[spoiler] what the Italian tech tree could look like

Started by J311yfish, Oct 03 2014 09:09 AM

Italy Fiat Macchi Reggiane Savoia-Marchetti Breda IMAM Caproni CANSA CRDA

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J311yfish #1 Posted 03 October 2014 - 09:09 AM

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Aircraft Details (scroll down)	Alternates II-IV / Alternates V-IX	Foreign / Captured	Production locations / Quantities	Campini	Placeholder
Designers / Designs	Airfoils / Engines / Climb Rates	Armament	Operational locations / Timelines	Bombers	Transports

work in progress

Accountability (tiers approx):

Tier	FIAT CMASA / CANSA	Macchi Aeromacchi	Caproni Reggiane / Bergamasca / Vizzola	SAI-Ambrosini Ambrosini	Breda IMAM / Aerfer	Savoia-Marchetti SIAI-Marchetti	foreign
I	CR.20 (09/1926) [~700]	~~M.26 (1924)^FP [2]~~			Ro.30 (1932)
II	CR.30 (1932) CR.32 (04/1933) [~1300]	~~M.41 (1927)^FP [1]~~ ~~M.41bis (1929)^FP [41]~~ ~~M.71 (1930)^FP [~12]~~	Ca.114 (1933) [36] A.P.1 (1934+)		Ro.37 (1934+) [294] ~~Ro.43 (11/1934)^FP[200+]~~ ~~Ro.44 (10/1936)^FP [35]~~ Ba.64 (1934) [42]
III	CR.33 (1935) CR.40 (03/1934) [2] CR.41 (03/1935) CR.42 (05/1938) [~1800]		Ca.165 (1938) [1] Ca.310 Ca.335 (02/1939) [1]		Ro.41 (06/1934) [753] Ba.27 (1933) [14] Ba.27M (06/1934) Ba.65 (09/1935) [218] Ro.51 (1937) [2]	~~SM.85 (12/1936)² [34]~~ SM.86 (04/1939)²[1]
IV	G.50 (02/1937) [791] CR.25 (07/1937)² [40+]		Re.2000 (1938) F.5 (02/1939) [13] Ca.314 (1940)²		Ba.75 (1939) [1] Ba.88 (10/1936)² [149]	SM.88 (1939)²[1]	Martin Baltimore
V	FC.20 (1941)² [~6] G.50V (08/1942)	C.200 (1937) [1153]	Re.2001 (07/1940) [237] F.4 (07/1940) [1] Ca.331B (1942)² [3] Ca.355 (01/1941) [1]	S.S.4 (03/1939) [1]	Ro.57 (1939)² [50+] Ro.57bis (1939)²
VI	G.51 (__/19__)	C.202 (08/1940) [1100+]	F.6M (1941) [1] F.6Z (1943) [1] F.7 (____) [_]	SAI.207 (1941) [14] SAI.403 (1943) [1] C.202	Ba.201 (07/1941) [2] Ro.58 (05/1942)² [1] C.202	SM.89 (1941)²	Bell P-39Q-20 Spitfire V
VII	G.55 (04/1942) [274+75]	C.205 (04/1942) [262]	Piaggio P.119 (12/1942) Ca.380 (__/19__)²	C.205	Ro.67 (03/1940+)³ [~2] BZ.303/304 C.205	SM.91 (03/1943)² [2] SM.92 (10/1943)² [1] SM.93 (01/1944) [1]	Spitfire IX Republic P-47 North American P-51 Bf 109G
VIII	G.56 (03/1944) G.59 (1948) G.61 (19__)	C.206/C.207	Re.2005 (05/1942) [48] Re.2006 [~1] Re.2005 R Re.2005 SF Ca.183bis				Me 262 [see notes] Me 163 [see notes] DH Vampire (Goblin) DH Vampire NF.54
IX	G.82 (05/1954) [10]	MB.324 MB-326 (12/1957) [~800]			Sagittario 2 (05/1956) [2]	SM.10X (project)	DH Venom (Ghost)
X	G.91 (1956+) [770]	MB.327 (1954)			Ariete (03/1958) [~2] Leone (rocket aux) [~1]	SM.133 (project)	Republic F-84F Republic F-84G North American F-86D/F/K Canadair Sabre Mk.4 (08/1950)

Key: (first flight date) [production total]. 2 = twin-engine. FP = floatplane. Sergio Steffanuti / ANR (1943+) / CBAF (1943+) / Aeronautica Militare (1948+)

FIGHTERS / MULTIROLE / HEAVY / ATTACK

Notes:

-- Ghedi and Villafranca airfields were modified to accept the Me 262 (to be flown by ANR), but collapse of the Italian front prevented implementation (D'Amico)

-- some ANR pilots began training for the Me 163 Komet (at Holzkirchen, Germany) but the course was not completed due to poor weather and advancing Russians (D'Amico)

-- 3 Arado Ar 234's deployed to Campoformido from March until the end of the war (D'Amico)

-- see also Junkers Ju 87

others

Umbra T.18 (04/1939) [1]

Umbra MB.902 (prototype destroyed) -- twin-engine contra-rotating props

Omitted:

Sources:

Further Refinement:

Older versions:

Edited by J311yfish, 25 December 2018 - 02:33 AM.

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J311yfish #2 Posted 03 October 2014 - 09:10 AM

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Example (first flight date MM/YYYY)

Tier I

Fiat CR.20 (09/1926) -- Celestino Rosatelli -- 541 built -- [ref: NiD-62 (01/1928)] -- delivered 1927-1933

Production	Airframe	Engine	Speed	Armament	Weights
88 (1927-1929) 19 15 to Lithuania (FF 09/1926)	CR.20	FIAT A.20 400hp water-cooled 317.5 kg	280 km/h @ SL 272 km/h @ 2000m 240 km/h @ 6000m	2x Vickers (S) and 2x Darne (F)	943kg empty 1397kg loaded
211 (1930-1932) 5 to Paraguay 30 to Austria 12 to Hungary	CR.20bis	FIAT A.20 A.Q. 410hp	259 km/h @ ____m		968kg empty 1387kg loaded
____ (1929+)	CR.20 A.Q.	FIAT A.25 A.Q. 425hp			978kg empty 1397kg loaded
100+104 (1932-1933)	CR.Asso	Isotta-Fraschini Asso Caccia 450hp air-cooled 315.2 kg	249 km/h @ ____m		1065kg empty 1484kg loaded

Data: Thompson; Sharpe; Flight Magazine; Green; Wikipedia (unverified)

-- "Parallelling the Rosatelli bombers was a famous series of fighter aircraft, mostly biplanes, by the same designer; these were designated by the letters CR (Caccia Rosatelli). Dating back to the CR prototype and CR.1 production machines of 1923, the series included the CR.10 of 1924 and the CR.2 of 1928. The first really notable production machine was the CR.20, flown for the first time in 1926. Powered by a FIAT A.20 400hp twelve-cylinder water-cooled vee engines, over 180 CR.20 single-seaters were built for the Regia Aeronautica, forming the basis of Italian fighter strength during the late 1920's and early 1930's." (Thompson, 143)

-- "Overall production of the CR.20 series for the Regia Aeronautica totaled 541 aircraft." (Green, 205)

CR.1

-- wood and fabric construction; inverted sesquiplane wing configuration; Hispano-Suiza V8 engine; 2x7.7mm (S); evaluated against SIAI S.52; 240 total produced by Fiat, OFM of Napoli, SIAI; service beginning 1925. (Wikipedia)

CR.20

-- "The CR.20 was of metal construction with fabric covering, except for the duralumin-sheet forward fuselage, and featured four machine guns, two Vickers guns in the cowl and two light Darne guns mounted in the fuselage sides. The upper wing was of greater span than the lower, reversing the arrangement of the original CR, and featured the customary Warren wing bracing." (Thompson, 143)

-- "Tested officially at Montecelio in later September 1926, the CR.20 was flown by pilot Bottala with great verve, demonstrating loops, rolls, spins, and Immelman turns easily, and recording maximum speeds of 174mph [280 km/h] at sea level, 169 mph @ 6560 ft [272 km/h @ 2000m], and 149 mph @ 19,680 ft [240 km/h @ 6000m]. Landing speed was 56 mph [90 km/h]. The CR.20 climbed to 16400 ft [5000m] in 18:40. Service ceiling was 26,200 ft [7986m] and endurance 2hrs 30min." (Thompson, 143)

-- "The CR.20 was highly maneuverable and was ordered into production for the Regia Aeronautica, 88 of the initial model being built by Aeronautica d'Italia during 1927-1929, and 19 being built by CMASA. 15 CR.20s were exported to Lithuania." (Green, 205)

-- "The first [Celestino] Rosatelli-designed fighter of all-metal construction, the CR.20 reversed the wing arrangement employed by earlier fighters in the series in that the upper plane featured a greater span than the lower." (Green, 205)

-- Max speed 270 km/h; 13.62min to 5,000m; endurance 3.0 hrs; empty 980 kg; loaded 1,400 kg; span 9.80m; length 6.70m; height 2.75m; wing area 25.65m². (Green, 205)

CR.20bis and CR.20 A.Q.

-- "In 1929 the CR.20bis was flown for the first time. Featuring a slightly reduced wing area (274.3 sq ft) and minor refinements, it weight 2134 lb empty and 3058 lb loaded. Ceiling was increased to 27880 ft [8500m], although maximum speed was just 161 mph [259 km/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 FIAT A.25 A.Q. 425hp twelve-cylinder vee engine [A.Q. = "Alta Quota" = high output]. Its performance matched that of the CR.20bis, although the A.Q. model was heavier at 2156 lb empty and 3080 lb loaded." (Thompson, 145-147)

-- "[C.20bis] had a slightly reduced wing area (by 1.61 sq ft/0.15m²) and a split-type axle in place of the cross axle." (Green, 205)

-- "Simultaneously, a version of the CR.20bis was produced with [Fiat A20AQ 425hp] as the CR.20AQ, this offering an improved service ceiling, but reduced endurance. Aeronautica d'Italia built 211 CR.20bis and CR.20AQ fighters during 1930-1932. 5 CR.20bis fighters were exported to Paraguay, Austria received 30 CR.20bis fighters (2 others crashing during delivery) and 4 CR.20B 2-seaters, and 12 CR.20bis fighters and 4 CR.20Bs were delivered to Hungary." (Green, 205)

CR.20 Asso

-- "The ultimate version .. the the so-called CR.'Asso', a CR.20bis airframe fitted with a [Isotta-Fraschini-420 Caccia 450hp] engine … appeared in 1932, production comprising 104 from Aeronautica Macchi and 100 from CMASA during 1932-1933." (Green, 205)

-- "Built in series by C.M.A.S.A. in 1932, the CR.Asso was essentially a standard CR.20 fitted with a Isotta-Fraschini Asso Caccia 450hp water-cooled engine. In spite of the increased power, the CR.Asso, which weighed 2347 lb empty and 3271 lb loaded [1065 kg empty and 1484 kg loaded], had a maximum speed of only 155 mph [249 km/h] and a ceiling of only 16400 ft [5000m]." (Thompson, 147)

-- [Note: reduction in ceiling presumably due to loss of air density as a cooling medium for the air-cooled engine]

"...the CR.20 Asso had an Issota Fraschini powerplant in a special cowling [because now air-cooled in-line engine] and larger horizontal stabilizer. Numbers were bought by Austria, Hungary, Lithuania, Paraguay, Poland and the Soviet Union. After the Anschluss with Austria in 1938 a number of aircraft were repainted in Luftwaffe colours and briefly saw service as trainers." (Sharpe, 179)

-- "A number of FIAT CR.20 single-seat fighters were supplied to Austria in 1936. These aircraft became a part of the Luftwaffe on [03/13/1938], when Austria was absorbed by the Third Reich." (Thompson, 147)

-- "The CR.20 took part in the Italian conquest of Libya and Abyssinia as a ground attack aircraft. By late 1930's the type had been relegated to training units." (Sharpe, 178)

CR.20B (trainer)

-- also adapted to trainer as CR.20B (B = "Biposto" = two-seater) in 1927 and seaplane beginning 1928. (Thompson, 143)

CR.20 Idro (seaplane)

-- "46 examples of a twin-float seaplane variant was built by Macchi and CMASA as the CR.20 Idro." (Sharpe, 178)

-- "... evolved in 1928 … (sometimes known as the ICR.20). The single prototype was followed by 16 series aircraft that were built by Aeronautica Macchi … essentially similar to the initial production land-based model with a [Fiat A 20 410hp] engine and was fitted with light metal floats. Armament remained [2x7.7mm]." (Green, 205)

-- Max speed 254 km/h; 19.6 min to 5,000m; endurance 2.75 hrs; empty 1100kg; loaded 1520kg; span 9.80m; length 7.06m; height 3.09m; wing area 25.65m². (Green, 205)

Fiat A-20 engine:

