT refused, criticizing the Macchi as too complex to produce.

Production line of Macchi M.C. 200 at the Bresso Plant of Breda. Source: Aer.Macchi C. 200

In 1939, 62 Macchi 200 were produced, 10 between May and July, 26 between August and October and another 26 between November and December. An interesting fact is that these aircraft were ‘produced’ but not ‘tested’ or ‘delivered’ to the Regia Aeronautica.

In fact, as in many other cases with the Italian war industry of that period, small components were missing that forced the aircraft to be kept in depots for weeks. There were also problems with a lack of test pilots or, even worse, a lack of air force pilots to deliver the new aircraft.

Finished Macchi M.C. 200 at the Bresso Plant of Breda, ready for the delivery to the units. Source: Aer.Macchi C. 200


Variants

  • Macchi M.C. 200 prototype – With fully retractable landing gear and closed cabin, 2 planes were produced by Macchi. Their first flight was on 24th December 1937.
  • Macchi M.C. 200 Pre-series – Serial numbers MM. 4495 to MM. 4520. Like the prototypes, it had retractable landing gear and a closed cabin, solved the overturning problems, and had a FIAT-Hamilton 34D-1 propeller with a hub cap.
  • Macchi M.C. 200 – Serial numbers MM. 4520 to MM. 4641. After the 146th model, the rear wheel of the landing gear was fixed.
  • Macchi M.C. 200 – Serial numbers from MM. 4641 to MM. 4736. After the 241st model, the cabin was left open.
  • Macchi M.C. 200 A2 – Equipped with wings and retractable landing gear taken from the successor, Macchi M.C. 202. The wings, redesigned by Mario Castoldi, no longer needed to be ballasted and solved the problem of overturning.
    Standardized in 1942 to speed up production at Breda and SIAI, which were producing the Macchi M.C. 202 simultaneously. It also simplified the logistic line of front-line units.
  • Macchi M.C. 200 B2 – This version received only the wing attachment of the M.C. 202, the rest of the wing was of the Macchi MC 200. Like the A2 version, it was produced to speed up production and simplify the logistic line.
  • Macchi M.C. 200 AS – AS stands for Africa Settentrionale (Eng: North Africa). It was equipped with a sand filter for the carburetor.
  • Macchi M.C. 200CB – CacciaBombardiere or CB (Eng: Fighter-Bomber). With two wing pilons for bombs up to 160 kg or 150-liter auxiliary tanks.

Proposal

  • Better armed Macchi M.C. 200 – Proposal by engineer Castoldi to equip the M.C. 200 with two 7.7 mm Breda-SAFAT machine guns in the wings.
    The idea was not approved by the Regia Aeronautica.

Macchi M.C. 200 Bis

Designation of a prototype produced by Breda (MM. 8191) with a 14-cylinder Piaggio P. XIX engine delivering a maximum power of 1,175 hp. It was derived from the Gnome-Rhône 14K Mistral Major and used on the Reggiane Re. 2002. It was tested during April-May 1942 by test pilot Acerbi. Castoldi was very annoyed because he did not approve the project.

The Macchi M.C. 200 Bis. Source: pinterest.com

Macchi M.C. 201

Two prototypes were built, with serial numbers MM 437 and MM 438. Given the availability of other, more powerful engines, Castoldi and Macchi spent very few resources on this project.

It was planned to equip the aircraft with the 1,000 hp FIAT A.76 RC.40 14-cylinder radial engine and some aerodynamic improvements, such as a more streamlined fuselage and a pressurized cabin.

Since the engine was not yet available, the prototypes were equipped with the 840 hp FIAT A.74 RC.38. The first prototype was flown for the first time on August 25th, 1941, by test pilot Guido Carestiato. It reached a speed of 512 km/h, while the second prototype was flown in September of the same year.

The two homologated vehicles, MM 8616 and MM 8617, were flown to Guidonia by Marshal Gori and Sergeant Staube on June 28th, 1942. The aircraft was not pursued because the expected engine was not available until 1943, by which time Italy had already started producing German inline engines under license for more than a year.

The Macchi M.C. 201. Source: wikipedia.com

Surviving Macchi M.C. 200

Given the large production numbers, there are still three MC 200s exhibited in museums.

A destroyed fuselage and radial engine are exhibited at the Museo dell’Aeronautica Gianni Caproni in Trento, North-East Italy. Serial number unknown.

An example is exhibited at the Museo Storico dell’Aeronautica Militare in Vigna di Valle near Rome. Original serial number MM.8307, serial number exhibited MM.7707.

