ITALlAN CIVIL AND

MILITARY AIRCRAFT

JONATHAN THOMPSON
 ITALIAN CIVIL AND
MILITARY AIRCRAFT
• 1930~1945

By

To my father, John H. Thompson

JONATHAN W. THOMPSON
,I

With Illustrations by the Author

(i
AERO PUBLISHERS, INC.
 INTRODUCTION
In contrast to the wealth of material available on the aircraft of the other major
powers of the Second World War, no book has presented a complete picture of
© AERO PUBLISHERS, INC. 1963 the Italian machines of that fascinating period. Although some of the better-
known Regia Aeronautica aircraft have received their share of attention, the
majority have long been neglected. I hope that this book will remedy the
situation and fill a gap in aviation literature.

At first I had intended to cover only those Italian military aircraft which actually
participated in the conflict, but researches into their prewar backgrounds
revealed so many interesting earlier aircraft that the period 1930-45 was finally
selected. During the 1930's Italian aviation was at its peak; famous distance
flights and international records made Italy one of the most prominent of air-
All rights reserved. This book, or parts thereof, musl not minded nations. The creative imagination of her designers was matched by the
initiative and daring of her airmen. Despite the apprehension attending the
be reproduced withoul permission of the publisher. growth of Fascism, it was all too easy to admire Marshall Balbo's aerial fleet
droning overhead toward the Chicago World's Fair in 1933. This impressive
display came in an era when aviation was just beginning to prove itself a
dependable instrument of transportation.

Notwithstanding this apparent lead, the Regia Aeronautica was surprisingly

ineffective when war finally came. The reasons were primarily economic and
political. In spite of her Fascist government, Italy was not aggressive to the
degree that made Germany and Japan such dangerous threats. Her conquests in
Africa and exploits in Spain were comparatively easy exercises that led her to
Library of Congress Catatog Card Number believe, in June 1940, that Fascism was triumphant and little further effort was
called for to secure the spoils of victory. When the war began to turn decidedly
63 - 1 762 1 against Italy, the weaknesses of her war machine became apparent. The Italian
economy was never strong enough to support the air force envisaged by
Mus!'jolini; in addition, Italy had to export badly needed aircraft in return for
raw materials vital to production. This fact, rather than the supposed outdated
design practices, accounted for the predominant use of wood in Italian aircraft.
More important, engine development lagged seriously behind world standards,
further hampering designers.

All these factors proved fortunate for the Allies, as an examination of mid-1943
ISB N 0-8168-6500-0 Italian designs will make quite clear. Fighters like the FIAT G.56 and Macchi
C.205V and bombers like the Cant Z.1018 gave away little to their Allied
counterparts in terms of performance. Many other aircraft in this book.. whether
brilliant or mediocre in the linal analysis, were of extremely imaginative and
advanced concept. If this book helps to increase interest in Italian aircraft it will
have served its purpose.

It is impossible to give enough credit to the many friends, associates, aviation

historians, and collectors who have helped in the preparation of this book. I
would like t.o thank particularly the following: Giorgio Apostolo, who provided
Printed and Published in the United States of America by Aero Publishers, Inc. many excellent photographs; Giorgio Bignozzi, who furnished draWings and
photographs which were very helpful in the preparation of my own illustrations;
Peter M. Bowers, whose giant file of aeronautica yielded a number of valuable
photographs; John Caler, who very kindly made his vast collection of aviation
books and periodicals available to me and who gave much encouragement during
the initial stages 01 the book; C. J. D'Amato, who provided photographs; Hans J.
Ebert, who prOVided information and photographs; Frederick G. Freeman, Jr.,
who furnished negatives from his collection; Heinz J. Nowarra, who provided
photographs from his valuable aviation file; Giorgio Santocanale, who secured
photographs for me; Peter Selinger, who provided photographs; Bruno Sermarini,
whose invaluable assistance in unearthing a wealth of little-known information AMBROSINI
and many rare, previously-unpublished photographs cannot b~ overemphasized;
Donald A. Tagg, who helped find numerous publications for my aeronautical Societa Aeronautica Italiana Ing. A. Ambrosini & C.
library; John W. Underwood, who gave valuable advice and assistance in
addition to several good photographs; and Giulio C. Valdonio, who furnished In 1934 the Ambrosini industrial group and 53 m.p.h. Dimensions were: span 28 ft.
information and photographs. In addition, I wish to thank the public relations absorbed the Societa Aeronautica Italiana, 2 in., length 21 ft. 4 in., and height 8 ft. 2 in.
departments of AERFER (I.M.A.M.), S.A.I. Ambrosini, FIAT, and Aeronautica located at Passignano, on Lake Trasimeno. Total wing area was 185 sq. ft.
Macchi, as well as the Ministero della Difesa - Aeronautica and the Office of Under the direction of Ing. Sergio Stefanutti,
the Italian Air Attache in Washington, the members of INTERCONAIR. the avi- the company has specialized in the design S.A.I. 2
ation and naval magazine. and Dr. Rosario Abate and Edizioni Aeronautica of and manufacture of high-performance light The S.A.I. 2, also designed for the 1935
Milan, Italy. Additional photographs were furnished by Air Mondial, Paris. aircraft. The excellent postwar S.7 and Super- Littorio rally, was in contrast a low-wing
sette (Super 7) trainers are direct develop- five-passenger cabin model. Two side-by-side
ments of a series of sport, training, and fighter seats were provided forward of the door, with
Jonathan W. Thompson accommodations for three passengers behind.
machines initiated in 1939 with the very
advanced S.A.I 7. Prior to that, Ambrosini Employing the same engine as the biplane, the
had devoted its efforts solely to civil aircraft. S.A.I. 2 enjoyed an improved maximum speed
of .149 m.p.h., in spite of the greater loaded
CONTENTS S.A.I. 1 weight of 2347 lb. Cruising speed was 127
Built in 1935 for the Littorio Air Rally, the m.p.h., although the landing speed did not
AMBROSINI. 7 S.A.I. 1 two-seat biplane was powered by a increase. Weighing 1529 lb. empty, the S.A.I. 2
BREDA 20 140 h.p. FIAT A.54 radial engine enclosed had a span of 33 ft. 5 in., a length of 23 fl. 3 in.,
C.A.N.S.A. 45 in an N.A.C.A. cowling. An interesting point and a height of 7 ft. 10 in. The wing area of
CANT 52 was the upper wing center bracing. which 170 sq. ft. was only slightly less than that of
CAPRONI 76 incorporated transparent panels forming a vee- the biplane, due to a substantial increase in
CAPRONI BERGAMASCHI 99 windscreen; separate screens were provided the chord.
CAPRONI VIZZOLA 119 for each of the tandem open cockpits. E.mpty
C.M.A.S.A. 123 and loaded weights were 1342 lb. and 2046 lb.; S.A.I. 2 S
C.N.A. 131 at the latter figure the S.A.I. 1 achieved a Despite its similar designation, the S.A.I. 2 S
FIAT. 134 maximum speed of 137 m.p.h. CrQising and bore only a general similarity to its 1935
MACCHI 175 landing speeds were respectively 121 m.p.h. predecessor. This four-seat cabin monoplane
MERIDIONAL! 196
NARDI 214 The S.A.I. 1 two-seat sport biplane; note the screen built into the wing center bracing. (I-AZlR)
PIAGGIO 218
REGGIANE 235
S.A.I.M.A.N. 248
SAVOlA-MARCHETTI 250
UMBRA. 290
MISCELLANEOUS MANUFACTURERS. 292
Appendices
I - Notes on Conversion Factors 295
II Aircraft Designations 295
III - Aircraft Engines 295
IV - Civil Registrations . 297
V - Organization of the Regia Aeronautica 299
VI - Color Schemes, Camouflage, and Markings 299
Bibliography . 304
8 ITALIAN CIVIL AND MILITARY AIRCRAFT AMBROSINI 9

a span of 34 ft. 4 in., a length of 23 ft. 1 in., a

height of 9 ft. 3 in., and a wing area of 150.6
sq. ft.

The higher-powered AHa engine made a great I

improvement in the entire range of perform-
ance, as well as a slight increase in loaded
weight to 1833 lb. Maximum speed became
143 m.p.h., cruising speed 121 m.p.h., and
landing speed 58 lQ.p.h. Ceiling and range of
the AHa-powered model increased to 17,056
ft. and 422 miles respectively. Except for the
greater length of 24 ft., dimensions remained
as for the FIAT-eqflipped version.

\) With a German Bramo Sh 14 A4 radial of 160

h.p., the type became the S.A.I. 3 S. The only
other modification was a slight reduction in
The S.A.I. 2's five-passenger cabin resulted in a bulky fuselage. (l-AMIR)
chord, with a corresponding decrease in wing
area. Although exact figures are not available,
appeared in 1937 for the Italian Air Races, and S.A.I. 3
performance was improved.
was sUbsequently built in relatively large Continuing the line of low-wing monoplanes
numbers. Several were still operating in Italy was the S.A.I. 3, a two-seat light training
S.A.I. 10
very recently. Powered by a 200 h.p. AHa and touring model of all-wood construction.'
The last of the prewar Ambrosinis produced
Romeo 115-1 six-cylinder inverted in-line Powered by either an 85 h.p. FIAT A.50 radial
primarily for civil use was the parasol-wing
engine, the S.A.I. 2 S employed Handley- or a 130 h.p. AHa Romeo 110 four-cylinder
S.A.I. 10 Grifone (Griffon), which could be
Page slots and flaps; some models were inverted in-line engine, the S.A..I. 3 had open
fitted with either the horizontally-opposed
characterized by a tapering dorsal fin. Empty cockpits, although all-enclosing canopies were
and loaded weights were 1958 lb. and 3124 fitted to some examples. Above right, three views of an S.A.I. 2 S with postwar registration l-OZIR. Wheel spats were removed
lb. respectively. The S.A.I. 2 S reached a for competition. Below, the S.A.I. 3, gn extremely graceful prewar two-seater. (l-AMBY)
maximum speed of 155 m.p.h. and cruised at Using the FIAT engine, the S.A.I. 3 achieved
134 m.p.h. Landing speed was 52 m.p.h. A a maximum speed of 124 m.p.h. and cruised at
range of 602 miles was possible; ceiling was 105 m.p.h., landing speed being 60 m.p.h.
19,680 ft. Dimensions were: span 34 ft. 11 in., Empty and loaded weights were 1210 lb. and
length 25 ft. 6 in., height 9 ft. 2 in., and wing 1738 lb. A ceiling of 13,120 ft. and a range of
area 193 sq. ft. 385 miles were attainable. Dimensions included

Shown here is the extended dorsal fin fitted to some examples of the S.A.I. 2 S. (I-ELlS)
 PORTLAND COMMUNITY
COllEGE LIBRARY
10 ITALIAN CIVR AND MILITARY AIRCRAFT AMBROSINI 11

I)

The excellent aerodynamics of the S.A.I. 7 are well illustrated here. Finish was red overall. (l-AMBH)

m.p.h. An A.50-powered seaplane variant was sessing exceptional lines, it achieved 251
also built. m.p.h. with a Hirth H.M.508D eight-cylinder
The S.A.I. 3 S, filled with a German Bramo Sh 14 A4 radial engine and open cockpits. (I-PIER) inverted air-cooled engine of only 280 h.p.
S.A.I. 7 Piloted by Giorgio Parodi, an S.A.I. 7 won the
C.N.A. D4 air-cooled engine of 60 h.p. or the h.p. engine, performance included a maximum Certainly the most successful Ambrosini 1939 Raduno del Littorio (Littorio Air Rally),
much more powerful Bramo radial engine. Of speed of 100 m.p.h., a cruising speed of 90 designs were the series of lightweight fighters sUbs~quently capturing the 100-km. (62.1-mile)
fabric-covered wood and welded steel con- m.p.h., a landing speed of 30 m.p.h., a range of developed from the S.A.I. 7 sport monoplane. closed circuit record for F.A.I. Category I at
struction, the Grifone featured side-by-side 248 miles, and a service ceiling of 16,400 fl. This two-seat model was the first Ambrosini 244 m.p.h. The most striking feature of the
seating and was intended mainly as a primary product with retractable landing gear; pos- design was the beautifully faired windscreen
trainer. Span was 33 ft. 91 /2 in., length 21 ft. 4 A version with an 85 h.p. FIAT A.50 engine
in., height 6 ft. 103 /4 in., and wing area 154 sq. weighed 880 lb. empty and 1353 lb. loaded. It The more orthodox two-seat fighter trainer version of the S.A.I. 7 was produced in 1941.
ft. Empty weight was only 726 lb., while the had a maximum speed of 116 m.p.h., a cruising
fUlly loaded figure was 1210 lb. With the 60 speed of 100 m.p.h., and a landing speed of 34

The S.A.I. 10 Grifone featured a parasol wing and side-by-side seating; this is the Bramo version.
 AMBROSINI 13
12 ITALIAN CIVIL AND MILITARY AIRCRAFT

originating forward of the engine cowling and

extending in a continuous arc to the fin.
Empty, the S.A.1. 7 weighed 1650 lb.; the
normal loaded weight was 2640 lb., although
a maximum of 3025 lb. was possible. Span was
29 ft. 5 in., length 23 ft. 9 in., height 7 ft., and
wing area 141.4 sq. ft. The S.A.I. 7 could climb
to 19,680 ft. in 14 minutes. Cruising range
was 2020 miles.

The postwar Ambrosini S.7 and SuperseUe were

Ing. Stefanutti was aware of the military
developments of the S.A.f. 7 (MM 52985) potential of the basic design, and in 1941

The S.A.I. 107 employed a 540 h.p. Isotta-Fraschini Gamma engine driving a two-bladed airscrew.

o produced a two-seat fighter trainer. In most·

respects the trainer was similar to the sport

o
S.A.1. 7 model, except for the SUbstitution of an Isotta-
Fraschini Beta R.C.I0 of 280 h.p. for the
German Hirth engine. This lengthened the
fuselage to 26 ft. 11 in. Span was also slightly
increased to 29 ft. 6 1 /3 in. In addition, the fully
streamlined windscreen was replaced by a

Above right, the prototype S.A.I. 207. Below, one of thirteen pre-production models. (MM 8431)

S.A.1. 7
TRAINER •

o
S.A.I. 107

o Jt
14 ITALIAN CIVIL AND MILITARY AIRCRAFT
AMBROSINI 15

normal cockpit canopy for pilot and pupil.

Loaded weight was 3003 lb. The maximum
speed was only slightly less than that of the
original at 248 m.p.h. The war situation halted
further development of the trainer, as combat
aircraft received higher priority, but the
design has been built in improved form since
the war as the S.7 and Supersette.

S.A.I. 107 The S.A.I. 403 Dardo fighter achieved 403 m.p.h.
In view of the great need for combat aircraft
by the Regia Aeronautica, the design was the remainder of the contract being diverted
developed into the S.A.I. 107 experimental to the final development, the S.A.I. 403. Three
fighter in 1942. Intended only as a preliminary S.A.I. 207's equipped the 3° Stormo C.T. at
prototype, the S.A.I. 107 fitted a 540 h.p. Isotta- Ciampino and Cerveteri in JUly, 1943.
Fraschini Gamma engine driving a two-bladed
airscrew. Fully loaded, this single-seat Dimensions of the S.A.I. 207 were: span 29 H.
machine weighed only 2200 lb., and reached 6 1/;1 in., length 26 ft. 33 /4 in., height 9 H. 5 in.,
nearly 350 m.p.h. in trials held at the Guido- and wing area 149.6 sq. ft. Empty and loaded
nia research establishment. Maneuvrabilily weights were 3858 and 5324 lb. respectively.
proved to be excellent. Except for the length Performance included a cruising speed of 304
of 26 ft. 33/4 in., dimensions of the S.A.I. 107 m.p.h., a range of 528 miles, and a service

0'
were the same as those of the S.A.I. 7 trainer. ceiling of 39,370 H. Climbing to 19,680 ft.
reqUired 7 min. 33 sec.
S.A.I. 207

•"•
The next step was the design of a fighter with S.A.I. 403
full operational equipment. A further incr~ase Of all-wood construction like its predecessors,
in power was needed to meet the operational the S.A.I. 403 Dardo (Dart) featured numerous
••
·
requirements, and the resulting S.A.I. 207 used detail refinements intended to improve combat
a 750 h.p. Isotta-Fraschini Delta R.CAO performance and to facilitate rapid production.
- inverted-vee engine. Aside from the engine The internal fuel and armament capacities
were increased, and the resulting loaded
change, and the fitting of a three-bladed air-
screw, the main difference between the two weight of 5820 lb. called for an increase in
fighters was the mounting of armament to the wing area to 155.6 sq. it. in order to maintain
later model. The S.A.I. 207 carried two 20-mm. the standard of maneuvrability so important
Mauser MG 151 cannon and two Breda-SAFAT to the Italian airman. The vertical tail surface
12.7-mm. machine guns. After tests, in which became larger and more angUlar, while such
the fighter achieved 398 m.p.h. in level flight aerodynamic refinements as a fully-retract-
and nearly 600 m.p.h. in dives, 2000 examples able tailwheel contributed to a minor gain in
were ordered by the Italian Air Ministry. maximum speed of 5 m.p.h. over the S.A.I. 207.
However, only thirteen were actually built, Various fuel and armament combinations were

S.A.I. 403

o
S.A.I.201
o Jt
16 ITALIAN CIVIL AND MILITARY AIRCRAFT
AMBROSINI 11
tried in order to make the Dardo suitable for 3000 aircraft were ordered in January, 1943 to
different roles. Armament ranged from the two replace the S.A.I. 207 contracts, and production
12.7-mm. machine guns of the light interceptor was to be undertaken by Caproni and Savoia-
model to the two machine guns plus two Marchetti in addition to the parent firm.
20-mm. wing cannon of the general purpose However, this promising project came to an
version. A third possibility intended for long- end with the Italian Armistice. Similar in
range duties employed only the wing cannon, concept to lightweight wooden fighters devel-
plUS two 42 U.S. gal. drop-tanks mounted oped by other nations, the Ambrosini designs
beneath the wings. The interceptor, lightest were the only fighters of the class which
of the three versions, weighed only 5459 lb. demonstrated both practicability and truly
fully loaded. exceptional performance.

Above and below right, the 8.8.4 canard interceptor, the sole example 0/ which crashed in 1941.

The S.A.I. 403 had a span of 32 ft. 13 /4 in., a

length of 26 ft. 10 3/4 in., and a height of 9 ft. 6
in. Powered by the 750 h.p. Isotta-Fraschini
Delta R.C.21/60 inverted-vee engine, the
fighter achieved a maximum of 403 m.p.h. and
cruised at 304 m.p.h. An altitude of 19,680 ft.
could be reached in 6 min. 40 sec.; service
ceiling was 39,810 ft. Range varied from 582
to 1164 miles, depending on the different fuel
and armament arrangements.

S.S.4
A prewar design, the S.5.4 all-metal canard
(tail-first) interceptor was the result of a
totally different approach by Ambrosini's able

o o 1.
designer. In 1938 Ing. Stefanutti had examined
the flight characteristics of the unorthodox
layout with the S.S.3 two-seat pusher mono-
plane, built at Guidonia by S.C.A. (Stabilimento
Costruzioni Aeronautiche). The arrangement
consisted of a fixed forward lifting surface
with slotted elevator, and an aft-positioned
cantilever wing incorporating normal ailerons
and twin fins and rudders. The S.S.3, nick- ment, and the elimination of slipstream drag
named Anitra (Duck), featured a fixed tricycle effects through the use of a pusher airscrew.
landing gear with steerable nosewheel. Power Accordingly, Ing. Stefanutti developed the
was supplied by a C.N.A. II bis flat-twin Ambrosini S.S.4 fighter, which flew for the
engine of 38 h.p. Numerous successful test first time in May, 1939. Handling qualities
flights demonstrated the efficiency of the proved more than satisfactory in extensive
arrangement, although performance was natu- tests at Guidonia during 1940-41, stability
rally limited by the low power available. being particularly good. The steerable tricycle
Maximum speed was only 87 m.p.h., but the landing gear, fully retractable on the S.S.4,
S:S.3 remained stable at a minimum speed of was a factor •contributing to the excellent
34 m.p.h. Ceiling was 13,120 ft. Span was 41 take-off and landing qualities. Unfortunately,
ft. 11 in., length only 19 ft. 8 in., and height 6 the S.S.4 was destroyed in a landing accident
ft. 7 in. caused by the failure of its 960 h.p. Isotta-
Fraschini Asso XI R.C.40 engine. Although a
The canard layout offered many advantages further prototype was ordered immediately,
for fighter aircraft, among them improved the more easily developed wooden fighters
visibility, concentrated forward-firing arma- were given priority, and the S.S.4 was finally
18 ITAllAN CIVIL AND MILITARY AIRCRAFT AMBROSINI 19

abandoned in 1942. the war, as well as that of the Henschel the first in the world to employ a radio-
Projekt 75, which was never built. In addition controlled flying bomb operationally, when,
Maximum speed had proved to be 355 m.p.h. to its promise as an interceptor, the S.S.4 was on August 13, 1942, it sent a much-modified
Span was 40 ft. 5 in., length 22 ft. 11 /2 in., and considered suitable for the alternate role of SM.79 agaipst a part ot the British Fleet lying
height 8 ft. 13/4 in. The armament consisted of dive bomber. off the Algerian coast. Although unsuccessful,
one 30-mm. cannon and two 20-mm. cannon, the attempt encouraged General Ferdinando
all mounted in the nose. Loaded weight was A.R. Raffaelli, designer of the radio-control system,
5400 lb. The A.R. (Assalto Radioguidato) flying bomb to urge the development of a cheap, expendable
was also conceived by Sergio Stefanutti, this machine to fulfill the purpose more effectively. The A.R. bomb was an unsophisticated design.
The Ambrosini S.S.4 canard design preceded time in cooperation with engineers Ermene-
that of the Kyushu J7Wl and Curtiss XP-55 gildo Preti and Stelio FratL The Italian air arm The result was the A.R., a simple wooden Aeronautica Lombarda S.A. Constructed en-
fighter prototypes developed near the end of had previously gained the distinction of being mid-wing monoplane powered by a 1000 h.p. tirely of wood, the AL 12P possessed extremely
FIAT A.80 radial engine. The fuselage was of clean contours. In addition to two normal
oval construction with plywood skin, and was doors, the fuselage featured a hinged forward
to have contained two sealed-in 2200-lb. section which swung to starboard to facilitate
bombs. Wings and tail surfaces were angular loading. Ten fully-equipped troops or a cargo
~~ ~
and untapered. No flaps were required as up to a maximum of 3960 lb. could be carried.
A.,.. ...", landings were not anticipated. After experi- Air brakes were fitted above and below the
ments with take-off trolleys, a simple fixed wings just inboard of the ailerons. The AL 12P
~ h
.
I ~
.. I undercarriage was employed which could be
dropped after the bomb was airborne.
spanned 69 fl. 10 112 in., was 45 fl. "1M in. long,
and had a wing area of 546 sq. ft. Empty weight
was 3300 lb. and maximum weight 7260 lb.
Flight tests began in June, 1943. Unlike the
reaction-powered German V -weapons, the A twin-engined variant, the P.512, was design-
A.R. reqUired a pilot for take-off. After radio ed by Ambrosini and built after the war.
Empl~ying AHa Romeo t 15ter in-line engines
control took over the guidance in flight, he
o 0 0 0 o bailed out. With a bomb load of 4400 lb. and a of 225 h.p. each, the P.5t2 was essentially the
total weight of 13,200 lb., the A.R. was expected same as the glider in other respects, although
to have a maximum speed of 225 m.p.h. with a modified landing gear was fitted.
undercarriage jettisoned. Five of the flying
bombs were buill at the Venegono plant in
1943 but none were ever used. The last four
were destroyed .before being tested. Wingspan
was 55 ft. 9 112 in., length 49 ft. 2 1 /2 in., and wing
area 409 sq. ft. The empty weight was 7936 lb.

LOMBARDA AL 12P
Ambrosini also manufactured the AL 12P troop
and cargo glider designed by Ing. Preti of

Above right and below, the AL 12P troop and cargo glider designed by Lombarda and buill by S.A.I.

Jt
I ' , ',! t 'i' I,'

AL 12P
 BREDA 21

BREDA
Societa Italiana Emesto Breda
The Breda group was one of the largest Italian 22 ft. 2 in.
aeronautical concerns. From its main offices
in Milan it controlled a number of smaller A modified version, the Breda 15 S, featured
companies engaged in the manufacture of all a new elliptical wing and cleaner lines; the
types of aircraft equipment and accessories, in first example won the 1930 Giro Aereo d'Italia
addition to complete aircraft. Among the sub- (Aerial Circuit of Italy) at an average speed
sidiaries the most important was I.M.A.M. of 94.4 m.p.h., piloted by Col. Paride Sacchi.
(Industrie Meccaniche e Aeronautiche Meri- Higher-powered engines were used, normal
dionali), covered in a separate section of this installations being the 115 h.p. Colombo S.63
book. The main Breda works at Sesto San six-cylinder in-line, Isotta-Fraschini 80T six-
Giovanni (Milan) were supplemented by plants cylinder in-line, or Walter N.Z. radial engines.
in Apaulia, Brescia, and Rome. Although Breda
resumed aircraft manufacture after the Second BREDA .19
World War with the Zappata-designed BZ.308 Produced in some numbers in 1932 for Regia
four-engined transport, activity was limited. Aeronautica training squadrons, the Breda
19 enjoyed a great success as an aerobatic
Breda began aircraft construction in 1917 with machine for public demonstrations. It was a
an order for 600 Caproni triplane bombers. single-seat biplane powered by a 220 h.p. Alia
After a short period of relative inactivity, Romeo Lynx or a 240 h.p. Walter Castor radial
Above and below right, the single-seat Breda 19 aerobalic trainer was used in many flying shows.
during which only experimental work was engine. Empty and loaded weights were 1617
undertaken, Breda started producing aircraft lb. and 1980 lb. The Breda 19 climbed to 16,400
China, Paraguay, and, ironically, Ethiopia,
of its own design in 1922. Since that date Bred~ ft. in 18 minutes and had a service ceiling of
which was attacked and annexed by Italy in
has built a large number of aircraft of all types, 22,960 ft. Maximum, cruising, and landing
the campaign of 1935.
including pioneer work with all-metal canti- speeds were 130 m.p.h., 106 m.p.h., and 47
lever monoplanes. m.p.h. respectively. Dimensions included a
A very straightforward two-seat biplane
span of 29 ft. 6 in., a length of 21 ft. 7 3 /4 in., a
design, the Breda 25 was normally powered
BREDA 15 height of 8 if. 6 3/H in., and a wing area of 269
by an Alia Romeo D2 radial engine of 240 h.p.,
Althoqgh designed in 1928, the Breda 15 was sq. ft.
although various units were mounted. The
active throughou t the 1930' s in touring and
Breda 25 was also built as a single-seat
sport flying. A light high-wing two-seat cabin BREDA 25
advanced trainer and as a twin-float seaplane,
monoplane, the Breda 15 was powered by a Probably the most important training aircraft
the 25 idro. Several of the latter were fitted
variety of engines in the 85 h.p. class, including used in Italy during the 1930's, the Breda 25
with 240 h.p. Walter Castor radial engines; Specification!! of the normal two-seat land-
the Cirrus III, Walter Venus, Argus As.8, D.H. and its numerous variants were instrumental
with this installation the maximum speed was plane included empty and loaded weights of
Gipsy I and III, and Isotta-Fraschini units. in the instruction of over 10,000 pilots in the
118 m.p.h., some 18 m.p.h. slower than that of 1738 lb. and 2288 lb. Span was 32 ft. 9 in.,
Maximum speed was 112 m.p.h. at a loaded home country and the nations to which it was
the landplane. length 25 ft. 7 in., height 9 ft. 31/3 in., and wing
weight of 1540 lb. Span was 36 ft. 9 in., length exported. These nations included Afghanistan,

Lelt, a Breda 15 with constant-chord wing. Right, the improved 15 S with elliptical wing. (l-AAUJ)
Below left, a single-seat Breda 25 with AIla D2 engine. Righi, a two-seat model in Chinese markings.
22 ITAllAN CIVIL AND MILITARY AIRCRAFT BREDA 23

A single-seal Breda 25 advanced lrainer of Ihe Regia Aeronaulica. (MM 146)

I
SINGLE-
SEAT
BREDA 25
1 .It
.I
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if

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BREDA 25
lORD

BREDA 25
24 ITALIAN CIVIL AND MILITARY AIRCRAFT
BREDA 25
wing area and lower-powered Walter N.Z.
radial engine, the Breda 26 was converted
from the basic design for use as a primary
trainer. The wingspan became 38 ft. and the
total area 344.3 sq. ft. Length was 26 ft. 6 in.
With 120 h.p. available, the maximum, cruising,
and landing speeds were 93 m.p.h., 75 m.p.h.,
and 40 m.p.h. respectively. Range was 248 •
miles, service ceiling 14,100 ft. Empty and BREDA 28
loaded weights were 1474 lb. and 2024 lb.

BREDA 28
The Breda 28 was a development of the same
.It
basic design for advanced instruction. The
major change was the 370 h.p. Piaggio Stella
VII Z (license-built Gnome-Rhone K-7) radial
engine. In addition, ailerons were incorporated increased to 2112 lb. empty and 2640 lb. loaded. had a two-bladed wood airscrew, short-chord
in both upper and lower wings in contrast to As with its forerunner, the Breda 28 was also cowling, and further-aft cockpit.
the Breda 25, which employed them in the built in single-seat and seaplane versions.
lower wings only. Minor refinements included When the Chinese government invited Italy
improved engine cowling, an airscrew spinner, BREDA 27 to send an Air Mission to replace an unofficial
and an enlarged rudder like that of the 25 idro. The Breda 27 was an externally-braced low- American group which had been withdrawn
wing fighter with fixed landing gear, bearing after complaints by the Japanese, a small
Performance of the Breda 28 was sUbstantially a marked resemblance to the Boeing P-26. number of Breda 27 fighters were supplied,
higher, with maximum, cruising, and landing However, the Breda 27 was an entirely distinct equipping one Chinese squadron during 1935-
speeds of 149 m.p.h., 124 m.p.h., and 46 m.p.h. design in spite of the many common featur~s. 38. Claimed performance included a maximum
respectively. Dimensions were identical to If any design direclly influenced it, the more speed of 236 m.p.h., a landing speed of 62
those of the Breda 25, although weights likely candidate was the Travel Air Model R m.p.h., and a ceiling of 29,520 It. A time of 7
Above, top to bol/om; Breda 25 idro (MM 50408), imported by Italy in the early 1930·s. Powered min. 30 sec. was given for a climb to 16,400 H.
in-line version, and Regia Aeronaulica trainer.
by an AHa Romeo Mercurius IV radial engine, Empty and loaded weights were 2772 lb. and
area 269 sq. ft. Cruising and landing speeds the Breda 27 was prod uced in 1934 primarily 2938 lb. Dimensions were: span 31 ft. 1 in.,
were 121 m.p.h. and 44 m.p.h. respectively, for export. Armament was two 7.7-mm. Breda- length 24 ft. 11 in., height 11 ft. 2 in., and wing
range being 310 miles and ceiling 24,600 ft. SAFAT machine guns. The prototype Breda 27 area 203 sq. ft.
The Breda 25 idro was 29 ft. 101/4 in. long and
11 ft. 9 3 /4 in. high. It cruised at 93 m.p.h. and Resemblance of the Breda 27 to the American Boeing P-26 was obvious but coincidental. (MM 218)
alighted at 56 m.p.h.

BREDA 26
Similar to the Breda 25 except for its larger
•
Above right, a single-seat Breda 28. (l-ABFQ) Below, a Norwegian Breda 28 idro. (LN-EAD)
26 ITALI IVIL D MILlT RY AIRCRAFT BREDA 27

c iling was 17,400 ft. The Breda 32 had a cruising

range of 840 miles. A later model was built
with FIAT radial engines. The Breda 32 was
- , the basis for the larger Breda 46 bomber-
.' ._-~ ,...---!",.:~ , , transport of 1934.
. ~~·1~·.· .........~'" ,
BREDA 33
The Breda 32 Irimolor commercial airliner.
The Breda 33 and its developments, the Breda
39 and 42, were among the most popular and
BREDA 32 successful touring and sport aircraft of the
The Breda 32 was an eight to eleven-passenger 1930's. A light low-wing monoplane sealing
commercial transport built in 1932. Employing two in tandem, the Breda 33 appeared in 1931,
three Pratt and Whitney Wasp-Junior radial scoring numerous victories and records in
engines of 320 h.p. each, the all-metal airliner sparling events in the years that followed.
spanned 87 ft. 6 in., was 54 ft. 11 3 /s in. long Designed by Ing. Cesare Pallavicino, the Breda
and 13 fl. 7 t h in. high. Wing area was 914.6 33 was comparatively advanced for its time,
sq. ft. Empty the Breda 32 weighed 8360 lb.; featuring fully-faired landing gear and very
with fuel and equipment weighing 2859 lb. and clean lines with a minimum of external bracing.
passengers and baggage of up to 2987 lb., the
total loaded weight was t4,200 lb. Maximum The original model employed a 120 h.p. De
speed was only 147 m.p.h., with cruising and Havilland Gipsy III four-cylinder in-line
landing figures of 131 m.p.h. and 58 m.p.h. A engine, providing a maximum speed of 143
time of 52 minutes was claimed for a climb to m.p.h. The Breda 33 cruised at 124 m.p.h. and The Breda 33 S was a single-seat model; nole landing light on slarboard wing above gear fairing.
16,400 ft. in fully loaded condition; the service landed at 53 m.p.h. Empty weight was 946 Ih.;
loaded weight varied between 1606 lb. and sq. ft.
1826 lb. A climb to 13,120 ft. required 15
minutes; ceiling was 22,960 ft. Depending on In 1931, a Breda 33 piloted by Ing. Ambrogio
the fuel load, range was 745-1120 miles. Colombo won the second Giro Aereo d'Italia
Dimensions were: span 30 ft. 10 in., lenglh 22 at an average speed of 109.3 m.p.h. Anolher
ft. 3 in., height 6 ft. 7 in., and wing area 161.5 accomplishment of the type was a flight from
London to Calcutta by the Italian aviator
Robbiano. The distance of over 5000 miles was
covered in seven stages during 1933. The

Above righi, a Breda 39 at Tunis in 1935. (l-ACIE) Below, a Regia Aeronaulica Breda 39. (MM 55827)

Above lell, a Breda 33 (I-BlBl) clearing the wire in competition. Above right and below, the Breda :n
is shown with open cockpits and with canopies in place. (I-LARE)
 ITAllAN CIVIL AND MILITARY AIRCRAFT BREDA 29
28

Above, a Breda 42 with pas/war regis/ration I-RANA. Below right can be seen the Breda-Mazzini wing-
valve slots. This machine, I-aMBO, was photographed in Germany in 1934.

comparison was strengthened by the unstepped

nose and the landing gear faired into the
engine nacelles. Power was supplied by Walter
Major-Six air-cooled in-line engines of 190
h.p. each. In addition to their limited use in
Italy, a number of Breda 44 transports were
exported to Paraguay during that country's
war with Bolivia.
BREDA 33

Maximum speed was 140 m.p.h., with cruising

following year Furio Niclot won the first In spite of the apparent drop in performance, and landing speeds of 112 m.p.h. and 56 m.p.h.
Raduno del Liltorio (Littorio Air Rally) with the Breda 39 was a more tractable machine; Other performance data included a cruising Gipsy-Six inverted in-lines, providing 124
a Breda 33. The Mainichi Shimbun (a Japaqese in 1934 the pilots Folonari and Malinvemi range of 335 miles and a service ceiling of m.p.h.
newspaper) imported one Breda 33 in 1932. A completed a circuit of the Mediterranean Sea, 15,580 ft. Spanning 43 ft. 8 in., the Breda 44
modified single-seat version was also built, starting and finishing at Turin. The Breda 39 S, was 33 ft. 11 in. long and 10 ft. 1 in. high; wing BREDA 46
seating three in tandem, was built in 1934. area was 387 sq. ft. The empty weight was Basically a military adaptation of the Breda
designated Breda 33 S.
2970 lb. and the loaded figure 4774 lb. Alternate 32 transport, the Breda 46 was intended as a
BREDA 42 engine installations were 155 h.p. Colombo combination transport and bomber, carrying
BREDA 39
Developed from the Breda 39 for the 1934 S.63 six-cylinder in-lines, giving a speed of t~elve troops and a normal bomb load of
A development of the design, the Breda 39,
appeared in 1933. With a 140 h.p. Colombo Challenge de Tourisme International, the Br~da only 115 m.p.h.; and 200 h.p. DeHavilland 2200 lb. Power was doubled by the use of
S.63 six-cylinder in-line engine and greater 42 was distinguished by its N.A.C.A.-cowled
The Breda 44 was a /win-engined light transport bearing a general similarity /0 the D.H. Dragon.
dimensions, the Breda 39 was a considerably radial engine, a 180 h.p. FIAT A.70 S. The
heavier model, scaling 1235 lb. empty. Slots leading-edge slots of the former model were
and flaps were fitted; the former extended replaced by Breda-Mazzini wing-valve slots.
along the outer wing sections with an auto- The Breda 42 weighed 1232 lb. empty and 2002
matic control for high-incidence landings. This lb. with normal load. Dimensions included a
modification allowed a greatly reduced landing span of 33 ft. 1 in., a length of 25 ft. 7 in., a
speed of 40 m.p.h. Normal loaded weight was height of 10 ft. 4 in., and a wing area of 170
1852 lb., although the maximum was 2062 lb. sq. ft.
Span was 34 ft. 2 in., length 24 ft. 5 in., height
9 ft. 8 in., and wing area 188.5 sq. ft. The Breda BREDA 44
39 was slower than its predefessor at 137 Bearing a general similarity to the DeHavilland
m.p.h. maximum, and required 21 minutes to Dragon, the Breda 44 light transport was built
reach 13,120 ft. Ceiling was 19,700 ft. and in 1934. Like the Dragon, the Breda transport
range 560 miles. was a six-passenger twin-engine biplane; the
30 ITAllAN CIVIL AND MILITARY AIRCRAFT BREDA 31

bombs. When no troops were carried, the bomb examples of the Breda 64 featured an anti-
load could be increased to 4400 lb. turnover pylon above the windscreen, incor-
porating a rear-view mirror.
Performance was much improved over that of
the Breda 32, with a maximum speed of 196 Performance was acceptable for the period,
m.p.h.. at 16,400 ft. Cruising speed at 9840 ft. maximum speed being 224 m.p.h. Service
was 161 m.p.h.; landing speed was 68 m.p.h. ceiling of the fighter version was 26,240- ft.
The Breda 46 could climb to 16,400 ft. in 18 Varying with the load, cruising range was
minutes, service ceiling being 25,360 ft. With 560-932 miles. Following the accepted theory
a bomb load of only 2200 lb. and no troops of Gen. Amedeo Meccozzi, the combination of
aboard, the maximum range was 1242 miles; roles was suitable to Italy's needs during the
with double that load it was 683 miles. Except colonial conquests of the 1930's, but proved
as mentioned, the dimensions of the Breda 46 unsuccessful when the later Breda 65 met
were the same as for its transport predecessor. organized opposition in the Second World
Empty weight was 12,100 lb. War. As late as 1939 at least 27 Breda 64's
were still in service with the Regia Aeronau-
The Breda 46 appeared in 1934, embracing tica, although the obsolete type was no longer
the current Italian concept of tactical bomber- in front-line use. In 1938 the Soviet Union
transports for colonial operations, but faster, bought two Breda 64's.
sleeker bombers with retractable landing gear
were beginning to change the accepted theories Dimensions were: span 39 ft. 8 in" length 31
Above and below right, the single-seat Breda 64 light reconnaissance bomber. (MM 250)
of bomber design. Consequently, Breda turned ft. 6 in., height 10 ft. 11 in., and wing area
its efforts to the more advanced Breda 82 252.8 sq. ft. Empty weight was 3300 lb., while
the Breda 32. Wing span and area were
medium bomber and the smaller Breda 88 the maximum loaded figure was 5500 lb.
accordingly increased to 98 ft. 5 in. and 111 9
sq. ft. respectively. attack bomber.

In addition to the accomodations for troops BREDA 64 BREDA 65

and bombs, the military equipment included Forerunner of the well-known Breda 65, the A modernized version of the Breda 64 with an
four gun positions, two dorsal and two ventral. Breda 64 was designed to fulfill the roles appreciable gain in performance, the Breda 65.
The forward upper position mounted one 7.7- of fighter, light bomber, and reconnaissance first flown in 1935, nevertheless proved to be
mm. Breda-SAFAT machine gun, the rear post plane. An all-metal low-wing monoplane with a disappointing machine in actual combat, and
three AHa Romeo Pegasus engines (license- fitting either one 12.7-mm. gun or two 7.7-mm. retractable landing gear, it was built in some the problems experienced in North Africa by
built Bristol nine-cylinder radials) of 650 h.p. guns. Below the fuselage the arrangement was numbers during 1933-34. The original model Italian squadrons equipped with the type were
each, but this gain was necessary to provide the same, except that only one rear gun was mounted a 700 h.p. AHa Romeo Pegasus radial similar to those of the Fairey Battles over
an acceptable military performance at a loaded employed. The internal bomb storage featured engine. Armament of the fighter version com- France in 1940. In both cases the bombers were
weight of 20,460 lb., up nearly 50 per cent from separate doors for 220-lb., 550-lb., and 1100-lb. prised four 7.7-mm. machine guns mounted in too slow and unwieldy to protect themselves.
the wings; the two-seat reconnaissance model Although faster than the larger Battle. (he
A two-seat Breda 64 with 1939-style camouflage and cockpit canopy like that adapted lor the Breda 65.
mounted an additional gun in the rear cockpit. Breda 65 was a difficult machine to fly, and
Bomb loads ranging from twelve 8.8-lb. bombs was generally !neffective throughout the North
I
to four 220-lb. bombs could be carried. A few African campaign.

PROTOTYPE
BREDA 64

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32 ITALlAN CIVIL AND MILITARY AIRCRAFT BREDA 33

;;:;;;;c I:::!:
.-. .-.

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A section oj single-seat Breda 65 lighter bombeJs photographed in 1939.

Whereas the Br~da 64 had an open cockpit.

the pilot of the Breda 65 was provided a sliding
canopy. This was usually left open, however,
most Italian pilots preferring the classic ar-
rangement. In fact, it was not until the latter
stages of the war that this preferrence was
overcome among Regia Aeronautica personnel.
Originally fitted with the 1030 h.p. FIAT A.aO Above, a two-seat Breda 65bis reconnaissance
R.CAI radial engine. the Breda 65 used the bomber. A /lexible machine gun was olten litted.
900 h.p. Isotta-Fraschini K.14 (license-built
Gnome-Rhone 14 Krsd) radial engine on
subsequent operational examples. A fuller
fuselage and modified vertical tail surfaces
were the most noticeable differences from the
Breda 64. Again, the design was adapted for
fighter, bomber and reconnaissance duties,
Above right, lifteen Breda 65 bis purch ased by Iraq in 1938. Thirteen 01 these litted the hydraulicaIly-
operated Breda L turret also shown on the Regia Aeronautica machine below.

TWO-SEAT BREDA 64
34 ITALIAN CIVIL AND MILITARY AIRCRAFT BREDA 35

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BREDA 65
36 ITALIA CIVIL A D MILITARY AIRCRAFT
BREDA 37

BREDA 65BIS

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Two views of the Breda 75 ground attack and reconnaissance monoplane, built experimentally in 1939.
BREDA 65BIS
braced to the bottom of the fuselage, and by
L TURRET
a number of observation windows beneath
the wings.

Maximum and cruising speeds were 233 m.p.h.

and 186 m.p.h., a range of 1056 miles being

o attainable with a payload of 3968 lb. Armament

was two 12.7-mm. machine guns. Dimensions
included a span of 51 ft. 21/8 in., a length of 37
ft. 0 3 /4 in., and a height of 10 ft. 2 in.
m.p.h., and a cruising range of 528 miles. The
Breda 79 S climbed 10 altitudes of 3280 ft.,
6560 ft., and 13,120 ft. in 3 min., 7 min. 30 sec.,
normal armament being two 7.7 and two 12.7- In single-seat form, the Breda 65 had a BREDA 79 and 28 min. respectively.
mm. machine guns mounted in the wings. Bomb maximum speed of 267 m.p.h. and cruised at Designed in 1935, the Breda 79 S was a high-
loads varied from 160 8.8-lb. anti-personnel 230 m.p.h. Range was 342 miles, service ceiling wing four-seal touring plane powered by a BREDA 82
bombs to one 2200-lb. weapon. The two-seat 27,230 ft. Maximum and cruising speeds of the 200 h.p. AHa Romeo 115 six-cylinder inverted The Breda 82 medium bomber of 1937 was
version, designaled Breda 65bis, piaced an two-seal Breda 65bis were 255 m.p.h. and in-line engJne. Empty and loaded weights were powered by two 1000 h.p. FIAT A.80 R.C.41
observer-gunner in a rear cockpit; some 227 m.p.h., range being doubled and ceiling 1694 lb. and 2684 lb. Dimensions were: span radial engines. A low-wing monoplane with
examples of the 65bis had a hydraulically- dropping slightly to 25,290 ft. Empty weight 38 ft., length 24 ft. 7 in., heigh I 6 ft. 5 1 /2 in., and retractable landing gear, the Breda 82 featured
operated Breda L turret containing one 12.7- of both versions was 5291 lb.; loaded weights wing area 193.7 sq. ft. Performance included the then-popular but aerodynamically-ineifi-
mm. gun. In this form, a number were supplied ranged from 6504 lb. 10 7716 lb. a maximum speed of 155 m.p.h., a cruising clent "pigeon-chested" fuselage with forward
to Iraq in 1938. Olher nations which received speed of 137 m.p.h., a landing speed of 46 gun turret above the bombardier's position.
the Breda 65 were Hungary, Paraguay, and Dimensions of all models were: span 39 ft. 8
Portugal. The type also fought with the in., length 31· ft. 6 in., height 10 ft. 6 in., and
A viazione Legronaria in Spain, equipping the wing area 252.9 sq. ft.
65 a Squadriglia d'Assalto of th 35° Gruppo
Autonomo Bombardamento Veloce.

When Italy entered the Second World War,

Ihe Regia Aeronaulica possessed 154 Breda 65
aircraft. They were used by the 5° Stormo
d'Assalto, 7° and 19° Gruppi Caccia, and lOla
BREDA 75
A larger shoulder-wing monoplane bearing a
definite family resemblance to the Breda 65,
the Breda 75 two-seat ground attack and
reconnaissance plane was built experimentally
in 1939. The sole prototype was powered by
BREDA 15
I
and 102 a Squadriglie. In addition 10 their use a 900 h.p. Isolta-Fraschini K.14. In addition to
in orth Africa, the fighter-bombers were
employed in the Balkan compaign, with only
moderate success.
the raised wing position and larger dimensions,
the Breda 75 was distinguished from the
earlier models by a tall fixed landing gear
1 I
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 ITALlAN CIVIL AND MILITARY AIRCRAFT BREDA 39
38

Lince (Lynx) demonstrated its speed in estab-

lishing two F.A.I. records, carrying a 2205-lb.
load 62.1 miles at 344.5 m.p.h. and 621 miles at
326.3 m.p.h. The pilot was Furio Niclot.

This model had a single fin and rudder, but

later a more complicated braced twin fin-and-
rudder arrangement was fitted to improve
The Breda 79 S touring monoplane. (l-ABFT) stability. The prototype had apparently been
designed mainly for record purposes, since
Additional guns were located in dorsal and the necessary redesign to military standards
ventral turrets. The wing had split-flaps along resulted in a diminished performance, in spite
the trailing edge. Dimensions were: span 68 of the slightly higher-rated 1000 h.p. Piaggio
ft. 11 in., length 45 ft. 11 in., and height 14 ft. P.xI R.CAO's fitted. The speed of the production
9 in. Performance included maximum and models was only 304 m.p.h. Assembly lines
landing speeds of 264 m.p.h. and 81 m.p.h. were established at both Breda and I.M.A.M.,
respectively, and an absolute ceiling of 31,160 delivery beginning late in 1938.
Above, the prototype Breda 88 with original tail assembly. Below, the same machine with twin fins.
ft. The Breda 82 never went into production,
as the FIAT A.80 proved to be unreliable and Armament consisted of three nose-mounted
the Regia Aeronautica expressed preference 12.7-mm. Breda-SAFAT machine guns and a
for three-engined bombers. single 7.7-mm. gun in the rear cockpit. A Breda
L turret was tried experimentally on the
BREDA 88 prototype. Payload was three 100-lb. bombs,
Probably the best-known Breda design, cer- three 220-lb. bombs, or two 550-lb. bombs.
tainly the most highly publicized by the Maximum loaded weight was 14,881 lb. Cruis-
Mussolini government, was the Breda 88 twin- ing speed was 273 m.p.h., ceiling 26,240 ft.,
engine two-seat attack bomber designed in and range 1019 miles. Dimensions included a
1936. In spite of its considerable virtues the span of 51 ft. 2 1/8 in., a length of 35 ft. 5 in., a
Breda 88 proved to be a wartime disappoint- height of 10 ft. 23/4 in., and a wing area of 358.5
ment. The original model was an undeniably sq. ft. The Breda 88 climbed to 9840 ft. in 7
clean all-metal shoulder-wing monoplane, its min. 30 sec. Production models which saw
excellent aerodynamics spoiled only by the service with the 7° Gruppo in North Africa
bulk of its 900 h.p. Isotta-Fraschini K.14 radial were extremely disappointing. Not only was
engines. In December, 1937, the prototype performance inadequate, but numerous service
problems arose and only 105 Lince bombers
were completed before production was halted.

However, three examples of a further model,

the Breda 88M, were produced in 1942-43 as
dive bombers. Built at Cascina Costa, V rese,
by the Agusta plant, this version mounted 840
PROTOTYPE

o
h.p. FIAT A.74 R.C.38 radial engines, which
BREDA 88 (A) Jt
Above lelt and below, the Breda 82 medium bomber, which never went into production. Ii!
I ' I'

PROTOTYPE
BREDA 88 (B)

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This striking view of the revised prototype shows the impressive lines of the Breda 88. which nevertheless proved to be a comparative failure.

t:l:l
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42 ITALIAN CIVIL AND MILITARY AIRCRAFT BREDA 43

Above and below lelt, the production version of the Breda 88. Note rear gun position.

BREDA 201
This single-seat dive bomber prototype, an
entirely original design, was first thought to
he a license-built model of the Ju 87 Stuka.
The mistake probably owed its existence to
the fjlct that a number of Ju 87B-l and R-l

proved to be insufficient as maximum speed

dive bombers did serve with the Regia
Aeronaulica, equipping the 96 0 , 97 0 , 101 0,
102°, and 103 0 Gruppi Bombardieri a Tuffo.
The nickname Picchiatello (Little Woodpecker)
o
was only 239 m.p.h. Nose armament was was given to the Ju 87 by Italian crews. The
increased to four 12.7-mm. Breda-SAFAT Breda 201 did bear a general re~emblance to
machine guns, and the span and length grew the German machine, employing a less pro-
to 58 ft. 03 /. in. and 37 ft. 10s/. in. respectively. nounced inverted gull wing, but differed in all
The empty weight was 11.471 lb., some 1220 other respects. All the Regia Aeronautica
lb. higher than the earlier version, and the Ju 87 Stukas were buill in Germany.
total loaded weight was 15,260 lb. Dive brakes,
similar to those of the Ju 87, were mounted First tested at Guidonia in 1941, the Breda 201
beneath the wings. Wing area of the Breda employed a Daimler-Benz DB 601 engine of
88M was 425.2 sq. ft. The three aircraft built 1050 h.p. A single bomb was carried internally,
were assigned to the 103 0 Gruppo Tuffatori mounted on a swinging harness to clear the
until seized by the Luftwaffe at the time of airscrew. The landing gear was retractable.
the Armistice. Two different cockpit positions were studi d.

I
, , t

BREDA 201
(A)

o 'i , i t "
BREDA 201 (B)
44 ITALIAN CIVIL AND MILITARY AIRCRAFT

C.A.N.S.A.
Costruzioni Aeronautiche Novaresi S.A. (FIAT)
C.A. .S.A., located al Cameri, was one of ship was the .5 biplane, built in both single
the several FIAT subsidiaries, having been and two-seat versions, which flew for the first
absorbed in 1939. Originally founded in 1913 as lime in 1940. Intended for primary, advanced,
the Aeronautica Gabardini S.A., the company and aerobatic training, the C.5 mounted a
changed its title to C.A.N.S.A. in 1936. Early 100 h.p. FIAT A.50 radial engine. Of mixed
work included the series of Gabardini biplanes construction, the single-seat biplane had empty
and the Lictor 90 and Lictor 130 lightplanes. and loaded weighls of 1034 lb. and 1419 lb.
The Lictor 90 was a low-wing cabin monoplane II attained a maximum speed of 112 m.p.h. and
featuring side-by-side seating for two. Buill in landed at 48 m.p.h. Ceiling was 16,400 ft. and
1935 for the Littorio Air Rally, it was powered range 373 miles. Dimensions were: span 27 ft.
by an 85/90 h.p. FIAT A.50 radial engine. The 11 in., length 19 ft. 2 in., height 8 flo, and wing
Lictor 130 was the same design with a 130 h.p. area 193.7 sq. ft.
D.H. Gipsy-Major four-cylinder inverted in-
line engine. The C.SB was a slightly heavier two-seat
version weighing 1100 lb. empty and 1584 lb.
With this background, the development of loaded: Maximum speed dropped slightly to
training aircraft for the Regia Aeronautica was Ion m.p.h. Range and ceiling were respectively
a logical step. The types discussed below were 292 miles and 13,120 ft. The C.SB/l, however,
Above, a Breda 201 mock-up with ail-positioned cockpit. Below, the prototype with cockpit moved forward.
all built priJllarily as trainers, except for the fitted a 130 h.p, AHa Romeo 110-1 in-line engine
FC.20 reconnaissance and attack bomber. which boosted maximum speed to 124 m.p.h.,
__- : - - - - basic layout 10 the Cant Z.1018. The BZ.302 range 10 335 miles, and ceiling to 21,320 ft.
was an all-metal twin-engined heavy fighter C.5 The C.SB/l climbed to 6560 ft. in 7 min. 40
design. Both projects were abandoned. The first C.A. .S.A. design under FIAT owner- sec., to 13,120 ft. in under 20 min., and landed

Actually under construction al the time of the The C.S single-seat training biplane. The two-seat C.SB was similar, changes being the addition of a
second cockpit and a longer nose to maintain the center of gravity.
Italian surrender, but not completed, the
BZ.303 night fighter was a very clean mono-
plane. of mixed construction. Two Piaggio
P.XV R.C.60/2V radial engines of 1450 h.p.
one near the leading edge of lhe wing, and each provided the BZ.303 with an estimated top
another behind the trailing edge. While lhe speed of 360 m.p.h. No less than eight 20-mm.
former offered beller vision, the rearward Mauser cannon were mounted in the nose, in
position improved the aerodynamics. Span addition to a 12.7-mm. defensive weapon in a
was 42 ft. 8 in. and lenglh 36 ft. 6 in. loaded -dorsal position. Span was 67 ft. 11 in. and
weight was 8598 lb. length 55 ft. 8 1/2 in. The loaded weight of 24,251
lb. Vld the estimated range of 962 miles are
BREDA Z PPATA PROJECTS the only other details available, although it is
In addition to the major Breda designs already known that the prototype was eventually
discussed, which were mostly of prewar origin, destroyed by the Germans.
a number of promising projecls were begun
in 1941 under Ing. Filippo Zappata, formerly Zappata also projected several other aircraft
of the Cant organization. The Zappata projects, for Breda, including the BZ.304 twin-engined
identified by the prefix BZ, were largely attack bomber, the BZ.30S four-engined military
confined to the drawing boards, bul at least transporl, and the BZ.306 four-engined long-
one was actually buill. range heavy bomber. The BZ.308 airliner, built
after the war, is well known. The last military
Zappata's first design was lhe BZ.301, an design by Ing. Zappata was a light reconnais-
all-metal long-range medium bomber owing its sance seaplane designated BZ.401.
46 ITAllAN CIVIL AND MILITARY AIRCRAFT C.A.N.S.A. 41

J
'-CANS

Above, the C.4 trainer. (I-CANS) Below, the FC.12 with both military and civil markings. (I-TUFF)

CA
In spite of its earlier type number, the CA,
also produced in 1942, was the last of the
three trainer designs. It differed in being a
low-wing monoplane. Built as both a trainer
and a touring plane, the C.4 was powered by
The C.5B/1 was a two-seater with a 130 h.p. Alfa engine in place of the FIAT radial. (MM 50850)
a 90 h.p. C.80 engine built by C.A.N.S.A. With
at 50 m.p.h. Length was 21 ft. 41/~ in. Most sharply back. Span and wing area were greater a span of 39 ft. 9 in. and a wing area of 130.2
engines of the 90-150 h.p. class could be fitled at 28 ft. 5 in. and 233.17 sq. ft. respectively. Of sq. ft., the CA achieved a speed of 134 m.p.h.
if necessary or desirable. mixed metal and wood construction like the and a range of 398 miles. Ceiling was 13,650
C.5, the C.6B weighed 2046 lb. empty and 2761 ft. Empty and loaded weights were 880 lb. and
1408 lb. respectively. five 12.7-mm. machine guns, two in the wings,
C.6B lb. loaded. Maximum speed was 162 m.p.h.,
two in the fuselage firing forward, and one
Making its appearance in 1942, the C.6B was ceiling 21,200 ft., and range 404 miles. The
FC.12 swivel-mounted gun in the rear cockpit.
a more advanced trainer with a 280 h.p. Isotta- C.6B was a two-seater intended for advanced
Fraschini Beta R.C.l0 engine and wings swept training and aerobatics. Originally intended as a fighter and dive
bomber trainer, the FC.12 was later projected Performance included a maximum speed of
The C.6B. nicknamed Falchello (Lillle Falcon) after the CR.42 Falco fighter biplane. (MM 474) as an operational light ground-attack machine. 261 m.p.h., a range of 832 miles, and a ceiling
A tandem two-seat monoplane, the FC.12 was of 25,350 ft. Dimensions included a span of
powered by a 600 h.p. FIAT A.30 R.A. in-line 32 ft. 9 3/ ~ in., a length of 24 ft. 8 in:, a height
engine and featured underwing dive brakes of 7 ft. 7 in., and a wing area of 213 sq. ft.
and landing gear which retracted rearwards Empty and loaded weights were 3960 lb. and
into wing fairings. The armament comprised 5115 lb.

The prototype FC.20 reconnaissance bomber was flown lor the first time in 1941.
48 ITALlAN CIVIL AND MILITARY AIRCRAFT C.A.N.S.A. 49

o o
The FC.20bis ground attack machine with 37-mm. nose cannon and dorsal lurret. (MM 404)

The prototype FC.12 flew for the first time in

1940. Ten examples of the operational ground-
attack model were built; it is unlikely that any
saw actual combat.

FC.20

o The first and only C.A.N.S.A. design planned

from the outset as an operational military
machine was the twin-engine FC.20. Flown for
the first time in 1941 by C.A.N.S.A. test pilot Nose cannon and wing rool gun can be seen here.
Moroni, the prototype was a reconnaissance
bomber powered by 840 h.p. FIAT A.74 R.C.38 range was 715 miles, and ceiling was 22,750 ft.
radial engines. Wing area was 419.6 sq. ft. The great similarity in appearance of the
Performance of the FC.20 included a maximum FC.20bis to the British Gloster F.9/37 escort
speed of 292 m.p.h., a range of 807 miles, and fighter should be noted. Had both machines
a ceiling of 26,000 ft. However, it was decided become operational, recognition problems
to develop the basic design as a ground~attack would certainly have arisen. A further coinci-
machine, for which parallel studies had already dence was the fact that liquid-cooled versions
been made. of both designs were also tested.

II The ground-attack version, the FC.20bis,

appeared shortly after. In addition to a slight
increase in wing area, the FC.20bis featured
The FC.20ter, the third variant, reverted to the
longer glazed nose and further-aft cockpit of
the original leconnaissance model, but fitted
I a shortened fuselage with the cockpit moved
ahead of the wings and a 37-mm. Breda cannon
mounted in the nose. Further armament con-
1000 h.p. FIAT A.80 R.CAI radial engines. The
final model, the FC.20quater, was an FC.20bis
sisted of a 12.7-mm. machine gun in a dorsal fitted with Daimler-Benz DB 601 liquid-cooled
turret and two 12.7-mm. guns in the wing roots. engines of 1250 h.p. each (built by FIAT as
A 54-mm. cannon was considered as a possible the R.A:I000). Tested in 1943, the FC.20quater
alternative to the 37-mm. weapon, but was substituted a Mauser Ikaria 37-mm. cannon
never actually fitted. Two 352-lb. bombs could for the Breda weapon, and two 20-mm. cannon
be carried beneath the wings outboard of the for the 12.7-mm. wing guns. loaded weight
engine' nacelles, and 126 4.4-lb. anti-personnel increased to 15,730 lb., speed to 311 m.p.h., and
bombs could be housed internally. loaded ceiling to 26,000 H., although range dropped
weight was 15,035 lb. Dimensions were: span to 578 miles. Three FC.20bis equipped the 174 a
52 H. 6 in., length 39 ft. 1 tt/2 in., height 12 H. 6 Squadriglia Ricognizione Strategica based at
FC.12
in., and wing area 430.4 sq. H. Maximum and Cerveteri in July, 1943, but were never
cruising speeds were 261 m.p.h. and 211 m.p.h., employed operationally.
50 ITALIAN CIVIL AND MILITARY AIRCRAFT 51
C.A.N.S.A.

Above, the FC.20bis. (MM 404) Below, the same photograph retouched to depict the DB 60l-powered
FC.20quater, which was identical except Jor the engine change.