-- "After [WWI], the company [Fiat] pursued a very intensive research program, which finally settled, under the powerful impulse of the Fascist Government, on 3 models -- the 410hp A.20 model, the 550hp A.22 model, and the 970hp A.25 model -- all of the 12-cylinder Vee type." (Jane's 1938, 68d)

-- "Official Government (Italian) tests, which comprised 75 hours consecutive running at full power, were recently accomplished by a new aviation engine built by the Fiat Company, of Turin, with results which were satisfactory in every way, and which have maintained the good name always associated with this well-known Italian House. // This new engine, the Fiat A-20, which is a twelve-cylinder V-type engine with a direct-driven propeller, met all the preliminary requirements of the Italian Government test and considerably exceeded those requirements in the matter of weight, power output and fuel and oil economy. It was stipulated that the engine should develop 400 hp at 2,200 revolutions, with a weight not exceeding 340 kg (749 lbs), water included. In its preliminary tests the Fiat developed 430 hp at 2,002 revolutions, and its weight was 320 kg, including water, propeller boss and the starting device. // Under fuel consumption tests very satisfactory results were obtained, the petrol consumption being 220 grams per horsepower-hour at an engine speed of 1,800 to 2,200 revolutions, and the oil consumption being 10 grams per horsepower-hour. During the 75 hours' continuous test, when 370 hp had to be maintained at 2,060 revolutions, the average petrol consumption was 205 grams per horsepower-hour, and the oil consumption did not exceed 10 grams. // As the result of these trials the Fiat A-20 has been accepted with an international horsepower of 410 hp at 2,060 revolutions. By reason of its high horsepower and its low total weight, combined with its very low petrol consumption, it makes possible a flying range not hitherto attainable with big-powered commercial engines. // Other types of engines for use on airliners and long distance reconnoitering machines are now under construction at the Fiat works, thus proving that Italian vitality in aviation is just as great as in other branches of that nation's activities. // ... the Fiat A-20 is extremely clean in outward design. The valve operating gear, camshaft, etc., for each bank of cylinders are enclosed in a single casing. Two carburetors are provided, located between the cylinder banks, one at each end, and each supplying three cylinders on each bank. // Two magnetos, together with the camshaft drive, are located at the rear end of the engine, the water pump being mounted below the crankcase at the same end. Each cylinder is provided with two sparking plugs, one on the inner side and one on the outer. // The bore and stroke of the cylinders are 115 mm and 150 mm respectively. The overall length of the engine is 1,645 mm (5' 5"); the width 645 mm (2' 1.4"); and the height 845 mm (2' 9.3"). The weight of the engine complete and ready for starting is 317.5 kg (700 lb)." (Flight Magazine, 05/06/1926)

-- In 1930 the CR.20 was displayed at the Milan Aero Show with a Fiat A.20 430hp engine. (Flight Magazine 05/09/1930)

Isotta Fraschini Asso Caccia engine:

-- "The Asso Caccia, air-cooled 12-cylinder V-type engine, is of great interest, especially as there is only one other engine in the [Milan] Show, the A.D.C. Airsix, which has more than four air-cooled cylinders in line. As in the case of the Airsix, a special form of cowling has been designed to ensure that an adequate cooling draught is directed around the cylinders. // This engine develops a normal output of 420 bhp at 2,250rpm, and 450 bhp at the same speed on full load, the airscrew being directly driven. The bore and stroke are 125mm and 140mm, respectively, the compression ratio being 5.4:1. The general arrangement of the engine, excluding the cylinders, is similar to that of the water-cooled types, the crankcase, the arrangement of the auxiliary drives and carburetors being the same. The cylinders are of steel throughout, having integral heads, but the latter are bolted to a common valve gear housing, in which the inlet and exhaust passages are cast integral. This housing totally encloses the valves, and is therefore bolted in direct contact with the heads and performs, in effect, the functions of the usually more extensive 'poutice'-type of head. This form of construction provides an interesting contrast to that of the Airsix, in which the valve gear is mounted as high above the heads as possible, to provide ample space for the cooling draught over the tops of the combustion chambers. In the case of the Asso Caccia, a certain amount of cooling is presumably effected by the oil circulating in the valve casing. The actual arrangement of the valves and their operating gear is the same as in the water-cooled types. The weight of this engine is 695 lb [315.2 kg]." (Flight Magazine 07/25/1929, p.775-776)

-- "Air-cooled engines [displayed at 12th Aero Engine Show in Paris], with few exceptions, were of the radial type, the single row of cylinders being used for small and medium horsepowers, and the double row for the larger horsepowers. Two exceptions were the Asso 80 R 6-cylinder in-line engine developing 100hp and the 12-cylinder Asso Caccia V-type developing 450hp, both made by Isotta Fraschini, who also make excellent water-cooled engines. The cooling air in the latter engine enters between the Vee of the cylinder blocks, and is divided and directed by baggles to pass across each cylinder. This engine is not a new type, but as far as is known has not been put into series production. The difficulties of adequately cooling the large cylinders of these engines by an air stream collected over a relatively small area are very considerable, and it would seem necessary to provide a greater flow of air by fan or other means. The air-cooled vee engine of 400-500hp is attractive in that low frontal resistance would be obtained in addition to the elimination of the water-cooling system, but as forced or induced air cooling would appear to be necessary, much of the simplicity of the system would unfortunately be lost." (Flight Magazine 01/30/1931, p.96d)

-- [Note: this switch from liquid-cooled to air-cooled V's is repeated again later due to the shortage of Daimler-Benz engines; SAI.403 was ordered into mass production with Isotta Fraschini Delta inverted-V air-cooled engine]

Fiat CR.30 (03/1932) -- Celestino Rosatelli -- 121 built -- further developed as CR.32 and CR.40 -- [ref: Ar 65 (1932), MS.225 (1932)] -- delivered 1933-1934

Production

Airframe

Engine

Speed

Armament

Weight

121 (1933-1934)

(FF 03/1926)

CR.30

Fiat A.30 RA 600hp

351 km/h @ 3000m

349 km/h

322 km/h @ SL

2x12.7mm

2x7.7mm

empty 1,345kg

loaded 1,895kg

Data: Thompson, 147 / Green, 205

Specifications (Flight Magazine)

Notes:

-- "The CR.30 was designed around the [Fiat A30 RA 590hp] and the 1st of 3 prototypes was flown in [03/1932], 2 of the prototypes winning the Dal Molin Cup at Zürich during the following July [07/1932]. A fabric-covered, all-metal biplane with an armament of [2x12.7mm] which were sometimes replaced by 7.7mm weapons, the CR.30 was manufactured by Aeronautica d'Italia during 1933-1934, production of the single-seat model totaling 121 aircraft of which 3 were delivered to Austria. The 3rd prototype was converted as a CR.30B 2-seat trainer, and 3 more examples were converted from single-seaters for supply to Austria. 2 CR.30s were converted by CMASA as ICR.30 floatplanes, flight testing being undertaken in 1934 and development subsequently being abandoned." (Green, 205)

-- Max speed 322 km/h @ SL; 351 km/h @ 3000m; 5.67min to 3,000m; endurance 2.75 hrs; empty 1,345kg; loaded 1,895kg; span 10.50m; length 7.88m; height 2.78m; wing area 27.05m². (Green, 205)

-- "A completely redesigned biplane fighter appeared in 1932, designated CR.30 and powered by [Fiat A.30 R.A. 600hp] 12-cylinder water-cooled vee engine. Spinner, wheel spats, fully cowled engine, and rounded wing tips and tail surfaces contributed to a greatly modernized appearance, with performance to match. Maximum speed was 217 mph [349 km/h], landing speed was 65 mph [105 km/h], ceiling 28,536' [8698m], and endurance 2:30 ... climbed to 6560 ft [2000m] in 2:40 and to 19680 ft [6000m] in 12:30." (Thompson, 147)

-- "The CR.30 was placed in quantity production and became standard equipment of the Regia Aeronautica fighter units, along with the smaller, lighter, and faster CR.32 that appeared the following year. Armament was [2x12.7mm Breda-SAFAT] machine guns mounted in the cowl. Additional variants of the CR.30 were the CR.30B (Biposto) two-seat fighter trainer [several built 1932], and the CR.30 idro [few built 1934] ... Standard CR.30 fighters were supplied in limited numbers to Austria, China, and Paraguay during the period 1934-1936. As in the case of the CR.20, those supplied to Austria were later taken over by the Luftwaffe." (Thompson, 148)

-- As of 06/19/1933, Germany was to acquire 36 CR.30's and 36 Arado Ar 65's to form two fighter wings. The purchase was not completed. (Kosin, 125)

Technical description

-- "Several very interesting Italian fighting aircraft have been developed during the past year [1933-1934] for the re-equipment of the Italian Regia Aeronautica. The Fiat firm in particular has been very busy, and the Fiat CR.30 single-seater fighter (or 'Aeroplano da Caccia') has been ordered in large quantities. The type has been further developed into the types CR.32 and CR.40. Both are similar in general design to the prototype, but the CR.32 has an adjustable-pitch airscrew and other refinements, and the CR.40 has an air-cooled engine in place of the 600hp Fiat water-cooled engine in the CR.30. Details of these two types, unfortunately, are not available [1934]. The CR.30 was converted into a two-seater, and in this form won the Bibesco Military Trophy with a speed of 189.9 mph over a distance of 715 miles." (Flight Magazine 03/22/1934)

-- "The Fiat CR.30 machine is an all-metal single-seater fighter biplane with several interesting features. Perhaps the most notable, to English eyes, is the Warren truss interplane bracing. The top plane is in two sections and is larger than the lower plane in both span and chord. Drawn duralumin tubes of rectangular section are used for the wing spars, the walls of which are lightened with triangular holes. // The lattice ribs are of square-section duralumin tubes; duralumin is also used for the aileron framework, which consists of two spars with lattice ribs of square tube. // The fuselage is a rectangular structure with four longerons of round duralumin tubes connected by a system of triangles, also of duralumin tubes. The fuselage and spar joints are machined from solid steel. The secondary structure is made entirely of duralumin and consists of a set of 'U'-section stringers kept in place by means of false bulkheads, or fuselage panels, made from bent metal sheeting suitably lightened. Fabric and duralumin sheeting are used for the covering. The fabric-covered tail surfaces are of duralumin with lattice ribs of square-section tubes. Both rudder and elevator are aerodynamically balanced, and the joints and hinges are fitted with ball bearings. The split-axle type undercarriage is of steel tubes with the upper ends of the oleo legs attached to the top longerons. Hydraulic wheel brakes are fitted to the wheels, which are enclosed in streamline fairings. A tail wheel with a special centralizing device is used. // A Fiat A.30R water-cooled engine is fitted. The normal output of this engine is given as 600 bhp at 2,600 rpm, but actually it can develop a maximum power of 850 bhp at 2,900 rpm. A compression ratio of 8 to 1 is employed, and the reduction gear ratio is .611 to 1. According to the manufacturers, the dry weight of the engine (without airscrew hub, fuel pump and starting apparatus) is 959 lb [435 kg]. A water radiator fitted with controllable shutters is located under the engine with the cooling opening close behind the fuselage which may be dropped during flight, and a gravity tank in the top plane. The total petrol capacity of these two tanks is 82 gallons. A 7-gallon oil tank is located near the reduction gears and an oil cooler made from rectangular tubes acts as a cowl to the water radiator. // The armament is interesting in that it consists of [2x0.5" Vickers (S)] instead of the more usual rifle caliber. The guns are independently controlled and are located in the top cowling, where their breeches are accessible to the pilot. A camera gun may be fitted on the starboard plane near the fuselage. An item of equipment unusual in single-seater fighters is an O.M.I. camera using 5" x 7" films with an automatic exposure setting. Thus the machine may be used for high-speed reconnaissance missions. // The pilot's cockpit is built in such a manner to allow a Salvator parachute, which is fixed to the pilot's shoulders like a knapsack, to act as a padding for the cockpit. A silk cable fixed to the fuselage by means of a snap hook opens the parachute automatically. The pilot may also open the parachute after he has jumped. Other equipment includes oxygen apparatus, a 'Knock-Out' type fire extinguisher and electrical lighting and heating equipment. // At the International Meeting at Zurich in 1932, the CR.30 won the Dal Molin Trophy." (Flight Magazine 03/22/1934)

Edited by J311yfish, 26 October 2018 - 03:02 PM.