The last surviving example is on display at the National Museum of the United States Air Force in Riverside, Ohio. This aircraft belonged to the 372ª Squadriglia of the Regia Aeronautica. In order to replace losses, the plane was transferred in November 1942 to the 165ª Squadriglia in North Africa.

Due to the Battle of El Alamein and the hasty retreat from the Benghazi airport, the plane was abandoned with the coat of arms of the 372nd Squadron and did not receive the 165th Squadron coat of arms. It was captured by British troops and was subsequently shipped to the United States, where it was displayed around the country to sell war bonds.

It was later sold to the New England Air Museum, where it remained on display until 1989, when it was purchased by a private owner who had it restored in Italy by a team from Aermacchi (the new name of the company) and then sold to the US museum. Fortunately, the aircraft is displayed with the original coat of arms of the 372nd Squadron of the Regia Aeronautica and MM. 8146 serial number.

Conclusion

The Macchi M.C. 200 was one of the most produced fighters in Italy during the Second World War. It proved to be a reliable fighter, easy to produce and fly, with adequate power and speed and served on all fronts where the Regia Aeronautica was employed.

As the war progressed, it became increasingly obsolete against newer, more powerful types, but still saw service until the end of the war and even after.

Macchi M.C. 200 Specifications
Wingspan: 10,580 m
Length: 8,196 m
Height: 3,510 m
Wing Area: 16,800 m²
Engine: Fiat A.74 RC.38 radial engine, 14-cylinders, 870 hp, 31,250 cm³
Empty Weight: 1,910 kg
Maximum Takeoff Weight: 2,340 kg
Fuel Capacity: 313 liters
Maximum Speed: 503 km/h at 4,500 m
Range: 570 km
Maximum Service Ceiling: 10,700 meters
Climb speed: Climb to 6,000 m in 7 minutes and 33 seconds
Crew: One pilot
Armament: 2 Breda-SAFAT 12,7 mm with 370 rounds each

Gallery

Illustrations by Carpaticus

Macchi M.C. 200 Serial Number M.M. 336, December 24, 1937
Macci M.C. 200 1st Series 91st Squadron, 10th Squadron. Gorizia 1939
Macchi M.C. 200 1st Series of the 88th Squadron, 6th Group. Catania, winter 1940
Macchi M.C. 200 23th Series of the 362th Squadron, 22th Autonomus group. August 1941, Krigoriov, Soviet Union
Macchi M.C. 200AS of the 373th Squadron, 153th Autonomus Group, North Africa, Summer 1941
Macchi M.C. 200 of the first series produced by Breda in Milan before its delivery to units
Macchi MC 200AS captured by British troops in Sicily, September 1943
Macchi M.C. 200AS of the 93th Squadron, 8th Autonomus Group piloted by Marshal Bruno Batazzi of the Aeronautica Cobelligerante Italiana in Gerbini, October 1, 1943
Macchi M.C. 200 of the Italian Air Force of the 2nd Fighter Squadron of the Fighter School in Lecce, 1946

Credits

  • Written by Arturo Giusti
  • Edited by Ed J. & Stan L.
  • Illustrations by Carpaticus
  • Aermacchi C.200 – La Bancarella Aeronautica Torino, Gianni Cattaneo
  • Macchi MC 200 Saetta – Maurizio Di Terlizzi
  • Macchi MC. 200/FIAT CR. 32 – Italo De Marchi and Pietro Tonizzo
  • Macchi MC 200 Saetta, pt. 1 (Aviolibri Special 5) – Maurizio Di Terlizzi
  • Macchi MC 200 Saetta, pt. 2 (Aviolibri Special 9) – Maurizio Di Terlizzi
  • Aermacchi, Bagliori di guerra (Macchi MC.200 – MC.202 – MC.205/V) – Nicola Malizia
  • The Macchi-Castoldi Series, Famous Fighters of the Second World War-2 – William Green
  • I brutti Anatroccoli della Regia – Daniele Lembo
  • The Macchi MC.200 (Aircraft in Profile number 64) – Gianni Cattaneo

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

Reggiane Re.2003

Italy, WW2, , , ,

Kingdom of Italy flag Kingdom of Italy (1941)
Two Seater Reconnaissance Aircraft – 2 Prototypes Built

The Re.2003 prototype. Source: www.vvsregiaavions.com

With the development of new designs for the Italian Air Force, the need for a more advanced reconnaissance aircraft became apparent. Italians mostly used older biplanes for this role, which was far from a perfect solution, and thus a new design was needed. For this reason, one Re.2000 would be rebuilt and tested as a reconnaissance aircraft. Despite an initial order for serial production, only a few prototypes were ever built.

