Quick from Wiki. Sorry for my poor translation from Italian.
April 4, 1949, Italy was among the twelve signatory nations of the Atlantic Pact. Participation in the Atlantic Pact is the premise for the United States to start supplying military material under the MDAP program with the aim of adapting and standardizing the war material of the nations making up the western alliance.
For the anti-submarine activity, the sale to Italy of the Curtiss SB2C-5 Helldiver is expected. For the same activity, the Italian Air Force had used only seaplanes such as the CANT Z.506, the CANT Z.501 and the Fiat RS14 during the past World War, in contrast to the aviation of the other western navies that used to the same purpose multi-seater single-engined aircraft embarked on aircraft carriers or multi-engine from land bases.
No longer in service in the U.S. Navy, the Curtiss aircraft is considered to be a transition aircraft useful for training new operational techniques for anti-submarine combat. The American administration decided to supply the Curtiss Helldivers on behalf of MDAP to Italy, France, Thailand and Greece.
The first twenty-four Curtiss Helldivers for the Air Force, whose designation was changed from SB2C-5 to SC2-5 eliminating the "Bomber" B in adherence to the Peace Treaty, still in force, which denied Italy the use of bombers, were carried by the aircraft carrier USS Mindoro (CVE-120) and landed in Brindisi in September 1950.
Temporarily assigned to the Flight School of Lecce, with these aircraft the 86th Antisom Group was established in December 1950, which was based in Grottaglie once the runway adaptation works and the construction of the necessary infrastructures were completed. As the pilots began to familiarize themselves with the new aircraft, the specialists were struggling with maintenance problems according to American standards, particularly stringent especially for the electronic equipment that the Helldiver was equipped with.
However, as early as April 1951, the 86th Group began operations abroad with the deployment of twelve Helldivers on the Faral Far airport in Malta following the naval team of Admiral Massimo Girosi, to operate with British naval forces.
Unfortunately, flight activity is marred by the first accidents, even fatal ones. On 11 January 1951 the Helldiver (MM M80020) stalled on landing, causing the death of the pilot, Lieutenant Enrico Guerrisi. On the following 12 February, the Helldiver (MM 80025) ended up off the runway, fortunately without consequences for the crew, but the aircraft suffered damages that had to be struck off.
Although marred by other accidents (the Helldiver MM 80032 on 22 June 1951, crashed after take-off causing the death of the pilot, Lieutenant Augusto Bertoli) the intense flight activity continued and the training level of pilots and specialists is such as to allow the participation in the interforce exercises scheduled for the summer of 1951, such as the one that took place from 8 to 19 July. Six Helldiver moved from Grottaglie to Hyères to participate in a joint maneuver between the Italian, French and American navies.
From 9 to 18 August eight Helldivers took to Catania to participate in the Bee Hive exercise with British and American ships. Furthermore, from 14 to 20 September, six Helldivers, from Grottaglie, intervene in support of the naval operations of the Italic 3 exercise.
The submarine research is carried out both on sight and using the AN / APS-4 radar, a real novelty for navigating personnel and specialists, whose screens are located in the rear passenger compartment under the control of the second crew member. During the exercises, hydrophone buoys are also used which are launched around the intercepted submarine, so as to constantly detect their movements.
The sale of sixteen additional Helldivers in the MDAP area between January and March 1952 allows the transfer of the 164th squadron to Catania-Fontanarossa, which constitutes the first nucleus of the 87th antisom group which was officially born on July 15, 1952 which the 165th squadron will join later. The activity is intense and consequently also the wear and tear of the aircraft and accidents.
As of January 26, 1953, the 86th group has twenty-three Helldivers in charge of which nine are efficient while the 87th has eleven, six of which are efficient.
Beginning in February 1953, the 87th group began the transition on the Lockeed PV-2 Harpoons, while the Catania airport was being adapted and an instrument room equipped with a Link-Trainer was set up for staff training. radar and RT. As the twin engines become available, the Helldivers are concentrated in the 86th group.
