Italy (1935)
Ground Attack Aircraft – 218 Built

 

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.

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.

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.

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 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.

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

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.

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.

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

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.

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

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

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