History

Officine Meccaniche Reggiane SA (Reggio Emilia in Northern Italy) was a WWI-era aircraft manufacturer. After the war it was not involved in any significant aircraft production or design work. Large scale production only began during the thirties, when Reggiane became a subsidiary of the much larger aircraft manufacturer Caproni, which was led by the well known engineer Gianni Caproni. Thanks to him, Reggiane was aided by Caproni’s larger and well qualified aircraft design department. Reggiane and Caproni were involved with several experimental pre-war designs, like the Ca.405 Procellaria and P.32bis, in addition to the licensed production of the S.M.79. In 1938, the development of the Re.2000 began with a request from the Italian Aviation Ministry (Ministero dell Aeronautica) under the codename “Programme R.” This was intended to upgrade the Italian Air Force (Regia Aeronautica) with new and modern designs.

Despite the time and resources involved in development, the resulting Re.2000 would not be adopted for the Italian Air Force. It would see service in countries like Sweden and Hungary in some numbers. Due to the demand for long range fighters and shipboard versions, a small number was adopted for service by the Italian Air Force. From the small number of Re.2000s seized by the Italian Air force, most were from the Series II and III. At least one was used as a base for the experimental two-seat Re.2003 version.

The Re.2003

In early 1941, Italian Air Force officials placed an order for a two-seater reconnaissance aircraft. Reggiane responded by simply reusing the already produced Re.2000 in order to speed up development and to streamline a potential production run. One Re.2000 (MM.478) was modified by adding an additional seat behind the pilot.

The prototype was completed very quickly, and by July it was ready for its first test flight. The test flight was carried out by Captain Francesco Aggelo. The flight was considered successful, but certain modifications were required. These include redesigning the rear observer’s cockpit and the installation of camera equipment. Once these modifications were made, the test flights were resumed in November 1941 with two new pilots.

The Re.2003 seems to have fulfilled all requirements that were demanded. On the 16th of December 1941, an official order for the production of 200 Re.2003 was placed at Reggiane. Production was to commence before September 1942.

Rear view of the first Re.2003 prototype. Source: www.vvsregiaavions.com
Front view of the first Re.2003 prototype. Source :www.vvsregiaavions.com

The Second Prototype

Reggiane engineers and designers began working on an improved second prototype in 1942, based on the Re.2002 (MM.12415). The decision to use the Re.2002 was probably based on the fact that it was put into production and was in (very limited) use during the war. In addition, while the Re.2000 was being produced for the export market, it was not adopted for Italian aviation use. Simply put, production in larger quantities was not possible.

Technical Characteristics

The Re.2003 was originally based on the Re.2000, and for this reason, the cosmetic and structural differences were minimal. The Re.2003 was a low wing, mixed construction, but mostly metal, two-seater reconnaissance plane. The fuselage consisted of a round frame covered with aluminum sheets held in place by flush-riveting. The Re.2003’s wings had a semi-elliptical design, with five spars covered with stressed skin. The wings were equipped with fabric-covered Frise type ailerons. The tail had a metal construction, with the controls surfaces covered with fabric. The fuel was stored in the wings, but the precise quantity is not known.

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

The Re.2003’s engine was the stronger Piaggio P.XI bis RC.40, which had around 1025 hp. Due to being used in limited test flights, precise engine performance is not clear. Author Jonathan Thomson noted that the maximum speed was around 471 km/h (293 mph). The first prototype had the Re.2000’s original engine cowling. The second prototype had a more aerodynamically-shaped cowling, as it was based on the Re.2002.

The most obvious difference was the larger canopy. The front pilot canopy section was more or less the same as the Re.2000. The rear section was somewhat larger in order to provide the observer with a better view. In addition, two small glass windows were added on both sides of the fuselage sides for the observer.

Side view of the Re.2003. Below the rear cockpit, the two small windows placed to provide the observer with a better view of the surroundings can be seen. Source: www.vvsregiaavions.com

The main armament was not changed and consisted of two Breda-Safat 12.7 mm ( 0.5 in) heavy machine guns. The machine guns were placed in the top of the front cowling and fired through the propeller arc. For each machine gun, a provision of 300 rounds was provided. The machine guns could, depending on the combat situation (lack of ammunition, for example), be fired together or individually. The Re.2003 was also tested with a bomb load of 500 kg (1100 lb) placed on the ventral rack.