FC.20

o
 CANT 53

CANT
Cantieri Riuniti dell'Adriatico
The CaIitieri Navali di Monfalcone, Trieste, series of water-based aircraft and the 1000
was a firm of shipbuilders which entered the series of land-based aircraft.
aircraft industry in 1923. Under the name
Cantiere Navale Triestino, the company con- Z.501
centrated on water-based aircraft, building a The Z.501 single-engined reconnaissance-
number of flying boats and seaplanes for bomber flying boat was the first project of the
commercial and military use. Among the more new staff. Buill in 1934, the Z.501 immediately
notable of these were the Cant 6 bomber and gained prestige for Italy with a non-stop
Cant 6ter commercial transport, the Cant 10 seaplane distance record of 2560 miles from
light transport, the Cant 18 trainer, the Cant Monfalcone to Massawa, Eritrea, in October
A view oj the record- breaking 2.501 reconnaissance flying boat, 1935.
22 commercial transport.. and the Cant 25 of the same year. In 1935, after the French had
fighter. A few landplanes were buill, such as exceeded the distance, the Z.501 flew 3080 a 900 h.p. Isotta-Fraschini Asso XI R2C 15 della RSI (Repubblica Sociale Italiana) until
the Cant 23 commercial transport and the Cant miles non-stop from Monfalcone to Berbera, twelve-cylinder liquid-cooled engine mounted the end of fighting in Italy.
36 trainer, but it was not until the firm obtained British Somaliland, regaining the record. On in the wing, the Z.501 was buill almost entirely
the services of Ing. Filippo Zappata that a both flights the pilot was Mario Stoppani, of wood, with fabric-covered wing and tail Performance of the Z.501 included a maximum
really varied program of successful aircraft chief pilot for Cant. This was an auspicious surfaces. The hull contained two gun positions. speed of 171 m.p.h. at 8200 ft. and a cruising
was undertaken. start for the Z.501, which in 1936 began a long in the bow and aft of the wing; a third position speed of 149 m.p.h. at 6560 ft. Climb to 13,120
career of service with the Regia Aeronautica. was located in the engine nacelle above the ft. required 16 minutes. Normal cruising range
In 1931 the company reorganized under the The flying boat was still in limited use at the wing. All three posts fitted single 7.7-mm. with fUll military load was 621 miles, while
name Cantieri Riuniti dell'Adriatico. At that end of the Second World War, in spite of its weapons. Bombs were carried under the wings maximum range was 1490 miles. Span was 73
time Ing. Zappata was well-knowJl as the total obsolescence. in racks attached to the bracing struts. The ft. 10 in., length 46 ft. 11 in., height 14 ft. 6 in.,
designer of a number of French Bleriot aircraft, load was normally two 550-lb. bombs, or four and wing area 667.4 sq. ft. Empty the Z.501
including the famous record-setting BZ.l10 With an extensively-braced wing and floal 352-lb., 220-lb., or 110-lb. bombs. Early models weighed 8470 lb; with the normal load the
Joseph Ie Brix. The Mussolini government structure, the Z.501 presented a somewhat of the Z.501 employed two-bladed wooden weight was 13,090 lb., although the maximum
deplored the use of Italian talent by a rival ungainly appearance that contrasted with its airscrews, later replaced by the three-bladed figure was 15,510 lb.
nation, insisting on the designer's immediate beautifully-streamlined hull. A familiar sight metal type. The nose gun was omitted from
return. Marshall Italo Balbo, Minister of along Italian coasts for ten years, the Z.501 some later models. Otherwise, the Z.501 under- Z.504
Aviation, prevailed upon Zappata to become earned the affectionate nickname Mammaiuto went little change during its career. The Cant Z.504 was a single-engined, two-seal
Chief Engineer of the new Cant organization. (literally, "Mamma, help''') from the reaction biplane flying boat built in 1935 as a naval
All the Cant aircraft under consideration in of Italian children seeing it for the first time. In 1937-38 Rumania purchased a number of fighter. Considerably smaller than the Z.501,
this book were Zappata designs. With the The more ordinary name Gabbiano (Seagull) Z.501's to equip a coastal defense and naval it was quite similar in general appearance
prefix Z, two series were produced: the 500 was also applied to the flying boat. Employing cooperation group. Som~ of the Italian flying despite the biplane configuration and radial
boats saw action in the Spanish Civil War. engine. The pilot sat just forward of the
Two views of the 2.501 reconnaissance flying boat. Note the extensive wing and pontoon bracing, shoulder-mounted lower wing, with an ob-
ring-mounted machine gun in bow, and dorsal turret aft of the wing. When Italy entered the Second World War server's position behind incorporating one
oIi June 10, 1940, the Z.501 equipped seventeen
Squadriglie and four Sezioni, as follows: the The 2.504 two-seat catapult biplane. (MM 2406)
141 a -148 a , 171 a , and 182a -189 a Squadriglie da
Ricognizione Marittima, and 1a, 3a _5 a Sezioni
Costiere; based on the Adriatic and Tyrrhenian
Seas, Sardinia, Sicily, and smaller Italian
islands. Of the 202 aircraft available, approxi.
mately 109 were in first-line operation. In spite
of its long-range capabilities, the Z.501 was
slow and vulnerable. Nevertheless, it served
with the Regia Aeronautica until the Armistice,
and continued with both the Allied Co-Belli-
gerent Air Force and the Fascist Aviazione
54 ITALIAN CIVIL AND MILITARY AIRCRAFT CANT 55

l.505. The tail was Jater changed to the familiar form used on· subsequent Cant aircraft. (I-lAPP)

7.7-mm. machine gun. The Z.504 was to have Alfa Romeo 126 R.C.34 radials. The Z.506A set
been catapult-launched from ships, but was a number of speed, altitude, and distance
not adopted by the Regia Marina. No further records for seaplanes during 1936-38. Among
details are available. these records, mostly secured by Mario
Stoppani, were speeds of 191.539 m.p.h., 198.700
Z.505 m.p.h., and 200.118 m.p.h. over distances of
The forerunner of the well-known Z.506 series, 3105 miles, 1242 miles, and 621 miles, respec-
the Z.505 three-engined twin-float seap ane tively. These records, achieved with the Alfa
was built in 1935 for mail service. It differed Romeo engines, exceeded those set earlier by
from the later series principally in the use of a Z.506 equipped with 700 h.p. FIAT A.59 R.C.
IsoUa-Fraschini Asso XI R.C.15 in-line engines. radial engines. The Z.506A reached an altitude
As with nearly all Cant aircraft, construction of 25,623 ft. carrying a 4400-lb. payload, and
was of wood, although metal floats were used. 22,693 ft. carrying 11,000 lb. A distance record
Except for a slightly inferior performance, the of 3345.225 miles over a closed circuit followed
details and dimensions of the Z.505 closely soon after.
matched those of the Z.506. Loaded weight
was 28,207 lb. The Z.505 had a much greater
dihedral than the Z.506.

Z.506
The most successful of Zappata's water-based
designs, the Z.506 began a twenty-four-year
career in 1935 as a twelve-passenger commer-
cial seaplane. Initially, three 610 h.p. Piaggio
Stella IX R.C. nine-cylinder radial engines
were fiUed, but later versions used 750 h.p.

I'
, t
,
,
I'
Above righi, a l.506A adapted as a rescue plane. Lell and right below, the l.506A was employed
commercially by Ala LiHoria S.A. Note different paint schemes. (I-DUNA; I-GORO)

Z.501
56 ITALIAN CIVIL AND MILITARY AIRCRAFT CANT 57

Above left, the prototype Z.506B. Right, a Z.506B

with "anti-camouflage" diagonal wing stripes.

The Z.506A entered service with the Ala were delivered to the Regia Aeronautica and
Littorta airline in 1936, powered by Piaggio Regia Marina in 1938. Given the name Airone
engines. Sixteen aircraft were ordered during (Heron), the reconnaissance-bomber could
1936-38. The Piaggio units were later replaced carry a 1764-lb. torpedo in the bomb bay, or a
by Alta Romeo 126 R.C.I0 engines. The sea- variety of bomb loads: one 1764-lb. bomb, two
plane carried up to eighteen passengers at a 1100-lb. bombs, two 551-lb. and three 110-lb. o
cruising speed of 162 m.p.h. Maximum speed bombs, four 353-lb. and three 110-lb. bombs,
was 244 m.p.h., range 746 miles. Empty and nine 110-lb. or 220-lb. bombs, or sixteen 33-lb.
loaded weights were 15,873 lb. and 23,147 lb. or 44-lb. bombs. Armament comprised one
Dimensions were: span 86 ft. 11 in., length 62 7.7-mm. Breda-SAFAT machine gun in the
ft. 1 in., height 22 ft. 21 /2 in., and wing area rear of the gondola, and one 12.7-mm. machine
936 sq. ft. gun in the Breda M.l upper turret. The pilot's
cockpit, with tandem seating, was larger and
In 1937 the Z.506B continued the record- higher than on the Z.506A.
breaking activities of the design. The Z.506B
was a military version featuring a ventral A few Airones were used experimentally in
gondola, containing bombardier, bomb load, the Spanish conflict, and thirty were ordered
and rear-mounted defensive machine gun; and by Poland in 1938. Only one reached Poland
a semi-retractable dorsal turret. However, the before the German invasion; it was destroyed
mllitary equipment was omitted from the in the water by German fighters. The Regia
n cord-breaking machine, which reached an Marina took over the remaining aircraft from
altitude of 33,818 ft. with a 2200-lb. road. The the Polish contract. Italy possessed 95 Z.506B
same Z.506B flew 4362 miles non-stop from bombers in June 1940; of these, 61 were
0
Cadiz to Caravelas. The record machine operational, equipping the 31 and 35° Stormi
used 750 h.p. Alta Romeo 127 R.C.55 engines da Bombardimento Marittimo at Elmas and
and had a maximum speed of 242 m.p.h. Brindisi, and the 147 a , 170 a , and 199 a Squad-
riglie da. Ricognizione Marittima at ~ero,
Thirty-two examples of the Z.506B Serie I Augusta, aDd Santa Giusta. During the war,

The Z.506B was a military model with dorsal turret, raised cockpit. and gondola for torpedo or bombs.

.it
, •• ';' t '," 'i'

Z.506B
58 ITALlAN CIVIL AND MILITARY AIRCRAFT 59
CANT

Z.505

Z.506A

I ' ", " ',' " "

A Piaggio-built Z.506B being lowered into the water by the huge crane at Finale Ligure.

Airones were used for bombing and torpedo with bomb load increased from 2200 lb. to 2645
dropping, naval reconnaissance, rescue, and lb., waist gun positions incorporating two
occasionally as troop and cargo transports for 7.7-mm. Breda-SAFAT machine guns, and a
landing operations. Between 1940-42 Airones Caproni Lanciani Delta E turret with a 12.7-mm.
rescued 231 persons. After the war the rescue Scotti gun in place of the Breda turret. Piaggio Z.506
version (Z.506 S) continued Mediterranean & C. also built the Z.506. Although the Aichi LANDPLANE
operations with the 83°, 84°, and 85° Gruppi company secured the Japanese manufacturing
di Soccorso Aereo until 1959. In 1948 S.I.A.I. license, it is unlikely that any were actually
Savoia Marchetti had received a contract to built in Japan.
convert 20 Z.506B's to Z.506 S specification.
Specifications of the Z.506B were: span 8~ ft.
In addition to the Monfalcone works, the plant 11 in., length 63 ft. 11/2 in., height 24 ft. 31/3 in.,
at Finale Ligure built the Z.506B in a number wing area 936 sq. ft., empty weight 18,298 lb.,
of different versions, including the Serie XII, loaded weight 27,116 lb., maximum speed 227
The Z.5065 'was a rescue version converted directly from the Z.506B, and still in use as late as 1959.

Z.509 o tJ 0 0 0
 CANT 61
60 ITALlAN CIVll AND MILlTARY AIRCRAFT

Above left and right, two views of the land-based

2.506 record plane with fixed spa lied landing gear.

m.p.h., cruising speed 202 m.p.h., alighting carrying 11,000 lb. over respective 1242-mile
speed 80 m.p.h., range 1242-1705 miles, ceiling and 621-mile courses. The Z.508 was unsuitable
26, 240 ft., and climb to 13,120 ft. in 14 minutes. for lhe intended bombing role and was never
The heavier Z.506B Serie XII had a maximum employed militarily.
speed of 217 m.p.h., a cruising speed of 186
m.p.h., and required 20 minutes to climb to Specifications included a span of 98 ft. 5 in.,
13,120 ft. With a 2095-lb. bomb load, range was a length of 70 ft. 5 in., and a height of 18 ft.
1242 miles and endurance 6 hrs. 26 min. 7 in. Maximum speed was 196 m.p.h. and D
alighting speed 75 m.p.h.
A lillIe-known development of the Z.506 was
a landplane variant readied for. an endurance Z.509
flight from Elmas, Sardinia. Mario Stoppani To some extent a derivative of the Z.506A, the
was to be the pilot but the attempl was post- Z.509 was a larger, heavier seaplane built in
poned and later cancelled because of bad 1937 for transatlantic postal service to South
weather. The Z.506 landplane was generally America. The engines were lhree 1000 h.p.
cleaned-up and lightened, fealuring fixed FIAT A.80 R.C.41 radials. Span and wing area
spatted landing gear in place of the twin floats. were increased to 92 ft. 11 in. and 1075.8 sq.
ft. respectively to sustain the greater empty
Z.508 and loaded weights of 22,000 lb. and 35,200 lb.
Built in 1936 as a heavy bomber, the Z.508 Length was 62 ft. 10 in., height 24 ft. 8 in.,
flying boat was a three-engined, much enlarged Maximum speed was 264 m.p.h. at 14,760 ft.,
developmenl of the Z.501. Fitted with 840 h.p. cruising speed 217 m.p.Ii., and normal range
Isotta-Fraschini Asso XI R.C.40 engines, the 2329-2484 miles. The Z.509 climbed to 14,760
Z.508, like nearly all Zappata-designed aircraft, ft. in 14 minutes and had a service ceiling of
set a number of international records. In 1937 26,240 it.
Mario Stoppani flew the Z.508 to an altitude
of 6560 ft. with a load of 22,000 lb., and In 1938 the Z.509 recaptured for Italy several
at speeds of 154.26 m.p.h. and 156.42 m.p.h. speed records which had been broken by

The sale 2.508 was buill in 1938 as a heavy bomber, but used only for record breaking. (1- VECC)

.it
I ! ' \'! ',' 'i'

Z.508
 •
62 ITAllAN CIVIL AND MILITARY AIRCRAFT CANT 63

Except for larger dimensions, the l.509 djfJered little externally from the Z.506A.

German aircraft. Furtber plans for the Z.509 Another example was built concurrently. An
were cut sbort by the war. excellent and rugged design, tbe Z.511 could
moor on waves nearly seven feet bigb with
Z.511 little adverse effect, and bad a maximum range
In 1939 Zappata designed the four-engined of 2796 miles.
Z.511 transatlantic passenger airliner. Origi-
nally intended for Alitalia's South Atlantic An ambitious plan for raiding the New York
route, tbe Z.511 featured a two-level' fuselage barbor was under study in 1943 by tbe Regia
witb crew and passenger compartments aboveAarina, using "Porcellini" man-guided torpe-
and mail and freigbt bolds below. Sleeping (loes, already successfully employed against
accommodations for sixteen persons were to be the British battleship Valiant at Alexandria.
provided. However, the 'wototype was no The two Z.511 seaplanes were to fly the
completed until after tbe o-ullirealLQ.Llbe~r. Atlantic, taxying in under the radar screen to
flying for the first time in September, 1943. a point from wbich tbe manned torpedoes

The l.511 transatlantic seaplane in company with the l.515 light reconnaissance bomber seaplane.

Z.511
64 ITALIAN CIVll. AND MILITARY AIRCRAFT CANT 65

Taken over by the Regia Aeronautica and given the standard camouflage, the l.511 became the l.511A.

could be launched. No provisions were made sance-bomber prototype was built earlier. in
for retrieving the naval personnel after their 1938. Mounting 750 h.p. Isotta-Fraschini Delta
attack. Before this project could be realized, R.C. 40 in-line engines, the Z.515 was equipped
the two Z.511's were damaged beyond repair with three hand-held 7.7-mm. machine guns
at Lake Trasimeno by strafing Allied air.craft. and one 12.7-mm. gun in a dorsal turret. and
The military Z.511A was powered by four could carry 1320 lb. of bombs. Loaded weight
1500 h.p. Piaggio P.XII R.C.35 radial engines was 18,700 lb. Span was 73 ft. 97/8 in.• length
giving a maximum speed of 264 m.p.h., a 52 ft. 71 /% in.• height 19 ft. 23/4 in.• and wing
cruising speed of 205 m.p.h.• and an alighting area 679.2 sq. ft. Maximum speed was 238
speed of 84 m.p.h. It could climb to 13.120 ft. m.p.h.• cruising speed 190 m.p.h., and range
in 16 minutes. Empty and loaded weights were 1180 miles. The Z.515 was not developed,
45.012 lb. and 73,830 lb. respectively. Span was although certain components, including the
131 ft. 21 /% in.• length 93 ft. 6 in.• height 36 ft. wing structure. were incorporated in the
I in.• and wing area 2098 sq. ft. Z.1018 medium bomber.

Z.515 Z.1007
Although it bore a higher type number than Along with the Savoia-Marchetti SM.79. the
the Z.511, the'-"lwin-engined Z.515 reconnais-- Cant. Z.1007 formed the backbone of the Regia
Aeronautica's wartime medium bomber force.
In 1935 Ing. Zappata had begun studies for I--
two land-based bombers to be designated
Z.1007 and Z.l 011. The former employed the
militarily-awkward three-engine layout even-
tually accepted by the Regia Aeronautica
because of the relatively low-powered engines •
available from the Italian industry, while the

Above lell and below, the Cant l.515, first flown in 1939. Engines were Isolla-Fraschini Deltas.

'tt ': I I , "

Z.515
66 ITALlAN CIVIL AND MILITARY AIRCRAFT CANT 61

0
.it
PROTOTYPE
Z.1001 (A)
o I . .i !
i
. . ii

The Z.1007 prototype fitted with annular cowlings, which replaced the original, conventional type.
PROTOTYPE
latter was a twin-engined design with the machines used the three-bladed metal type. Z.1007 (B)
more functional bombing nose. Both bombers In addition, the conventional engine cowlings
used 840 h.p. Isotta-Fraschini Asso XI R.C.15 of the first prototype were replaced by annular
engines, but the total power of the Z.1011
was insufficient and the Regia Aeronautica
approved the classic Italian layout of the
Z.1007.
rings giving a deceptive radial-engined ap-
pearance, belied only by the horizontal rows
of exhausts. Armament was four 7.7-mm.
macpine guns. Dimensions were: span 78 ft. 7
o
in., length 51 ft. 10 in., and height 17 ft. P/4 in.
The all-wood Z.1007 was an excellent design The loaded weight was 27,000 lb. plants. The overall dimensions and weights Z.1007bis bombers were available, of which
in spite of the operational handicap of the were increased and 12.7-mm. machine guns 38 were operational. At that time the Z.1007
engine layout, and the first prototype, which A great improvement in performance resulted replaced two of the four 7.7-mm. guns. The equipped the 16° and 47° Stormi da Bombardi-
flew in 1937, displayed an acceptable perform- from tests with 1000 h.p. Piaggio PXI bis R.C.40 weight increase also necessitated a strength- mento Terrestre at Vicenza and Ghedi, later
ance, including a maximum speed of 267 radial engines. With these units the bomber ened landing gear. The Z.1007bis was a very serving with the 8°, 9°, 27°, 30°, and 35°
m.p.h. and a range of 1740 miles. The original was designated Z.1007bis Alcione (King- efficient bomber, with a maximum speed of Stormi B.T., the 41°, 50°, 51°, 87°, 90°, 95°,
prototype had two-bladed wooden airscrews, fisher) and ordered into quantity production 280 m.p.h. at 15,000 ft. and a possible bomb and 107° Gruppi B.T., and the 176a and 264a
but all further prototypes and production at Monfa1cone and the Piaggio and I.M.A.M. load of 4410 lb., although defensive armament Squadriglie B.T., in Metropolitan Italy, Sicily,
was too light. Sardinia, and Greece. It also. was used briefly
on the Russian front. Both single and twin fin
When Italy entered the war 87 Z.1007 and Alciones served together in the same units,
A Z.1007bis with roundels and tail stripes of the Co-Belligerent Air Force. (MM 23408)

Above left, a Z.1007bis with twin fins. (MM 22365) Above right, single and twin-fin Z.1007bis bombers
in formation together. Below, a single-fin Z.1007bis with the Mussolini Squadriglia insignia.
68 ITAllAN clvn AND MILITARY AIRCRAFT
CANT 69

2.1007BIS
(A)

o 1'«"" 'i'
.it
";'

there being no distinction in designation or a maximum speed of 311 m.p.h. and a range
use. Individual crew preference and employ- of 1398 miles. Loaded weight was 29,073 lb. In
ment of rear-firing almament were the main other respects it was identical to the Z.1007bis.
factors involved.
Z.1010
In addition to the bombing role, the Z.1007 was Like the Ambrosini S.A.I. 2, the Cant Z.1010
employed for reconnaissance and anti-shipping was a five-passenger cabin monoplane built

o attack, mounting two 1000-lb. torpedoes in the

latter capacity. The four machine guns were
located in ventral and lateral positions and in
for the 1935 littorio Air Rally. In contrast to
the S.A.I. 2, the Cant design featured a high
wing of elliptical planform and high aspect
a dorsal turret. Dimensions of the Z.1007bis ratio. The power unit was a 130 h.p. DeHavil-
were: span 81 ft. 41/3 in., length 61 ft. 01 /4 in., land Gipsy-Major. Performance included a
height 17 ft. 11 /4 in., and wing area 936 sq. ft. maximum speed of 128 m.p.h., a cruising speed
Although the normal bomb load was 2600 of 109 m.p.h., and a minimum speed of 40
lb., varying combinations were 56 26.4-lb. m.p.h. using flaps. Service ceiling was 19,680
bombs, 32 33-lb. bombs, 20 44-lb. bombs, ft. Dimensions were: span 41 ft. 4 in., length
18 110-lb. or 220-lb. bombs, four 550-lb. bombs, 26 ft. 5 1/2 in., height 8 ft. 6 in., and wing area
or two lI00-lb. bombs. Weights were 19,000 172 sq. ft. Empty and loaded weights were
lb. empty, 28,211 lb. loaded. Range was 1242 1320 lb. and 2200 lb.
miles, cruising speed 235 m.p.h., landing speed
84 m.p.h., and ceiling 26,500 ft. Z.1011
Designed concurrently with the Z.1007, the
The Free French Air Force operated one twin-engine Z.1011 was initially highly favored
Z.1007bis for transport duties after it was by the Regia Aeronautica for medium bomber
captured in North Africa and refitted with use. Five prototypes were built in 1935-36.
three 1200 h.p. Pratt & Whitney Twin Wasp Although the twin-engined layout offered a
GR-1830 engines. The Z.1007ter was a version more satisfactory nose design for bombing
with 1100 h.p. Piaggio P,XIX radial engines operations than the classic three-engine ar-
and a reduced bomb load of 2200 lb. It achieved rangement, the 1680 h.p. offered by the two

The Canl Z.101O was a live-passenger louring machine buill in 1935 lor Ihe Lil/ario Air Rally. (I-ABLB)
I ' "" ",' "I'

2.1007BIS (B)
70 ITALlAN CIVIL AND MILITARY AIRCRAFT CANT 71

o 0

o A view 0/ the Asso-powered 2.1011, showing dorsal and ventral gun turrets.

Isotta-Fraschini Asso XI R.C.15 engines fell Span was 92 ft., length 55 ft. 9 in., height 17 ft.
far short of the power required for satisfactory 25/8 in., and wing area 860.8 sq. ft.
performance, in spite of the relatively light
empty weight of 12,540 lb. The five prototypes Z.1012
were eventually used as personnel transports First displayed at the Belgrade Exposition in
for high-ranking officials. At least one Z.1011 June 1938, and SUbsequently used by Col.
was filted with 800 h.p. Isotta-Fraschini K.14 Vincenzio Coppola, Italian Air Attache in
radial engines. Washington, the Z.1012 was a light 4/6
passenger transport powered by three Alia

o Like most other Canl aircraft, the Z.1011

was of wood structure with plywood skin.
Compared to other members of the Zappata
Romeo 110-1 four-cylinder engines of 120
h.p. each. Alternatively, Alia Romeo 115
six-cylinder 170 h.p. engines were fitted.
family, however, it was notably angular With the four-cylinder engines; performance
and ungraceful. Armament consisted of five included a maximum speed of 174 m.p.h., a
machine guns, two each in dorsal and ventral cruising speed of 149 m.p.h., and a landing
turrels aU of the wings, and one hand-held gun speed of 68 m.p.h. Range was 807 miles and
in the nose. Performance included a maximum ceiling 16,400 ft.
speed of 230 m.p.h. at 14,760 ft., a cruising
speed of 193 m.p.h., a· landing speed of 78 Performance with the six-cylinder 176 h.p.
m.p.h., a range of 1242 miles, and a ceiling of engines was much improved, with correspond-
26,240 ft. The Z.1011 could climb to 9840 ft. in ing speeds of 199 m.p.h., 162 m.p.h., and 74
11 min. 42 sec., and to 16,400 ft. in 19 minutes. m.p.h. Range and ceiling were 621 miles and

I This rear view 0/ the Isotta-Fraschini K.14-powered 2.1011 emphasizes its angular lines.
I

f It
.it
", I

Z.1011
Z.1011 K.14
72 ITALIAN CIVIL AND MILITARY AIRCRAFT 13
CANT

o
A Z.1012 fitted with four-cylinder 120 h.p. AHa Romeo 110-1 in-line engines.

Z.1015 best bomber actually built in Italy during the

A modification of the Z.1007 incorporating war. Although the fiJ;st six examples were
1500 h.p. Piaggio P.XII R.C.35 radial engines, built of wood, the production Z.1018 contrasted
/-- the Z.1015 made its appearance in 1939 as a with all its Cant forebears by employing all-
long-distance mail plane, although definitely metal construction. A number oj different
intended as an improved bomber prototype. prototypes were built, incorporating 1500 h.p.
The civil version set a record of 347.97 m.p.h. Piaggio P.XII R.C.35, 1400 h.p. Piaggio P.XV
at an altitude of 14,760 ft., liut the military R.C.45, and 1400 h.p. Alia Romeo 135 R.C.32
development saw no operational use during radial engines, as well as one fiUed with 1475
the war. Details were as for the Z.1007bis, h.p. FIAT R.A.I050 R.C.58 Tifone (Typhoon)
except for the length of 59 ft. 6 in., the loaded liquid-cooled engines, which were license-built
weight of 29,988 lb., and the maximum range DB 605A-l units. The first prototype, employ-
of 1864 miles. There is no record of the ing four-bladed airscrews and twin fins and
armament fitted. rudders, flew in 1940. SUbsequent changes, in
addition to the variety of engines tested,
Z.1018 included three-bladed airscrews, a cockpit
The last design by Ing. Zappata before he left moved from behind the wing leading edge to a
I
i
! ,
! , , Cant for the Breda organization was the Z.1018 position ahead of the engines, and a single
twin-engined medium bomber, probably the fin-and-rudder assembly.

The prototype Z.1018 bore little resemblance to the later production machines.

Z.1012

Below, the Z.1012 used by Col. Coppola, Italian 19,680 fl. Climb to 6560 ft. required only 10
Air AttacM in Washington, (MM 367) minutes, compared to 14 minutes for the
Z.1012 with the four-cylinder 120 h.p. engines.
Dimensions of both models were: span 49 ft.
21 /: in., Jiength 32 ft. 91 /2 in., height 11 ft. 107 /s
in., and wing area 269 sq. ft. Empty and loaded
weights with the 120 h.p. engines were 4290
lb. and 6050 lb. respectively, increasing to
5060 lb. and '6820 lb. with the more powerful
power plants.
14 ITAllAN CIVIL AND MILITARY AIRCRAFT CANT 15

The 2.1018 was the best bomber designed in Italy during the war, but it came too late to be of use.

So exceptional was the performance of the miles, and service ceiling 23,785 ft. The Z.1018
Z.1018 that 300 production machines were climbed to 6560 ft. in 3 min. 10 sec. Span was
ordered in 1941, to be powered by 1320 h.p. 73 ft. 93 /4 in., length 57 ft. 9 in., height 19 ft.
Piaggio P.XII R.C.35 or 1350 h.p. Alfa Romeo 1 P/2 in., and wing area 679.2 sq. ft.
135 R.C.32 Tornado engines, both eighteen-
cylinder radials. Given the name Leone (Lion), Projected but never built were two additional
the Z.1018 carried a maximum bomb load of variants, a heavy day fighter with seven
six 550-lb. bombs and defended itself with one 20-mm. 'MG 151 cannon in the nose and three
12.7-mm. machine gun in a dorsal Caproni 12.7-mm. defensive machine guhs, and a night
o Landani Delta F turret, one 12.7-mm. gun in fighter with German Lichtenstein SN 2 radar
a ventral position, and two 7.7-mm. guns firing mounted in the nose. Estimated maximum

o from hatches in the sides of the fuselage. An

offensive forward-firing 12.7-mm. weapon was
mounted in the starboard wing near the root.
speed of both models was 385 m.p.h. The 1250
h.p. FIAT A.83 R.C.24 eighteen-cylinder radial
engine was also considered for installation on
the Z.1018.
By early 1943 a few Z.1018 bombers reached
0
the Regia Aeronautica, equipping the 101
0
Gruppo of the 47 Stormo Bombardimento The Cant Z.1018 was the first Italian bomber
with performance and armament comparable
Terrestre, which was already operating Z.1007
to the best German and Al ied types, and it
bis Alciones. However, the Leone saw liltle
action, the Italian surrender coming only a was unfortunate for the Regia Aeronautica
that the production models began to appear
short time later.
too late in the conflict to have any noticeable
Maximum speed was 323 m.p.h., range 700-1367 effect on the outcome.

The production 2.1018 featured lengthened nose, single lin, Piaggio P.Xll or Alfa Romeo 135 engines.

I' , ',' I" I I'

Z.1018
 CAPRONI 77

CAPRONI
Societa Italiana Caproni
The huge Caproni organization, founded in Taliedo, Milan. The other members of the
1908 by Count Gianni Caproni, was very well- family were Cantieri Aeronautici Bergamaschi Left, the Ca 73bis commercial airliner. (l-BAUP) Right, the Ca 80 S ambulance version.
known during the First World War for its (later Caproni Aeronaulica Bergamasca) at
large biplane and triplane bombers and Ponte San Pietro, Bergamo; Caproni Vizzola of two, plus fuel, oil, mail and baggage, the including a retractable ventral turret. All these
rivalled only by FIAT in the number and S.A. at Vizzola Ticino, Varese; C.N.A. (Com- Ca 73 weighed 11,880 lb. Maximum speed was types were reclassified under the common
diversity of its products. The various Caproni pagnia Nazionale Aeronautica) at Littorio, 112 m.p.h., landing speed 44 m.p.h., and enduro designation Ca 74 to avoid confusion. The Ca
subsidiaries built more than one hundred Rome; Aeronautica Predappio S.A. at Predap- ance 3 hours. Dimensions were: span 82 fl., 73 and its derivations were standard equipment
distinct types of aircraft, many of them pio; Officine Meccaniche Reggiane S.A. at length 49 ft. 6 in., height 18 ft. 4'1/ 4 in., and wing of Regia Aeronautica bomber units, seeing
outstanding, during the period between the Reggio Emilia; and Societa Anonima Industrie area 1539.2 sq. fl. The shorter upper wing, wide use until 1934.
two World Wars, securing a position at the Meccaniche Aeronautiche. Navali (SAlMAN) without dihedral, spanned 59 ft. Ailerons were
forefront of Italian aviation. Nevertheless, at Lido di Roma. Except for Aeronautica fitted to ~he lower wing only. The biplane tail CA 90
only a few modern Caproni designs were in Predappio, which built only a few training spanned 20 ft. 6 in. The largest aeroplane in the world at the time
service with the Regia Aeronautica when aircraft, each of the associated firms is covered of its appearance (1929), the Ca 90 was a six·
Italy entered the Second World War, and in a separate section of this book. Of all The Ca 73bis was a nearly identical commercial engined biplane designed as a heavy bomber.
these aircraft were not noted for their perform- the Caproni interests, only Bergamaschi and transport with two 400 h.p. Lorraine-Dietrich The huge machine was constructed of welded
ance or efficiency. This curious decline, sim- Reggiane produced modern aircraft in any engines. The Ca 73ter (also designated the steel tubing, fabric-covered throughout except
ilar to that of the American Curtiss firm during real quantity. Ca 82) was a bomber variant employing Asso for the forward fuselage, which was clad in
the war, cannot be attributed to anyone major engines. Dimensions of the Ca 73ter matched corrugated sheet duralumin. The engines were
cause. Rather it was the result of numerous CA 73 those of the transport, but the empty and 1000 h.p. Isotta-Fraschini Asso eighteen-
factors, including uninspired design, poor Still in service with the Regia Aeronautica loaded weights increased to 5071 lb. and 12,566 cylinder W-type water-cooled units mounted in
production standards, and overly diversified bomber squadrons as late as 1933, the Ca 73 lb. Two machine gun positions were located tandem pairs above the fuselage and on each
was designed by Ing. Rodolfo Verduzio in 1924. in the nose and amidships; the bomb load was lower wing. The three tractor engines drove
industrial interests.
An unequal-span biplane, the Ca 73 was built 2200 lb. In addition, a greater fuel load was two-bladed airscrews, while the pusher units
Like Breda, Caproni produced all types of in both commercial and military forms. The carried, permitting an endurance of 6 hours. drove four-bladed airscrews. The lower wing,
aircraft equipment and components, of which original Ca 73 was a civil transport powered Maximum and landing speeds were 122 m.p.h. featuring a marked dihedral, was some 38 ft.
the most famous were probably the Isotta- by two 500 h.p. Isotta-Fraschini Asso twelve- and 50 m.p.h. 4 in. longer than the straight upper wing. The
Fraschini engines. The main airframe works, cylinder water-cooled vee engines, mounted four main wheels of the landing gear were six
originally known as the Societa per 10 Sviluppo in tandem between the wings. Empty weight Further developments were the Ca 80 (two 400 feet in diameter. All the components of. the
dell'Aviazione in Italia, were located at was 7480 lb. Carrying ten passengers, a crew h.p. Jupiter radials) and the Ca 88 and Ca 89 Ca 90 were rigorously tested at the Instituto
(or Ca 73 quater) with fuselage modifications di Costruzioni Aeronautiche del Politecnico
The Ca 73ter (or Ca 82) was an elderly bomber stj/} in service with the Regia Aeronautica in 1933.
The Ca 90 was· the largesl aeroplane in the world in 1929; longer lower wing was Caproni trademark.
78 ITALIAN CIVIL AND MILITARY AIRCRAFT
CAPRONI 79

72 It. 3 in., height 18 It. 9'/x in., and wing area

251.8 sq. It.

CA 97
Probably the earliest Caproni type which was
in general use during the mid-1930's was the
Ca 97 six-passenger high-wing monoplane.
Adaptable to a multitude 01 civil and military The trimotor veraion of the Ca 97, with 130 h.p.
Lorraine-Dietrich live-cylinder radial engines.
uses, the Ca 97 was unusual in that it could
be filted with one, two, or three engines with landing speed was 50-68 m.p.h., range 497-621
a total output in the region 01 400 h.p., although miles, and service ceiling between 10,496 ft.
the single-engined version was the most com- and 24,272 ft. Because 01 the multiplicity of
mon. A 1927 design, the Ca 97 originally engine and duty combinations, it is impossible
The extremely long wings 01 the Ca 95 heavy bomber are apparent in this view. employed three 130 h.p. lorraine-Dietrich five- to specify exact figures lor each type within
cylinder radial engines. later models were the space available.
di Milano (Milan Polytechnic Institute). The The German Dornier Do X twelve-engined equipped as light transports, ambulances,
Ca 90 was also known as the Ca 6000 (6 x 1000 flying boat, also built in 1929, was 4 ft. 7 in. military trainers, day bombers, and reconnais- The Ca 97 Idro fitted a 500 h.p. Jupiter radial
h.p.). greater in span and had a maximum loaded sance aircraft, the last-named type being filted engine and twin duralumin floats. Empty and
weight 01 123,200 lb., but the Ca 90 remained with a dorsal turret aft 01 the wing. The Ca 97 loaded weights 01 the seaplane were 4070 lb.
With approximate empty and loaded weights the largest landplane until the completion 01 equipped several reconnaissance squadrons of and 6270 lb. respectively. Maximum speed was
01 33,070 lb. and 66,140 lb., the Ca 90 had no the Russian Tupolev ANT-20 "Maxim Gorky" the Regia Aeronautica in 1930-33. 137 m.p.h. and service ceiling 16,400 It.
difficulty in establishing load, altitude, and in 1934.
endurance records, carrying a 22,000 lb. load Dimensions common to most models 01 the CA 100
to 10,684 It. and remaining aloft with that load CA 95 Ca 97 were: span 52 It. 43/ in., length 35 It. 1213 Built under license from DeHavilland, the
for 3 hrs. 31 min. Armament was seven machine The Ca 95 was a three-engined lour-man in., height 11 It., and wing area 430.5 sq. It. all-wood, labric-covered Ca 100 was based
guns. The bomb load 01 17,640 lb. could be bomber with shoulder wing and fixed spatted Empty weight varied Irom 2200 lb. to 3300 lb. generally on the D.H. Moth, although differing
made up 01 220-lb., 550-lb., 1l00-lb., and landing gear. Powered by the 1000 h.p. Isotta- depending on the role, while the loaded figure in detail design. Dating from 1929, the tandem
1760-lb. bombs in various quantities. Perform- Fraschini Asso engines, the monoplane leatured was between 4400 lb. and 5500 lb. The slowest two-seat light biplane was still in Irequent use
ance included maximum and landing speeds of dorsal and ventral turrets and weighed 7480 lb. model was the three-engined transport at 93 during the Second World War, having been
127 m.p.h. and 56 m.p.h., a ceiling 01 14,764 It., empty and 12,540 lb. loaded. Perlormance m.p.h.; in reconnaissance lorm with a 500 h.p. prod'uced in large numbers for civil flying
and an endurance 01 7 hours. Dimensions were: included maximum, cruising, and landing Jupiter engine the Ca 97 achieved 140 m.p.h. clubs throughout Italy. The original model
span 114 It. 6 in. (upper wing), 152 H. 10 in. speeds 01 155 m.p.h., 130 m.p.h., and 56
(lower wing), length 88 It. 4 213 in., height 35 The Ca 100 was based on the D.H. Moth, but differed considerably in detail. (l-ABMT)
m.p.h. respectively, and a range 01 1863 miles.
ft. 5 in., and wing area 5346.4 sq. It. Dimensions were: span 135 ft. 1 Jl/2 in., length

Powered by a single 500 h.p. Jupiter radial, this reconnaissance version of the Ca 97 featured a dorsal
machine gun position aft of the wing.
80 ITALlAN CIVIL AND MILITARY AIRCRAFT CAPRONI 81

A Ca 100 idro with sleep Italian hillside as a backdrop.

was powered by a D.H. Gipsy four-cylinder It could carry four small bombs and had a
in-line engine of 85 h.p., although various maximum speed of 124 m.p.h.
other units, such as the 90 h.p. Blackburn
Cirrus Minor, were fitted. Several Ca 100's When an Italian Air Mission was established
are still flying today, including a twin-float in Peru in 1935, a ten-year agreement was
Ca 100 Idro amphibian. In 1931, a Ca 100 Idro signed between Caproni and the Peruvian
established an altitude record of 17,462.7 ft. government for the supply of aircraft and the
for seaplanes of Category I, flown by Pilots construction of a factory, completed in 1937.
Antonini and Trevisan. Empty and loaded Initially a number of Ca 100 trainers were
weights of the Idro model were 1144 lb. and supplied from Italy; a further twelve machines
1639 lb. The Ca 100 was also known as the were built at the Peruvian factory, but produc-
Caproncino (Little Caproni). tion costs were abnormally high. At least one
Ca 100 was supplied to Portugal in 1933.
The Ca 100 landplane achieved maximum and
cruising speeds of 102 m.p.h. and 87 m.p.h., CA 101
The Ca 101 was essentially an enlarged Ca
.it landing at 40 m.p.h. A range of 435 miles
97 which appeared in 1927 as a commercial
and a ceiling of 13,120 ft. could be reached.
Climbing to 3280 ft. required 7 min. 40 sec.; transport, powered by three AHa Romeo-
to 8200 ft., 23 min. 18 sec. Empty and loaded built 200 h.p. Armstrong-Siddeley Lynx radial
weights were respectively 882 lb. and 1498 lb. engines. Specifications of this model included
Dimensions included spans of 27 ft. 5 in. (upper a span of 65 ft., a length of 44 ft. 8 in., a height
wing) and 32 ft. 10 in. (lower wing), a length of 12 ft. 6 in., and a wing area of 592 sq. ft. The
of 23 ft. 11 in., and a height of 9 ft. Total wing empty and loaded weights were 4730 lb. and
area was 262.5 sq. fl. 7920 lb. Maximum speed was 121 m.p.h. and
ceiling 13,120 ft.
CA 100 A special bombing trainer was built in early
1934, fitted with a 130 h.p. radial engine. Relatively large numbers of the Ca 101 saw
82 ITAllAN CIVIL AND MILlTARY AIRCRAFT CAPRO I 83

A Ca 101 colonial monoplane fitted with three Alta Romeo D2 radials.

extensive service during Italy's conquests in Galeazzo Ciano, the Ca 101 was flown by
Afric!!, particularly with La Disperata squadron Bruno, Vittorio, and Vito Mussolini, sons
during the Ethiopian campaign, and some and nephew respectively of II Duce. A civil
remain.,d in use during the Second World War, accomplishment of the Ca 101 was Mario de
despite their total obsolescence. A slab-sided Bernardi's 1933 non-stop flight from Rome to
high-whig monoplane with a generous interior, Moscow, carrying six passengers. Paraguay
the C.. 101 was well suited to the colonial purchased a few Ca 101's in 1933.
admlnlstration uses to which it was first
put. As a bomber, powered by three 370 h.p. Of fabric-covered welded steel tube construc-
PiC\ggio Stella VII radial engines, it fitted four tion, the Ca 101 weighed 7577 lb. empty
bOlab racks and three machine guns, one in a and 11,317 lb. fully loaded, its complement
dorsal turret and two firing through the Hoor. including radio, camera, and stretchers, in
The military Ca 101 's equipped night bomber addition to the armament, Span was 64 ft. 6 1 /2
squadrons of the Regia Aeronautica, as well in., length 47 ft. tt/2 in., height 12 ft. 9 in., and
as the colonial units. Engines fitted to the wing area 664 sq. ft. The performance included
colonial versions were three 240 h.p. Walter maximum, cruising, and landing speeds of 155
Castor or th~e 270 h.p. AHa Romeo Dux m.p.h., 127 m.p.h., and 59 m.p,h. respectively,
radials. In service with the well-publicized a range of 621 miles, and a service ceiling of
La Disperata squadron, commanded by Count 19,680 ft. Climb to 3280 ft. took 3 min. 15 sec;

The Ca 101 was used with considerable success in A.O.I. (llalian East Alrica). Note dorsal machine gun .

.It
5 , , n t ,
i

CA 101
84 ITALIAN CIVIL AND MILITARY AIRCRAFT CAPRO I 85

A development of the Ca 101, the Ca 105 had single engine, fixed-pitch metal airscrew, round wing tips.

to 9840 ft., 12 min. 31 sec.; and to 16,400 ft., 37 nally fitted a 750 h.p. FIAT twelve-cylinder
min. 32 sec. vee engine and featured a larger wing of 75 ft.
5 in. span, the wing area becoming 914.6 sq. Above, the prototype Ca 113, with large wheel spats. Below right, a two-seat Ca 113 trainer.
CA 102 ft. In this early form performance was low,
with a maximum speed of 134 m.p.h. and a to 9840 ft, in 14 min. 32 sec. Either three-bladed
The Ca 102 was essentially similar to the Ca
101 except for the substitution of two 500 h.p. service ceiling of 19,680 ft. Weights were 6600 or four-bladed wooden airscrews were fitted.
Bristol Jupiter engines for the three lower- lb. empty and 9900 lb. loaded. When the Italian Air Mission aided China
in 1935, a number of Ca 111's equipped as
powered units. Like the Ca 101, it was built in
In 1934 the Ca III reverted to a wing only bombers were among the aircraft supplied.
both military and commercial versions, but
not in large numbers. slightly longer than that of the Ca 101, but of
higher aspect ratio, giving a marginally smaller The Ca III idro was built concurrently and
<irea of 661.7 sq. ft. This model employed differed little from the land version other
The Ca 102 quater had four engines in tandem
than in the adoption of twin floats. Weights
pairs; it was used by the 62 a SperimEmtale an 830 h.p. Isolla-Fraschini Asso 750 R.C.
eighteen -cylinder water-cooled engine and increased to 8140 lb. empty and 12,540 lb.
Bombardieri Pesanti (Experimental Heavy
weighed 7700 lb. empty and 12,100 lb. loaded. loaded, and maximum speed dropped to
Bomber Units).
Maximum speed became 180 m.p.h., cruising 174 m.p.h. Service ceiling was also slightly Italian pilots Mario de Bernardi and Tito
CA III speed 158 m.p.h., landing speed 61 m.p.h., range diminished at 21,320 ft. The range of the Falconi flew Ca 113's in exhibitions in the
A single-engined long-range reconnaissance 807 miles, and service ceiling' 21,976 ft. The seaplane was only 621 miles. Some Ca 111 idro United States during the 1930's. In 1931 De
development of the Ca 101, the Ca 1-11 origi- Ca III climbed to 3280 ft. in 5 min. 22 sec. and transports were sent to Peru in 1936 in addition Bernardi won the aerobatic trophy at the
to a few land-based models, nicknamed Cleveland Air Races. Falconi set a record of
Panchos by the Peruvians. The landplane was 3 hrs. 6 min. for a flight from St. Louis to
also used by the Regia Aeronautica in Ethiopia Chicago on August 23, 1933. On April 11, 1934,
and was still in service, although primarily as Renato Donati set a world altitude record
a trainer, in 1940. The Ca 112 was a strategic of 47,352 ft. in a specially-modified Ca 113
reconnaissance version employed in Ethiopia. employing a supercharged AHa Romeo-built
Bristol Pegasus radial engine of 530 h.p.,
CA 113 a four-bladed airscrew, a pressurized suit
The Ca 111 was a single-engined long-range reconnaissance monoplalle also developed from the Ca 101. A development of the AHa Romeo Lynx- designed by Prof. Amedeo Herlitzka, and
Above, two views of the land version. Below, the Ca 111 idro, a twin-float adaptation.
powered Ca 109 trainer, the Ca 113 biplane greatly-lengthened wings spanning 46 ft. 5 in.
first appeared in 1931 as a tandem two-seat
advanced trainer with a 240 h.p. Walter The following year Countess Carina egrone
Castor radial engine. Featuring dual controls, set the women's record at an altitude of 39,402
it was also used as an aerobaUc trainer and ft. in the same Ca 113. The record machine was
stunt plane. Later the Ca 113 employed the referred to as a "Ca 114" to publicize that
370 h.p. Piaggio Stella VII C.35 radial engine, fighter project.
achieving 155 m.p.h. Landing speed was 50
m.p.h., range 186 miles, and ceiling 24,000 flo Dimensions of the standard model were: span
The Ca 113 climbed to 3280 ft. in 1 min. 30 sec., 34 ft. 5 in., length 23 ft. 11 in., height 8 ft. 11
to 9840 ft. in 5 min. 40 sec., and to 16,400 ft. in., and wing area 290.5 sq. ft. Weights were
in 11 min. 15 sec. 1870 lb. empty and 2420 lb. fully loaded.
 86
ITALIAN CIVIL AND MILITARY AIRCRAfT CAPRONI 87

CA 114 passengers, the Ca 123 weighed 19,404 lb.

Designed in 1933, the Ca 114 fighter biplane Performance was good compared to contem-
was built in both single and two-seat versions. porary world practice, with a maximum speed
In spite of a performance which compared of 211 m.p.h. at 6790 ft., and a cruising speed
lavorably with contemporary biplanes such of 168 m.p.h. The landing speed was 68 m.p.h.
as the FIAT CR.32, the Ca 114 was not adopted The Ca 123 had a service ceiling of 24,700 ft.
by the Regia Aeronautica, and only a few and a range of 932 miles. Climbing performance
were sold to the Peruvian government. The included times of 4 min. 12 sec. to 3280 ft., 8
power unit was a 420 h.p. Bristol Mercury min. 13 sec. to 6560 ft., and 32 min. 29 sec. to
nine-cylinder radial with a Townend ring 16,400 ft. Above. the Ca 125 landplane. (3364) Right, the Ca
cowling and a three-bladed airscrew; empty 125 idro. with twin duralumin floats.
and loaded weights were 2882 lb. and 3652 lb. This performance, although omitting the lac tor
of dependability at which the DC-3 excelled, scheme. Such releases often indicated that a except for the adoption of twin floats, a sea-
Due to its light weight the Ca 114 enjoyed a was only marginally inferior to that of the design had become obsolete, and as the Ca 124 plane version, designated Ca 125 Idro, was
higher rate of climb than the CR.32, reaching Douglas transport, except in the respect 01 was never adopted by the Regia Marina, it is also built.
3280 ft. in 1 min. 10 sec., 9840 ft. in 4 min., and range. Because of the shorter airline distances probable that the project was dropped after
CA 132
19,680 ft. in 8 min. 30 sec. Maximum speed at on the Italian peninsula, range was under· initial tests, in favor of the later three-engined
Employing the basic wing structure, tail group,
16,400 ft. was 220 m.p.h., cruising and landing standably sacrificed in favor of a greater Cant Z.506B.
and retractable landing gear of the Ca 123, the
speeds being 143 m.p.h. and 62 m.p.h. respec· payload. However, the Ca 123 was never Ca 132 was a slightly smaller, but heavier,
tively. The Ca 114 had a range of 373 miles purchased by any major air carrier; the Italian The fuselage and wings were metal-covered
twenty-passenger commercial transport with
and a ceiling of 31,160 ft. Dimensions included lines relied almost exclusively on the Cant with fabric-covered movable control surfaces.
the traditional Italian three-engined layout.
a span of 34 ft. 5 in., a length 01 25 H. 2 1/2 in., seaplanes and Savoia-Marchetti land-based The engine was a 900 h.p. Isotta-Fraschini
The 610 h.p. Piaggio Stella X R.c. radials
a height of 8 ft. 4 in., and a wing area of 276.5 transports. Asso XI R.C. 15 water-cooled vee unit, giving
offered a total output greater than that of the
sq. ft. Armament consisted of two forward- maximum, cruising, and alighting speeds 01
Ca 123's two Gnome-Rhones, but only the
firing 7.7-mm. machine guns, supplemented The Ca 123 weighed 11,686 lb. empty. II 202 m.p.h., 164 m.p.h., and 68 m.p.h. respec-
cruising speed was improved, to 183 m.p.h.
by a rear-firing gun on the two-seat model. spanned 91 It. 4 1/2 in., was 59 ft. 8 in. long, and tively. Bombs were stored within the oval·
The maximum speed was 205 m.p.h. at 13,120
19 ft. 8 in. high; wing area was 986.4 sq. ft. section, semi-monocoque fuselage below the
ft., ceiling 20,000 ft., range 932 miles, and
CA 123 cantilever mid-wing. Alternatively, a single
lading speed 68 m.p.h. Empty, the Ca 132
In 1934 Caproni designed an airliner in the CA 124 torpedo could be carried below the fuselage.
weighed 13,200 lb.; fully loaded, the figure
DC-2/DC-3 class, a low-wing twin-engined Little definite information is available con- Dimensions included a span of 62 ft., a length
was 20,900 lb. Span was 85 It. 3 in., length 54
transport with relractable landing gear. Pow- cerning the Ca 124 reconnaissance bomber. of 45 ft. 3 in., and a height of 15 ft.
It. 2 in., height 16 ft. 21 /2 in., and wing area
ered by 870 h.p. Gnome-Rhone K-14 radial Although designed about 1933, this single- 914.6 sq. ft.
engines, the transport was designated Ca engined twin-float seaplane received little CA 125
123. With a crew of pilot, co-pilot, and radio pUblicity un til details were issued several A portly little tandem two-seat touring biplane CA 133
operator, a luel load of 530 gal., and 28 years later as a part of the general propaganda designa ted Ca 125 appeared in 1933, powered When Ing. Rodolfo Verduzio rejoined Caproni
by a Colombo S.63 in-line engine of 125 in 1934, he immediately began projects aimed
The Ca 125 featured excessivefy full fusefage contours, contrasting with the graceful elliptical wings. h.p. In spite 01 the lat luselage contours, at improving the eXisting Caproni range of
necessitated by the engine mounting and the aircraft. A development of the basic Ca 101
interior accommodations of the biplane, the Ca design, designated Ca 131, was still further
125 possessed extremely efficient elliptical improved under Verduzio, emerging as the
Wings. Forward vision was severely limited; Ca 133. Three Piaggio Stella P.VII C.16 radial
since the Colombo engine was not inverted, engines of 460 h.p. each were chosen to power
a high position had to be adopted to obtaiJ! the modernized transport, and both sixteen-
the proper thrust line. The Ca 125 teatured passenger commercial and military bomber and
wheel fairings, and ailerons on the lower wing hoop transport versions were built. Despite
only. It weighed 1195 lb. empty and 1789 lb. the obsolete configuration, which really dated
fUlly loaded. back even further than the Ca 101 to the
Fokker and Ford trimotors, the Ca 133 was a
Performance included a maximum speed of functional and reasonably etficient design
143 m.p.h. and a landing speed of 37 m.p.h. which saw considerable service during the
Ceiling was 18,040 ft. and range 621 miles. late 1930's and early war years. The civil
Dimensions were: span 29 ft. Ol/S in., length version served with Ala Littoria, while the
23 ft. 9 1/:1 in., and height 8 ft. 03 /8 in. military model functioned long and well in
the Italian colonies, notably A.O.I. (Africa
Essentially similar to the Ca 125 landplane Orientale Italiana, or Italian East Africa).
88 ITALIA CIVIL AND MILITARY AIRCRAFT
CAPRO I 89

The Ca 133 was a modernized. cleaned-up version of the Ca 101.

Although the basic airframe remained the 33-lb. or 27-lb. bombs. As a military transport
same, the Ca 133 was considerably improved the Ca 133 carried up to eighteen fully-
over the Ca 101 by the higher-powered engines, equipped troops.
and by such refinements as N.A.C.A. cowlings,
smoothly faired engine nacelles and landing In 1939 the Regia Aeronautica possessed 259
gear, flaps, and revised tail surfaces. The Ca Ca 133 aircraft, of which 183 were bombers in
133 was of welded steel construction with service in A.O.I. Performance was adequate
mixed metal and fabric covering. Retaining only for colonial use against limited opposi-
the dorsal turret and ventral gun positions, tion, and by the outbreak of the Second World
the military Ca 133 also mounted a lateral War the Ca 133 had limited military value.
machine gun firing from the door on the The Capronis were destroyed in large numbers
port side of the fuselage, bringing the total during the North African conflict, usually on
armament to four 7.7-mm. guns. Two 550-lb. the ground. Maximum speed was only 166
bombs or one 1100-lb. bomb could be carried m.p.h., cruising speed 144 m.p.h., and landing
beneath the fuselage. A larger number of speed 63 m.p.h. The cruising range was 838
smaller bombs were occasionally carried: six miles and the service ceiling 18,050 ft. Dimen-
220-lb., 110-lb., or 44-lb. bombs, or fifteen sions were: span 69 ft. 8 in., length 50 ft. 4 in..

The Ca 134 reconnaissance biplane. Not apparent in this view is the biplane tail.

CA 125
 ITALIAN CIVIL AND MILITARY AIRCRAFT CAPRO I 91
90

T~
. . ~.
• [I]

, ,

/'

I ' , " I ' ,,! ! ,,,

CA 133 CA 134
92 ITALIA CIVIL A D MILITARY AIRCRAFT CAPRO I 93

The final development of the Ca 101 series. the Ca 148. At right. a postwar example of the ftalian AF.
Left, a Co f64 captured by U.S. forces in Sicily and painted in USAAF markings. including serial. Right,
134 was 01 welded steel construction, with a Ca 164 with postwar registration I-COME.
height 13 It. 1 in., and wing area 700 sq. it.
Empty and loaded weights were 9240 lb. and fabric-covered wings, rear luselage, and tall nio variable-pitch airscrews. The only import- the absolute record, the Reparto Alta Quota
14,740 lb. respectively. surlaces; only the lorward luselage and landing ant modifications were confined to the fuselage. prepared a float version, designated Ca 161
gear fairings were sheet metal. The radiator Th - nilots' cabin was moved forward approxi- Idro N.S., which gained the seaplane record
CA 134 was mounted beneath the luselage between mately .:.ree leet Irom its lormer position jusl at 44,429 It. on September 25, 1939, piloted by
The Ca 134 two-seat reconnaissance biplane the landing gear. The narrow-chord untapered ahead 01 the wing, and the loading door Ten. Col. Nicola di Mauro.
01 1936 was a conventional design in most wings spanned 31 it. 2 in.; length and height beneath the port wing was moved behind lhe
respects, although the biplane tail with endplate were respectively 31 it. and 10 It. 6 in. Perlorm- trailing edge. Aside Irom these changes, which The Ca 161bis had a wingspan 01 46 It. 9 in.,
fins and rudders was an unusual leature on a ance included maximum and cruising speeds were made to increase the capacity of the giving a total wing area of 382 sq. It. Length
comparatively modern single-engined type. of 242 m.p.h. and 218 m.p.h., a landing speed luselage, and a strengthened undercarriage to was 27 ft. 0 3/4 in., height 11 It. 5 3/4 in. The
The configuration was adopted to provide the 01 56 m.p.h., and a ceiling 01 26,240 It. cope with the increased loaded weight 01 Piaggio P.XI R.C. 100 lourteen-cylinder engine
observer/gunner with a largely unobstructed 10,956 lb., the characteristics of the Ca 148 developed 700 h.p., allowing the biplane to
rear field 01 fire. In addition to the dorsal gun CA 148 were the same as lor the Ca 133. Intended for climb to 16,400 fl. in 8 min. 40 sec., to 32,800
position, the observer was provided with large The final development 01 the series 01 high- operation in East Africa, only a small number ft. in 14 min. 30 sec., and to 52,480 ft. in 26
rectangular windows on the luselage sides. wing trimotor transports commencing with the 01 transports were built, a few serving with minutes.
The pilot had a single forward-firing fixed gun. Ca 101 was the eighteen-passenger Ca 148 of the postwar Italian Air Force. One example,
1938, which diiiered very little Irom the Ca owned by the Aero Club d'Italia, was still CA 164
Powered by a 900 h.p. Isotta-Fraschini Asso 133. Power was supplied by 460 h.p. Piaggio The Ca 164 was a two-seat training biplane 01
flying as late as 1956.
XI R.CAO twelve-cylinder vee engine, the Ca Stella VII R.C. radials driving Piaggio-d'Asca- conventional design and construction. The
CA 161 fuselage and tail surfaces were of welded
The Ca 161bis. Note the speciaf four-bladed airscrew and long. high-aspect-raUo wings. In order to retain the world altitude record lor steel tubular structure with fabric covering;
Italy, a special high altitude research team, the wooden wings were also fabric-covered.
the Reparto Alta Quota di Guidonia, was Power was furnished by a 185 h.p. AHa Romeo
organized at the Test Center in June, 1934, 115-1 in-line engine, giving maximum, cruising,
under Col. Mario Pezzi. A specially modified and landing speeds of 144 m.p.h., 114 m.p.h.,
version of the Ca 113 was developed by Ing. and 56 m.p.h., respectively. Cruising range was
Verduzio lor high altitude attempts, receiving 329 miles and service ceiling 13,776 ft. Weights
the designation Ca 161. The Ca 161 was a were 1870 lb. empty and 2596 lb. loaded.
single-seat biplane with greatly elongated Dimensions included a span of 30 ft. 107 / in., a
wings, reduced weight, and a special Piaggio length of 22 ft. 11 5 /8 in., a height of 9 It. 10 in.,
P,XI R.C.I00 engine driving a four-bladed and a wing area of 252.5 sq. It. The Ca 164
airscrew. The record, which bad passed suc- was a product 01 the Predappio works.
cessively to France and England in 1936, was
regained lor Italy by Col. Pezzi in M .. y, 1937,
Built in limited numbers as both a touring
when he reached 51,361 ft. in the Ca 161. For
and training plane, the Ca 164 did not see
this flight he wore a pressurized suit with a
widespread use. Although described as a
helmet resembling the deep-sea rliving type.
military trainer during the early war years, it
is unlikely that it was standard equipment of
A further modification of the biplane, the Ca
any training squadron. Surprisingly, one Ca
161bis, was readied for the next conquest,
164 was used for short-range reconnaissance,
which took place on October 22, 1938. On this
liaison, and messenger work in Croatia in
occasion Col. Pezzi achieved an altitude of
1942. Along with a companion Nardi FN.305,
56,046 it. to set a record lor propeller-driven
it was based at Grobnico, not far Irom the
aircralt that stands even today, due to the
Italian border. A lew Ca 164's still remained
concentration on jet-propelled and rocket air-
alter the war, seeing occasional use.
cralt since the war. Not content merely with
94 ITALIAN CIVIL AND MILITARY AIRCRAFT CAPRONI 95

o o
CA 165
Jt
, ,

CA 165 Estimated maximum speed and range were

Sharing basic components with the Ca 134 460 m.p.h. and 1242 miles respectively. The
reconnaissance biplane, the Ca 165 single-seat very heavy armament was to have comprised
fighter was an anachronism which appeared five 20-mm. cannon, four in the wings outboard CA 183BIS
in numerous publications during the Second of the airscrew disc, and one firing through
World War but never entered service with the hub of the two three-bladed contrarotating
loaded weights were 1540 lb. and 1914 lb. merited close attention as one of the first
the Regia Aeronautica. It was powered by a airscrews. Fully-loaded design weight was
Maximum speed was 174 m.p.h., landing speed reaction-powered aircraft.
900 h.p. Isotta-Fraschini Asso L.121 R.C.40 16,538 lb.
65 m.p.h.; climb to 13,120 ft. required 13
twelve-cylinder engine. Although the wings
minutes. Ceiling was 23,620 ft. Dimensions In 1931 Ing. Secondo Campini had founded
were nearly identical in structure to those 01 CA 225
in~luded a span of 24 ft. 7 in., a length of 21 the firm S. Campini per Velivoli e Natanti a
the Ca 134, they were unstaggered, necessitat- The Ca 225 was an interesting design for a
it. 4 in., a height of 8 ft. 7 in., and a wing area Reazione, to study the prospects of reaction
ing a different bracing arrangement. The two-seat attack bomber which never passed
of 140 sq. ft. propulsion. During the next eight years he
N-struts of the reconnaissance plane were the project stage. Two 1250 h.p. Isotta-Fras-
replaced by single faired I outer struts on the chini Zeta R.C.42 X-type engines were to conducted numerous experiments before con-
CAMPINI structing an actual aircraft power unit. The
fighter. The prototype Ca 165 had a "solirl" provide a maximum speed of 395 m.p.h. and
Much heralded during the early war years as Caproni N.l, often inaccurately referred to as
fairing from the cockpit back to the fin, while a range of 1242 miles. Armament was to have
the world's first Jet-propelled aeroplane, the the C.C.2, was built at Caproni Taliedo in
the later versions had all-transparent canopies. been four forward-firing 20-mm. cannon and
Caproni Campini was actually an extremely early 1940, flying for the first time on August
Two 7.7-mm. machine guns mere mounted in two 12.7-mm. defensive machine guns. Speci-
inefficient design which flew a year after the 28 with Mario de Bernardi at the controls.
the cowl firing through the airscrew disc. fications included a span of 48 ft. 6 2 /3 in., a
secret but far more promising German Heinkel The N.l was a two-seat all-metal monoplane
length of 43 ft. 5 2/3 'n., and a loaded weight of
Performance included a maximum speed of He 178 had made its first flight, and fourteen with a 900 h.p. Isotta-Fraschini radial engine
12,560 lb.
280 m.p.h. at 16,4QO ft., with cruising and months after the debut of the He 176 rocket mounted within the fuselage, driving a varia-
landing speeds of 235 m.p.h. and 68 m.p.h. CA 602 plane. Nevertheless, the Caproni Campini ble-pitch, ducted-fan compressor. A ri.ng of
respectively. Service ceiling was 32,800 ft. Built at the Aeronautica Predappio works, the
Dimensions were: span 30 ft. 6 1/4 in., length Ca 602 was a two-seat light trainer. Power~d Although preceded by several Heinkel aircralt in the reaction propulsion field, the Caproni Campini
26 ft. 67 /8 in., and height 8 ft. 41 /2 in. by a 150 h.p. Alfa Romeo 115-1 in-line engine, received great publicity in 1940. Shown here next to an Italian P-51, the Campini still exists in Milan.
the biplane had a maximum speed of 171 m.p.h.
CA 183 and a landing speed of 62 m.p.h. It climbed to
The Ca 183bis high-altitude interceptor fighter, 13,120 ft. in 14 minutes and had a ceiling 01
to be powered by a German Daimler Benz DB 22,960 It. Range was 373 miles, or endurance
605 in-line engine of 1250 h.p. and a 700 h.p. 2 hrs. 30 min. Empty and loaded weights were
FIAT A.30 radial engine within the fuselage 1034 lb. and 1606 lb. Dimensions were: span
driving a Campini compressor, was under 29 ft. 6 in., length 21 ft. 8 in., height 8 ft. 4 in.,
construction in 1943 but never completed. The and wing area 172 sq. ft.
compressor was expected to furnish a boost
of 60 m.p.h. over the speed attainable with the CA 603
piston engine, and was similar to the unit The Ca 603 was a single-seat aerobatic version
which powered the Campini N.l. The fuselage of the Ca 602. Powered by the same engine, it
featured a carburettor air intake behind the featured a reduced wing area and generally
cockpit and three cooling ducts on the sides strengthened structure, with interconnected
and bottom. ailerons on upper and lower wings. Empty and
96 ITALIAN CIVIL AND MILITARY AIRCRAFT C PRO 97

attained during flight tests was 13,120 It.,

although this did not constitute the absolute
ceiling. The Campini N.l is still stored in the
Museo della Scienza e della Tecnica at Milan.

