Italian Bombers and Transport Aircraft

[gekho]

The Savoia-Marchetti SM.82 Marsupiale (en: Marsupial) was an Italian bomber and transport aircraft of World War II. It was a cantilever, mid-wing monoplane trimotor with a retractable, tailwheel undercarriage. About 400 were built, the first entering service in 1940, but although able to operate as a bomber with a maximum bombload of up to 8,818 lb (4000 kg), the SM.82 saw very limited use in this role. The SM.82 Marsupiale was developed from the earlier SM.75 Marsupiale civil transport as a heavy bomber and military transport. Although having the same configuration of the SM.75, the SM.82 was larger. The aircraft was quickly developed and the prototype first flew in 1939. Although underpowered and slow, it was capable of carrying heavy loads, including the L3 light tank and a complete disassembled CR.42 fighter (these loads demanded special modifications, though). It had both cargo and troop transport capability, with room up to 40 men and their equipment. Deliveries to the Regia Aeronautica began in 1940. However, production rates were slow, with only 100 aircraft delivered in 1940, and another 100 in 1941, so that there were never enough of these aircraft in service. By 1942 production doubled to 200 a year, while in 1944 almost 300 were produced, by which time the factory was under the control of the Germans.

 

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The first missions were to transport Italian troops to Libya, together with their heavy equipment, but the first two squadrons had only three SM.82s each. The first flights were made the beginning of June 1940, transporting 360 men of 61° Infantry Regiment. Initially, the aircraft were organized in 149° Gruppo, with a SM.73 and SM.75. On the 17 June 1940 the first mission for all five aircraft of the Gruppo, transported ten anti-tank guns and 17 radio-communication units. By 24 June, there were 11 aircraft employed in transporting men and equipment to Africa. Within a few weeks a further 25 were delivered. On 24 June, the first SM.82 was lost during a resupply mission in the desert.

In July 1940, a series of bombing missions to Gibraltar was organized, with 1,000 kg (2,200 lb) of bombs in each aircraft. The first bombing mission was on 17 July 1940 with three SM.82s taking off from Guidonia at 1940, and flying 1,600 km (995 mi) to arrive over Gibraltar eight hours later at 0340. Another mission was launched from Sardinia to shorten the journey, then another on 20 August, this time by 32° Wing. However one of the two aircraft, carrying a 1,000 kg (2,210 lb) bombload, was shot down. The other two aircraft in 32° Wing were reassigned to transport squadrons.

In mid-1940, 41° Group was sent to Rhodes with three SM.82s, and other four in October, for the special mission to the British-controlled oil refineries at Manama in the Persian Gulf. This meant a flight of 4,200 km (2,610 mi), lasting 15 hours at 270 km/h (170 mph), that was for the time arguably a record for a bombing mission. Four SM.82s took off from Rhodes, under the command of Ettore Muti. Each aircraft carried a load of 1,500 kg (3,310 lb)[3]. This long-range action was successful, taking the target totally by surprise, and the SM.82s landed without problems at Zula. This raid caused the Allies some concerns, forcing them to upgrade their defences. This, more than the limited amount of damage caused, further stretched Allied military resources. However the scarcity of SM.82s hampered further long-range missions, though some actions were carried out. Six single aircraft night bombing missions were mounted, mainly against Alexandria, in October and November 1940. All these missions were performed by SM.82s of 114° Gruppo, but all of their aircraft were destroyed or damaged by the time of Operation Compass in December 1940.

 

[gekho]

The Savoia-Marchetti SM.84 was an Italian bomber aircraft of World War II. It was designed by Savoia-Marchetti as a replacement for its successful SM.79, and shared its three-engine layout. However, although it entered service with the Regia Aeronautica in 1941, it never replaced the SM.79, being retired from service before it. Development of an aircraft to replace the SM.79 started in 1939, with Savoia-Marchetti choosing to produce an improved development of the SM.79, using the same wing as its predecessor, but with a new fuselage and more powerful engines. The first prototype flew on 5 June 1940, just 5 days before Italy's entry into World War II. It was hoped to replace the SM.79s in service, which were fast, but obsolescent, and yet to be adapted as torpedo bombers. The main improvement was the adoption of new and more powerful engines, giving a total output of 2,237 kW (3,000 hp). The machine was put into series production at the end of 1940.