Operational Use

The Re.2003 first prototype was used by the 1st Gruppo Reserve Aerea (Reserve 1st Air Group), possibly from late 1942 up to the Italian capitulation in 1943. It was then captured by the Germans, who used it as a trainer aircraft. This aircraft, while in German hands, was stationed at the Caproni-Taliedo airfield. Its final fate is unknown.

To make the development of the new Re.2003 fast and easy, Reggiane simply reused the Re.2000 and later Re.2002 for this purpose. While it had a short operational life, it appears that no major problems were encountered during its development and that it could fulfill the designated role as a reconnaissance plane. Source: www.vvsregiaavions.com

Cancellation of the Project

The following year, due to the rapid military deterioration of the Italian Air Force, the need for more advanced fighters had greater priority over other projects. Work on the Re.2003 was slow and, by late 1942, little progress had been made. The second prototype’s development was also proceeding at a slow pace. It made its first test flight in October 1942. Some historians note that the second prototype was never fully completed. In order to increase the production of fighter designs, Reggiane was asked to stop the development of the Re.2003, and instead focus on the production of fighter planes. Only the two prototypes were ever built.

Re.2003 first prototype (MM.478) – One prototype built and used in a limited role.
Re.2003 second prototype (MM.12415) – Based on the Re.2002, one built.

Operators

  • Italy – Operated the first prototype during the war.
  • Germany – Captured one prototype in 1943. It was used as a trainer plane.

Conclusion

Due to the Re.2003’s short development life, it is not known if it could have fulfilled the purpose the Italian Air Force officials had intended for it. It appears that no major problems were encountered during its development, so there is no indication it had any problems fulfilling its role as a reconnaissance plane. However, without ever being properly tested in real combat conditions, this will never be known.

Re.2003 Specifications
Wingspan 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.40bis, 1025 hp
Maximum Takeoff Weight 7,210 lbs /  3,270 kg
Maximum Speed 293 mph / 471 km/h
Range 447 miles / 720 km
Crew Pilot and observer
Armament
  • Two 0.5 in (12.7 mm) heavy machine guns
  • Bomb load of 1,100 lb ( 500 kg) bombs.

Gallery

The Re.2003 Prototype – Illustration by Carpaticus

Sources:

  • D. Nešić (2008) Naoružanje Drugog Svetsko Rata-Italija. Beograd.
  • M. Di Terlizzi (2002) Reggiane RE 2000 Falco, Heja, J.20, Instituto Bibliografico Napoleone.
  • J. W. Thompson (1963) Italian Civil And Military Aircraft 1930-1945, Aero Publisher
  • G. Cattaneo (1966) The Reggiane Re.2000, Profile Publication Ltd.
  • J. F. Bridlay (1972) Caproni Reggiane Re 2001 Falco II, Re 2002 Ariete and Re 2005 Sagittario, Profile Publications

Breda Ba.88 Lince

Italy, WW2, , , , ,

Kingdom of Italy flag Kingdom of Italy (1936)
Ground Attack Aircraft – 148 ~ 155 Built

A Ba.88 during a flight, possibly a training exercise. Despite having an excellent aerodynamic shape, it performed so poorly that it had to be removed from service. Source: www.warbirdphotographs.com

The Ba.88 was an Italian twin-engine aircraft design built in 1936. Despite managing to break a few world speed records, it was an unsuccessful design. When it was adopted for military service, its performance deteriorated and only a small number of aircraft were ever built.

History

On 20th January 1936, the Italian Air Force (Regia Aeronautica) made a request for the development of a new twin-engine multipurpose aircraft. This new aircraft design was meant to be capable of achieving a top speed of least 470 km/h (290 mph). Heavy armament was also required, which would have to consist of two to four 12.7 mm (0.5 in) machine guns or two 20 mm (0.78 in) cannons. It was requested to have an operational range of 2,000 km (1,200 mi) and to be able to reach a height of 6 km (20,000 ft) in around 9 minutes. The cockpit also had to have a good all-around field-of-view.

Italian Air Force officials invited all Italian aviation companies to submit their proposals for the new multi-role design. Many companies responded to this request with their own suggestions. These included the I.M.A.M Ro.53, Fiat CR.25, Bonomi BS.25, Chiodi CH-2 and the Breda Ba.88. As the Breda Ba.88 showed the most promise, at least on paper, it was chosen as the winner of the competition.