Main tech tree projects: JAPAN • UNITED KINGDOM • UNITED STATES • GERMANY • USSR // aircraft to China

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J311yfish #3 Posted 03 October 2014 - 09:10 AM

Second Lieutenant

Member
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[343]
Member since:
12-13-2013

Tier II

Fiat CR.32 (04/1933) -- [1003 built] -- reference: He 51 (II), I-15 (II), Ki-10 (II) -- Celestino Rosatelli -- delivered 1935+

Production	Airframe	Engine	Speed	Armament	Bombs
(1932)	CR.30	Fiat A.30 600hp	350 km/h	2x7.7mm Breda-SAFAT (S) or III 2x12.7mm Breda-SAFAT (s)
1 (FF 04/1933) 282 (03/1934-02/1936) (24 sent to China)	CR.32	Fiat A.30 R.A. bis 600hp	340 km/h @ SL 337 km/h @ 1000m 375 km/h @ 3000m 352 km/h @ 5000m	III 2x12.7mm Breda-SAFAT (S)
283 (04/1936-07/1937) (52 to Hungary) (45 to Austria)	CR.32bis	Fiat RA.30 R.A. bis 800hp	330 km/h @ SL ___km/h @ 1000m 350 km/h @ 3000m 329 km/h @ 5000m	2x12.7mm Breda-SAFAT (s) and 2x7.7mm Breda-SAFAT (W)	2x 50kg (F) or 1x 100kg (F)
150 (07/1937-12/1937)	CR.32ter		329 km/h @ SL 328 km/h @ 1000m 351 km/h @ 3000m 343 km/h @ 5000m	2x12.7mm Breda-SAFAT (S) and 2x7.7mm Breda-SAFAT (W)
287 (01/1938-12/1938) (9 to Venezuela) (5 to Paraguay)	CR.32quater		338 km/h @ SL 337 km/h @ 1000m 356 km/h @ 3000m 340 km/h @ 5000m	III 2x12.7mm Breda-SAFAT (s)

Data: Thompson Green Gunston. Apostolo.

Notes:

-- "Indisputably one of the truly outstanding fighters of the mid 'thirties..." (Green, 51)

-- "...the most important biplane fighter of the 1930's, certainly in terms of the number built (171) and arguably because of its influence on the Spanish Civil War ... designed by Chief Engineer [Celestino] Rosatelli ... bearing many of his hallmarks, such as W-form interplane bracing ... the CR.32 ... formed the backbone of the Regia Aeronautica fighter force in 1935-1940 ... used extensively in Spain ... In [06/1940], 324 were still in front-line service, despite being hopelessly outclassed by the new monoplanes." (Sharpe, 180)

-- first flight 04/28/1933; test pilot Brach Papa. (Apostolo, 4)

-- "...nimble ... compact, robust and highly maneuverable ... " (Gunston, 86)

-- "Of fabric-covered light alloy and steel construction and utilizing the distinctive rigid interplane strutting arranged in the form of Warren trusses and inherited from the S.V.A. fighter of 1917, the Fiat CR.32 offered superlative maneuverability and extremely good diving characteristics. It excelled in the close-in, tight-maneuvering, high-g style of combat, being a dogfighter par excellence, and when opposed by fighters armed with rifle-caliber machine guns, the longer-ranging 12.7mm weapons of the CR.32 endowed the Italian warplane with an advantage. Perhaps its most outstanding virtue was its remarkable robustness, enabling it to withstand the roughest usage and absorb a high degree of battle damage yet remain airborne." (Green, 51)

-- First flight [04/28/1933]; initial batch of 24 exported to China where it made its combat debut. (Green, 51)

-- "Probably the most successful fighter design of the 1930's was the FIAT CR.32. A refinement of the CR.30 [see data in table above or CR.30 under Alternates], the CR.32, employing the A.30 R.A. bis 600hp engine, flew for the first time in 1933 and was still in limited service ten years later, having fought in both the Spanish Civil War and the Second World War. In addition, the the CR.32 had been exported to the Air Forces of Austria [ultimately absorbed by the Luftwaffe], China, Hungary, Paraguay, and Venezuela. More compact than its predecessor, the CR.32 was difficult to distinguish visually, the major external changes being confined to a reduction in span, a more graceful fin, and a lengthened tailwheel fairing. In spite of the slight visibile changes the newer fighter was faster and more maneuverable, due in part to the decreased empty and loaded weights, 2915 lb and 4070 lb respectively. The CR.32 was almost certainly the most maneuverable fighter ever built, becoming the firm favorite of Italian pursuit pilots." (Thompson, 148-149)

-- "... As with the CR.30, armament consisted of two 12.7mm Breda-SAFAT machine guns mounted in the cowl. Maximum speed was 233 mph [375 km/h], ceiling 28,864 ft, and endurance 2 hrs." (Thompson, 149)

-- Dunning claims total built 1053. (Dunning, 220)

CR.32bis

-- "In 1935, after some 350 CR.32 fighters had been built, a modification designated CR.32bis appeared. The two 12.7mm machine guns were supplemented by two 7.7mm guns mounted in the lower wings, and one 220 lb bomb or two 110 lb bombs [2x50kg or 1x100kg] could be carried on a rack below the fuselage. Heavier and slower, the CR.32bis, with greater armament and an increased endurance, was nevertheless a more effective fighting machine ... More than 300 CR.32bis fighters were built." (Thompson, 149)

-- "The type was sent to Spain in 1936 with the Squadriglia "La Cucaracha" of the Aviazione Legionaria, proving more than a match for the Republican biplanes it met in combat; although the newer Polikarpov I-16 Type 6 and Type 10 monoplanes were faster by some 60 mph and had a superior rate of climb, the CR.32's usually overwhelmed the Russians in classic dogfighting combat. While this success no doubt elated the Italian pilots, it was in the long run to prove unfortunate for Italy, hindering the development of faster, more heavily armed monoplane fighters that were to be required in the Second World War. This can be seen in the fact that by 1940 the CR.32 still comprised more than one quarter of the fighter strength of the Regia Aeronautica, all the biplane types (CR.32, CR.42, Ro 44) accounting for more than one half of the total strength and almost two thirds of the serviceable machines." (Thompson, 149)

-- "On [06/10/1940], the Regia Aeronautica possessed 294 CR.32's of all variants, of which 177 were serviceable. These equipped [all squadrons listed]." (Thompson, 149-151)

-- "In comparison with monoplane fighters, the biplanes, which, as will be gathered from our tables, are comparatively light loaded, are considerably slower. High interference and parasitic drag is practically unavoidable in their design. Nevertheless, it was found in Spain that the Fiat CR.32's, despite their struts and unsupercharged engines, could, under suitable conditions, quickly pick up enough speed in a dive to engage monoplanes capable of much higher speeds than themselves in level flight. // Maneuverability of the biplane is generally superior to that of the monoplane, and take-off and rate of climb also are frequently better, but machines of the type would have great difficulty in catching a modern monoplane bomber, and accordingly have come to be regarded as 'dogfighters' rather than 'chasers'"" (Flight Magazine 03/14/1940)

-- "Very maneuverable and strong ... Fiat A.30 RA ... 600hp @ 9,800' ... Top speed 235-240 mph ... climb to 19,650' 11min; service ceiling 26,200'." (Flight Magazine 06/13/1940)

CR.32ter and CR.32quater

-- "The CR.32ter and quater models which had been introduced in 1936 embodied minor modifications aimed at weight reduction, and featured a somewhat improved performance. The CR.32ter, of which some 100 machines were built, had a maximum speed of 218 mph [351 km/h], a ceiling of 26,110 ft, and a range of 481 miles ... The CR.32quater reverted to the original two 12.7mm machine guns, and was the lightest model since the original, [weights, specs] ... About 450 CR.32quater fighters were built." (Thompson, 151)

-- "Total Fiat output amounted to atleast 1,212, the final 500 being mainly four-gun 32bis fighter-bombers and a few 32ter and 32quater versions with small modifications ... finally used for night tactical operations in Greece, Eritrea and Libya." (Gunston, 86)

Licensed production

-- "In 1938 Hispano Aviacion obtained the Spanish manufacturing license for the CR.32quater, which was built in Spain as the HA-132-L Chirri. The type served as the standard fighter for the Ejercito del Aire, the Spanish air arm, during the 1940's, being designated C.1. Chirris were still active as aerobatic trainers as late as 1954, and one FIAT-built example was still flying in Italy two years later, being shown at the Flumicino display of 1956." (Thompson, 151)

Fiat A.30RA engine:

Cylinders:

-- Bore: 135mm

-- Stroke: 140mm

Compression Ratio: 8/1

Reduction Gear Ratio: 1.611/1

Dimensions:

-- Length: 1.751m

-- Width: 0.653m

-- Hieght:0.935m

Weight (dry): 480kg (1060 lbs)

Performance:

-- 800 bhp @ 2900 rpm @ takeoff

-- 600 bhp @ 2600 rpm @ SL normal output

-- 550 hp @ 2750rpm @ 3000m

(Data: Jane's 1938, 69d)

-- "... the A.30 [engine] ... used in the CR.32 fighter maintains its power up to nearly 10,000 ft [3048 m] not through supercharging but by use of an 8:1 compression ratio." (Flight Magazine 06/09/1938 p.565)

IMAM Ro.37 Lince (Lynx) -- (11/1933) -- [617 built] -- reference: Hawker Demon (II) -- Giovanni Galasso

Production	Airframe	Engine	Speed	Armament	Bombs
(1934+) 237	Ro.37	FIAT A.30 R.A. 600hp water-cooled V-12	320 km/h	2x12.7mm Breda-SAFAT and 1x7.7mm rear	12x 12kg (W) or 12x 15kg (W)
332	Ro.37bis	Piaggio P.IX R.C.40 560hp Piaggio P.XR 700hp	330 km/h @ 5000m 320 km/h @ 2000m	2x12.7mm Breda-SAFAT and 1x7.7mm rear
(12/1935) 1	Ro.45	Isotta-Fraschini Asso XI.RC40 820hp water-cooled V-12	350 km/h

Data: Thompson unverified (Wikipedia)

Notes:

-- Ro.37 first flight [11/06/1933] (Marcon, 6); "...one of the most numerous types [multi-role biplane] used by the Regia Aeronautica on every front during World War II." (Gunston, 95)

-- "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, which became the standard Regia Aeronautica land-based reconnaissance machine, was employed successfully in Spain with Nationalist units and exported to Afghanistan ... Ecuador, Hungary, and Uruguay during 1936-1938." (Thomspon, 198)

-- "The initial model, built in 1934, was powered by a 600hp FIAT A.30 R.A. twelve-cylinder water-cooled vee engine. In appearance it was not unlike the FIAT BR and CR biplanes of the period, although lacking the characteristic Warren-strut arrangement of the FIAT types. Structure was all-metal with mixed metal and fabric covering. At the time of its introduction the Ro.37 was classified as a fighter-reconnaissance biplane, but it was never employed in the fighter role due to the advances in that field during the late 1930's. Approximately 200 FIAT-powered RO.37's were built, this version comprising about half of the 283 Ro.37's available to the Regia Aeronautica in June 1940." (Thompson, 198-199)

-- "A Breda turret was considered but never installed. Twelve 26.4 lb or 33 lb bombs could be carried on racks below the wings. Ro.37's were operated with and without streamlined wheel spats. During the Second World War the Ro.37 and Ro.37bis served on most fronts; Ro.37-equipped units included [details] ... as a result of attrition, no Ro.37's remained in service by [07/1943], all of the type having been replaced by the several Caproni twin-engined machines." (Thompson, 201)

-- Dunning claims total 619 built. (Dunning, 221)

-- front / side / side

Ro.37bis

-- "A radial-engined version, the Ro.37bis, mounted either the 560hp Piaggio P.IX R.C.40 or 700hp P.XR nine-cylinder units. Dimensions were the same as for the original version, except for [length and height details]." (Thompson, 201)

-- "Duties: Army Co-operation [as of 06/1940]. A two-seater dual-control biplane fitted with a Piaggio P.X RC40 ... in a long-chord cowling. Armament [2x7.7mm fixed (S)] and another similar gun on a movable mount in the rear cockpit. Data: Span 36' 4" ... wing loading 15.8 lb/sq ft ... top speed 205 mph [330 km/h] ... climb to 19,680' 16.5min ... service ceiling 23,600'." (Flight Magazine 06/13/1940)

-- [use of Piaggio engines continued by IMAM Ro.41 and Reggiane Re.2000]

Ro.45 (12/1935)

-- a single prototype (confirm)

-- Isotta-Fraschini Asso XI.RC40 820hp ... 350 km/h (confirm)

-- confirm

Parallel adaptations for the Navy:

Ro.43 (11/1934)

-- navalized Ro.37 designed by Giovanni Galasso; first flight [11/19/1934]; very high maneuverability; superior to Fairey Seafox, Curtiss Seagull, Nakajima E8N1 contemporaries. (Marcon, 7-9)

-- prototype flew with Piaggio P IX 610hp, 2-blade propeller, enclosed cockpit (Marcon, 7)

-- production model flew with Piaggio P X R 700hp , 3-blade propeller; contracts placed May and June 1936 (23 from IAR, 22 from CMASA); additional order placed [09/1936] (22 more from CMASA); deliveries began [12/1936] (Marcon, 7-9); additional contract [10/1940] (Marcon, 24); with P X R engine, 303 km/h @ 2000m (Marcon, 55)

-- By late 1939 the Ro.43 became the standard ship-based seaplane, replacing at least four other types. (Marcon, 12-13)

