Kingdom of Italy (1940-1943)
Twin-engine maritime reconnaissance aircraft. Number built: 2 prototypes and 8 production aircraft
During the 1930s, Italian aviation made considerable strides, marked by the introduction of numerous new aircraft designs and technologies, such as all-metal air frames. However, not all of these designs were successful. Some, like the Ba.65 and Ba.88, ultimately proved to be failures, despite showing promise in their initial evaluations. However, a number would go on to prove incredibly successful despite troubled origins, with one notable example being the FIAT CR.25. In the late 1930s, FIAT proposed the development of a twin-engine fast bomber that could also serve in reconnaissance roles. After a fraught and meandering development cycle, only a small number of CR.25 were produced, they proved to be reliable and capable during the war.
History
In 1936, FIAT approached the Italian Air Ministry with a proposal for a modern, light bomber. In addition to its primary role, they suggested that the aircraft could also serve as a reconnaissance platform. A FIAT representative assured the Ministry that the aircraft’s exceptional speed and robust defensive armament would enable it to excel in both roles, with a maximum estimated speed above 500 km/h.
The Air Ministry found the proposal promising and approved the project. As FIAT worked on developing the first prototype, the Air Ministry made an additional request: the aircraft should also be capable of fulfilling the role of a heavy fighter, alongside its initial design purposes.
In April 1937, a meeting was held between FIAT and Air Force representatives to discuss the overall characteristics of the aircraft. One key question was whether the aircraft should include a dedicated bombardier’s station or prioritize a more streamlined design. The precise details of the armament were also debated. After a series of discussions, it was agreed that the initial plan for four forward-mounted heavy machine guns would be reduced to three. Additionally, the rotating turret on the lower fuselage would either be removed or completely redesigned. Lastly, it was decided to retain the dedicated bombardier and observation position.
As work progressed, it was decided to remove the rear machine gun gondola to achieve a more aerodynamic shape and save weight. However, the project encountered its first major issue when the designers, despite all efforts, failed to reach the required maximum speed of 500 km/h. At best the prototype recorded a speed of 450 km/h. The Air Ministry began to lose interest in FIAT’s design, as the Breda Ba.88 appeared to be a more promising alternative. During its initial tests, the Ba.88 managed to achieve speeds exceeding 550 km/h.
Ironically, despite this promising start, the Ba.88 turned out to be a disastrous design, with only a few aircraft ever seeing combat. Further testing of the Ba.88 revealed additional flaws, raising concerns among the Italian Air Force’s leadership. As a precaution, FIAT was granted permission to prepare for the production of 40 of their twin-engine bombers, which were then designated as the CR.25.
The production order was issued before the first prototype was even fully completed. This prototype, designated MM.332, underwent flight testing in July 1937, followed by extensive flight and endurance trials. Meanwhile, work on the second prototype, designated MM.333, and the first aircraft from the production order, was slowly progressing. However, before any of them could be fully completed, the situation surrounding the aircraft changed dramatically.
In the late 1930s, as tensions in Europe rose and the prospect of a new war loomed, the Italian Air Ministry began selecting aircraft for mass production. They carefully evaluated each design to determine its intended role and operational performance.
A debate emerged regarding the future of the CR.25. Despite its promising overall performance, the aircraft failed to meet the required maximum speed, a flaw considered critical in its design. The earlier decision to reduce its bombload had also already cast doubt on its viability as a fast bomber. Furthermore, its initial intended role as a fast heavy fighter had also been abandoned. In essence, the Air Ministry was inclined to terminate the project.
However, with approximately 40 units already in production, halting construction entirely would have resulted in wasted time, resources, and production capacity. In order to make good on the cost of producing these planes, the CR.25 was repurposed in 1938 as a dedicated reconnaissance aircraft, instead of a fast bomber.
This new role also presented challenges. The Air Ministry first wanted to properly evaluate the aircraft’s suitability for reconnaissance missions. Additionally, there was a shortage of suitable engines, and introducing another aircraft into service risked further straining the already limited supply of critical engine components.