Beginnings

Work on the first prototype began soon after. The development of the Ba.88 was given to a team led by Antonio Parano and Giuseppe Panzeri. The Ba.88 was influenced by an earlier Breda design, the single engined Ba.75, with which it shared some similarities, such as the tail and fuselage design.

The first Ba.88 prototype, named M.M. 302, was completed relatively fast and was ready in Autumn 1939. A series of flight tests began in October 1936, piloted by a young test pilot named Furio Nictol Doglio. During these initial tests, the Ba.88 was shown to have potential weight issues, but development continued.

Ba.88 prototype under construction. Source: www.warbirdphotographs.com

In early February 1937, the prototype was moved to the Guidonia Experimental Centre for further testing. Once there, it was tested by several Breda test pilots. In April of 1937, Furio Nictol managed to achieve an average speed of 518 km/h (322 mph) during a 100 km (61 mi) long flight from Fiumicino, Toraianica to Ancio. This was actually a world speed record at the time. On the 10th of April, Furio Nictol managed to reach an average speed of 476 km/h (295 mph) over a much longer distance of 1,000 km (620 mi). Of course, the Fascist regime was quick to take advantage of these results and used them for propaganda purposes around the world.

To further improve the Ba.88’s performance, the engines were replaced with stronger 1,000 hp Piaggio P.XI. In addition, the single vertical tail was replaced with twin fins and rudders. In November 1937, the modified Ba.88 made many more test flights in order to determine its performance. In early December, two new speed records were made, the first with 555 km/h (345 mph) and then 523 km/h (326 mph).

The Ba.88 prototype, easily identified by the tail assembly. https://comandosupremo.com/breda-ba-88/

Initial Problems

During this time, the Italian Air Force began showing interest in a heavy fighter design (like the German Me-110, for example) and asked Breda to adapt the Ba.88 to this role. During 1938, testing on the Ba.88 continued. During this time, many issues with its design began to arise. In October, when adopted for military testing, the plane was shown to have many issues. The pilots noted that the Ba.88 was difficult to fly, maneuvering was slow and heavy. A report made by General Pinna, dated 21st November, states that the Ba.88’s maximum realistic speed was around 464 km/h (290 mph) at heights of 5.2 km (17,000 ft). He also noted that there is only a small probability that the speed could be improved and that the achieved speed was inadequate for a military aircraft of this type.

While Breda’s test pilots tried to defend the Ba.88, the army pilots were not so impressed. Colonel Lippi echoed General Pinna’s concerns, noting in his report that the Ba.88’s overall performance was poor and it was difficult to control. He also noted that the canopy could not be opened during flight, which was a significant problem if the pilot needed to initiate an emergency bail out. The situation worsened with the installation of military equipment, like the weapons, ammunition, cockpit equipment, extra fuel etc. The weight problem was so severe that the installation of bombs was only possible after removing internal equipment. The lower heavy machine gun was rarely installed in order to save weight. For these reasons, the Italian Air Force put Ba.88 production on hold.

Technical Characteristics

The Ba.88 was an all-metal, high wing, two engine ground attack aircraft. The fuselage was built by using welded chrome-molybdenum steel tubes. Its overall fuselage design could be divided into three sections: the front nose section, the lower section where the bomb bay was placed and the longer section that covered the remainder of the aircraft. The whole fuselage construction was covered with duralumin sheets held in place by longitudinal stringers, rivets and bolts.

The wings were made using chrome-molybdenum tube spars held in place by tube beams. This wing construction was then covered with sheet metal plates. The wings were connected with the Ba.88’s fuselage by using conical wrist pins and bolts. The original prototype had a standard single vertical tail assembly, but this was later changed to a new modified tail unit with twin fins and rudders.

Ba.88 side view. Source: www.warbirdphotographs.com

The Ba.88 had two landing wheels that retracted backward into the engine nacelles. The rear tail wheel was also retractable, and could be steered if needed. The landing gear wheels were equipped with shock absorbers in order to ease landing.

The prototype was powered by two 900 hp Fraschini K14 engines. The production version was powered by two 1,000 hp Piaggio P.XI RC.40 14-cylinder radial piston engines. Two 10.5 ft (3.2 m) duralumin three blade propellers, which could rotate in opposite directions, were used. The engine mounting was made using welded steel tubes. There were plans to test different engines in order to reduce the overall weight and improve performance. This included the less powerful but lighter and more aerodynamic Fiat A 74, and stronger 1,000 hp A 76 and Isotta Fraschini L.121. Foreign engine designs were also proposed, like the German Daimler Benz DB.601 or even the French Hispano Suiza 12Y. There were twelve armored fuel tanks with a total capacity of 1,379 liters (365 gallons). These were arranged with two in the engine nacelles, four in the fuselage, and six in the wings.