-- 1x7.7mm fore, 1x7.7mm aft

-- Dunning claims total 194 built. (Dunning, 221)

Ro.44 (10/1936)

-- navalized Ro.37 (as above) converted (again by Galasso) to single seat; first flight [10/1936]; 2x12.7mm mounted in fuselage and synchronized. (Marcon, 42)

-- "Maneuverability ... was greatly improved over that of its predecessor [Ro.37]. (Marcon, 42)

-- replaced Fiat CR.20 floatplanes, among others (Marcon, 44); squadrons disbanded March 1940 and reformed 1941 with Fiat CR.42's. (Marcon, 46)

-- "A single-float biplane fleet fighter designed for catapult launching. [2x12.7mm (S)] ... adjustable tailplane is fitted and the stabilizing floats are of wooden construction ... [Piaggo P.X R 700hp] ... top speed 190mph ...[more]." (Flight Magazine 06/13/1940)

-- Piaggio P X 700hp ... 316 km/h @ 2500m (Marcon, 55)

-- 2x12.7mm

-- Dunning claims total 35 built. (Dunning, 221)

IMAM relationship to Breda:

-- Aeroplani Romeo factory (a branch of Officine Ferroviarie Meridionali in Naples) renamed Industrie Aeronautiche Romeo (IAR) on October 27 1934. Aeroplani Romeo earned experience building Fokker C V E's under license. (Marcon, 6-7)

-- IAR renamed IMAM (Industrie Meccaniche Aeronautiche Meridionali) when it became part of Breda July 29 1936. (Marcon, 7, 14-15)

-- "During the war, Meridionali [IMAM] also built Breda 88 [which shares the same name, 'Lince'], CANT Z.1007bis and Z.1018 bombers." (Thompson, 196)

-- [in other words, by the time Ba.88 makes its first flight, IMAM and Breda have been consolidated under Breda's leadership; it is reflected further in the development of IMAM Ro.57 and Ro.57bis; also interesting is that the CANT designer Filippo Zappata later moved to Breda.]

Caproni Bergamaschi A.P.1 (04/1934) -- [57 built] -- Cesare Pallavicino -- delivered ~1935

Production	Airframe	Engine	Speed	Armament	Bombs
(1934+)	AP.1 (single-seat)	Piaggio IX R.C. 600hp 9-cyl	315 km/h @ 4500m	"2 machine guns in the gear fairings and a third in the fuselage"	yes (F) and (W)
	AP.1 (two-seat)	Alfa Romeo 126 R.C. 34 650hp	389 km/h @ 4000m	2x forward (W) and 1x rear	up to 400kg

Data: Thompson

Notes:

-- designed by Cesare Pallavicino; worked previously for Breda; FF 04/27/1934; took part in Spanish Civil War; disappointing performance along with Ba.64, Ba.65, Ba.88. (Wikipedia)

-- "Originally designed in 1934 as a low-wing single-seat fighter, the AP.1 was later developed into a two-seat reconnaissance and attack plane when it became outmoded for the fighter role. A 600hp Piaggio IX R.C. nine-cylinder radial engine was fitted to the original version, giving a maximum speed of only 196 mph [315 km/h] at 14760 ft [4500m]. One of the few Bergamaschi designs with fixed landing gear, the AP.1 fighter mounted two machine guns in the gear fairings and a third in the fuselage. Bombs could be carried in the fuselage and under the wings." (Thompson, 99)

-- "The two-seat light reconnaissance bomber employed a 650hp Alfa Romeo 126 R.C. 34 radial. Although empty and loaded weights increased ... performance was improved. Principal changes, other than in the type of engine used, were the provision of a second seat for the observer/gunner, an increased wing area, and small wheel spats in place of the large landing gear fairings. In later operational use, the spats were customarily omitted. Skis were fitted to at least one example. The armament comprised two forward-firing machine guns in the wing leading edges and a third hand-held gun in the rear cockpit. Up to 880 lb [400 kg] of bombs could be carried." (Thompson, 99-100)

-- "Maximum speed of the AP.1 reconnaissance bomber was 242 mph [389 km/h] at 13,120 ft [4000m]." (Thompson, 100)

-- "Thirty-four AP.1's were included in the 1939 strength of the Regia Aeronautica ... [none] saw action in the Second World War. A few fighters were supplied to Paraguay in 1935, and four were shipped to El Salvador in exchange for coffee." (Thompson, 100-102)

-- "An obsolescent [as of 06/1940] low-wing cantilever monoplane two-seater with a fixed undercarriage, the A.P.1 has an Alfa-Romeo 125 RC 35 radial engine ... normal armament comprises 2 fixed machine guns and one free gun in addition to internally and externally stowed bombs. It is thought that 4 fixed guns can be carried in all. The top speed can be little more than 210 mph [338 km/h] and the ceiling about 24,500' [7468m]. Span 42' 8" ... wing area 258 sq ft ... all-up weight 5,130 lb [2327 kg]." (Flight Magazine 06/13/1940)

Comparison to contemporaries

Northrop Gamma (USA ~1932; to China 02/1934)

Tier II attack -- Northrop Gamma

Production	Airframe	Engine	Speed	Armament	Bombs
1	Gamma 5D*	II Pratt & Whitney S3H-1 550hp
2 assembled + 25 in parts for assembly by CAMCO	Gamma 2E	IV Wright R-1820-F53 Cyclone 750hp***	326 km/h	4x7.62mm** 1x7.62mm rear	up to 727kg**
7	Gamma 2EC	***
15	Gamma 2ED	***

* purchased by Japan, given to Nakajima for study, then to Manchurian Air Lines where it was used for aerial reconnaissance (Andersson, 278)

** the original Model 2E used 2x7.62mm and carried up to 450kg of bombs (Andersson, 303); the addition of heavier armament mentioned by Andersson in his book on Chinese aircraft may have been the field modifcation referred to here by Rosholt

*** Rene Francillon instead claims that the engine used by the Gamma 2E, 2EC, and 2ED was Wright SR-1820-F3 710hp driving two-blade propeller (Francillon, 135) [same engine used in the Hawk II]

Notes:

-- "... low-wing all-metal cantilever monoplane with a fixed undercarriage in large streamlined metal trousers ... two-seater with enclosed cabin" (Andersson, 303)

-- "... externally similar to the Gamma 2C in its original configuration. However, a major recognition feature was the addition of a partially retractable bomb-aimer's tub beneath the fuselage just aft of the wing [pictured above]. During normal operations, the bomb-aimer/gunner sat facing forward, behind the pilot, under the canopy which covered the two cockpits. To man the flexible 0.30" machine-gun, he swivelled his seat to face aft. From this position, he could also slide down into the tub to aim the bombs through a forward-facing window." (Francillon, 135)

-- "[serial numbers 14-27, 30-37, 45-46, and serial numbers 48-72 in parts] ... built by Northrop in the Mines Field plant [Los Angeles] and shipped to China ... assembled by the Central Aircraft Manufacturing Company (CAMCO) at Loiwing and joined the assembled Gamma 2E's, 2EC's, 2ED's in service with the Chinese Army Air Arm. All 49 aircraft were rapidly destroyed in training accidents and during the early phase of the second Sino-Japanese conflict." (Francillon, 135-136)

-- "The first aircraft was delivered on 19 February 1934, the last on 21 September 1934." (Francillon, 135)

-- "... characterized as being very stable and easy to fly." (Andersson, 303)

-- a version of the Gamma was flown by Howard Hughes for a speed record flight

-- assembly / after assembly / painted / unknown field modifications

-- encountered Japanese Mitsubishi A5M's during an attack on Kaga November 11 1937. (Januszewski, 19)

Curtiss A-12 Shrike (USA 1933; delivered to China 05/1936)

Edited by J311yfish, 26 October 2018 - 03:04 PM.

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J311yfish #4 Posted 03 October 2014 - 09:11 AM

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Tier III

Fiat CR.42 Falco (Falcon) (05/1938, from CR.40-41 1934-1937) -- [1782 built] -- ref: F3F (III), Gladiator -- Celestino Rosatelli -- delivered 04/1939+

Production	Airframe	Engine	Speed	Armament	Bombs
(FF early 1939) 1782 total	CR.42	III FIAT A.74 R.C.38 840hp @ 3810m air-cooled 570kg Fiat 3-blade constant speed propeller	342 km/h @ SL 397 km/h @ 3000m 430 km/h @ 5000m 441 km/h @ 6096m	1x7.7mm Breda-SAFAT (S) and 1x12.7mm Breda-SAFAT (S)
				III 2x12.7mm (S)
				1x7.7mm (S) * and 1x12.7mm (S) and 2x12.7mm (w)
(01/1942-07/1943)	CR.42 A.S. (Africa Settentrionale)			III 2x12.7mm or 4x12.7mm	2x100kg (W)
	CR.42 C.N. (Caccia notturna)
(early 1941) 1	CR.42DB	V/VI Daimler-Benz DB 601A 1010hp	520 km/h	20mm cannons? [see note below]

Data: Cattaneo Thompson Green Gunston *Gunston instead claims 2x12.7mm. Dunning. Jane's 1938. Apostolo.

Notes:

-- Design by Celestino Rosatelli.

-- "Of clean aerodynamic design an an immensely strong structure .. perhaps the best biplane in service anywhere ... able to give a good account of itself against faster aircraft. Characterized by superlative maneuverability it combined all the qualities dear to the heart of the Italian pilot." (Cattaneo, 4)

-- "In the mid-1930's the Fiat company made a firm move away from liquid-cooled vee engines and concentrated on air-cooled radials. Rosatelli prepared a fighter, the CR.41, to take one of these, but only the prototype was built. Other nations were by this time (1936) giving up the open-cockpit, fabric-covered biplane in favor of the stressed-skin monoplane with retractable gear, but Rosatelli persisted with his C.R. family and developed the CR.41 into the CR.42. Though a robust, clean and very attractive design, it was really osbolete at the time of its first flight. Despite this ... the CR.42 found ready acceptance ...large-scale production for the Regia Aeronautica and for Belgium (34, delivered 01-05/1940), Hungary (at least 40, delivered 12/1939-06/1940) and Sweden (72, delivered 1940-1941). Total production ... amounted to 1,784." (Gunston, 88-89)

-- "Possessing the dubious distinction of having been both the last single-seat fighter of biplane configuration manufactured and the last to see extensive active service, the CR.42 Falco brought to a close the distinguished line of fighters created by Celestino Rosatelli. Extremely light on the controls, universally viewed as a delight to fly and superbly agile, the CR.42 carried the fighting biplane to its development apex, but had the misfortune to be conceived at a time when the biplane had already been eclipsed by the monoplane as the standard international fighter configuration." (Green, 74)

-- "Featuring the distinctive Warren truss interplane bracing that was the unmistakable hallmark of the Rosatelli fighters ... [FF 05/23/1938], and was already conceptually obsolete. Nevertheless, deliveries to the Regia Aeronautica began [04/1939], export orders were obtained [Belgium, Hungary and Sweden] ... production was to continue into 1943 ... total of 1781 [delivered]." (Green, 74)

-- "The last biplane built by FIAT, and one of the last biplane fighters built anywhere in the world, the CR.42 Falco (Falcon), first flown in early 1939 and placed in production the same year, was an excellent machine, representing the definitive achievement in the biplane category and incorporating all the qualities that Italian pilots held dear. Unfortunately, the revised tactics of modern air warfare and the development of high-speed heavily-armed monoplanes caused the CR.42 to be badly outclassed in combat; the only opponent which the Falco could meet on even terms was the British Gloster Gladiator, a biplane of even earlier vintage [09/1934]." (Thompson, 153-154)

-- "Incorporating the best lightweight metals ... welded steel and alloy construction with fabric covering, except for the metal-panelled forward fuselage [mixed metal-fabric construction]. The engine was an 840hp FIAT A.74 R.C.38 fourteen-cylinder radial. The typical Warren wing bracing was employed along with fixed and spatted landing gear; the prototype had a retractable tailwheel. Armament was initially [1x7.7mm and 1x12.7mm] in the cowl. Maneuverability of the CR.42 was superb; this fact, allied to a maximum speed of 267 mph [430 km/h] (only 25 mph [40 km/h] slower than that of the FIAT G.50 monoplane), may have accounted for the export orders for the type placed with the FIAT company in 1939 ... [Hungary 1939; Belgium 09/1939--05/1940; Sweden 02/1940--08/1941] ... Compared to the Gloster Gladiators (J 8) also in Swedish service, the Italian fighter was initially considered superior on most counts, but the rate of wear and service problems of the CR.42 reversed this opinion. Nevertheless, CR.42's remained in first-line service until 1945, when they were finally replaced by the Swedish-designed-and-built FFVS J 22 low-wing monoplanes." (Thompson, 154-155)