CH.l
The CH.l was a private-venture single-seat
fighter produced in 1935. A very small biplane
powered by a 780 h.p. Gnome-Rhone 14 Kfs
Left, the Campini N.l in flight. Right, the CH.l lighter prototype oj 1935. (MM 237)
radial enngine, the CH.l weighed 3300 lb
empty, 4620 lb. loaded, and fitted two forward-
fuel injectors heated the compressed air, trolled gun turrets were to be filted, total firing machine guns. Claimed maximum speed
providing the thrust. armament being six 12.7-mm. machine guns was 273 m.p.h. 'at 15,580 ft., with a cruising
and 2200 lb. of bombs. This machine was The Caproni Slipa was perhaps the feast graceful
speed of 236 m.p.h. The climbing performance aeroplane ever buill. Maximum speed was 81 m.p.h.
On November 30, 1941, the Campini N.l flew expected to weigh 14,991 lb. empty and 30,533 claimed for the CH.l seems oplimistic and
from Taliedo airfield lo Guidonia, a distance lb. loaded, and to have a maximum speed 01 theoretical, with times of one, two, three, and 10 in., a length of 19 fl. 4 in., a height of 9 It.
of 168 miles, averaging only 130 m.p.h. De 373 m.p.h. In 1942 an enlarged version was four minutes to altitudes of 3280 ft., 6560 fl., 10 in., and a wing area 01 204 sq. ft.
Bernardi was the pilot, accompanied by Ing. proposed with two ReI 103 R.C.50-1 engines, 9840 ft., and 13,120 ft. respectively; 19,840 it
Pedace. At the test center the machine was or alternatively two Campini gas turbines was supposed to have been attainable in six The French firm Les Mureaux (les Ateliers de
evaluated for eight months, but the limited (supposed to develop 3500 e.h.p. at 19,680 fl.), minutes. Dimensions were. span 28 ft. 21 /2 in., Constructions du Nord de la France et des
promise of the design led to the discontinuation and a bomb load of 3300 lb. Also projected length 23 fl. 5 1 /2 in., height 9 ft. 6 in., and wing Mureaux) acquired the French license for the
of flight trials. Signor Campini continued to was a twin-jet fighter resembling the British area 204.4 sq. ft. Stipa patents in 1935. It was intended to build
develop the propulsion system to augment Gloster Meteor, incorporating four 12.7-mm. a twin-engined version for the French govern-
the performance of piston-engined combat machine guns and two 20-mm. cannon in the STiPA ment, but the plans never reached Iruition. It
aircraft such as the Re 200.5 and the projected nose. Loaded weight was to be 7165 lb. and Ordered by Gen. Luigi Crocco, technical is interesting to compare the Caproni Stipa
Ca 183bis, but it was never actually used in a maximum speed 503 m.p.h. None of these plans director of the Air Ministry, the Caproni Stipa with the more recent annular-wing aircraft
completed airframe. were given much consideration, and no detail was built in 1932 to test the theories of Ing. experiments.
design was undertaken. Luigi Stipa regarding the thrust effect of a
Campini proposed a number of further iet- venturi-tube fuselage. The barrel-like two-seat TRICAP
propelled designs during the war, but his The Caproni Campini N.l had a span of 52 fl., machine, mounling a 120 h.p. D.H. Gipsy III Another experimental machine outside the
enthusiasm was not shared by the Regia a length of 43 ft., and a wing area of 387.4 sq. engine within the mounth of the tube, made a normal Caproni production scheme was the
Aeronautica. The first proposal was for a ft. Empty and loaded weights were 8024 lb. number of successful flights at Taliedo and "Sauro 1", or Tricap, so named from a project
twin-engined high-altitude bomber with DB and 9250 lb. An afterburner effect was used Guidonia, but did not possess outstanding initiated by Col. (Dott. Ing.) Emmanuele
605 engines in the fuselage turning wing to increase the maximum speed from 205 m.p.h. performance, even considering the low power. Trigona and built by the Caproni firm at
turbines by remote drive. Two remote-con- to 233 m.p.h. at 9800 ft. Maximum altitude It was estimated that the fuselage contributed Taliedo. First flown in 1933, the Tricap featured
37 per cent of the total lift of the machine. The an inverted gull wing of great efficiency,

~
Slipa achieved a maximum speed of 81 m.p.h. offering high speeds, stability, and excellent
and landed at 42 m.p.h. Ceiling was 12,136 fl. handling compared to contemporary aircraft.
Empty and loaded weights were 1320 lb. and Tests at Guidonia were extremely favorable.
1760 lb. Dimensions included a span 01 46 fl. The Tricap was a very clean two-seat touring

o The Tricap featured inverted gull wings, smoothfy laired landing gear, and semi-open cockpits. (MM 196)

o 0
CAMPINI N.l
 98 ITAllAN CIVIL AND MILITARY AIRCRAFT

monoplane powered by a 130 h.p. Farina 1943. During early trials the prototype was
T.58 five-cylinder radial engine and featuring damaged when the towing cable came off,
smoothly-faired fixed landing gear. Empty and putting the glider into a low-level spin which
loaded weights were 1056 lb. and 1852 lb. ended fatally for the pilot. The TM.2 was CAPRONI BERGAMASCHI
respectively. Span was 37 ft. 42/3 in., length repaired, but further tests were abandoned
19 H. 02/a in., and height 7 H. 2 1/2 in. Maximum at the time of the Armistice. After the war Caproni. Aeronautica Bergamasca
speed was 140 m.p.h., ceiling 19,680 H., and Caproni planned to install two engines in the
endurance 6 hours. wings, but the project was never realized. Of Founded in 1927 at Ponte San Pietro, Bergamo, cabin monoplane was designed for the 1934
all-wood construction with plywood and fabric the Cantieri Aeronautici Bergamaschi built Challenge de Tourisme International. Featuring
Following the suc~ss of the Tricap, Ing.
covering, the glider featured four large doors only a few training biplanes before it was dual controls and retractable landing gear, the
Trigona worked on a fighter design incor-
on the fuselage sides, giving access to the absorbed by Caproni in 1931. In 1933, Ing. PS.l was powered by a 190/205 h.p. FIAT A.70
porating some of the same features. It was
cargo compartments. Empty and loaded Cesare Pallavicino, formerly with Breda, S radial engine in an N.A.C.A. cowling. Empty
eventually abandoned in 1943.
weights were approximately 4400 lb. and 8800 became Chief -Engineer. Under his direction and loaded weights were 1452 lb. and 2376 lb.
TM.2 lb. Span was 74 ft. 9 1/2 in., length 42 ft. 6 in., the company, renamed Caproni Aeronautica Performance included maximum, cruising, and
The TM.2 cargo glider, designed by Ing. Del and wing area 495 sq. ft. Like the Campini N.l, Bergamasca, embarked on a completely mo- landing speeds of 162 m.p.h., 143 m.p.h., and
Propos to, made its first flight in the spring of the TM.2 is still stored at the Milan museum. dernized program. Although a subsidiary, 37 m.p.h. respectively. Range was 500 miles
the Bergamo plant produced more advanced and ceiling 21,320 fl., while a climb to 13,120
aircraft than the main works at Taliedo, ft. required 26 minutes. Dimensions were: span
and subsequently became the only Caproni 34 ft. 1 F /s in., length 23 ft. 7 in., height 7 ft.,
company other than Reggiane to manufacture and wing area 188.8 sq. ft.
modern aircraft in any quantity' during the
Second World War. AP.l
Originally designed in 1934 as a low-wing
PL.3 single-seat fighter, the AP.l was later devel-
The first Bergamaschi design under Caproni oped into a two-seat reconnaissance and attack
ownership was the PL.3 long-range two-seat plane when it became outmoded for the fighter
monoplane built in 1934 to compete in the role. A 600 h.p. Piaggio IX R.C. nine-cylinder
London-Melbourne race for the MacRobertson radial engine was fitted to the original version,
Trophy. Powered by a 700 h.p. FIAT A.59 giving a maximum speed of only 196 m.p.h. at
(license-built Pratt & Whitney Hornet) nine- 14,760 ft. One of the few Bergamaschi designs
cylinder radial engine enclosed in an N.A.C.A. with fixed landing gear, the AP.l fighter
cowling and driving a controllable-pitch two- mounted two machine guns in the gear fairings
bladed airscrew, the PL.3 featured side-by-side and a third in the fuselage. Bombs could be
seating, retractable landing gear, and a fuel carried in the fuselage and under the wings.
capacity of 550 gal. The very clean monoplane Empty and loaded weights were 3520 lb. and
had a top speed of 224 m.p.h. at 11,152 H. and 5126 lb. Landing speed was 62 m.p.h. and
II a range of 1925 miles. The PL.3 climbed to 3280 ceiling' 24,000 H. The fighter climbed to P,120
ft. in 3 min. 15 sec., to 6560 ft. in 7 min. 15 sec., ft. in 10 min. 23 sec. Dimensions included a
and to 13,120 ft. in 17 min. 30 sec. Dimensions span of 39 ft. 4 in., a length of 29 ft 41 /2 in., a
I were: span 39 ft., length 29 H. 8 in., height 9 height of 9 ft. 3 in., and a wing area of 258.2
ft. 1 in., and wing area 258 sq. ft. Empty and sq. ft.
loaded weights were 3740 lb. and 7700 lb.
ITl..
1
c::::=::J c:::::=J
r
1
.:J PS.l
The two-seat light reconnaissance bomber
employed a 650 h.p. AHa Romeo 126 R.C. 34
A contemporary of the PL.3, the PS.l four-seat radial. Although empty and loaded weights

.it Left, the PS.1 four-passenger monoplane built in 1934 for the Challenge de Tourisme Jnternational.
(I-MELO) Right, the PL.3 intended for the MacRobertson race. Registration J-T ALY is significant.
I' , , , t ,

I
t
"
I
I
I

TM.2 ( 1
L.- .--J
100 ITALlAN CIVIL AND MILITARY AIRCRAFT CAPRO I BERGAMASCHI

The original AP.l prototype, built as a single-seat

increased to 4070 lb. and 6050 lb. respectively, Maximum speed of the AP.l reconnaissance
performance was improved. Principal changes, bomber was 242 m.p.h. at 13,120 ft.; the
other than in the type of engine used, were the machine climbed to that altitude in 7 min. 50
provision of a second seat for the observer! sec. Ceiling was 26,240 ft. and range 932 miles.
gunner, an increased wing area, and small Dimensions were: span 42 it. 81 /s in., length
wheel spats in place of the large landing gear 32 it. 3 in., height 11 ft. 10 in., and wing area
fairings. In later operational use, the spats 290.5 sq. ft.
were customarily omitted. Skis were fitted to
at least one example. The armament comprised Thirty-four M.l's were included in the 1939
two forward-firing machine guns in the wing strength of the Regia Aeronautica; they were
leading edges and a third hand-held gun in the still described as fighters although they were
rear cockpit. Up to 880 lb. of bombs could be already obsolete even in the reconnaissance
carried. role. No AP.I aircraft saw action in the Second

Left, a fine-up of AP.l reconnaissance aircraft.

Above, a ski-equipped model. Below, a stClJldard
reconnaissance AP.l. Note mirror, gun barrel clip.

! I
, i

AP.I
102 ITAllAN CIVIL AND MILITARY AIRCRAFT CAPRONI BERGAMASCm 103

examples under the designation Tipo Spagna, XI R.C.45 engines, and later received a total of
but no Ca 135's were actually used in the 32 bombers designated Tipo Peru, these being
Spanish conflict. This version was also referred distinguished by their modified gun positions,
to as the Ca 135 Asso. Power was slightly cleaner engine cowlings, and Asso XI R.CAO
raised by the use of 836 h.p. Asso XI R.CAO engines of 900 h.p. each. These fought against
engines, but the Tipo Spagna weighed 18,500 Ecuador during the short campaign in 1941.
lb. loaded (compared to 16,225 lb. for the One other Ca 135 with Asso engines was the
prototype), and maximum speed dropped from Ca 135 Raid built for the Brazilian pilot De
to 248 m.p.h. to only 227 m.p.h. In addition, Barros. On this example, power was raised to
the service ceiling and climbing performance 986 h.p. per engine, and fuel capacity increased,
were diminished, although the increased fuel all-up weight being 21,000 lb. Attempting to
capacity improved the range to 99~ miles. fly from Rome to Brazil in 1937, De Barros
Cruising speed of the Tipo Spagna was 193 disappeared over the West African desert.
Above and below left, the Ca 135 prototype after the filling of three-bladed metal airscrews. m.p.h., the landing speed being 81 m.p.h. The
Spagna reached 6560 ft. in 8 min. 36 sec., A Ca 135 with Hispano-Suiza 12 Y 21 engines
speed of 240 m.p.h., capable of carrying a 13,120 ft. in 16 min. 45 sec., and 16,400 ft. in of 910 h.p. was proposed, but this arrangement
2650-lb. bomb load a distance of 621 miles and 21 min. 54 sec. did not pass the design stage. It was considered
able to maintain an altitude of 16,400 ft. on one
only as a possible alternative to the Assos.
engine. The prototype was completed in early During the same year the Peruvian government All of the early Asso-engined variants had
1935 and flown for the first time on April 1st. ordered six machines fitted with 815 h.p. Asso been seriously underpowered; to remedy this
powered by Isotta-Fraschini Asso XI R.C.
twelve-cylinder vee engines of 800 h.p. each.

The wings were of mixed metal and wood

World War. A few fighters were supplied to construction, covered with wood and fabric,
Paraguay in 1935, and four were shipped to while the fuselage was composed of a stressed-
EI Salvador in exchange for coffee. skin forward section and a wood and fabric-
covered welded steel rear section. Three Breda
CA 135
Designed in 1934 at Ponte San Pietro, the Ca
135 medium bomber was initially to be built at
Caproni's Taliedo plant, but eventually Berga·
turrets were mounted in nose, dorsal, and
ventral positions, the latter two being retract-
able. Each turret could accomodate either two
7.7-mm. guns or one 12.7-mm. gun. Retractable
landing gear was fitted. Initially, two-bladed
PROTOTYPE
CA 135
o
maschi took over complete development of
the design. Although Caproni Bergamaschi wooden airscrews were employed, but per-
aircraft normally received type numbers in the formance was improved by the use of three-
300 series, the Ca 135 designation was not bladed metal airscrews, fitted to all subsequent
changed. The bomber was designed in answer Ca 135 aircraft.
to an Air Ministry specification for a twin- CA 135
engined medium bomber with a maximum In 1936 the Regia Aeronautica ordered fourteen SPAGNA

A Co 135 Tipo Spagna in Regia Aeronautica camoufIage but without national markings.
~

o
CA 135BIS
ALFA

o ..
i
: 0 : ,
104 ITALIAN CIVa AND MILITARY AIRCRAFT CAPRONI BERGAMASCm 105

Co 135 with 1000 h.p. FIAT A.BO R.C.41 radials.

shortcoming, both the eighteen-cylinder FIAT The span of 61 ft. 8 in., the wing area of 645.6
A.80 R.C.41 and fourteen-cylinder Piaggio P.XI sq. ft., and the height of 11 ft. 2 in. were
R.C.40 radials were installed in Tipo Spagna common to all models of the Ca 135, although
airframes early in 1938. Both engines offered the Ca 135/P.XI was some 2 ft. 21 /2 in. longer
1000 h.p., but the FIAT unit proved unreliable ·than previous models at 47 ft. 2 in. Performance
and did not improve performance as much as included a maximum speed of 273 m.p.h. at
expected. The few FIAT-powered Ca 135's 15,750 ft., a cruising speed of 217 m.p.h., and
were turned over to the Regia Aeronautica a landing speed of 80 m.p.h. Range varied
bombing schools and eventually dismantled. from 745-1242 miles, and service ceiling was
The Piaggio version, however, proved to 21,300 ft. The Ca 135/P.XI climbed to 13,120 ft.

o be very successful and possessed the highest

performance of any of the Ca 135 series.
Designated Ca 135/P.XI, the variant featured
a new, cleaner nose section and Mercier engine
in 11 min. 36 sec. and to 16,400 ft. in 17 min.
24 sec. The various radial-engined versions of
the Ca 135 were often referred to as the
Ca 135bis.
cowlings like those on the Cant Z.1007bis. A
new Caproni Lanciani dorsal turret was also BOREA
fitted. The Ca 135/P.XI was evaluated by the The Borea (North Wind) twin-engined light
Japanese Army Air Force in May 1938, along transport was the forerunner of a long line of
with the FIAT BR.20. In spite of the good transport, reconnaissance, and bombing air-
performance of the Caproni bomber, the craft that comprised the bulk of Bergamaschi's
BR.20 was chosen to equip the JAAF medium production immediately before and during the
bombing units until their own Mitsubishi Ki-21 Second World War. Intended for short-distance
became available. runs linking the major airline routes, the six-
passenger low-wing Borea employed two
As the Regia Aeronautica preferred the three- 185/200 h.p. Walter Major six-cylinder in-line
engined Cant Z.1007bis and Savoia Marchetti air-cooled engines. The cockpit seated the two
SM.79 to twin-engined types, the Ca 135/P.XI crew members side by side with dual controls;
became purely an export machine and about immediately behind was the passenger cabin
100 were supplied to the Hungarian Air Force. with two rows of three seats. Notable were
These aircraft were attached to the German the extremely large windows. The baggage
Luftflotte IV and served successfully against compartment was located between the cabin
Russia. The last Ca 135/P.XI was retained by and the tail. Fixed landing gear were faired
the factory and fitted with 1400 h.p. AHa into the engine nacelles. Empty and loaded
Romeo 135 R.C.32 Tornado radial engines, weights were 3740 lb. and 5720 lb.
t I " 1 I
very large spinners, and a dihedral tailplane.
, i i
Maximum speed exceeded 300 m.p.h., but the The last Co 135bis was re-engined with 1400 h.p.
Ca 135 design was not developed further. In Alta Romeo 135 R.C.32 Tornado radials. Very large
spite of the great publicity given the bomber spinners and dihedral tail plane were also tried.

by Italy in the late 1930's, only about 150 were

built and none ever equipped operational units
of the Regia Aeronautica.

CA 135/P.XI (BIS) The Ca 135/P.XI weighed 13,340 lb. empty and

21,050 lb. fully loaded, accommodating 3520 lb.
of bombs and three 12.7-mm. machine guns.
106 ITALIAN CIVIL AND MIUTARY AIRCRAFT CAPRONI BERGAMASCm 107

The Bergamaschi Borea was the tirst 01 a long line of twin-engined transports and reconnaissance planes.

Sometimes known as the Ca 308, the Borea flaps. Initial rate of climb was 846 ft. per
served in limited numbers with Ala Littoria. minute, with a service ceiling of 17,712 ft. An
Performance included a maximum speed of altitude of 4920 ft. could be maintained on one
155 m.p.h. at 1985 ft., a cruising speed of 140 engine. The Borea had a span of 53 ft. 11/2 in.,
m.p.h., and a landing speed of 51 m.p.h. with a le~gth of 42 ft. 3 in., a height of 10 ft. 8 in.,
and a wing area of 416.5 sq. ft.

CA 309
The first important development of the Borea
was the Ca 309 Ghibli (Desert Wind) genera)
purpose colonial monoplane, powered by two
185/200 h.p. AHa Romeo liS-lor II six-cylinder
in-line engines. Essentially similar to the Borea,
the Ghibli was distinguished by a further-aft
cockpit and a lengthened bombing nose with
transparent panels. Making its appearance
in 1936, the Ghibli, like the Borea, was of
mixed construction, with plywood-covered
wooden wing and fabric-covered and alloy-
panelled welded steel tUbe fuselage. The
prototype weighed 3850 lh_ empty and 5940 lb,

Lett, a Ca 309 Ghibli taking ott in rally competit on.

(l-LlBS) Below, a Ca 309 Serie V of the Regia
Aeronautica. (MM 12390)

Jt
'i 'i' . if

CA 309
108 ITALIAN CIVIL AND MILITARY AIRCRAFT
CAPRONI BERGAMASCm 109

Above and right, the military version of the Ca

310 Libeccio featured extra nose transparencies
and dorsal turret, plus two guns in wing roots.

and third, piloted by Ivo de Vitlembeschi, Additional models of the Libeccio were the
Umberto Maddalena, and Giorgio Parodi. twin-float Ca 310 idro and the Ca 310bis, which
was the prototype of the Ca 311 production
The Ca 310 was structurally and dimensionally machine, featuring an all-transparent, un-
A line-up of Ghiblis at the Bergamo airfield. Note the Jadiating wing stripes. which were employed to very similar to the Ca 309. The fuselage was stepped nose similar to that of the Bristol
make the aircrait stand out against wide expanses of African desert.
slightly shorter at 40 It. 0 1 / .. in. Empty and Blenheim I.
loaded, although these figures increased to These equipped the 1 0 and 2 0 Aviazione loaded weights were 6730 lb. and 10,250 lb.
4409 lb. and 6607 lb. respectively on the Presidio Coloniale at Mellaha and EI Adem, Although a number 01 Libeccios we.-e built CA 311
production models, which could be equipped and the 26 a and gga Squadriglie Aviazione without armament, the standard array was The Ca 311 was powered by Piaggio P.VD
as six-passenger Iransports or as light recon· Sahariana at Cufra and Hon. three 7.7-mm. machine guns, one flexible dorsal C.35 engines up-rated to 500 h.p. for take-off
naissance bombers with cameras and bomb gun and two fixed forward-firing guns in the and featured the nose section of the experi-
racks. Three 7.7-mm. machine guns were the CA 310 wing roots. Bomb load was 880 lb. Maximum mental Ca 310bis. Armament comprised three
normal armament. A close-support version, A parallel development of the Ca 309 Ghibli, speed was 218-227 m.p.h. depending on the 7.7-mm. guns, one in a dorsal Caproni LanciaDl
the Serie VI, mounted a forward-firing 20-mm. the Ca 310 Libeccio (Southwest Wind) was engines and equipment, with a cruising speed turret, one in the port wing root firing forward,
cannon in the fuselage. The fixed landing gear a higher-powered, more advanced version 01 177-196 m.p.h., and a landing speed of 65 and one firing aft through a ventral hatch. An
featured individual streamlined wheel spats. with retractable landing gear. The engines m.p.h. The Ca 310 had a ceiling of 22,960 ft. 880 lb. bomb load was stored internally. The
were 430/470 h.p. Piaggio P.VII C.16/35 and a range of 745-1025 miles. It climbed to Ca 311 weighed 8020 lb. empty and 11,062 lb.
The prolotype had a maximum speed of 159 supercharged seven-cylinder radials. Although 6560 ft. in 6 min. 40 sec., to 13,120 ft. in 12 min. loaded. MaxilDJIJD and cruising speeds were
m.p.h., a cruising speed of 137 m.p.h., and a essenlially an export machine, the Ca 23 sec., and to 16,400 ft. in 15 min. 32 sec. 217 m.p.h. and 186 m.p.h., and range was 800-
landing speed of 52 m.p.h. It climbed 10 9840 ft. 310 equipped at least one Stormo of the
in 17 min. 30 sec., had a service ceiling of Regia Aeronautica at the outbreak of the war,
14,760 ft., and a range of 962 miles. Dimensions replacing Breda 65's as a temporary measure.
were: span 53 ft. Ill! in., length 42 ft. 71 /! in.,
height 10 ft. 8 1/! in., and wing area 416.5 sq. In addition to a few civil models without the
ft. The production models, lengthened slightly nose transparencies, military Ca 310's were
to 43 ft. 7 1/4 in., had maximum and cruising built in quantity, equipping the air forces 01
speeds of 155 m.p.h. and 130 m.p.h., and a Hungary, Norway, and Croatia. Also, a number
range of 417 miles. A Ca 309 piloted by Croce 01 Ca 310's lound their way to Czechoslovakia
and Fioravante won the IV Raduno Sahariana and Peru, and served in Spain with the Above left, the Ca 31Obis, prototype for the Ca 311 Above right, a Ca 311 reconnaissance bomber. Below.
in 1939. Aviazione Legionaria as reconnaissance air- the Ca 311M. similar except for the adoption of a stepped windscreen.
craft. Some. were later used by the Regia
At the outbreak of the war Italy had 69 Ca Aeronautica in Libya. In the III Raduno
309's, of which 42 were in operational service. Sahariana (1938), Ca 310's came first, second

Two civil versions of the Ca 310 Libeccio, a radial-engined development of the Ca 309. (I-LIRA; I-MANU)
110 ITALIAN CIVIL AND MILITARY AIRCRAFT CAPRONI DERGAMASCm 111

DOREA CA 311M

CIVIL CA 312
CA 310
o o
MILITARY CA 313
CA 310

o o
CA 310 CA 313G
IDRO

o
CA 311 CA 314

o I 1 , ',' ',' , it
o I' '; I 'i' , "
112 CAPRONI BERGAMASCHI 113
ITAllAN CIVIL AND MILITARY AIRCRAFT

Above and right, the Ca 314 reconnaissance

Left, the prototype Ca 313. Right, a Ca 313 with dorsal and ventral gun positions.
bomber. Torpedo-carrying version was Ca 314-RA.

1200 miles. The shorter nose reduced the length but none were delivered. A very few served
to 38 ft. 6 1/8 in. Height was 10 ft. 6 in. The Ca with the Italians in North Africa in 1942. nent inspection, caused a number of failures, Ca 314 was built at Ponte San Pietro, Talledo,
311M (Modificato) featured a different nose fires, and accidents during the Ca 313's oper- and Castellamare di Stabia, commencing in
design with a stepped windscreen. Length of CA 313 ·ational history. The Swedish government 1941. Featuring a nose similar to that of the
this model was 39 ft. 8 1/% in. The Ca 311 served An improved version of the Ca 311 flew in ~rdered 90 of the type in 1940, but only 82 Ca 311M, the Ca 314 had slightly shorter wings
in Russia in early 1941 with the 61 ° and 71 ° 1940, equipped with 700 h.p. Isotta-Fraschini :succeeded in reaching southern Sweden after (span 52 ft. 117/8 in.). A number of different
Gruppi Osservazione Aerea of the Commando Delta R.C.35 twelve-cylinder inverted vee a flight from Italy via Germany. Of those models were built, including the Ca 314-SC
A viazione CSIR (Corpo di spedizione Italiano engines, and designated Ca 313. Armament which actually arrived, many had suffered a (Scorta) for convoy escort duties, the Ca
in Russia), in Croatia in mid-1941 with the 61 ° was greatly increased, with a 12.7-mm. gun in failure of one engine and numerous other 314-RA (Ricognizione-Aerosiluranti) reconnais-
and 63° Gruppi O.A., and in 'Libya with the the dorsal turret, two 12.7-mm. guns firing breakdowns. During the five years that they sance torpedo bomber which carried a 450-mm.
68° and 69° Gruppi O.A. forward from the wing roots, and two 7.7-mm. were operated by the Flygvapnet (Swedish (17.7-in.) torpedo under the fuselage, and the
band-held guns, one firing from the ventral Air Force), Ca 313's experienced further Ca 314-C (Combattimento) with two extra
CA 312 hatch and one through the aft cabin windows. malfunctions resulting in the death of 44 12.7-mm. guns in the wing roots. Normal
The Ca 312 was an experimental version of Bomb load was 1100 lb. Designed as a recon- Swedish airmen, certainly an unenviable armament and bomb load were the same as
the Ca 310 Libeccio employing Piaggio P.XVI naissance bomber, the Ca 313 had a maximum record. Yet the Ca 313 possessed good flying those of the Ca 313. Maximum speed was 253
R.C.35 radials rated at 650 h.p. In appearance, speed of 268 m.p.h. at 16,400 ft., a cruising characteristics and a rugged construction m.p.h. at 16,400 ft., cruising speed 237 m.p.h.,
it was distinguished from the Libeccio only by speed of 217 m.p.h., a service ceiling of 29,035 capable of absorbing considerable damage. In range 665 miles, and ceiling 27,070 ft. The
three-bladed airscrews, spinners, and extra ft., and a range of 795 miles. Sweden, the Ca 313 was known variously as empty and loaded w ~ights were 10,443 lb. and
fairings fitted to the legs of the retraclable the B 16 (bomber), S 16 (reconnaissance), T 16 14, 776 lb.
landing gear. Only a few were built, one model fhe deficiencies of the Caproni organization (torpedo bomber), and Tp 16 (transport).
being used to test Balerio air brakes. The were clearly shown in the unfortunate career The Ca 314 equipped the 5° and 63° Gruppi
Ca 312 I.S. was a proposed torpedo-bomber of the Ca 313. Although the basic design was At the same time, the Ca 313 was slowly Osservazione Aerea, the 3r Gruppo Bombar-
variant with twin floats and a Ca 311-type nose very good and construction robust, many entering Italian service, eventually equipping dimento Terrestre, and the 30° and 43° Gruppi
section. Length was 43 ft. 11 1/% in. Norway faults in the engines and in the hydraulic and the 13°, 15°, 19°, and 41° Stormi, as well as Combattimenti, as well as the 20° and 21 °
ordered twelve Ca 312 light bombers in 1939 electrical systems, mainly due to poor compo- serving with the CSIR in Russia. The same Stormi O.A. of the Aviazione per il Regio
problems which plagued the type in Sweden Esercito (Italian Army).
The Ca 313G was a crew trainer built lor the Lultwalle; it never entered production. Below, Ca 313G V3. manifested themselves, to a lesser extent, in
Regia Aeronautica service; these were further CA 315
compounded by lack of materiel, spares, and A proposed training and liaison variant of the
armament, causing infrequent delivery. Ca 313/314, the Ca 315 was to have been
manufactured in Germany. After testing proto-
Dimensions of the Ca 313 were the same as types at Rechlin, the Luftwaffe ordered 1000
for the Ca 311. Empty and loaded weights were machines, but none were ever delivered.
9832 lb. and 13,477 lb. The Ca 313G was an
~xperimental modification for training and CA 316
liaison, built as a Luftwaffe project. At least The Ca 3.16 was a twin-float seaplane for
three were built, although the Ca 313G was reconnaissance duties with the Regia Marina
never placed in production. A version to have (Italian Navy). Intended to replace the. Ro 43
been built in Germany under license was biplanes, the Ca 316 was to have been catapult-
designated Ca 315. Ten Ca 313'5 were ordered launched from warships of the R.M. Powered
for the postwar Italian Air Force in 1947. by two 450 h.p. Piaggio P.VII C.16 radial
engines, only a few prototypes were completed.
CA 314
The most advanced of the series, th~ Ca 314, Performance included a maximum speed of
was a more heavily armed development of the 204 m.p.h., a cruising speed of 186 m.p.h., a
Ca 313. Employing the same Delta engines, the service ceiUng gf 19,680 ft., and a range of 994
114 ITALlAN CIVIL AND MILITARY AIRCRAFT CAPRONI BERGAMASCHI 115

CA 316
The Ca 331 A was the first Bergamaschi design with all-metal stressed-skin structure.

technical group was highly impressed, and the existing prototypes of the Ca 331B were
prototype was tested at Rechlin in 1942 with dismantled by the Germans and production
I I I ';' , ';' , , if production for the Luftwaffe in mind. However, plans dropped after the Italian surrender.
aluminum shortages thwarted these plans. The
to have been powered by 1450 h.p. eighteen- original reconnaissance bomber version, the The night fighter was tested with various
cylinder IsoUa-Fraschlni Asso L.180 I.R.C.CA5 Ca 331A, was tested with three 12.7-mm. forward-firing armament, including two 12.7-
radial engines. Studied in 1939, the Ca 325 was SAFAT machine guns, two in the wing roots mm. machine guns and four 20-mm. Mauser
built in mock-up form only. and one in a Caproni Lanciani dorsal turret, cannon, or six of the lighter Ikaria 20-mm.
plus a 7.7-mm. gun in a retractable ventral cannon, in a ventral bulge. Defensive arma-
CA 330 turret. A' 2200 lb. bomb load could be carried. ment was two 12,7-mm. machine guns in dorsal
The Ca 330 was a 1939 design for a twin- and ventral positions. The bomb bay could
engined light reconnaissance bomber which Second thoughts by the Regia, Aeronautica led house 2200 lb. of small bombs, one 1100 lb.
alsO halted at the mock-up stage. As no orders to the adoption of the design in three-seat bomb, or a 137-gal. auxilliary fuel tank. Two
were placed for the Ca 330 by the Air Ministry, night fighter form, with the designation Ca underwing tanks or 220 lb. bombs could also
The Ca 316 naval reconnaissance seaplane. work was transferred to the Ca 331 project. 331B. The streamlined transparent nose of the be carried. Studies for the mounting of a
Ca 331A (rather like that of the Heinkel ventral 37-mm. cannon were made, and 1475
miles. Span was 52 ft. 2 in., length 42 ft. 3 1ft. CA 331 He IIIP & H series) gave way to a stepped, h.p. FIAT R.A.I050 R.C.58 (DB 605A-l) engines
In., height 16 ft. 9 in., and wing area 409 sq. ft. The first Bergamaschi machine with all-metal "solid" nose mounting six 12.7-mm. SAFAT were considered for installation. With these
Armament consisted of a 12.7-mm. machine stressed-skin structure, the Ca 331 Raffica machine guns. 840 h.p. Delta IV engines were units, estimated maximum speed was in the
gun in the port wing root and a 7.7-mm. gun (Squall) flew for the first time on August 31, mounted. By September 1943, the Ca 331B region of 400 m.p.h.
In a Landani dorsal turret; 880 lb. of bombs 1940. Designed as a twin-engined light recon- was almost ready for mass production, with
or a single torpedo made up the offensive load. naissance bomber, the prototype achieved a components to be manufactured at Ponte San Performance of the Delta IV-powered Ca 331B
The first prototype flew in August, 1940. 500 maximum speed of 300 m.p.h. at 16,750 ft. and Pietro, Reggio Emilia, and Trento. The two included a maximum speed of 314 m.p.h. at
h.p. P.VII C.35 radials were proposed for demonstrated excellent handling qualities in
production machines, which in the event never tests at Guidonia. The engines were Isolla·
materialized, priority having been given to the Fraschini Delta R.CAO in-line air-cooled units
Ca 313 and Ca 314. of only 770 h.p. each.

CA 325 Although the Regia Aeronautica did not

The Ca 325 was a development of the Ca 135 tlxpress immediate interest, a visiting G!rman

The prototype Ca 331A first flown in 1940, had beautiful fuselage contours. Above and below, the Ca 331B night figh·ter featured a revised nose with up to six 20-mm. cannon.

'--
116 ITALIAN cIVa AND MILITARY AIRCRAFT
CAPRONI BERGAMASCHI 117

The Ga 335, or S.A.B.G.A. S. 47, was to have been built in quantity by the Belgian firm.

17,400 ft., a cruising speed of 280 m.p.h., a have been built 10 quantity, but this was
range of 994 miles, and a service ceiling of prevented by the overwhelming German
26,550 ft. Climbing time to 13,120 ft. was 9 min. invasion. Armament comprised one 20-mm.
35 sec. Weights were 10,140 lb. empty and cannon firing through the airscrew hub, two
14,992 lb. loaded. The Ca 331B had a span of 53 7.7-mm. Browning machine guns in the wings,
ft. 9 3/4 in., a length of 38 it. 6 1 /! in., a height of

o
and one flexible hand-held gun in the rear
10 ft. 61 /4 in., and a wing area of 414.4 sq. ft. cockpit. Empty weight was 4950 lb. and loaded
weight varied from 6545 lb. (fighter) and 7128
CA335 lb. (reconnaissance) to 7370 lb. for attack.
Originally powered by a radial engine and
designated Ca 335 Maestrale (Mistral), this Performance included a maximum speed of
two-seat fighter/reconnaissance monoplane 311 m.p.h. at 13,780 ft., a service ceiling of
was designed in 1938 at Ponte San Pietro, but 32,800 ft., and a range of 978 miles, or a
after the construction of the first prototype in duration of 2 hrs. (fighter) to 4 hrs. 30 min.
1939, the manufacturing license was sold to (reconnaissance). The S.47 fighter climbed to
S.A.B.C.A. (Societe Anonyme Beige de Con· 6560 ft. in 3 min. 30 sec., to 13,120 ft. in 7 min.
structions Aeronautiques) of Brussels, Belgium. 20 sec., and to 19,680 ft. in 12 min. 20 sec.
Powered by an 860 h.p. Hispano-Suiza 12 Ycrs Dimensions were: span 43 ft. 3 in., length 34
twelve-cylinder vee liquid-cooled engine and ft. 9 in., height 10 ft. 6 in., and wing area 254
designated S.47, the Belgian version was to sq. ft.

The Ga 355 dive bomber was a smaller development oj the Ga 335 with an lsolta-Fraschini Delta engine.

'i' 'i! 'I'

CA 331A
CA 331B
118 ITALlAN CIVIL AND MILITARY AIRCRAFT

CA 350 but it did not progress past the drawing board.

The Ca 350 was a projected all-metal two-seat
interceptor fighter to be powered by a 1250 CA 370
h.p. Isotta-Fraschini Zeta R.CA2 twenty-four- The Ca 370 was a further development of the CAPRONI VIZZOLA
cylinder X air-cooled engine. Dating from 1939, Ca 331 which also halted at the design stage.
the design was expected to weigh 9700 lb. Again twenty-four cylinder Zetas were the Caproni Vizzola S.A.
fully loaded and to achieve 403 m.p.h. However, intended power units. The Ca 370 had an
the project was abandoned and construction estimated maximum speed of 383 m.p.h. Originally the Scuola di Aviazione Caproni, The FA was of mixed construction, with
halted. Span was 43 ft. 7 1 /4 in. one of the earliest Italian flying schools, plywood-covered two-spar wooden wing and
CA 380 welded steel tube fuselage covered with
Caproni Vizzola S.A. of Vizzola Ticino, Varese,
CA 355 A twin-engined, twin-boom, high-altitude two- was modernized and expanded in the mid- duralumin skin. Inward-retracting landing
Flown for the first time in January, 1941, the seat fighter bomber designed in answer to the 1930's and began the manufacture of various gear was filted. Armament comprised two
Ca 355 was a smaller dive bomber development DeHavilland Mosquito, the Ca 380 Corsaro aircraft components. Caproni Vizzola modified forward-firing 12.7-mm. Breda-SAFAT machine
of the Ca 335/SA7. Of mixed construction, the (Corsair) was partially completed at the' time a number of Cd 101 and Ca 133 transports for guns mounted in the fuselage sides above the
sole Ca 355 prototype employed an 850 h.p. of the Armistice but never flew. The pilot and colonial service, and carried out sub-contract wing roots. Empty and loaded weights were
Isotta-Fralichini Delta IV twelve-cylinder air- radio operator were seated back to back in the work on the' Breda 65. In 1937 the firm began 5428 lb. and 6614 lb. respectively. Performance
cooled engine and a rearward-retracting starboard boom, with fuel and equipment in original work in its own design office under included a maximum speed of 342 m.p.h. at
landing gear based on that of the Curtiss P-40. the port boom. The Ca 380 was to have been 12,500 ft., a cruising speed of 304 m.p.h., a
Ing. Fabrizi.
Split dive brakes were fitted to the trailing powered by 1475 h.p. Daimler Benz DB 605 range of 466 miles, and a service ceiling of
edges of the wings and a swinging bomb engines, although 1550 h.p. DB 603 units were .32,800 ft. Dimensions were: span 37 ft. 07 /8 in.,
FA
harness guided a single 1100-lb. weapon. In contemplated as later production replace- length 29 ft. 21/3 in., height 9 ft. 61/8 in., and
Developed in 1938 in parallel with the similar
spite of successful trials, tlte Ca 355 did not ments. Armament was four 20-mm. Mauser wing area 189.5 sq. ft.
radial-engined F.5, the Caproni Vizzola F.4
receive any production orders. No defensive cannon in a pod under the wing center section
low-wing single-seat fighter was originally to
armament was fitted to the prototype. Empty and two 12.7-mm. SAFAT machine guns in the F.5
have employed a 960 h.p. Isotta-Fraschini Asso
and loaded weights were 4356 lb. and 7810 lb. wings outboard of the airscrew discs. Estimated The F.5, although designed concurrently,
121 R.C. 40 twelve-cylinder vee engine, but
Span was 42 ft. 6 in., length 32 ft. 7 in., and performance was: maximum speed 400 m.p.h. actually preceded the FA in flight tests by well
the decision was made instead to incorporate
height 10 ft. 4 in. Performance included a at 23,525 ft., maximum continuous cruising over a year; it had an almost identical air-
an 1175 h.p. Daimler Benz DB 601A twelve-
maximum speed of 302 m.p.h. and a cruising speed 311 m.p.h., range 1336-1616 miles, service frame mounting an 870 h.p. FIAT A.74 R.C.38
cylinder engine, delaying flight trials until
speed of 236 m.p.h. ceiling 34,450 ft., and climb to 19,680 ft. in 7 fourteen-cylinder radial engine. The F.5 was
1940. The FA successfully completed these
min. 9 sec. Loaded weight was 16,383 lb. one of the new generation of Italian fighter
CA 365 Dimensions included a span of 52 ft. 6 in., a tests, demonstrating excellent maneuvrability,
but was dropped in favor of the more advanced monoplanes appearing in the late 1930's which
The Ca 365 was development of the Ca 135 length of 39 ft. 01 /2 in., a height (in horizontal included the FIAT G.50, Macchi C.200, Meridi-
projected with two 1250 h.p. Isotta-Fraschini attitude) of 12 ft. 6 in., and a wing area of 432.7 DB 605-powered F.6.
Zeta R.C,42 twenty-four-cylinder X engines, sq. ft.
The F.5 single- seat fighter, fourteen of which served as night fighters in defense of Rome. (MM 413)

~O:rr
1 0
I\----.II~
.it
I' ",' . ','

CA 380
120 ITAUAN CIVIL AND MIUTARY AIRCRAFT CAPRONI VIZZOLA 121

Left, the FA with DB 601A engine. Above, the

o o onali Ro 51, Reggiane Re 2000, and Aeronautica

prototype F.5, flown for the iirst time in early 1939.

length 25 ft. 11 in., heighl 9 ft. 10 in., and

Umbra T.18. All of these aircraft were powered wing area 189.5 sq. ft. Performance included a
by the same FIAT A.74 radial engine except maximum speed of 317 m.p.h. at 9840 ft., a
lhe Re 2000 and T.18, which employed Piaggio cruising speed of 292 m.p.h., a range of 373-621
and FIAT A.80 units, respectively. The miles, and a service ceiling of 31,170 ft. The
Caproni Vizzola F.5 competed in 1939 trials F.5 could climb to 21,325 ft. in 6 min. 30 sec.
with the G.50 and MC.200, and fourteen pre-
produttion aircraft were ordered by the Air Two unrealized projects incorporating different
Ministry. engines were the F.5bis, with an 1175 h.p. Alfa
o Romeo R.A.I000 R.C.44-la (license-built DB
These differed from the prototype in having a 601A-l) Monsonie (Monsoon) liquid-cooled

o
revised cockpit canopy, extra fuel tank, non- unit, and the F.5 Gamma, a one or two-seat
retractable lallwheel, and eniarged fin and advanced lrainer powered by a 540 h.p. Isotta-
rudder. The pre-production examples were Fraschini Gamma R.C.35 IS alr-cooled engine.
assigned to the 51 0 Stormo of the 8a Brigata The single-seat F.5 Gamma, mounting one
Caccia Terrestre (land-based fighters), and 7.7-mm. Breda-SAFAT machine gun, had an
given the task of defending the Rome area at estimated maximum speed of 254 m.p.h.
night, along with the standard FIAT CR.42's
and G.50's.

The F.5 featured a variable-incidence tallplane

and allerons which drooped automatically,.
assisting the flaps, on landing approaches.
Armamenl was identical to that of the FA.
Empty and loaded weights were 4078 lb. and
5181 lb. Dimensions were: span 37 ft. 07/8 in.,
Above right and below, the F.6M, powered by a 1475 h.p. DB 605A liquid-cooled engine. (MM 481)

Jt
, ,
'i

F.5
122 ITAllAN CIVIL AND MILITARY AIRCRAFT

F.6 duced 1250 h.p. Although the Zeta-powered

The first F.6 was created by mounting a 1475 F.6MZ completed flight tests satisfactorily, the
h.p. Daimler Benz DB 605A in one of the pre- Armistice brought an end to the program. The
production F.5 airframes. Further prototypes
featured all-metal construction, however, and
F.6MZ mounted two 12.7-mm. and two 7.7-mm.
machine guns, and weighed 7382 lb. empty
C.M.A.S.A.
were designated F.6M (metallico). The license- and 9022 lb. fully loaded. Maximum and Costruzioni Meccaniche Aeronautiche S.A. (FIAT)
built version of the DB 605A, the FIAT cruising speeds were 404 m.p.h. and 367 m.p.h.
R.A.I050 R.C.58 Tifone, was to have p.owered respectively; range was 851 miles and service C.M.A.S.A., which became a subsidiary of Dornier influence, including the characteristic
SUbsequent production machines. Armament ceiling 26,240 ft. Dimensions included a span FIAT in 1929, was founded in 1922 at the sponsons. With empty and loaded weights of
was four 12.7-mm. Breda-SAFAT machine of 38 ft. 91/3 in., a length of 29 ft. 63/4 in., a ex-Gallinari works at Marina eli Pisa, under 4035 lb. and 6052 lb. respectively, the MFA
guns. P~rformance included a maximum speed height of 9 ft. 102/3 in., and a wing area of the name Societa di Costruzioni Meccaniche featured gun positions in the bow and amid-
of 353 m.p.h. at 16,400 ft., a cruising speed of 198.6 sq. ft. di Pisa. Originally concerned with the manu- ships. The few remaining available details are:
296 m.p.h., a range of 590 miles, and a service facture of Dornier aircraft under license, the wing area 441.2 sq. ft., maximum speed 137
ceiling of 34,450 ft. The F.6M could climb to F.7 firm built a number of Do E, Do F, DoUin, and m.p.h., ceiling 18,370 ft., and endurance 6 hrs.
19,685 ft. in 5 min. 30 sec. Dimensions included The F.7 was an extensively revised and Wal machines, customers being the navies of 45 min.
a span of 37 ft. 07/8 in., a length of 30 ft. 01/4 lightened development of the F.6 which was Netherlands and Spain, the Soviet Air Force,
in., a height of 9 ft. 10 2/3 in., and a wing area to have employed the 1175 h.p. Alia Romeo and the Argentine, Yugoslav, and Chilean
of 189.5 sq. ft. R.C.44-la Monsonie engine. With a much Naval Air Forces. In 1930 the company changed MF.5
smaller fuselage, the F.7 was designed to its name to Costruzioni Meccaniche Aeronau- A twin-engined, all-metal, ten-passenger com-
The twenty-four cylinder 1150 h.p. Isotta- accommodate one 20-mm. Mauser MG 151 tiche S.A. (FIAT), and built a few FIAT CR.20 mercial flying boat developed from the Wal,
Fraschini Zeta R.C.35 X-type unit was also cannon and two 12.7-mm. Breda-SAFAT Idro fighter seaplanes. C.M.A.S.A. became a the MF.5 also flew in 1933, powered by 7001750
proposed for the fighter, but development machine guns. It was expected to attain a specialist constructor for the organization, h.p. FIAT A.24 R twelve-cylinder liquid-cooled
troubles delayed the actual installation of the maximum speed of 373 m.p.h. at 18,370 ft. and modifying standard FIAT products for alternate vee engines. Again employing the familiar
engine until mid-1943, by which time it a range of 777 miles, and to climb to 13,120 ft. uses, although it built several designs of its Dornier-type sponsons, the MF.5 was in effect
was designated Zeta R.~.25/60. Fitted with a in 3 min. 40 sec. The design had not progressed own conception. In 1932 C.M.A.S.A. buill the a sesquiplane. Empty and loaded weights were
Wright-type two-speed supercharger, it pro- past the planning stage by September, 1943. CR. Asso, a modification of the standard 10,391 lb. and 16,280 lb. Performance included
Rosatelli-designed fighter, incorporating a 450 a maximum speed of 141 m.p.h., a cruising
h.p. Isotta-Fraschini Asso engine. speed of 118 m.p.h., and an alighting speed of
61 m.p.h. Range was 497-621 miles, and ceiling
MF.4 16,400 ft. The MF.5 climbed to 6560 ft. in 10
The MF.4 (MF = Marina FIAT) was a two! min. 3 sec., to 9840 ft. in 19 min. 30 sec., and
three-seat reconnaissance flying boat flown for to 13,120 ft. in 35 min. 10 sec. Dimensions
o the first time in 1933. Powered by a 600 h.p.
Piaggio Stella IX R radial engine mounted
included a span of 76 ft., a length of 59 ft. 10
in., a height of 18 ft. 10 in., and a wing area of
F.4
ahead of the wing, the MF.4 showed much 1038.4 sq. ft.

o
F.6M
..

F.6MZ
o Above, the MFA and MF.5 (Wal) flying boats. Below, the MF.6 seaplane and MF.lO flying boat.

.it
0 .i ., . , , ,,
124 ITALlAN CIVIL AND MILITARY AIRCRAFT C.M.A.S.A. 125

MF.6 24,600 ft. The MF.I0 climbed to 6560 ft. in 5 example remained in flying condition as late
The MF.6 two-seat catapult reconnaissance minutes, and to 16,400 ft. in 16 minutes. as 1956.
seaplane of 1934 was a biplane featuring a Dimensions were: span 38 ft. 4 in., length 30
single main float and auxilliary wing floats, ft. 8 in., height 10 ft. 7 in., and wing area 382 B.G.A.
and employing a Piaggio-built Jupiter VIradial sq. ft. Empty and loaded weights were 3410 Bearing a great similarity to its close relative
engine of 575 h.p. The MF.6 weighed 3267 lb. lb. and 5203 lb. the FIAT BR.20, the B.G.A. was an experimen-
empty and 5060 lb. fully loaded. It had a tal prototype twin-engined bomber with
maximum speed of 161 m.p.h., an alighting G.8 retractable landing gear, built at C.M.A.S.A.
speed of 57 m.p.h., a range of 745-807 miles, Designed by Ing. Giuseppe Gabrielli, the G.8 in 1936. Although classed as a heavy bomber The prototype RS.14 reconnaissance floatplane.
and could climb to its ceiling of 16,400 ft. in was a two-seat touring and training biplane at the time, it would have been in the medium
26 minutes. Dimensions were: span 36 ft. 5 in., produced in 1934. Featuring Warren-type wing bomber category had it been developed up to float reconnaissance seaplane, flown for the
length 30 ft. 6 in., height 11 ft. 8 in., and wing bracing and a 135 h.p. FIAT A.54 seven- the outbreak of the Second World War. The first time in 1938. 840 h.p. FIAT A.74 R.C.38
area 370 sq. ft. A single rear gun was fitted. cylinder radial engine in a Townend ring B.G.A. was a mid-wing monoplane powered radial engines were fitted. Initially, the
With a 700 h.p. Hornet radial, the MF.6 had a cowling, the G.8 had tandem open cockpits by 1050 h.p. FIAT A.80 R.C.41 radial engines. prototype RS.14 was flown without provision
maximum speed of 1'80 m.p.h. at 6560 ft.; it with dual controls. It weighed 1232 lb. empty for armament, but production models mounted
climbed to 16,400 ft. in 12 min. and 1842 lb. loaded. Maximum, cruising, and The forward section of the fuselage was of one 12.7-mm. machine gun in a dorsal turret
landing speeds were 132 m.p.h., 114 m.p.h., and all-metal monocoque construction, while the and three 7.7-mm. guns firing from two lateral
MF.I0 52 m.p.h. respectively. Ceiling was 17,056 ft. rear part was of fabric-covered welded steel hatches and from the nose position. Crew was
Powered by a 600 h.p. FIAT A.30 RA engine and range 575-807 miles. The G.8 climbed to tubing. The cantilever wings featured slotted 4-5 men. The RS.14B production models had
driving a pusher airscrew, the MF.I0 light 6560 fl. in 5 min. 14 sec., and to 9840 ft. in 17 flaps, and automatic leading-edge slots ex- ventral gondolas housing torpedoes or bombs,
reconnaissance flying boat was intended to be min. 41 sec. Dimensions were: span 28 ft. 9 in., tending along the outboard sections. Defensive loads being two 352-lb. bombs, four 220-lb.
catapulted from warships. First flown in 1935, length 22 ft. 11 in., height 8 ft. 2 in., and wing armament was fitted in a nose turret above bombs, or sixteen 33-lb. bombs. The RS.14C
the MF.I0 biplane featured open pilot's and area· 203.7 sq. ft. the bombardier's position, and in dorsal and was an air-sea rescue version omitting the
observer's cockpits ahead of the wings. ventral positions amidships. Empty and loaded gondola.
Maximum and alighting speeds were 171 m.p.h. A few G.8 trainers were used by the Regia weights were 13,420 lb. and 20,636 lb. respect-
and 61 m.p.h.; range was 795 miles, and ceiling Aeronautica. At least one privately-owned ively. Performance included maximum and Although placed in production, the RS.14 was
landing speeds of 261 m.p.h. and 68 m.p.h., a not built in large quantities, the Cant Z.506B
ceiling of 22,960 ft., and a range of 1242 miles. and Savoia-Marchetti SM.79 having already
Dimensions were: span 70 ft. 4 in., length 51 established themselves in the reconnaissance
ft. 7 in., height 15 ft. 11 in., and wing area 797.6 and torpedo-bombing roles. The RS.14 did not
sq. ft. enter service until after Italy's entry into the
war. By the time of the Italian surrender in
RS.14 September, 1943, some 39 RS.14's equipped
Probably the best-known C.M.A.S.A. product various units of the Regia Marina; of these
was the RS.14 all-metal, twin-engined. twin- aircraft only 18 were serviceable. The RS.14

An RS.14 Serie HI reconnaissance bomber floatplane. Armament was lour machine gWlB. (MM 35653)

Above left, a surviving G.B trainer. Right, a prewar Regia Aeronaulica example. The original G.B, built
in 1934, is shown below. Note typical FIAT Warren wing-bracing.
126 ITALlAN CIVIL AND MILITARY AIRCRAFT C.M.A.S.A. 121

Above, an RS.14. Below, an RS.14B with ventral gondola for torpedoes or bombs.

was operated by the Aviazione Alto Tirreno

(upper Tyrrhenian Sea), Aviazione Alto Adria-
tieo (upper Adriatic), Aviazione Basso Tirreno
(lower Tyrrhenian), Aviazione Jonio e Basso
Adriatico (Ionian islands and lower Adriatic),
and Aviazione Sardegna (Sardinia).

The RS.14 weighed 12,100 lb. empty and 18,700

lb. fully loaded. Dimensions included a span
of 63 ft. 11 3 /4 in., a length of 44 ft. 11 in., a
height of 17 It. 9 in., and a wing area of 538
sq. ft. Maximum speed was 242 m.p.h. at 15,400

RS.14B

.it
I ' e " , I' ','

RS.14
 128 ITALIAN cIVa AND MILITARY AIRCRAFT
C.M.A.S.A. 129

The AS,14 was a land-based development of the RS.14. The sole p-rototype was destroyed in 1943.

ft., ceiling 16,400 ft., and range 1553 miles.

17,930 lb. respectively. Maximum speed was
273 m.p.h., range 932 miles, and ceiling 24,600 The G.50B was a two-seat trafning version of the Freccia single-seat fighter. (MM 3615)
AS.14
ft. Dimensions were: span 63 ft. 11 3/4 in., length
In 1942 a land-based attack version was built, 43 ft. 91 /2 in., and wing area 538 sq. fl. The Falco biplane, described in a separate section miles, and ceiling 31,150 ft. One hundred
designated AS.14. Employing the same engines AS.14 was extensively tested at Guidonia, of this book. Using the same 840 h.p. FIAT G.50B's were built for Regia Aeronautica
and basic airframe, it had retractable landing where it was finally destroyed at the time of A.74 R.C.38 radial engine, the ICR,42 weighed training squadrons.
gear in place of the twin floats. the Armistice. 4070 lb. empty and 5335 lb. loaded, both figures
being 286 lb. higher than those of the standard
The sole prototype, employing the same 840 model. Maximum speed was 262 m.p.h., G.50V
ICR,42
h.p. A.74 R.C.38 engines, was a 3/4-seat model The ICR,42 was an experimental seaplane representing a 5 m.p.h. decrease. Range and Another development of the Freccia by
with a projected armament of one 45-mm. version of the FIAT CR.42 fighter. Except for ceiling of the ICR,42 were respectively 598 C.M.A.S.A. was the G.50V, incorporating a
cannon, to be mounted in the nose, and two the employment of twin metal floats, the miles and 31,150 ft. Length was increased 91 /4 1050 h.p. Daimler Benz DB 601A liquid-cooled
12.7-mm. and two 7.7-mm. machine guns. ICR,42, constructed by C.M.A.S.A. and first in. by the fitting of floats, to 28 ft. engine in a standard G.50 airframe. The G.50V
Empty and loaded weights were 11,000 lb. and flown in 1940, was identical to the well-known was essentially an experimental prototype for
G.50B a production version to be designated G.52,
This impression of the ICR.42 float fighter is actually a retouched photograph of the prototype CR.42. Developed by C.M.A.S.A. from the standard which was later dropped in favor of the more
FIAT G.50 Freccia single-seat fighter, the advanced G.55. Flown for the first time on
tandem two-seat G.50B was an unarmed August 25, 1941, the G.50V reached 360 m.p.h.
training version which flew for the first time during tests. Empty and loaded weights. were
on April 30, 1940. The power unit was again 5139 lb. and 6380 lb. respectively. Range was
the 840 h.p. A.74 R.C.38 radial. Empty and 777 miles, and ceiling 36,080 ft. Except for the
loaded weights were 4268 lb. and 5148 lb., increased length of 28 ft. 5 1 /3 in., the dimensions
representing decreases of 51 lb. and 136 lb. of the G.50V matched those of the standard
respectively, due to the omission of armament. G.50 fighter. Armament was the same: two
Maximum speed was 283 m.p.h., range 310 12.7-mm. machine guns mounted in the cowl.