The Ba.88 had more or less a standard cockpit layout, with a rear sliding canopy. The pilot was provided with all instruments needed to efficiently fly the Ba.88. The radio used was the R.A.350/II, supported by an A.R.8 receiver. Additional equipment, like a photo camera, could be added in the fuselage nose. To the rear of the pilot was the machine gunner’s position. He was seated with his back to the pilot.

Ba.88 cockpit interior. www.warbirdphotographs.com

The main armament consisted of three 12.7 mm heavy Breda-SAFAT machine guns with 1,250 rounds of ammunition each. The rear gunner operated one 7.7 mm Breda-SAFAT machine gun with 250 rounds of ammunition and an additional 250 rounds in reserve. The bomb bay was semi-exposed and could accomodate a few different bomb load configurations: Three 50 kg (110 lbs) bombs, three 100 kg (220 lbs) bombs or two 250 kg (550 lb) bombs. There was also the option to install 40 small 2 kg (4.4 lb) bombs. Theoretically, the Ba.88 could be equipped with a total bomb load of 1,000 kg (2,200 lb), but this was never done due to the airframe’s weight problems.

The rear machine gunner position with its 7.7 mm (0.31 in) machine gun can be clearly seen. In addition, despite the prototype having a simple single vertical tail assembly, the production version would have a new modified tail unit with twin fins and rudders. Source:www.warbirdphotographs.com
A good top view of the Ba.88. www.warhistoryonline.com

A New Chance

With no other options, the Regia Aeronautica ordered the Ba.88 to be put into small production on the 20th of April, 1939. Production was to start in May of 1939, and by October 1939 some 80 had been produced. During 1938 and 1939, the Ba.88 was advertised abroad and several countries showed interest namely Sweden, Yugoslavia, Switzerland and Lithuania, but no orders were placed.

In Autumn of 1938 and early 1939, three newly produced Ba.88 were moved to Guidonia for more testing. The first Air Force units to be equipped with Ba.88s were the 7° Gruppo and the 19° Gruppo. In early May 1939, the first five Ba.88s were reallocated to the 76° Squadriglia of the 7° Gruppo. By September 1939, the 7° Gruppo (76°, 86°, 98° Squadriglia) and the 19° Gruppo (100°, 101°, 102° Squadriglia ) were equipped with 27 Ba.88 aircraft each, with 9 aircraft in each Squadriglia.

This Lince was part of the 7° Gruppo. Source:www.warbirdphotographs.com

With the installation of additional military equipment and armament, the performance and flight characteristics deteriorated dramatically. The top speed achieved with full military equipment and armament was much lower than that during the test flights. Italian army test pilots expressed concern about its flight characteristics, since even simple maneuvers were hard to achieve. In the hope of fixing some of these issues, a number of weight saving modifications were done during the war, but these problems would never be completely solved.

The Ba.88 During the War

During the war, the Ba.88 would be used only during the limited Italian attack on France and in North Africa. A small number were modified as experimental ground attack planes stationed in Italy but none were used operationally. Despite being originally designed as a multi-purpose aircraft, it would only be used in the ground attack role.

On the Western Front

After the German attack in the West in May 1940 and the rapid defeat of Allied forces in Holland and Belgium, the Italians tried to take advantage of the situation and declared war on the Allies. On 16th June, some 12 planes from the 7° Gruppo (or 19° Gruppo, depending on the source) made several bombing raids on airfields in Corsica. The next day, the attack was repeated with 9 Ba.88s. By 19th June, the battle was over. Italian combat analysis of these air attacks had led to the conclusion that the Ba.88 had only limited value as an effective operational aircraft.

In North Africa

The next use of the Ba.88 in combat was in North Africa, starting in August 1940. The Ba.88s of the 7° Gruppo were moved to Libya in August, and were part of the 5° Squadra Aerea. Due to the need to adapt them for desert conditions (with sand filters, for example), they were not combat ready until September. On 14th September, the 7° Gruppo was tasked with attacking Sidi El Barrani, a British airfield about 250 km (155 mi) behind the front. For the first attack, a group of three fully equipped Ba.88s, with full fuel load and ammunition, and carrying 250 kg (550 lb) of bombs were used. The attack failed as the Ba.88s were not able to take to the sky successfully. One Ba.88 had to return to the airfield as the aircraft could not maintain flight and another did not even manage to take off from the airfield. The last one, piloted by the unit commander, managed to take off but was constantly losing altitude and he was also forced to abandon the mission.