-- "Both the engine and propeller of the Fiat [CR.42] fighter were of American origin. The two-row, 14-cylinder Fiat A74 R1C38 was a 1935 derivative of the famous Pratt & Whitney Twin Wasp engine. Apart from the longer stroke of the Fiat, the main difference was the crankshaft, which was of Italian design. A compact engine (frontal area 12.2ft²), the A74 R1C38 weighed 1,312 lbs [595 kg] dry. More conservatively rated than its ancestor, it developed 860-900 (metric) hp for takeoff at sea level, 740hp at sea level, 840hp at 12,467 ft, 840hp at 14,108ft and 960hp at 9,843 ft (war emergency power for a few minutes). Heavier but more streamlined than the [Gloster] Gladiator's Mercury, it was geared to a three-blade variable-pitch constant-speed Fiat-Hamilton propeller, which made much more efficient use of the engine's power than the Mercury's fixed-pitch propeller." (Gustavsson, 11-13)

-- "The fighter's basic design was changed several times in the space of a few months, particularly with regard to its armament, which progressed from [1x20mm and 1x12.7mm] to [3x12.7mm], then [3x12.7mm and 1x7.7mm] and, finally, [2x12.7mm] only." (Gustavsson, 13)

-- "In 1936 ... the project was accepted by the Air Ministry and construction of a prototype was ordered. Work started at Aeritalia in 1937, but because the factory was overloaded with the production and development of the [CR.32 and BR.20], it was not until [05/1938] that the prototype (NC 1) was completed ... maiden flight [05/23/1938], piloted by Comandante Valentino Cus." (Gustavvson, 13)

-- "Although this was a robust, clean and attractive aircraft, it was obsolete by [FF 1936]. Despite this fact ... found a ready market and went into largescale production for the Regia Aeronautica and for Belgium, Hungary and Sweden ... served in North Africa with 97a Squadriglia. The unit was based at Benina in Libya during 1940. Until the Hawker Hurricane arrived the Falco was the best fighter available to either side, but as it became outdated it was used in a ground-attack role. // When Italy declared war in [06/1940] the Regia Aeronautica had 242 CR.42's which were active during its campaign in southern France and used sporadically in the Battle of Britain ... [also] used for operations over the Mediterranean and in Northern and East Africa, and in the desert proved effective against ground targets." (Sharpe, 181-182)

-- Dunning claims total 1553 built. (Dunning, 220)

-- "Normally delivering 840hp at 12,500' [3810m], the A.74 RC38 (47" diameter) is ... now in series production at Pisa for the Regia Aeronautica." (Flight Magazine 06/09/1938 p.565)

-- "...Fiat A74 RC38 ... 840hp @ 12,450' [3795m] ... The airscrew is Fiat-Hamilton ... top speed 270 mph @ 12,450' [3795m] ... climb to 19,650' [5990m] 8:40; service ceiling 32,500' [9906m]." (Flight Magazine 06/13/1940)

CR.42ter and further variants

-- "...further Falco variants were the CR.42ter with two additional 12.7mm machine guns in underwing fairings, the CR.42 A.S. (Africa Settentrionale, or North Africa) assault version with two 220 lb bombs under the wings for use in 1942 desert warfare, the CR.42 C.N. (Caccia Notturna) night fighter for defense of industrial centers in Northern Italy, cooperating with searchlight batteries, and the CR.42B, first flown in 1941, which employed a 1010hp Daimler-Benz DB 601 liquid-cooled engine and had a maximum speed of no less than 323 mph. A few CR.42's were experimentally fitted with underwing 20mm cannon. [also an ICR.42 floatplane version built by CMASA]" (Thompson, 155)

-- "In Regia Aeronautica service the standard Falco day fighters were used primarily for bomber escort. At the time of Italy's entry into the war ... 300 CR.42's were available, 202 of these in serviceable condition. The CR.42 equipped a part of almost every fighter unit during the course of the war, serving honorably if not brilliantly on all fronts." (Thompson, 155)

-- "Production of the Falco ended in 1942 with a total of 1781 machines." (Thompson, 155)

-- Cattaneo claims that "the CR.42ter designation was incorrect and never adopted." (Cattaneo, 10)

-- "A small number of CR.42's were fitted with two underwing 20mm cannon in panniers." (Cattaneo, 10)

-- "Another experimental Falco was fitted with a Daimler Benz DB601 in-line engine and had a designed speed of 323 mph. The sole prototype was designated CR.42B. The installation of retractable undercarriage was also considered, but it was clear that the Falco's basic design was unsuitable for such a modification." (Cattaneo, 10)

-- "The German power unit made it [CR.42B] ... the fastest biplane fighter but no production was attempted." (Gunston, 89)

-- 3-view

-- Osprey Duel 47: Gladiator vs. CR.42 Falco 1940-1941

Reference

-- this is to determine exactly whether Fiat CR.42 is to be considered Tier III or IV, and Fighter or Multirole, based on existing aircraft

Grumman F2F (U.S.A. II) -- 1702kg -- Multirole Fighter

II R-1535-44 625hp 420kg

II R-1535-72 650hp 440kg

III R-1535-98 700hp 490kg -- 364 km/h @ SL -- 383 km/h @ best alt -- RoC 10.60 m/s -- optimum airspeed 225 km/h -- optimum alt 750m

II F2F-1

I 7.62mm M1919A4 (S)

III 12.7mm BMG1921 (S)

II 2x100lb

-- Pratt & Whitney R-1535 Twin Wasp Jr is a 14-cylinder 2-row radial air cooled --> compare to Fiat A74 RC38

Grumman F3F (03/1935) (U.S.A. III) -- 1930kg -- Multirole Fighter

II R-1535-72 650hp 440kg

III R-1535-84 700hp 450kg

IV R-1820-22 950hp 520kg -- 404 km/h @ SL -- 425 km/h @ best alt -- RoC 14.00 m/s -- optimum airspeed 228 km/h -- optimum alt 900m

III F3F-3 140HP 1290kg

IV 2x12.7mm M2 (S)

II 2x 100lb

-- Wright R-1820-22 Cyclone is a 9-cylinder radial air-cooled

-- Pratt & Whitney Twin Wasp 14-cylinder 2-row radial as used by Seversky P-35 more closely resembles the Fiat A74 RC38:

Seversky P-35 (III)

III R-1830-9 850hp 567kg-- 409 km/h @ SL -- 454 km/h @ best alt -- RoC 11.30 m/s -- optimum airspeed 228 km/h -- optimum alt 1000m

III R-1830-64 900hp 568kg

IV R-1830-45 1050hp 569kg -- 437 km/h @ SL -- 485 km/h @ best alt -- RoC 13.50 m/s -- optimum airspeed 241 km/h -- optimum alt 1000m

Gloster Gladiator (01/1937) (United Kingdom, Sweden, Finland)

III Bristol Mercury VI S2 645hp

III Bristol Mercury VIII S3 840hp -- 414 km/h @ 4450m -- 840hp @ 4265m @ 2750m max power (all-out level flight 5 min); 454kg. (Jane's 1938, 14d)

__ 2x8mm (S)

__ 2x8mm (W)

-- Bristol Mercury is a 9-cylinder radial air-cooled --> compare directly to Grumman F3F

-- Bristol Mercury is used in the Breda Ba.27M (premium for China) which has been designated Tier III

Gregor FDB-1 (Canada) (12/1938)

II R-1535-72 -- 420 km/h @ 3990m (Wikipedia) -- Grumman F2F (USA II) -- 1792kg -- Multirole Fighter

III R-1535-__ -- 483 km/h @ 2286m (7500') (Flight Magazine 04/14/1940)

III R-1535-SB4-G -- "500 km/h projected" (Wikipedia) -- takeoff 825hp @ 2625rpm; 750hp @ 2550rpm @ 2745m; 800hp @ 2550rpm max for continuous emergency operation; 560kg (Jane's 1938, p.99d)

-- Pratt & Whitney R-1535 Twin Wasp Jr is a 14-cylinder 2-row radial air cooled --> compare to Fiat A74 RC38

Arado Ar 197 (1937) (Germany IV) -- 2569.0 kg -- Multirole Fighter

III BMW 132Dc 880hp 580kg -- 348 km/h @ SL -- 400 km/h @ best alt -- RoC 10.70 m/s -- optimum airspeed 235 km/h -- optimum alt 700m

II Ar 197 180HP 1749kg

IV 2x7.92mm MG-17 (1940) (S)

V 2x20mm MG-FF (W)

III 4xSD 50

-- BMW 132 Dc is a 9-cylinder radial air-cooled

Fairey Fantôme (06/1935) (U.K. IV) -- 1959.0kg -- Fighter

IV H-S 12Ycrs 925hp 470kg -- 412 km/h @ SL -- 434 km/h @ best alt -- RoC 14.10 m/s -- optimum airspeed 222 km/h -- optimum alt 800m

IV Fantôme 150HP 1339kg

IV 20mm Oerlikon S9 (H)

IV 2x.303 Browning (S)

-- Hispano-Suiza 12Ycrs is a 12-cylinder V water-cooled

Caproni Bergamaschi Ca.310 Libeccio (Southwest Wind) -- (04/1937 from Ca.308 1935) -- [1600+ built in series] -- ref: Ao 192 (II), Fw 57 (III) -- Cesare Pallavicino -- entered service 08/1939

Production	Airframe	Engine	Speed	Armament	Bombs
(FF 1935) 8 built	Ca.308	2x Walter Major 200hp 2x Alfa Romeo 115 185hp 2x de Havilland Gipsy Six 200hp
	Ca.309			3x7.7mm	200 kg
	Ca.309 VI			1-2x20mm (N)
(FF 04/1937)	Ca.310	2x Piaggio P.VII C35 470hp	365 km/h @ 3000m	2x7.7mm (W) + 1x7.7mm dorsal	400kg
	Ca.310bis	2x Piaggio P.VII C35 500hp
(FF 04/1939) delivered 08/1939+ 335 built	Ca.311	Piaggio P.XVI RC35 (proposed) Isotta-Fraschini Gamma RC35 (proposed) Hispano-Suiza 14 (proposed) Alfa 126 RC34 (studied as Ca.315 Piaggio P.X RC35 (studied as Ca.315)
(FF 12/1938) 39 built	Ca.312	2x Piaggio P.XVI RC.35 700hp		(armament as Ca.310)
	Ca.313 RPB1	2x Isotta-Fraschini Delta RC35 710hp		3x12.7mm + 2x7.7mm	500kg
	Ca.314A	2x Isotta-Fraschini Delta RC35 730hp (uprated)
	Ca.314B	2x Isotta-Fraschini Delta RC35 III
	Ca.314C	2x Isotta-Fraschini Delta RC35 III		+12.7mm's underwing + armor

Data: Weal Apostolo

Ca.308 Borea (North Wind)

-- streamlined low-wing cantilevered monoplane; non-retractable undercarriage; wheels fitted with spats; basis for a large family of military aircraft; 8 built; FF 1935. (Wikipedia)

Ca.309 Ghibli (Desert Wind)

Ca.310 Libeccio (Southwest Wind)

-- "A parallel development of the Ca.309 Ghibli ... higher-powered, more advanced version with retractable landing gear ... Although essentially an export machine, the Ca.310 equipped at least one Stormo ... at the outbreak of the war, replacing [Ba65]'s as a temporary measure. // ... built in quantity, equipping the air forces of Hungary, Norway, and Croatia ... Czechoslovakia and Peru, and served in Spain with the Aviazione Legionaria as a reconnaissance aircraft. Some were later used by the Regia Aeronautica in Libya ... structurally and dimensionally very similar to the Ca.309 ...[details]." (Thompson, 108)

-- "The identification of a new reconnaissance aircraft to replace the IMAM Ro.37 ... assumed significant importance at the beginning of 1939. It had been decided that the observation specialty had to be reorganized around a twin-engine aircraft capable of operating at speeds greater than 400 km/h. A type was already in existence, [Ca.310] which would require simply the installation of a dorsal turret and extensive glazing of the lower part of the nose area. The use of the Libeccio as an assault aircraft in North Africa did not provide good results, and it was deemed more appropriate to reserve it for air observation, but this would be a transitory solution as, in the meantime, the Ca.311 had flown ..." (Apostolo, 3)

-- ceiling 22,960 ft ... range 745-1025 miles ... climb to 6560' in 6:40; to 13,120' in 12:23; to 16,400' in 15:32 (Thompson, 109)

-- empty 3053 kg; loaded 4650 kg; range 1650 km (Weal, 155)

Ca.310 bis

-- an adaptation of Ca.310 to modernize the reconnaissance role of the IMAM Ro.37 biplane; transitional design between Ca.310 and Ca.311. (Apostolo, 3-6)

-- [details] (Thompson, 109-110)

Ca.311 -- [335 built] (Apostolo, 23)

-- "[Ca.311] retained the same engines [as Ca.310] and was even heavier, due to the complex mission equipment, which further limited the aircraft's maneuverability characteristics. // The evaluation conducted by a military commission at Guidonia was not positive, but [ordered anyway] ... resulted in delays to the further development of the new [Ca.313], which as a result would only be issued to front line units in [06/1942]." (Apostolo, 5)