Basically it was an enhanced SM.79, with more modern solutions and systems. It shared the basic design of a three-engine mixed construction monoplane as the SM.79. Wood was used for the wings, supported by three spars. Steel tubing was used as a skeleton for the fuselage, covered by metal (forward), fabric and wood. The new fuselage housed a crew of five to six, with the pilots sitting side-by-side. Behind them there were a radio-operator and flight engineer. They enjoyed a large windscreen and eight windows in the fuselage. The armour was much improved compared to the almost nonexistent protection fitted to the SM.79; it was said there was a total of 700 kg (1,540 lb) fitted, however it is unclear if this also included the self-sealing fuel tanks, bullet-proofed up to 12.7 mm (.50 in) rounds. One noticeable difference was the twin tail, which gave a better field of fire to the dorsal gun, and helped to cope with the greater power and weight compared to the SM.79.

Armament was similar to the Cant Z.1007, rather than the SM.79. There was a dorsal Caproni-Lanciani Delta turret, with a 12.7 mm (.50 in) Scotti machine gun, and 350 rounds. Another Scotti was in the ventral gondola. Other two Scotti were in the flanks with six 120-round belts. It was a theoretical improvement, though Scotti machine guns, even with a slightly higher rate of fire, were much less reliable than the Breda. Another disadvantage was the inability of the turret to fire directly forward, through the propeller's blades, so the aircraft had no defence from frontal attacks. The bomb bay was in the middle of fuselage. Horizontally mounted, the aircraft could carry two 500 kg (1,100 lb), three 250 kg (550 lb), 10 100 kg (220 lb), or 10 50 kg (110 lb) bombs. Outside the fuselage it was possible to mount two 500 kg (1,102 lb) or 800 kg (1,760 lb) bombs, or two torpedoes, or even smaller bombs like eight 100 kg (220 lb) or 50 kg (110 lb) (but really weighing of 130 kg/290 lb and 70 kg/150 lb). Generally, the aircraft carried only one torpedo or around 1,000 kg (2,200 lb) of bombs. The aiming apparatus was a Jozza U3, fitted in the bombardier's nacelle, just below the cockpit. It was retractable when not in use, to reduce drag.

An OMI camera was fitted in the fuselage, while in the tail section it was possible to mount one of three different cameras, like the AGR.90 or 91. Three Piaggio P.XI RC.40 engines, giving 746 kW (1,000 hp) at 4,000 m (13,120 ft) were fitted. There were 16 self-sealing fuel tanks inside the wing and the fuselage, six for the central engine (1,070 L/283 US gal) and five for each wing engine (1,095 L/289 US gal). Total fuel load was 3,260 L (860 US gal), which was less, despite the more powerful engines, than previous Italian bombers. It was possible, however, to mount another three fuel tanks: two of 415 L (110 US gal) in the fuselage, and one of 2,500 L (661 US gal) in the bomb-bay.

 

[gekho]

The first unit to operate the aircraft was 12° Stormo (Wing), 41° Gruppo (Group), on 2 February 1941. Based at Rodi, the first actions of this Group were not successful, and two aircraft landed in Turkey being lost (their crews later returned to Rodi). 36° Wing (108 and 109 Gr) received its SM.84s on 7 May 1941, and was based at Decimomannu airbase, Sardinia, from September 1941. On 27 September 1941, 12 aircraft of 36° Wing took off to attack a British convoy to Malta (Operation Halberd). One aircraft turned back after developing a mechanical fault, but the remainder pressed on with their attack. The first group, led by Arduino Buri, attacked the British ships and Buri managed to torpedo HMS Nelson, putting her out of action for six months. Of the first section, one aircraft was shot down, and the second section had two aircraft shot down out of three. When Seidl went in with his five aircraft, he was shot down together with another two. While the damage to Nelson was a success, the only one this type that Italian torpedo bombers obtained, it was paid with the loss of six aircraft, and almost all the crews, more than 30 men. The next day a merchant ship, Empire Pelican, was sunk by SM.79s with only one loss. The rest of the convoy reached Malta with their supplies.

After these losses, 36° Wing continued in its task to attack enemy ships, and sank the merchant ship Empire Defender in November, and 9 SM.84s badly damaged HMS Penelope on 9 April 1942. 282° Squadriglia was also involved in such missions, with some success. 7° Wing (4 and 5 Gruppos), based in Sicily, used SM.84s to bomb Malta in July 1941. In mid-October 1941, 32° Wing were equipped with SM.84s, one group of torpedo bombers and the other of bombers, to best optimize the attack against ships. This Wing took part in attacks on the Allied landings of Operation Torch, but by the end of December the unit had lost 20 aircraft and was retired from operations. In June 1942, 14 torpedo bombers of 36° Wing and nine bombers of 4° Gruppo attacked the Malta convoy of Operation Harpoon, with at least two losses to Spitfires, and one downed by Anti-aircraft fire.