Below and right, two views of a G.50B trainer in

wartime camouflage. Note non-standard white
wing stripe. Just visible in background is FN.305.
130 ITALlAN CIVIL AND MILITARY AIRCRAFT

C.N.A.
Compagnia Nazionale Aeronautica (Caproni)
Founded in 1920 by Count Giovanni Bonmar- DELTA
G.50B

o
tini, the Compagnia Nazionale Aeronautica Buill in 1931, the C.N.A. Delta was a three-
was originally composed of a group of ex- engined cabin monoplane with fixed landing
World War I airmen interested in contributing gear, capable of carrying six passengers or a
to the progress of Italian aviation. From 1921 corresponding complement of mail. The
until 1928 C.N.A. operated a flying school at engines were 90-140 h.p. FIAT A.50, A.53, or
the Cerveteri airfield in Rome, training 355 A.54 seven-cylinder radials. A later version of
new pilots during this period. Under lhe aegis the Delta employed two 200 h.p. DeHaviIIand
G.50V of C.N.A. was the Pegna-Bonmartini Costru- Gipsy-Six in-line engines.
zioni Navali Aeronautiche, a small factory
which manufactured experimental aircraft for BETA
the Italian government. In 1923 the Pegna- A single-engined two-seal high-wing mono-
Bonmartini interests were transferred to plane, the Beta appeared in 1932, powered by

CS.15
o Messerschmitt "Me 109R" (Me 209 VI).
I
i i
,
Piaggio & C. in accordance with a directive
issued by the Commissario per I'Aeronautica,
and Ing. Pegna became chief designer for
the Piaggio firm.
a C.N.A. C-7 seven-cylinder radial engine of
200 h.p. The Beta set several international
records, piloted by Renato Donati and Furio
Niclol.

The CS.15 high-speed monoplane, designed for When C.N.A. built the new Littorio civil ETA
an attempl on the World's Air Speed Record, Empty and loaded weights were 4213 lb. and airport in Rome in 1928, transferring its school Also powered by the centrifugally-super-
was under construction in 1939 at C.M.A.S·.A., 5060 lb. respectively. Span was 34 ft, 5 1 /3 in. facilities to the new field, it also established charged C.N.A. C-7 radial engine, the C.N.A.
but it finally had to be abandoned after Italy Endurance was expected to be approximately a faclory to build aircraft designed by other Eta was a one or two-seat parasol-wing light-
was firmly involved in the Second World 30 minutes. companies, in addition to aero engines and plane of disarming simplicity, built in 1933.
War. To have been powered by the experimen- experimental aircraft of original design. C.N.A. Piloted by Niclot and Lanciani, it set two
tal 2250 h.p. FIAT AS.8 sixteen-cylinder vee JS.54 bunt 188 aircraft under license, in addition international lightplane records for altitude.
engine (not actually completed until 1941), The JS.54 was never more than a project. to its own products. Early in the year the pair gained the seaplane
the CS.15 employed surface evaporation Under consideration during 1941-43, it was to
cooling and had an estimaled maximum speed have been a large six-engined civil flying boat.
The Eta parasol monoplane was a simple one or two-seat machine which captured several altitude records
of 529 m.p.h., far in excess of any contempo- The plans were dropped altogether in Septem- in both land and seaplane form. Shown below is the single-seat model with 170 h.p. C-? radial engine.
rary aircraft, including the record-holding ber, 1943. No other information is available.

A photograph of a standard G.50 retouched to show the DB 601 A installation of the experimental G.50V.
 C.N.A. 133
132 ITALIAN CIVIL AND MILITARY AIRCRAFT

engine, the C.N.A. 25 was a concurrent high-

wing four-seat cabin monoplane. The wing
featured leading-edge slots and split ailerons,
'i~ .-
. 1- f
and was braced only by I-struts extending up
• , <r.'"~-:t ~ ~_--:l7'~;a;....~'l.
:Jr;'~"" .. ~ ".-,,-~-:~ ..."~ ,,,
-~. ;.: ...
:~;'!
from the streamlined wheel pants. Speciiica-
tions were as for the C.N.A. 15, except: height
. '. ~'. ....• .. .... -~
~i .. . - - , 7 ft. 25 /s in., useful load 814 lb., and maximum
Left, the Delta trimotor. Right, the C.N.A. 25 high-wing cabin monoplane. speed 152 m.p.h.
The designation PM.1 indicated the first design of
record for Category II with an altitude of greater sensitivity of control required by PM.1 the Regio Politecnico di Milano. (MM 417)
24,148 ft., raising this to 27,588 ft. in November. reductions in wing area and corresponding One of the few C.N.A. aircraft for which full
The following month, Niclot set the landplane stability. The power unit was a 220 h.p. AHa data are available, the PM.l was a two-seat zioni Aeronautiche del Regio Politecnico di
record for Category II at 32,826 ft. In 1936, Romeo-built Lynx radial engine. Further details private plane intended for training and sport Milano (Milan Polytechnic Institute), hence its
Chiesi and Rossetti set a 100-km. closed-circuit of this interesting trainer are unfortunately flying. Powered by a 60 h.p. C.N.A. D-4 designation.
speed record [or seaplanes of Category I at unavailable. four-cylinder horizontally-opposed engine, it
122.75 m.p.h. The engine was a 150 h.p. C.N.A. featured a high-mounted, plywood-covered Performance included a maximum speed of
C.VI in-line. MERAH cantilever wooden wing. The fuselage was 112 m.p.h., a cruising speed of 96 m.p.h., a
The Merah, produced in 1934, was a two-seat, also of plywood-covered wooden construction. landing speed of 42 m.p.h., a service ceiling of
Powered by the 170 h.p. C-7 engine, the tandem low-wing monoplane which was not con- Movable control surfaces were fabric-covered. 13,120 ft., and a cruising range of 373 miles.
dual-control landplane weighed 904 lb. empty structed in series. It was powered by a C.N.A. Although the PM.l had a conventional iixed The PM.1 climbed to 3280 ft. in 6 min. Dimen-
and 1100 lb. loaded. Maximum speed was 136 engine.of undisclosed type. two-wheel landing gear with tailskid, it bore sions were: span 34 ft. 9 1/3 in., length 23 ft.
m.p.h., landing speed 40 m.p.h., and climb to a remarkable resemblance to the postwar, 21 /3 in., height 6 ft. 8 in., and wing area 151
C.N.A.15
19,680 ft. in 25 min. Dimensions were: span 32 tricycle-geared Macchi MB.308. The PM.l was sq. ft. Empty and loaded weights were 792 lb.
Powered by alSO h.p. C.N.A. C.VI IRC.43
ft. 9 1 /2 in., length 21 ft. 4 in., and height 8 ft. 2 designed by students of the Instituto di Costru- and 1276 lb.
six-cylinder inverted in-line engine, the C.N.A.
in. The seaplane had a maximum speed of 130
15 was a four-seat low-wing cabin monoplane
m.p.h. and climbed to 19,680 ft. in 35 min.
designed in 1935. It was probably intended fOI
the Littorio Rally. Specifications were: span
TETA
38 ft. 5 1 /3 in., length 26 ft. 67 /s in., height 6 ft.
The C.N.A. Teta (Theta), also produced in 1933,
10 2/3 in., useful load 735 lb., maximum speed
was a two-seat light trainer, unusual in that it
143 m.p.h., landing speed 53 m.p.h., and ceiling
could be flown as a biplane, sesquiplane, or
20,664 ft.
monoplane, simply by fitting or detaching the
different surfaces. In this way it was possible C.N.A.25
to acquaint the student progressively with the Employing the same C.N.A. C.VI IRC.43

Except for its landing gear, the PM.1 was similar to the postwar tricycle-gear Macchi MB.308.(MM 417)

!
i

PM.1
 FIAT 135

of 17,040 ft., and an endurance of 3 hrs. 30 min.

APR.2
FIAT Derived from the design study by Celestino
Rosatelli for the APR.1 (never buill), the APR.2
Societa Anonima Aeronautica d'Italia eight-ten passenger transport was completed
and first flown in 1935. Almost entirely of
Originally founded at Turin in 1899 as the from the Mirafiori airport to the Ansaldo metal construction, with only the rear fuselage,
automobile manufacturing company, FIAT office, and the company became the Societa tail surfaces, and ailerons of fabric covering,
(Fabbrica Italiana Automobili Torino) soon Anonima Aeronautica d'ltalia, which title the APR.2 was originally powered by two 700
branched out into all areas of transportation, prevailed during the period covered herein. h.p. FIAT A.59R nine-cylinder radial engines
becoming the strongest and most progressive driving controllable-pitch three-bladed air- A close-up of the APR.2 transport. (l- VEGA)
industrial complex in Italy. It was one of the After the Second World War FIAT was quick screws, and featured retractable landing gear.
few airframe and aero engine manufacturers to resume aircraft production (indeed the ceiling was 24,600 ft. and range 1242 miles. An
to survive the Second World War; today wartime G.55 fighter design was soon marketed The very clean and atlractive cantilever altitude of 9840 ft. could be maintained on one
the motto Terra Mare Cielo (Land-Sea-Air) to Argentina and Egypt with minor revisions), monoplane was built in a small series and engine. The APR.2 climbed to 6560 ft. in 5 min.,
expresses the diverse interests of the firm. and although much of the output has been served with the A vio Linee Italiane S.A. The to 13,120 ft. in 11 min. 30 sec., and to 19,680 ft.
composed of license-built engines and air- main landing gear legs of the prototype had in 22 min. Empty weight was 10,450 lb. and
FIAT began aero engine production in 1908 frames, the company has buill a number of featured sheet metal fairings, omitted from loaded weight 14,740 lb. Dimensions were the
and, as the Societa Italiana Aviazione, con- excellent Gabrielli-designed training aircraft production machines, while the A.59R engines same as for the original version except for a
structed its first aeroplane, a license-buill as well as the first-rate G.91 close-support were replaced by 840 h.p. A.74 R.C.38 fourteen- slightly lengthened fuselage (48 ft. 10 1/% in.)
Farman 58 biplane, in 1914. S.LA. began machine designed to NATO requirements. All cylinder radials. The A.59-powered APR.2 and an increased wing area of 634.8 sq. ft.
building original designs, which included the of FIAT's present aircraft production is carried weighed 8360 lb. empty and 14,740 lb. loaded,
S.P. (Savoia-Pomilio, after the designers) series, on under the name FIAT - Divisione A viazione. had a maximum speed of 242 m.p.h. at 6560 ft., AS.1.
in 1916. The shipbuilding firm Gio. Ansaldo & and cruised at 217 m.p.h. Ceiling was 25,420 The AS.l two-seat high-wing monoplane, the
c., which entered the aircraft industry as the AN.l ft. and range 1242 miles. Dimensions were: first private touring plane built by FIAT.
Societa Anonima Aeronautica Ansaldo during Flown in 1930, the AN.l was an interesting span 63 ft. 11 in., length 46 ft. 11 in., height 11 appeared in 1928, powered by an 85/100 h.p.
the First World War, became the main FIAT experimental two-seat reconnaissance biplane ft. 7 1/% in., and wing area 621.1 sq. ft. FIAT A.50 seven-cylinder radial engine. Con-
aircraft SUbsidiary in 1926. During the war employing a 220 h.p. six-cylinder in-line structed of wood and metal, with fabric
the S.V.A. (Savoia Verduzio Ansaldo, the first naphtha-burning engine (also designated Powered by the A.74 R.C.38 engines, the covering, in both open-cockpit and enclosed
two names indicating the designers) reconnais- AN.l). Except for the engine, which had also transport had a maximum speed of 255 m.p.h. cabin forms, the AS.l was produced in limited
sance and bombing biplanes had become well been tried in an A.300/4 reconnaissance at 11,480 ft., a cruising speed of 217 m.p.h., and numbers but used extensively for record
known; aircraft of the subsequent Ansaldo biplane, the AN.1 was of conventional design. a landing speell of 71 m.p.h. using flaps. Service flights. During August 2-4, 1929, a squadron of
series were prefixed by the letter A. After 1926 The few available details include a span of 36
all designs were known simply as FIAT types The first private plane built by FfAT was the two-seat AS.1 high-wing monoplane.
ft. 103 /8 in., a length of 28 ft. 8 3/8 in., a height
with various letter-number combinations indi- of 9 ft. 8 7/8 in., a wing area of 435.7 sq. ft.,
cating the designer and/or the purpose. That empty and loaded weights of 2886 lb. and 3520
year FIAT moved its aviation headquarlers lb., a maximum speed of 127 m.p.h., a ceiling
The APR.2 airliner was in approximately the same class as the Lockheed 12 and 14 transports. (l- VEGA)
•
136 ITAllAN CIVIL AND MILITARY AIRCRAFT FIAT 137

engines below the wings and one 550 h.p.

A.24R unit in the nose. With a crew of three,
the B.R.G. featured a dorsal machine gun
mounting in its slab-sided fuselage. General
layout was not unlike that of the Caproni Ca
101. Empty and loaded weights were 14,520 lb.
and 26,400 lb. Maximum speed was 149 m.p.h.,
ceiling 15,750 ft., and endurance 12 hrs. Span
was 98 ft. 47 /s in., length 57 ft. 83 /4 in., height
19 ft. 01 /4 in., and wing area 1497.8 sq. ft. Only
the prototype B.R.G. was built; except [or the
S.I.A. 1200 bomber of 1916, it was the largest
aeroplane in the entire FIAT family. The B.R.G. trimotor bomber prototype. (MM 116)

BR.3
The famous series of FIAT bombers designed
by Ing. Celestino Rosatelli began in 1919 with
the original BR (Bombardamento Rosatelli). The
BR.3 two-seat d'ay bomber biplane appeared
in 1930, powered by a 1050 h.p. FIAT A.25
twelve-cylinder water-cooled vee engine.
The AS.2 was similar to the AS.l. Note spinner, transpQTent side panels, and headrest. (l-AAVR)
Featuring the Warren-type wing bracing that
was first an Ansaldo and later a Rosatelli The BRA of 1934 was a typical Rosatelli design.
eight AS.l monoplanes won the Coupe Chall- 98 m.p.h. In 1930 the AS.l was built as a trademark. and providing for a ring-mounted
enge International de Tourisme, flying a seaplane and also with skis. The former (AS.l machine gun in the rear cockpit, the BR.3, like Lordi, advisor to Generalissimo Chiang Kai-
distance of 3905 miles. idro) weighed 1034 lb. empty and 1650 lb. its immediate predecessor the BR.2, became shek. Some BR.2's and BR.3's were still being
loaded. Maximum speed was 95 m.p.h. and known for successful long-distance flights. In used as trainers by the Regia Aeronautica as
On January 19, 1930, Donati and Capannini set endurance the 5ame as standard. The latter October, 1931, together with a FIAT A.120, a late as 1939.
lightplane records for endurance and closed· (AS.l sci) weighed 891 lb. empty and 1540 lb. BR.3 won the Coppa Principe Bibescu (Prince
circuit distance with an AS.l at 29 hrs. 4 min. loaded, and had a maximum speed of 96 m.p.h. Bibescu Cup) with a flight of 710 miles at an BRA
14 sec. and 1705.4 miles. On February 12-18 of With the C.N.A. C.7 engine, an AS.l idro set average speed of 156.6 m.p.h. Performance data The last of the single-engined BR two-seat
the same year the famous pilot Francis an altitude record for its category of 24,180 ft. included a maximum speed of 143 m.p.h. (with biplane series, the BRA was first flown in 1934.
Lombardi flew an AS.l solo over the route on December 28, 1932. full military load). a ceiling of 10,500 ft., and Although basically a modernized development
Rome-Tripoli -Benghazi-Tobruk -Massawa-Ben- an endurance of 3 hrs. 30 min. or a range of of the BR.3 concept, using the same 1050 h.p.
der Casim-Mogadiscio, a distance of over 5000 AS.2 466 miles. Empty and loaded weights were FIAT A.25 engine, the BRA was an entirely
miles. The Tobruk-Massawa leg was flown Nearly identical to the AS.l, the AS.2 was 6270 lb. and 9570 lb. Span was 56 ft. 8 in., new design resembling an enlarged CR,30 or
non-stop without a mapped course solely by built in small numbers in 1929. The nose was length 34 ft. 71/4 in., height 9 ft. 6 1/2 in., and CR.32. In spite of being dated in comparison
following the coastline. On February 21 Donati 50mewhat refined, featuring a pointed spinner, wing area 828.5 sq. it. A few BR.3 bombers with the monoplane bombers then being de-
and Capannini set an altitude record of 22,245 and the empty and loaded weights increased were supplied to China in 1935 after the estab- signed, the BRA was an efficient machine
ft. for Category I. Accompanied by Capannini, to 1012 lb. and 1628 lb. respectively. Prov sion lishment of an Italian Air Mission under Col. featuring clean overall contours, a neat engine
Lombardi left Vercelli July 13 on a famous for a greater fuel load improved the endurance
flight across Russia and Siberia to Japan, to 7 hrs. 30 min., although the maximum speed Of interest in this view of the prototype BR.20 are the tail stripes, applied to both rudders and tailplane.
arriving July 22 at Tachikawa, where the AS.l (87 m.p.h.) and ceiling (20,990 ft.) were reduced.
(I-AAVEl was donated to the Students' Avia- Three AS.2's, piloted by Francis Lombardi,
tion League. In 1932 Donati and Lanciani raised Mario Rasini, and Franco Mazzotti, made a
the Category II altitude record successively to flight around Africa, a distance of nearly
28,976 ft. and 30,445 ft. For these two flights 18,000 miles, between October 29, 1930 and
the AS.l was fitted with a 200 h.p. C.N.A. C.7 January 18, 1931. The AS.2 was 20 ft. 1 P/s in.
radial engine. long and 8 ft. 3 1/4 in. high.

In standard form, the AS.• weighed 902 lb. B.R.G.

empty and 1518 lb. loaded. Span was 34 ft., The B.R.G., the first FIAT trimotor, was a very
length 20 ft., height 8 ft. 7 1 /2 in., and large bomber monoplane (the G standing for
wing area 188.3 sq. ft. Ceiling was 22,300 ft., Gigante) of mixed construction, powered by
endurance 5 hrs. 30 min., and maximum speed two 750 h.p. FIAT A.24 twelve-cylinder vee
138 ITALIAN CIVIL AND MILITARY AIRCRAFT
FIAT 139
retractable landing gear. Power was supplied
by FIAT A.80 R.C.41 eighteen-cylinder radial
engines of 1000 h.p. each. Armament of the
original production model comprised three
12.7-mm, machine guns in nose and dorsal tur-
rets and a ventral position. Empty and loaded
weights were 14,300 lb. and 22,220 lb., the
latter figure including a maximum bomb load
BR.20

o
of 2200 lb. within the fuselage. Maximum
speed was 267 m.p.h., range 1863 miles, and
One of two BR.20A record planes built in 1937.
ceiling 23,616 ft. Cruising and landing speeds
were 217 m.p.h. and 66 m.p.h. (with flaps). The

o
cowling, and such minor aerodynamic refine- BR.20 climbed to 6560 ft. in 6 min. 30 sec., to
ments as an airscrew spinner and streamlined 13,120 ft. in 14 min., and to 19,680 ft. in 22 min.
wheel spats. Nevertheless, the BRA was still 30 sec. Without bombs the ceiling was 36,080
far too slow (maximum speed 173 m.p.h.) to ft., while fully loaded on one engine the figure BR.20A
compete with newer twin-engined types, and was 9840 ft.

o
only the single prototype was built. Empty and
loaded weights were 6831 lb. and 11,231 lb. In 1937 the BR,20A civil record plane was
Range was 807 miles and ceiling 18,860 ft. flown for the first time, two entering in the
Span was 56 ft., length 35 ft. 41/3 in., height Istres-Damascus-Paris air race later that year.
12 ft. 5 5/8 in., and wing area 779.2 sq. ft. Due to the lack of armament the empty weight
was' somewhat less at 14,080 lb., but an in-
DR.20L
BR.20 creased fuel load boosted the all-up figure to
A complete departure from previous Rosatelli- 28,149 lb. Maximum speed was 270 m.p.h.,
designed aircraft, the BR.20 medium bomber range 3850 miles, and ceiling'18,040 ft. In 1939
became one of the best-known Italian boml;lers the Santo Francesco, another civil model
but did not actually playa very important role
in Regia Aeronautica operations during the
Second World War. Following the modern con-
officially designated BR.20L, was built for a
record run from Guidonia to Addis Ababa,
A.O.l. Piloted by Maner Lualdi, Giuseppe
o
cept of twin-engined bombing monoplanes, the Mazzochi, and E. Valente, assisted by two crew BR.20M
BR.20 embraced nearly every design advance members, the Santo Francesco flew the dis-
current in 1936. In spite of a somewhat angular tance of 2773.7 miles non-stop on March 6-7,
fuselage, the BR.20 possessed relatively clean 1939, at an average speed of 242.9 m.p.h.
lines, with low-mounted cantilever wing and Maximum speed of the BR.20L was 276 m.p.h.,

The BR.20L Santo Francesco. which flew to East Africa in 1939. Note often-used I-FlAT registration.

o
ceiling being 21,320 ft. Empty and loaded churian soy beans. In actual combat over
Jt
I ' , '; , , ',' . 'it

weights were 13,706 lb. and 24,376 lb. China, the Type I bombers were considered
unwieldy, poorly armed and easily susceptible
The first production examples were tested in to fire because of the fabric-covered wings.
Spain under operational conditions, serving After generally unsuccessful operations, the
with the 35° Gruppo Autonomo da Bombarda- FIATs were completely replaced by the new
mento of the Aviazione Legionaria. At the Mitsubishi Ki-21 Type 97 bombers in 1939. A
same time the Japanese government, after few DR.20's were purchased by Venezuela in
evaluating both the Caproni Ca 135 and the the late 1930's after the establishment of an
BR.20 for use with the JAAF in China, ordered Italian Air Mission in that country.
100 of the latter to supplant the aging Mitsu-
bishi Ki-l Type 93 heavy bombers. Designated The production BR.20 bombers, named Cicogna
Type I (Italy), Model 100 by the Japanese (the (Stork), had gone into service with the Regia
Allied code name Ruth was later applied, long Aeronautica between 1936 and 1940, approxi-
after the BR.20 was withdrawn from Japanese mately 275 examples being delivered. On June
service), about 75 of the FIAT bombers were 10, 1940, 219 BR.20's, of which 132 were serv-
supplied in early 1938 in exchange for Man- iceable, equipped the 7°, 13°, and 43° Stormi
140 ITALIAN crvn AND MILITARY AIRCRAFT
FIAT 141

Above and below left, the major production version of the Cicogna, the BR.20M.

and a few night raids, all unsuccessful. Sub·

sequently the Cicogna served over Greece and
North Africa. Normal offensive loads compri-
sed two 1l00-lb. bombs, four 550-lb. bombs,
twelve 220-lb., 154-lb., 110-lb., or 44-lb. bombs,

of the 4a Divisione B.T., at Lonate, Piacenza,

and Cameri respectively, and the 18° Stormo
36 3j-Ib. bombs, or 60 26.4-lb. bombs.

The BR.20M (for Modificato), which appeared

in 1939, was an improved bomber incorporating
o
of the 6 a Divisione B.T., based at Aviano. experienced gained in the Spanish Civil War.
During the war Cicognas also served with the Employing the same A.80 R.C.41 engines, the
25° and 99° Gruppi B.T. at Forli and Vicenza, BR.20M featured improved crew protection
the 31° and 38° Stormi B.T. at Gioia del Colle and modified armament, including an aerody-
and Lecce, and in Russia with the 11 ° Gruppo namically cleaner nose design. Performance
Osservazione Aerea of the CSIR. The BR.20 was little changed, with maximum and cruising
was considered primarily a night bomber and speeds of 261 m.p.h. and 211 m.p.h., although
later a reconnaissance plane; in any case its range dropped to 1242 miles and service ceiling
exploits did not compare with those of the to 22,140 ft. Empty and loaded weights in-
Savoia-Marchetti SM.19 and Cant Z.1001, creased to 15,010 lb. and 22,990 lb. Dimensions
which formed the backbone of the Italian bom- of the BR.20 and BR.20M were: span 10 it. 8 3 /4
bing force. In October and November, 1940, in., length 52 ft. 9 3 /4 in. (BR.20M 55 it. 03 /4 in.),
BR.20's of the 13° and 43° Stormi, based in Bel- height 14 it. P/t in., and wing area 196.5 sq. it.
gium as a part of the Corpo Aereo Italiano, The Agusta iactory experimentally fitted 0 e
participated to a limited extent in the Battle BR.20 with tricycle landing gear, the first
of Britain, making only two daylight attacks Italian military aeroplane so equipped.
A group of BR.20M bombers being refuelled. Barely visible in this photograph are the small individual
aircraft numbers applied on the noses, repealing those on the sides (240-8 and 240-4 in foreground).

BR.20BIS
142 ITAllAN CIVIL AND MILITARY AIRCRAFT FIAT 143

Left, a CR.20 fighter. Right, the CR.20B two-seat trainer conversion: a few were built in 1927.

30 sec. Empty and loaded weights were 16,500 seaters were built for the Regia Aeronautica.
lb. and 25,300 lb. Dimensions included a. span forming the basis of Italian fighter strength
of 71 ft. 8 1/4 in., a length of 57 ft. 3 in., a height during the late 1920's and early 1930's. The
of It ft. P/4 in., and a wing area of 807.3 sq. ft. CR.20 was of metal construction with fabric
Above and below left, the final development 01 the Cicogna, the BR.20bis, first flown in 1941.
By September, 1943, only 67 Cicognas of all covering, except for the duralumin-sheet for-
aerodynamics, and an increased defensive variants .remained in service, these machines ward fuselage, and featured four machine
armament of five machine guns, the three 12.7- equipping the 51 a and 69 a Squadriglie of the guns, two Vickers guns in the cowl and two
mm. weapons being supplemented by two 7.7- Aviazione Slovenia-Dalmazia, at Zara and light Dame guns mounted in the fuselage sides.
mm. guns in lateral blisters. Only a limited Scutari, and the 38° Stormo B.T. of the· Aero· The upper wing was of greater span than the
0
number of the BR.20bis were delivered to the nautica Albania at Tirana-Schiak, plus the 21 lower, reversing the arrangement of the origi-
Regia Aeronautica, total production of the Stormo O.A. (Slovenia-Dalmazia) and two nal CR, and featured the customary Warren
BR.20M and BR.20bis being approximately 250 Squadriglie in Greece belonging to the Avia- wing bracing.
machines. zione per il Regio Esercito.
The final development of the BR.20, and the Tested officially at Montecelio in late Septem-
first to differ extensively from the 1936 proto- The BR.20bis had a maximum speed of 286 C.29 ber, 1926, th CR.20 was flown by FIAT pilot
type, was the BR.20bis, flown for the first time m.p.h. at 16,400 ft., a cruising speed of 230 The FIAT C.29 was a twin-float racing sea· BoUala with great verve, demonstrating loops,
in 1941. Major changes included the fitting of m.p.h., a range of 1242 miles, and a service plane flown for the first time in 1929 by Friln- rolls, spins, and Immelmann turns easily, and
1250 h.p. FIAT A.82 R.C.42S radials in much ceiling of 30,176 ft. The BR.20bis reached 13,120 cesco Agello of the Scuola d' Alta Velocita recording maximum speeds of 174 m.p.h. at
refined cowlings, greatly improved fuseI'age ft. in 10 min. 10 sec. and 19,680 ft. in 15 min. (High Speed School), at Desenzano on Lake sea level, 169 m.p.h. at 6560 ft., and 149 m.p.h.
Garda, an organization which formed the basis at 19,680 ft. Landing speed was 56 m.p.h. The
The C.29 racing seaplane was built lor the 1931 Schneider Trophy Race, but did not compete. for the Schneider Trophy teams. Built to com· CR.20 climbed to 16,400 ft. in 13 min. 30 sec.
pete in the 1931 Scheider contest, the sole C.29 and to 19,680 ft. in 18 min. 40 sec. Service
was powered by the 1000 h.p. FIAT AS.5 ceiling was 26,200 ft. and endurance 2 hrs. 30
twelve-cylinder water-cooled vee engine and min. Empty and loaded weights were 2079 lb.
had a maximum speed of 348 m.p.h., but it did and 3080 lb. Dimensions were: span 32 ft. P/4
not actually run in the race. Span was 21 ft. in., length 21 ft. 71/4 in., height 8 ft. 103 /4 in., and
8 in., length 17 ft. 10 1/2 in., height 9 ft. 01 /4 in., wing area 278 sq. ft.
wing area 86.1 sq. ft., empty weight 1980 lb.,
loaded weight 2552 lb., and endurance 30 min. Several CR.20B (BipostQ, or two-seater) tighter
trainers were built in 1927, with a second cock-
CR.20 pit immediately behind the regular one. De-
Paralleling the Rosatelli bombers was a famous tails differed little from the single-seat model,
series of fighter aircraft, mostly biplanes, by except for the empty and loaded weights of
the same designer; these were designated by 2242 lb. and 3252 lb., the maximum speed of
the letters CR (Caccia Rosatelli). Dating back 155 m.p.h., and tke ceiling of 24,600 ft.
to the CR prototype and CR. 1 production
machines of 1923, the series included the CR.I0 A relatively large number of CR.20 idro fighter
of 1924 and the CR.2 of 1928. The first really seaplanes were built by C.M.A.S.A., commen·
notable production machine was the CR.20, cing in 1928. Specifications were similar to the
flown for the first time in 1926. Powered by standard model, except as follows: length 25 ft.
400 h.p. FIAT A.20 twelve-cylinder water- •'/4 in, empty weight 2508 lb., loaded weight
cooled vee engines, over 180 CR.20 single- 3442 lb., maximum speed 158 m.p.h., ceiling
144 ITALIAN CIVIL AND MILITARY AIRCRAFT FIAT 145

On display at the Paris Salon, this CR.20 was left partially uncovered to reveal its metal construction.
24,600 ft., and endurance 2 hrs. 45 min. In con- CR.20 idro was the first FIAT water-based
trast to the excellent handling of the land- fighter plane.
plane, the flying characteristics of the CR.20
idro were considered to be a bit vicious; par- In 1929 the CR.20bis was flown for the first
ticularly at the top of a loop, when the sea- time. Featuring a slightly reduced wing area
plane tended to drop inverted like a rock, (274.3 sq. ft.) and minor refinements, it weighed
giving the pilot no opportunity to bail out. The 2134 lb. empty and 3058 lb. loaded. Ceiling was

An Austrian CR.20 in Luftwaffe markings following the German annexation in 1938.

146 ITALlAN CIVIL AND MILITARY AIRCRAFT FIAT 147

Above, the prototype CR.30, built in 1932. Below, a production model; note differences in fin shape,
windscreen, and headrest. Exhaust extension was not a standard fitting.

increased to 27,880 ft., although maximum

speed was just 161 m.p.h. The CR.20bis was
placed in series production, as was the final
variant, the CR.20 A.Q., also built in 1929. The
last model was identical to the CR.20bis except
for the installation of a 425 h.p. FIAT A.25 A.Q.
(Alta Quota, or high output) twelve-cylinder
vee engine. Its performance matched that of the
CR.20bis, although the A.Q. model was heavier
I
t~ I at 2156 lb. empty and 3080 lb. loaded.
C.r\p modernized appearance, with performance to
match. Maximum speed was 217 m.p.h., lan-
t [ :.~
A number of FIAT CR.20 single-seat fighters
were supplied to Austria in 1936. These air- ding speed 65 m.p.h., ceiling 28,536 ft., and
)--
I=:l ..
I I I I I I I I « :- I I I I I I I I I I I I !V craft became a part of the Luftwaffe on March endurance 2 hrs. 30 min. The CR.30 climbed
to 6560 ft. in 2 min. 40 sec., to 13,120 ft. in 6
"7
13, 1938, when Austria was absorbed by the
I Third Reich. min. 40 sec., and to 19,680 ft. in 12 min. 30 sec.

'~ll
I Empty and loaded weights were 2959 lb. and
CI II CR. ASSO 41.69 lb. Span was 34 ft. 5 in., length 21 ft. 11

~
I I I I
in., height 9 ft. and wing area 291 sq. ft.
\.. II "-
/~ II "'-
I I 1 I I I I I 1/
/
Built in series by C.M.A.S.A. in 1932, the CR.
Asso was essentially a standard CR.20 fitted
with a 450 h.p. Isotta-Fraschini Asso Caccia The CR.30 was placed in quantity production
watN-<ooled engine. In spite of the increased and became standard equipment of the Regia
power, the CR. Asso, which weighed 2347 lb. Aeronautica fighter units, along with the smal-
it empty and 3271 lb. loaded, had a maximum ler, lighter, and faster CR.32 that appeared the
I
, , , ! , I
i
, , , speed of only 155 m.p.h. and a ceiling of only following year. Armament was two 12.7-mm.
i i i
I 16,400 ft. Breda-SAFAT machine guns mounted in the
cowl. Additional variants of the CR.30 were
CR.30 the CR.30B (Biposto) two-seat fighter trainer, of
A completely redesigned biplane fighter ap· which several examples were built in 1932,

CR.20
mf- IIII
I1II /
~ffiy
I II
III
peared in 1932, designated CR.30 and powered
by a 600 h.p. FIAT A.30 R.A. twelve-cylinder
water-cooled vee engine. Spinner, wheel spats,
fully cowled engine, and rounded wing tips
and tail surfaces contributed to a greatly
and the CR.30 idro, of which a few were built
in 1934. Piloted by Baldi and Buffa, a CR.30B
won the Coppa Principe Bibescu of 1932. The
trainer weighed 3025 lb. empty and 4345 lb.
loaded, had a maximum speed of 214 m.p.h., a
140 ITALIAN clvn AND MILITARY AIRCRAFT
FIAT 149

CR.32
Probably the most successful fighter desigu
of the 1930's was the FIAT CR.32. A refinement
of the CR.30, the CR.32, employing the A.30
R.A. bis 600 h.p. engine, flew for the first time
in 1933 and was still in limited service ten
years later, having fought in both the Spanish
Although smaller, the CR.32 was externally similar Civil War and the Second World War. In
to the CR.30, and djfJicult to distinguish.
addition, the CR.32 had been exported to the
Air Forces of Austria, China, Hungary, Para-
ceiling of 26,240 ft., and an endurance of 3 hrs.
guay, and Venezuela. More compact than its
15 min. The fighter seaplane weighed 3047 lb.
predecessor, the CR.32 was difficult to distin-
empty and 4312 lb. loaded, had a maximum
guish visually, the major external changes
speed of 210 m.p.h., a ceiling of 27,060 ft., and
being confined to a reduction in span, a more
an endurance of 2 hrs. 30 min.
graceful fin, and a lengthened tailwheel fair-
ing. In spite of the slight visible changes the
Standard CR.30 fighters were supplied in lim- newer fighter was faster and more maneuver-
ited numbers to Austria, China, and Paraguay able, due in part to the decreased empty and
duri,pg the period 1934-36. As in the case of loaded weights, 2915 lb. and 4.070 lb. respec-
the CR.20, those supplied to Austria were tively. The CR.32 was almost certainly tbe
later taken over by the Luftwaffe. most maneuverable figbter ever bullt, becom-

Aviazione Legionaria CR.32bis lighters in Spanish markings. More than 300 CR.32bis were built.

ing the firm favorite of Italian pursuit pilots. ving more than a match for tbe Republican
biplanes it met in combat; although the newer
In September, 1937, a squadriglia of eleven Polikarpov 1-16 Type 6 and Type 10 mono-
CR.32's performed aerobatic diaplays in Ar- planes were faster by some 60 m.p.h. and had
gentina, Brazil, Chile, Peru, and Uruguay on a superior rate of climb, the CR.32's usually
tbe occasion of the International American overwhelmed the Russians in classic dogfight-
Aviation Congress. Tbis was Just one of many ing combat. While this success no doubt elat-
impressive performances. As with the CR.30, ed the Italian pilots, it was in the long run to
Above, two views of a CR.32/er fighter. The CR.32quater, below, was the lightest production version. armament consisted of two 12.7-mm. Breda- prove unfortunate for Italy, hindering the
SAFAT machine guns mounted in tbe cowl. development of the faster, more heavily armed
Maximum speed was 233 m.p.b., ceiling 28,864 monoplane figbters that were to be required in
ft., and endurance 2 hrs. the Second World War. This can be seen in
the fact that by 1940 the CR.32 still comprised
In 1935, after some 350 CR.32 fighters had been more than one quater of the fighter strength
built, a modification designated CR.32bis of the Regia Aeronautica, all the biplane types
appeared. The two 12.7-mm. machines guns (CR.32, CR. 42, Ro 44) accounting for more
were supplemented by two 7.7-mm. guns than one half of the total strength and almost
mounted in tbe lower wings, and Om! 220-lb. two thirds of the serviceable machines I
bomb or two 110-lb. bombs could be carried
on a rack below the fuselage. Heavier and On June 10, 1940, the Regia Aeronautica pos-
slower, the CR.32bis, with greater armament sessed 294 CR.32's of all variants, of whicb
and an increased· endurance, was nevertheless 177 were serviceable. These equipped the 52°
a more effective figbting macbine. Empty and Stormo of the oa Brigata C.T., based at Ponte-
loaded weights were 3000 lb. and 4334 lb. dera, the 2° Gruppo C.T. at Grottaglie, the 1°
Maximum speed was 217 m.p.h., ce1ling 26,240 Stormo of the l a Divisione C.T., at Palermo,
ft., and endurance 2 hrs. 30 min. More than the 9° Gruppo Autonomo C.T., at Monserrato,
300 CR.32bis fighters were built. The type was Sardinia, the 160° Gruppo C.T. at Tirana, Al-
sent to Spain in 1936 with the Squadriglia "La bania, the 13° Gruppo C.T. at Castelbenito,
Cucaracba" of the Aviazlone Legionaria, pro- Tripoli, the 0° and 10° Gruppl C.T., with bead-
150 ITALIAN cIVa AND MILITARY AIRCRAFT FIAT 151

Absorbed by the Luftwaffe in the late 1930's were a number of Austrian CR.32's like the one shown here.

quarters at Tobruk, and the 163a Squadriglia Chirris were still active as aerobatic trainers
C.T. on Rhodes in the Aegean Sea. as late as 1954, and one FIAT-built example
was still flying in Italy two years later, being
The CR.32ter and quater models which had shown at the Fiumicino display of 1956.
been introduced in 1936 embodied minor modi-
fications aimed at weight reduction, and fea- CR.33
tured a somewhat improved performance. The The CR.33, flown for the first time in 1937, was
CR.32ter, of which some 100 machines were a further development of the CR.32 employing
built, had a maximum speed of 218 m.p.h., a a 700 h. p. FIAT A.33 R.C.35 twelve-cylinder
ceiling of 26,110 ft., and a range of 481 miles. water-cooled vee engine driving a three-
Empty and loaded weights were 3058 lb. and bladed metal airscrew. The CR.33 fitted the
4213 lb. The CR.32quater reverted to the origin- wing machine guns of the CR.32bis. Empty
al two 12.7-mm. machine guns, and was the and loaded weights were 2992 lb. and 4202 lb.
o
lightest model since the original, weighing Maximum speed was considerably increased
3036 lb. empty and 4191 lb. loaded. Maximum to 262 m.p.h.; ceiling and range were 34,440 ft.
speed was 221 m.p.h. at 9840 ft., cruising speed and 435 miles respectively. Span was 31 ft. and
196 m.p.h., and landing speed 68 m.p.h. R'lnge wing area 241 sq. ft.
was 484 miles and service ceiling 24,764 ft. The
CR.32quater climbed to 3280 ft. in 1 min. 30 By 1937, however, the G.50 fighter monoplane
.it sec., to 9840 ft. in 5 min. 10 sec., and to 16,400 had already appeared; in addition, the radial-
ft. in 10 min. Dimensions of all models were: The CR. 33 had A.33 engine, three-bladed airscrew.
~""""--'-_L,.I
I --'-_.L.-...L-......._.L.-...L-..,..jI
span 31 ft. 2 in. (upper) and 20 ft. 6 1/4 in.
(lower), length 24 ft. 5 3 /8 in., height 8 ft. 11 in.,
and wing area 237.8 sq. ft. About 450 CR.32-
quater fighters were built.

In 1938 Hispano Aviacion obtained the Spanish

manufacturing license for the CR.32quater,
which was built in Spain as the HA-132-L
CR.32 Chirri. The type served as the standard fighter
of the Ejercito del Aire, the Spanish air arm,
during the 1940's, being designated C.t.
152 ITALlAN CIVIL AND MIUTARY AIRCRAFT FIAT 153

.l The CRAl in Regia Aeronautica markings. The design was dropped in favor 0/ the more advanced CRA2.

had a maximum .peed of 248 m.p.h. and a world, the CR.42 Falco (Falcon), first flown in
ceiling of 38,540 ft., endurance being the same. early 1939 and placed in production the same
Based on the CR.32, the CRAD featured a revised upper wing and a 550 h.p. Brislol Mercury ra.dial. The wing area was reduced to 224.9 sq. ft. year, was an excellent machine, representing
the definitive achievement in the biplane
engined CR.40, CR.40bis, and CR.41 biplane gear and an upper wing joined directly to the CR.41 category and incorporating all the qualities
prototypes had shown a higher performance fuselage by a gull center section, improviJlg Essentially a modified version of the CR.40, that Italian pilots held dear. Unfortunately,
potential that was to be fully realized two pilot visibility upward. Dimensions were: span the CR.41 of 1936 fitted a 900 h.p. Gnome-Rhone the revised tactics of modern air warfare and
years later in the final FIAT biplane, the CR.42 31 ft., length 23 ft. 43 /t in., height 8 ft. 8 in., 14 Kfs fourteen-cylinder radial engine, a three- the development of high-speed heavily-armed
Falco. Thus only a few examples of the CR.33 and wing area 228.9 sq. ft. Empty and loaded bladed airscrew, larger vertical tail surfaces, monoplanes caused the CR.42 to be badly
were built. weights were 2552 lb. and 3652 lb. This notice- and wing-mounted machine guns. Empty and
able reduction permitted a maximum speed of loaded weights were 2882 lb. and 4147 lb.
CR.40 242 m.p.h. (a 9 m.p.h. increase over that of the Wing area was increased to 243.5 sq. ft
The CR.40, powered by a 550 h.p. Bristol CR.32), a ceiling of 37,720 ft., and an endurance Performance included a maximum speed of
Mercury IV radial engine, was built in 1934. of 1 hr. 50 min. Later the same year came the 264 m.p.h., a ceiling of 38,376 ft., and a range
Although basically similar to the CR.32, the CR.40bis, powered by a 700 h.p. FIAT A.59R of 497 miles.
radial-engined fighter featured a number of nine-cylinder radial engine. Slightly heavier
refinements, inclUding a modified landing (2640 lb. empty, 3740 lb. loaded), this model CR.42
The CRAl fltted a Gnome-Rhone ra.dial, three-bladed airscrew, and taller tail sur/aces. (I-ACLA) The last biplane built by FIAT, and one of the
last biplane fighters built anywhere in the

Above right, the prototype CRA2. Below, a rear v.iew showing the clean lines of the biplane.
 FIAT 155
154 ITALIAN clvn AND MILITARY AIRCRAFT

The CR.42 A.S. was an assault version for North African use. Modifications were revised air scoop
and underwing fittings for two 220-1b. bombs or supplementary fuel tanks.

1945, when they were finally replaced by the At that time 300 CR,42's were available, 202 of
Swedish-designed-and-built FFVS J 22 low- these in serviceable condition. The CR,42
wing monoplanes. equipped a part of almost every fighter unit
during the course of the war, serving honorably
In addition to the CR,42bis, further Falco if not brilliantly on all fronts. CR,42's were
variants were the CR,42ter with two additional among the aircraft employed with little success
12.7-mm. machine guns in underwing fairings, by the token Corpo Aereo Italiano in the Battle
the CR,42 A.S. (Africa Settentrionale, or North of Britain. Production of the Falco ended in 1942
Africa) assault version with two 220-lb. bombs with a total of 1781 machines. At least 113
In spite of its technical obsolescence, the CR.42 was a good fighter which served in large numbers.
under the wing!! for use in 1942 desert warfare, still remained when Italy surrendered, although
of the FIAT G.50 monoplane), may have the CR.42 C.N. (Caccia Notturna) night figther only 64 were serviceable. Of the latter, four
outclassed in combat; the only opponent which
accounted for the export orders for the type for defense of industrial centers in Northern were flown to Allied lines to join the anti-
the Falco could meet on even terms was the
placed with the FIAT company in 1939. Italy, cooperating with searchlight batteries, Fascist Co-Belligerent Air Force, the remainder
British Gloster Gladiator, a biplane of even
Hungary received a number of Falcos late that and the CR,42B, first flown in 1941, which serving with the Aviazione della RSI until the
earlier vintage.
year, while Belgium, which had ordered 34 employed a 1010 h.p. Daimler-Benz DB 601 final defeat. A few of those CR.42's remaining
aircraft in September, received 25 machines in liquid-cooled engine and had a maximum speed were modified as two-seat dual-control trainers
Incorporating the best lightweight metals, the
May, 1940; most of the Belgian machines were of no less than 323 m.p.h. A lew CR,42's were and used by the postwar Italian air arm, the
CR,42 was of welded steel and alloy construc-
soon destroyed during the rapid German experimentally fitted with underwing 20-mm. Aeronautica Militare; one was still being used
tion with fabric covering, except for the metal-
invasion. Sweden took delivery of 72 CR,42bis cannon. The ICR,42 floatplane version is in 1950.
panelled forward fuselage. The engine was an
Ughtp.rs, fitted with two 12.7-mm. guns, between described under C.M.A.S.A., the subsidiary
840 h.p. FIAT A.74 R.C.38 fourteen-cylinder The CR,42 weighed 3784 lb. empty and 5049
February, 1940, and September, 1941, these which manufactured it.
radial. The typical Warren wing bracing was lb. loaded. Performance included a maximum
aircraft receiving the Swedish designation
employed along with fixed and spatted landing In Regia Aeronautica service the standard speed of 267 m.p.h. at 13,120 ft., a cruising
J 11. Compared to the Gladiators (J 8) also in
gear; the prototype had a retractable tailwheel. Falco day fighters were used primarily for speed of 214 m.p.h., a landing speed of 81
Swedish service, the Italian fighter was initi-
Armament was initially one 7.7-mm. machine bomber escort. At the time of Italy's entry into m.p.h., a service ceiling of 33,456 ft., and a
ally considered superior on most counts, but
gun and one 12.7-mm. gun mounted in the the war the CR,42 was serving with the 3° range of 481-630 miles. Climbing times were:
the rate of wear and service problems of the
cowl. Maneuverability of the CR.42 was Stormo (Novi Ligure) and 53° Stormo (Caselle) 3 min. 53 sec. to 9840 ft.; 5 min. 26 sec. to 13,120
CR.42 reversed this opinion. Neverthele~s,
superb; this fact, allied to a maximum speed of the 2a Divisione CT., the 9° Gruppo CT. at ft.; and 8 min. 40 sec. to 19,680 ft. Dimensions
CR,42's remained in first-line service until
of 267 m.p.h. (only 25 m.p.h. slower than that Gorizia, the 1° Stormo of the l a Divisione C.T. included a span of 31 ft. 9 3/4 in., a length of 27
Two views of a CR.42 shot down in England in 1940 and tested in British markings. The type makes
at Palermo, and the 13° Gruppo CT. of the ft. 23/4 in., a height of 10ft. 9 7/8 in., and a wing
inte,resting comparison with Britain's last fighter biplane, the Gloster GladJOtor. Aeronautica della Libia, based at Castelbenito. area of 241 sq. It. The CRA2B weighed 4290 lb.
Below left, a Hungarian CR.42. Right, the prototype retouched to depict the DB 601-powered CR.42B.
 ITALIAN CIVIL AND MILITARY AIRCRAFT FIAT 157
156

Left, a CR.42 with postwar Italian markings. Right, the CR.42 biposto two-seat dual-control trainer
conversion, several of which were employed by the Aeronautica Militare until 1950.

empty and 6017 lb. loaded. Ceiling and range cylinder radial engines. The original prototype
were 34,768 ft. and 714 miles, respectively. was among the Italian aircraft displayed at
Montecelio in 1939 for the first International
CR.25 Congress of Aeronautical Journalists, other
The CR.25 did not follow the regular series of military types being the Breda 88, Caproni Ca
single-engined, single-seat biplane fighters, 310, Piaggio P.23R, Piaggio P.50-II, Savoia-
being a larger twin-engined, three-seat escort Marchetti SM.75, and Savoia-Marchetti SM.85.
CI
fighter and reconnaissance monoplane bearing Two prototypes were followed by ten pre-
a general similarity in layout to the same production machines, one of which was used
designer's BR.20. First flown in 1939, the CR.25 as a transport by the Italian Air Attache in
employed 840 h.p. FIAT A.74 R.C. 38 fourteen- Berlin, designated CR.25D.
( I~
,
'I' "I
,I , i,
T
L....J
ICR.42

CR.42
BIPOSTO

'. ' , 'i!

CR.42B

CR.42

I . I, 'it , ' ..
158 ITALIAN CIVIL AND MILITARY AIRCRAFT FIAT 159

The CR.25 prototype, buill in 1939, showed a strong family resemblance to the BR.20. (3651)

The designation CR.25bis was applied to the

other nine, which equipped the 173a Squad-
dorsal turret. The internal bomb bay, designed
to house a load of 1550 lb., was normally used
o
riglia Ricognizione Strategica Marittima based to accomodate extra fuel tanks. In addition to
on Sicily from July through October, 1942. the servicing problems, the CR.25 proved to be
Originally intended for strategic reconnais- insufficiently armed, and by October 1942,
sance, the nine CR.25bis were employed when on the average only three machines
as convoy escort fighters between Sicily .and were serviceable, the type had been relegated
the Italian peninsula. Operational strength to transport duties. The CR.25quater, flown in
never exceeded six aircraft during this time, 1940, was a more heaVily armed version with
the lack of spares and replacement necessi- a slight increase in wing area, but the basic
tating a short operational life for the squadron. CR.25 design was abandoned and further
The CR.25bis escort fighters fitted two 12.7- development ceased.
mm. Breda-SAFAT machine guns in the nose
and a third 12.7-mm. gun in a power-operated The CR.25bis had a maximum speed of 286
Ten pre-production CR.25·s were built. One, the CR.25D, was used by the Italian Air Attache in Berlin.

t ,
! '

CR.25BIS
 ITALIAN CIVIL AND MILITARY AIRCRAFT FIAT 161
160

--lJ J.Je

with D.H. engines. The I-FIAT registration was 'applied' via the negative.

of 47 it. 10 3/4 in. 53 it. 3 in., length 39 ft., height 9 ft. 10 in., and
Above and below left, the CR.25bis designation was given to the nine machines used operationally. wing area 419.6 sq. ft. Characteristics of the
G.2
tively). Dimensions of all models were: span G.2/4 (D.H. Gipsy in-lines) were almost
Four prototypes of the FIAT G.2 three-engined
51 it. 10 in., length 44 ft. 5 3 /4 in., height 11 ft. identical, except for a reduced wing area of
six-passenger transport, designed by Ing.
l s/4 in., and wing area 421.8 sq. it. (CR.25quater, 414.3 sq. ft.
Giuseppe Gabrielli, were built in 1932, powered
430.4 sq. it.). by different engines. They were the G.2/1-4.
employing 135 h.p. FIAT A.60 four-cylinder The G.2/2 (FIAT A.54 radials) weighed 3960
CR.23 inverted in-line, 135 h.p. FIAT A.54 seven- lb. empty and 6160 lb. loaded, had a maximum
In 1943 construction was begun on the cylinder radial, 120 h.p. Alia Romeo 110-1 speed of 150 m.p.h., a cruising speed of 130
prototype of the last Rosatelli fighter design, four-cylinder inverted in-line, and 120 h.p. m.p.h., a ceiling of 17,056 it., and a range of
m.p.h. at 18,200 ft. (prototype 304 m.p.h.), a the CR.23· two-seat fighter-bomber, which was DeHavilland Gipsy-Queen 111 inverted in-line 621 miles. Wing area was 412.1 sq. ft. The
cruising speed of 245 m.p.h.. and a landing to have been powered by two 1510 h.p. engines, respectively. The G.2, largely of metal G.2/2 climbed to 6560 ft. in 9 min. 10 sec. (29
speed of 78 m.p.h. Service ceiling was 26,57.5 Daimler-Benz DB 603 liquid-cooled engines, construction, was the first FIAT cantilever min. 30 sec. on two engines), to 13,120 it. in 27
ft., absolute ceiling 32,140 it., and range 972- Although this machine was not completed, it monoplane; none of the four models was· placed min. 30 sec., and to 16,400 ft. in 47 min. The
1305 miles. The prototype CR.25 climbed to had an estimated maximum speed of 416 m.p.h. in production. The G.2/1, weighing 3586 lb. Alia Romeo-powered G.2/3 had similar charac-
13,120 ft. in 7 min. and to 19,680 it. in 12 min. and a range of 1180 miles. Armament was four empty and 5500 lb. loaded, had a maximum teristics to the G.2/2, except as follows: wing
Empty and loaded weights were 8580 lb. and 20-mm. cannon and one 12.7-mm. machine gun. speed of 124 m.p.h., a ceiling of 13,776 ft., and area 419.6 sq. ft., maximum speed 149 m.p.h.,
13,596 lb. (CR.25bis, 9645 lb. and 14,385 lb.; Loaded weight was 21,826 lb. Dimensions a range of 497 miles. Dimensions were: span ceiling 19,352 it., and range 838 miles.
CR.25quater, 9020 lb. and 14,080 lb., respec-' included a span of 59 it. 02 /3 in. and a length
The G.2 was a six-passenger trimotor produced in 1932. This is the G.211, with FIAT A.60 engines. The G.5 was a light two-seat aerobatic trainer designed by lng. Gabrielli and built in 1933. (212)
162 ITAllAN CIVIL AND MILITARY AIRCRAFT FIAT 163

Left and above, several G.5bis were used after the

war, shown here fitted as single-seaters.

G.5 A.70 seven-cylinder radial engine; weights

The G.5 was a light two/three-seat touring and increased to 1386 lb. empty and 2002 lb. loaded.
aerobatic training monoplane powered by a Maximum speed was 165 m.p.h., ceiling 22,960
140 h.p. FIAT A.54 seven-cylinder radial ft., and range 394 miles. A small number of
engine. Built in 1933, it featured flaps and G.5bis trainers were built, at least one of them
leading-edge slots, fixed spatted landing gear, surviving the war and still flying in 1959. Above, the G.12 LGA was built for LATl in 1941, but received wartime camouflage. Below right, the
and a Townend ring cowling. The G.5 weighed G.12T militQJY cargo and troop transport, which was placed in limited production earlier that year.
1320 lb. empty and 1936 lb. loaded, and had G.12
maximum, cruising and landing speeds of 140 tion for the Regia Aeronautica and saw
The first G.12 trimotor transport was flown in
m.p.h., 121 m.p.h., and 50 m.p.h., respectively. service in North Africa as well as in
October, 1940. Designated G.12C (Civile), the
Ceiling was 18,860 ft. and range 491 miles. metropolitan Italy. The G.12T weighed 20,460
fourteen-passenger airliner was designed for
Climbing to 3280 ft. required 3 min. 42 sec., to high-altitude trans-Alpine routes. The power lb. empty and 33,000 lb. loaded and had a range
6560 ft. 9 min. 22 sec., and to 9840 ft. 16 min. units were FIAT A.74 R.C.42 fourteen-cylinder of 1428 miles, other performance figures being
25 sec. Dimensions were: span 34 ft. 4 in., radials of 170 h.p. each. Structure was of metal similar to those of the G.12C. Dimensions
length 25 ft. 11 in., height 8 ft., and wing area with mixed metal and fabric covering. Empty common to most models of the G.12 were: span
184.9 sq. ft. and loaded weights were 20,680 lb., and 34,100 93 ft. 10 in., hmgth 65 ft. 1 P/3 in., height 16 ft. maximum speed of 233 m.p.h., a ceiling of
lb. Maximum speed was 242 m.p.h. at 16,400 1 in., and wing area 1215.9 sq. ft. 19,680 ft., and a range of 2142 miles.
The G.5/2 was an almost identical model ft., cruising speed 192 m.p.h., ceiling 27,880 ft.,
mounting a 142 h.p. FIAT A.60 four-cylinder and range 1962 miles. One civil airliner was The G.12 Gondar (named after the base in In late 1942 and early 1943 came the G.12RT
inverted air-cooled engine. Except for the placed in service with Avio Linee Italiane S.A. A.OJ. which was one of the objectives during and G.12RTbis prototypes, both extremely
ceiling of 18,040 ft., characteristics and dimen- on the Milan-Venice-Vienna-Budapest route, the Ethiopian war of 1935) was a further model long-range transports powered by 895 h.p.
sions matched those of the G.5/1. Only one but further wartime development was concen- of which several examples were built in 1941. Alia Romeo 128 R.C.18 nine-cylinder radial
G.5/2 was built, although several of the first trated on military models. Empty and loaded weights were 20,570 lb. and engines. These two aircraft, although operating
version were constructed. 37,059 lb., and range was no less than 3606 at lower altitudes at reduced speeds, were by
The G.12T cargo and troop transport, which miles, a distance greater than that from the far the heaviest and longest-ranged of the
The G.5bis, which appeared in 1934, featured could carry 22 fully-equipped troops, flew in FIAT factory in Turin to Gondar. Maximum entire G.12 series. The G.12RT, weighing 21,197
the considerably more powerful 200 h.p. FIAT May, 1941; this version was placed in produc-
, speed dropped slightly to 239 m.p.h. In 1942 lb. empty and 43,802 lb. loaded, had a ceiling
one G.12A (Grande Autonomia, or long range) of 15,,580 ft. and a range of 4968 miles. The
The original version of the G.12 trimotor transport was the G.12C fourteen-passenger civil airliner.
passenger airliner was built. In keeping with G.12RTbis carried an even greater fuel load,
its designation, the G.12GA had an impressive empty and loaded weights being 22,143 lb. and
range of 4350 miles. Maximum speed was 236 46,640 lb., and had a ceiling of 14,100 ft. and a
m.p.h. and ceiling 21,320 ft. Empty and loaded range of 5590 miles, exce.eding that of all
weights were 21,340 lb. and 39,600 lb. other wartime Italian aircraft and not greatly
inferior to that of the Boeing XPBB-l flying
, {'
Later the same year appeared the first boat, which at that time was considered to
'1
-- , '----"ll.
"
G.12LGA passenger transport, of which a few
were built for LATI (Linee Aeree Transconti-
nentale Italiane), the airline founded in
have an exceptional endurance of seventy-
two hours and a maximum range of 6300 miles.

September, 1938, to link Italy with Soutl~ Postwar versions of the G.12 built between
America. The G.12LGA was powered by 750 1945-50 included the G.12CA nineteen-passen-
h.p. Alfa Romeo 126 R.C.34 nine-cylinder ger airliner (Alia Romeo 128 R.C.18 radials),
radials. Empty and loaded weights were 20,460 the G.12L 18-22-passenger airliner (FIAT A.74
lb. and 34,100 lb. Performance included a R.C.42 radials) with lengthened fuselage and
164 ITALlAN CIVn AND MILITARY AIRCRAFT FIAT 165

....
........,.
,
-/~
...
"e., ). 4

'»'" e" • • '. e'"

• ~.
"''>0",
E:~1fTr'
~ -'_"/ .

'-SAss

The G.12L was a postwar model for 1B-22 passengers. Note longer fuselage, modified fin. (I-SASS)

modified fin, the G.12LB 16-22-passenger cylinder radial engines and featuring a crew
airliner (730 h.p. Bristol Pegasus 48 radials), of three, the G.18 was produced in limited
the G.12LP 18-22-passenger airliner (1065 h.p. numbers for commercial operation by A vio
Pratt & Whitney R.1830 SlC3G radials), the Linee Italiane S.A. (along with the smaller
G.12LA 16-22-passenger airliner (Alia Romeo Rosatelli-designed APR.2) , and Ala Littoria.
128 R.C.18 radials) - all civil models - and the Empty and loaded weights were 12,980 lb. and
G.12 Aula Volante (Flying Classroom) military 19,074 lb. Maximum speed was 211 m.p.h.,
trainer (Alia Romeo 128 R.C.18 radials). ceiling 24,928 ft., and range 894 miles. Span
Commencing with the G.12L in 1947, the later was 82 ft., length 61 ft. 8 in., height 16 ft 5 in.,
modelll were of all-metal construction. and wing area 946.9 sq. ft.

The G.212 was a larger, generally similar In 1937 an improve~ model, the G.18V, made
postwar development built in several versions, its first flight, powered by 1030 h.p. FIAT A.80
with accomodations for as many as 34 passen- R.C.41 eighteen-cylinder radials. The wing
gers. Wing span and area were increased to area was increased to 949.7 sq. ft., but the only
96 ft. 3 in. and 1254.6 sq. ft. respectively. really noticeable external change was a
Performance was similar to the various models modified fin and rudder. The G.18V weighed
of the G.12.

G.18
Designed in 1935, the eighteen-passenger G.IO
civil transport closely re~embled the Douglas
DC-2 in appearance and general layout.
Powered by two 700 h.p. FIAT A.59R nine-

Above right, the first G.IB. Below, AviD LinE~e ltaliane G.lBV with FIAT A.BO R.C.41 radials. (l-ENEA)

I" '," '," ','

G.12
166 ITALlAN CIVIL AND MILITARY AIRCRAFT FIAT 167

Speciali), which was responsible for maintain-

ing airline service and communications during
wartime.