-- "The Programme 'R' expansion plan ... launched on the eve of the War, expected the Ca.311 to replace the IMAM biplane in the reconnaissance units ... Production of the first orders was launched at CAB (289 aircraft) and at Caproni-Taliedo (36 aircraft, including the prototype)." (Apostolo, 6)

-- Piaggio P.VII C.35 500hp ... 217 mph [349 km/h] ... range 800-1200 miles

-- modified nose (Apostolo, 5-6)

-- contra-rotating engines (Apostolo, 8)

-- fixed-pitch propellers (Apostolo, 9)

-- Ca.311 prototype (MM 11479) first flight [04/04/1939] from San Pietro. (Apostolo, 8)

-- 115 modifications requested by Amministrazione Aeronautica ... delays. (Apostolo, 9)

-- deliveries commenced 08/1939-12/1939. (Apostolo, 9)

-- engine proposals summer 1939, none followed up: Piaggio P.XVI RC35, Isotta-Fraschini Gamma RC35, Hispano-Suiza 14 (for Switzerland). (Apostolo, 20)

-- 14 delivered by 05/31/1940; 71 delivered by 06/1940; another 74 at manufacturer or stored. (Apostolo, 9-10)

-- 320 total Ca.311's produced in 11 distinct series. (Apostolo, 9-10)

-- many offers for export. (Apostolo)

-- "In the Balkan sector the Ca.311 were used with the Ro.37 against fixed and mobile light targets and against temporary field positions during the anti-guerilla operations." (Apostolo, 17-18)

-- "[Russia] ... [08/16/1941+] ... [abandoned in the field 04/1943] ... unproductive service in the theater." (Apostolo, 17-18)

Ca.311M (Modificato)

-- stepped nose (Apostolo, 9)

Ca.312 -- [39 built] (Apostolo, 25)

-- Piaggio P.XVI RC.35 650hp [replacing the original P.VII]. (Apostolo, 20)

-- prototype first flight [12/1938] from Ponte S.Pietro, piloted by Ettore Wengi. (Apostolo, 20)

-- 96 ordered after tests at Guidonia, but order cancelled in favor of Ca.311 and Ca.313; aircraft offered for export. (Apostolo, 20-21)

Ca.312bis

-- 04/11/1939 contract with Norway for 2 Ca.312bis ... production [and transaction] interrupted by outbreak of hostilities; converted to transports for Regia Aeronautica by end of 1940. (Apostolo, 21-22)

-- sale to Belgium cancelled, converted for torpedo attack; others for transport/liaison; delivered 07/1941-10/1941. (Apostolo, 22-23)

Ca.312 I.S.

-- proposed torpedo bomber variant with twin floats; 12 ordered 1939 by Norway but not delivered. (Thompson, 112)

Ca.313 -- [211 built] (Apostolo, 32)

-- Isotta-Fraschini Delta RC.35 700hp 12-cyl inverted vee ... 431 km/h

-- development delayed; issued to front line units in [06/1942] (Apostolo, 5)

-- prototype (MM 302) first flight [12/22/1939]. (Apostolo, 19)

-- orders for France; orders for Sweden. (Apostolo, 24-25)

-- "The utilization [of Ca.313] by the Swedish Air Force was very intense, but it did not escape from the numerous technical problems of the type ... reconnaissance and patrol missions of the Arctic Circle, Baltic Sea, and the Skagerrak ... 14,130 fight hours [1941-1945] ..." (Apostolo, 33)

Ca.313 R.P.B.1

Ca.313 R.P.B.2

-- redesign of cockpit area to a stepped configuration resembling [He 311M]. (Apostolo, 36)

-- as of 05/1941 redesignated Ca.313. (Apostolo, 36)

Ca.313 R.A. (Ricognizione Armata)

-- armed reconnaissance ... [details]. (Apostolo, 36)

-- as of 05/1941 redesignated Ca.314. (Apostolo, 36)

Ca.313bis -- [346 built] (Apostolo, 41)

-- "... identical to Ca.313 R.P.B.2 but featuring the new Isotta-Fraschini Delta RC40-III Serie engines (770hp at 4,000m) attracted interest from the [Luftwaffe] in respect of the training requirements for crews destined to serve with bomber units. Thus was born the Ca.313G (G for Germany), and the prototype was evaluated at the Luftwaffe test center at Rechlin [06/1942]. Overall, the Germans were satisfied with the behavior of the aircraft, and in [08/1942] ordered some 905 examples: the first 2 ... delivered [by end of 1942], and another 3 followed in 1943, but in [11/1943] the Germans reduced the initial order to a total of 703 examples. In 1944 another 159 machines were completed, and in [09/1944] the contract was terminated at an overall total of 346." (Apostolo, 41)

-- "A German request for a more improved machine gave rise to the development of the 'alette Longo', small airfoil surfaces attached laterally to the fuselage ... delaying the onset of the stall." (Apostolo, 42)

-- "The possibility was also explored of installing German engines (Jumo 211D 690hp or BMW Bramo 323 1200hp) on the Ca.313G, but [not implemented]." (Apostolo, 42)

Ca.314 -- [407 built, of which 264 converted from Ca.313] (Apostolo, 45)

-- Ca.314 prototype (MM 12059) first flight 10/06/1942. (Apostolo, 44)

-- "The most advanced of the series ... was a more heavily armed development of the Ca.313. Employing the same Delta engines ... built at Ponte San Pietro, Taliedo, and Castellamare di Stabia, commencing in 1941. Featuring a nose similar to that of the Ca.311M, the Ca.314 had slightly shorter wings ... A number of different models were built, including the Ca.314-SC (Scorta) for convoy escort duties, the Ca.314-RA (Ricognizione-Aerosiluranti) reconnaissance torpedo bomber which carried a 450mm (17.7") torpedo under the fuselage, and the Ca.314-C (Combattimento) with two extra 12.7mm guns in the wing roots. Normal armament and bomb load were the same as those of the Ca.313. Maximum speed was 253 mph [407 km/h] at 16,400' [5000m], cruising speed 237 mph [381 km/h], range 665 miles [1070 km], and ceiling 27,070' [8250m]. The empty and loaded weights were 10,433 lb [4732 kg] and 14,776 lb [6702 kg]." (Thompson, 113)

Ca.315

-- design studies of Ca.311 with Alfa 126 RC34 or Piaggio P.X RC35 engines and modified armament; did not come to fruition. (Apostolo, 20)

-- "A proposed training and liaison variant of the Ca.313/314 ... to have been manufactured in Germany. After testing prototypes at Rechlin, the Luftwaffe ordered 1000 machines, but none were ever delivered." (Thompson, 113)

-- [Note: designation may have been re-applied for Luftwaffe proposal]

Ca.316

-- "... twin-float seaplane version for reconnaissance duties with the Regia Marina (Italian Navy). Intended to replace [Ro.43 biplanes] ... catapult-launched ... [2x Piaggio P.VII C.16 450hp] ... only a few prototypes were completed ... 328 km/h ... [details]." (Thompson, 113-114)

Breda Ba.65 (09/1935) -- [218 built] -- Giuseppe Panzeri and Antonio Parano -- entered service 10/1935

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
(1933-1934)	Ba.64 (single-seat)	Alfa Romeo Pegasus 700hp	361 km/h*	4x7.7mm (W)
	Ba.64 (two-seat)		361 km/h*	4x7.7mm (W) and 1x rear gun	12x4kg or 4x100kg
1	Ba.65 prototype (single-seat)	FIAT A.80 RC.41 supercharged air-cooled 725kg 885hp @ 2100rpm @ SL 1000hp @ 2100rpm @ 4100m	352 km/h @ SL 430 km/h @ 4300m	2x12.7mm (W) and 2x.7.7mm (W)
201 total (09/1935+) 80 by Breda 57 by Caproni Vizzola ~80	Ba.65 production	IV Isotta-Fraschini K.14 (Gnome-Rhone 14 Ksrd) 900hp	357 km/h @ SL (1-seat) 410 km/h @ ____m 415 km/h @ 5000m
81 by Breda ~140	Ba.65bis (two-seat)		347 km/h @ SL (2-seat)	additional 1x7.7mm rear or 1x12.7mm Breda L turret	160x4kg or 1x1000kg

Data: Sgarlato Thompson Dunning. Jane's 1938. Garello. Weal.

*Thompson does not specify if the 361 km/h speed applies to the single- or two-seat version.

*Garello claims also Piaggio P.XI RC.40 14-cyl 1000hp.

** Garello also claims bomb load to be 4x50kg (internal) or 4x100kg (internal)

Ba.64

-- "Forerunner of the well-known [Ba.65] ... designed to fulfill the roles of fighter, light bomber, and reconnaissance ... all-metal low-wing monoplane with retractable landing gear ... built in some numbers 1933-1934. The original model mounted an Alfa Romeo Pegasus 700hp radial engine. Armament of the fighter version comprised four 7.7mm machine guns mounted in the wings; the two-seat reconnaissance model mounted an additional gun in the rear cockpit. Bomb loads ranging from twelve 8.8lb bombs to four 220lb [4x100 kg] bombs could be carried. A few examples of the Breda 64 featured an anti-turnover pylon above the windscreen, incorporating a rear-view mirror." (Thompson, 31)

-- "Performance was acceptable for the period, maximum speed being 224 mph [360 km/h]. Service ceiling of the fighter version was 26240 ft. [8000m] ... Following the accepted theory of Gen. Amedeo Meccozzi, the combination of roles was suitable to Italy's needs during the colonial conquests of the 1930's, but proved unsuccessful when the later [Ba.65] met organized opposition in the Second World War. As late as 1939 at least 27 Breda 64's were still in service with the Regia Aeronautica, although the obsolete type was no longer in front-line use. [2 purchased by Soviet Union 1938]." (Thompson, 31)

Alfa Romeo Pegasus engine:

-- "In 1931, the company acquired the license for the Bristol 'Mercury' and 'Pegasus' engines, and it was with an Alfa 'Pegasus' engine that Commendatore Donati, in [04/1934] put up the then World's Height Record to 14,443m (47,360 ft). From the 'Pegasus' engine the firm has developed the Alfa 125 RC35 and 125 RC10. From the 125RC, in 1936, Alfa-Romeo developed the Alfa 126 RC34 and Alfa 126 RC10, and later the Alfa 128 RC20." (Jane's 1938, 66d)

Ba.65

-- "In [09/1935] Ing. Ambrogio Colombo, Breda's test pilot, first flew the prototype Breda 65 with a K-14 engine, serialled MM.325. This modern ground-attack aircraft had followed the previous model [Ba.64] that anticipated the same general lines and the same design concept based on a single engine two-seater configuration with retractable landing gear. The new design was eventually powered by a more powerful [Gnome & Rhone K-14 880hp] engine, instead of the [Alfa Romeo AR.125 RC35 650hp], and improved its flight characteristics despite an increased empty weight. // Breda's assault planes of that time represented a practical application of the theories evolved by Amedeo Mecozzi, based on strikes by agile aircraft attacking and suddenly strafing major enemy tactical and strategical targets, located within a range of 300 km beyond the front. At first, with Air Staff's approval, the Caproni A.P.1. was evolved after a specification by Col. Mecozzi, soon followed at Breda by a whole design concept line, incorporating any improvement dictated by practical experience, while company designers worked strictly in contact with the military staff of assault units." (Garello, 3-4)

-- "...after having completed company test flights, it was handed over to the Air Force on [10/27/1935] for acceptance tests and military performance check ..." (Garello, 4)

-- "... low-wing cantilever monoplane, single-or two-seat, single-engined landplane, specially intended for combat purposes, in particular fast bombing and observation." (Garello, 41)

-- "Although designed to be used as a single or two-seater the Breda 65 is normally employed as a single-seater ground attack machine. The earlier machines have Gnome-Rhone K14 engines, but later types have the Fiat A80 RC.41 or Piaggio P.XIC 40 units. In ground attack condition there are 4 light or heavy SAFAT guns in the wings. Provision is made for 4 heavy bombs or 12 smaller bombs (internally stowed) or 160 fragmentation bombs ... span 39' 8" ... wing loading 21.14 lb/sq ft. ... top speed 254 mph @ 16,400' ... climb to 19,650' 15.5min; service ceiling 25,900'." (Flight Magazine 06/13/1940)

-- [Note: Jane's 1938 indicates an upgrade to the Fiat A.80RC41. It is the Fiat A.80RC20 with higher compression and supercharger ratios -- 1100hp @ 2100rpm @ 2000m; takeoff 1200hp @ 2200rpm. (Jane's 1938, 71d)]