During Operation Pedestal in August 1942, 10 SM.84s used special torpedoes (MFF), to attack the convoy, losing two aircraft to enemy fighters. Aircraft of 32° and 36° Wing also attacked the convoy. The heavy German and Italian attacks, including those by SM.82s resulting in only five of the fourteen ships of the convoy reaching Malta, however their supplies were fundamental to saving the garrison, after the almost total failure of the previous operation. While other groups were still receiving the aircraft, 36° and 7° Wing had stopped flying it by October 1942, while 32° went in action against North African targets. It lost 20 aircraft and returned in Puglia to regroup in December 1942. Soon 38° Gr had the new SM.84 Bis (early 1943), this last version was delivered to 8° Stormo (27° and 28° Gruppos). The decline had already started. The use of the aircraft with 8° Stormo to resupply troops in North Africa was a failure: despite the speed far better than SM.82s, the useful payload was too small. The aircraft was gradually phased out, replaced by the Z.1007, and even the SM.79. By 10 July 1943 43° Wing, flying from Gioia del Colle, Puglia, was the only unit still flying the SM.84.

In September 1943, despite the almost extinction of bombers units, there were still 150 SM.84s, with over 100 serviceable. Almost all of these were captured by Germans, though they were little used. Some were sent to the Slovenské vzdušné zbrane, and 10 remained with RSI's Aeronautica Nazionale Repubblicana, but were not used. Seven were used by the Italian Co-Belligerent Air Force as transports. Shortly after the end of WWII, the aircraft was phased out. Overall, SM.84 was a failed design (Francesco Pricolo called it a 'wrong aircraft', while Ettore Muti complained in 1941 about its awful handling and take off), never liked by its crews and never capable to replace the SM.79. When the final version of the Sparviero, the SM.79 bis, became available, then it replaced the SM.84, while as bomber it was inferior to the CANT.1007 ter, especially at altitude (SM.84 was almost unflyiable over 5,000 m).

Torpedo-bombers were required to be agile and fast in order to engage their targets and many designs experienced problems with higher weights and wing loading than they were designed for. The SM.84 was far heavier than the SM.79 and when the final version the SM.79bis became available, it was preferred to the SM.84. The SM.79bis, with improved engines was still lighter than the SM.84 and a better aircraft (with lower wing loading and better power-to weight ratio) for the role. Another critical report about SM.84 came from the 43° Stormo B.T. command, in a official document[9]. It reports how this bomber wing performed its task, starting with bombing missions from Gioia del Colle on 13 July 1943. The 41° Stormo commander complained the very small attack force was not enough to saturate the enemy's strong defences, even by night; the small number of pilots trained for night operations and thus the small number of sorties and the very poor performance of the SM.84.

 

[gekho]

The Piaggio P.108 Bombardiere was an Italian four-engine heavy bomber used by the Regia Aeronautica during World War II. The prototype first flew in 1939 and it entered service in 1942. Four versions of the P.108 were designed, but only one, the P.108B bomber, was produced in any quantity before the armistice. The other variants included the P.108A anti-shipping aircraft with a 102 mm (4 in) gun, the P.108C, an airliner with an extended wingspan and re-modelled fuselage capable of carrying 32 passengers, and the P.108T transport version designed specifically for military use. Only one P.108A and 24 P.108Bs were built. The combined total number of P108Cs and Ts built was approximately 16, but it is unclear precisely how many of either version. Most of the P.108Cs were subsequently modified for use as military transport aircraft and could accommodate up to 60 passengers.

The P.108 was the only four-engine heavy bomber used by the Regia Aeronautica during World War II, and was a development of the earlier underpowered and wooden-structured P.50-II which was unable to take-off at its designed maximum weight. Giovanni Casiraghi, an experienced engineer who had previously worked in the USA for several years, re-engineered the aircraft, giving it a metallic structure. Still not entirely satisfied, he started another, almost new project, the P.108, and initial developments resulted in the P.108B. Despite some competition (the winner was initially seen as the Cant Z.1014), Piaggio won the Regia Aeronautica's contract for a new bomber, as it became obvious that the other competitors could not deliver useful numbers of aircraft to the Royal Air Force before the mid 1940s. The first prototype P.108B flew on 24 November 1939. The "teething problems" of the P.108 involved a very long period of debugging, and the process of improving its reliability was never totally successful. The first machines were sent to the 274th Squadron (274ma Squadriglia) in 1941.