Trials of the CR.25 were conducted alongside a modified Ba.88, and a Caproni Ca.312. During these evaluations, the Ba.88 was quickly dismissed due to persistent mechanical issues. While the Ca.312 was not without its flaws, it was ultimately favored for the reconnaissance role.
Production
In August 1939, a decision was made to scale back the CR.25 production order to just eight aircraft, in addition to the two existing prototypes. The remaining 32 units were canceled, with the incomplete airframes being set aside for replacement parts.
The A.74 engines were also salvaged from incomplete aircraft, as new engines would not be available for the production line. The final CR.25 from the initial order of eight aircraft was completed in early 1940.
Sources slightly disagree on the exact number of aircraft built. The previously mentioned production figures are based on G. Apostolo’s (FIAT CR.25). However, other sources, such as D. Nešić (Naoružanje Drugog Svetskog Rata – Italija), suggest that a total of 12 aircraft were produced.
In Service
The 10 available CR.25 aircraft were allocated to the 173rd Squadriglia (Eng. Squadron), and the two prototypes were used as training aircraft. The personnel assigned to equip this unit were drawn from the 31st and 35th Stormi B.M. (Eng. Maritime Bombing Wing). For most of 1940, the unit saw no operational use. It was not until 1941 that the squadron began intensive training for its pilots and crew. Aircrew training was conducted in Turin, while ground personnel were stationed at Palermo-Boccadifalco.
Pilot training officially began in April 1941, but problems arose almost immediately. The most significant issue was that the pilots selected for this unit had only flown maritime aircraft and lacked experience with land-based planes. Another major challenge was the absence of suitable training aircraft with dual controls, which slowed the entire process considerably. Matters were further complicated when one of the prototypes caught fire during a training flight. Fortunately, the pilots and crew managed to bail out in time, but the aircraft crash-landed and was destroyed.
By July 1941, only four aircraft and their respective crews were considered trained and ready for frontline deployment. The squadron’s first operational missions, primarily submarine reconnaissance flights, began later that month. On 25th July, four additional CR.25 aircraft arrived at the base in Palermo-Boccadifalco.
These eight aircraft saw extensive use throughout 1941 and early 1942. Despite their limited numbers, they were employed in wide-ranging reconnaissance and escort missions over the Mediterranean. However, three aircraft were sent to be scrapped after suffering damage in landing accidents that rendered them irreparable.
From February 1942 onward, the 173rd Squadriglia was permanently attached to the 10th Stormo, operating out of the same base. This unit included SM.79 and Ca.314 aircraft in its inventory. On 6th February, the first recorded action involving the CR.25 against enemy aircraft took place. One of the 173rd’s CR.25s intercepted a British Blenheim bomber during a patrol. The bomber, heavily damaged during the encounter, was subsequently shot down by a German Bf 109.
On 21st June, two CR.25s were conducting an escort mission for an Axis convoy. During the mission, Allied aircraft attacked the convoy. The CR.25s managed to shoot down two enemy planes, while three more were downed by the convoy’s destroyer escort.
By October, the combination of landing accidents and a lack of spare parts meant that only three CR.25 aircraft remained operational. To prevent the unit’s disbandment, additional Ca.314 aircraft were assigned as replacements. However, these planes were poorly received by the pilots due to their inferior performance compared to the CR.25.
By 1943, the chronic shortage of spare parts effectively marked the end of the CR.25’s operational service life. The aircraft’s last recorded patrol occurred in mid-January 1943. The remaining four planes were subsequently withdrawn from service and placed in storage, likely awaiting scrapping.
Berlin Attaché Transport CR.25
Interestingly, one of the eight procured CR.25 aircraft found its way into service as the personal transport of the Italian military attaché in Berlin. Visually, it differed from the remaining aircraft by lacking the glazed nose typically seen on the model. Additionally, the interior was extensively modified to suit its specialized mission.
The redesigned interior featured seating for four passengers and dual controls. This aircraft was actively used by the Italians during the war. However, after the Italian capitulation in September 1943, it was seized by the Germans. They temporarily repurposed it as a training aircraft, but its service ended once spare parts became unavailable.