While the Ba.88 was used in the North African theater, its operational service life was disappointing due to it being mostly unusable for effective military service. Source: http://www.warbirdphotographs.com/vvsregiaavions/regiaindex.html

Many planned flights were also halted due to the Ba.88’s poor performance. Due to the heavy weight, low engine performance and increased drag (due to the addition of externally mounted bombs), the Ba.88’s performance fell dramatically. In a desperate attempt to improve its performance, all unnecessary internal equipment and the rear gunner positions were removed. In addition, many modifications to the design were also added but, in the end, none of these efforts made any appreciable difference.

By October only 10 Ba.88s were fully operational, down from a total of 29. On the 14th October 1940, three Ba.88s from the 98° Squadriglia were ordered to attack British armored forces around Sidi El Barrani and Bir Emba, but they failed to locate their targets. The next day, while on a reconnaissance mission, one was damaged by Italian anti-aircraft fire, as it was mistaken for a British plane.

Due to its disappointing performance, the Ba.88s were ordered to be removed from service. By the 16th of November, the 7° Gruppo had only 2 or 3 fully operational Ba.88 aircraft left. Because of the problems, most if not all surviving Ba.88 had been stripped of all useful equipment and armament, and were scattered around major airfields mostly to act as decoys for British attack aircraft.

Further Modifications: Ba.88 A74 and Ba.88 A74Bic

Despite being rejected from further military use, a second series of 60-70 Ba.88s was completed by Breda and I.M.A.M. None were used to equip any military units, and most were scrapped or used as target practice.

In a desperate hope of reusing the surviving operational Ba.88s, the Italian Air Force ordered them to be modified as dive bombers. The first tests were carried out at the Guidonia Experimental Centre air tunnel. There, different types of under wing brakes were tested, including the ones used on the German Junkers Ju-87. In order to save weight, the Piaggio engines were replaced with less powerful but much lighter Fiat A.74s. Great attention was given to reducing the weight as much as possible. This started with the engine, followed by reducing the fuel capacity by 117 liters (31 gallons), removing the rear machine gun turret position, the wing mounted bomb racks and the lower front machine gun.

Four Ba.88s (M.M. 3985, 3971, 3963 and 4034), together with one dual-control version, were modified with the A.74 engine. These received the Ba.88 A.74 and Ba.88 A.74 Bic (for the dual-control version) designations from Breda. These improved Ba.88 A.74 planes were equipped with modified wing mounted bomb racks in order to increase their offensive capabilities. It was possible to equip one larger 500 kg (1,100 lb), two 250 kg (550 lb) or three smaller 100 kg (220 lbs) bombs. In March 1942, these were given to the 1° Nucleo Addestramento Tuffatori stationed at Lonate Pozzolo. For further intensive testing, two Ba.88 A74 were allocated to the 101° Gruppo Tuffatori also based at Lonate Pozzolo. The tests proved to be disappointing and this unit was instead equipped with the older CR.42.

The Ba.88M

A last ditch attempt was made in the summer of 1942. One Ba.88 A.74 was modified with an 80 cm (31.5 in) longer fuselage and a wider wingspan of 2.3 m (7.55 ft). Parts of the metal wing construction were replaced with wooden panels. These modifications were done by Magni and Augusta. They received orders to modify an additional 6 Ba.88s. These received the Ba.88M designation, where M stands for ‘Modificato’, modified.

The Italian Air Force gave orders to these manufacturers to modify as many Ba.88 as possible. According to the original plan, a group of 40 improved Ba.88s was to be formed. Half of these would have been the single seat version and the other half two seat versions. In March 1943, additional modifications were required (by order of Air Force General Eraldo Ilari) in order to adapt the Ba.88 for dive bomber operations. These included the installation of only one 12.7 mm machine gun with an additional three that could be added if needed (two in the wing roots and one the fuselage), the possibility of adding armored plates for the pilot’s protection, removing parts of the wing’s leading edge in order to provide the pilot with a better view etc. Despite these improvements, the weight was actually increased by some 200 kg (440 lb).