On 7 August 1941, Bruno Mussolini, the son of Italian dictator Benito Mussolini and commander of the 274th squadron, was piloting one of the prototypes of the "secret" bomber. He flew too low and crashed into a house. The cockpit section separated from the rest of the aircraft and although the aircraft did not catch fire, it was nevertheless totally destroyed in the impact. Mussolini died of his injuries. By the end of 1941, the P.108B had flown just 391 flying hours which does not compare favorably with the 9,293 hours flown by the first 12 B-17s. Nonetheless, the new bomber showed much promise. The average Italian bomber cost around 2.1 million lire, the SM.79 cost 1.7 million lire, while the P.108 cost 5.2 million lire. With a single squadron of nine P.108s capable of flying 1,100 km (700 mi) with 3,500 kg (7,700 lb), the estimated efficiency was comparable to a group of 26 SM.79s covering 1,000 km (620 mi) with 1,000 kg (2,200 lb). The total cost of the aircraft was 46.8 and 45.6 million lire respectively, but only 54 crew were required to man the P.108s compared to 130 required to man the SM.79s.

The P.108B's engines were designed to be more powerful than those propelling the B-17, and most of its defensive gun turrets were remote-controlled, but its reliability fell short of the typical Allied heavy bombers, and this type remained relatively unknown until the 1970s. The second series, designated P.108B II, were a revised sub-category having had the nose turret removed. While this reduced defence against head-on attacks, the aircraft was operated mainly at night. The speed gain was 10 km/h (6 mph), due to the weight reduction and the more aerodynamic nose.

 

[gekho]

In response to a request in November 1942, the P.108A Artigliere "gunship" was developed for anti-shipping duties as an alternative to torpedo bombers. It was armed with a modified high velocity Ansaldo 1941 model (90/53 mm) gun mounted in a redesigned nose. This was considered to provide the best combination of precision and range of all Italian artillery, and in several versions was used as an anti-aircraft and anti-tank gun by the Army and the Navy. To be more effective in its new role, the size of the gun was increased from 90 mm (3.5 in) to 102 mm (4 in), a non-standard Italian artillery calibre, and fired shells weighing 13 kg (30 lb) as opposed to the standard gun's 10 kg (20 lb), with a muzzle velocity of over 600 m/s (1,970 ft/s). This weapon has only been superseded in calibre, on aircraft, by the low velocity 105 mm (4 in) modified M102 howitzer (23 calibres in length) carried on a mobile mounting in the flanks of the AC-130's 3.2 m (10.5 ft) wide fuselage. The gun together with its recoil system weighed 1,500 kg (3,300 lb).[6] Due to it being a re-bored smaller gun, its weight was relatively low for its calibre.

The P.108A was not particularly unusual at the time, as medium bombers such as the North American B-25 Mitchell and even smaller attack-aircraft like the Henschel Hs 129 were fitted with high-velocity 75 mm (2.6 in) guns despite being one or two categories lighter. The gun was mounted longitudinally in the fuselage centreline, at a depressed angle, and had a very strong recoil action which the 27 tonne (30 ton) airframe was nevertheless able to absorb. The amount of ammunition that could be carried was around 50-60 rounds for the main gun, as well as up to three standard torpedoes or two radio-guided torpedoes (a secret weapon which was never used in combat), and finally the standard defensive weapons in the fuselage and wings. The 102 mm (4 in) gun was intended to be fitted with a ballistic sight with an analogue computer, and a six or 12 round mechanical loader.

Initial modifications were made to MM.24318 which on 16 December 1942 flew to Savona, Villanova d'Albenga airfield. The modifications were completed in February 1943, and testing commenced on 3 March. Testing of the P.108A was satisfactory, achieving a maximum speed of around 440 km/h (270 mph) due to the more aerodynamic redesigned nose. It flew to Furbara on 19 March, and later to Pisa on 16 April, where it carried out a series of firing trials at altitudes between 1,500 and 4,500 m (4,900 and 14,800 ft) to collect the ballistic data for negative angles of elevation that was required to allow the computing gunsight to be produced.[7] After totalling 24 hr, 40 min of flight and weapons trials, it returned to Albenga. Enthusiasm was high when it was presented as the new official attack machine at Furbara on 22 May, and it was planned to build five further P.108As, as well as convert another five or possibly all P.108s available. But on 29 June, it was decided to produce no more than five aircraft, and in July, the order was further limited to two, and eventually cancelled. On 6 and 8 September, the lone P.108A made other weapons tests over the sea, finally equipped with the S.Giorgio calibration/aiming system. German forces took control of the P.108A and painted it in their insignia, but it was damaged soon afterwards by Allied bombing. Repaired by 7 April 1944, it finally flew to Rechlin where it was probably destroyed in one of the many Allied bombing raids.