From the beginning of 1954 all Helldivers are concentrated in Grottaglie, while the 86th group also begins the transition on the Harpoons with which the 161st squadron is formed.
In April 1954, Helldiver's endowment amounted to thirty-two units that began to reach flight time limits.
However, operational activity continues. In 1954 eight S2C-5s and as many PV2s participated with fourteen ships and a submarine in the Vito 2 exercise in the waters of the Ionian Sea.
As they reach the limits of flight hours, the Helldivers are barred. In 1956, three aircraft were lost due to flight accidents, including fatalities.
With the arrival of the new Grumman S-2 Trackers, the Helldivers are relegated to the sole activity of towing for the anti-aircraft training of Navy and Army units. For this activity at the beginning of 1958, the 86th group has thirteen Helldiver survivors in charge with an average efficiency of seven aircraft.
The last Helldivers will be barred in early 1959.
The Helldivers of the Italian Navy
After the harsh conditions of the Peace Treaty], with the admission of Italy into the Atlantic Pact and the start by the United States of military aid to the Allied Nations (Mutual Defense Assistance Program), for the Navy the prospect is, as happened for France, the possibility of obtaining an aircraft carrier among those in surplus of the US Navy and finally manage to satisfy the desire for an autonomous air component, always denied for political reasons, due to a lack of resources and legislative constraints. In 1950, Defense Minister Randolfo Pacciardi sent the Chief of Staff of the Navy Admiral Emilio Ferreri to Washington to negotiate the sale of the units to be requested from the Americans, including two escort aircraft carriers and the related supply of boarded aircraft.
It was quickly realized that the management costs, leaving aside the political and legal difficulties, exceeded the possibilities of the Navy budget. However, the possibility of establishing a land-based aerial component with mainly naval and antisom tasks remained open.
In November 1950 a group of fifteen Navy officers, divided into three sections, was sent to training in the United States at the Naval Air Station of Corpus Christi, Texas, to obtain the pilot's license and certification for aircraft carriers. The training department is the VA-5 with Douglas Skyraiders aircraft. On the local Cabaniss Field airport, the U.S. Navy delivers two Curtiss SB2C-5 Helldivers to Italian pilots and specialists as the first equipment for a new Air Force department of the Italian Navy. The delivery is unofficial, outside the MDAP supply for the Air Force. The Italian personnel obtained the flight patent in the summer of 1952, in the following October then completed the advanced training and every time and made the passage on the Helldiver, already supplied to the 86th antisom group, which also includes take-offs from aircraft carriers and landing.
On the fuselages of the Helldivers, with the characteristic dark blue livery of the U.S. Navy, the stylized anchors painted on the national insignia and the emblem of the maritime republics on the drift stand out. The Helldivers retain the stop hook, removed instead on the specimens supplied to the Air Force and take the serial numbers I-01 and I-02. The qualified Navy officers are the Lieutenants Commanders Cottini and Volpe, the Second Lieutenant Paramithiotti, the Ensigns Saccardo, Cali, Valente.
On 10 November 1952 Volpe and Valente move the Helldivers to the Norfolk base and on 1 December aircraft and pilots are boarded on the aircraft carrier USS Midway (CV-41) bound for the Mediterranean.
While sailing, it is clear from the contradictory orders that come from the Marine General Staff, that in Italy the opposition to the creation of a Naval Aviation is still strong.
However, on December 19, 1952, off the coast of Marseille the two Helldivers took off from Midway CV with the escort of eight F9F-5 Panther of the VF-61 .
Near the island of Elba, at the limit of the Italian airspace, the escort leaves the two Helldivers, who without a flight plan and navigation aids, are forced to navigate on sight until they land on the Naples-Capodichino airport.
To avoid the seizure of the aircraft, completely unknown to the Italian aviation authorities, the two Navy pilots park them in the airport area reserved for the US administration, which actually owns the aircraft. The two Helldivers remain shelved on the Naples-Capodichino airport until, incorporated into the AMI, they received the serial numbers MM4698 and MM4699, being sold in August 1953 to the 86th group of Grottaglie.