-- "Bredas obtained indeed a good success in the fighter-bomber role, thanks to field-installed underwing racks. [2x100kg] could be released at the end of a long dive (at an angle not in excess of 30-35 degrees) with another 1682kg fragmentation bombs dropped during the subsequent climb, contained in a dispenser located inside the former rear-gunner cockpit. Furtherly, the Ba.65 added the deadly power of its four wing-guns to the destructive power of its bombs. The plane had been almost exclusively used as a single seater, except for a few missions when an observer or another specialist had been requested. (Garello, 27)

-- "A modernized version of the [Ba.64] with an appreciable gain in performance ... first flown 1935 ... nevertheless proved to be a disappointing machine in actual combat, and the problems experienced in North Africa by Italian squadrons equipped with the type were similar to those of the Fairey Battles over France in 1940. In both cases the bombers were too slow and unwieldy to protect themselves. Although faster than the larger Battle ... a difficult machine to fly ..." (Thompson, 31)

-- "Whereas the [Ba.64] had an open cockpit, [Breda 65 had a sliding canopy], usually left open ... most Italian pilots preferring the classic arrangement ... it was not until the latter stages of the war that this preference was overcome among Regia Aeronautica personnel. Originally fitted with the Fiat A.80 RC.41 1030hp radial engine, the Breda 65 used the Isotta-Frashini K.14 (license-built Gnome-Rhone 14 Krsd) radial engine on [later models]. A fuller fuselage and modified vertical tail surfaces were the most noticeable differences from the [Ba.64] . Again, the design was adapted for fighter, bomber, and reconnaissance duties, normal armament being [2x7.7 and 2x12.7mm] ... mounted in the wings. Bomb loads varied from 160 8.8 lb anti-personnel bombs to one 2200 lb [1000kg]. The two-seat version [Breda 65bis] placed an observer-gunner in a rear cockpit; some examples of the 65bis had a hydraulically-operated Breda L turret containing one 12.7mm gun [some supplied to Iraq 1938]. Other nations which received ... were Hungary, Paraguay, and Portugal. The type also fought with the Aviazione Legionaria in Spain ..." (Thompson, 33-36)

-- "When Italy entered [WW2] the Regia Aeronautica possessed 154 Breda 65's ... [used in North Africa and in Balkan campaign] with moderate success. In single-seat form ... maximum speed 267 mph [430 km/h]... ceiling 27230 ft. [In two-seat form] ... maximum speed 255 mph [410 km/h]... ceiling 25290 ft. ..." (Thompson, 36)

-- "Ba.65's in Fascist service were used in Santander, Teruel and the River Ebro ... made reconnaissance flights during the invasion of Abyssinia ... Eight squadrons were equipped with the aircraft in 1939 ... The last operational Italian Ba.65's were lost during the British offensive in Cyrenaica in early 1941." (Winchester, 45)

-- "In [04/1937] one Ba.65 was flown with a Pratt & Whitney R-1830 engine." (Winchester, 45)

-- "Caproni-Vizzola built 57 of a batch of 137 aircraft for the Regia Aeronautica." (Winchester, 45)

-- Dunning claims total 201 built; "hard to fly." (Dunning, 218)

-- front / nose (cowling different) / nose (cowling off) / prototype

-- Performance with Isotta-Fraschini K.14: normal range 342 miles (550 km); time to 13,120 ft (4,000m) 8:40; service ceiling 25,590 ft (7000m); empty 4290 lb (1950 kg); loaded 5,512 lb (2,500 kg); wing area 252.95 sq ft. (23.5 sq m). (Weal, 152)

-- article in Flight Magazine (07/04/1940)

Fiat A.80 RC41 engine:

-- Jane's 1938 claims that the carburetor on the A.80 (meant for multi-engine types) differs from that of the A.74 (meant for fighter types) in that it is not "specially designed to work regularly even with great differences in fuel-pressure and in inverted aerobatics." (Jane's 1938, 71d) [In other words it would be appropriate for Breda Ba.65 to fly like the low-tier attack aircraft currently in-game, and not like a multirole aircraft capable of loops, etc.]

-- "The A.80 is the first 18-cylinder radial to go into large-scale production, and, as exemplified by the A.80 RC41, gives a normal output of 1,000 hp at 13,000' [3962m] for a weight of 1,600 lb [726 kg]. Using the Fiat-Hamilton constant-speed airscrew the take-off power is 1,030 hp." (Flight Magazine 06/09/1938 p.565)

Comparison

Kochyerigin TSh-3 (USSR)

Kochyerigin BSh-1 (USSR)

Blohm und Voss Ha 137 (Germany)

Blohm und Voss Ha 137 V1 (Germany)

CAC CA-1 Wirraway (UK)

Kusho B4Y1 -- "Jean" (Japan late 1935)

Mitsubishi B5M -- "Mabel" (Japan 1935)

Northrop A-17 (USA ~1935) -- see China

Vultee V-11 (USA 09/1935; to China 07/1937+)

Neman R-10 (USSR 06/1936) -- see China

Nakajima B5N -- "Kate" (Japan 01/1937)

Mitsubishi Ki-30 (Japan 02/1937)

Kawasaki Ki-32 (Japan 03/1937)

Northrop 8A-1 (USA 04/1938) -- see Sweden

Breda Ba.27 Metallico (06/1934; to China 1935+) (III) -- [12 built] -- reference: Boeing P-26 (II)

Edited by J311yfish, 26 October 2018 - 03:09 PM.

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J311yfish #5 Posted 03 October 2014 - 09:11 AM

Second Lieutenant

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Tier IV

Fiat G.50 Freccia (Arrow) (02/1937) -- [791 built] -- reference Ki-43-I (IV), MS.406 -- Giuseppe Gabrielli -- operational testing 1938+

Production	Airframe	Engine	Speed	Armament	Bombs
(FF 02/1937)	G.50 preproduction	III FIAT A.74 R.C.38 840hp	471 km/h	2x12.7mm Breda-SAFAT (S)	internal bay
244 total G.50 CMASA (1937-1940)	G.50 production
(FF 09/1940) 439 total CMASA & Fiat	G.50bis	III FIAT A.74 R.C.38 840hp [31.2L]	486 km/h @ 6000m	2x12.7mm Breda-SAFAT
(07/1941) 1	G.52 (canceled 10/1939) G.50ter (tested 03/1939-12/1941)	IV FIAT A.74 RC.40 [claimed]* IV FIAT A.76 R.C.40S 986bhp [33.4L]	530 km/h
(08/1941) 1	G.50V (tested 08/1941-12/1941)	V/VI Daimler Benz DB 601A 1035bhp	579 km/h	2x12.7mm Breda-SAFAT (S)
(10/1942) 1	G.50bis/A fighter-bomber (tested 10/1942-early 1943)		423 km/h	2x12.7mm Breda-SAFAT (S) and 2x12.7mm Breda-SAFAT (W)	2x160kg (W)
(1940 project) 0	G.51 (engine did not materialize)	Fiat A.75 RC.53
(04/1942)	G.55/0	VI Daimler-Benz DB 605A 1475hp	620 km/h	2x12.7mm Breda-SAFAT (S) and 1x20mm Mauser MG 151 (E)

Data: Thompson Gunston Fitzsimons. Verganano. Unverified information. *Thompson claims FIAT A.75 RC.53

Notes:

-- "Designed by Giuseppe Gabrielli, the G.50 Freccia ('Arrow') was the first all-metal single-seat fighter monoplane with a retractable undercarriage produced in Italy ... prototype first flight [02/26/1937] ... 45 built by Fiat's subsidiary CMASA between [10/1938-07/1939] ... 12 to Spain .... 35 purchased by Finland." (Green, 209)
-- "... powered by a Fiat A 74 RC 38 radial 870hp take-off, 840hp @ 3800m ... 2x12.7mm Breda-SAFAT machine guns" ... [Further developed in Italy as the] G.50bis ... increased internal fuel, new undercarriage, extended tailcone ... 349 produced by Fiat, 97 by CMASA" (Green, 209)

-- "The prototype G.50 fighter monoplane flew for the first time in [02/1937]. Developed to meet the 1936 Air Ministry specification which also led to the Caproni-Vizzola F.5 [limited series production], the Macchi C.200, the Meridionali Ro 51 [did not enter production], the Reggiane Re 2000, and the Aeronautica Umbra T.18 [did not enter production], the FIAT fighter, named Freccia (Arrow), was the first all-metal Italian single-seat fighter." (Thompson, 166; Cattaneo, 3)

-- "Featuring a low-mounted three-piece cantilever wing and a monocoque fuselage, the G.50 was powered by an 840hp FIAT A.74 R.C.38 fourteen-cylinder radial engine. Of forty-five pre-production G.50's, twelve were sent to Spain in 1938 with the Gruppo Caccia Sperimentale to gather operational experience. The veteran Italian pilots disliked the enclosed sliding cockpit canopy fitted to the preproduction machines; accordingly, after tests with various open arrangements, a pair of folding transparent side flaps was substituted on later machines. The first type to incorporate the semi-open cockpit as standard was the G.50bis." (Thompson, 166-167)

-- "The G.50 was by no means a brilliant machine, being seriously deficient in both speed and firepower, but it had very good maneuverability and was the only reasonably modern fighter other than the MC.200 available to the Regia Aeronautica when Italy entered the war. On [06/10/1940], 118 Freccias were on strength, only 87 of these in serviceable condition. Units equipped with the type were ... [details]." (Thompson, 167)

-- 3-view

G.50bis

-- "... with the revised open cockpit, was flown in [09/1940]. Other modifications included an increased fuel capacity, new landing gear, revised wing structure, and a lower fin and rudder of increased chord ... [details]. Performance was almost identical to that of the original G.50, except for an increased maximum range of 621 miles ... [details]. the G.50bis served in North Africa ... in Sicily, the Aegean Islands, Albania, and Greece. Approximately 450 G.50bis fighters were built, of which ten were supplied to the Croatian Air Force in 1941, the rest to the Regia Aeronautica." (Thompson, 169)

-- "The main production version was the G.50bis, with reprofiled fuselage giving improved pilot view, armor and seal-sealing tanks. About 450 were built, mainly by CMASA." (Gunston, 93)

-- "The main deficiencies of the Fiat G.50 [were] shortage of power and poor armament ..." (Fitzsimons, 43)

further variants

-- "Further G.50 variants included the two-seat G.50B trainer [139 built (Gunston, 93)] and the Daimler-Benz powered G.50V ... the G.50ter, which achieved 329 mph [530 km/h] in 1941 with a 1000hp FIAT A.76 R.C.40 fourteen-cylinder radial engine (on which development had already been abandoned, however), and the G.50bis/A two-seat fighter-bomber which flew in [10/1942]. This last machine featured additional 2ft 3.33in rectangular wings sections outboard of the landing gear, each section carrying a 12.7mm Breda-SAFAT machine gun and shackles for a 353 lb bomb. Span increased ... [details]. Maximum speed was only 263 mph ... G.50bis/A also featured an arrestor hook to make it suitable for operation from the carriers Aquila and Sparviero, then under conversion from merchant ships." (Thompson, 169)

-- "... G.50bis/A became redundant when the planned aircraft carriers failed to materialize." (Fitzsimons, 45)

-- "... additional 100 two-seat G.50B trainer variant produced by CMASA ... [a few] examples of the G.50V flown with DB601A 1175hp engine August 25 1942 ... G.50bis/A two-seat shipboard fighter-bomber October 3 1942. (Green, 209)

-- "... G.50ter ... development of this version was halted by the cancellation of the [Fiat] A76 [engine] program." (Fitzsimons, 45)

G.55 Centauro -- [see notes at Tier VII]

-- "The main deficiencies of the Fiat G.50, shortage of power and poor armament, were successfully remedied by the G.55 development ... Freccia's underpowered radial gave way to the [DB 605A-1 1475hp] ... machine-guns were augmented in the prototype and pre-production G.55/0 by a 20mm Mauser MG 151/20 cannon firing through the propeller hub. At the same time, the airframe itself was considerably refined, and on the first production model, the G.55/I, a further two MG 151/20's were added in the wings." (Fitzsimons, 43)

Finland

-- "In 1939 the Finnish government had ordered 35 G.50 fighters, but these did not arrive until after the end of fighting between Finland and Russia in 1940, having been detained in Germany. The Finnish G.50's served as first-line equipment until 1944, when they were shifted to training duties." (Thompson, 167)

-- see Finland

Giuseppe Gabrielli

-- also designed the Fiat G.12 transport (FF 10/1940 just one month after the G.50bis). (Flight Magazine 08/05/1943 p.145)

Reference

Nakajima Ki-43-I (Japan 01/1939) (IV) -- [~800 built]

III Nakajima Ha-25 980hp 540kg air-cooled

IV Nakajima Ha-115-I 1150hp 570kg air-cooled

IV Nakajima Ha-115-II 1230hp 570kg air-cooled

IV Ki-43-I Ko

IV Ki-43-II Otsu -- (02/1942)

III 2x7.7mm Type 97 Model 2 (S)

IV 2x12.7mm Ho-103 (S)