Although the P.108A proved to be capable, and fired over 280 shells in testing, the Armistice and the never-ending change of priorities halted its development. The use of such large aircraft in a dangerous anti-ship role was however questionable (at sea level 360 km/h (220 mph) was the best safely achievable), the cost was even greater than standard bombers, and the improved naval anti-aircraft defences (Bofors 40 mm guns, P-F shells, and fire-control radar) led Germany to rely on (relatively) long-range missiles like the Henschel Hs 293 and Fritz X. These were much more effective, as was demonstrated on 9 September 1943, when the Italian Navy was attacked by their ex-allies. The Germans launched a number of missiles against the Italian battleships, sinking the Roma and damaging the Italia, causing over 1,300 deaths. The three armoured decks of RM Roma could withstand hits from battleship-calibre guns, with over 200 mm (7.9 in) thickness overall, so such results were well outside the capabilities of a medium calibre gun, even when air-transported.

 

[gekho]

P.108Bs were deployed in the Mediterranean and North African theatres and first saw action in an unsuccessful day mission against a destroyer on 6 June, releasing 10 160 kg (350 lb) bombs. The aircraft were effectively used a few weeks later, with a night bombing raid over Gibraltar on 28 June 1942.

The first operation to Gibraltar was almost a disaster, out of five aircraft which set out from Decimomannu in Sardinia, one (MM.22004) was forced to return due to engine trouble while the other four bombed with 66 100 kg (220 lb) and six 250 kg (550 lb) bombs. Three of them, short of fuel were forced to land in Spain, two of which (MM.22001 and 22005) crashed or suffered some damage in forced landings). The third (MM.22007) landed in Majorca, a former Italian base in the Spanish Civil War and thanks to the Spanish pro-Axis policy was quickly refuelled and took off from Palma de Majorca for Italy. The two others remained in Spain: MM.22001 crashed on a beach when it was approaching Valencia airport and was written off, MM.22005 suffered minor damage and was stored in San Javier air base but was repaired and tested by the Spanish Air Force. [9] Several other missions were launched until October which resulted in some damage and further losses. An attempt to change to SM.82s was an expedient (as was the P.108, expecting more from the future P.133). For a chronology there were sorties to Gibraltar (without the endurance problems that dogged the first mission), during the night of 3 July (MM.22601 failed to return), 24 September (MM22004 and 22603), 20 October (MM.22002 (written off during an emergency landing after engine failure on takeoff), MM.22004, 22006 and 22007) and 21 October (MM.22602 (destroyed during an emergency landing at Bona in Algeria) and two other P.108s), when the "peak" was reached. Each of these missions, involving one to four aircraft (15 sorties in total), was unsuccessful and resulted in around 33% losses. The results were poor, with one Hudson and some artillery positions destroyed on the ground in the first, "big" mission and further unspecified damage in the others, despite intensive long-range mission crew training between 3 July and September. On 28 October, MM22007 force-landed in Algeria on its third sortie, making in total at least 16 sorties with one aircraft missing, two lost in Spain, two lost in Algeria and one lost in Italy.

Following the Allied invasion of French North Africa, codenamed "Operation Torch", more losses were sustained when these aircraft flew missions over Algeria and other African targets. The Allies had over 160 warships and 250 merchant ships in the region. The Luftwaffe had 1,068 aircraft in the II and X. Fliegerkorps, the Regia had 285 aircraft in Sardinia of which 115 were torpedo-bombers. At least three were downed over Africa in this series of raids, for the most part claimed by Beaufighters. Nonetheless, in Algeria they struck targets in Bona (now called Annaba), Algiers, Blinda, Philippeville (now called Skikda), Maison Blanche and Oran. Some ships were damaged by P.108s in the latter and Algerian raids and over other targets they destroyed some aircraft. These bombers were the only ones capable of flying the 2,000 km (1,240 mi) to Oran. The 274 Squadriglia had only eight P.108s and with them performed only 28 sorties in eight night missions, during a whole month. Three were shot down by night fighters, which on only one occasion were repelled by the wing turrets. Two P.108s were shot down by 153 Sqn Beaufighters in the attack over Algeria's port and the last of these missions was flown on 20 January. Sevicability dropped to one or two aircraft and so with the need for refurbishment, the P.108s returned to the mainland.