G.50
The prototype G.50 fighter monoplane flew for
the first time in February, 1937. Developed to
meet the 1936 Air Ministry specification which
also led to the Caproni-Vizzola F.5, the Macchi
This view of the G.18V stresses its resemblance C.200, the Meridionali Ro 51, the Reggiane
to American DC-2 and DC-3 transports. (I-ENEA)
Re 2000, and the Aeronautica Umbra T.18, the
FIAT fighter, named Freccia (Arrow), was
15,840 lb. empty and 23,760 lb. loaded. Max-
the first all-metal Italian single-seat fighter.
imum speed became 248 m.p.h. at 15,088 ft.,
cruising speed 211 m.p.h., and landing speed
68 m.p.h. The ceiling was 28,536 ft. (13,120 ft. Featuring a low-mounted three-piece canti-
on one engine) and the range 932-1025 miles. lever wing and a monocoque fuselage, the G.50
The G.18V could climb to 9840 ft. in 10 min. was powered by an 840 h.p. FIAT A.74 R.C.38 Another view of the prototype G.50, showing a diagonal camoullage scheme. (MM 334)
25 sec. and to 16,400 ft. in 19 min. 10 sec. fourteen-cylinder radial engine. Of forty-five
folding transparent side flaps was substituted Regia Aeronautica when Italy entered the war.
pre-production G.50's, twelve were sent to
on later machines. The first type to incorporate On June 10, 1940, 118 Freccias were on
In June, 1940, two G.18's serving with Ala Spain in 1938 with the Gruppo Caccia Speri-
the semi-open cockpit as standard was the strength, only 87 of these in serviceable
Littoria on the Rome-Brindisi-Tirana route, and mentale to gather operational experience. The
G.50bis. In 1939 the Finnish government had condition. Units equipped with the type were
six serving with Avio Linee Italiane on the veteran Italian pilots disliked the enclosed
ordered 35 G.50 fighters, but these did not the 51 0 and 52° Stormi of the 8 a Brigata C.T.
Rome-Milan and Milan-Venice-Zagreb-Bel- sliding cockpit canopy fitted to the pre-
arrive until after the end of fighting between at Ciampino Sud and Pontedera. In October,
grade-Bucharest routes, came under jurisdic- production machines; accordingly, after tests
Finland and Russia in 1940, having been 1940, 48 G.50's of the 20° Gruppo C.T. were
tion of the C.S.A.S. (Commando Servizi Aerei with various open arrangements, a pair of
detained in Germany. The Finnish G.50's based in Belgium with the Corpo Aereo
The prototype G.50, the lirst all-metal Italian single-seat lighter, buill in 1937. (MM 334) served as first-line equipment until 1944, when Italiano, but none were employed operationally
they were shifted to training duties. over England. This unit was transferred to
Libya in January, 1941. The fighters also
The G.50 was by no means a brilliant machine, served with the 2° and 154 0 Gruppi C.T. over
being seriously deficient in both speed and Greece.
firepower, but it had very good maneuvera-
bility and was the only reasonably modern Empty and loaded weights of the G.50 were
fighter other than the MC.200 available to the 4319 lb. and 5284 lb. Maximum, cruising, and
A production G.50. Note landing gear fairing panels, not lilted to the prototype. (MM 5388)
168 ITALlAN CIVIL AND MILITARY AIRCRAFT FIAT 169

o o

This photograph of a production G.50 shows the semi-open cockpit to satisfy service pilots. (MM 5439)

landing speeds were 293 m.p.h., 250 m.p.h., were built, of which ten were supplied to the
and 71 m.p.h., respectively. Absolute ceiling Croatian Air Force in 1941, the res t to the
was 35,430 ft. and range 261-416 miles. Regia Aeronautica. No G.50·s remained in
Dimensions were: span 36 ft. 0 3/4 in., length 26 service at the end of the war.

o ft. 4 in., height 9 ft. 8 1 /2 in., and wing area 196.4

sq.. ft. Armament was two 12.7-mm. Breda·
SAFAT machines guns mounted in the cowl.
An internal bay for small bombs was a feature.
Further G.50 variants included the two-seat
G.50B trainer and the Daimler-Benz-powered
G.50V, both described under C.M.A.S.A.; the
G.50ter, which achieved 329 m.p.h. in 1941
The G.50bis, with the revised open cockpit. with a 1000 h.p. FIAT A.76 R.C.40 fourteen·
was flown in September, 1940. Other modifica- cylinder radial engine (on which development
tions included an increased fuel capacity, new had already been abandoned, however), and
landing gear, revised wing structure, and a the G.50bis/A two-seat fighter-bomber which
lower fin and rudder of increased chord. Length flew in October, 1942. This last machine
became 27 ft. 21 /4 in. Empty and loaded weights featured additional 2 ft. 3 1h-in. rectangular
rose to 4631 lb. and 5505 lb. Performance was wings sections outboard of the landing gear,
almost identical to that of the original G.50. each section carrying a 12.7-mm.Breda-SAFAT
except for an increased maximum range of 621 machine gun and shackles for a 353-lb. bomb.
miles. Service ceiling was 32,480 ft. The Span increased to 40 ft. 7 1/3 in., empty and
G.50bis served in North Africa, principally loaded weights rising to 5110 lb. and 7359 lb.
with the 12° Gruppo C.T. at Castelbenito; in respectively. Maximum speed was only 263
Sicily, the Aegean Islands, Albania, and
Greece. Approximately 450 G.50bis fighters

The G.50bis featured numerous revisions in wing

and fuselage structure, including increased fuel
I
tankage to boost range. (MM 5944)
i

G.50BIS
170 ITALIAN CIVIL AND MILITARY AIRCRAFT FIAT 171

Above left, a G.50bis keeping company with a Messerschmill Bf 110. Right, a G.50 retouched as the
G.50ter. Rocker arm fairings were necessary for the larger-diameter FIAT A.76 R.C.40 engine.

m.p.h., service ceiling 27,890 ft., and range 621 project was abandoned in favor of the more
miles. The G.50bis/A also featured an arrestor advanced G.55.
hook to make it suitable lor operation from
the carriers Aquila and Sparviero, then under G.52
Above and immediately below, a production G.55/0, one of Italy's best fighter designs.
conversion from merchant ships. The G.52 was another unrealized project, being
essentially the G.50 design revised to lake the G.55
G.51 experimental FIAT A.75 R.C.53 engine. The Although based broadly on the G.50 and the
The G.51 was a projected production version power unit was never built, and the G.52 was DB 601A-powered G.50V, the G.55 Centauro
of the G.50V built by C.M.A.S.A. The G.51 dropped. (Centaur) incorporated so many improvements
as to constitute an almost entirely new design.
Employing a 1475 h.p. Daimler-Benz DB 605A-1
twelve-cylinder inverted vee engine (produced
by FIAT as the R.A.I050 R.C.58 Tifone), the
G.55 was first flown on April 30, 1942. Con-
struction was all-metal, with fabric-covered
movable control surfaces. The German engine
permitted a fuselage of reduced frontal area
PROTOTYPE and greatly improved aerodynamics; in
G.50 addition, the redesigned wing was far more

o efficient, resulting in a maximum speed of 385

m.p.h. at 22,960 ft., an increase of nearly 100
m.p.h. over that of the G.50. Maneuverability
was also excellent.

Production began in early 1943 with the G.55/0,

G.50TER with one 20-mm. Mauser MG 151 cannon and
four 12.7-mm. machine guns, two in the
0 fuselage and two in the wings. The G.55/I.
'" hleh succeeded it shortly after, had two

0 Above right, a G.55 of the RSI. Right, a G.55 S

with torpedo, twin radiators. Below left, a Luft-
waffe G.55/I with wing cannon. Below right, the

I
postwar development, the G.55A.
G.50BIS/A

1 0 ,
i
'
I
t
.it
I
,
112 ITALlAN CIVIL AND MILITARY AIRCRAFT FIAT 173

o~o
The G.56 prototype with DB 603A engine was the fastest Italian lighter, achieving 425 m.p.h.

o additional MG 151 cannon in place of the wing

guns. Unfortunately for the Regia Aeronautica,
the fast, maneuverable, heavily armed
Centauro was just beginning to equip opera-

o tional units when Italy surrendered. At that

time one example was in service with the 53°
Stormo C.T. at Caselle Torinese, and twelve
with the 353 a Squadriglia C.T. at Ciampino; 01
Immediately after the war FIAT resumed
the latter, however, only two machines were
operational. As a result of the surrender, limited production for the Aeronautica Militare
German forces controlling Northern Italy took with the G.55A single-seat fighter and fighler-
over the remaining Regia Aeronautica aircraft trainer and the G.55B two-seat trainer. From
and ordered several thousand further examples these were developed the various Rolls Royce
for the A viazione della RSI. However, few DB Merlin-powered G.59 trainers; the smaller
605A-l engines were delivered by Germany or AHa Romeo and DeHavilland Gipsy-powered
by FIAT, and only 105 Centauros were G.46 sport and training aircraft were also
completed by the end 01 the war. These based on the G.55 layout. One hundred G.55A's
included two 1944 developments, the G.55/Il were sold to Argentina during t 946-47 'and a
with no less than five MG 151 cannon, and the number 01 G.55B's were sold to Egypt in 1949.
G.55S (Silurante, or torpedo fighterl, which, in
order to carry the 2167-lb. Whitehead Fiume G.56
torpedo beneath the fuselage, had two under- The most highly developed fighter produced
wing radiators in place 01 the normal central in Italy during the war, the sole G.56 prototype
one, and a lengthened tailwheel leg. The G.55S was flown in March, 1944, under German
had a reduced maximum speed 01 374 m.p.h. authority. A G.55/I airframe was fitted with
the improved DB 603A engine, which produced
, , !
The standard G.55 fighter had a cruising speed 1510 h.p. at 18,700 ft. and had a 1750 h.p. take·
i

of 348 m.p.h., a ceiling 01 42,fi40 It., and a off and emergency rating. This engine was the
range 01 745-1024 miles. It climt(.:d to 19,680 ft. only major change from G.55/I specification,
in 7 min. 12 sec. and to 26,240 It. in 10 min. 1I yet it increased the length by 43/~ in., the
sec. Empty and loaded weights were 5940 lb. weight by 440 lb., and the maximum speed by
and 8162 lb. (G.55S, 5954 lb. and 9702 lb., 40 m.p.h. Retaining the excellent maneuver-
respectively). Dimensions were: span 38 It. ability that characterized almost all Italian
G.55 10 1 /t in., length 30 ft. 8 7 /N in., height 10 ft. 3 1/4 fighter designs, the G.56 possessed sufficient
in., and wing area 227.1 sq. It. speed and firepower (armament being that 01
174 ITALIAN CIVIL AND MILITARY AIRCRAFT

MACCHI
Aeronautica Macchi S.p.A.
Founded in 1912 as the Societa Anonima following year. With floats, it won the 1925
Nieuport Macchi, the Varese firm built its Coppa del Mare at Naples. The experience
first plane, the Parasol, the following year, gained in competition was incorporated in the
Since that time the company has produced a large M.24 bomber flying boat (two 400 h.p,
great number of different designs. Concentrat- Lorraine-Dietrich engines) and the M.26 single-
ing mainly on flying boats and seaplanes seat fighter flying boat (300 h.p. Hispano). The
initially, including a succession of Schneider last of the Schneider flying boats, but the first
Trophy racing planes designed by Mario of the Castoldi-designed contenders, was the
Castoldi, the firm turned to fighter design in M.33 monoplane powered by a 450 h.p. Curtiss
the late 1930's, producing the best Italian D.12 engine. In the 1925 contest the most
fighter aircraft of the Second World War. successful Italian pilot was again de Briganti,
who brought the M.33 into third place at 168.4
During the First World War Macchi built IV.p.h. As the wing of the M.33 was close to
The TR.l two-seat cabin monoplane was a contemporary of the basically similar AS.I and AS.2 models.
Nieuport fighters for the Italian Army as well the waterline and the engine was mounted
A seven-cylinder FfAT A.50 S radial engine provided 100 h.p. (f-AAVT)
as flying boats of original design, reaching a above the hull, it was difficult to get the flying
maximum output of 1375 machines in 1918, an boat on the step for take-off.
the G.55/I) to match any Allied or German with a radial engine, the G.57 was to have average of over 114 per month. After the
fighter on even terms, actually proving itself employed the 1250 h.p. FIAT A.83 R.C.24-52 Armistice, although continuing to manufacture Consequently, the next Castoldi Schneider
superior to the Bf 109G and Fw 190A in eiffhteen-cylinder unit designed in 1943. Nleuport designs, Macchi began its series of competitor, the M.39 of 1926, was a low-wing
comparative tests. The shortage of engines However, no prototype was built due to the racing and record-breaking flying boats and twin float monoplane of exceptional stream-
which limited G.55 production was even more superiority of the German engines as well as seaplanes. While it is not within the scope of lining for that time. The three scarlet M.39's,
acute with respect to the DB 603 unit, with the to the critical stage of the war. this book to present a complete picture of powered by 850 h.p. FIAT AS.2 twelve-cylinder
result that no production of the G.56 was
Macchi efforts during the 1920's, the high vee engines and piloted in the race by Maj.
seriously contemplated. TR.l
points are worthy of inclusion as background Mario de Bernardi, Capt. Arturo Ferrarin, and
Powered by a 100 h.p. FIAT A.50 S seven- Lt. Adriano Bacula, were by far the fastest
The G.56 weighed 6380 lb. empty and 8479 lb. to the firm's later work.
cylinder radial engine, the TR.l high-wing machines' present. De Bernardi and Bacula
loaded. Maximum speed was 425 m.p.h. at
two-seat cabin monoplane was flown for the Of the early racing machines, the M.7 pusher finished first and third at 246.5 m.p.h. and 218
22,960 ft., cruising speed 334 m.p.h., range 795
first time in 1930 by Renato Donati. Designed biplane 'flying boat, with a 250 h.p: Isotta- m.p.h. respectively. The M.39 was of plyw.ood·
miles, and service ceiling 43,952 ft. Dimensions
for training and touripg, the TR.l adopted the Fraschini twelve-cylinder vee engine, was the covered wooden construction with metal-
were identical to the G.55/I except for the
familiar duralumin tube structure with fabric most successful, with a victory in the 1921 panelled forward fuselage. The mildly swept
length of 31 ft. 11/4 in.
covering, the forward fu!>elage being the only Schneider Trophy Race; it was piloted by Lt. wing and the twin floats were externally
metal-covered section. The tandem seating Giovanni de Briganti to a record speed of 177.8 braced. Dimensions were: span 30 ft. 4 1/2 in.,
G.57
featured dual controls, although only the re.ar m.p.h. The M.20 was a small touring biplane length 22 ft. tt/4 in., height 10 ft. 01/2 in., and
A projected experimental version of the G.55
position was provided with instruments. The powered by a 40 h.p. Anzani engine. As a wing area 156 sq. ft. Empty weight was 2866
The TR.l was successful in competition. (l-AAVVI TR.l weighed 963 lb. empty and 1672 lb. fully landplane it won the 1924 Coppa d'ltalia at lb., loaded weight 3542 lb. Maximum speed was
loaded, had a maximum speed of 124 m.p.h., a Rome and placed second and third the 258.8 m.p.h., set on November 17, 1926, by Maj.
range of 466-714 miles (or an endurance of
approximately 4 hrs. 30 min.), and a ceiling of Below lett. the 1926 Schneider-winning M.39 seaplane. Right, the M.52, which achieved 297.8 m.p.h. in 1927.
17,284 ft. It climbed to 13,120 ft. in 36 min.
Dimensions were: span 29 ft. 61/~ in., length 21
ft. 6 in., height 8 ft. 5 1/2 in., and wing area
145.3 sq. ft.

The TR.I won several sporting events in 1931,

being the first aeroplane to finish the Giro
Aereo del Piemonte and comprising the first
team to complete the Giro Aereo d'ltalia.
176 ITALIAN CIVIL AND MILITARY AIRCRAFT MAccm 177

The M.67, powered by a 1400 h.p. Isotta-Fraschini W-type engine, had a maximum speed of 348 m.p.h.
Left, LIte M.41 tighter /lying boat. The M.71, right, differed only in the substitution of rigid bracing.
de Bernardi over a 3-km. -(1.863-mile) course. Cowes, LO.W., the M.52bis piloted by Dal
of 4 hrs., and alighted at 47 m.p.h. Span was opment, the MAlbis, was even listed as an
Molin finished second (at 282.2 m.p.h.) to the
In 1927 an improvement, the M.52, was built. 35 ft. 4 in., length 18 ft. 7 in., height 9 it. 1 in., operational fighter type in 1939, despite the
winning Supermarine S.6, after the failure of
Powered by a 1030 h.p. FIAT AS.3 twelve- and wing area 172 sq. ft. Another relatively tact that the eight machines so described had
the two M.67's.
cylinder vee engine, the M.52 had shorter, ordinary design was the M.70 two-seat light been relegated to training status. The biplane
more sharply-swept wings, shorter floats, and The M.67, built in 1929, employed a 1400 h.p. biplane built the same year. The power unit followed the lines of the earliest Macchi racers
a longer, better streamlined fuselage. Although Isotta-Fraschini Asso eighteen-cylinder W- was a 75/80 h.p. Cirrus II four-cylinder air- and was characterized by a very smooth and
all three M.52's retired with engine troubles type engine driving a three-bladed airscrew; cooled in-line engine. The M.73 was a more elegant hull. A 400 h.p. FIAT A.20 twelve-
from tlie 1927 Schneider contest, held at due to the engine it was a considerably heavier str-eamlined 1930 refinement of the same design cylinder water-cooled vee engine was mounted
Venez~a Lido,. Maj. de Bernardi raised the machine at 3883 lb. empty and 4796 lb. loaded. featuring a 95 h.p. Coiombo S.53 four-cylinder on the upper wing, driving a pusher airscrew.
seaplane speed record (actually, the absolute Except for the different engine, the M.67 air-cooled in-line engine. In addition to the Italian MAl's, four were
World Record) to 297.8 m.p.h. on November 4 resembled the M.52bis closely, although the used. by Spain's Aeronautica Naval and taken
of t.he same year. The speed exceeded that of wings were of the same area as those of the Today the Macchi company is still very active over by Franco's forces in 1936.
the Schneider-winning Supermarine S.5 by 16 original M.52. The two M.67's entered in the in aircraft design and production, work1ng in
m.p.h. Span and wing area of the M.52 were race were piloted by Remo Cadringheri and cooperation with the American Lockheed firm. Empty and loaded weights were 2420 lb. and
reduced to 29 ft. 5 1/4 in. and 143.1 sq. ft. Monti, but both were forced to retire. The M.67 Well-known postwar products include the very 3366 lb. Maximum and alighting speeds were
respectively, while length was increased to had a maximum speed of 348 m.p.h. successful MB.308 touring monoplane, the 161 m.p,h. and 59 m.p.h., ceiling being 26,240
23 ft. 42 /3 in. Empty and loaded weights MB.320 twin-engined touring monoplane, the ft. and endurance 3 hrs. 30 min. The MAl
were 2618 lb. and 3133 lb., both substantial The 1929 event was the last in which Italian two-seat MB.323 trainer, the MB.326 jet trainer, climbed to 6560 ft. in 4 min. 52 sec., to 9840 ft.
reductions. aircraft competed. However, the ultimate and the Lockheed Macchi Santa Maria utility in 13 min. 15 sec., and to 13,120 ft. in 21 min.
monoplane. Span was 35 ft. 6 in., length 28 ft. 8 in., height
racing seaplane design was the MC.72, -entered
The M.52bis was a revised version entered as in the 1931 contest but not ready in time. The 10 ft. 3 in., and wing area 344 sq. ft.
a reserve machine in the 1929 Schneider event, M,41
MC.72 is described separately below. Contrast-
backing up the new M.67' s. The M.52bis ing with the sleek racing aircraft was the M.53 Although designed in 1927, the M.41 single- The MAlbis, introduced in 1930, had a higher
differed from the M.52 only in a further twin-Boat light seaplane intended to be seat fighter flying boat was in service with the engine rating of 440 h.p.; maximum and
reduction in wing span and area, to 25 ft. 9 in. operated from submarines. Built in 1927, the Regia Marina throughout the 1930's; a devel- alighting speeds were 163 m.p.h. and 50 m.p.h.
and 118,4 sq. ft., and in the replacing of the angular low-wing monoplane was powered by
streamlined spreader bars between the Boats The MC.72 was the Iatltest racing seaplane ever built. lt stiJJ holds the official seaplane mark of 440.6 m.p.h.
an 80 h.p. Cirrus four-cylinder in-line engine
by streamline wires. On March 30, 1928, the and featured extremely thick wings. Empty
Macchi.M.52bis raised the World Speed Record and loaded weights were 1065'lb. and 1505 b.
to 318.6 m.p.h.; Maj. de Bernardi was again the Maximum speed was only 87 m.p.h. The M.53
pilot. In the 1929 Schneider race, held at climbed to 3280 ft. !n 12 min., had an endurance

Below left, the M.53 submarine-borne reconnaissance seaplane. Righi, the M.70 two-seat light biplane.

~-- ..
178 ITALIAN CIVIL AND MILITARY AIRCRAFT MACCHI 179

The MC.72 employed the 3100 h.p. twenty- Jour

cylinder AS.6 engine and contra-rotating airscrews.

This model climbed to 9840 ft. in 8 min. and to Record. This was accomplished handsomely
16,400 ft. in 20 min. on April 10, 1933, when Warrant Officer
Francesco Agello reached 423.8 m.p.h. at
M.71 Desenzano on Lake Garda with an MC.72
The M.71, built in 1932 for catapult operation developing approximately 2600 h.p. On
from warships, was almost identical to the October 8 of the same year, with an improved
MAlbis except for the all-rigid wing bracing output of 2800 h.p., an MC.72 flown by Lt. CoL
to facilitate dismantling. Maximum and alight- Guglielmo Cassinelli averaged 390.8 m.p.h.
ing speeds were 159 m.p.h. and 50 m.p.h. over a 100-km. (62.1-mile) course. Two weeki
Climbing performance, somewhat reduced, later, on October 21, Lt. Col. Scapinelli became
included times of 5 min. 39 sec. to 6560 ft., 9 the first holder of the Coupe de Vitesse Louis
min. 34 sec. to 9840 ft., 14 min. 8 sec. to 13,120 BIeriot (the Bleriot Cup, donated to fill the gap
ft., and 20 min. 25 sec. to 16,400 ft. Ceiling was left by the abandonment of the Schneider
19,680 ft. and range 435 miles. The M.71 was races), flying one-half hour at an average
not built in series. speed of 384.86 m.p.h.

MC.72 By the following year the AS.6 eng1De had

The MC.72 (the letter C indicating Macchi's been developed further, producing 3100 h.p.
able designer Mario Castoldl for the first time) On October 23, 1934, Lt. Francesco Agello set
was the ultimate in racing seaplanes and the the all-time seaplane speed record at 440.68
fastest aeroplane in the world in its day. Built m.p.h., a speed which remained the absolute
in 1931 for what proved to be the final record until March 30, 1939, when Capt. Hans
Schneider Trophy race, the MC.72 was powered Dieterle flew the Heinkel He 100V8 ("He
by a FIAT AS.6 twenty-four-cylinder water- 112U") landplane at a speed of 463.92 m.p.a
cooled vee engine (in effect two modified AS.S
twelve-cylinder units end to end) driving Although faster seaplanes have been developed
contra-rotating two-bladed tractor airscr~ws. (one might note the 600 m.p.h.-plus Martin
The MC.72 was thus considerably larger and P6M Seamaster), the 1934 mark set by the
heavier than its predecessors, but with a MC.72 still stands as the official record for
considerably improved power to weight ratio. seaplanes. Preserved at Desenzano throughout
Weights were 5500 lb. empty and 6395 lb. the war, the record-holding machine still exists
fully loaded. as an outstanding display item.

Trouble with the new engine prevented the The MC.72 had a span of 31 ft. 1 in., a length
MC.72's from competing in the race, won by a of 27 ft. 3%/3 in., a height of 10 ft. 97 /s in., and a
Supermarine S-6B flown by Flight Lt. J. H. wing area of 161.4 sq. ft.
Boothman. Later a more highly developed S-6B
set a new speed record of 406.99 m.p.h. Had MJ:..77
the Macchi C.72 been ready for the race, the The MC.77 bombing and long-distance recon-
series of contests might well have continued naissance flying boat was a 1935 design
through the 1930' s. After the last race Macchi powered by an 850/910 h.p. Iso~ta-Fraschini
concentrated on regaining the World Speed Asso 750R eighteen-cylinder W-type engine
180 ITALIAN CIVIL AND MIUTARY AIRCRAFT MAccm 181

Lelt, the MC.77 reconnaissance bomber. Right, an Ala Lil/oria MC.94 commercial flying boat. (I-LATO)

mounted above the hull on N-struts, and Rome-Cagliari-Palma route when the war
driving a three-bladed pusher airscrew. The broke out. Another customer was the
four-man MC.77 was of all-wood construction, Corporacion Sudamericana of Buenos Aires,
including the shoulder-mounted cantilever Argentina. Powered by 750 h.p. Wright
wing, in which were housed the bombs. Cyclone SGR-1820F.52 radial engines, the
Armament consisted of three machine guns, original MC.94 anfibio (amphibian) version,
one each in nose and dorsal turrets and a third flown by Giuseppe Burei and Enrico Rossaldi,
hand-held gun in a position behind the pilot. set a number of international records in 1937.
The MC.77 weighed 6600 lb. empty and 10,560 At Varese on April 15 the pair reached an The addition of retractable wheel undercarriage, plus minor redesign, resulted in the MC.94 amphibian.
lb. loaded, had a maximum speed of 188 m.p.h., altitude of 21,102 ft. carrying a payload of
an alighting speed of 70 m.p.h., and a ceiling 2200 lb. On May 6, carrying the same load, the
ft. 21/! in., length 53 ft. 01/! in., height 17 ft. 15 min. 50 sec.
of 18,040 ft. Dimensions included a span of 58 MC.94 achieved 154.7 m.p.h. over a 2000-kID.
lOll! in., and wing area 815.8 sq. ft. With
ft. 4 in., a length of 41 ft. 5 in., a height of 12 (1242-mile) course. Three days later the 1000-
780/800 h.p. Alia Romeo 126 "R.C.I0 nine- The MC.94 anfibio, although heavier at 13,200
ft. 11 in., and a wing area of 538 sq. ft. The km. (621-mile) record for the same load was
cylinder radial engines, the MC.94 had a lb. empty and 18,150 lb. loaded, was of slightly
MC.77 was not adopted by the Regia Marina. set at 159.7 m.p.h.
maximum speed of 181 m.p.h. at 3280 ft. and smaller dimensions, span being 74 ft. 9 1/8 in.
a cruising speed of 152 m.p.h. Service ceiling and length 50 ft. 101 /8 in. Height with wheels
MC.94 The MC.94 also employed the Piaggio Stella
was 19,680 ft.; on one engine the ab!iolute extended was 20 ft. 6 in. In retracted position
A twelve-passenger twin-engined flying boat, radial of 6701700 h.p. Of predominantly wood
ceiling was 3936 ft. Climbing times were: 7 the wheels, mounted on the sides of the hull,
the MC.94, also appeared in 1935, and was construction, the flying boat had empty and
min. 58 sec. to 6560 ft., 19 min. 30 sec. to 13,120 seated in the leading edge of the wing, while
built in limited numbers during 1936-38. The loaded weights of 11,770 lb. and 18,040 lb., the
ft. Employing Wright Cyclone engines, the the tailwheel swung up below the cut-out
principal commercial operator was Ala Littor- latter figure including twelve passengers and
flying boat, weighing 16,610 lb. loaded, had rudder. With the Wright Cyclone engines the
ia, which was using six machines on lhe the crew of three. Dimensions were: span 75
maximum and cruising speeds of 180 m.p.h. MC.94 anfibio had a maximum speed of 175
The MC.94 was built in limited numbers during 1936-38 to serve Italy's Mediterranean routes. (l-UPJ) and 155 m.p.h., a service ceiling of 17,210 ft., m.p.h. and cruised at 149 m.p.h. Landing speed
and an endurance of 5 hrs. 30 min. It climbed was 70 m.p.h., service ceiling 19,024 ft., and
to 6560 ft. in 5 min. 29 sec. and to 13,120 ft. in range 560 miles. Climb to 6560 ft. required 9

The twin-engined MC.99 reconnaissance bomber appeared in 1937 with two 836 h.p. lsotta-Fraschini Assos.
182 ITALlAN CIVIL AND MIUTARY AIRCRAFT MACcm 183

MC.200
Built to the single-seat interceptor requirement
of Program "R" (for the modernization and
expansion of the Regia Aeronautica), the
MC.200, first flown in December, 1937, was the
first Castoldi fighter design. Powered by an
870 h.p. FIAT A.74 R.C.38 fourteen-cylinder
radial engine the MC.200 was a beautiful
machine, outstanding in every respect except
speed, limited by the low-powered radial, and
Above, the prototype MC.200 (MM 336), first. flo~n
fire-power, comprising only two 12.7-mm. in 1937, won 1938 fighter trials held at GUldonlQ.
Breda-SAFAT machine guns. Stability and
maneuverability were superb, and diving
performance was outstanding. In official trials
at Guidonia in 1938, the MC.200 surpassed all
its competitors, although closely followed by
the Reggiane Re 2000. Ninety-nine MC.200
fighters, named Saetta (Thunderbolt), were
ordered as a result, with deliveries to start in
1939. The Saetta was an all-metal low-wing
monoplane with oval monocoque fuselage,
two-spar three-section wing, retractable
landing gear, and Magni-NACA engine cowling
Above and below left, the MC.l00 26-passenger commercial flying boat, built in 1938. (I-PLIO) with its characteristic rocker arm fairings. In
sions included a span of 83 ft. 1 in., a length ot order to give the pilot a good view forward,
58 ft. 9 in., a height of 19 ft. 5 in., and a wing the cockpit was placed high on the hump-
area of 1019.9 sq. ft. No production of the backed fuselage, an arrangement with further
MC.99 was undertaken. limited the speed, only 314 m.p.h. at 15,744 ft.

MC.I00 The prototype and initial production machines

Sharing the basic airframe of the MC.99, the featured an enclosed, transparent canopy and
MC.I00 commercial passenger flying boat, a retractable tailwheel; both features were
built in 1938, differed in having three Alia dropped on later models, the former in
Romeo 126 R.C.I0 nine-cylinder radial engines deference to the wishes of veteran Italian pilots,
of 800 h.p. each, and modified interior accomo-
Above right, two views of early series MC.200·s wllh enclosed sliding canopies and .airscrew spinners.
dations for 26 passengers. As with the MC.94, The same version is shown below in uncamoullaged prewar form. Note retractable tallwheel. (MM 4496)
min. 24 sec.; to 13,120 ft. took 27 min. 42 sec. the MC.I00 went into service with Ala Liftoria,
four .flying boats being employed on the Rome-
MC.99 Cagliari-Barcelona-Lisbon line in 1939-40. The
In 1937 Macchi built a twin-engined recon- MC.I00 had a crew of four and weighed
naissance bomber flying boat designated 18,810 lb. empty and 28,820 lb. fully loaded.
MC.99 It was similar to the MC.94 but Compared to the MC.99, the MC.l00 had a
somewhat larger, employing 836 h.p. Isotta- wing of greater span and area, respectively
Fraschini Asso XI R.C.15 twelve-cylinder 87 ft. 73/8 in. and 1076 sq. ft. Length and height
water-cooled vee engines and twin fins and were 58 ft. 01/4 in. and 20 ft. 07/8 in.
rudders. Armament comprised four machine
guns, two in the nose, one amidships, and one Performance included a maximum speed of 193
in the tail, while the bomb load was 3300 lb., m.p.h. at 4592 ft., a cruising speed of 163
carried on racks below the wings on either m.p.h., and an alighting speed of 65 m.p.h.
side of the hull. Norma! arrangement was Service ceiling was 20,000 ft.; the MC.I00.
twenty-four 110-lb. bombs, twelve 220-lb. could climb to 6560 ft. in 6 min. 57 sec., to
bombs, or six" 550-lb. bombs. Empty and loaded 13,120 ft. in 17 min. 23 sec., and to 18,040 ft. in
weights were 10,120 lb. and 25,520 lb. Maximum 33 min. 20 sec. On two engines it had a
and alighting speeds were 169 m.p.h. and 62 maximum ~peed of 155 m.p.h. and a ceiling of
m.p.h.; absolute ceiling was 17,220 ft. Dimen- 7544 ft.
184 ITALIAN CIVIL AND MILITARY AIRCRAFT MAccm 185

the latter as an aerodynamic luxury not

justifying the weight increase. Anti-turnover
pylons, fitted just behind the cockpit, protected
the pilots of the open machines. Still later a
compromise canopy arrangement of two trans-
parent side flaps was fitted.

On June 10, 1940, 156 Saettas were in operation

with the Regia Aeronautica (only 77 immedi-
ately serviceable). These equipped the 152 0
and 153° Gruppi of the 54° Stormo of the 2a
Divisione C.T. at Airasca, and the 6° Gruppo
Autonomo of the l a Divisione C.T. at Catania.
o o
These units were followed as MC.200 exponents
by the 1° Stormo, the 7°, 9°, 10°,16°,21°,22°,
150°, and 157° Gruppi, and the 356 a , 370 a , 372a ,
373a , and 374a Squadriglie C.T. during 1940-42.
The Saetta was qualitatively, if not quantita-
tively, the most important fighter in Italian
service, performing well in the Mediterranean,
•
Greek, North African, and Russian theaters.

Modificatlons included the MC.200 A.S. (Africa

Settentrionale), with sand filters and other
special equipment for North African desert
use, and the MC.200 C.B. (Caccia Bombardiere)
fighter bomber with racks for up to 700 lb. of
bombs under the wings. On the last production
o
series a wing similar to that of the MC.202 was
Top left, an initial series MC.200 with modified semi-open canopy. Center, a late series Saetta with side
lJaps. Bottom, an open model with Co-Belligerent TOundels. Below, the definitive model. (MM 7705)

Jt
MC.200
186 ITALlAN CIVIL AND MILITARY AIRCRAFT MACCHI 187

m.p.h., a service ceiling of 29,200 ft., an~ a

range of 354-540 miles. The Me.200 climbed
to 9840 ft. in 3 min. 24 sec. and to 16,400 ft. in
5 min. 52 sec. Later heavi~r models with
additional armament weighed as much as 4175
lb. empty and 5715 lb. loaded, reducing
performance slightly. Dimensions of all models ( .
were: span 34 ft. 8 1/! in., length 26 ft. 105 /8 in.,
height 11 ft. 6 in., and wing area 180.8 sq. ft.

MC.201
A refinement of the MC.200 to have been
In service, the MC.200 performed well but was
out-classed by faster, more heavily armed Allied powered by the new 1000 h.p. FIAT A.76
fighters. Shown above is a late-production Saella. R.C.40 fourteen-cylinder radial engine, with
which it was expected to achieve 342 m.p.h.,
introduced, with two additional 7.7-mm. Breda- the MC.201 discarded the characteristic
SAFAT machine guns. fuselage hump of its predecessor and adopted
a lower redesigned cockpit canopy. The
As the MC.202's began to appear, however, slimmer fuselage necessitated a semi-external
the MC.2oo was relegated to the fighter-bomber mounting of the two 12.7-mm. machine guns,
role. The MC.2oo continued in production until but apart from this the airframe of the MC.201
was characterized by a sleeker fuselage, enclosed cockpit, and prominent gun fairings.
the Armistice, as the German DB 601A engines differed little from that of the MC.200.
for the MC.202 were in short supply. In all, made its first flight the same month, showed for life length of 26 ft. 10 3/8 in., a reduction ot
approximately 1000 Saettas were built. In July, While the Me.201 was under construction the far greater promise. Accordingly, the MC.201 114 in.
1943, some 77 remained in service; of these, 23 development of the A.76 engine was aban- project was dropped.
defected to Allied airfields to join the Co- doned; when the fighter flew for the first time Me.202
Belligerent Air 'Force. in August, 1940, it was powered by the Performance with the 870 h.p. engine included The best Italian fighter to see combat in any
standard 870 h.p. A.74 unit. With this engine a maximum speed of 318 m.p.h., a cruising numbers during the Second World War, the
Performance of the standard production performance exceeded that of the MC.200, but speed of 283 m.p.h., and a landing speed of 80 Me.202 combined the excellent maneuver-
Me.200, with empty and loaded weights of by such a small margin that do disruption in m.p.h. Cruising range was 354 miles and ability and handling of the Saetta airframe
3902 lb. and 4850 lb., included a maximum fighter production was contemplated in order service ceiling 28,680 ft. Empty and loaded with the speed offered by an imported 1175
speed of 312 m.p.h. at 14,750 ft., a cruising to make the changeover. In addition, the weights were 4297 lb. and 5258 lb. Dimensions h.p. Daimler-Benz DB 601A-l twelve-cylinder
speed of 283 m.p.h., a landing speed of 78 DB 601-powered Me.202 prototype, which were identical to those of the MC.200 except water-cooled vee engine, plus the added

PROTOTYPE MC.201
Me. 200

0 0
EARLY
PROTOTYPE
PRODUCTION
MC.202
MC.200
0
.it .it
0 ., .i :

i
,
0 I
, ,
i
,
i
I !
i
,
188 ITALIAN CIVIL AND MILITARY AIRCRAFT MAccm 189

Above and below left, the prototype MC.202 (MM 445), which flew on August 10, 1940.

Libya, subsequently equipping the 3°, 6°, 8°,

13°,17°, and 150° Gruppi C.T., and in 1942 the
3° and 4° Stormi. The Italian fighter was the
equal of all its North African opponents, and
superior to both the Hawker Hurricane and
Curtiss P-40 by a substantial margin. A few
MC.202's served with the 21 ° Gruppo in Russia.
By September, 1943, 122 Folgores were still
serving with the Regia Aeronautica, 53 01
them in operational condition. Six of these
later fought with the Allied Co-Belligerent
armament of two wing-mounted 7.7-mm. units, while the remainder served with the 1°
machine guns on most examples. First flown and n° Gruppi Caccia of the Aviazione della
on August 10, 1940, the prototype MC.202 was RSI until the final collapse of the German
immediately successful, and production deliv- forces in Northern Italy. A total of about 1500
eries began only eight months later. Named Folgores was built during 1941-43, 392 by
Folgore (Lightning), the production version Macchi and the rest by Breda and S.J\.I.
differed from the prototype only in minor Ambrosini.
details, such as the replacement of the retract-
able tailwheel with the fixed type and the Although retaining the wings and tail surfaces
elimination of the rear cockpit transparencies, of the Saetta, the Folgore had an entirely new
found unnecessary due to the taper of the and more aerodynamic fuselage. In addition to
headrest. Initially powered by German-built the two fuselage-mounted 12.7-mm. guns, and
engines surplus to Luftwaffe needs, the the two wing-mounted 7.7-mm. guns later fitted
MC.202 later employed the AHa Romeo-built to production MC.202's, some models featured
version, designated R.A.l000 R.C.41 Monsonie a 20-mm. Mauser MG 151 cannon under "each
(Monsoon). Like the MC.200, the MC.202 was wing. Empty and normal loaded weights were
5181 lb. and 6459 lb., with a maximum of 6636 Top, a standard Folgore in flight. Cente! an .MC.202 AS. (Africa Settentrionale) Serie 111. (MM 7806)
built in A.S. and C.B. versions, the latter with Bottom left, a late-productIOn Folgore WIth wmg-mounted 20-mm. Mauser MG 151 cannon supplementing
two 110-lb., 220-lb., or 353-lb. bombs under- lb. Performance included a maximum speed of the 7.7-mm. fuselage guns. (MM 91974) Bottom TIght, a late-production model with 7.7-mm. wing guns. In
neath the wings. 370 m.p.h. at 16,400 ft., a service ceiling of all, nearly 1500 MC.202 Folgores were bUilt between 1941 and 1943 by Macchi, Breda, and S.AI. Ambrosini.
The Folgore was the most modern fighter available to the Regia Aeronautica during the Second World
37,730 ft., and a range of 475 miles. The MC.202 War. It was superior to the Hurricane and P-40, but no match for the Spitfire or P-51.
The Folgore entered Regia Aeronautica service climbed to 13,120 ft. in 3 min. 32 sec. and to
in November, 1941, with the 1° Stormo C.T. in 19,680 ft. in 5 min. 55 sec. Dimensions were:
190 ITALlAN CIVIL AND MILITARY AIRCRAFT MACCHI 191

Above, two views of a captured MC.202 evaluated by the United States. Italian markings were later in-
correctly re-applied as shown. USAAF insigne can still be seen below the starboard wing at right. Below
right, another captured Folgore with 1942-style U.S. stars, Allied fin flash.

span 34 ft. 81 /% in., length 29 ft. 01 /% in., height

9 ft. 11 1 /% in., and wing area 180.8 sq. ft.

MC.205
While the MC.202 represented a great im-
provement over the MC.200, Ing. Mario
Castoldi produced an even further improved
development powered by a 1465 h.p. FIAT
R.A.I050 R.C.58 Tifone (license-built DB 605A)

o 1---1
twelve-cylinder vee engine. Designated the
MC.205V Veltro (Greyhound), the prototype
employed an MC.202 airframe, flying for the
first time on April 19, 1942. Other than in the
type of engine, the Veltro differed only slightly
646 miles. Dimensions matched those of the
Folgore exactly.

The MC.205V first saw action in July, 1943,

from the FolgQre, although the Serie III model over Pantelleria. At that time the Regia Aero-
replaced the two 7.7-mm. wing guns with nautica had received 30 MC.205 fighters. This
20-mm. Mauser MG 151 cannon. Bomb loads number grew to 66 by the time Italy surren·
similar to those of the MC.202 could be carried. dered a month later. Six of these joined Allied
The Veltro weighed 5691 lb. empty and 7514 Co-Belligerent units and the other 60 fought
lb. loaded, attaining 399 m.p.h. at 23,620 ft. and alongside the Luftwaffe. Further examples were
cruising at 310 m.p.h. It could climb to 9840 ft. built for the Aviazione della RSI, total
in 2 min. 40 sec. and to 22,960 ft. in 7 min. 6 production of the Veltro being 262 machines.
sec. Service ceiling was 36,090 ft. and range The fighter was considered a match for the

Below, an MC.205V A.S. Serie III Vel/roo Note the 20-mm. wing cannon. (MM 92215)

MC.202
192 ITALlAN CIVIL AND MlUTARY AIRCRAFT MAccm 193

This prototype carried an engine-mounted

20-mm. cannon, two 12.7-mm. machine guns in
the upper fuselage, and two 12.7-mm. guns
above the wing roots. Empty and loaded
weights were 5941 lb. and 7983 lb. Maximum
speed was 390 m.p.h. at 22,960 ft., range 612
miles, and service ceiling 36,910 ft. The
MC.205N-l climbed to 9840 ft. in 2 min. 24 sec.,
to 16,400 ft. in 4 min. 46 sec., and to 26,240 ft. ...
Above, an MC.205V Serie I at Guidonia in com-
pany with an MC.202, MC.200, and Ro 58. Below,
in 9 min. 48 sec.
a close-up showing twin oil coolers. (MM 9268)
A second Orione prototype, the MC.205N-2.
flew in May, 1943. It was similar except that
the 12.7-mm. machine guns mounted over the
wing roots were replaced by wing-mounted
20-mm. cannon, bringing the total armament
to three cannon and two machine guns. Slightly
heavier at 6052 lb. empty and 8364 lb. loaded,
the MC.205N-2 had a maximum speed of 389 Above, aftOther view of the MC.205N-1, which was tested during the winter of 1942--43. (MM 499)
m.p.h. at 22,960 ft. and a ceiling of 35,430 ft.
Climbing times to 9840 ft., 16,400 ft., and 26,240 MG 151 cannon in the wings. Span was 39 ft.
ft. were 3 min. 39 sec., 6 min. 14 sec., and 10 9 7/8 in., length 31 ft. IP/4 in., loaded weight
min. 47 sec. respectively. 9548 lb., and estimated maximum speed 435
m.p.h. As in the case of the MC.206, the proto-
MC.206 type MC.207 was not completed.
The MC.206 was a projected development of
P-51 Mustang by many experts. Although
the MC.205N-2, with the same armament, C.3
slower and less heavily armed than the famous
employing a 1510 h.p. DB 603A engine and a The only non-fighter design produced by
American fighter, it was superior in handling
longer wing of 39 ft. 9 7/8 in. span. Loaded Macchi during the Second World War, the C.3
and maneuverability, characteristics for which Above, the MC.205N-2, incorporating wing cannon.
weight was expected to be 8030 lb. and twin-engined trainer and light transporl was Below, a postwar MC.205V for Egypt. (MM 92166)
Italian aircraft have always been well known.
maximum speed 398 m.p.h. A pwtotype was a low-wing monoplane with twin fins and
In 1949 a few surviving Macchi C.205V fighters
under construction in 1943 but never com- rudders. Power was supplied by two 155 h.p.
were purchased from Italy by the government
pleted. Alta Romeo III inverted in-line engines. First
of Egypt.
flown in 1943, the C.3 weighed 4312 lb. loaded
A further version with longer wings and a MC.207 and had a maximum speed of 197 m.p.h.
considerably refined fuselage flew in Novem- Also a project for the 1510 h.p. DB 603A engine, Dimensions were: span 41 ft. 1 in., length 27
ber, 1942, as the MC.205N-I Orione (Orion). the MC.207 was to have mounted four 20-mm. ft. 6 1 /% in., height 8 ft. I in.. and wing area 214
sq. ft. The design was considered for postwar
Below, the MC.205N-l Orione, with hub cannon and four 12.7-mm. machine guns. (MM 499)
production with Blackburn Cirrus Major III
engines, but was not built in series.

MC.205N-I
o

(
o
194 ITAllAN CIVIL AND MILITARY AIRCRAFT

MAGNI
Piero Magni Aviazione S.A.I.
Founded in 1919 at Milan as the Laboratorio PMA-l SUPERVALE
Costruzioni Aeronautiche Piero Magni, this Similar to its two predecessors, the PMA-l was
small concern was involved principally with built in 1937 for aerobatic and military training.
research, although several novel aircraft were A 140 h.p. FIAT A.54 seven-cylinder radial
built incorporating the various features and engine replaced the Farina unit.
components developed by Signor Magni.
Among these features were variable-incidence JONA J.6
wings, lifting struts, air-brakes, and an enclosed Designed by Ing. Alberto Jona and built by
radial engine housing which has been widely Magni in 1935, the J.6 was an experi-
used to reduce drag on nearly every type of mental tandem two.-seat cantilever sesquiplane,
radial-engined aeroplane: the Magni-NACA powered by a 140 h.p. FIAT A.54 seven-
cowling. The Magni Vittoria was a small cylinder radial engine. The novel design
single-seat parasol monoplane built in the featured a hinged, oscillating upper wing with
1920's and used to test most of the Magni automatic aileron control that rendered the
experiments. Originally it had struts forming machine spin-proof unless the wing was
auxilliary variable-incidence wings, later intentionally locked by the pilot. After com·
replaced in 1925 with rigid lifting str~ts. In pleting many tests successfully, the J.6 was
1927 the two-seat Bi-Vittoria was buiU. purchased by the Italian government

VALE Empty and loaded weights were 1419 lb. and

A small, single-seat high-wing touring and 2134 lb. Performance included a maximum
aerobatic monoplane of intriguing design, the speed of 124 m.p.h., a landing speed of 50
Magni Vale was powered by a 130 h.p. Farina m.p.h., and a duration of 7 hrs. Dimen-
T.58 five-cylinder radial engine. The Vale sions were: span 33 ft. 6 in., length 24 ft. 4 in.,
featured swept wings of elliptical planform, height 8 ft. 4 in., and wing area 198 sq. ft.
constructed of wood with plywood covering,
a very sleek plywood-covered fuselage, Magni The J.6/S was a military training version
engine cowling, spinner, and streamlined without the oscillating wing, powered by a 240
wheel pants, landing gear legs, and wing struts. h.p. AHa Romeo D2 C.30 nine-cylinder radial
Empty and loaded weights were 1188 lb. and engine. Empty and loaded weights were 2010
1683 lb. Maximum speed was 155 m.p.h., lb. and 2552 lb. Dimensions were the same as
cruising speed 124 m.p.h., and landing speed those of the J.6 except for the length, reduced
56 m.p.h. Service ceiling was 22,960 ft. and to 23 ft. 5 in. Performance was: maximum
o range 621 miles. Dimensions included a span speed 158 m.p.h. at 9840 ft., landing speed 59
.,
.c:
of 29 ft. 21 /4 in., a length of 18 ft. 0 1/2 in., a m.p.h., service ceiling 26,240 ft., and climb to
c:
o height of 6 ft. 7 1/2 in., and a wing area of 115 16,400 ft. in 18 min. No production of either
.,
'0
sq. ft . Jona design was undertaken.

PM.3-4 V ALE 1937 The lana 1.6 cantilever sesquiplane. (MM 313)
A 1937 refinement of the Vale, the PM.3-4
differed very little, although empty and loaded
weights rose to 1320 lb. c\nd 1760 lb.
respectively. Minor aerodynamic refinements,
including a longer engine cowling, increased
maximum speed to 162 m.p.h., while cruising
speed became 131 m.p.h. In all other respects,
except for the length of 18 ft. 43 /8 in., the two
aeroplanes were practically identical.

•
 MERIDIONAL! 197

Aeronautica reconnaissance squadrons in the

early 1930's. It was retained as late as 1939 for
training duties. Power was furnished by an
MERIDIONALI AHa Romeo-built 500 h.p. Bristol Jupiter nine-
cylinder radial engine. The Ro 1 bis was a
S.A. Industrie Meccaniche e Aeronautiche Meridionali modified version with a 550 h.p. Piaggio-built
Jupiter VIII radial.
(I.M.A.M.) The Ro 1 weighed 2805 lb. empty and 4785 lb.
loaded, had a span of 50 ft. 2 1/4 in., a length of
In 1923 the Officine Ferroviarie Meridionali of liaison monoplane about to go into production
31 ft. 03 /8 in., a height of 11 ft. 103 /8 in., and a
Naples entered the aircraft industry. Two at the time of the Italian surrender in 1943.
wing area of 422.9 sq. ft. Performance included
years later the firm obtained the Italian manu- During the war, Meridionali also built Breda
maximum, cruising, and landing speeds of 158 An Ro 1 reconnaissance biplane in Libya. This
facturing rights for certain Fokker aircraft, 88, Cant Z.1007bis and Z.1018 bombers.
m.p.h., 112 m.p.h., and 53 m.p.h. respectively. three-seal version was a field modification.
including the C.V and F.VII/3m, built as the
Range was 745 miles and service ceiling 19,680
Ro 1 and Ro 10 respectively. Meridionali also
In 1955 Meridionali merged with the Officine ft. The Ro 1 climbed to 3280 ft. in 2 min. 30 sec. three 200 h.p. AHa Romeo Lynx seven-cylinder
buit forty FIAT CR pursuit biplanes during this
di Pomigliano per Costruzioni Aeronautiche e and to 13,120 ft. in 18 min. 30 sec. radial engines.
period, twenty of these on a contract taken
Ferroviarie, which had been formed in 1949.
over from Montofano when that company
Although retaining the I.M.A.M. title, the new RO 5 RO 26
(Officine e Cantieri Montofano, Napoli) closed
company has adopted the name AERFER to A two-seat light monoplane powered by either Also powered by the 200 h.p. AHa Romeo
down. Subsequent Meridionali aircraft were
designate its products, which include the an 85 h.p. FIAT A.50 seven-cylinder radial or Lynx radial, the Ro 26 was a Meridionali-
of original conception. In 1934 the Societa
Sagittario 2 (the Stefanutti-designed light jet an 85 h.p. Walter radial, the Ro 5 was built in designed single-engined two-seat aerobatic
Anonima Industrie Aeronautiche Romeo was
fighter originally produced by Ambrosini) and a small series in 1929. It competed in various trainer built in both landplane and seaplane
formed to take over the aeronautical activities
the latest development, the Ariete. touring competitions, including the 1929 versions.
of Officine Ferroviarie Meridionali, and later
Round-Europe flight. The Ro 5 had a maximum
all the industrial facilities; in 1936, changing
RO 1 speed of 112 m.p.h., cruised at 96 m.p.h., and RO 30
the name to S.A. Industrie Meccaniche e
In 1925 Meridionali obtained the manufacturing landed at 37 m.p.h. Range was 621 miles and The Ro 30 three-seat military reconnaissance
Aeronautiche Meridionali, the reorganized
license for the Fokker C.V single-engined, ceiling 16,400 ft. Empty and loaded weights and army cooperation biplane appeared in
company became a member of the Breda group.
two-seat observation and training biplane. were 882 lb. and 1499 lb. Dimensions were: 1932, employing a 550 h.p. Piaggio-built Jupiter
The designation Ro, for Romeo, was applied Produced in quantity at Naples as the Ro I, the span 36 ft. 11 in., length 23 ft. 3 in., height 7 ft. VII nine-cylinder radial engine, driving a
~o the entire series of aircraft from the original type was employed extensively in the Ethiopian 1 in., and wing area 205 sq. ft. four-bladed wooden airscrew. An alternate
C.V (Ro)) to the Ro 63, a light observation and war, having entered service with Regia engine was the 530 h.p. AHa Romeo Mercurius
RO 10 radial. The Ro 30 was used in limited numbers
The Ro 1 bis, a development of the Fokker C.V, was a standard reconnaissance machine. (10489)
The Ro 10 was a license-built version of the by the Regia Aeronautica during the 1930's, a
F.VII/3m (three-motor) high-wing transport few remaining aircraft being relegated to
which was originally built by Fokker in 1925 training functions by 1939. Armament was
as a conversion of the already successful ~ree machine guns and bomb load up to 976.8
single-engined F.VIIa. The Italian model fitted l~ comprising twenty 26.4-lb. or 33-lb. bombs

The Ro 5 was a two-seat monoplane powered by an 85 h.p. FIAT A.50 seven-cylinder radial engine. (I-FlDO)
 MERIDIONALI 199
198 ITALlAN CIVIL AND MILITARY AIRCRAFf

beneath the wings plus twelve 26.4-lb. bombs

under the fuselage. Empty and loaded weights
were 3498 lb. and 5808 lb. Maximum speed was
155 m.p.h. at 13,120 ft. and landing speed 59
m.p.h. Service ceiling was 24,600 ft. 18 min.
were required to reach an altitude of 16,400 ft.
Dimensions were: span 51 ft. 8 in., length 33
ft. 7 in., and height II ft. 5:1/ 4 in. The Ro 30 was
a development of the Ro I.

RO 37
The Ro 37 two-seat strategic reconnaissance
plane was the first important original design
by the Meridionali firm. Although still a biplane
with fixed landing gear, the Ro 37 represented
a great improvement over the earlier Ro 1 and
Ro 30. Appearing in the mid-1930's, the Ro 37, Above and below right, the Ro 37bis, which substituted a Piaggio radial engine for the FIAT unit.
which became the standard Regia Aeronautica
land-based reconnaissance machine, was em- extremely dated FIAT-powered type were in
ployed successfully in Spain with Nationalist serviceable condition. Empty and loaded
units and exported to Afghanistan (where it weights were 3432 lb. and 5269 lb. With 550
was less successful), Ecuador, Hungary, and h.p. availabl~ at 13,120 ft., performance
Uruguay during 1936-38. included a maximum speed of 199 m.p.h., a
ClUising speed of 161 m.p.h. (16,400 ft.), and a
The initial model, built in 1934, was powered landing speed of 67 m.p.h. Ceiling was 21,976
by a 600 h.p. FIAT A.30 R.A. twelve-cylinder ft. and range 726 miles. The Ro 37 climbed to
water-cooled vee engine. In appearance it was 6560 ft. in 3 min. 45 sec., to 13,120 ft. in 9 min.
not unlike the FIAT BR. and CR. biplanes of the 5 sec., and to 19,680 ft. in 17 min. 30 sec.
period, although lacking the characteristic Dimensions included a span of 36 ft. 41 /8 in., a
Warren-strut arrangement of the FIAT type~. length of 28 ft. 3 1/4 in., a height of 9 ft. 8 3/4 in.,
Structure was all-metal with mixed metal and and a wing area of 337.4 sq. ft.
fabri~ covering. At the time of its introduction
the Rb 37 was classified as a fighter-reconnais- A radial-engined version, the Ro 37bis, mounted
sance biplane, but it was never employed in either the 560 h.p. Piaggio P.IX R.C.40 or 700
the fighter role due to the advances in that h.p. P.XR nine-cylinder units. Dimensions were
field during the lat~·1930's. Approximately 200 the same as for the original version, except for
FIAT-powered Ro 37's were built, this version
Above right, an Ro 37bis in Spanish markings. Below, a standard Regia Aeronautica Ro 37bis. (MM 10907)
comprising about half of the 283 Ro 37's
available to the Regia Aeronautica in ~une,
1940. Probably less than 100 of the by then

Top left, the Ro 30 reconnaissance biplane. Immediately below, three air-to-air views of FIAT-powered
Ro 37 reconnaissance biplanes. Bottom, a factory shot of the prototype Ro 37.
 MERIDIONALI 201
200 ITALIAN CIVIL AND MILITARY AIRCRAFT

RO 37BIS

the length of 28 it. 1'/4 in. and the height of 10 observer's cockpit. A Breda turret was consid-
ft. 3 3 /4 in. Empty and loaded weights were ered but never installed. Twelve 26A-Ib. or
respectively 3498 lb. and 5335 lb. (P.IX), or 33-lb. bombs could be carried on racks below
3454 lb. and 5291 lb. (P.xR). With the P.IX the win"s. Ro 37's were operated with and
engine, the Ro 37bis had maximum and cruising without streamlined wheel spats. During the
speeds of 205 m.p.h. and 155 m.p.h., both at Second World War the Ro 37 and Ro 37bis
16,400 ft. Ceiling was 23,616 ft. and range 696 served on most fronts; Ro 37-equipped units
miles. Climb to 6560 ft. took 4 min. 10 sec., to included the 64°, 67°, and 73° Gruppi Osser-
13,120 ft. 9 min. 20 sec., and to 19,680 ft. 16 vazione·Aerea in North Africa, the 5°,63°,70°,
min. 30 sec. and 72° Gruppi O.A. in the Balkans, the 110 3
Squadriglia in A.OJ., and the 124a Squadriglia
With the P.XR engine, rated at a lower altitude, on Sardinia. During this period the Ro 37 was
the Ro 37bis had a maximum speed of 199 no longer in production; as a result of attrition,
m.p.h. at 6560 ft. Ceiling was only 20,664 ft. no Ro 37's remained in service by July, 1943,
Climb to 6560 ft. took 3 min. 40 sec., to 13,120 all of the type having been replaced by the
ft. 9 min. 30 sec., and to 19,680 ft. 20 min. In several Caproni twin-engined machines.
all, about 200 Ro 37bis were built.
RO 41
Armament of all models comprised two Similar in layout and appearance to the FIAT
forward-firing 12.7-mm. Breda-SAFAT machine CR.40 and CRA1, the rvteridionali Ro 41 single-
guns and one hand-held 7.7-mm. gun in the seat fighter biplane appeared in 1935. The

The Ro 41 was a light interceptor with a good rate of climb, intended for the defense of built-up areas.

,
I
202 ITAllAN CIVIL AND MILITARY AIRCRAFr MERIDIONALI 203

( I

Above, a two-seat Ro 41 fighter trainer. Below left, a single-seat Ro 41 in postwar service. Approximately 125 Ro 43 catapult floatplanes were built [or the Regia Marina, but use was limited.

of the Ro 41 in comparison to the FIAT fighter m.p.h. at 16,400 ft., cruising speed 180 m.p.h., Approximately 125 Ro 43's were manufactured,
prototypes. The wing of the Ro 41 was of lan~ing speed 62 m.p.h., range 350 miles, and 105 machines being available (42 in service-
mixed wood and duralumin construction, ceiling 25,580 ft. The Ro 41 climbed to 6560 ft. able slate) to the Navy when Italy entered the
covered partly with wood and partly with in 2 min. 50 sec., to 13,120 ft. in 6 min. 20 sec., war. In addition to their use aboard ships, a
fabric, while the fuselage was of welded steel and to 19,680 ft. in 10 min. 50 sec. Dimensions few Ro 43's (average strength, four floatplanes)
tubing with fabric and duralumin sheet included a span of 28 it. 10 3 /4 in., a length oi were employed by the 161 a Squadriglia Caccia
covering. Landing gear was fixed, with spatted 21 ft. 6 3 /8 in., a height of 8 ft. 8 1/4 in., and a Marina of the Aeronautica dell'Egeo as fighter
wheels. The airscrew was of the two-bladed, wing area of 206.3 sq. ft. The two-seat model protection for the Italian-held islands in the
variable-pitch type. Armament comprisejl two weighed 11 lb more empty and loaded, Aegean Sea. Nevertheless, the Ro 43 was not
7.7-mm. machine guns firing through the air- performance and dimensions being virtually used extensively during the war. In September,
screw disc. In addition to the single-seat identical, except for a reduced range. 1943, 48 machines still remained (only 22
fighter, a two-seat advanced training version serviceable) with the 2a and 3 a Squadriglie
similarity was further served by a modified RO 43
with dual controls was built. The Ro 41 was Forze Navali aboard remaining Italian ships.
form of Warren wing bracing in which the The Ro 43 two-seat reconnaissance and fighter
not adopted by the Regia Aeronautica in either
inner struts were attached to the fuselage in- floatplane and its single-seat fighter variant, The Ro 43 weighed 3916 lb. empty and 5280 lb.
form and never entered quantity production.
stead of to the upper wing, which had the the Ro 44, followed the same basic biplane loaded. Performance was: maximum speed
same vee center section for forward visibility. While acceptable for a biplane of the Ro 41's formula established by the Ro 37 and Ro 41. 186 m.p.h. at 8200 ft., cruising speed 155 m.p.h.,
However, the low output of the Piaggio P.VIl weight (2178 lb. empty, 2728 lb. loaded) and Employing a single main float and two wingtip alighting speed 64 m.p.h., service ceiling 21,648
CA5 seven-cylinder radial engine (390 h.p. at power, the performance of the fighter was not floats, the Ro 43 was powered by a 700 h.p. ft., endurance 4 hrs. 30 min. (correspondin~
14,760 ft.) considerably limited the performance outstanding, maximum speed being only 2 2 Piaggio P.XR nine-cylinder radial engine. The range, approximately 497 miles) to 8 hrs. 30
prototype had a two-bladed airscrew with spin-
Below, the Ro 43, the standard Regia Marina shipboard reconnaissance lJoatplane. ner, replaced by a three-bladed airscrew with- An Ro 43 reconnaissance floa/plane being hoisted
aboard an ltalian Cruiser.
out spinner on production machines. In addi-
tion, the streamlined rocker-arm fairings of the
Magni-NACA cowling disappeared with the
adoption of a smoother, larger-diameter
cowling. Designed for catapult launching from
warships, the Ro 43 was accepted by the Regia
Marina as the standard machine of this type,
Constructiol} details followed the pattern of
the earlier biplanes, with the addition of folding
wings. Armament consisted of two 7.7-mm.
Breda-SAFAT machine guns, one firing forward
and the other mounted in the observer's
cockpit. As with the Ro 37, a Breda turret was
conlemplated in place of lhe hand-held gun.
204 ITAllAN CIVIL AND MILITARY AIRCRAFT MERIDIONALI 205

Above and below right, the single-seat Ro 44 fighter floatplane, an. Ro 43 development. (MM 3103)
o
min. (932 miles), climb to 6560 ft. in 4 min. 45
sec., to 13,120 ft. in 11 min., and to 16,400 ft. in
15 min. 50 sec. Dimensions included a span of
37 ft. 1 tl/2 in., length 31 ft. 10 3/8 in., heig)lt 11
ft. 61 /8 in., and wing area 358.9 sq. ft.