By the end of July 1943, around 12 Ba.88s were gathered for modification. A few completed Ba.88Ms were allocated to 103° Gruppo Autonomo Tuffatori (independent dive-bombing group). This unit was also equipped with the German Ju-87. In August 1943, it was moved to Lonate Pozzolo and all its Ju-87s were given to 102° Gruppo. None of the Ba.88M were used in combat and, as the Germans occupied Italy, all surviving Ba.88s were scrapped for materials. Only one Ba.88M (MM 4605) was operated by the Aeronautica Nazionale Repubblicana in Northern Italy under German markings.

This is the Ba.88 that was operated by the Aeronautica Nazionale Repubblicana.Source: http://www.warbirdphotographs.com/vvsregiaavions/regiaindex.html

Production and Modifications

Production of this aircraft began in May 1939 the Breda Bresso 81 workshop. In the first production series (around 80 aircraft), eight Ba.88 were built as dual-control trainers, with the added rear cockpit for the instructor, in place of the rear machine gunner. In addition, one modified single seater was built to be tested with an anti-tank cannon. An additional 24 aircraft were built by I.M.A.M. Later, in 1940, some 67 (or 42) new aircraft were built, 19 by Breda and 48 (or 23) by I.M.A.M. In the end, the total production was (depending on the source) 148 to 155 aircraft plus the prototype.

Newly produced Ba.88s. While difficult to spot, the last six aircraft (to the picture’s left) are actually the two-seater version. Sourcewww.warbirdphotographs.com

Variants:

  • Ba.88 Prototype – One built.
  • Ba.88 – Production version.
  • Ba.88 Single seat prototype – One built to be tested with an anti-tank cannon.
  • Ba.88 Dual-control trainer – Eight were built.
  • Ba.88 A.74 – Experimental dive bomber version. A few were modified, but were not adopted for production. This model served as a base for the Ba.88M.
  • Ba.88 A.74 Bic – Two-seat version of the previous model, one built.
  • Ba.88M – Three modified aircraft in order to improve the Ba.88’s flight performance.

Operators

  • Regia Aeronautica – Operated small numbers of the Ba.88, but were quickly withdrawn from front service.
  • Aeronautica Nazionale Repubblicana – Operated one Ba.88M given to them by the Germans.
  • Germany – After the surrender of Italy, seized all surviving Ba.88s, but none were ever used operationally.
  • Sweden, Yugoslavia, Switzerland and Lithuania – These countries showed interest in the Ba.88, but buying orders never came from any of them.

Conclusion

Despite a promising start with excellent speed records, the Ba.88 would never fulfill the role which the Italian Air Force had hoped for. The greatest problem was the Ba.88 was a combination of excess weight coupled with underpowered engines, as it showed in Africa where even limited combat flights were nearly impossible with the aircraft barely able to take off with a full load of fuel and bombs. Later attempts to adapt it for dive bombing operations were also unsuccessful. In the end, the Ba.88 proved to be an ill-fated design and a complete failure.

Ba.88  Specifications
Wingspans 50 ft 5 in / 15.4 m
Length 35 ft 3 in / 10.75 m
Height 9 ft  10 in  /  3 m
Wing Area 358.88  ft² /  33.34 m²
Engine Two 1000 hp Piaggio P.XI RC.40 14-cylinder radial piston engine
Empty Weight 10,250 lbs / 4.650 kg
Maximum Takeoff Weight 6,750 lbs / 6.750 kg
Fuel Capacity 1,397 l / 370 Gallons
Climb Rate to   3 km In 7 minutes  30 seconds
Maximum Speed 304 mph / 490 km/h
Cruising speed 273 mph  /  440 km/h
Range 1,020 miles / 1640 km
Maximum Service Ceiling 26,245 ft ft / 8,000 m
Crew One pilot and the rear gunner
Armament
  • Three 0.5 in (12.7 mm) and one 0.3 in (7.7 mm)
  • Different configuration bomb loads – Three 110 lb (50 kg) bombs
  1. Three 220 lb (100 kg) bombs
  2. Two 550 lb (250 kg) bombs
  3. 40 small 4.4 lb (2 kg) bombs

Gallery

Ba.88 Lince 100-7 – 100 Squadriglia, 19 Gruppo, 5 Stormo Assalto – Lonate, Pozzolo Italy – July 1940
Ba.88 Lince 100-4 -100 Squadriglia, 19 Gruppo, 5 Stormo Assalto – Lonate Pozzolo Italy – July 1940
Ba.88 Lince 11 – 7 Gruppo, 5 Stormo Assalto – St. Castel Benito, Libya – September 1940

 

Credits




 

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