The final action took place over Sicily, when the 274ma was reinforced up to the basic force of eight machines. They flew 12 sorties against the invasion force between 11 and 22 July. Losses included two aircraft destroyed and two others badly damaged, mainly by Beaufighter and Mosquito night fighters. Only one ship was damaged - this closed the career of 274ma and the P.108B. The last of the 24 P.108Bs ordered was delivered in August. Of these aircraft, six were lost to enemy action (three over Algeria, two over Sicily and perhaps one over Spain), four to accidents (including the one involving Mussolini) and three to forced landings (one in Algeria and two over Spain).

When the Armistice was declared on 8 September 1943, only nine aircraft remained. Eight were sabotaged so as not to fall into German hands, the last one was flown to southern Italy, where it was involved in a landing accident. P.108Bs ended their activities with a total of about 15 missions over Gibraltar, 28 over North Africa, 12 over Sicily and some other reconnaissance and anti-shipping sorties (of which only one is known). This aircraft was too complex and difficult to develop without support from the Air ministry and other larger concerns, such as Fiat. None was forthcoming, and while Piaggio was still struggling to debug and produce the P.108B, there were many other requests for the 'C' model airliner, the P.108T military transport, and the 'A' anti-ship versions. Finally, there was also the new strategic bomber, the P.108bis or P.133 to be developed as the "final solution" for Italian bombers, and other projects, such as the P.126, P.127, P.130 to be considered. Following the P.108Bs' last missions, a few P.108T transports continued to be used until the end of the war, mainly on the Eastern Front when Germany needed to evacuate their encircled troops, even carrying over 100 troops at a time (maximum load was 12 tonnes/13 tons, the total payload was around 14 tonnes/15 tons). The P-108Cs and Ts proved to be more reliable than the bombers, following successful efforts to improve and modify them. One was destroyed in a flying accident over Germany, early in 1945, while the others were used until the end of the war.

 

[gekho]

More Pics

 

[gekho]

More pics

 

[gekho]

Pay attention to the first two pics; Italians are all the same.... can not resist a beautiful girl....

 

[gekho]

More pics

 

[al49]

Eccellente!
This is the best report on Regia Aeronautica Bombers I have seen so far on a non-Italian forum.
Well done!
Are you also preparing a thread on fighters as well?

Alberto

 

[gekho]

Yes, comming soon, just let me finish with the bombers and I will star with the fighters, and later ground attack fighters, light bombers and reconnaissance aircrafts.

 

[hawkeye2an]

Thank you !! GREAT stuff, can't wait to see the rest. Keep 'em coming.

 

[gekho]

In 1939, the Regia Aeronautica (Italian Air Force) initiated its R Plan, or 3,000 airplanes, a campaign to quickly increase its strength with modern aircraft. By that time, Regia Aeronautica had been involved in wars on two continents, and its equipment had been depleted and had not kept up with technological advances. As a part of this plan, a competition for a modern medium bomber was announced in 1939. CRDA submitted its Z.1015 for this competition. The Z.1015 was basically an all-metal version of the Z.1007, a three-engine medium bomber with a wooden airframe. The Z.1007 had first flown in 1937 but had not yet entered military service by 1939. Regia Aeronautica requested Zappata's proposal be modified to incorporate greater strength: the design ultimate load factor was to be increased from 7.0 to 10.0. Zappata determined that such a change would require significant re-engineering and increased weight, and countered with a proposal for a new two-engine aircraft, the Z.1018. The three engines of the Z.1007 had a combined power output of 2,237 kW (3,000 hp), whereas the two engines proposed for the Z.1018 Alfa Romeo 135 RC.32 had a combined output of 2,088 kW (2,800 hp). Thus its performance would be comparable to the proposed Z.1015 with simpler construction, possible lower weight, and reduced maintenance.

On 23 February 1939, the Regia authorized production of 32 Z.1018 aircraft, but stipulated an ultimate load factor of 9.0, and also demanded construction of a prototype, and further required that production deliveries begin before the end of the year. This would have been an extraordinarily rapid development schedule, so CRDA objected. The proposed engines had not yet been certificated, and its counter-rotating version had not yet been developed. Construction of the first prototype was authorized on 7 April 1939. In July 1939, Regia requested that the design be altered to use the new Daimler-Benz DB 601 water-cooled inline engine instead of the planned radial engine.