RO 44
Except for the modification to a single-seat
fighter, with the fitting of two forward-firing
7.7-mm. Breda-SAFAT machine guns, the Ro 44 planes were built, 31 machines being in service
was almost identical to the Ro 43, employing in 1939. As in the case of the Ro 43, the fighter
the same engine and having the same dimen- served with the 161 a Squadriglia Caccia Marina
.sions. Weights decreased slightly to 3894 lb. at Lero, and aboard warships. By September,
empty and 4884 lb. loaded. With the omission 1943, six Ro 44's remained, equipping the 2-
of the observer's cockpit and canopy, a long and 3a Squadriglie Forze Navali.
faired headrest was built behind the pilot.
Maximum speed was 189 m.p.h. at 8200 ft.,
Although production figures are unavailable, cruising speed 173 m.p.h., and alighting speed
probably no more than 50 Ro 44 fighter float- 61 m.p.h. Service ceiling was 22,960 ft. and

~
1
RO 44

RO 43
I
, , i i
I , i,
.it
206 ITALlAN clva AND MILITARY AIRCRAFT MERIDIONALI 207

The Ro 45 was an enlarged long-distance version of the Ro 37 reconnaissance biplane.

endurance 2-5 hrs. (298-745 miles). The Ro 44 RO 51

climbed to 6560 ft. in 3 min. 30 sec., to 13,120 One of the immediate prewar generation 01
ft. in 8 min. 40 sec., and to 16,400 ft. in 12 min. Italian fighter monoplanes, the Ro 51, em- I

30 sec. ploying the same 840 h.p. FIAT A.74 R.C.38

fourteen-cylinder radial engine that powered
RO 45 its competitors, was the first monoplane
The Ro 45 was a two-seat long-distance recon- designed and built by Meridionali, appearing
naissance development of the Ro 37 mounting in 1938. Initially fitted with fixed spatted
an 835 h.p. Isotta-Fraschini Asso XI R.C. landing gear, the Ro 51, with a top speed of
twelve-cylinder water-cooled vee engine, only 290 m.p.h. at 16,400 ft., was not successful
initially driving a two-bladed airscrew. Other in obtaining production orders, these being
changes included a longer fuselage to increase given to the FIAT G.50, the Macchi C.200, and
the fuel capacity, revised landing gear and later, the Re 2000 Serie II and III. The wing of
wing bracing, and later, as with the Ro 37bis, the Ro 51 was all-w"od with plywood covering,
a three-bladed airscrew. No performance the fuselage was all-metal, and the tail
details are available. surfaces were of fabric-covered welded-steel

The first prototype Ro 51 featured fixed landing gear and a very small fin-and-rudder assembly. (MM 338)

t I
i i

R051
208 ITAllAN CIVIL AND MILITARY AIRCRAFT MERIDIONALI 209

These two views show the djlferences between the initial Ro 51 and the second prototype, which had
retractable landing gear and enlarged vertical tail surtaces.

Above and below right, the twin-engined Ro 57 interceptor, used in small numbers during 1942-43.

tUbing. Two 12.7-mm. Breda-SAFAT machine

guns were mounted relatively low in the
fuselage, firing through ports in the sides of
the engine cowling.

On a second prototype rearward-retracting

landing gear rather similar to that of the
Seversky P-35 was fitted. A third prototype
was built as a floatplane, intended as a replace-
ment for the Ro 44. The main float was attached
to the fuselage by a modified N-strut arrange·
ment consisting of six members, while the wing
floats were each attached by a single strut.
Both the second and third machines featured
larger vertical tail surfaces than the original.
No Ro 51 variant went into production.
R051
Performance of the second prototype, which
RETRACTABLE
weighed 3674 lb. empty and 4620 lb. loaded,
GEAR
included a maximum speed of 304 m.p.h. at
16,400 ft., a cruising speed of 255 m.p.h., and a
landing speed of 78 m.p.h. Range was 745
miles and ceiling 29,530 ft. Climb to 19,680 ft.
required 7 min. Dimensions were: _span 32 ft.
0 1/2 in., length 24 ft. 5 2 /3 in., and height 9 ft.
R051
0 1/4 in.
FLOATPLANE
RO 57
The Ro 57 made somewhat of a break with
previous Meridionali practice, being a rela-
tively advanced twin-engined single-seat
interceptor with retractable landing gear.
Designed in 1939 by Ing. Giovanni Galasso, the
 MERIDIONAU 211
210 ITAllAN CIVIL AND MILITARY AIRCRAFT

The Ro 57bis was a dive bomber modification with underwing air brakes and a crutch Jor an lIDO-lb. bomb.

Ro 57 retained the mixed construction of the Intercettori, of the 4a Squadra Aerea, based at
earlier machines with its ~ooden wings and Crotone; a few were pressed into the defense
duralumin-covered steel-tube fuselage, but the of Sicily. The dive bombing variant, designated
lines were considerably sleeker. The only Ro 57bis, was fitted with dive brakes, two
uachronistic note was the braced tailplane, 20-mm. cannon in addition to the 12.7-mm.
although the retractable tailwheel of the guns, and a crutch for bombs up to 1100 lb.
prototype was later discarded in favor of the under the fuselage.
fixed faired type, and armament was still only
two 12.7-mm. Breda-SAFAT machine guns. The The interceptor had a cruising speed of 242
two 840 h.p. FIAT A.74 R.C.38 fourteen-cylinder m.p.h., a range of 745 miles, and a service
radial engines were insufficient for the Ro 57's ceiling of 25,590 ft. Climb to 19,680 ft. took 9
intended role of interceptor, maximum speed min. 30 sec. Empty and loaded weights were
being only 311 m.p.h. at 16,400 ft. Maneuvera- 7694 lb. and 11,000 lb. Dimensions were: span
bility WitS only fair. 41 ft. 01/ S in., length 28 ft. 10 1/% in., height 9 fl
6 1/s in., and wing area 247.6 sq. ft.
For these reasons, the small number of Ro 57's
delivered to interceptor squadrons in 1942 RO 58
were later withdrawn and adapted as fighter- Powered by two 1175 h.p. Daimler-Benz DB
bombers and dive bombers. In July, 1943, 601A-l twelve-cylinder inverted vee engines.
fifteen Ro 57's still equipped the 97° Gruppo the sole Ro 58 was tested at Guidonia in early

The Ro 58 was a two-seat heavy fighter powered by two Daimler-Benz DB 601A I liquid-cooled engines.
J

! I

RO 51
212 ITALIAN CIVll AND MILITARY AIRCRAFT MERIDIONALI 213

The Ro 58 at Guidonia in company with an Me.200 Saetta.

1943 as a prototype two-seat long-range heavy seat arlillery observation and liaison mono-
fighter, corresponding to the German Zerstorer plane ordered into production just prior to the
(Destroyer) class, exemplified by the Messer- Italian Armistice. Powered by a 250 h.p. Hirth
schmitt BI 110. ManeuverabiUty 01 the Ro 58 HM 508D eight-cylinder inverted vee air-
proved to be excellent lor a twin-engined cooled engine, the Ro 63 weighed 2332 lb.
fighter, and quantity production was planned loaded. It could take off within 200 ft. and land
using the FIAT R.A.I050 R.C.58 TUone engine. in 180 ft., had a maximum speed 01 126 m.p.h.,
the license-built version 01 the Daimler-Benz and a range of 560 miles. No armament was
unit. These plans were upset by the end 01 the fitted. Span was 44 ft. 3 1 /! in., length 31 ft. 6 in.,

o war. The Ro 58 was an all-metal low-wing

monoplane with twin fins and rudders. Arma-
ment consisted 01 five forward-firing Mauser
MG 151 cannon, two of these in a ventral bulge
and height 1 ft. 8 2 /3 in. The Ro 63 was inspired
by tlie Fieseler Fi 156 Storch, used in limited
numbers by the Regia Aeronautica.

wbkh could be removed and replaced by a A.G.

bomb rack, and one 12.7-mm. Breda-SAFAT In 1934 Meridionali built an experimental low
defensive machine gun in the rear cockpit. wing monoplane, designed by Col. Aldo
Empty and loaded weights were 9590 lb. and Guglielmetti, featuring an automatically-co-
13,448 lb. ordinated variable-incidence wing and tail-
plane. Designed simply the A.G., and powered
Performance included a maximum speed 01 by II 105 h.p. DeHavilland Gipsy II engine, it

o 376 m.p.h. at 17,060 It., a cruising speed 01 314

m.p.h., a service ceillng 01 31,170 ft., and •
range of 932 miles. Time to reach 19',680 It.
was 9 min. Dimensions were: span 43 It. lIl/s
weighed 1156 lb. empty and 1706 lb. loaded.
Maximum speed was 132 m.p.h., landing speed
50 m.p.h., and service ceiling 18,850 ft.
'(absolute ceiling 20,650 ft.). It climbed to 3280
in., length 32 ft. 51 /4 in., height 11 ft. F/s in., It. in 3 min. 26 sec., to 6560 ft. in 9 min. 13 sec.,
and wing area 282 sq. ft. and to 13,120 ft. in 26 min. 55 sec. Dimensions
included a span of 34 ft. 7 1/s in., a length 01
RO 63 25 ft. 2 in., a height of 9 ft. 10 in., and a wing
The Ro 63 was a light, high-wing, two-three- area of 177 sq. ft.

The Ro 63 liaison monoplane, inspired by the German Fieseler Fi 156 Storch, was built in early 1943.

, , ! ! i'

R058
 NARDI 215

NARDI
Ing. Fratelli Nardi ·.0 . , /
Founded in Milan in 1932 by the Nardi brothers, The entire design was of extremely neat and
\" .. ~II ..
)
.
~
this very small company has developed and efficient execution, structure being mixed
built a number of excellent aircraft and metal and wood covered with plywood, alum-
components, although facilities have never
permitted large-scale manufacture. During the
wilT the Piagglo firm produced the Nardl-
inum, and fabric. The FN.305 was immediately
successful both as a military trainer and as a
private sport plane. In the latter capacity the
o 0
designed FN.305 trainer in quantity. Since the 205 h.p. FIAT A.70 S seven-cylinder radial
war the company, now known as Nardi S.A. engine was used and the machine was design-
per Costruzioni Aeronautiche, has designed the ated FN.305D. The FN.305D was built with a
novel FN.333 and FN.333-S all-metal three variety of different fuselages, both single and
and four-seat amphibians, limited production two-seat, some with extremely long noses and
of which was undertaken successively by aft-positioned cockpits to allow for increased
FIAT and SIAl Savoia-Marchetti. fuel accomodation. On July 17, 1936, Capt.
Giovanni Zappetta and Guido Stellingwerf set
FN.305
Flown for the first time in February, 1935, by
Arturo Ferrarin, the FN.305 two-seat light
touring and training monoplane was an ex-
cellent aeroplane on all counts. Originally
a light aircraft speed record of 193.1 m.p.h.
over 621 miles of the Fiumlcino-Ortobello-
Livorno-Fiumlcino course. In 1937 an FN.305D
won the speed category of the Circuito Inter-
nazionale delle Oasi (International Circuit of
o
powered by a 185 h.p. AHa Romeo 115-1 six- the Oases, held at Cairo), piloted by Zappetta.
cylinder inverted in-line engine, the FN.305 The type also completed a record flight in
was one of the first Italian aircraft with March, 1939, from Rome to Addis Ababa,
retractable landing gear, the system employed A.OJ., at an average speed of 149 m.p.h. (pllots
being one of the simplest and most dependable Leonardo Bonzi and Giovanni Zappetta),
produced anyWhere up to that time. Ferrarin gaining the distance record for two-seat light
made a deliberate wheels-up landing at aircraft of Category I at 2773.7 miles. The same
Guidonia in 1935; the ruggedness of the FN.305 year the FN.305 won the endurance competition
was proved by the fact that only the airscrew of the Raduno Internazionale del Llttorla
was damaged. (LUtorio International Air Rally).

A Piaggio-built FN.305 military trainer, powered by a 185 h.p. Alia Romeo 115-1 six-cylinder in-line engine.

FN.305
216 ITALIAN CIVa AND MILITARY AIRCRAFT NARDI 211

,,
1 _

,
,
==t==-
=9==-~

Above, the FN.305 was used as a fighter trainer. Note CR.32 and G.50B in background, right.

prevented by the outbreak of the war. Never- Above and below righi, the four-seat FN.310 cabin monoplane. (MM 381)

theless, Piaggio built large numbers of the FN.310

FN.305 as fighter trainers for the Regia Basically similar to the FN.305D in general
Aeronautica schools. One FN.305 served as a layout, the FN.310, produced in 1938, was a
liaison machine at Grobnico, Croatia, during larger four-seat cabin monoplane powered by
1942 as a part of the Sezione Collegamenti 2- the same 205 h.p. FIAT A.70 S seven-cyllnrler
Armata, and one was among the Italian air- radial engIne. Normally a touring machlnp..
craft which joined the Allied Co-Belligerent the FN.310 seated the passengers in two pairs
Air Force in 1943. A few served with the with dual controls for the front seats, although
postwar Aeronautica Militare. it could be equipped as an ambulance with
provision for stretcher and attendant. Weights
Above, an FN.305 at Gorizia. (MM 52752, I-SUBA) The Alia Romeo-powered FN.305 trainer
Below, a two-seat FN.305D. (l-TOMI) were 1430 lb. empty and 2530 lb. loaded. In
weighed 1474 lb. empty and 2090 lb. loaded. addition to the wider, higher, fuselage and
One or two machine guns were fitted. Per- increased weight, the FN.310 had a wing of
formimce included a maximum speed of 193 increased span and area, 32 ft. 9 1 /! in. and 172.2
m.p.h., a cruising speed of 180 m.p.h., and a sq. ft. respectively. Length was 22 ft. 11 1/t in.
landing speed of 62 m.p.h. Service ceiling was and height 7 ft. 25 /8 in. Maximum speed was
21,320 ft. and range 311 miles. The FN.305 186 m.p.h., landing speed 56 m.p.h., ceilIng
climbed to 13,120 ft. in 13 min. 40 sec. Dimen- 19,680 ft., and range 870 miles.
sions were: span 27 ft. 9 in., length 22 ft. 11 1/t A line-up of 11 Piaggio-buill FN.315's lor Hungary.
in., heIght 6 ft. 10!/3 in., and wing area 129.1 FN.315
sq. ft. The FN.315 was almost identical to the FN.305 built a number of FN.315 military trainers for
trainer except for the installation of a 280 h.p. Hungary in 1939. Empty and loaded weights
The FN.305D weighed 1188 lb. empty and 1848 Hirth HM 508D eight-cylinder inverted in-line were 1562 lb. and 2255 lb. Performance was:
More important from a commercial point of lb. loaded. Maximum speed was 211 m.p.h., air-cooled engine. It was built both as a trainer maximum speed 239 m.p.h. at 8200 ft., cruising
view, (although perhaps encouraged by the cruising speed 189 m.p.h., and landing speed and as a two-seat touring plane, the latter speed 220 m.p.h., landing speed 65 m.p.h.,
sporting successes) were the orders placed for 53 m.p.h. Service ceiling was 22,960 ft. and featuring a cockpit canopy with extra trans- cruising range 590 miles, and climb to 13,120
the Alia Romeo-powered military traIning range normally 621 miles. Climb to 13,12 ft parent side panels to improve vision. Piaggio ft. in 6 min. 40 sec.
version. Belgium, Chile, France, Hungary, took 13 min. As mentioned above, fuselage An FN.315 with postwar registration and modified canopies, engine cowling, and landing gear. (1- VILD)
Portugal, Rumania, Switzerland, and Yugo- length varied according to individual require-
slavia all ordered examples for their respective ments, other dimensions being the same as for
Air Forces, but most of the deliveries were the trainer.

FN.305D

it
o
 PIAGGIO 219

-.,.. ..... ~("'~"f.

_w-.ro.........~~..

PIAGGIO
Societa Anonima Piaggio & C.
Piaggfo, a famous firm of railway car and ship FN.305 and FN.315 trainers during the 1930's.
builders, entered the aircraft industry during In 1936 Ing. Giovanni Casicaghi was placed in
the First World War, building Caproni bombers charge of the design office. He had formerly
in 1916. In August, 1923, following a govern- been with the Waco Aircraft Co. in the U.S.A. Above left, a model of the novel P.7 racing seaplane. Right, the actual machine resting in the water.
ment directive, Piaggio absorbed the Pegna-
Bonmartini Costruzioni Navali-Aeronautiche, water-screw due to clutch-slip. The power unit
Following the Second World War Piaggio
placing Ing. Pegna in charge of design. Early was an 850 h.p. Isotta-Fraschini twelve-cylinder
began to rebuild, manufacturing Vespa (Wasp)
Piaggio-Pegna aircraft included the P.2 single- water-cooled vee engine, with which a
motor-scooters and small automobiles. Aircraft
engined single-seat fighter monoplane, the P.3 maximum speed of 373 m.p.h. was anticipated.
design and production was resumed at Genoa,
four-engined bomber biplane described by the This compared favorably with the maximum
noiable recent types being the P.136 twin-
Italian Air Ministry in 1925 as "the best speed of 348 m.p.h. quoted for both the con-
engine amphibian, the P.148 and P.149 single-
bomber ever built," the P.6, P.6bis, and P.6ter temporary FIAT C.29 and Macchi M.67 racing
engined trainers, and the P.166 twin-engined
single-engined catapult observation biplanes, seaplanes. The P.7 weighed 3093 lb. empty and
private and commercial transport; the latter
the P.8 single-seat submarine-borne light 3709 lb. loaded. Dimensions were: span 22 ft.
was also adopted by the Aeronautica Militare
reconnaissance seaplane, and the P.9 single- 2 in., length 29 ft. 03/4 in., height 8 ft. 0 1/2 in.,
in 1962. In cooperation with Douglas, Piaggio
engined two-seat cabin monoplane. and wing area 105.8 sq. ft.
has produced the PD-808 Vespa-Jet seven/ten- The P.1O three-seat reconnaissance floatplane.
passenger transport, also ordered by the Italian
Piaggio had factories at Sestri Ponente (Genoa), Air Force. P.10
Finale-Ligure, Pisa, and Pontedera. Bristol and Built in 1932, the P.10 single-engined three-
Gnome-Rhone engines were built under license P.7 seat reconnaissance seaplane was designed
at the latter plant until the firm established for catapult launching from warships, but this
A really novel concept, some twenty years
its own series of aero engines. In cooperation function was fulfilled by the later Meridionali
ahead of its time, was adopted for the P.7
with C.M.A.S.A., Piaggio built a number <;>f Ro 43. The P.10 was a biplane with a single
Schneider Trophy racing seaplane, built in
Dornier Wal flying boats under license. In main float and auxilliary wing floats; it was
1929. Designed by Ing. Pegna, the P.7 featured
1930, to designs by Ing. Corradino d'J\.scanio, powered by a 450 h.p. Piaggio-built Bristol
a pair of small hydrovanes in order to eliminate
the company produced the first D' Ascanio Jupiter nine-cylinder radial engine. The pilot
the drag imposed by floats; at first the machine
Elicottero (helicopter), which flew success- sat just ahead of the wings, while the observer
rested in the water and was driven by a small The P.ll aerobatic trainer (license-built Lincock).
fully on October 8 of that year. Further had a separate cockpit near the tail. Between
two-bladed water-screw below the rudder, but
helicopter projects were undertaken during the them, rather awkwardly placed just aft of the
as speed increased the vanes lifted the aero-
following ten years, and the collaboration plane out of the water to a point where the wings, was a Scarff ring-mounted machine gun.
also resulted in the widely-used Piaggio- airscrew could be engaged. Tests were carried
D'Ascanio variable-pitch airscrews. Piaggio Dimensions included a span of 45 ft. 3 in., a
out by Warrant Officer Dal Molin. Insufficiept
also built an all-metal version of the Savoia- length of 33 ft. 8 in., a height of 14 ft., and a
knowledge of drive-shaft and clutch design
Marchetti SM.55 flying boat (SM.55 S), some wing area of 500 sq. ft. Weights and perform-
caused the P.7 to be abandoned after Dal Molin
Cant Z.506B seaplanes, and a number of Nardi ance data are unavailable. The P.10bis, built
experienced trouble with the drive to the
in 1933, was a land-based version.
Left, a Piaggio-built Dornier Wal. (I-AZDZj Right, the D'Ascanio helicopter, flown in 1930.
P.ll The P.12 touring monoplane (license-built Segrave).
The P.ll single-engined two-seat aerobatic
and training biplane, built by Piaggio in 1932, P.16
was a license-built version of the Blackburn In 1934 the three-engined four-man P.16

~ Lincock single-seat fighter of 1928. bomber made its appearance, powered by 700
h.p. Piaggio Stella IX R.C. nine-cylinder radial

r~\-'
P.12 engines in N.A.C.A. cowlings. The P.16 was
Another Blackburn design produced under the first of a series of highly original aircraft
license in 1932, the P.12 was the Italian version culminating in the P.108 bomber of the Second
of the Segrave twin-engined four-passenger World War. An extremely unusual design in a
touring monoplane. number of ways, the P.16 featured a shoulder-
220 ITALIAN crvn AND MILITARY AIRCRAFT PIAGGIO 221

Above and below, the graceful P.23M, with fuselage "keel", tandem engines. Note missing gear fairing.

emergency landings at sea. Empty and loaded

weights were 16,251 lb. and 40,566 lb., the
useful load being 24,315 lb. or almost 150 per
cent of the empty figurel Maximum speed was
248 m.p.h. and cruising range 3167 miles at
186 m.p.h. The P.23M climbed to 13,120 ft. in
14 min. Dimensions were: span 88 ft. 6 3/4 in.,
length 54 ft. 5 3 / in., wing area 1049.1 sq. ft. ble-pitch airscrews, but these were replaced
by three 1000 h.p. Piaggio P,XI R.CAO fourteen·
In spite of having the same type number, the cylinper radials and three-bladed airscrews. In
P.23R three-engined record machine was the latter form the P.23R established speed
almost a totally different design, the only records over 621-mile and 1242-mile courses,
common features being the twin fins and carrying 11,000 lb. at 250.9 m.p.h. on December
rudders and the camber-changing flaps. These 30, 1938. Pilots were Angelo Tondi and G.
flaps, plus leading-edge slots, were installed in Pontonutti, accompanied by two mechanics.
an entirely new cantilever wing, placed low For propaganda purposes the P.23R was
on the greatly elongated fuselage. The P.23R referred to as the P.123 bomber.
was one of the cleanest aircraft built up to
that time. Initially the power plants were 900 Empty and loaded weights of the P.23R were
The P.16 was the first in a series of Piaggio bombers culminating in the four-engined P.108B. h.p. Isotta-Fraschini Asso twelve-cylinder 26,410 lb. and 41,857 lb. Maximum speed was
water-cooled units driving two-bladed varia· 273 m.p.h., cruising speed 217 m.p.h., landing
mounted inverted gull wing braced to the Range was 1242 miles with an 1100-lb. bomb
lower part of the fuselage by four struts. The load, or 932 miles with 2200 lb. Climb to 19,680 The P.23R bore no direct resemblance to the P.23M. Below is the original Isolta-FJ'aschini powered
wing was fullest near the engine nacelles, ft. required 17 min. Dimensions were: span 72 version; the man standing in front of the machine makes its large size readily apparent.
tapering in chord and thickness toward the tips ft. 2 in., length 43 ft. 9 1/% in., height 11 ft. 5 3 /4
and in thickness toward the fuselage. Hydraul- in., and wing area 753.2 sq. ft.
lieally-operated double-camber flaps extended
over the entire span, the outer sections serving P.23
as ailerons. Construction was all-duralumin, Powered by four 900 h.p. Isotta-Fraschini Asso
while the fuselage and tail unit were fabric- XI R twelve-cylinder vee engines mounted in
covered welded steel tubing. Armament con- tandem pairs and driving .two tractor and two
sisted of three machine guns, one in the pusher airscrews, the P.23M commercial trans-
leading edge of the wing, one in a retractable port was to some extent a derivative of the
dorsal turret, and one in the rear fuselage P.16, incorporating the same semi- cantilever
below the high-positioned, overhanging tail. wing design (but of greater span, and braced
Landing gear was retractable except for the by six struts). In addition to the four engines
steerable tailwheel. Loaded weight was 18,590 and the fuselage layout, the P.23M, which was
lb., including up to 2200 lb. of bombs in the built in 1935, differed in its all-metal construc-
fuselage below the wings. tion and twin fins and rudders. A novel feature
of the exceptional transport was the underside
The P.16 had a maximum speed of 248 m.p.h. of the fuselage, which had a keel much like
at 16,400 ft. and a landing speed of 65 m.p.h. that of a flying boat, the aim being to facilitate
222 ITAllAN CIVIL AND MILITARY AIRCRAFr PIAGGIO 223

o 0

The P.23R after the change to Piaggio P.X! R.C.40 radials. Enclosed cockpit was a further modification.

speed 93 m.p.h., service ceiling 23,871 ft., and with their P.23 predecessors, but the Piaggio
range 2360 miles. Dimensions included a span development (also rather confusingly desig-
of 96 ft. 6 in., a length of 77 ft. 103 /4 in., a height nated P.32) was a more practical all-wood
of 16 ft. 2 in., and a wing area of 982.4 sq. ft. military machine with a fuller fuselage of
Only the one P.23R was built. The advanced increased capacity. Built in 1936, the original
features of the P.23M and P.23R were further model, the P.32-I, was powered by 820 h.p.
developed in twin-engined bomber prototypes
by Piaggio and Reggiane.

P.32
Isotta-Fraschini Asso XI R.c. twelve-cylinder
water-cooled vee engines and had retractable
dorsal and ventral gun turrets just aft of the
wings. In 1938 a revised version employing
o
The Piaggio P.32 twin-engined bomber was a 1020 h.p. Piaggio P.xI R.C.40 fourteen-cylinder
roundabout development of the two P.23 radial engines was built, designated P.32-II.
prototypes; the reactivated Reggiane firm also Except for the engines and the supplementing
built experimental derivatives commencing in of the two turrets amidships with a nose turret
1937. The Reggiane machines, the Ca 405 above the bombardier's position, there were
record plane and its bomber conversion, the few changes. Crew was five in both models.
P.32bis, featured the sleek contours associated The internal bomb bay housed up to 3520 lb.,

The P.32-1 medium bomber appeared in 1936 with 820 h.p. lsotla-Fraschini Asso XI R.C. water-cooled
engines. Visible here are the semi-retractable dorsal and ventral machine gun turrets.

! I !! ! ,
i i i

P.32-1
P.32-11
224 ITALIAN CIVIL AND MILITARY AIRCRAFT PIAGGIO 225

Isotta-Fraschini Asso XI R.C. twelve-cylinder fourteen-cylinder radial engines mounted in

vee units driving two tractor and two pusher normal fashion, this being the arrangement
three-bladed airscrews. The wing (mounted in adopted for the P.I08 (with, however, the
shoulder position), the fuselage, and the tail higher-powered P.XII R.C.35 units). Dimen-
surfaces were of welded steel construction, sions of both versions of the P.50 were: span
fabric-covered, while the movable control 84 ft. 71/2 in., length 64 ft. 1 P/3 in., height 15
surfaces we;:e wood. The tail was the normal ft. 7 in., and wing area 1076.4 sq. ft. The P.50-I,
single fin-and-rudder type similar to that of the weighing 28,600 lb. empty and 44,000 lb.
P.I08, of which the P.50-I and P.50-II were loaded, had a maximum speed of 270 m.p.h.
essentially prototypes. The P.50-II (1938) and a range of 1863 miles. It climbed to 13,120
employed four 1000 h.p. Piaggio P.XI R.C.40 ft. in 22 min. Armament was three 12.7-mm.

Below, three photographs of the P.50-fl, which was essentially similar to the P.50-1 except for the four
normally-mounted Piaggio P.XI R.C.40 radial engines replacing the tandem Assos.

Above and below left, the P.32-1I. This version had Piaggio P.XI R.C.40 radial engines in place of the
Assos, plus a revised nose incorporating a gun turret above the bombardier.

lb. fully loaded. Performance included a

maximum speed of 248 m.p.h. at 16,400 ft., a
landing speed of 78 m.p.h., and a service
ceiling of 22,960 ft. The bomber climbed to
13,120 ft. in 15 min. The more powerful P.32-II
was heavier at 13,640 lb. empty and 20,350 lb.
loaded. It had a maximum speed of 264 m.p.h.
at 16,400 ft. and a service ceiling of 26,240 ft
Dimensions were: span 59 ft. 0 1/2 in., length
52 ft. 5 3/4 in. (P.32-I, 53 ft. 5 1/2 in.), height 17
ft., and wing area 634.8 sq. ft.
P.50
Appearing in 1937, the P.50-I four-engined
while the wing (identical to that employed by heavy bomber employed a number of features
the' Reggiane variants) featured the character- tried on earlier Piaggio and Reggiane experi·
istic double flaps. Neither the P.32-I nor the mental models, among them the tandem engine
P.32-II ever entered production. layout of the P.23M and the basic fuselage of
the Reggiane-built P.32bis, but it was a mtfch
The P.32-I weighed 12,650 lb. empty and 16,170 larger machine. The four engines were 730 h.p.

Below, the P.50-1 powe.red by four Isotta-Fraschini Asso XI R.C. engines in tandem pairs.
226 ITALIAN CIVIL AND MILITARY AIRCRAFf PIAGGIO 227

The P.108B was Italy's only lour-engined heavy bomber. A total 01 163 were delivered during.W W 11.
c:>

guns in nose, dorsal, and ventral positions. strong similarity in appearance to the Boeing
o B-17, but differing greatly in detail.

o The P.50-1I weighed 29,040 lb. empty and

44,440 lb. loaded. It had a maximum speed of
279 m.p.h. at 13,120 ft., a cruising speed of 250
m.p.h., a landing speed of 87 m.p.h., a range of
The prototype P.I08 flew in 1939, powered by
1500 h.p. Piaggio P.XII R.C.35 eighteen-
cylinder radial engines. Although designed by
2174 miles, a service ceiling of 25,290 ft., and Ing. Casiraghi in 1937, before the P.50-II had
could climb to 13,120 ft. in 15 min. A total flown, the P.I08B (Bombardiere) profited from
armament of five defensive machine guns was the experience with the earlier bomber. An

o
proposed for the P.50-1I. outstanding innovation of the P.I08B was the
use of two wing-mounted turrets, each with
P.I08 two 12.7-mm. machine guns, operated by
As a result of the extremely original and remote control from sighting domes atop the
advanced development work carried on by fuselage; this arrangement preceded that of
Piaggio under Ing. Casiraghi during the 1930's, the B-29 Superfortress. Two additional 12.7-
the company had the distinction of building mm. guns were mounted in nose and semi-
the only four-engined heavy bomber to be retractable ventral turrets, while two more
employed by the Regia Aeronautica during guns were operated from lateral hatches,
the Second World War. In fact, with the making a total defensive armament of eight
exception of the far-from-successful Heinkel weapons, extremely heavy by Italian stand-
He 117 Greif, the Piaggio P.I08B was the only ards. The maximum bomb load was 1720 lb.;
machine of the category to see service with alternatively, three 450-mm. Whitehead Fiume
any of the Air Forces of the Axis. Although torpedoes could be carried.
production figures were insignificant com-
pared to the number of heavy bombers built So successful was the prototype that an initial
by Great Britain and the United States, the batch of twelve pre-production machines was
P.I08B was an excellent machine bearing a followed by substantial orders (by Regia

This front view oj the P.108B emphasizes the bomber's resemblance to the American B-17 Flying Fortress.

I!!',!' 'i" 'fi

P.50-1
P.50-II
228 ITALIAN CIVIL AND MIliTARY AIRCRAFT PIAGGIO 229

P.108B's of th.e 274a Squadriglia carried the name

Musso/ini in script over the white fuselage band,
honoring II Duce's son Bruno. killed while testing
an early production P.108B near Pisa in 1942.

(Artigliere). This gun, with a range of six Developed in parallel with the P.108B was the
Sighting domes for the P.108B's remote-controlled nacelle turrets can be seen here atop the fuselage, miles, was tested extensively beginning March P.108C (Civile) 32-passenger transport, which,
22, 1943. After successful completion of these intended for use with LAT! on the Soutb
Aeronautica standards), 163 aircraft eventually were lost during wartime operations, although tests (held at the Centro Sperimentale per Atlantic run, had an entirely new fuselage and
being produced. The first machines entered it is open to question whether the majority l'Armamento, Furbara), the P.108A fired over longer wings. Incorporating the basic wing
service tn late 1942 with the 274 a Squadriglia were lost due to enemy action or to possible 200 shells in flight at the Navy firing range at structure, engines, tail assembly, and landing
Autonoma B.R.G. (Bombardamento a Grande failures of the P.108 bombers themselves. Viareggio. SUbsequently, the anti-shipping gear of the P.108B, the prototype P.108C flew
Raggio, or long-range bombardment), which machine was flown by the Luftwaffe to Rechlin, on July 16, 1942. Twenty-four were built, fif-
had tested the pre-production P.108B's, and The P.108B had a crew of seven and weighed there to be ultimately destroyed. Dimensions teen being pressed into service as military
took part in night raids _on Gibraltar. Flame 38,104 lb. empty and 64,900 lb. loaded. Perform- ilnd performance figures were similar to those transports capable of carrying 56 fully-
dampers for the exhausts and a less-extensively ance was: maximum speed 267 m.p.h. at 13,780 of the standard P.108B. equipped troops. Empty and loaded weights
glazed nose without the turret were modifica· ft., cruising speed 198 m.p.h., landing speed
tions made for the night raids. The surprise 93 m.p.h., service ceiling 27,880 ft., maximum
effect, due to the great range of the P.108B range 2484 miles, climb to 6560 ft. in 10 min.,
(hitherto unsuspected in any Italian bomber), and climb to 16,400 ft. in 30 min. Dimensions
had great psychological, if not truly were: span 104 ft. 11 3/4 in., length 75 ft. 21 /3
destructive, results. The P.108B later served in in., height 17 ft. 0 3 /4 in., and wing area 1456.3
the North African and Russia theaters, and in sq. n. A late production P.108B, designated
all operations over the Mediterranean Sea. The P.108M (Modificato) had a forward-firing
274 a Squadriglia adopted Capt. Bruno Musso- armament of four 7.7-mm. machine guns and
linrs name in tribute after the son of 11 Duce one 20.-mm. cannon.
was killed testing an early production P.I08B
near Pisa in 1942. At the end of the war only The original prototype of the P.108B was
three P.108B's remained with the Mussolini rebuilt in 1943 with a' new nose incorporating
Squadriglia, based at Foligno. Large numbers a 102-mm. cannon and redesIgnated P.10ltA
Above and below, the P.108C, originally conceived as a civil airliner for LATI.
The P.108A (Artigliere) was a conversion of the prototype P.108B, A 102-mm. anti-shipping c nnon
replaced the bombardier's position in the nose, The P,108A was eventually destroyed by the Germans.
230 ITALIAN CIVIL AND MILITARY AIRCRAFT PIAGGIO 231

Above, a P.lOBC under construction. A Jist of P.23R records. and a warning against sabotage, "To inter-
rupt the work is a crime:' are inscribed on the far wall. Below, the sole P.lOBT, designed especially
as a military cargo transport to Luftwaffe requirements, had a 2741-cu. Jt. interior.

were 37,840 lb. and 70,400 lb. respectively.

Maximum speed was 273 m.p.h., ceiling 21,876
ft., and range 1553-2484 miles. Dimensions
included a span of 108 ft. 4 in., a length of 84
ft. 6 1/2 in., a height of 18 ft. 87 /s in., and a wing
area of 1537.1 sq. ft. P.I08C transports and a
few P.I08B bombers were used by the Luft·
waffe in evacuating the Crimea, carrying up doors or a belly door (for vehicles). With the
to 125 men each! same dimensions as the P.I08C, the P.I08T
weighed 35,266 lb. empty and 68,420 lb. loaded.
Production of the P.I08B and C was halted in Maximum speed was 273 m.p.h., cruising speed
accordance with a Luftwaffe request favoring 239 m.p.h., ceiling 24,607 ft., and range 2237
a newer model, theP.I08T (Trasporto) military miles. The P.I08T ctimbed to 6560 ft. in 9 min.
freight transport, of which only the prototype and to 16,400 ft. in 24 min. 50 sec. It was to
was actually built in 1942. The P.I08T could have been fitted with four 12.7-mm. machine
carry 80 fuel drums, eight large aero engines, guns in dorsal, ventral. and two lateral
or six torpedoes in its 2471-cu. ft. interior; positions. A postwar development, the P.I08T2
loading was accomplished through two side 48 to 60-passenger (or cargo) transport, was

," "

P.I08B
P.I08T o o
[0
232 ITAllAN CIVn AND MILITARY AIRCRAFT PIAGGIO 233

The P.III was a high-altitude research plane built to test cabin pressurization techniques. (MM 465).

proposed with a variety 01 engines, including designed in 1939 to investigate high-altitude

1200/1450 h.p. Pratt & Whitney R-183012000 cabin pressurization, in line with the develop-
Twin Wasp radials, 2100 h.p. R-2800 Double ment 01 the P.I08C. Flown for the lirst time on
Wasp radials, 1350/1900 h.p. Wright Cyclone April 9, 1941, the P.lll was a small monoplane
R-182012000 radials, or 1690 h.p. Hercules 632 powered by two 1000 h.p. Piaggio P.XII R.C. Above and below right, the P.119 had an eighteen-cylinder P.XV R.C.60/2v radial buried in the fuselage.
radials. Performance was expected to be 10012v eighteen-cylinder radial engines. A
similar Lo that of the wartime prototype, with very thorough program 01 high-altitude ilew was the P.ll9 single-seat lighter; like
a cruising speed 01 260 m.p.h. and a range 01 research was carried out with the P.lll, which almost all Piaggio projects, it was 01 extremely
690-1950 miles (with 21.500-lb. or l1,OOO-lb. had a ceiling of 39,360 ft. Empty and loaded original conception. Since 1938 Piaggio had
payload, respectively). weights were 11,550 lb. and 16,698 lb. Perlorm- been studying the possibility of installing a
ance included a maximum speed of 357 m.p.h., radial engine in the middle of the fuselage,
A greatly improved version of the P.I08B, a cruising speed of 279 m.p.h., and a range 01 driving the airscrew by an extension shaft.
known as the P.133, was under construction in 1031 miles. Dimensions were: span 56 ft. 9 in., The design staff realized that this arrangement
1943, but abandoned at the time 01 the length 40 It. 8 1/s in., height 12 It. 10 in., and would result in good maneuverability due to
Armistice. wing area 430 sq. It. the concentration 01 weight near the center of
gravity, excellent aerodynamics and visibility
P.l11 P.ll9 due to a tapered nose and forward-placed
Purely a research aeroplane, the P.lll was The last wartime Piaggio design that actually cockpit, and a concentration of lirepower by a
close grouping of the guns. Construction of
The P.111 /lew on April 9, 1941, powered by two 1000 h.p. Piaggio P.Xll R.C.100/2v radial engines. (MM 465)
the prototype P.119 began in early 1941. The guns grouped together in the nose, plus one
major problem had been in obtaining satisfac- 20-mm. Breda CL 20 cannon liring through the
tory engine cooling, but this was linally solved. airscrew hub. Provision was made for three
The all-metal lighter possessed very clean bomb racks, one below the fuselage and two
lines, broken only by the air intake for the under the wings. Empty and loaded weights
buried Piaggio P,XV R.C.60/2v eighteen- were 5374 lb. and 9020 lb. Maximum speed
cylinder engine, which developed 1650 h.p. at was 398 m.p.h. at 19,680 ft., cruising speed 340
5580 ft. The 1700 h.p. P.XXII eighteen-cylinder m.p.h., landing speed 81 m.p.h., service ceiling
radial was the intended power unit, but none 41,340 ft., and range 940 miles. Climbing
were available when the P.ll9 performed its performance included times of 3 min. 12 sec.
lirst ground trials in November, 1942. The to 9840 ft., 7 min. 10 sec. to 19,680 ft., and 12
lirst flight was made on December 19. Consid- min. 20 sec. to 29,520 ft. Dimensions were:
erable flight testing had been carried out by span 42 ft. 7~/4 in., length 31 ft. 10 in., height 9
the time of the Armistice, but no production ft. 10 in., and wing area 299.2 q. ft.
plans had been made, although the P.119 had
proved itself to be an excellent machine free P.127
of vices. The P.127 was a project begun in late 1941 for
an extremely large, transoceanic, 40-passenger
Armament consisted of four 12.7-mm. machine civil transport incorporating six 1575 h.p.
234 ITALIAN CIVIL AND MILITARY AIRCRAFT

engines buried in the wing and driving contra- cylinder radial engines were to propel! the
rotating airscrews through extension shaHs. bomber, while defensive armament consisted
A pressurized cabin for high-altitude flight was of no less than six 20-mm. cannon and four
included in the specification. Loaded weight
was to have been 110,232 lb.; maximum speed
12.7-mm. machine guns in power-operated
turrets. Empty and loaded weights were 38,500
REGGIANE
was estimated at 355 m.p.h. Dimensions were: lb. and 83,600 lb., the latter figure including a Officine Meccaniche "Reggiane" S.A. (Caproni)
span 183 ft. 7 in., length 137 ft. 8 in., height 28 bomb load of 10,560 lb. Estimated performance
ft. 2 in., and wing area 2690 sq. ft. was: maximum speed 304 m.p.h., cruising speed As in the case of several other Italian compa- Two Ca 405's were entered in the International
248 m.p.h., maximum range 4037 miles, ceiling nies, the Officine Meccaniche Italiane S.A., of Istres-Damascus-Paris Race, held in August,
The P.127 was never realized due to the war 26,240 ft., and climb to 6560 ft. in 8 min. 10 Reggio Emilia, entered the aviation industry 1937, but were not ready in time. The race was
situation. Reconsidered for production in 1947, sec. Dimensions were: span 118 H. 1 in., length with contracts for the production of Caproni dominated by the three-engined Savoia-Mar-
but never built, it compared favorably with 80 ft. 8 1/4 in., height 14 ft. 5 1/4 in., and wing bombers during the First World War, fulfilled chetti SM.79C record planes; with 75 per cent
many very successful postwar airliners. It area 1721.6 sq. ft. between t915-18. No further aeronautical greater power, the SM.79C was considerably
would have been the largest Italian aeroplane activity was undertaken until 1937, when the faster than the Ca 405, although not as efficient
In 1947, a 40-50-passenger airline version, the
ever built. Caproni subsidiary was revived to develop aerodynamically. The success of the SM.79's
P.133C, was developed, although not com-
pleted. It had empty and loaded weights of the Ca 405 Procellaria and the sUbsequent strengthened the position of the three-engined
P.133 41,281 lb. and 70,597 lb., a length of 91 ft. 10 P.32bis from Piaggio designs. At the same formula in Italian bomber design.
A larger, more powerful development of the in., and a height of 19 H. 3 in. Performance was time, Reggiane began building the Savoia-
P.I08B, the P.133 was in the final stages of expected to include a maximum speed of 300 Marchetti SM.79 under license, and the design The Ca 405 weighed 13,200 lb. empty and
construction when Italy surrendered. Four m.p.h. at 29,600 ft., a cruising speed of 248 office started work on a new series of single- 24,200 lb. loaded. Maximum speed was 261
1650 h.p. Piaggio p.xV R.C.60/2v eighteen- m.p.h., and a range of 1863 miles. seat fighters. m.p.h. at 14,760 ft., landing speed 78 m.p.h.,
a~olute ceiling 24,600 ft., and range 1553
CA405 miles. Dimensions were: span 59 ft. 0 1 /2 in.,
The Ca- 405, appropriately named Procellaria length 50 ft. 101/s in., height 10 ft. '9 7/8 in., and
(after a family of long-winged, ocean-ranging wing area 634.8 sq. ft.
birds that include the Petrel and Shearwater),
was a 1937 Reggiane development of the P.32BIS
Piaggio P.23, continuing the program of long- The P.32bis was a bomber modification of the
distance transoceanic aircraft. Designed as a Ca 405. Except for a revised fuselage featuring
o o tecord plane, the Ca 405 was an extremely
graceful twin-engined monoplane inheriting
three power-operated machine gun turrets, an
internal bomb bay (replacing the extra fuel
the Piaggio double flaps and fuselage "keel" tankage of the Procellaria), and a crew of five,
of the P.23M, but employing a constant- the P.32bis was practically identical to the
dihedral cantilever wing of all-wood construc- record machine. Performance was similar, only
tion, also used by the Reggiane P.32bis and the landing speed (75 m.p.h.) and absolute
the Piaggio P.32-I and P.32-II. The engines ceiling (26,240 ft.) differing appreciably. The
were 850 h.p. Isotta-Fraschini Asso XI R.CAO P.32bis was longer by 1 ft. 5 7 /s in. Later, the

o twelve-cylinder vee units driving three-bladed

variable-pitch airscrews. The forward section
of the very slim oval fuselage was of steel tube
850 h.p. Isotta-Fraschini water-cooled engines
were replaced by two 1000 h.p. Piaggio P.XI
R.CAO fourteen-cylinder radial air-cooled
construction covered with alloy panels, while units. These increased the maximum speed to
the rear was a wooden monocoque. The tail 264 m.p.h. Neither the Piaggio P.32-II nor the
unit was all-wood, consisting of twin fins and Reggiane P.32bis was placed in production,
rudders, control surfaces being fabric-covered. Piaggio concentrating on the P.I08B heavy

Below left, the Ca 405 Procellaria record plane, built for the lstres-Damascus-Paris Race. Right, the
Jt P.32bis medium bomber with Piaggio P.Xl R.C.40 radials. Both types were developments of Piaggio aircraft.

P.119
236 ITAllAN CIVIL AND MILITARY AIRCRAFT REGGIANE 231

Above left, the prototype Re 2000 in its original form. Right, the same machine after modifications to
the carburetor air intake and the addition of a spinner (MM 408)

bomber and Reggiane on a series of fighters Us American counterpart. In addition to the

beginning with the Re 2000. airscrew spinner (fitted after initial trials) and
the lower, neater cockpit canopy, the Re 2000
RE 2000 possessed a better retraction mechanism ·for
A front view of an Re 2000 Serie 1 Falco 1 lighter. Note horizontal stripes on elevator. Trimotor in
The first original product of the new Reggiane the main wheels, which rotated to lie horizon- hangar at right is an SM.75 transport, l-TIMO.
design office, the Re 2000 single-seat fighter, tally below the wings, and a fully retractable
was projected in 1937 by engineers Alessio tailwheel. At the same time that the spinner was a serious drawback. The redesign neces- version had a Manfred Weiss-built 1000 h.p.
and Longhi, and bore a remarkable resem- was fitted, aerodynamics were further im- sary to provide sufficient armor protection Wright Cyclone GR-1280-G2 nine-cylinder
blance to the American Seversky Sev-7, 2-PA, proved by extending the carburettor air intake would have resulted in a new airframe with radial engine driving a Hamilton Standard
and EP-l (export P-35) monoplanes, which forward to the front edge of the cowling. In decreased performance. Therefore the Re 2000 airscrew, the installation increasing length to
obviously provided a direct inspiration for the this form the Re 2000, unofficially named was rejected initially by the Regia Aeronau- 27 ft. 61 /4 in. The original Re 2000 Serie I had
Italians. Nowhere was this similarity more Falco I by the manufacturers (the FIAT CR.42 tica, and classified for export as the Re 2000 an armament of two 12.7-mm. Breda-SAFAT
evident than in Sweden, where EP-I06 (J 9) bore the name officially in Regia Aeronautica Serie I Intercettore (interceptor). machine guns and weighed 4576 lb. empty and
and Re 2000 (J 20) fighters served together. service), was demonstrated by Commandante
De Bernardi in fighter trials held at Guidonia Customers included Sweden, which equipped
In spite of the close resemblance, which was later in 1938. Due to the higher power of its the Flygyapnet with sixty Serie I machines
especially evident in the all-metal construction, Piaggio engine, the Re 2000 compared favora- under the designation J 20 in 1941 (these
wing planform, tail surfaces, and fuselage bly with the FIAT-powered Macchi C.200, remaining in service until 1945), and Hungary,
proportions: the prototype Re 2000, first flown being some 6 m.p.h. faster (320 m.p.h.) at 16,400 which secured a manufactUling license in
by Mario de Bernardi in 1938, differed in a ft. and at least as maneuverable as the Macchi. addition to the Italian-built machines delivered
number of important respects. Powered by a Later tests showed the Re 2000 to be far in 1940. The Re 2000 was named Hejja in
smoothly-cowled 986 h.p. Piaggio P.xl R.CAO superiol in close combat to the Messerschmitt Hungarian use, the slightly modified Hunga-
fourteen-cylinder radial engine, the Reggiane Bf 109E. However, the positioning of the fuel rian-built model entering service in 1943. This
fighter was aerodynamically much superior to tanks unprolected in the wing center section
Above right, a Serie 1 Falco 1 with Hungarian insignia. Below, a similar Italian machine; in spite of the
markings, this version was not ordered into production for the Regia Aeronautica. (MM 5066)
The Re 2000 performed well in 1938 trials at Guidonia, proving faster than the Macchi C.200. (MM 408)

\
238 ITAllAN CIVIL AND MILITARY AIRCRAFT REGGIANE 239

-
o o

Above, an Re 2000 Serie III long range fighter. (MM 8288) Below right, eight Serie II catapult fighters.

5610 lb. loaded. Performance included maxi-

o mum, cruising, and landing speeds of 329
m.p.h., 267 m.p.h., and 68 m.p.h. respectively,
a range of 522 miles, and a service ceiling of

o 36,736 ft. The fighter climbed to 19,680 ft. in

6 min. 10 sec. Dimensions were: span 36 ft. 1
in., length 26 ft. 21/2 in., height 10 ft. 6 in., and
wing area 219.5 sq. ft.

The Regia Marina began to take an interest in

the Re 2000 as a catapult fighter during 1940;
consequently twelve Re 2000 Serie II (Catapul-
tabile) were ordered. These differed in being
specially strengthened for catapult launching range) fighter, were also delivered in 1942 and
and in having a modified cockpit with rear attached to the Regia Marina, serving with the
transparencies omitted. The Piaggio P'xIbis 377 a Squadriglia Autonoma, based in Sicily, as
R.CAO radial of 1025 h.p. was fitted. The first escort fighters. Powered by the 1025 h.p.
launching trials were conducted on board a P.XIbis R.CAO, the Serie III fighters had an
modified cargo ship in 1942, and later from the additional fuel tank and attachments for
battleship Italia. carrying a drop-tank or 440-lb. bomb. Empty
and loaded weights were 4598 lb. and 6270 lb.
Twenty-four examples of a further variant, the Performance included a maximum speed of
Re 2000 Serie III Grande Autonomia (long 326 m.p.h. at 16,400 ft., a range of 807 miles, a

, , I
i

.it RE 2000 HEJJA

RE 2000 SERlE III

o , , ,
.it
, ..
240 ITALIAN CIVIL AND MILITARY AIRCRAFT REGGIANE 241

100 examples of the initial production Re 2001 were built, commencing in 1941. (MM 468)

the 2° Gruppo Caccia, based in Sicily in 1942,

The prototype Re 2001 Falco II. Rear cockpit t.ransparencies were omitted from production machines. was still in service in September, 1943, with
the 2° Gruppo, as well as with the 59° and 60°
ceiling of 34,440 ft., and a time of 7 min. 45 sec. mounted in the wings. The Serle IV carried Gruppi Intercettori at Venegono and Lonate
for a climb to 19.680 ft. either a 1408-lb. bomb or a drop-tank beneath Pozzolo. the 22° Gruppo C.T. at Capodichino,
the fuselage. The Re 2001 CN (Caccia Notturna) and the 167° Gruppo Intercettori at Littoria.
A total of 170 Re 2000 Falco I fightels were night fighter, of which 150 maClbines were These units possessed 43 machines (21 service-
built by Reggiane; of these, only the 36 Serie built, featured a 20-mm. Mauser MG 151 able). Eight joined the Allied Co-Belligerent
II and. III models were employed by Italy. In cannon under each wing. This variant entered Air Force, the remainder fighting on with the
September, 1943, only two machines remained service in 1943, defending industry in Northern 2° Gruppo under the Aviazione della RSI. Above, Re 2001 Falco 11 fighters being serviced in
in service with the 1a Squadriglia FF.NN. Italy against night attacks by Allied bombers.
North Africa in 1942. Below, the Re 2001 Delta.
(Forze Navali), neither being serviceable.. The Re 2001 Serie III interceptor weighed
Experimental modifications included the 5500 lb. empty and 7230 lb. loaded. Maximum
RE 2001 employment of leading-edge radiators in place speed was 337 m.p.h. at 16,400 ft., cruising
As in the case of a great many other Italian of the standard underwing type (this machine speed 282 m.p.h., landing speed 75 m.p.h., range
aircraft, the Re 2000 was adapted for the designated Re 2001bis); the fitting of deck 646 miles, and service ceiling 39,200 ft.
higher-powered German Daimler-Bepz liquid- arrestor hooks for trials to be held aboard the Climbing to 26,240 ft. required 12 min. 10 sec.
cooled engines. First projected in 1940, the aircraft carriers Aquila and Sparviero, in the Dimensions were: span 36 ft. 1 in., length 26
Re 200i Falco II fitted an 1175 h.p. DB 601A-l process of being converted from merch1tnt ft. 103 /4 in., height 10 ft. 23/4 in., and wing area
twelve-cylinder inverted vee engine (or the ships; a revised tandem two-seat cockpit; and 219.5 sq. ft.
Alta Romeo R.A.I000 R.C.41-la Monsonie, the the substitution of an 840 h.p. Isotta-Fraschini
license-built version). The prototype differed Delta IV twelve-cylinder inverted vee air- Below left, the Re 2001bis, an experimental version with leading-edge radiators. Right, an R~ 2001 (fore-
from the Re 2000 only in the engine installation, cooled engine for the DB 601A-l, which was ground) with glide bomb below the fuselage. In the background is an Re 2002 Ariete WIth torpedo.

maneuverability and handling being equally becoming hard to obtain, most of the German
good. Speed, however, was not improved as engines being allotted to the Macchi C.202.
much as expected. The initial production With the Delta engine, the Re 2001 had a
model, of which 100 examples were built, maximum speed of 320 m.p.h. at 14,760 ft.,
omitted the rear cockpit transparencies, this only 17 m.p.h. slower than with the DB 601A-1.
and aU subsequent Reggiane fighters having Further experiments included the Re 2001G
the cockpit design first introduced on the Re torpedo fighter and the Re 2001H anti-tank
2000 Serie II catapult fighter. The Re 2001 machine. In addition, an all-wood Re 2001 was
Serie I fitted two 12.7-mm. Breda-SAFAT under development at the time of the Armistice.
machine guns; on the Serle II and III these
were supplemented by two 7.7-mm. guns The Re 2001 Falco II, which initially equipped
242 ITAllAN CIVIL AND MILITARY AIRCRAFT REGGIANE 243

ia. Only sixteen were serviceable machines;

these continued to fight with the Aviazione
della RSI, and with the Allies, after the
Italian Armistice.

Empty and loaded weights were 5225 lb. and

6878 lb. Performanc~ included a maximum
speed of 329 m':p.h. at 18,045 ft., a range of 683
miles, and a ceiling of 34,450 ft. The Re 2002
climbed to 6560 n. in 2 min. 46 sec., to 13,120 Above, an Re 2002 Ariete in Luftwaffe markings.
ft. in 5 min. 52 sec., and to 19,680 ft. in 8 min. (MM 97919) Below, the two-seat Re 2003 reconnais-
48 sec. Dimensions were the Game as for the sance bomber, an experimental conversion of the
Re 2000 Serie III single-seat fighter.
Re 2000 except for the length of 26 ft. 91 /4 in.

RE 2003
The Re 2003 was an experimental tandem two-
seat reconnaissance bomber developed from
the Re 2000 Serle III, and employing the same
1025 h.p. P.XIbis R.C.40 radial engine. In
addition to the second cockpit with its angular
An early Re 2002 Ariete with small-diameter tapered engine cowling and small spinner. canopy, further windows were provided on the
sides of the fuselage. Two prototypes were
RE 2002 was also tested with a torpedo. The Re 2002bis
Re'\lerting to a radial engine, which was more was an experimental Ariete with the outward-
suitable for the low-altitude attack role, retracting landing gear later employed by the
Reggiane produced the Re 2002 Ariete (Ram) Re 2005. The Re 2002S (Scorta) was an escort
fighter-bomber in 1941 as a development of fighter with a drop-tank in place of the bomb.
the Re 2000 Serie III. The engine was an 1175
h.p. Piaggio P.XIX R.C.45 Turbine B enclosed The production Arietes, totalling about 50,
in an extremely efficient Messier-type cowling entered service in late 1942 with the 5° Stormo
and driving a three-bladed airscrew with very AssaIto over Sicily. In July, 1943, the Ariete
RE2001
large spinner. Except for these changes, and began to equip the 101 0 and 102 0 Gruppi
the fitting of two 7.7-mm. wing guns (as on the

o
AssaIto based at Lonate Pozzolo and Tarquinia.
Re 2001), the Ariete was practically identical On September 8 thirty-four Arietes were in
to the Serie III Falco I. A 440-lb. bomb could service, ten with the 50 0 Stormo and twenty-
be carried beneath the fuselage; the fighter four with the 5° Stormo, then based at Mandur-

A production Re-2oo2 fighter-bomber with Co-Belligerent roundels. Note large spinner, revised cowling.