Some sources have referred to this aircraft as the CR.25A, though there is no evidence to suggest that the Italians officially used this designation.
Technical characteristics
The CR.25 fuselage was constructed using four tubular longerons, secured by a combination of crossbars, braces, and diagonal metal tubes. These components were assembled into three sections to form the complete fuselage. The wings and tail units were built using a similar construction method. However, unlike the fuselage, which was entirely made of metal, the tail and wing surfaces were covered with fabric.
The cockpit was located directly behind the aircraft’s nose and accommodated the pilot’s position. To the pilot’s right was the position originally intended for the bombardier. However, as the aircraft was rarely used in a bombing role, the second crew member performed various other tasks, such as navigation, observation, operating the radio, and managing the onboard camera. In practice, the second crew member was often overburdened with multiple responsibilities.
For observation and other tasks, the second crew member could use the cockpit’s side windows or the lower section of the nose, which was glazed to provide a clear view of the area below. Interestingly, the Italians incorporated an auxiliary control stick located behind the pilot. This allowed the second crew member to partially operate the aircraft if the nose sustained severe damage or if the pilot was incapacitated.
The CR.25 was powered by two 840-horsepower FIAT A.74 RC.38 engines, each paired with 3-meter-long FIAT automatic pitch propellers. The aircraft’s fuel load consisted of 1,600 liters, distributed among six smaller fuel tanks located in the wings. These tanks were protected by armored plating, offering protection against weapons up to 12.7 mm caliber.
The primary armament included two 12.7 mm SAFAT heavy machine guns mounted in the aircraft’s nose. For defense against enemy aircraft, another heavy machine gun was positioned in a small, rotating Breda Type M.2 turret located on the rear upper fuselage. This turret was operated by a third crew member.
The fuselage of the CR.25 featured a small bomb bay capable of carrying up to 300 kilograms of bombs, though this capacity may vary according to different sources.
Conclusion
Unlike a number of Italian aircraft that failed to live up to their expectations, and were produced in limited numbers, the CR.25 stood out as a success despite its short service life and limited production run. While it was certainly no extraordinary aircraft by any measure, it performed well in its intended role, and despite being produced in relatively small quantities, it saw significant use in the Mediterranean theater, and was favored by its crews over other comparable aircraft.
Though never employed as a bomber, the CR.25 was predominantly used as a reconnaissance aircraft with great success. Remarkably, no aircraft of this type was ever shot down by the enemy. By 1943, however, they ran out of spare parts, which effectively marked the end of the CR.25’s long service career.
Operators
- Kingdom of Italy – Operated 10 aircraft
- Germany – Briefly operated the one captured aircraft for training purposes
CR/.25 Specifications |
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| Wingspans | 16 m / 52 ft 6 in | |
| Length | 13.56 m / 44 ft 6 in | |
| Height | 3.3 m / 11 ft 2 in | |
| Wing Area | 40 m² / 420 ft² | |
| Engine | Two 840 hp A.74 RC 38 | |
| Empty Weight | 4,375 kg / 9,645, lbs | |
| Maximum Takeoff Weight | 6,525 kg / 13,385 lbs | |
| Maximum Speed | 450 km/h / 290 mph | |
| Cruising speed | 378 km/h / 0 mph | |
| Range | 2.100 km / 1,300 miles | |
| Maximum Service Ceiling | 7,950 m | |
| Crew | pilot, radio/observer, and rear gunner | |
| Armament |
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Illustration
Credits
- Article written by Marko P.
- Edited by Henry H.
- Illustration by Oussama Mohamed “Godzilla”
Source:
- G. Apostolo (1997) FIAT CR.25, La bacarella Aeronautica
- D. Nešić (2008) Naoružanje Drugog Svetsko Rata-Italija, Vojnoizdavački Zavod
- J. W. Thompson (1963) Italian Civil And Military Aircraft 1930-1945, Aero Publisher
- N. Sgarlato (1979) Italian Aircraft Of World War Two, Squadron Publication
- D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books.