On 25 May 1940, the prototype flew to Guidonia Montecelio for flight testing. The program was well behind the original schedule at that point; Regia had planned on placing the first 32 machines of the type in service by the end of 1939. Instead, Mario Stoppani and then Adriano Mantelli only flew the prototype. Stoppani made the delivery flight; Mantelli performed the flight tests. He reported an overall good impression, but not outstanding.

In December 1940, Regia Aeronautica specified that the Z.1018 be constructed with a double tail, but in May 1942 the requirement was changed back to the originally-envisioned single tail. During this period, Regia also required the addition of dive brakes, increased armament, engine type changes and several other changes. In the meantime, the test activity continued. The prototype was tested with the P.XII engines, and thanks to the absolute lack of military systems onboard, it reached good speeds: at 4,200 m (13,780 ft), the Z.1018 reached 514 km/h (319 mph), equalling the Reggiane Re.2000 that was also undergoing flight evaluation there. This aircraft had replaced the engines, but the Piaggio P.XII also suffered problems (in fact they were affected for years by many problems).

The verdict of Mantelli was not encouraging: the 'future bomber' Leone was not enough of an improvement to justify its replacing the CANT Z.1007, which was already in production for Regia Aereonautica. A measure of the delays which this program suffered is given by the fact that, in spite of pressures caused by the war being waged at that time, it had taken six months to complete the proof-of-concept aircraft, and a true prototype would still have to be constructed in order to verify the adequacy of the basic design.

Finally, the configuration of this aircraft was fixed, almost 2 years after its first-projected entry into service.

 

[gekho]

The SM.95 was announced in 1937, when the future was seen in the 4-engined aircraft. Until that time Italy has mainly used 3-engined aircraft. The SM.95, designed by Alessandro Marchetti, first flew on 8 May 1943. Originally named SM.76 it was fitted with four 750 hp A.R. 126 RC.34. In 1939 the project was renamed SM.95C (C for Civil), with the more powerful Alfa Romeo RC.18 (860 hp) engine. With the start of World War II, this project was stopped until December 1941, when L.A.T.I. called for a 4-engined useful for South American routes. It had, nevertheless, inferior performances compared to P.108C and Z.511A, both metallic and more powerful. But the new SM.95 had lower costs and a swifter development.

The aircraft was similar to other contemporary airliners, but the construction was mixed. Welded steel was used for the fuselage structure, with light alloy covering fitted to the nose, underside and rear fuselage, and fabric covering for the fuselage sides and roof. The three-spar wing was also of wooden construction, with plywood skinning. The engines drove three-bladed metal Constant speed propellers. The two pilots sat side-by-side in an enclosed cockpit, while behind them sat the Flight engineer (on the left) and radio operator (on the right). Behind the cockpit, there was normally seating for 20-30 passengers, with up to 38 being able to be carried over short ranges.

There was an initial need for a bomber version, SM.95B, with enhanced engines and a weapon set. Nevertheless, the first to fly was the SM.95C, on 3 August 1943, at (Vergiate), with Guglielmo Algarotti flying. The Armistice stopped the program, and the only two aircraft built at the time were requested by Germans and sent to Germany, then they flew with Luftwaffe and were subsequently lost. On 28 July 1945 a third example flew, used with a fourth (still unfinished at the end of the war) with the Aeronautica Militare. One was taken by RAF.[citation needed] The service with A.M. started after April 1946. Alitalia bought six examples, in service since 1947. LATI bought 3 examples in 1949. Lastly, four SM.95s were bought by SAIDE. They were used in a Cairo-Rome-Paris route. The only military costumer was AMI, that had five of them.

The interest for a military use was confirmed with a very daring mission: the bombing of New York. In the pre-war years, the S.M.75 obtained a record of 12,935 km (July 1939), there were several long-range missions both with S.M.82 and the S.M.75, while for S operation it was considered the enormous 4-engined Z.511, an all metallic floatplane. It had, however, some shortcomings: basically it needed to be refuelled by a submarine in the middle of the ocean. Although it was able to operate with bad sea condition (up to 5-force), this was not a very good idea, especially in the last year of war. So, it was proposed that a long-range version of this aircraft, the SM.95 GA (with a range of over 11,000 km/6,840 mi) could be used to mount a bombing raid on New York City launched from Western France, but the presence of many Italian-Americans in the city meant that Mussolini would only authorize the dropping of propaganda pamphlets. It was reported that the fuel load was raised to 23,800 kg, for a total of 39,3 tons. The mission, with a 500 kg (1,100 lb) load, was still on preparation when Italy signed the Armistice in September 1943.

 

[Gnomey]

Good stuff Gekho!