RE 2002

RE 2003

Jt
o , , , , ,,
244 ITAUAN CIVll. AND MIUTARY AIRCRAFT REGGIANE 245

The first prototype Re 2005 Sagiltario. Outward-retracting main gear was a characteristic. (MM 494)
The Re 2003 two-&eat reconnaissance bomber with the original Falco-type engine cowling and &plnner.
doned in favor of the superior Re 2005, which Germany, In spite of their fine qualities, they
built, the first with the regular Re 2000-type RE 2004 had already flown. were too few to be of consequence.
engine c{)wling and spinner, the second with Incomplete at the time of the Armistice, the
the cowling and spinner of the Re 2002 Ariete. Re 2004 interceptor was to have been powered RE 2005 Weighing 5732 lb. empty and 7848 lb. loaded,
Armament was two 12.7-mm. machine guns by a 1250 h.p. Isotta-Fraschini Zeta R.C.25/60 The last and best of the Regglane fighters the Re 2005 had a maximum speed of 390 m.p.h.
and bomb load 1100 lb. The Re 2003, weighing twenty-four-cylinder X-type engine. Loaded actually built was the Re 2005 Sagittario at 22,800 ft., a cruising speed of 340 m.p.h., a
7209 lb. fully loaded, had a maximum speed of weight was to have been 7110 lb. Estimated (Archer), the prototype of which flew in ceiling of 39,360 ft., a range of 677-786 miles,
293 m.p.h. and a range of 447 miles. Dimensions maximum 'Speed and range were 385 m.p.h. and September, 1942. Powered by a 1475 h.p. and climbed to 6560 ft. in 1 min. 58 sec., to
matched those of the• Re 2000. 621 miles respectively. The Re 2004 was aban- Daimler-Benz DB 605A-l twelve-cylinder vee 13,120 ft. in 4 min. 4 sec., and to 19,680 ft. in
engine, the Sagittario featured the outward- 6 min. 33 sec. Dimensions were the same as
The Re 2003 was essentially a standard Re 2000 Falco 1 with the addition of an observer's cockpit behind retracting main landing gear tested on the Re for earlier Reggiane ftghters except for the
the pilot. Note additional windows below the rear cockpit. This machine had a revised Ariete engine 2002bis, and extensive structural modifications. length of 28 ft. 73/4 in.
cowling and spinner.
Production machines began to enter service in
1943, these having the FIAT-built version of The Campini centrifugal compressor was con-
the DB 605A known as the R.A.I050 R.C.58 sidered for installation in the rear of the
Tifone. Armament consisted of two 12.7-mm. Re 2005, driven by an auxiliary 370 h.p.
Breda-SJ\FAT machine guns in the fU'Selage, FIAT A.20 twelve-cylinder engine. Although
one 20-mm. Mauser MG 151 firing through the never completed, this version of the Sagittario,
airscrew hub, and two similar wing-mounted designated Re 2005R (Reazione), had an
cannon. In addition-, the Re 2005 could carry estimated maximum speed of 454 m.p.h. The
up to 1390 lb. of bombs.
The second prototype Sagiltario could be distin-
guished by its larger, more bulbous spinner.
The 22° Gruppo C.T" based at Capodichino,
Capua, and Littoria, had eight Sagittarios
available in July, 1943, in addition to its
MC.200, MC.202, Re 2001, and Dewoitine D.520
fighters. The Sagittarios formed the 262 a
Squadriglia, used in the defense of Sicily.
After the Armistice, production continued for
the Aviazione della RSI, although it finally
came to a halt as a result of intensive Allied
bombing. The remaining Re 2005's were used
as defensive interceptors in Rumania and
 REGGIANE 247
246 ITALIAN clvn AND MILITARY AIRCRAFT

o o

Above and below, the Re 2005' Sagiltario was one of the best Italian fighters. Refined airframe and 1475
o
h.p. DB 605A-l engine gave excellent performance. A few production machines began to enter servree
in mid-1943, too late to be effective. Some fought in Rumania and Germany. (MM 494)

.it
, " I
,
project, initiated by Maj. Ferri, had reached a range of 897 miles. Armament was to have
i
•
the final drawing stage in July, 1943. Expected been the same as that of the Re 2005, but loaded
loaded weight was 8600 lb. weight was calculated to be no less than 13,640
RE 2006 lb. This showed that Italian designers had
The Re 2006, a projected interceptor with a begun to accept the heavy fighter concept that
1510 h.p. Daimler-Benz DB 603A engine, was proved so important during the latter stages
RE 2005
on the drawing boards in 1943 when develop- of the Second World War, but this acceptance
ment was abandoned. Estimated performance came too late, only a short time before the
included a maximum speed of 404 m.p.h. and final Italian collapse.
 S.A.I.M.A.N. 249

S.A.I.M.A.N.
Societa Anonima Industrie Meccaniche Aeronautiche N avaIi
(Caproni)
Solely a producer of light aircraft, S.A.I.M.A.N., well known during the Second World War.
a member of the Caproni group, was founded Employed by flying clubs throughout Italy in
in 1934 at Lido di Roma, taking over the works the late 1930's, the very conventional biplane
of the S.A. Navigazione Aerea. In addition to was powered by a 200 h.p. Alfa Romeo 115-1
repair and maintenance work, S.A.I.M.A.N. six-cylinder inverted in-line engine, usually
S.A.I.M.A.N.202
built touring and training machines of their driving a two-bladed variable-pitch airscrew.
own design. The touring models were ex- Structure was of wood with plywood and S.A.I.M.A.N.204
tremely successful in international rallies fabric covering. Ailerons were employed on
before the war, winning, among other events, both upper and lower wings. The S.A.I.M.A.N.
a liaison machine during the conflict, captured Romeo 115-1 six-cylinder in-line engine. It was
the Second Annual Sahara Rally in 1937. On 200, which weighed 1606 lb. empty and 2209 lb.
examples even equipping an R.A.F. communi- distinguished from the two-seat model by the
that occasion Gori Castellani piloted the loaded, had a maximum speed of 137 m.p.h., a
cations squadron in 1943-44. Several remain in longer canopy (with triangular rear quarter
winning S.A.I.M.A.N. CA low-wing two-seat cruising speed of 116 m.p.h., and a landing
regular use today as private lightplanes. Just windows, used on a few two-seaters) and the
cabin monoplane. During the war many of the spe d of 43 m.p.h. Range was 310 miles (or
before the war, on January 29, 1939, Federigo longer cowling for the six-cylinder engine.
touring aircraft were employed as liaison endurance 2 hrs.) and ceiling 19,680 ft. Dimen-
Bazzi flew from Rome to Addis Ababa in 37 Empty and loaded weights of the S.A.I.M.A.N.
machines in North Africa, Sicily, and Metro- sions were: span 28 ft. lOll! in., length 24 ft.
hes. at an average speed of 119.25 m.p.h. 204/R were 1650 lb. and 2860 lb. Performance
politan Italy. Chief designer for S.A.I.M.A.N. 3 1/4 in., height 8 ft. 31 /! in., and wing area 236
After the war a small series of S.A.I.M.A.N. was: maximum speed 183 m.p.h., cruising speed
was Mario Bottini. sq. ft.
202 trainers were built by the S.A. Cos- 155 m.p.h., landing speed 50 m.p.h. with flaps,
truzioni Aeronavali to fulfill a contract range 683 miles, ceiling 16,400 ft., and climb to
S.A.I.M.A.N. 200 S.A.I.M.A.N.202
awarded by the Regia Aeronautica in 1943. 13,120 ft. in 24 min. Dimensions were: span 32
Captured in some numbers by the Allied First built in 1936, the S.A.I.M.A.N. 202 has had
forces in Sicily, the S.A.I.M.A.N. 200 two-seat a long career. Used as a touring and rally plane ft. 9 5/8 in., length 26 ft. 3 in., height 6 ft. 7 in.,
trainer, also used for communications, was before the war, it was pressed into service as An all-wood two-seat low-wing monoplane, and wing area 172.2 sq. ft.
the S.A.I.M.A.N. 202 was characterized by
clean, ~imple lines. The model 202/1 was LB.2
powered by a 120/130 h.p. Alfa Romeo 110 Designed by Francis Lombardi and built under
four-cylinder in-line engine. Usually fitted license by S.A.I.M.A.N., the LB.2 was a two-
with wheel spats, it featured several different seat touring monoplane with twin booms,
cabin arrangements, with and without rear powered by a 110 h.p. AHa Romeo 110-1 four-
quarter windows. Empty and loaded weights cylinder in-line engine behind the cabin driving
were 1386 lb. and 2046 lb. respectively. Per- a pusher airscrew. Empty and loaded weights
formance included a maximum speed of 143 were 1364 lb. and 1980 lb. Speeds included a
m.p.h., a cruising speed of 124 m.p.h., a landing maximum of 130 m.p.h., cruising 118 m.p.h.,
speed of 51 m.p.h. (44 m.p.h. with flaps), a and landing 44 m.p.h. Range was 310 miles and
range of 434-683 miles, and a ceiling of 16,400 ceiling 18,040 ft. Spanning 38 ft. 4 in., the LB.2
Above left, a S.A.I.M.A.N. 200. Above right and below left. two postwar S.A.I.M.A.N. 202's. (I-ABPJ, ft. The S.A.I.M.A.N. 202 climbed to 13,120 ft. was 22 ft. 8 in. long, 6 ft. high, and had a wing
I-AT AE) Below right, a S.A.I.M.A.N. 204 R of the Aero Club di Roma. Note Capitoline Wolf on tail. in 24 min. Dimensions were: span'36 ft. 8 in., area of 163 sq. ft. The LB.2 was one of thf
length 24 ft. 11 in., height 6 ft. 7 i~., and wing earliest Italian aircraft with tricycle gear.
area 193.6 sq. ft. The model 202bis, weighing
1364 lb. empty and 2068 lb. loaded, had a span The LB.2 two-seat touring monoplane.
of 35 ft. 7 in., a length of 25 ft. 3 in., and a wing
area of 190 sq. ft. Performance was essentially
the same.

S.A.I.M.A.N.204
The S.A.I.M.A.N. 204 was a four-passenger
version of the 202, powered by a 185 b\p. Alfa
 SAVOIA-MARCHETTI 251

SAVOIA..MARCHETTI
Societa Italiana Aeroplani Idrovolanti "Savoia..Marchetti"
Originally known as the Societa Idrovolanti design, the S.16ter "Gennariello" of Francesco
Alta Italia (literally, Seaplane Company of de Pinedo, made a fantastic flight (for that
Upper, or Northern Italy), the Savoia firm of yeilr) of over 34,000 miles from Italy to Japan
Sesto Calende, founded in 1915, was one of the and return, by way of the Indian Ocean and Two views of an SM.55P commercial flying boat of the Societci Aerea Mediterranea. (I-AABF)
oldest aircraft manufacturers in Italy. Perhaps Australia.
the first great achievement of the company 24 examples, Spain bought 20 for the Aeronau- The designation SM has been applied here to
was the victory of the S.12 flying boat, piloted The Marchetti designs continued with the tica Naval, and ~>ne was imported by the all the Marchetti-designed aircraft in the
by Lt. Luigi Bologna, in the 1920 Schneider world-famous twin-engined SM.55 flying boat Japanese Navy in 1932 for research purposes, interests of uniformity, although a number of
Trophy Race; in the 1919 contest, cancelled (discussed separately below); the SM.56 single- later being sold to the Japan Air Transport the earlier designs were usually prefixed only
due to poor weather, a Savoia S.13 flown by engined two-seat training biplane amphibian, Research Institute. Power unit was a 500 h.p. by the letter S. Either form of designation is
Janello distinguished itself by being the only also built under license by the American Isotta-Fraschini Asso. The SM.62bis replaced acceptable, however.
entrant able to fly in the dense fog, although Aeronautical Corporation of New York; the that engine with a 750 h.p. Asso. The SM.63 of
it did not complete the course. In 1922 Ing. SM.57 two-seat fighter and reconnaissance 1927, a development of the twin-hull SM.55, SM.55
Alessandro Marchetti, who had become known flying boat, powered by a 300 h.p. Hispano- featured a wider single hull and twin floats. One of the most highly-pUblicized aircraft in
for his La Chimera sport biplane of 1910 and Suiza engine; the similar SM.58 single-seat Span and wing area were increased to 89 ft. the' world for its time was the Savoia-Marchetti
the M.V.T. (Marchetti-Vickers-Terni) scout fighter flying boat, which broke the World 6 1/2 in. and 1140.5 sq. ft. The SM.63 was fitted SM.55 twin-engined twin-hull flying boat.
biplane of 1917, became the chief designer and Altitude Record with 550-lb. load at 19,125 ft. either as a 10-passenger commercial transport Famous for a series of transatlantic flights in
technical director of the firm. On December hi 1924, flown by Adriano Bacula; and the or as a military flying boat, but was abandoned an era when any aerial crossing was considered
28, 1922, his first design, the SM.51 single-seat SM.59 three-seat reconnaissance flying boat, a in favor of the later developments of the SM.55 extremely hazardous, the SM.55 rightly aroused
racing seaplane, set a speed record of 173.9 development of the S.16 powered by a 400 h.p.. and the still-larger three-engined SM.66. great public interest. Understanding that most
m.p.h. at Sesto Calende, piloted by A. Passa- Lorraine engine. The SM.59bis was used by of these flights were made as propaganda
vala. In 1924 came the SM.52 all-metal pursuit the air arms of Argentina and Rumania in the In contrast to the Savoia-Marchetti aircraft of demonstrations of the Fascist government does
biplane, a derivative of the M.V.T. powered by late 1920·s. The SM.62 three-seat bomber flying the 1920's, which were predominantly flying not alter the fact that the design was excellent
a 300 h.p. Hispano-Suiza engine and mounting boat was a similar single-engined biplane boats, most of the later designs were land- and the accomplishments exceptional. Pro-
two Vickers guns. In 1925, an earlier Savoia produced in 1926; the Soviet Union purchased based aircraft, with emphasis on commercial jected in 1923 as one of Ing. Marchetti's
transports and military bombers. These earliest designs for S.LA.!., the SM.55 was
machines furthered the excellent reputation conceived as a torpedo bomber and mine layer,
already gained by the impressive flights of the for which roles the twin-hull arrangement
SM.55. The company, which changed its name adopted was ideal.
(but not its initials) to Societa Italiana Aero-
plani Idrovolanti in 1936, was one of the The highly original layout featured two hulls
outstanding Italian aircraft manufacturers of some 14 ft. 9 in. between centers, a thick
the period, producing the best all-around cantilever three-section wing with pilots'
Italian military aeroplane of the Second World cockpit in the leading edge, two engines
War, the SM.79 medium bomber. mounted in tandem on pylons above the wing,
driving tractor and pusher two-bladed air-
After the war Savoia-Marchetti produced the screws, and a vertical tail assembly consisting
Above Jell, an SM 56 flying boat. (I-AAOD) Right, a Canadian SM.56. (CF -AKL) Below lell, an SM.57bis SM.95 four-engined transport, first built in of two fins and three rudders atop the tailplane,
two-seat reconnaissance flying boat. Right, an SM.59 three-seat reconnaissance flying boat.
1942, the SM.I0l single-engined touring mounted on twin booms extending back from
monoplane, and the SM.I02 eight-ten passen- the hulls. The extremely sea-worthy structure
ger twin-engined light transport, in addition to was plywood-covered spruce, ash, and
a few Nardi-designed FN.333 amphibians. plywood throughout, with fabric-covered
Other design projects were the SM.I03 two- control surfaces.
seat fighter trainer, the SM.I04 twin-engined
military transport, and the SM.I05 two or four- The original military SM.55M of 1925, with two
engined commercial transport with a separate 400 h.p. Lorraine-Dietrich engines, featured
detachable fuselage which could be loaded observers' cockpits in the rear of each hull
independently of the airframe. The last three with Scarff ring mountings for 7,7-mm. machine
designs were not built. guns. Torpedoes, bombs, or mines could be
252 ITALIAN CIVIL AND MILITARY AIRCRAFT SAVOIA-MARCHETfI 253

The 8M.SSM military torpedo bombing and mine laying flying boat. Note un cow led engines, gun position.

carried below the center section of the wing. and distance. With the same model, Col. 11
Nose gun positions were added later. In Marchese de Pinedo made the first of the
addition to the military model, ten to twelve- SM.55's many famous flights. In 1927, De
passenger (five-six in each hull) commercial Pinedo's flying boat, dubbed the Santa Maria,
models, the SM.55C and P, were built for made a 28,OOO-mile flight around the Atlantic,
Aero Espressa Italiana for the Brindisi-Con- starting from Elmas, Sardinia, on February 13.
stantinople line, and for the Societi\ Aerea De Pinedo was on one stage towed 200 miles
Mediterranea for the Rome-Cagliari run. The over the water to the Azores on his way back
original SM.55 had a span of 78 ft. 9 in., a to Italy. In North America he landed on
length of 52 ft. 6 in., a height of 16 ft. 5 in., and numerous lakes and rivers; on an artificial lake
a wing area of 1000.7 sq. ft. Empty and loaded near Phoenix, Arizona, a carelessly discarded
weights of the military model were 8140 lb. cigarette accidentally set fire to the plane and
and 12,540 lb. Performance included a destroyed it. A second machine, the Santa
maximum speed of 131 m.p.h. and an alighting Maria II a ,was sent by ship from Italy. With
speed of 56 m.p.h. Hydrodynamic characteris- the replacement De Pinedo flew to the Eastern
tics were excellent; in addition to the rugged- United States and Canada, and finally back to
ness and stability in heavy seas, the SM.55 was Italy by way of the Azores and Lisbon, com-
considered to be extremely graceful (for a six- pleting the journey on June 16. Demonstrating
ton machine!) when arising from or alighting the strength and dependability of the SM.55,
on the water. Climbing, however, was not De Pinedo's flight was a great boost for e
exceptional, 3280 ft. being reached in 3 min. 20 possibilities of transatlantic commercial
sec., 6560 ft. in 8 min. 21 sec., 9840 ft. in 16 min. service, despite the fact that the Santa Maria
15 sec., and 16,400 ft. in one hour. The latter was a military model. The following year the
altitude represented for all practical purposes SM.55 of the Brazilians De Barros and Braga
the service ceiling of the Lorraine-powered completed a more direct flight from Italy to
SM.55 Duration was 4-10 hrs. their homeland. Jt
I' ",' ",' I ',I
In 1926 two 500 h.p. Isotta-Fraschini Asso The improved SM.55A, with two 700 h.p. FIAT
twelve-cylinder vee engines replaced the A.24R twelve-cylinder vee or 800 h.p. Isotta-
Lorraines. Increased loaded weight limited Frascnmi ASSO eighteen-cylinder W-type
maximum speed to 127 m.p.h., but additional engines, appeared in 1930. Empty and loaded
fuel permitted a normal range of 750 miles or weights were 11,440 lb. and 16,940 lb. Maximum' SM. 55
a maximum of 1350 miles. Cruising speed was speed was 147 m.p.h., alighting speed 68 m.p.h.,
100 m.p.h. The same year the SM.55 captured and range 1242-2174 miles. Climb to 3280 ft.
fourteen world records for speed, altitude, load, required 4 min. 40 sec., to 6560 ft. 11 min. 40
254 ITALIAN CIVn AND MILITARY AIRCRAFT SAVOIA-MARCHETTI 255

and Capt. Biani (I-BIAN). The registrations of

the remaining 20 aircraft also indicated their
captains (see Appendix).

A less well known flight of the SM.55 was

that of Demcenko and Koukin from Sesto
Calende to Petropavlovsk, approximately
14,000 miles across Siberia, in 1932. Besides the
more spectacular long-distance flights, the A speciaJly prepared 4265-ft. ce~ent track was
required for the SM.64·s record flights. The SM.64
SM.55 had a long career with the Regia Marina, weighed 15,430 lb. loaded, lifted off at 93 m.p.h
serving for more than ten years. Although 13
machines were listed as available in 1939, the central nacelle accommodated the crew, while
SM.55 had by that time reached the end of its twin tail booms, each composed of two dur-
service life, and was withdrawn. No machines alumin tubes, extended aft from the upper
of the type saw wartime service. The SM.60 surface of the wing and from the landing gear
was a landplane bomber version which was fairings. A single fin and rudder was mounted
never built. in the center of the tailplane. The engine, which
Two of the twenty-four SM.55X used in Marshall Balbo's 1933 AlJantic crossing. I-ROVI nearest camera.
drove a two-bladed pusher airscrew, was
sec., to 9840 ft. 23 min., and to 13,120 ft. 48 the 1930 model, maximum speed was improved SM.64 housed in a streamlined nacelle on N-struts
min. Ceiling was 13,776 ft. Dimensions were: Although considerably different from the above the wing. It is worth noting that both
to 174 m.p.h. and range to 2794 miles. Cruising
span 79 ft. 11 in., length 54 ft. 2 in., and wing SM.55 in concept, the SM.64 land-based record the nacelles contributed a substantial amoq.nt
speed was 146 m.p.h. One SM.55X crashed at
area 989.9 sq. ft. Twelve SM.55A's made a Amsterdam on the outward journey and monoplane, powered by a 590 h.p. FIAT A.22T of additional lift. So efficient was the SM.64
6500-mile mass flight from Ortobello (Rome) to twelve-cylinder vee engine, was an equally that the ratio of loaded weight to empty weight
another at the Azores on the return flight, but
Rio de Janeiro in 1930, led by Air Marshall twenty-four machines made triumphant arri- efficient machine that brought additional fame was almost 3:1, a great accomplishment consid-
Halo Balbo. vals at Chicago and New York. This flight, to the 'house of Savoia. Designed four years ered almost ideal at that time and still excel-
more than any other single accomplishment, late5 than the SM.55, in 1927, and first flown on lent by today's standards. The figures were
This flight was overshadowed three years later April 10, 1928, the SM.64 made its initial 5290 lb. empty and 15,430 lb. loaded. Length
gave Italy her great prestige in the field of
by the North Atlantic crossing of twenty-four aviation during the 1930's, and was of inesti- impression during May 31-June 2 of that year was 29 ft. 6 in. and height 12 ft. 1 in. Maximum
machines (with a twenty-fifth as reserve) on mable political value. The 6065-mile outward with a World Closed-Circuit Distance Record speed at 50 per cent load was 146 m.p.h.; the
the occasion of the Chicago World's Fair. An trip (Ortobello-Chicago) was made in 48 hrs. of 4763.7 miles. Carrying 1717 gallons of theoretical maximum range was 7150 miles.
aerodynamically-refined model, the SM.55X, 47 min. flying time, for an average of 124.6 gasoline, the SM.64, piloted by Capt. Arturo
powered by 750 h.p. Isotta-Fraschini Asso m.p.h. Total distance was 11,495 miles. Four Ferrarin and Maj. Del P·rete, took off from a SM.65
engines, was employed. Changes included squadrons (Nera, Rossa, Bianca, Verde = specially-prepared 4265-ft. cement track. at A third very unorthodox twin:boom Marchetti
much smoother hulls and engine cowlings, Black, Red, White, and Green) of six machines Montecelio (necessary because of the high design, the SM.65 twin-engined twin-float
fairings at the joining of all major components, each were led respectively by Gen. Balbo take-off and landing speed of 93 m.p.h.) and racing seaplane, did not achieve the success
and three-bladed metal airscrews with (civil registration appropriately I-BALB), Capt. remained aloft for 58 hrs. 34 min. Ferrarin and of the SM.55 and SM.64. Built in 1929 for the
spinners. Although weights matched those of Nannini (I-NANN), Capt. Giordano (I-GIOR), Del Prete shared the controls for the first 24 Schneider Trophy Race, the SM.65 fitted two
hrs., alternating with each other for the remain- 1000 h.p. IsoUa-Fraschini twelve-cylinder
The extremely unorthodox but efficient SM.64 remained aloft 58 hrs. 34 min., flew 4763.2 miles in 1928. der of the flight. water-cooled vee engines in a central nacelle,
on ahead of and one behind the pilot, driving
One month later, between July 3 and 5, the tractor and pusher airscrews. The twin booms
pair captured the straight-line distance record were braced diagonally to the ends of the
with a transatlantic flight of 4466.5 miles from floats and, as in the case of the SM.64, a single
Montecelio to Touros, Brazil; flying time was
47 hrs. 55 min., for an average speed of 93.5 The SM.65 was a promising racing design. Un-
m.p,h. On May 31-June 2,1930, after the closed- fortunately, a fatal accident ended its career.

circuit record had been taken by France, it was

regained for Italy by the SM.<64bis, flown this
time by Umberto Maddalena and Fausto
Cecconi a distance of 5088.2 miles in 67 hrs.
13 min. The same Montecelio track was used.
The SM.64 was a graceful design of predomi-
nantly wood construction. The cantilever wing,
with an aspect Tatio of 7:1, spanned 70 ft. 6 1 /4
in. and had an area of 645.6 sq. ft. A small
 SAVOIA-MARCHETIl 257
256 ITALIAN CIVIL AND MILITARY AIRCRAFT

SM.67
Built in 1930, the SM.67 was a single-seat
fighter flying boat for use aboard ships. The
semi-cantilever wing was shoulder-mounted
on a clean two-step hull, while a 400 h.p. FIAT
A.20 twelve-cylinder vee engine, driving a
pusher airscrew, was mounted above the
fuselage on N-struts. Four additional struts
braced the engine nacelle to the wing. Auxil- The 5M.67 was a water-based single-seat fighter.
iary floats were attached at approximately
half span. Maximum speed was 140 m.p.h. Dimensions were: span 69 ft. 6 3 /s in., length
Other details are unavailable. 45 ft. 11 in., and wing area 645.6 sq. ft.

SM.71 SM.72
Appearing in 1932, the SM.71 was a three- Similar in appearance to the SM.71 from which
engined, high-wing, eight-ten-passenger com- it was developed, the SM.72 bomber was a
mercial transport adopted by Ala Littoria on larger machine powered by three 550 h.p.
the Rome-Milan line. The engines were Walter Bristol Pegasus II nine-cylinder radial engines.
Castor radials developing 240 h.p. each, later Flown for the first time as a transport in 1934,
replaced by Piaggio P.VII CA5 radials of 390 the SM.72 later featured a dorsal gun turret aft
h.p. each, driving two-bladed variable-pitch of the wing and another position in the bottom
metal airscrews. The SM.71 weighed 7315 lb. of the fuselage. Twenty production machines
empty and 11,352 lb. loaded. Maximum speed
was 168 m.p.h., cruising speed 143 m.p.h.,
landing speed 62 m.p.h., and normal range
1211-1366 miles (maximum 2732 miles). Climb-
ing performance included times of 2 min. 54
sec. to 3280 ft., 6 min. 38 sec. to 6560 ft., 11 min.
51 sec. to 9840 ft., 19 min. 30 sec. to 13,120 ft.,
The SM.66 was a !arger three-engined eighteen-pa.'<Senger commercial version of the 5M.55. (I-RED!)
and 42 min. 11 sec. to 18,040 ft. Above, the prototype 5M.72 heavy bomber.
fin and rudder was located in the center of the cylinder vee engines, each driving four-bladed
tailplane. Two different tail units were tried: pusher airscrews. Built as a fourteen-passenger Construction features included a cantilever
one with a one-piece elevator and notched commercial flying boat, the SM.66 went into 'wooden wing and a fabric-covered steel tube
rudder, another with split elevator and addi- service in 1932 with Ala Littoria on the Rome- fuselage. The fixed landing gear were braced
tional fin and rudder area below the tailplane. Cagliari-Tripoli and Rome-Athens-Alexandria to the bottom of the fuselage and the under-
Construction was largely of wood. routes. The A.22R-powered SM.66 weighed sides of the engine· nacelles. A few models
15,532 lb. empty and 22,220 lb. 10aded.·1t had featured semi-enclosing wheel spats and
In the closing months of 1929 the SM.65 was streamlined steerable tailwheeliairing. Various
a maximum speed of 152 m.p.h., a cruising
prepared 'for an assault on the seaplane and cabin and window arrangements were used.
speed of 129 m.p.h., an alighting speed of 71
world speed records held by England at the
m.p.h., a ceiling of 17,710 ft., and a rang~ of Above right and below, two 5M.71 transports. Note different landing gear. (I·ROMA, I-ALPI)
time. Unfortunately, on January 18, 1930, while
745 miles.
alighting on Lake Garda (at the Desenzano
Scuola d'Alta Velocita) during tests, the SM.65 Later the flying boat was fitted with 700 h.p.
crashed and sank, the pilot Dal Molin losing FIAT A.24R twelve-cylinder vee engines,
his life. After this tragedy development of the empty and loaded weights increasing to 16,390
seaplane was abandoned. Perhaps because of lb. and 24,090 lb. respectively and passenger
the ignominious finish, exact details and accommodation to eighteen. Maximum speed
dimensions have never been made available, became 164 m.p.h., cruising speed 146 m.p.h.,
although maximum speed was probably on the alighting speed 69 m.p.h., and ceiling 18,530 ft.
order of 375-400 m.p.h. The A.24R-powered SM.66 climbed to 6560 ft.
in 7 min. 50 sec., to 9840 ft. in 13 min. 30 sec.,
SM.66 to 13,120 ft. in 21 min. 50 sec., and to 16,400 ft.
The SM.66 was generally similar to the SM.55, in 35 min. 25 sec. Dimensions were: span 108
although it was considerably larger and em- ft. 27 /s in., length 54 ft. 5 3 /s in., height 16 ft.
ployed three 550/610 h.p. FIAT A.22R twelve- 07 / S in., and wing area 1363.3 sq. ft.
258 ITALIAN CIVIL AND MILITARY AIRCRAFT SAVOlA-MARCHETTI 259

Left, the original SM.73 transport. Right, a later model used by the Czechoslovakian airline. (YR-BAB)

were built in 1935 for the Central (Nanking) the SM.73 three-engined transport was produc-
Government Air Force of China. Prior to this, ed in 1934. The prototype was powered by 600
on June 15, 1934, Angelo Tivegna and Augusto h.p. Gnome-Rhone 9 Kfs radial engines driving
Curumpai had set an altitude record of 20,992 wooden airscrews (four-bladed on the nose
fl. carrying a load of 11,000 lb. Empty and engine, two-bladed on the outboard units), and
loaded weights were 14,960 lb. and 28,160 lb. featured the tall tail surfaces of the SM.71. The
Performance was: maximum speed 183 m.p.h. SM.73 went into production with a revised,
at 13,120 fl., cruising speed 152 m.p.h., landing Above and below right, two Ala Lil/oria SM.73 transports. (/-ASTI, /-ENNA)
longer fuselage, 700 h.p. Piaggio Stella IX R.e.
speed 59 m.p.h. with flaps, range 1242-2174 nine-cylinder radials driving three-blade filled, open on early models, later fully-
miles, climb to 3280 ft. (with 12,100 lb. load) variable-pitch metal airscrews, and a lower, enclosing. Eighteen passengers and a crew of
in 6 min. 15 sec., to 9840 ft. in 17 min. 15 sec., broader vertical tail assembly. As the SM.73P four were accommodated, plus up to 800 lb. of
and to 16,400 fl. in 30 min. 49 sec. Dimensions it entered service with Ala Littoria; as well as baggage in the bollom of the fuselage.
included a span of 98 fl. 47 / in., a length of 63 S.A.B.E.N.A., the Belgian airline; and e.S.A., Maximum speed was 205 m.p.h. at 13,120 fl.,
it. 32 /3 in., a height of 18 ft. 01/! in., and a wing the Czechoslovakian state airline. cruising speed 174 m.p.h., and landing speed
area of 1291.2 sq. fl. 56 m.p.h. Service ceiling was 24,272 fl. and
The SM.73, weighing 12,760 lb. empty and
maximum range 994 miles. The SM.73 climbed
SM.73 20,460 lb. loaded, had an all-wood cantilever
to 6560 ft. in 10 min., to 13,120 ft. in 20 min.,
Forerunner of the SM.81 bomber that fought in wing and fabric-covered welded steel tube
and to 19,680 fl. in 33 min. On two engines, Ala Lilloria came under the management of
Ethiopia, Spain, and in the Second World War, fuselage and tail group. Wheel spats were
maximum speed was 168 m.p.h. and service the Commando Servizi Aerei Speciali (C.S.A.S.)
ceiling 14,432 ft. Dimensions were: span 78 ft. as military transports. Thirteen formed the
A close-up of nn SM.73 showing extractor exhausts, landing lights, oil coolers, optional spinners. (f-PISA)
8 213 in., length 57 ft. 23/4 in., height 15 ft. 1 in., 605 a and 606 a Squadriglie of the 148 0 Gruppo
and wing area 1000.7 sq. ft. "T", based at Reggio Calabria. These were
used for varied duties, including the supply of
With Italy's entry into the war, the SM.73's of troops and equipment to North Africa. In many

One 0/ three A/a Lil/oria SM.74's, the DIlly four-engjned ltaiiall airliners of the prewar period. (I-URBE)

, 1/
L
Iv
260 ITALIAN CIVIL AND MILITARY AIRCRAFT SAVOIA-MARCHETIl 261

Above, an excellent view of the 5/11.74, I-RO/l1A. Befow left, the same type in wartime camoullage.
Three 5/11.74's served with the 616a 5quadriglia "T", based at Liltorio, during the hostilities.

ed in 1934. Three machines went into service

with Ala Littoria, later donning Regia Aero-
nautica camo~flage and serving with the 616a
Squadriglia "T" at Littorio. The high-wing
transport weighed 11,160 lb. empty and 29,040
lb. loaded, the latter figure including 24 pas-
sengers and approximately 800 lb. of baggage
and 1600 lb. of freight. Maximum speed was
205 m.p.h. (111 m.p.h. on three engines),
ways the Italian counterpart of the German cruising speed 186 m.p.h., and service ceiling
Junkers Ju 52/3m, the SM.13 was one of the 22,960 ft. The SM.14 climbed to 3280 ft. in 2
earliest transports to serve efficiently on min. 48 sec., to 9840 ft. in 8 min. 55 sec., and to
European air routes. A few were built by 16,400 ft. in 19 min. 43 sec. Span was 98 ft. 47 /8
S.A.B.C.A. in Bejgium.
in., length 63 ft. IP/2 in., height 18 ft. 0 1 /2 in.,
and wing area 1291.2 sq. ft.
SM.14
The first hilur-engined Savoia-Marchetti aero- SM.15
plane was the SM.14 20-21-passenger commer- Considerably larger than its predecessors and
cial airliner, powered by 100 h.p. Piaggio Stella the first Marchetti design with retractable
IX R.C. (later P.xR) radials. A development of landing gear, the SM.15 24-30-passenger com-
the SM.12 bomber, utilizing the same basic mercial transport was designed in 1935 as a
wing and fuselage structure, the SM.14 appear- replacement for the SM.13P. Powered initially
Jt
The civif 5/11.75 entered commercial service in 1938. The later 5/11.82 was developed from it, (l-TE50)

I" 'I" '," ','

SM. 14
 263
SAVOIA-MARCHETfI
262 ITALIAN CIVIL AND MILITARY AIRCRAFT

A military conversion 01 the SM.75 transport with dorsal turret, abbreviated SM.82-type fin and rudder.

by three 750 h.p. AHa Romeo 126 R.C.34 nine- a cruising speed of 214 m.p.h., a service ceiling
cylinder radial engines, the SM.75 also em- of 29,520 ft., and a normal range of 621 miles.
ployed 1'000 h.p. Piaggio P,XI R.CAO fourteen- Climb to 13,120 ft. took 19 min. All figures are
cylinder' radials. Entering commercial service for loaded condition, with 24 passengers.
with Ala Uttoria in 1938, thirte.en SM.75 civil
two views 01 the original SM.79P with Piaggio Stella engines. Below right, the same machine with
transports were reformed into the 147 0 Gruppo Developments of the SM.75 were the SM.82 ~~/~v~'omeo 125R.C.35 units. This "civil" prototype established several internatIOnal records. (l-MAGO)
"T" (601 a_603 a Squadriglie) at Littorio in June, bomber/transport and the SM.87 twin-float
1940. On January 9, 1939, flown by pilots N. seaplane, built for operation from South was initially powered by three 610 h.p. Piaggio
Prota and G. Bertocco, a civil SM.75 had American rivers. Stella nine-cylinder radial engines. These were
established speed records of 207 m.p.h. and soon replaced by 750 h.p. AHa Romeo 125
205 m.p.h. over 621-mile and 1242-mile courses, SM.78 R.C.35 nine-cylinder radials (distinguished by
carrying 22,000 lb. Designed in 1933, the SM.78 three-seat recon- larger, smoother, cowlings). Although the
naissance flying boat reverted to the biplane civil prototype established a number of inter-
A later military conversion featured the tail configuration and pusher engine of the SM.62. national closed-circuit speed and load records
surfaces of the SM.82 in abbreviated form (the also employed in the contemporary Macchi (ultimately 266 m.p.h. for 621 miles with a
SM.75 did not have the side area of the deep- MAl and M.71 reconnaissance fighter flying 4400-lb. load, set in 1936 with 780 h.p. AHa The bomber version entered production late in
bellied SM.82), a dorsal gun turret, revised boats. Powered by a 955 h.p. Isotta-Fraschini Romeo 126 R.C.34 engines), the military 1936 as the SM.79-I. Fitted with the AHa
interior accommodations, and different air- Asso 750 R.C.35 eighteen-cylinder W-type version, first built in 1935, pushed it into the Romeo 126 R.C.34 radials, it differed from the
screw spinners. Both the SM.75 and the SM.82 engine, the SM.78 was used by the Regia background, to emerge in 1937 as the SM.83 prototype principally in the addition of a gun
were popularly called Marsupiale (Marsupial) Marina in limited numbers during the 1930' s. civil transport. The SM.79P had a maximum fairing above the cockpit, a ventral bombard-
and Canguro (Kangaroo) during the war, with In addition to the pilot and observer, a gunner speed of 267 m.p.h. (183 m.p.h. on two engines), ier's gondola, and the omission of the
little distinction between them. The definitive operated a dorsal turret aft of the wings. a service ceiling of 25,912 ft., and a range of windows from the fuselage sides. Maximum
version of the SM.75 had the full SM.82 fin and I
932 miles. On one engine, ceiling was 7544 ft. bomb load was 2750 lb. (usually two 1100-lb.,
rudder. Empty and loaded weights were 6490 lb. and
11,110 lb. (with 1320 lb. of bombs). Span was The SM.79 military prototype introduced the characteristic humped fuselage and ventral gondola.
The SM.75 weighed 20,900 lb. empty and 31,900 54 ft. 73/ ~ in., length 40 ft. 2 1/2 in., and wing
lb. loaded, had a span of 97 ft. 5 in., a length area 707.8 sq. ft. Maximum and cruising speeds
of 70 ft. 103ftG in., a height of 16 ft. 83/~ in., and were 152 m.p.h. and 124 m.p.h., range 1553
a wing area of 1276.1 sq. ft. With AHa Romeo miles, and climb to 13,120 ft. 28 min.
engines, performance included a maximum
speed of 229 m.p.h. at 10,070 n., a cruising SM.79
speed of 202 m.p.h., a sel vice ceiling of 22,960 Probably the most famous Italian military
ft., and a maximum range of 1416 miles. Climb plane of the Second World War, and certainly
to 13,120 ft. took 18 min. On two engines the most successful and widely~used of the
maximum speed was 180 m.p.h. and service Regia Aeronautica's bombers, the SM.79 began
ceiling 14,432 ft. With the higher-rated Piaggio its career in 1934 as an eight-passenger civil
engines, which increased empty and loaded machine intended for the MacRobertson
figures to 21,560 lb. and 32,560 lb. respectively, London-Australia air race, but it was completed
the SM.75 had a maximum speed of 245 m.p.h., too late. Designated SM.79P, the civil version
264 ITALIAN CIVIL AND MILITARY AIRCRAFT SAVOlA-MARCHETTI 265

The SM.79C and T record machines employed by

the Sorci Verde were very successful. Three
SM.79C"s swept the Istres-Damascus-Paris Race in
1937; SM.79T"s JIew South Atlantic in 1938.

SM.79T (Transatlantico), the Sorci Verde made employment of 1030 h.p. FIAT A.80 R.C,41
an impressive flight from Rome to Rio de eighteen-cylinder radial engines, the SM.79B
Janeiro in two stages, stopping at Dakar, was very similar to the standard three-engined
during the period January 24-25, 1938. Pilots model. Maximum speed was 255 m.p.h.,
were Col. Attilio Biseo/Maj. Amedeo Paradisi cruising speed 224 m.p.h., and range 995 miles
(I-BISE), Maj. Nino Moscatelli/Capt. Gori (with 2640-lb. bomb load) to 1400 miles (With
Castellani (I-MONI), and Lt. Bruno Mussolinil 1320-lb. bomb load). Four machines of this
Lt. Renato Mancinelli (I-BRUN). Flying time type were sold to Iraq in 1937, while Rumania
for the 6116-mile flight was 24 hrs. 20 min. bought 24 SM.79B's equipped with 1000 h.p.
Average speed was 251 m.p.h., a rate of 266 Gnome-Rhone K.14 Mistral-Major radial en-
m.p.h. having been maintained on the first leg gines. Three machines delivered to Brazil in
(Rome-Dakar), suggesting that the maximum 1939 employed 930 h.p. Alfa Romeo 128 R.C.18
speed of the SM.79T was in excess of 280 radials. Rumania ordered a second batch of 24
m.p.h. machines, designated SM.79-JR, powered by
1220 h.p. Junkers Jumo 211Da twelve-cylinder
Above, the SM.79 military prototype with landing gear extended. Production SM.79-I"s dilfered very little. By the outbreak of the Second World War, the liquid-cooled vee engines. Also built under
Below, the personal SM.79 of Iialo Balbo. In spite of l-AGSB registration, machine sported camouJIage. SM.79 had broken numerous other internation- license by I.A.R. (Industria Aeronautica
Stormi Bombardamento Veloce of the A via- al records. The SM.79B, a twin-engined export Romana, Bucharest), the SM.79-JR weighed
zione Legionaria the Sparviero established itself version first flown in 1936, was demonstrated 15,840 lb. empty and 23,760 lb. loaded. Maxi-
as a fast, efficient, and rugged bomber. A few to air forces all' over the world, eventually mum speed was 276 m.p.h. at 16,400 ft., cruising
SM.79-I bombers were fitted with 1350 h.p. being purchased by those of Brazil, Iraq, and speed 234 m.p.h., service ceiling 24,260 ft., and
Alia Romeo 135 R.C.32 eighteen-cylinder radial . Rumania. Except for the revised transparent climb to 9840 ft. in 8 min. 36 sec. The SM.79-
engines. Sixteen machines were modified in nose (similar to that tried on the twin-engined JR's were used on the Russian front. Forty-five
1937 for prestige flights; 1000 h.p. Piaggio SM.81B), accomodating the bombardier and a SM.79-I three-engined bombers were purchased
P.XI R.CAO fourteen-cylinder radials replaced 12.7-mm. Breda-SAFAT machine gun, and the by the Royal Yugoslav Air Force, bringing the
the Alia 126 R.C.34 units, and the dorsal and
five 550-lb., or twelve 220-lb. bombs, stored The SM.79B was a twin-engined export version of the Sparviero purchased by Brazil, Iraq, and Rumania.
ventral housings were removed, along with all
vertically within the fuselage) and defensive
armament. Designated SM.79C (Corsa, or race),
armament consisted of two rear-firing 12.7-mm.
five modified Sparvieros (three competing,
Breda-SAFAT maching guns (one dorsal, and
two reserve) were entered in the French
one ventral, operated by the bombardier) and
Government-sponsored Istres-Damascus-Paris
one 7.7-mm. Lewis gun firing from side
race, held in August, 1937. The Regia Aeronau-
windows. A forward-firing 12.7-mm. gun in the
tica SM.79 team, nicknamed the Sorci Verde
dorsal hump served both offensively and
(Green Mice), completely overwhelmed the
defensively. Performance was: maximum speed
opposition, averaging 263 m.p.h. on the first
267 m.p.h. at 13,120 ft., cruising speed 233
leg, and completing the race at average speeds
m.p.h., service ceiling 21,320 ft., range 1180- of 219 m.p.h. (Cupini-Paradisi, the winners)
2050 miles, climb to 3280 ft. in 3 min. 28 sec., and 212 m.p.h. (Fiori-Lucchini and Biseo-Mus-
and climb to 16,400 ft. in 19 min. 45 sec. solini). Elapsed time of the winning SM.79 was
The SM.79-I, named Sparviero (Sparrow Hawk) just under 17 hrs. 33 min.
by the Regia Aeronautica and Gobbo Male-
detto (Hunchback) unofficially, was successful Using similar models with the Alia 126 R.C.34
from the outset. In Spain with the 8 0 and 11
0
engines and increased fuel capacity, designated
266 ITALIAN clvn AND MILITARY AIRCRAFT SAVOIA-MARCHETII 261

SM.79's warming up. The Sparviero was

total number of export machines to 100.

most numerous and successful Italian warpfane.

Aeronautica della Libia, at Benina, Castel-

benito, and Bir el Bhera. Thus the Sparvieros
o
On June 10, 1940, the Regia Aeronautica pos- (both SM.79-1 and SM.79-1I) composed nearly
sessed 594 Sparvieros (403 in serviceable two-thirds of the total Italian bombing force
condition), which equipped the 9°, 11°; 12°, of 975 machines. The SM.79-11 (of which some
41 0, and 46 ° Stormi of the 3a Divisione B.T., 200 were available in 1940) was a torpedo-
based at Viterbo, Comiso, Ciampino Nord, bomber variant with 1000 h.p. Piaggio P.XI
Catania, Gela, and Pisa; the 30° and 36° Stormi R.C.40 fourteen-cylinder radials, although a
of l1 a Brigata B.T., at Sciacca and Castelvel- few employed 1030 h.p. FIAT A.80 R.C.41
lrano; the 8° and 32° Stormi of the Aeronau- radials. After extensive prewar tests, in which
tica della Sardegna, at Villacidro and 'Decimo- Italy developed the art of torpedo-bombing to
mannu; and the 10°, 15°, and 33° Stormi (If the a higher degree than that achieved by other

Three SM.79-iI Sporvieros in formation over the Mediterranean. Note bombsights extended below gondolas.

'i' 'i' 'i'

SM. 79-11
268 ITALIAN CIVil AND MILITARY AIRCRAFT SAVOIA-MARCHETII 269

PROTOTYPE
SM. 79 o ,
'.

SM. 79-I1I Dorsal, lateral, and ventral machine guns are displayed by two 5M.79-II bombers above. Below right,
the 5.579, or 5M.79-III, was the linal model, featuring 20-mm. cannon, revised spinners and exhausts.

o , ! ',' "i' ','

cent of the total lalian produciton of combat
aircraft during the period under consideration.
A number of SM.79's remained in service as
transports with the postwar Italian Air Force,
the Aeronautica Militare, three being sold to
Lebanon in 1950. The trio was still in regular
SM.79B use as late as 1959.

The Savoia-Marchetti SM.79 Sparviero had a

span of 69 ft. 65/8 in., a length of 53 ft. 13/4 in.,

o a height of 13 ft. 5 1/% In., and a wing area of

656.6 sq. ft. The SM.79-II weighed 16,750 lb.
empty and 24,912 lb. loaded, had a maximum
speed of 270 m.p.h. at 13,120 ft., a cruising
SM.80
In spite of a later type number, the SM.80 two-
speed of 255 m.p.h., a service ceiling of 22,960 seat touring amphibian was designed in 1933.
SM. 79-JR ft., a range of 1242 miles, and climbed to 13,120 Powered by a 130 h.p. Colombo S.63 six-
ft. in 10 min. 25 sec., and to 16,400 ft. in 14 min. cylinder in-line engine mounted above the hull
30 sec. on N-struts and driVing a two-bladed tractor

The 51\1.80 was a very appealing two-seat louring amphibian. Gear retraction was neat. (I-MORa)

o
nations, the SM.79-II ultimately fitted two bombers. Thirty-four joined the Allied Co-
torpedoes (440-lb. warheads) side by side Belligerent Air Force.
under the fuselage. The Aerosiluranti, or
torpedo-bombing units, achieved great success The S.579, or SM.79-III, was developed under
during the war. The Sparvieros were also used the Germans for the Aviazione della RSI. A

~-
effectively for level bombing, strategic recon- cleaned-up model without the ventral gondola,
naissance, and assault duties. As mentioned in it fitted different spinners, lengthened exhaust
the description of the Ambrosini A.R., an pipes, and a forward-firing 20-mm. cannon. A
SM.79 was used on one occasion, unsuccess- total of approximately 1330 SM.79 aircraft
fully, as a radio-controlled flying bomb. By were built between 1934-44; although small in
September, 1943, only. 61 SM.79 bombers comparison with Allied production figures,
remained in service, all of these as torpedo this number represented almost twenty per
 ITAllAN CIVIL AND MILITARY AIRCRAFT SAVOlA-MARCHETTI 271
270

by the smoother Magni-N.A.C.A. tapered

variety. A glazed bombardier's position was
fitted below the fuselage just behind the engine
nacelle, while two semi-retractable hydrauli-
.. ,
cally-operated turrets, each with two 7.7-mm.
machine guns, were located in dorsal and
ventral positions. A fifth hand-held 7.7-mm.
The SM.80bis employed two 75 h.p. Pobjoy radials. gun was fired from either of two lateral
Power matched that of the C.N.A. version, but
increosed drag limited performance appreciably.
hatches. Crew was six. The normal bomb load
was 2640 lb. (maximum 4400 lb.), stored verti-
cally in the bottom of the fuselage. This method
airscrew, the shoulder-wing monoplane fea- respectively. Climb to 3280 ft. required 4 min.
of bomb storage did not allow a predictable
tured very clean contours, the hull and engine 31 sec., to 6560 ft. 10 min. 46 sec., to 9840 ft.
bomb trajectory, which partly explains the
nacelle being particularly handsome. An 19 min. 8 sec., and to 13,120 ft. 32 min. 2 sec.
mediocre results often obtained by Italian
alternate power unit was the 150 h.p. C.N.A.
bombing squadrons. Various loads were:. four
VI IRC.43 six-cylinder in-line engine. The SM.81
1100-lb. or 550-lb. bombs, sixteen 220-lb.
landing gear retraction mechanism was note- A military development of the SM.73 transport,
bombs, twenty-eight 110-lb. bombs, or fifty-six
worthy, the wheel nestling below the wing the SM.81 bomber/transport appeared in 1934,
44-lb. or 33-lb. bombs. The SM.81 was also
roots in neat streamlined fairings. Empty and seeing considerable use in the Ethiopian cam-
tested in 1936 with two torpedoes mounted
loaded weights were 1540 lb. and 2200 lb. paign of the following year. It fought in the
Maximum and landing speeds were respec- Spanish Civil War and in the Second World beneath the fuselage.
tively 141 m.p.h. and 55 m.p.h., while range War and was still in limited use as a transport Operating both as a bomber and troop
was 621 miles. The SM.80 climbed to 3280 ft. in the immediate postwar period, in spite of transport in the Ethiopian campaign of 1935,
in 4 min. 22 sec., to 6560 ft. in 11 min. 36 sec., the fact that it was already technically obsolete the SM.81 was an effective machine, although
to 9840 ft. in 20 min. 19 sec., and to 13,120 ft. in by 1936! Nevertheless, the SM.81 was the not used in as great numbers as the older
33 min. 8 sec.; ceiling was 17,056 ft. Dimen- standard Italian bomber until the vastly Ca 133. In Spain it was satisfactory when
sions were: span 36 ft. 1 in., length 25 ft. 7 in., superior SM.79 began to enter service in 1937. given reasonable fighter cover (usually FIAT
height 7 ft. 61 /3 in., and wing area 193.7 sq. ft. CR.32's), but by 1939 it was completely out-of-
The SM.81 was powered by three 750 h.p. Alia date. At that time 276 machines (130 effective)
A twin-engined four-seat version, the SM.80bis, Romeo 1~5 R.C.35 or 126 R.C.34 nine-cylinder were in service in Metropolitan Italy, Albania,
mounted two 75 h.p. Pobjoy R seven-cylinder radial engines, 900 h.p. Isotta-Fraschini Libya, and the Aegean Islands, while a further
radials driving pusher airscrews. The cabin (license-built Gnome-Rhone K.14) fourteen- 36 (16 eifective) were stationed in Ethiopia
was moved forward approximately two feet, cylinder radials, or 900 h.p. Piaggio Stella IX (A.OJ.). In June, 1940, SM.81's still equipped
but otherwise the basic structure was identical. R.CAO nine-cylinder radials. Three distinct the 37° Stormo B.T. at Leece, the 38° Stormo
Empty and loaded weights were 1716 lb. and types of engine cowling were employed; the of the Aeronautica dell'Albania at Tirana, the
2596 lb. Maximum, cruising, and landing speeds initial short-chord Townend ring was followed 14° and 15° Stormi B.T. of the Aeronautica
were 125 m.p.h., 109 m.p.h., and 47 m.p.h. by a similar longer-chord type, finally replaced della Libia at EI Adem and Castelbenito, and Above, the SM.81 was the standard Regia Aero-
the 39° Stormo B.T. of the Aeronautica dell', nautica bomber of the mid-1930·s. Large numbers
The SM.81 was a bomber version of the SM.73. Note ventral turret, long-chord engine cowlings. were used in flaly, Ethiopia, and Spain to demon-
Egeo at Rhodes. During the war the bomber, strate Fascist airpower. The bol/om photo shows
receiving the name Pipistrello (Bat) because camoufloged and uncamouflaged SM.81's in the
same SquadrigJia.
of its usual night bombing 'ole, served in North

Below, an SM.81 in service with ationalist forces during th~ Spani~h Civil W~r. The encircled. "M"
designated the MlIssolini unit. Performance was satisfactory against mInimal RepublIcan fJghter oppoSlllon.
212 ITAllAN CIVIL AND MILITARY AIRCRAFT
SAVOIA-MARCHETTI 213

000000

Above, the twin-engined SM.81B, with 840 h.p. lso/la-Fraschini Asso Xl R.C. engines. Below right, a
standard SM.81 bomber over Greece. As a night bomber, the type earned the name Pipistrello (Bat).

Africa, Greece, and Russia, but it was increas-

ingly employed for second-line duties such as
paratroop and general-purpose transport. In
this capacity 18 troops could be carried. When
Italy surrendered five SM.81 's joined the
Allies, a few remaining machines being used
by the Fascists.

The SM.81 weighed 14,300 lb. empty and 23,100

lb. loaded. Performance included a maximum
o speed of 196-214 m.p.h., depending on the type
of engine fitted, a cruising speed of 180 m.p.h.,
a range of 932-1242 miles, and a service ceiling
of 22,960 ft. Climb to 9840 ft. took 12 min.
Dimensions were: span 78 ft. 8 2 /3 in., length a maximum speed of 204 m.p.h., a cruising
60 ft. 1 in., height 15 ft. 1 tt/4 in., and wing area speed of 186 m.p.h., a service ceiling of 26,240
1000.7 sq. ft. ft., and a range of 1366 miles. The SM.81B
climbed to 3280 ft. in 4 min., to 6560 ft. in 7
A twin-engined version, designated SM.81B, min. 48 sec., to 13,120 ft. in 15 min. 30 sec., and
had 840 h.p. Isotta-Fraschini Asso XI R.c. to 19,680 ft. in 24 min. 30 sec.
twelve-cylinder vee engines and a glazed
bombardier's position in the nose. Empty and SM.82
loaded weights were 14,960 lb. and 22,880 lb. The SM.82 bomber/transport, basically an
Length was 58 ft. 81/~ in. Performance included enlarged, more powerful military version of

The prototype SM.82 bomber with bombardier position extended. Also visible is dorsal turret.

" ! '," 'I" 'I'

SM. 73 .it
SM. 81
SM.81B
274 ITALIAN CIVIL AND MILITARY AIRCRAFT SAVOlA-MARCHETTI 275

As a troop transport, the 5M.82 was especially

valuable because of its great weight-carrying
characteristics. Paratroops of the famed "Folgore"
Division used the Canguro; 40 men were carried.

the SM.75, was one of the best aircraft Italy

had at her disposal during the Second World
War. First flown in 1938, the SM.82 operated
equipped troops, or 600 gallons of gasoline. As
a result of the need for maintaining a rapid
supply line to distant A.O.I., Lt. Col. Galante
o 0

o
successfully throughout the conflict and
continued to serve as late as 1960 with the
postwar Aeronilutica Militare! Initially the
urged that the SM.82 also be' able to accomo-
date dismantled fighters. Such were the interior
dimensions that a complete CR,42 biplane
o
SM.82 was powered by three 950 h.p. AHa could be housed, with wings and tail surfaces o 0
Romeo 128 R.C.21 radial engines, although detached and stored longitudinally. At least
surviving postwar examples fitted Pratt & 50 fighters were transported to A.O.I. this way.
Whitney radials. The main changes from tpe Appropriately, the SM.82 was called Canguro
SM.75 were the deepened fuselage and taller (Kangaroo) or Marsupiale (Marsupial), along
fin and rudder. The SM.82 was designed as a with the SM.75
heavy bomber and troop or freight transport;
in the latter form it carried up to 8800 lb., The fuselage of the SM.82 was of fabric-
typical loads being six aero engines. 40 fully- covered metal construction, while the wings
and tail assembly were of wood. Loading was
accompli!ihed through doors in the bottom of
the fuselage, an overhead runway being
provided within the fuselage to facilitate the
operation. As a heavy bomber, the SM.82
featured a semi-retractable bombardier's
position, a dorsal turret with a 12.7-mm.
machine gun, three 7.7-mm. machine guns in
nose and lateral positions, and a bomb capacity
of 8800 lb. (usually eight 1l00-lb. bombs or
twenty-seven 220-lb. or 1l0-lb. bombs). When

Above left and below, 5M.82's continued to serve efJectively as transports with the Aeronautica fV1ilitare
after the war. The design was finally replaced by the Fairchild C-119G in the 1950's.

SM. 75
MILITARY SM. 75
SM. 82
276 ITALIAN CIVIL AND MILITARY AIRCRAFT SAVOIA-MARCHETI1 277

Postwar SM.82·s were filled with Prall & Whitney radials. The Canguro was still operating twenty years
aller the appearance of the first prototype; it can be considered on~ of the most successfuf 1Ialian aircralt.

The SM.83 was the civil version of the SM.79. 11 served with Ala Lilloria and LATI. (l-LUCE)

version was the SM.83, produced in 1937. The lb. loaded. Engines were three 750 h.p. AHa
SM.83 entered service wUh Ala Littoria S.A. Romeo 126 R.C.34 nine-cylinder radials,
Linee Atlantiche and L.A.T.I. (Linee Aeree providing maximum and cruising speeds of
Transcontinentali Italiane), the overseas line 276 m.p.h. and 248 m.p.h. Service ceiling was
linking Italy and South America, during 1938- 27,552 ft. (18,040 ft. on two engines) and range
39. Except, of course, for the omission of all 932-1242 miles. The SM.83 climbed to 9840 ft.
Italy entered the war, she possessed twelve Canguros joined the Co-Belligerent Air Force, military equipment and the revised interior in 9 min. Imd to 13,120 ft. in 13 min. 30 sec.
SM.82 transports, forming the 607 a and 608 a an undetermined number continuing to serve accomodations for ten passengers and a crew Dimensions were: span 69 ft. 65 /8 in., leng,th
Squadriglie of the 149° Gruppo "T" at- Naples. the Fascist cause in Luftwaffe markings. The of three, the SM.83 differed little from the 53 ft. 13 /4 in., height 13 ft. 5 1 /2 in., and wing
Entering service in 1941, the bomber versions SM.82 was the main heavy transport of the bomber. It weighed 14,960 lb. empty and 22,660 area 656.6 sq. ft.
were used in a number of raids on different postwar Aeronautica Militare, 31 machines
targets, including Palestine, but they were being in service in 1948, although the Fairchild
regarded only as temporary stand-ins for the C-119G began to take over its functions as the
Plaggio P.I08B, built from the outset as a Marchetti design grew older. Nevertheless, the
heavy bomber. Ironically, the P.I08B;· although SM.82 had an operational career of over twenty []DD~ 0
an excellent bomber, was later more sorely years; if one considers that the basic layout
needed as a transport, in order to supplement goes back to the SM.75 of 1935, the long service
the SM.821 becomes all the more praiseworthy. One SM.79P

Immediately before the war the Savoia-Mar-

chetti transport established an absolute closed-
circuit distance record. Between July 30 and
interesting postwar dUty was the transporting
of pilgrims from Dublin to Lourdes in 1958.

The SM.82 Canguro (or Marsupiale) weighed

o "
i i i
!, ,!

August 1, 1939, the SM.82 PD flew 8037.9 26,400 lb. empty and 39,600 lb. loaded. Perform-
miles with Angelo Tondi, Roberto Dagasso, ance included a maximum speed of 200 m.p.h.,
and Ferruccio Vignoli at the controls. Three a service ceiling of 20,230 ft., and a normal
range of 2484 miles. Dimensions were: span SM. 83
years later an "SM.82'( made a secret flight from
Rome to Fussa Army Airfield, Tokyo, carrying 97 ft. 5 in., length 74 ft. 4 1/4 in., height 18 ft.
a Campini power plant purchased by Japan for 2 t h in., and wing area 1276.1 sq. ft.
research purposes. The flight, totalling 8023
miles, was actually made by a modified SM.75. SM.83

With the Italian collapse, no less than 30

Although the SM.79 prototype was heralded
as a civil airliner, the actual civil transport
o Jt
 SAVOIA-MARCHETII 279
278 ITALIAN CIVll AND MILITARY AIRCRAFT

SM. 84
TRANSPORT _1, _~.;;;;?I'",,?==7;::--D 0 0 0 0 0
Jt
o
height 15 ft. 7 in., and wing area 1000.7 sq. ft.
I' " " ','! II'

The airliner never went into production.

The SM.84 bomber, at first a special torpedo-

carrying version of the Sparviero, was origi-
nally known as the SM.79bis, then SM.94, and
finally SM.84 after the civil transport bearing
The original SM.84 was a twin-engined airliner developed from the SM.73, resembling the DC-3. (I-SIAl)
the designation was abandoned. Featuring a
Alternate versions were the SM.83A six- longer hlselage than the SM.79, and lacking
SM.84, originally applied in 1935 to a twin-
passenger transport (crew of four), which the characteristic humpback, the prototype
engined transport. later, during the war, the
weighed 26,730 lb. loaded, including 5698 lb. of SM.84 bomber (SM.79bis) had twin fins and
number was given to a three-engined bomber
fuel and 2200 lb. of mail, and the SM.83T rudders and three 850 h.p. Alia Romeo 128
developed from the SM.79 Sparviero.
transoceanic mailplane, which, with a still R.C.21 radial engines; it first flew in 1938. The
further increase in fuel tankage to 8140 lb., The civil transport, while bearing a general production models replaced the Alia units with
weighed 26,763 lb. loaded, inclUding an llOO-lb. similarity to the Douglas DC-3 and no doubt 1000 h.p. Piaggio P,XI R.CAO fourteen-cylinder
payload. Both machines were built for Ala influenced by it, was actually an eighteen- radials. Defensive armament was six 12.7-mm.
Llttoria, the former for the Natal-Buenos Aires passenger twin-engined development of the machine guns, one each in a dorsal turret and
line, the latter for the Rome-Natal line. Ten SM.73. Powered by 900 h.p. Gnome-Rhone 14 a ventral gondola, the remaining four firing
SM.83's in service with L.A.T.I. in 1940 came Krsd fourteen-cylinder radial engines, the from windows in the fuselage sides. Normal
under the Commando Servizi Aerei Speciali SM.84 weighed 13,200 lb. empty and 20,900 lb. offensive load was two torpedoes carried
as communications transports with South loaded, including 594 lb. of baggage and 1144 below the fuselage, or 4400 lb. of bombs stored
America, Germany, and distant Italian colonies, lb. of cargo and mail. Performance included a internally.
while eight machines made up the 615 a Squad- maximum speed of 220 m.p.h. at 6560 ft., a
riglia "T", serving as military transports from cruising speed of 196 m.p.h., and a landing Although aerodynamically cleaner and better Above, three photos of SM.84 bombers in Regia
their base at Guidonia. speed of 57 m.p.h. Service ceiling was 25,584 armed than the Sparviero, the SM.84 was not Aeronautica service. Over 100 were built, but high
noticeably faster; in addition it suffered from rate of al/rition during Mediterranean operations
ft. and range 621 miles. The SM.84 transport accounted for all but a few of these.
SM.84 climbed to 13,120 ft. in 18 min. Dimensions inferior maneuverability and was generally
Some confusion resulted from the designation were: span 78 ft. 8 3 /4 in., length 64 ft. 1Itb in.,
An SM.84 with bombardier's gondola extended. Cleaner than the SM.79, the SM.84 had poor maneuverability.
The SM.84 bomber was an unpopular development of the SM.79. It never matched the Sparviero.