April 4, 1949, Italy was among the twelve signatory nations of the Atlantic Pact. Participation in the Atlantic Pact is the premise for the United States to start supplying military material under the MDAP program with the aim of adapting and standardizing the war material of the nations making up the western alliance.
For the anti-submarine activity, the sale to Italy of the Curtiss SB2C-5 Helldiver is expected. For the same activity, the Italian Air Force had used only seaplanes such as the CANT Z.506, the CANT Z.501 and the Fiat RS14 during the past World War, in contrast to the aviation of the other western navies that used to the same purpose multi-seater single-engined aircraft embarked on aircraft carriers or multi-engine from land bases.
No longer in service in the U.S. Navy, the Curtiss aircraft is considered to be a transition aircraft useful for training new operational techniques for anti-submarine combat. The American administration decided to supply the Curtiss Helldivers on behalf of MDAP to Italy, France, Thailand and Greece.
The first twenty-four Curtiss Helldivers for the Air Force, whose designation was changed from SB2C-5 to SC2-5 eliminating the "Bomber" B in adherence to the Peace Treaty, still in force, which denied Italy the use of bombers, were carried by the aircraft carrier USS Mindoro (CVE-120) and landed in Brindisi in September 1950.
Temporarily assigned to the Flight School of Lecce, with these aircraft the 86th Antisom Group was established in December 1950, which was based in Grottaglie once the runway adaptation works and the construction of the necessary infrastructures were completed. As the pilots began to familiarize themselves with the new aircraft, the specialists were struggling with maintenance problems according to American standards, particularly stringent especially for the electronic equipment that the Helldiver was equipped with.
However, as early as April 1951, the 86th Group began operations abroad with the deployment of twelve Helldivers on the Faral Far airport in Malta following the naval team of Admiral Massimo Girosi, to operate with British naval forces.
Unfortunately, flight activity is marred by the first accidents, even fatal ones. On 11 January 1951 the Helldiver (MM M80020) stalled on landing, causing the death of the pilot, Lieutenant Enrico Guerrisi. On the following 12 February, the Helldiver (MM 80025) ended up off the runway, fortunately without consequences for the crew, but the aircraft suffered damages that had to be struck off.
Although marred by other accidents (the Helldiver MM 80032 on 22 June 1951, crashed after take-off causing the death of the pilot, Lieutenant Augusto Bertoli) the intense flight activity continued and the training level of pilots and specialists is such as to allow the participation in the interforce exercises scheduled for the summer of 1951, such as the one that took place from 8 to 19 July. Six Helldiver moved from Grottaglie to Hyères to participate in a joint maneuver between the Italian, French and American navies.
From 9 to 18 August eight Helldivers took to Catania to participate in the Bee Hive exercise with British and American ships. Furthermore, from 14 to 20 September, six Helldivers, from Grottaglie, intervene in support of the naval operations of the Italic 3 exercise.
The submarine research is carried out both on sight and using the AN / APS-4 radar, a real novelty for navigating personnel and specialists, whose screens are located in the rear passenger compartment under the control of the second crew member. During the exercises, hydrophone buoys are also used which are launched around the intercepted submarine, so as to constantly detect their movements.
The sale of sixteen additional Helldivers in the MDAP area between January and March 1952 allows the transfer of the 164th squadron to Catania-Fontanarossa, which constitutes the first nucleus of the 87th antisom group which was officially born on July 15, 1952 which the 165th squadron will join later. The activity is intense and consequently also the wear and tear of the aircraft and accidents.
As of January 26, 1953, the 86th group has twenty-three Helldivers in charge of which nine are efficient while the 87th has eleven, six of which are efficient.
Beginning in February 1953, the 87th group began the transition on the Lockeed PV-2 Harpoons, while the Catania airport was being adapted and an instrument room equipped with a Link-Trainer was set up for staff training. radar and RT. As the twin engines become available, the Helldivers are concentrated in the 86th group.