 

[gekho]

The Fiat G.212 was an Italian three-engine airliner of the 1940s. An enlarged development of Fiat's earlier G.12 transport, it was used in small numbers in commercial service and by the Aeronautica Militare. The first prototype of the G.212, the G.212CA military transport, flew on 19 January 1947. While very similar in configuration to the G.12, i.e. a low-wing all-metal cantilever monoplane with a retractable tailwheel undercarriage, the G.212 was longer, had a bigger wing and a wider fuselage. It was powered by three 642 kW (860 hp) Alfa Romeo 128 radial engines. This was followed by two versions intended for civil use, the G.212CP airliner, with accommodation for 34 passengers, and the G.212TP freighter, both using the more powerful Pratt Whitney R-1830 Twin Wasp engines.

The G.212CP entered service with Avio Linee Italiane, who ordered six, in 1947, being operated on routes within Europe. On 4 May 1949, a chartered Avio Linee Italiane G.212, carrying the Torino football first team squad back home from a match in Lisbon, crashed into a hill at Superga, near Turin, killing all 31 aboard, including 18 players. New G.212s were also purchased by the Egyptian airline SAIDE, who received three aircraft in 1948, and the French airline Cie Air Transport. Four of the Avio Linee Italiane aircraft were sold to Ali Flotte Riunite, one of which was sold again to the Kuwaiti airline Arabian Desert Airlines. As well as the G.212CA prototype, the Aeronautica Militare acquired six G.212CPs, two of which were converted to flying classrooms for training purposes as G.212AV (Aulo Volante). One of these aircraft is preserved at the Italian Air Force Museum at Vigna di Valle, near Rome.

I already know that it´s not a WWII aircraft, but who cares? It´s the natural heir of the G.12 and a very beautiful plane. For me is enough.

 

[gekho]

The Caproni Ca.133 was a three-engine transport/bomber aircraft used by the Italian Regia Aeronautica from the Second Italo-Abyssinian War until World War II. Originally developed as a civilian airliner and successor to the Ca.101, the Ca.133 prototype first flew in December 1934, and production began in 1935. The military versions of the aircraft were used as transports and light bombers and saw action on all fronts.

Designed by ingegnere Rodolfo Verduzio, the Caproni 133 was aerodinamically and structurally an improved Ca.101. Like its predecessor, the Ca.101, was a robust and inexpensive aircraft, designed to be easily maintained in difficult conditions and economical to operate. It had a welded steel-tube structure, mixed construction, with metal and fabric covering, main wheel spats, flaps and modified tail surfaces. The wing was mounted high, roughly elliptical, and made of wood and steel. The undercarriage was spatted and fixed. The aircraft was powered by three engines, one in the nose, and one under each wing mounted in faired nacelles, with NACA cowlings, supported by steel tubes. The civil version could accommodate up to 16 passengers. It was used by Ala Littoria. The military version was widely used by Regia Aeronautica, mostly in Italian East Africa. As a bomber it incorporated two small internal bomb bays where it could hold up to 500 kg (1,100 lb). Larger ordnance could be mounted externally. It was armed with four machine-guns, 7.7 mm (.303 in) Vickers machine guns, one dorsal, one ventral, and two lateral. Bomber aircraft operated as military transport, redesignated Ca 133T, had the interior modified to accommodate 18 fully equipped soldiers.

The Ca.133 was used mostly as a light transport aircraft in mainland Italy, supporting fighter and bomber squadrons by carrying supplies, personnel and spare parts. In East Africa, in the first days of combat, it was still used as bomber and attack aircraft. On 12 June 1940, in the south region, three Ca.133s of 66a Squadriglia from Yavello attacked an Allied column of half a dozen trucks and 200 men. Ca.133s of 65a Squadriglia, from Neghelli, attacked the Allied positions around Moyale on two occasions, each time with three aircraft. That night,ten Caproni Ca.133s bombed the port of Aden and Khormaksar airfield, already attacked, during daylight hours, by seven SM.81s of 29° Gruppo. Three others Caproni attacked Cassala airfield in the Sudan. It was also used as an air ambulance in the Ca.133S (Sanitary) variant. Over 250 Ca.133s were in service in September 1939, when the war broke out. Some survived until the Armistice in 1943. A handful were retained for civilian service with the airline Ala Littoria. Some were exported to Austria. The last Ca.133 was phased out by the Aeronautica Militare in 1947, and the last Ca.148 flew until 1956 with the Italian Aeroclub.

The second picture was taken during the second Italo-Abyssinian War.

 

[Wayne Little]

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