-~-
280 ITALlAN CIVil AND MILITARY AIRCRAFT
SAVOIA-MARCHElTI 281

disliked by crews. Most of the more than 100

SM.84's built were active against Mediterra-
nean convoys between November, 1941, and
August, 1942. Based in Sicily, the 282 a Squad-
riglia (torpedo bombers) participated in the
operations against Malta; the 4° and 25°
Gruppi B.T. also operated the type from Sicily.
The SM.84 enjoyed some successes, including
a direct torpedo hit on the battleship Nelson,
but losses were heavy. By September, 1943,
only the 48° Stormo B.T. (98° Gruppo at Gioia A few 5M.84 bombers remained with the Aero-
naulica Militare after the war. This example was
del Colle, and 99° Gruppo at Lonate Pozzolo) used for spares until finally broken up.
was still operating the bomber; of 30 machines
remaining only 15 were serviceable. Those P.VII R.C.35 seven-cylinder radials. The
existing after the war were used by the offensive load consisted of one 550-lb. or
Aeronautica Militare until broken up. 1100-lb. bomb; the pilot was provided with a
window at his feet for observing targets, and
The SM.84 bomber weighed 19,465 lb. empty one 12.7-mm. or two 7.7-mm. machine guns in
and 29,235 lb. loaded. Maximum speed was the nose. Air brakes were fitted to the trailing
266 m.p.h., cruising speed 247 m.p.h., ceiling edges of the wings. Construction was mixed
29,512 ft., and range 1130 miles. Dimensions metal and wood, with empty and loaded
were: span 69 ft. 65/8 in., length 58 ft. 45/8 in., weights of 6504 lb. and 9237 lb.
height 14 ft. 91 /8 In., and wing area 656.6 sq. ft.
Maximum speed was 228 m.p.h., cruising speed
SM.85 193 m.p.h., and service ceiling 19,190 ft. Climb
Although widely publicized in the late 1930's,
the SM.85 twin-engined single-seat dive
bomber was an unsuccessful machine that
never saw combat. Thirty-three pre-production
SM.85's were issued to one unit, the 96° Gruppo
B.T. at Pantelleria, in 1939-40, but these were
soon withdrawn in favor of the Ju 87B.
Designed in 1936, the SM.85 made its first flight
in 1938. The engines were two 500 h.p. Piaggio

Above right and below, the 5M.85 was a twin-engined single-seat dive bomber. In spite of considerable
publicity, it was not successful and served only briefly with one operational unit.
282 ITAllAN CIVIL AND MILITARY AIRCRAFT
SAVOIA-MARCHETI1 283

The 8M.85 was powered by two 500 h.p. Piaggio P.VIl R.C.35 seven-cylinder radial engines.

to 13,120 ft. required 13 min. 19 sec. A version similar to the SM.85. Loaded weight was 11,193
with two 1000 h.p. Plaggio P.X! R.C.40 radials lb. and maximum speed 256 m.p.h.
(giving twice the power of the P.VII R.C.35's)
was projected, but never built, estimated SM.87

o maximum speed being 317 m.p.h. at 13,120 ft.

Dimensions of the SM.85 were: span 48 ft. 1 ti/s
In., length 34 ft. 5 1 /3 in., height 10 ft. 97 Is in.,
A twenty-four-passenger twin-float version of
the SM.75, the SM.87 transport seaplane
appeared in 1938 with 1350 h.p. Alfa Romeo
and wing area 277.7 sq. ft. 135 R.C.32 eighteen-cylinder radial engines. A
version intended for operation from Argentine
o. SM.86 rivers employed 1050 h.p. Pratt 4< Whitney
00 The SM.86, an aerodynamically-refined ver-
sion of the SM.85 with two 750 h.p. Isotta-
Fraschlnl Delta R.C.40 twelve-cylinder Inverted /
o vee air-cooled engines, was built as a prototype
only. 520 h.p. Walter Sagitta engines were
originally specified. Except for the engines, a
cleaner fuselage (length 35 ft. 9 1 /s In.), and
modified tail surfaces, the SM.86 was very
Above right and below, the 8M.86 was a development of the 8M.85 incorporating fsotta-Fraschini Deltas.

I , I ,

SM. 85
SM. 86
284 ITALIAN CIVn AND MILITARY AIRCRAFT SAVOIA-MARCHETII 285

Above and below right, the SM.91 long-range escort fighter, which made its first flight in March, 1943.

SM.90
The SM.90 was a three-engined commercial
transport designed in 1941 but not developed
due to the war situation. The power units were
AHa Romeo 135 R.C.32's of 1400 h.p. each.

SM.91
The SM.87 was a twenty-four passenger float version of the SM.75. Only a few were built in 1938 (l-lNNO)
The SM.91 might be called the Italian P-38 as
SC3G fourteen-cylinder radials. The Alia SM.89 it was a twin-engined, twin-boom long-range
Romeo-powered model weighed 26,400 lb. A twin-engined development of the SM.84 escort fighter, but it differed from its American
empty, 37,400 lb. loaded, and had maximum bomber, the SM.89 was an assault plane counterpart in having a crew of two. Designed ".IIIPJ
and cruising speeds of 255 m.p.h. (11,480 ft.) powered by 1350 h.p. Piaggio P.XII R.C.35 tn 1941 and competing with the Caproni
and 224 m.p.h. respectively. Service ceiling radial engines. Designed in 1941, it was under Ca 380 Oorsaro (also a twin-boom design) for
was 23,945 ft. (or 15,745 ft. on two engines) and evaluation at the time of the Armistice. production orders, the SM.91 flew for the first
climb to 13,120 ft. required 20 min. Forward-firing armament, mounted in the nose, time on March 10, 1943, powered by 1475 h.p. were 14,110 lb. and 19,600 lb. Maximum speed
consisted of two 37-mm. or 54-mm. cannon and Daimler-Benz DB 605A-l twelve-cyltnder in- was 363 m.p.h. at 22,960 ft., cruising speed 320
With the Pratt & Whitney units, weights were two 12.7-mm. machine guns, while a defensive verted vee engines. Only one prototype was m.p.h., service ceiling 36,090 ft., and range 994
23,100 lb. empty and 31,240 lb. loaded. armament of two further 12.7-mm. weapons finished. One of the few aU-metal Savoia-Mar- miles. Climb to 19,680 ft. required 8 min. 30
Maximum speed was 227 m.p.h. at 12,465 ft., was fitted in dorsal and ventral positions. chetti aircraft, it mounted three forward-firing sec. Dimensions were: span &4 ft. 71 /z in.,
cruising speed 193 m.p.h., and service ceiling Loaded weight was 27,888 lb. Performance 20-mm. Mauser MG 151 cannon in the central length 43 ft. 5 3 /4 in., height 12 ft. 7 1/z in., and
19,680 ft. Climb to 13,120 ft. took 23 min. included a maximum speed of 286 m.p.h. at nacelle and two similar weapons in the wing wing area 449.5 sq. ft.
Dimensions of both models were the same as 17,388 ft. and a range of 683 miles. Dimensions roots. Four 220-lb. or 353-lb. bombs or a single
those of the SM.75, except for the height of 19 were: span 69 ft. 03 /8 in., length 53 ft. 9 2/3 in., 1100-lb. bomb (or 218-gal. drop-tank) could be SM.92
ft. 47/8 in. Probably the only remaining SM.87 and wing area 656.6 sq. ft. Piaggio P.XV R.C.35 carried externally on racks below the wings Retaining the same engines, wing, and tail
was flown to Allied lines in September, 1943 radials of 1500 h.p. each were planned for later and central nacelle. Empty and loaded weights surfaces of the SM.91, the SM.92 was a refined
to join the Co-Belligerent Air Force. prototypes. The SM.92, developed from the SM.9l, placed the crew in the port boom, omitting the central nacelle.

The SM.89 twin-engined attack bomber had a forward-firing armament of two cannon and two machine guns.
286 ITALIAN CIVIL AND MILITARY AIRCRAFT SAVOIA-MARCHElTI 287

o o

f-- ----1 --i

r--
.~
•••
I I
.1.,.,
• I

, ! ,
, ',! 'i I

I',! 'i' I. '

SM.91 SM. 92
 -MARCHETn 289
288 ITALIAN CIVIL AND MILITARY AIRCRAFT

powered by the 1475 h.p. Daimler-Benz DB 605 and accomodations for 30-50-passeng 1 , ,"
twelve-cylinder vee engine, was unusual in built in limited numbers for short-range Il

that the pjlot was accomodated in a prone tinental routes. Thi version could 'be powered
position to prevent blacking-out in pulling out by 1000 h.p. Bristol Pegasus 48 nine-cylinder
of dives. Bomb load was 3200 lb. (1800 lb. below radials. The Italian ir Ministry purchased
the fuselage and 1400 lb. under the wings); two Alia-powered M. 5' , while Alitalia re-
ceived five machines with b th ngine types. An SM.95 used by the postwar ltollon Air Ministry.
armament comprised one 20-mm. cannon firing
The SM.92 layout permitted a substantial reduction through the airscrew hub, one 12.7-mm.
in drag and weight. The same basic formula was
used later by the P-82 Twin Mustang. machine gun in each wing, and a third 12.7-
mm. gun fired by the observer. Loaded weight
version omitting the central nacelle and was 12,125 lb. Performance included a
placing the crew in the port boom, balanced maximum speed of 360 m.p.h. at 22,960 ft., a
by fuel tanks in the starboard boom. The cruising speed of 314 m.p.h., and a maximum
omission of the nacelle saved considerable diving speed of 590 m.p.h. Range was 994 miles
airframe weight and drag, permitting higher and service ceiling 32,800 ft. Climb to 13,120
speeds and longer range. The sole SM.92 was ft. took 5 min. 10 sec. Dimensions wer~: span
flown for the first time on November 12, 1943 45 it. 71/4 in., length 36 ft. 13 /4 in., height 12 ft.
under Luftwaffe auspices, but never entered 5 1/2 in., and wing area 334.7 sq. ft. The sole
production. Armament was to have consisted prototype was tested by the Luftwaffe in 1943
of two 20-mm: Mauser MG 151 cannon in the before being abandoned at that critical stage
leading edge of the wing center section, a third of the war.
cannon firing through the starboard airscrew
hub, and five 12.7-mm. Breda-SAFAT machine SM.95
guns, two beneath each engine and one rear- A four-engined eighteen-passenger transatlan-
firing remote-controlled gun in a barbette tic airliner' designed in 1942 and built by S.A.I.
under the tailplane. Empty and load.ed weights Ambrosini during the war (three examples),
were 13,779 lb. and 19,290 lb. Performance
included maximum and cruising speeds' of 382
the SM.95 was powered initially by 850/930
h.p. Alia Romeo 128 R.C.18 nine-cylinder radial
o
m.p.h. (29,935 ft.) and 335 m.p.h., a service engines. Empty and loaded weights were 29,700
ceiling of 39,370 ft., and a range of 1242 miles. lb. and 47,300 lb. Performance included a max-
The SM.92 cllmbed to 19,680 ft. in 7 min. 10 imum speed of 224 m.p.h. at 9840 ft., a cruising
sec. Span was 60 ft. 101 /3 in., length 44 ft. speed of 196 m.p.h., a landing speed of 81
11 1 /3 in.,' height 13 ft. 7 1/3 in., and wing area m.p.h., a ceiling of 20,830 ft., and a range of
414.6 sq. ft. 1242 miles. Dimensions were: span 112 ft. 5 1/4
in., length 73 ft., height 17 ft. 22/3 in., and wing
SM.93 area 1380.5 sq. ft. After the war the SM.95,
The SM.93 two-seat dive/torpedo bomber, also with a larger fuselage (length 81 ft. 27 /8 in.)

" 'i 'i'

Above, two views of the SM.93 dive or torpedo bomber, which accommodated the pilot in prone positio.n.
Below the first SM.95 transport. Built as a civil airliner, it was flown in 1942 with military markings.

SM. 95
 UMBRA 29t

UMBRA
Aeronautica Umbra S.A. Costruzioni Aeronautiche e Meccaniche
Formed in 1935 at Foligno, Aeronautica Umbra MB.902
S.A. was mainly concerned with sub-contract Designed by Ing. Bellomo, the MB.902 twin-
work for other manufacturers. However, the engined, single-seat heavy fighter had just
Umbra design office, under Ing. Felice Trojani, entered the final stages of construction when
! I'
did undertake limited original work. the events of September, 1943, put a halt to its
development, and the prototype was destroyed.
T.18
Designed in 1937 to the same requirements An extremely unorthodox design, the all-metal
that gave birth to the Caproni-Vizzola F.5, MB.902 mounted two 1475 h.p. FIAT R.A.I050
FIAT G.50, Macchi C.200, Meridionali Ro 51, R.C.58 Tifone (license-built DB 605A) twelve-
and Reggiane Re 2000 fighters, the T.18 (T cylinder vee engines buried in the fuselage
indicating Trojani) single-seat fighter was and driving twin contra-rotating airscrews in
flown for the first time in 1938, powered by a the wings by extension shafts. This resulted
1000 h.p. FIAT A.80 R.C.41 eighteen-cylinder in a well-streamlined airframe with the o
radial engine. In spite of its comparatively advantage of centralized firepower (two 20-
modern appearance, the T.18 proved to be
disappointing in flight trials; the design was
abandoned in 1939. Armament consisted of
mm. cannon and four 12.7-mm machine guns)
without the drag of engine nacelles. A further
refinement was the tricycle landing gear; the T.IS
o
two 12.7-mm. Breda-SAFAT machine guns MB.902 and the equally unusual Ambrosini
mounted in the fuselage. The T.18 had a max- S.S.4 were among the very few Italian aircraft
imum speed of 335 m.p.h., a cruising speed of so equipped. Empty and loaded weights were
278 m.p.h., a landing speed of 72 m.p.h., and a 12,650 lb. and 15,840 lb. Estimated maximum
range of 497 miles. Dimensions included a span speed was 429 m.p.h. at 19,680 ft., cruising
of 37 ft. 83 /4 in., a length of 28 ft. 83 /4 in., a speed 261 m.p.h., range 1056 miles, and service
height of 9 ft. 5 in., and a wing area of 204.4 ceiling 34,440 ft. Dimensions were: span 47 ft.
sq. ft. Further details, including weights, are t!/ 4 in., length 46 ft. 11 3 /4 in., and wing area
not available. 341.1 sq. ft.

The T.18 single-seat fighter, built in 1938, competed against contemporary italian fighter monoplanes but
won no production contracts. Performance with the 1000 h.p. FlAT A.80 R.C.41 radial was fair. (MM 363)

,
o ul::::::~====~ I ' , ',' " , ' , 'j'

o
MB.902
 MISCELLANEOUS MANUFACTURERS 293

presumed that the pilot would attempt to glide

back to his own lines. Of all-wood construction,
the LM.02 had Junkers-type dive brakes and
MISCELLANEOUS MANUFACTURERS jettisonable landing gear. Empty and loaded
weights were 2467 lb. and 6283 lb. Span was
52 it. 6 in. and length 35 ft. 31 /4 in.

In addition to the Italian aeronautical firms A.V.I.A.• (FRANCIS LOMBARDI) BELTRAME

which pursued a reg ~ar program of research, The Azionaria Vercellese Industrie Aeronau- In 1937 Ing. Quinto Beltrame built a novel
The postwar Alaparma AM.75 was a development
design, and development work, there were a tiche of Vercelli was a small firm which single-seat ultra-light canard called the Colibri of the series begun in 1942 by Mantelli. (I-DONI)
number of smaller companies and individuals produced a number of designs by the well- (Hummingbird). It was powered by an 18 h.p.
who produced only single prototypes or a few known aviator Francis Lombardi. The FL.3 Beltrame one-cylinder two-stroke air-cooled MANTELLI
diverse designs. During the war most of these two-seat lightplane, first produced before the engine. Described as "La Motocicletta dell'- Ing. Adriano Mantelli, a fighter ace in the
firms undertook the manufacture of compo- war and widely used in postwar flying, was a Aria" (the Motorcycle of the Air), the all-wood Spanish Civil War and a Colonel in the Regia
nents and accessories for military aircraft, low-wing monoplane powered by an 80 h.p. fabric-covered Colibri was claimed to be the Aeroqautica during the Second World War,
although several continued private projects. C.N.A. D.4 four-cylinder horizontally-opposed smallest, lightest, and most economical aero- designed a series of light twin-boom pusher
air-cooled engine. In 1948 A.V.I.A. was ab- plane in the world. The variable-incidence monoplanes, commencing with the AM.6 (the
AGUSTA sorbed by Francis Lombardi & C., which forward aerofoil served as elevator, ailerons, designation indicating the wing area in square
As has already been mentioned, the Costruz- continued to build the FL.3. The type was also and rudder. Empty and loaded weights were meters) in 1942. Powered by a 17 h.p. Aubier
ioni Aeronautiche Giovanni Agusta of produced under license by Meteor, of Trieste. only 154 lb. and 352 lb. Span was 19 ft. 107 /8 & Dunne two-cylinder in-line motorcycle
Cascina Costa, Gallarate (Varese), built three in., length 10 ft. 117/8 in., height 3 ft. 3 in., and engine mounted low in the central nacelle
Breda 88M attack bombers and modified a The prewar FL.3 weighed 660 lb. empty and wing area 48.4 sq. ft. Performance included behind the pilot and driving the airscrew by a
FIAT BR.20 to tricycle landing gear configu- 1133 lb. loaded, had a maximum speed of 110 maximum, cruising, and landing speeds of 99 chain, the AM.6 was of wood construction with
ration in addition to sub-contract work. The m.p.h., a cruising speed of 93 m.p.h., and an m.p.h., 87 m.p.h., and 37 m.p.h. respectively, mixed plywood and fabric covering. Landing
Agusta company was founded in 1908 and endurance of 4 hrs. (range 373-509 miles, the and a range of 310 miles. Take-off and landing gear consisted of a small main wheel below
revived in 1923. During the 1920's and 1930's latter figure with an auxiliary fuel tank). runs were 405 ft. and 165 ft. respectively. the center of gravity and a skid on the nose,
Agusta concentrated on sailplanes and light Ceiling was 16,400 ft. and initial rate of climb with small stabilizing wheels at the wingtips.
aircraft, producing the Agusta 6 touring 10 ft.lsec. Dimensions were: span 32 ft. 33/4 BONOMI (LOMBARDA) A single fin-and-rudder was mounted in the
monoplane in 1936. Since the Second World in., length 20 ft. 10 3/4 in., height 5 ft. 71 /3 in., Established in 1931, the Aeronautica Vittorio center of the tailplane. Loaded weight was
War, in cooperation with Bell, Agusta has and wing 'area 154.4 sq. ft. During the war a Bonomi of Milan built several two-seat cabin 440 lb. Maximum, cruising, and landing speeds
become the foremost producer of rotary-wing few FL.3's, with airscrews removed, were monoplanes before turning to sailplanes and were respectively 93 m.p.h., 81 m.p.h., and 31
aircraft in Italy. Agusta also built the AZ 8L used as training gliders. In 1941-42, when the gliders. Among the better-known of the latter m.p.h., the latter with flaps. Range was 404
four-engined transport designed by Ing. Filippo Regia Aeronautica was showing an interest in were the gullwing BS.2 (span 59 ft. 01 /2 in., miles and initial rate of climb 11.5 ft.lsec.
Zappata after the war. military cargo gliders, it was necessary to empty weight 301 lb., sinking speed 2.03 Dimensions were: span 20 ft. 71 /4 in., length 13
acquaint pilots with sinking speeds higher fUsee.), the simple parasol BS.7 (span 36 ft. 6 ft. 5 3/8 in., and wing area 64.5 sq. ft. After the
than those of sport gliders. The FL.3 "gliders" in., empty weight 198 lb.), the BS.8 (span 43 war Mantelli built further models, the AM.65,
were towed aloft by older military biplanes ft. 11 3/8 in., empty weight 220 lb., sinking speed 75, 8, 9, 10, 11, and 12, with correspondingly
such as the Ro 37 and CR.42. 2.46 fUsee.), the BS.24 Roma, and the BS.28 greater wing areas. Several were produced in
Alcione (Kingfisher). The Alcione had a span series by Alaparma.
A.V.I.A. also built the LM.02 single-sea dive
of 47 ft. 63/4 in., a length of 21 ft. 73 /4 in., a
bombing glider (I) in 1942. Carrying two bombs
height of 3 ft. 87 /8 in., and a 187 lb. useful load. NUVOLI
under the fuselage, the LM.02 had a maximum
diving speed of 280 m.p.h. After being towed Under the direction of Ing. Prospero Nuvoli,
The most interesting Bonomi product, however,
to the battie area and making his attack, it is the Laboratorio Artigiano Aeronautico de-
was the pedal-driven Bossi-Bonomi sailplane.
signed the series of "N" light aircraft. The first
Above left and below, three FL.3 lightplanes. Although designed before the war, the FL.3 was not built
Basically a normal sailplane with two chain-
was the N.3 low-wing two-seat sportplane
fn quantity until the late 1940·s. (I-A VIG, I-MFLN, I-NUMA)
driven tractor airscrews in the leading edges
designed in 1931 and built by FIAT in
of the wings, the Pedaliante B.B. had a span of
1932. Weighing 616 lb. empty and 946 lb.
55 ft. 9 1/8 in. and carried 172 lb. It flew a
loaded, it was powered by a 40 h.p. Salmson
distance of approximately 1000 yards, but did
nine-cylinder radial engine and had a wing
not achieve true man-powered flight, having
area of 192.9 sq. ft. Performance was: maximum
been catapult-launched.
speed 102 m.p.h., cruising speed 90 m.p.h.,
The Bonomi firm was taken over by Aeronau- landing speed 43 m.p.h., and ceiling 18,040 ft.
tica Lombarda S.A. in 1937. Lombarda designed With a 90 h.p. engine and designated N.3/S, it
the AL 12P cargo and troop glider built by weighed 803 lb. empty and achieved a max-
S.A.I. Ambrosini. imum speed of 121 m.p.h., a cruising speed of
 294 ITALIAN CIVIL AND MILITARY AIRCRAFT

APPENDICES
1- ote on onversion Factors
Most of the data drawn upon for this book were accuracy of the original metric figure. Likewise, distances
gathered directly from Italian ource, and conv rted and peed given in kilometers (km) and kilometers per
Left, the Nuvoli N.3 sport plane, built in 1932. Right, the O.8.A.135 two seat cabin monoplane. (I-FERTJ from their original metric form. Weights and dimen- h ur (km/h) have been converted only to the nearest
ions have been converted to the neare t pound or fraction mil or m.p.h. For example, speed of 225 km/h has
109 m.p.h., a landing speed of 36 m.p.h., and a or high altitude) monoplane designed in 1936 of an inch; wing areas have been carried to one decimal. been xpre d a 1 0 m.p.h. rather than 139.725 m.p.h.
ceiling of 24,600 ft. place. Performance details, however, have not been 0 In ca e of int mational record, however, when precise
as a trainer for high-altitude flight on relatively finely denoted. The reader will appreciate that the m a urem nt wa made, the official metric figure have
In 1932 the N.5R, with a 75 h.p. Pobjoy R seven- low power outputs. Wing area was increased original figures in most cases were not precise and been converted a exactly a ible.
marginally to 157.1 sq. ft., while loaded weight absolute, but rather round figures indicating the aero- The following conver ion factor hav b n u ed:
cylinder radial engine, was designed. At plane's basic capabilities. Individual examples of a 1 meter (m) = 3.2 ft. or 39.37 in.
Montecelio on December 2, 1933, piloted by was slightly less at 1496 lb. Maximum speed particular type differed considerably from one another 1 square meter (m 2 ) = 10.76 sq. ft.
Giovanni Zappetta and Francesco Ragusa, it was 137 m.p.h., landing speed 59 m.p.h., and in performance, which depended on equipment, trim, 1 kilometer(km) =0.621 mile (1 km/h=0.621 m.p.h.)
ceiling 29,520 ft. Both the N.5Cab and the true engine output, age, and condition. It would Ix- 1 kilogram (kg) = 2.2 lb.
set an altitude record of 22,799 ft. for light illogical, for example, to convert a service ceiling given 1 liter (L) = 0.265 (U.S.) gal.
aircraft of Category III. Empty and loaded N.5AQ featured two-bladed wooden airscrews, as a round figure of 5500 meters to 18,044.565 ft., or The 7.7-mm and 12.7-mm machine guns referred to
Magni engine cowlings, and fixed landing even to 18,045 ft. The figure 18,040 ft. expresses the throughout this book correspond to 0.303.-in. and 0.5-in.
weights were 594 lb. and 1144 lb., and wing service ceiling with approximately the same degree of weapons. respectively.
area was 134.5 sq. ft. The N.5R had a max- gear with wheel spats.
II-Aircraft Designations
imum speed of 127 m.p.h. and a landing speed
of 65 m.p.h. The normal touring model of the O.S.A. Unlike other major air forces, the Regia Aeronautica Itaiiana), the designer (Z.506, for Ing. Zappata), or
N.5 also appeared in 1933. Powered by the Officine 50mmese Aeronautica of Somme did not adopt a standardized designation system for purpose (BR.20, for Bombardamento Rosatelli, indicating
Lombardo, Varese, built a two-seat cabin military aircraft, relying instead on the original manu- a bomber designed by Ing. Rosatelli).
same engine, it weighed 616 lb. empty and 1166 facturers' nomenclature. In the late 1930's, however, some Suffix letters often stood for the purpose or modific-
lb. loaded, and had a greater wing area of monoplane in 1937 for the Littorio Rally. Desig- attempt was made to avoid the duplication of numbers, ation involved (e.g. e.6B for Biposto, or two-seat; Ca
166.8 sq. ft. Performance included a maximum nated the O.S.A.135, it was powered by a 130 as in the German system. Up to that time there had been 311M for Modificato, or modified; Re 2001 CN for
h.p. Alia Romeo 110-1 four-cylinder inverted frequent duplication (e.g. Macchi e.72 and Savoia- Caccia Notturna, or night fighter), although they some-
speed of 124 m.p.h., a landing speed of 65 Marchetti SM.72; Breda 32 and FIAT CR.32), but little times merely indicated a series (A,B,C, etc.) as in
m.p.h., and a ceiling of 19,680 ft. air-cooled engine. Construction was all-wood, confusion is likely to have existed. As with other manu- German and American practice. The most common series
featuring split flaps and slotted ailerons. facturers throughout the world, Italian builders used a suffixes, however, were bis, ter, and quater, denoting the
A further record model with a great reduction variety of individual designation systems; their meanings second, third, and fourth variants of a design. The letter
Loaded weight was 2420 lb. The O.5.A.135 had are explained, where known, in the descriptions of the S was frequently used to indicate a sporting version of a
in wing area was designed in 1934 to gain the a maximum speed of 143 m.p.h., a cruising particular aircraft. The letters usually indicated the civil machine. The word idro, of course, designated a
speed record for Category III. Designated speed of 124 m.p.h., a landing speed of 48 manufacturer (e.g. S.A.1. 7, for the Societit Aeronautica seaplane conversion.
N.5RR, it achieved 138 m.p.h. over a 62-mile m.p.h., a range of 621 miles, and a ceiling of III-Aircraft Engines
close course at Littoria on February 17, 1935. 17,712 ft. It climbed to 3280 ft. in 5 min. 22 sec. As an aid to the reader, all of the engines powering sore) indicated supercharging.
Pilots were Sebastiano Bebendo and Rinaldo Dimensions were: span 37 ft. 5 1/z in., length the aircraft described in this book are presented below
5tenico. Empty and loaded weights of the 24 ft. 8 3/4 in., height 7 ft. 4 1 /z in., and wing area in tabular form, giving the designation, number of
N.5RR were 594 lb. and 1144 lb., wing area cylinders. type, cooling system, and power range. Key: I = in-line 0 = opposed R = radial V =
196.9 sq. ft. The O.5.A.200 was a projected In Italian engine designations, the letter R (Riduttori) vee-type W = W-type X = X-type inv. = inverted
96.8 sq. ft., landing speed 71 m.p.h., and ceiling higher-powered version with a 185 h.p. Alia A = air-cooled L = liquid-cooled
indicated reduction gearing, and the letter C (Compres-
19,680 ft. Romeo 115 six-cylinder engine.
The N.5Cab, designed in 1935, was a higher- ALFA ROMEO e.A.N.S.A. (FIAT)
powered two-seat Gran Turismo cabin model. S.C.A. 110-1, -II 4 I inv. A 110/130 e. 80 A 80/90
The engine was a 180 h.p. FIAT A.70 seven- III 4 I inv. A 155 e.N.A.
The Stabilimento Costruzioni Aeronautiche 115-1 6 I inv. A 150/200 e. II bis 2 0 A 38
cylinder radial. The N.5Cab weighed 1012 lb. was a small firm at Guidonia. In addition to 125 R.e. 35 9 R A 750 D-4 4 0 A 60/80
empty, 1672 lb. loaded, and had a wing area 126 R.e. 10, R.e. 34 9 R A 650/800 e. VI, -IRe. 43 6 I inv. A 150/160
other projects it built the 5tefanutti-designed 127 R.e. 55 C-7 9 R A 170/180
9 R A 750
of 156 sq. ft. Performance was: maximum speed 55.2 single-seat and 55.3 two-seat tail-first 128 R.e. 18, R.e. 21 R A 850/950
9
140 m.p.h., landing speed 65 m.p.h., and ceiling lightplanes, the forerunners of the 55.4 fighter, 135 R.e. 32 Tornado 18 R A 1350/1400 COLOMBO (ALFA ROMEO)
22,960 ft. Similar was the N.5AQ (Alta Quota, D. 2, D. 2 e. 30 9 R A 240 S. 53 4 A 95
discussed under Ambrosini. Dux R A 270 A 115/155
9 S. 63 6
Jupiter 9 R A 500
The 88.2 single-seat and 88.3 two-seat tail-first lightplanes were forerunners of the 88.4 canard fighter. Lynx 7 R A 220/220 FARINA
Mercury 9 R A 420 T. 58 5 R A 130
Mercury (Mercurius)
IV 9 R A 550 FIAT
Pegasus, ·11 9 R A 530/700 11..20, -A.Q. 12 V L 400/440
R.A.1000 R.e. 41, -la, A.22R, -T 12 V L 550/610
R.e. 44-la Monsonie 12 V inv. L 1175 A.24R 12 V L 700/750
11..25 12 V L 1050
BELTRAME 11..30 R.A. 12 V L 600
(motorcycle) A 18 11..33 R.e. 35 12 V L 700
296 ITALlAN CIVIL AND MILITARY AIRCRAFT APPENDICES

A. ~O. -S 7 R A 85/100 BLACKBURN (English) IV-Civil Registrations

A. ~3 7 R A 100 Cirrus II, -III 4 A 75/85
A. ~4 7 R A 135/140 Cirrus Minor 4 A 82/90 In the early 1920's a civil registration system, using and I-ZAPP (for Cant engineer Filippo Zappata)
A. ~9
R, R.e. 9 R A 700 Cirrus Major III 4 A 138/150 the letter I (Italia) followed by a dash and four honored pilots and designers. In fact, the registrations
A.60 4 I inv. A 135 individual identifying letters, was instituted. Originally of all twenty-four SM.55X flying boats which crossed
A.70 S 7 R A 180/205 BRAMO (German) the first letter after the dash indicated the district in the Atlantic in the mas.> flight of 1933 indicated the
R A 770/870 Sh 14 A 4 7 R A 150/160 which the aeroplane was registered, as follows: commanders of the respective machines. The company
A. 74 R.e. 38, R.e. 42 14
A.76 R.e. 40 14 R A 1000
BRISTOL (English) I-A= Torino (Turin) =
I-I Cagliari registrations such as I-FIAT were used over and over
A.80 R.e. 41 18 R A 1000/1050
Mercury IV 9 R A 550 B= Milano (Milan) L= Venezia (Venice) again on prototypes.
A. 82 R.e. 42 S 18 R A 1250
Pegasus 48 9 R A 730/1000 J, C= Bologna M= Ancona Readers with a knowledge of Italian will find other
A.83 R.e. 24/~2 18 R A 1250
Hercules 632 14 R A 1690 D= Pisa N= Udine interesting associations in many of the registrations, in-
AN.l (naphtha) 6 I 220 E= Roma (Rome) 0= Trieste cluding a few English coincidences. After the Second
AS. 2 12 V L 850 DAIMLER-BENZ (German) F= Napoli (Naples) =
P Genova (Genoa) World War some English words were intentionally
AS. 3 12 V L 1030 DB 601, .A, -A-l 12 Vinv. L 1050/1250
1250/1475
G= Brindisi V= Verona formed in certain registrations, such as I-GULL (Piaggio
AS. ~ 12 V L 1000 DB 605 -A-l 12 Vinv. L H = Catania P.136L) and I-HAWK (Pasotti F.9 Sparviero, or Hawk).
AS. 6 24 V L 2800/3100 DB 603: -A 12 Vinv. L 1510/1550 However, all registrations did not strictly adhere to Again, the manufacturers were indicated in such postwar
AS. 8 16 V L 2250 this system, particularly when it became popular (and designations as I-BREZ (Breda·Zappata BZ.308), I-MACH
R.A.I000 12 Vinv. L 1250 DE HAVILLAND (English) very good propaganda) to use letters spelling out names (Macchi MB.320), and I-PIAG (Piaggio P.136L).
Vinv. L 1475 Gipsy-Minor I, II, III 4 A 85/120 . The following list is merely representative, and in-
R.A. 10~0 R.e.~8 Tifone 12 Qr parts of names associated with Italy or Italian cities,
Gipsy.Major I 4 A 120/130 districts, manufacturers, and personalities. Registrations cludes only aircraft built or registered in Italy during the
Gipsy.Six 6 A 185/200 years 1930-45. However, it does provide a good
ISOTTA-FRASCHINI such as I-TALY, I-ROMA, I-CANT, I-FIAT, and I-SIAl
Asso 12 V L 250 GN()ME-RH()NE (French) are obvious, while combinations like I-BALB (for Air indication of the major civil types in regular use during
Asso 12 V L 500 9 Kf 2 9 R A 600 Marshall Italo Balbo), I-BRUN (for Bruno Mussolini), the period.
Asso Caccia 12 V L 440/480 14 Kfs, Kfrs Mistral
Asso IX R.e. 45 12 V L 815 Major 14 R A 900/1025 I- ABLB
I-AAAP Breda 15 Cant Z.101O
AssoL. 121 R.e. 40 12 V L 900/960 ABMA Caproni Ca 101
AAAQ Breda 15
Asso XI R, R.e., HIRTH (German) ABMO Savoia·Marchetti SM.71
280 AAAR Breda 15
R.e. 15, R.e. 40, HM. 508D 8 I inv. A ABMT Caproni Ca 100
R2e. 15 12 V L 730/960 f-AAS Breda 15
AABF Savoia-Marchetti SM.55P ABNO Caproni Ca 310
Asso 750 R. R.e., ABOR Savoia-Marchetti SM.55
W L 750/955 HISPANO-SUIZA (French) AABU Macchi M.18
R.e. 35 18 v L 860/900 ABOV S.A.I.M.A.N. 204
Asso 1000 18 W L 900/1000 12 Ycrs 12 AAC] Cant 10
W L 1400 12 Y-21 12 V L 910 AACK Cant 22 Rl ABP] S.A.I.MAN. 202
As~o (racing) 18 ABRA
R A 1430 AACN Cant 21 Savoia Marchetti SM.66
Asso 1. 180 IRCe. 45 18 ACCA Caproni ea 113
Beta R.e. 10 12 Vinv. A 280 JUNKERS (German) AADE Breda 15
Vinv. A 540 ]umo 211 Da 12 V inv. L 1050/1220 AALF Caproni Ca 97 ACIE Breda 39
Gamma R.e. 35 IS 12 ACLA
AANQ Bonemi monoplane FIAT CRAI
Delta R.e. 21/60, ADDA
Vinv. A 700/770 AANR FIAT AS 1 sci S.A.1. ~S
R.e. 35, R.e. 40 12 LORRAINE (French) ADA
Vinv. A 840/850 R A 130 AANT Macchi M.70 Meridionali Ro 10
Delta IV 12 , Pc 5
12 V L 400 AAPO Cant 26 AECI Caproni Ca 148
Zeta R.e. 25/60, AFUA
R.e. 35, R.e. 42 24 X L 1150/1250 AAQD avoia-Marchetti SM. 56 Nardi FN.305
K. 14 14 R A 800/900 AAQI Macchi M.73 AGIL Cant Z.501
I POB]OY (English) AAQR Caproni Ca 101 AGSB Savoia-Marchetti SM.79
80 T 6
R 7 R A AARB Macchi M.18 AICA Nardi FN.305
AASW Caproni Ca 102 ALAL Cant Z.506
PIAGGIO ALCE Savoia-Marchetti SM.83
P. VII e.16, e.35, e.45 7 R A 370/460 AAUI Breda ) 55
PRATT & WHITNEY (U.S.) Breda 15S ALPE Savoia-Marchetti SM.74
P. VII R.e., R.C.35 7 R A 460/500 AAU]
A 560/700 Wasp-junior 9 R A 320 AAVA FIAT AS.1 'ALPI Savoia Marchetti SM.71
P. IX R, R.e., R.C.40 9 R
A 610/700 Twin-Wasp SC3G, AAVE FIAT AS.l ALTE Savoia-Marchetti SM.66
P. X R, R.e. 9 R
SlC3G 14 R A 1050/1200 AAV] Breda 15S AMBH S.A.I. 7
P. XI R.C.40, ·bis
A 700/1025 Double-Wasp R-2800 18 R A 2100 AAVN Bonomi 2S AMBI S.A.1. 7·
R.C.40, R.C.l00 14 R
AAVQ FIAT AS2 AMBY S.A.1. 3
P. XII R.e.35,
R.e.l00/2v 18 R A 1000/1500 AAVR FIAT AS.2 AMER Savoia-Marchetti SM.83
P. XV R.C.60/2v 18 R A 1450/1650 WALTER (Czechoslovakian) AAVS FIAT AS.2 AMIR S.A.1. 2
Castor 7 R A 4240 ARAM Savoia-Marchetti SM.55
P. XVI R.C.35 9 R A 650/700 AAVT FIAT TR.I
Major-Six 6 I inv. A 185/200 AREM Savoia-Marchetti SM.83
P. XIX R.e.45 Turbine 14 R A 1100/1175 AAVU FIAT TR.I
1700 Sagitta I-MR 12 Vinv. A 500/600 ARNO Ansaldo A.300/T; Macchi e.94
P. XXII 18 R A AAVV FIAT TR.l
450/575 Venus R A 85 ASTI Savoia-Marchetti SM.73
Jupiter VI, VII 9 R A AAWQ Breda 15
AAWU Breda 25 ATAE S.A.I.M.A.N. 202
ARGUS (German) AAXY Meridionali Ro I;) ATAG S.A.I.M.A.N. 202
A 95 WRIGHT (U.S.) Savoia-Marchetti SM.71 ATLA Cant Z.509/4
As. 8 4 A 750 AAYP
Cyclone SGR-1820 9 R
Cant 2(, AVIC A.V.LA. FL.3
14 R A 1350 AAYU
AUBIER & DUNNE (French) Cyclone R-1820 Caproni Ca 101 AVlE A.V.I.A. FL.3
Cyclone R-2600 14 R A 1900 AAZA
2 I A 17 ABBR Savoia-Marchetti SM.55 AVIG A.V.I.A. FL.3
ABCB Caproni Ca 101 AVIH A.V.I.A. FL.3
Key: I in-line 0 opposed R = radial V ABCE Caproni Ca 105 AVIM A.V.I.A. FL.3
vee-type W = W-type X = X-type inv. =inverted ABCM Caproni ea 100 AV.IO
AVIP
A.V.I.A. FL.3
A.V.I.A. FL.3
A = air-cooled L = Iiquid.cooled ABEK Caproni Ca 97
ABFG Breda 25 idro AWIG A.V.I.A. FL.3
ABFQ Breda 28 AXUM Caproni Ca 133
ABFT Breda 79S AYLA Gabardini GA
ABFU Breda 79S AYLZ Gabardini G.7
ABFZ Breda 79S AZDZ Piaggio-built Dornier Wal
ABIL Meridionali Ro 26 AZIR S.A.1. 1
ABIV Savoia-Marchetti SM.71 BACC Macchi M.16
ABJR A.V.I.A. FL.3 BADG Macchi M.14
298 ITALIAN CIVIL AND MILITARY AIRCRAFT APPENDICES 299

Macchi M.7 I-LONG Savoia-Marchetti SM.55 V- Organization of the Regia Aeronautica

I-BAFV
BAHG Macchi M.17 LUAL Caproni Ca 310
Savoia-Marchetti SM.83 During the First World War, the Italian flying forces the 4a Zona Territoriale at Bari. Italian territories were
BALB Savoia-Marchetti SM.55 LUCE served by the Aeronautiche delle Sardegna (Sardinia),
Breda 39S were known as the Corpo Aeronautico Militare. After that
BALC Breda SGA LUDO Albania, Libia (Libya), and Egeo (Aegean Islands). The
Caproni Ca 310 conflict military aviation in Italy dwindled rapidly, but
BARS Caproni Ca 82C LUPA Squadra Aerea comprised two or three Divisioni
Savoia-Marchetti SM.79P with the advent of Benito Mussolini (himself an enthusi-
BAUp Caproni Ca 73 MAGO (Divisions) or Brigate (Brigades), usually two of bom-
Caprom Ca 310 astic amateur aviator) a Commissariat for Aviation was
BBBY Savoia-Marchetti SM.62p MANU bers and one of fighters. The Divisione usually com-
A.V.LA. FL.3 established, and an autonomous air force, the Regia
BFBB Caproni Ca 310 MARR pri ed three Stormi (Groups). Organization of the smaller
Caproni PS.l Aeronautica (liter<J,lIy Royal Aviation, or Royal Air
:BFFI FIAT G.5bis MELO units was as follows:
Caproni Borea Force), was formed' in March, 1923. Aviation flourished
BIAN Savoia-Marchetti SM.55 MERA in Italy during the late 1920's and 1930's, many Stormo = 2 Gruppi (Wings)
BIBI Breda 33 MFLN A.V.I.A. FL.3
propaganda and record flights enhancing Italian and Gruppo = 2-3 Squadriglie (Squadrons)
BlOB S.A.LM.A.N. 202 MIGI Nardi FN.305
Savoia-Marchetti SM.79 (supposedly) Fascist prestige. The one-sided Ethiopian Squadriglia = 3 Sezioni (Flights)
BIOL SALMAN. 202 MONI Sezione = 3 aircraft.
Savoia-Marchetti SM.80 conquest and the successes of the Aviazione Legionaria
BIOZ S.A.I.M.A.N. 202 MORO in Spain added to an awesome display of power. The Italian Army and Navy were further served by the
BISE Savoia-Marchetti SM.55; SM.79 NANN Savoia-Marchetti SM.55
Because of Italy's limited industrial capacity, however, Aviazione per ij Regio Esercito and the Aviazione per la
BONZ Jona ].6 NAPO Savoia-Marchetti SM.55
Macchi C.94 anfibio the Regia Aeronautica never possessed the large numbers Regia Marina, respectively.
BORG Savoia-Marchetti SM.55 NEPI On June 10, 1940, operational strength of the Regia
Savoia-Marchetti SM.79 of ai rcraft credited to 1t by many sources to the Second
BRUN Savoia-Marchetti SM.79 NINO Aeronautica was 32 Stormi, plus an additional 13 Gruppi,
A.V.LA. FL.3 World War. Claims as high as 8530 aircraft had been
CALO Savoia-Marchetti SM.55 NUMA 60 Squadriglie, and 4 Sezioni. The Italian aircraft industry
Cant 10 ter made in 1939, but in actual fact Regia Aeronautica
CANN Savoia-Marchetti SM.55 OLTE was never able to keep up with wartime attrition; by
Breda 42 strength in Metropolitan Italy on June 10, 1940, the date
CANT Cant Z.506 OMBO September, 1943, only 1306 aircraft remained, little more
Cant 7 of the Italian entry into the war, was only 3345 machines
CIDO S.A.I.M.A.N. 202 ONEA than one-third of these in serviceable condition. The air-
Cant 6 ter (1332 bombers, 1160 fighters and fighter-bombers, 497
COME Caproni Ca 164 ONIO craft and crews which joined the Allied cause in the
Breda 15 reconnaissance and observation aircraft, and 49 military
CORE Breda 33 ONNO south were formed into the Co-Belligerent Air Force. In
Cant 6 ter transports), plus 38 communications transports and about
DACN Savoia-Marchetti SM.95 ONTO addition to 203 Italian aircraft, this force employed a
OZIR SAL 2S 2450 training aircraft. Equipment in A.O.1. (Africa
DALL Savoia-Marchetti SM.95 number of Allied types. The remainder of the Regia
Savoia-Marchetti SM.95 OZZO A.V.I.A. FL.3 -Orientale Italiana) totalled about 325 aircraft, mostly
DALO obsolete Ca 111, Ca 133, and SM.81 bombers, CR.32 Aeronautica came under the control of the German-
DEVI Cant Z.506 PELL Savoia· Marchetti SM.55 dominated Republica Sociale Italiana, as the Aviazione
PIER SAL 3S fighters, and Ro 37 reconnaissance biplanes.
DINB SAL 7 della RSI. After the war, the new Italian Air Force was
PI'SA Savoia-Marchetti SM.73 Italy was divided into three Squadre Aeree, with head-
DINI Savoia-Marchetti SM.55 known as the Aeronautica Militare Italiana.
PLIO Macchi C.l00 quarters at Milan, Rome, and Palermo. A fourth unit was
DOAV Bonomi BS.24 Roma
DOMI Cant Z.506 PURE Nardi FN.315 VI-Color Schemes, Camouflage, and Markings
DUDA Nardi FN.305 QUES Savoia-Marchetti SM.55
DUNA Cant Z.506 RANA Breda 42 A description of all the color schemes and markings in lieu of the stripes, the Italian flag was painted on the
EAME FIAT G.18V RANI Savoia-Marchetti SM.55 -employed on Italian aircraft is naturally impossible within fin, always with the hoist (green) toward the front. On
EION FIAT G.18V RATO Breda 33 reasonable limits, and a thorough understanding of this transports the name of the operating airline was painted
ELCE FIAT G.18V RECA Savoia-Marchetti SM.55 aspect of Italian aviation can be gained only through a in small Roman letters on the sides of the fuselage,
EllS SAL 2S REDI Savoia-Marchetti SM.66 close study of many individual aircraft depicted in usuallv above the windows. Variations among individual
ENEA FIAT G.18V; G.212 CP RIZI A.V.I.A. FL.3 photographs and drawings in this book and other sources. aircraft preclude a more exact verbal description; the
ESTE FIAT G.212 AL ROMA Savoia-Marchetti SM.71; SM.74 However, an explanation of the general practices will be photographs and drawings show the color schemes and
ETIS Ansaldo A.l Balilla ROVI Savoia-Marchetti SM.55 helpful to the aviation student and modeller. disposition of markings.
FACE Meridionali Ro 5 SASS FIAT G.12L
FANO Cant Z.506 SAUL Savoia-Marchetti SM.73 Civil Aircraft - Military Aircraft -
FBAA Savoia-Marchetti SM.66 SEBM Breda 32 All Italian civil aircraft other than prototypes and Three types of national insignia were applied to Regia
FEDE FIAT G.8 SELE SAL 2S export machines bore the registration letters mentioned Aeronautica machines prior to 1939. These consisted of
FERT O.S.A. 135 SEPI S.A.l.M.A.N. 202 in Appendix IV above. These letters were applied to the large fasces insigne applied to the upper and lower
FIAT G.2; BR.20L; etc. SETI Savoia-Marchetti SM73 both sides of the fuselage and to the upper lower sur- surfaces of the wings, the smaller, more detailed fuselage
FIAT
Meridionali Ro 5 SIAl Savoia-Marchetti SM.84, etc. faces of the wings. For example, the Macchi C.94 flying device, and the vertical green, white, and red tail stripes.
FIDO
Meridionali Ro 5 SILE Macchi C.94 boat I-LATO carried the letters I-L on the upper port and The wing insigne was composed of three stylized black
FOFO
Caproni PS.l SIRO SAL 2S lower starboard wing surfaces, and ATO on the upper fasces (the blades always facing toward the wing tips)
FRAN
A.V.I.A. FL.3 SITA Savoia-Marchetti SM.73 starboard and lower port surfaces, with the complete on a white disc outlined in black. The insigne was
GAGG
Savoia-Marchetti SM.55 SOLE SAL 2S registration on the rear fuselage and the single national positioned at approximately 70 to 80 per cent of the
GALL
Breda 39 STAR Savoia-Marchetti SM.73 letter I on the rudder. Lettering was usually black over distance from the center of the aeroplane to the wing
GARD
Savoia·Marchetti SM.73 SUBA Nardi FN.305 natural metal or doped aluminum, white, or cream tip; the diameter of the disc was 60 per cent of the chord
GELA
S.A.I.M.A.N. C.4 TACO Savoia-Marchetti SM.75 finishes. As most Italian aircraft were wood or fabric- at that point, never overlapping the aileron. Wing
GEpI
Savoia-Marchetti SM.55 TALY Caproni Bergamaschi PL.3, etc. (Overed, natural metal surfaces were limited to engine insignia were not applied to all Regia Aeronautica air-
GIOR
FIAT AS.l TAMO Savoia-Marchetti SM.83 cowlings, wheel pants, etc. On dark or brilliantly colored craft during the pre-1939 period.
GIRO
Cant Z.506 TATI Savoia·Marchetti SM.80bis aircraft the registra.tion letters were white ur outlined The fuselage device (also applied to most civil air-
GORO craft) consisted of a much smaller blue or grey disc
GTAB Caproni Ca 100 TESO Savoia·Marchetti SM.75 in white; rudders were also white to contrast with the
Caproni Ca 100 TEUC Savoia-Marchetti SM. 55 black letter 1. Competing rally aircraft carried numbers with a single gold or brown fasces symbol, usually
HOMS painted in some detail. The silver axe blade always faced
INGL Savoia-Marchetti SM.55 TICI Breda 15 (or letter-number combinations) within contrasting or
Savoia-Marchetti·SM.87 TIMO Savoia-Marchetti SM.75 outlined squares on the wings and fuselage. On postwar toward the front. Sometimes a capital A and Roman
INNO numeral were lettered on the background opposite the
LAMA Cant Z.506B TITO Savoia-Marchetti SM.75 civil aircraft the national letter was usually omitted from
blade; the A stood for Anno (year) and the numeral
LARE Breda :n TOCE Macchi C.94 the rudder, although the entire registration often appeared
TOMI across the fin and rudder in smaller letters. indicated the current year of the Mussolini government,
LATI Savoia-Marchetti SM.95 Nardi FN.305
LATO Macchi C.94 TUFF CAN. SA FC.12 The small national insigne, the fasces (a Roman symbol starting with 1923. For example, ~ denoted the
LEON Savoia·Marchetti SM.55 lJEBI Nardi FN.305 consisting of a bundle of rods and an axe with the blade XIII
LERO Cant Z.506A URBE Savoia-Marchetti SM.74 projecting), occa-sionally appeared on the sides of civil thirteenth year of Italian Fascism, or 1935. The. size, style,
L1AN Savoia-Marchetti SM.75 VECC Cant Z.508 machines, as did the green, white, and red tail stripes and placement of the fasces insigne varied considerably;
L1BS Caproni Ca 309 VEGA FIAT ApR.2 usually associated with the Regia Aeronautica. It should sometimes no background disc was used, sometimes the
Upp Savoia-Marchetti SM.55 VERC Savoia-Marchetti SM.55 be emphasized that many "civil" aircraft were in fact disc was a gradation of light to dark grey, sometimes it
LIRA Caproni Ca 310 VICE Breda 39S thinly-disguised government-owned military or V.l.P. was outlined in black, sometimes white, etc. Just as no
URI Macchi C.94 VILI) Nardi FN.315 machines. The tail stripes often extended over the strict rules can be made regarding the fuselage insigne,
UTT Savoia-Marchetti SM.75 VONN A.V.I.A. FL.3 horizontal as well as vertical tail surfaces. Occasionally the tail stripes also varied in width and placement,
LOGO SAL 3 ZAPP Cant Z.505
 300 ITALIAN CIVIL AND MILITARY AIRCRAFT APPENDICES

covering the rudder or the entire fin and rudder. The fuselage. The width of this band was approximately 6 to
usual practice was to paint the forward green stripe 7 per cent of the fuselage length, or about 2 ft. on
(corresponding to the hoist of the national flag) just
ahead of the rudder post, with the white and red stripe~
on the rudder proper. The arms of Savoy, painted on
fighters and 4 ft. on larger aircraft, such as bombers or
transports. When used, Squadriglia and individual num-
bers usually overlapped a part of the band. ====-
I
the white center band, varied in style.
Few military machines during this period were
camouflaged, "natural" aluminum or white finishes being
The wavy dual·pattern camouflage gave way to a
mottled sand and dark olive green scheme with light
grey (or unpainted aluminum) lower surfaces, or alter-
RE Off_hil.finilh
alock I."... ing

applied to most aircraft. For East Afncan and maritime natively, overall dark olive green upper surfaces with
use, in fact, an "anti-camouflage" was adopted to make sky blue below. The mottled pattern was left more or
the aircraft instantly visible against vast expanses of less to the discretion of the sprayer, resulting in numerous 'M,it.fini...

".,._..,-,._~
Rltd ~i,..
desert or sea. This consisted of radiating bands of red subtle variations reflecting the operational needs of alock letl... ing Not., drowinoa not 10 c:omlcnllc:ol.,
on the upper surfaces of the wings. The principle was various theatres. Some schemes consisted of spots or
the same as that used today in day-glo paint schemes patches. others of thin, wavy lines or even rings. Desert (".... 33)
Block
1.1I~"I·
and brightly colored parachutes. In the late 1930's a camouflage employed a sand background with olive green
number of aircraft began to appear with an experimental patches sprayed over, while in more densely vegitated
G,.." bond OIJtllned ,n whit.
\\ Whit. rectongl •• block 1.II\,i"l
\\
wavy dual-pattern camouflage of sand and dark olive theatres this was reversed, with green the background
color. Over dry and barren country a sand and terra-
green over the upper surfaces; the lower surfaces were
left "natural" aluminum or painted light grey or sky cotta combination was used. Spinners and engine cowlings
\ \.
blue. This was the scheme used predominantly in Spain. were often painted in white or distinctive colors; in (SM.S5X]

Squadriglia and individual numbers were often applied addition, some units employed their own identifying
to the sides of the fuselage. For example, a camouflaged insignia. Some of these markings are shown in the photo- -"'-
SM.8l, the fourth machine of the 211a Squadriglia, graphs and drawings. Ilock I.tten OIJtlinecf in while

carried the numerals 211.4; 211-6 was an uncamouflaged In 1943, aircraft of the Co·Belligerent Air Force re- OverollrMfinith (SM.19T)
SM.81 of the same Squadriglia. adopted the World War I wing and fuselage roundels,
Just before Italy's entry into the war the markings and consisting of a red outer ring, white inner ring, and
camouflage were modified. The wing and fuselage fasces !/:reen center, in place of the Fascist insignia. The fuselage
insignia remained essentially unchanged, although the roundel \vas applied in the normal Allied position, rather Block 1."... lng
underwing device was often reversed (i.e. white fasces on than over the fasces device, which was painted out. The VOf"iotion in application of regiltration
l./nOersi" 01 both .... ingl only (UO.A) "Ala LiltOl'ia 5.11..,· similar in
a black disc outlined in white) to contrast with the pale roundels were officially reinstated by the postwar Aero- st"'. to thaI on 5M.73 at top
lower surfaces. On the upper surfaces the white disc
was often omitted; allowing the camouflage to show
nautica Militare. Aircraft of the Aviazione della RSI
adopted a revised Fascist device for the wings, consisting
"'.
within the black outer ring. A large white tail cross of two fasces symbols, one inverted, within a square.
(usually painted on the rudder only) replaced the green, This was painted in white on the upper surfaces and in
white, and red verti,al stripes, with the crest of Savoy black below. Small Itatian tricolors were painted on the
placed at or just above the intersection of the horizontal sides of the fuselage and on the fin. German markings
and vertical bands. When a light overall color scheme (wing and fuselage ,rosses and tail swastika) were
"Anti -col'l'lOUfloge" ",fJu",i_"finiJ,
(aluminum or white) was used, a black background applied to some Italian aircraft after September, 1943, Oiogonol tnOriti_ pottef'fl R-' bond.
distinguished the white rudder cross. A white recognition whether they were experimental machines or aircraft
band was usually painted around the rear portion of the actually in u:;e with the Luftwaffe.

C F

G
Q! ~ Red Cfeu iNion- and 1,;colOf
wi", bondt (Z.S06S)

~
e===~~===, T,jc~or
H
DesignaliOl'l and MatTiculo Militor.
toil bond.

!t
in .... it.l.tt... ing

",lJu",inum M fuMloge
·..."ti -co"'OUfloge" Whit. wingll ond toil
Redial de__ t pattern Red bonds

~
M

Jt
, p

A - wing insigne: block fasces on white disc encircled in block. B - variation with white area omitted. C- underwing variation, (Co J09)
(CR.2Sbis)

•
\
.
'.
Red deYiI, .... il. detoiling
an blOC';k dhc

Sand ond dcwtc. "'.." ~r

u.riocn (w-- I)
\
.
Stone
Whil. recognition bond

gr., "'00" lurfoces

RSI tTicGlon with min ....il. outline

reversed to contrast with lighter background. D - Co-Belligerent roundel (also applied to fuselage sides): red outer ring, white
inner ring, green center. E & F - RSI wing device (reversed underwing). G & H - variations of pre-war toil stripes: green, white (G.S5/Q
and red bands, green always forward (S .64, SM.79). I, J, K, & L - variations of wartime white toil cross (Re2005, Me. 200,
Fe. 2Obis, Ro 43). M - toil stripes readopted on a few Co-Bell igerent aircraft: crest of Savoy omitted (Z .Ioolbis). N - RS I toil
flog (G.55). 0 - fuselage fasces device. P - crest of Savoy: note variation in placement on all forms of toil insignia. Note:
drawings not to constant scale. .it Yellow numerol
302 ITALIAN CIVIL AND MILITARY AIRCRAFT APPENDICES 3

Breda CC.20 Caproni Ca 123 prototype Caproni Ca 123

Caproni Bergamaschi Ca 310 idro C.M.A.S.A. G.8 postwar

Breda 46

FIAT G.212
Cant 22 Cant 23

Romeo Ro 26 Piaggio P.2

Cant Z.506 S postwar Caproni Ca 87

Capron! Ca 100 Ideo postwar Caproni Ca 113 Alta Quota Piaggio P.3
304 ITALIAN CIVIL AND MILITARY AIRCRAFT

BIBLIOGRAPHY

Books:
Aerosphere (New York: Aerosphere, Inc., 1939-1943)
Aircraft Identification - Italian Fighters Bombers and Seaplanes (London:
Temple Press Ltd., 1941)
Air News Yearbook (New York: Duell, Sloan & Pearce, 1943, 1944)
American Heritage History of Flight (New York: American Heritage Publishing
Co., Inc., 1962)
Bignozzi, G., and Catalanotto, B., Storia degli Aerei d'ltalia dal 1911 al 1961
(Roma: Editrice Cielo, 1962)
Cooke, David c., War Planes of the Axis ( ew York: Robert M. McBride and
Company, 1942)
Fifty Years of Japanese Aviation (Tokyo: Kantosha Co., Ltd., 1961)
Green, William, Famous Bombers of the Second World War (London: Macdonald,
1959)
__ Famous Fighters of the Second World War, Second Series (London,
Macdonald, 1962)
__ War Planes of the Second World War - Fighters Volume Two (London:
Macdonald, 1961)
__ War Planes of the Second World War - Flying Boats Volume Five (London:
Macdonald, 1962)
__ War Planes of the Second World War - Floatplanes Volume Six (London:
Macdonald, 1962)
Green, William, and Cross, Roy, The Jet Aircraft of the World (New York:
Hanover House, 1955)
Green, William, and Fricker, John, The Air Forces of the World (New York:
Hanover House, 1958)
Jane's All the World's Aircraft ( ew York: The MacMillan Company, and
London: Sampson Low, Marston & Co., Ltd., 1925-1948)
Mattioli, Guido, Mussolini Aviatore (Roma: L'Aviazione, 1935)
Modern Italian Aircraft (Roma: Consorzio Italiano Esportazioni Aeronautiche,
1940)
Munson, Kenneth G., Enemy Aircraft (German and Italian) of World War II
(London: Ian Allim Ltd., 1960)
Santoro, Giuseppe, L'Aeronautica Italiana nella Seconda Guerra Mondiale
(Milano: Edizioni Esse, Two Volumes, 1957)
Taylor, John W. R., A Picture History of Flight (New York: Pitman Publishing
Corporation, 1956)
Die Wichtigsten Italienischen Kriegsnugzeuge (Luftwaffe, 8 Anlagen, 1940)

Periodicals:
Aero Modeller Interconair - A viazione e Marina
The Aeroplane Spotter Lightplane Review
Air Pictorial Model Airplane News
The National Geographic Magazine •••
Air Progress
Rassegna di Modellismo ••••
Ala d'Italia
Alata Rivista Aeronautica
Ali di Guerra Royal Air Force Flying Review
European Aviation News ••

• Italian Schneider Trophy Racers, by Franco Bugada

"" Italians in Sweden, by Olov Sundgren
""" By Seaplane to Six Continents, by Comm. Francesco de Pinedo
""** Macchi M.52R, by Silvio Tabema