From the beginning of 1954 all Helldivers are concentrated in Grottaglie, while the 86th group also begins the transition on the Harpoons with which the 161st squadron is formed.
In April 1954, Helldiver's endowment amounted to thirty-two units that began to reach flight time limits.
However, operational activity continues. In 1954 eight S2C-5s and as many PV2s participated with fourteen ships and a submarine in the Vito 2 exercise in the waters of the Ionian Sea.
As they reach the limits of flight hours, the Helldivers are barred. In 1956, three aircraft were lost due to flight accidents, including fatalities.
With the arrival of the new Grumman S-2 Trackers, the Helldivers are relegated to the sole activity of towing for the anti-aircraft training of Navy and Army units. For this activity at the beginning of 1958, the 86th group has thirteen Helldiver survivors in charge with an average efficiency of seven aircraft.
The last Helldivers will be barred in early 1959.
The Helldivers of the Italian Navy
After the harsh conditions of the Peace Treaty], with the admission of Italy into the Atlantic Pact and the start by the United States of military aid to the Allied Nations (Mutual Defense Assistance Program), for the Navy the prospect is, as happened for France, the possibility of obtaining an aircraft carrier among those in surplus of the US Navy and finally manage to satisfy the desire for an autonomous air component, always denied for political reasons, due to a lack of resources and legislative constraints. In 1950, Defense Minister Randolfo Pacciardi sent the Chief of Staff of the Navy Admiral Emilio Ferreri to Washington to negotiate the sale of the units to be requested from the Americans, including two escort aircraft carriers and the related supply of boarded aircraft.
It was quickly realized that the management costs, leaving aside the political and legal difficulties, exceeded the possibilities of the Navy budget. However, the possibility of establishing a land-based aerial component with mainly naval and antisom tasks remained open.
In November 1950 a group of fifteen Navy officers, divided into three sections, was sent to training in the United States at the Naval Air Station of Corpus Christi, Texas, to obtain the pilot's license and certification for aircraft carriers. The training department is the VA-5 with Douglas Skyraiders aircraft. On the local Cabaniss Field airport, the U.S. Navy delivers two Curtiss SB2C-5 Helldivers to Italian pilots and specialists as the first equipment for a new Air Force department of the Italian Navy. The delivery is unofficial, outside the MDAP supply for the Air Force. The Italian personnel obtained the flight patent in the summer of 1952, in the following October then completed the advanced training and every time and made the passage on the Helldiver, already supplied to the 86th antisom group, which also includes take-offs from aircraft carriers and landing.
On the fuselages of the Helldivers, with the characteristic dark blue livery of the U.S. Navy, the stylized anchors painted on the national insignia and the emblem of the maritime republics on the drift stand out. The Helldivers retain the stop hook, removed instead on the specimens supplied to the Air Force and take the serial numbers I-01 and I-02. The qualified Navy officers are the Lieutenants Commanders Cottini and Volpe, the Second Lieutenant Paramithiotti, the Ensigns Saccardo, Cali, Valente.
On 10 November 1952 Volpe and Valente move the Helldivers to the Norfolk base and on 1 December aircraft and pilots are boarded on the aircraft carrier USS Midway (CV-41) bound for the Mediterranean.
While sailing, it is clear from the contradictory orders that come from the Marine General Staff, that in Italy the opposition to the creation of a Naval Aviation is still strong.
However, on December 19, 1952, off the coast of Marseille the two Helldivers took off from Midway CV with the escort of eight F9F-5 Panther of the VF-61 .
Near the island of Elba, at the limit of the Italian airspace, the escort leaves the two Helldivers, who without a flight plan and navigation aids, are forced to navigate on sight until they land on the Naples-Capodichino airport.
To avoid the seizure of the aircraft, completely unknown to the Italian aviation authorities, the two Navy pilots park them in the airport area reserved for the US administration, which actually owns the aircraft. The two Helldivers remain shelved on the Naples-Capodichino airport until, incorporated into the AMI, they received the serial numbers MM4698 and MM4699, being sold in August 1953 to the 86th group of Grottaglie.
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