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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