IV 2x20m Ho-3-II (S)

Caproni Ca.314C (10/1942 from Ca.310 04/1937) -- [407 built A, B, C] -- Cesare Pallavicino -- delivered after 10/1942

Breda Ba.88 Lince (Lynx) (02/1937) -- [148 built] -- reference: Bf 110B (IV), Fw 189 (IV) -- twin-engine two-seat attack bomber -- Giuseppe Panzeri and Antonio Parano -- delivered late 1938

Production	Airframe	Engine	Speed	Armament	Bombs
(FF 02/1937)	Breda 88 prototype (MM 302)	2x Fiat A.80 (planned) IV 2x Isotta-Fraschini K.14 900hp	554 km/h with 2205 lb load	3x12.7mm (N) and 1x7.7mm rear *	3x100 lb or 3x220 lb or 2x550lb
148 total (autumn 1938+)	Ba.88	IV 2x Piaggio P.XI RC.40 1000hp	489 km/h 490 km/h @ 4000m		up to 1000 kg [2204 lb] internal (F) or 3x200 kg [441 lb] external (F)
3 (1942-1943)	Ba.88m	III 2x Fiat A.74 RC.38 840hp 2x Fiat A.76 1000hp (planned) **	385 km/h	4x12.7mm (N)

Data: Thompson Bishop Weal Leproni

*Breda L turret tried experimentally on prototype; Weal claims early models had 1x7.7mm Breda-SAFAT in dorsal turret (Weal, 152)

** Leproni claims that Isotta Fraschini L.121 or Hispano-Suiza 12Y engines were also considered, and that a proposal for DB601 was not followed up. (Leproni, 6)

Notes:

-- designed by Giuseppe Panzeri and Antonio Parano; replacement for Ba.65; concepts from Ba.75 single-engine reconnaissance machine; prototype flown 02/03/1937 to Guidonia Experimental Center for evaluation. (Garello)

-- designed to Air Staff specification issued [01/20/1936] for a "multi-engine fighter/combat plane capable of operating at 470 km/h (292 mph) at 70% of the available power and fitted with heavy armament: either [2x20mm and 2x12.7mm] or [4x12.7mm], a very good view for the pilot, take-off and flying capability with a dead engine and, still more, a high climbing speed -- 6000m to be attained in 9 minutes -- and a 2000 km range." // "After the elimination of Bonomi's [edited].25, Chiodi's CH-2, Jona's J 10, Piana Canova's PC 1600 and IMAM's Ro.53, only the Breda [Ba88] and Fiat CR.25 entered the lists, while Aeronautica Umbra's TR.18 had been deferred as an interceptor under the new AUT.18 designation." (Leproni, 4)

-- "The prototype [MM 302, serial number previously assigned to Ba.75] was completed in [09/1936-12/1936] at Cinisello Balsamo, and initially featured a single vertical tail unit. Furio Niclot Doglio, a young engineer and brilliant pilot who had been hired by Breda in 1935, carried out the first maiden flight [10/1935]. // It was soon ascertained that, when the safety factor was increased from 9 to 12, the empty weight grew from the anticipated 3000kg to no less than 3981kg, excluding the fixed armament. This was a worrying beginning that also led the Air Staff to ask for an explicit confirmation of the ability to take off with a dead engine, as well as a definition of the power plant for the production machines." (Leproni, 5)

-- "Unfortunately, like its [Ba.64 and Ba.65] predecessors, the new aircraft was conceived with a too much heavy, even though very sturdy, structure. The latter could be considered as consisting of two aircraft, one with a welded tube structure built inside a light alloy monocoque structure. The outcome was prohibitive material costs and work hours, which turned out an aircraft featuring poor flying qualities." (Leproni, 4)

-- "Probably the best-known Breda design, certainly the most highly publicized by the Mussolini government, was the Breda 88 twin-engine two-seat attack bomber designed in 1936. In spite of its considerable virtues ... proved to be a wartime disappointment. The original model was an undeniably clean all-metal shoulder-wing monoplane, its excellent aerodynamics spoiled only by the bulk of its Isotta-Fraschini K.14 900hp radial engines. In December 1937 the prototype Lince (Lynx) demonstrated its speed in establishing two F.A.I. records, carrying a 2205 lb load 62.1 miles at 344.5 mph and 621 miles at 326.3 mph. The pilot was Furio Niclot." (Thompson, 38)

-- "This model had a single fin and rudder, but later a more complicated braced twin fin-and-rudder arrangement was fitted to improve stability. The prototype had apparently been designed mainly for record purposes, since the necessary redesign to military standards resulted in diminished performance, in spite of the slightly higher-rated Piaggo P.XI RC.40 1000hp [engines] fitted. The speed of the production models was only 304 mph [489 km/h]. Assembly lines were established at both Breda and IMAM, delivery beginning late 1938." (Thompson, 38)

-- "Armament consisted of three nose-mounted 12.7mm Breda-SAFAT ... and a single 7.7mm gun in the rear cockpit. A Breda L turret was tried experimentally on the prototype [as on Breda Ba.65]. Payload was [3x100 lb, or 3x220 lb, or 2x550 lb bombs] ... Ceiling 26240 ft ... climbed to 9840 ft in 7:30 ... Production models which saw service ... in North Africa were extremely disappointing. Not only was performance inadequate, but numerous service problems arose and only 105 Lince bombers were completed before production was halted." (Thompson, 38)

-- "One of the most modern [as of 06/1940] machines in the Italian Air Force ... twin-engine shoulder-wing monoplane of compact design. The pilot is seated forward of the leading and the gunner above the wing. A power-driven turret can be installed but this is not though to be standard. A typical armament load is [3x12.7mm fixed] and one free gun of similar type. With [2x Piaggio P.XI RC 40] the machine is believed to have a top speed of something like 320 mph ... climb to 16,400' 11:00; ceiling 27,850'." (Flight Magazine 06/13/1940)

-- "[Production] ... The ascertained problems initially led the Air Staff to stop all production orders, but these were restored [04/20/1939] in order not to leave Breda at a standstill since in the meantime, orders had been received for 300 Macchi C.200's, as well as IMAM -- a factory under Breda's control -- that had converted its workshops to metal constructions but was anyway not up to such a commitment. Moreover in 1938 the Breda 88 had been proposed for purchase to Sweden, Switzerland and Yugoslavia, followed in 1939 by Lithuania, but none of these negotiations materialized. // In the Breda workshops at Bresso 81 examples fitted with Piaggio P.XI RC.40 engines and 'big' engine nacelles -- against the 'reduced' nacelles later adopted -- had been put into production. Of these ... An example was converted to a single-seater, fitted with a shorter canopy and, possibly, with an anti-tank cannon as seemingly shown in a picture. 24 more examples followed, these being produced by IMAM in Naples, followed in turn by 42 examples with reduced engine nacelles, of which 19 produced by Breda and 23 by IMAM. The overall production thus amounted to 148 machines." (Leproni, 16-20)

-- "... action in Libya against the British. Fitted with sand filters, the engines overheated and failed to deliver their designed power. Attacks on Sidi Barrani had to be aborted in [09/1940] ..." (Bishop)

-- "By [mid-11/1940] most surviving Ba.88's had been stripped of useful equipment and were scattered around operational airfields as decoys for attacking British aircraft." (Bishop)

Ba.88M

-- "... three examples of a further model, the Breda 88M, were produced in 1942-1943 as dive bombers [see also IMAM Ro.57bis adaptation at same time]. Built at Cascina Cost, Varese, by the Agusta plant, this version mounted Fiat A.74 RC.38 840hp radial engines, which proved to be insufficient as maximum speed was only 239 mph [385 km/h]. Nose armament was increased to four 12.7mm Breda-SAFAT ... span and length grew ... empty weight some 1220 lb higher than the earlier version. Dive brakes, similar to those of the Ju 87, were mounted beneath the wings ... the three aircraft built were ... seized by the Luftwaffe at the time of the Armistice." (Thompson, 38-42)

-- "Wing span was increased by 2.00m to alleviate wing loading problems ..." (Bishop)

-- "... delivered to the 103° Gruppo Autonomo Tuffatori (independent dive-bombing group) at Lonate Pozzolo on [09/07/1943] ... flight-tested by Luftwaffe pilots ..." (Bishop)

-- top-side / side / cutaway

-- article in Flight Magazine (07/04/1940)

IMAM relationship to Breda:

-- IAR renamed IMAM (Industrie Meccaniche Aeronautiche Meridionali) when it became part of Breda [07/29/1936]. (Marcon, 7, 14-15)

-- "During the war, Meridionali [IMAM] also built Breda 88, CANT Z.1007bis and Z.1018 bombers." (Thompson, 196)

Edited by J311yfish, 26 October 2018 - 03:10 PM.

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J311yfish #6 Posted 03 October 2014 - 09:12 AM

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Tier V

Macchi C.200 Saetta (Thunderbolt) (12/1937) -- reference Ki-43-II (V), D.520 -- Mario Castoldi -- entered service 1939+

Production	Airframe	Engine	Speed	Armament	Bombs
99 (12/1937+) ~1000 total	MC.200	III FIAT A.74 R.C.38 870hp	502 km/h @ 4500m 505 km/h @ 4800m	2x12.7mm Breda-SAFAT
	MC.200 A.S.
	MC.200 C.B.			2x12.7mm Breda-SAFAT and 2x7.7mm Breda-SAFAT	up to 700 lbs [317.5kg] (W)
(08/1940)	MC.201	FIAT A.74 870hp	512 km/h
		FIAT A.76 R.C.40 1000hp	550 km/h est.

Data: Thompson

Notes:

-- "Mario Castoldi's design team at Aeronautica Macchi ... was the source of the best fighters used by the Regia Aeronautica in World War II. Castoldi's staff had earlier gained great experience with high-speed aircraft with their record-breaking Schneider seaplanes, but their first monoplane fighter, the C.200, bore little evidence of this. Though a reasonably attractive stressed-skin monoplane, it had an engine of low power and the performance was correspondingly modest ... Yet in combat with the lumbering Hurricane it proved effective, with outstanding dogfight performance and no vices. From late 1940 until Italy's surrender in September 1943 ... saw more combat than any other Italian type ..." (Gunston, 95)

-- "Built to the single-seat interceptor requirement of Program "R" (for the modernization and expansion of the Regia Aeronautica) ... first flown in December 1937 ... the first Castoldi fighter design ... beautiful machine, outstanding in every respect except speed, limited by the low-powered radial, and firepower, comprising only two 12.7mm Breda-SAFAT machine guns. Stability and maneuvering 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." (Thompson, 183)

-- 99 ordered with delivery starting 1939. (Thompson, 183)

-- "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 with its characteristic rocker arm fairings. In order to give the pilot a good view forward, the cockpit was placed high on the humpbacked fuselage ..." (Thompson, 183)

-- "The prototype and initial production machines featured an enclosed, transparent canopy and a retractable tailwheel; both features were dropped on later models, the former in deference to the wishes of veteran Italian pilots, 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 transparent flaps was fitted." (Thompson, 183-184)

-- "Its poor armament was compensated for by exceptional climb and turn performance." (Fitzsimons, 44)

-- "The Saetta was qualitatively, if not quantitatively, the most important fighter in Italian service, performing well in the Mediterranean, Greek, North African, and Russian theaters." (Thompson, 184)

-- "Modifications 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 lbs of bombs under the wings. On the last production series a wing similar to that of the MC.202 was introduced, with two additional 7.7mm Breda-SAFAT machine guns." (Thompson, 184-185)

-- "... 1143 C.200's were built, 395 by Macchi and the rest by SAI-Ambrosini and Breda." (Fitzsimons, 44)

-- "... the Saetta was one of [Regia Aeronautica's] principle fighters during World War II. The prototype made its first flight [12/1937], and by Italy's entry into the war in [06/1940], some 156 were in service. A total of 1,151 were produced ... first employed ... against the British on the Mediterranean island of Malta. Italian pilots also flew the MC.200 in Greece, North Africa, Yugoslavia, and the Soviet Union. The U.S. Army Air Forces fought against MC.200's ... in North Africa and over Italy itself." (NMotUSAF exhibit 2015)

-- 3-view 1 / 3-view 2

MC.201

-- "A refinement of the MC.200 to have been powered by the new 1000hp FIAT A.76 R.C.40 fourteen-cylinder radial engine, with which it was expected to achieve 342 mph [550 km/h], the MC.201 discarded the characteristic hump of its predecessor and adopted a lower redesigned cockpit canopy. The slimmer fuselage necessitated a semi-external mounting of the two 12.7mm machine guns, but apart from this the airframe of the MC.201 differed little from that of the MC.200." (Thompson, 185)

-- "While the MC.201 was under construction the development of the A.76 engine was abandoned; when the fighter flew for the first time in August 1940, it was powered by the standard 870hp A.74 unit. With this engine performance exceeded that of the MC.200 but by such a small margin that no disruption in fighter production was contemplated in order to make the changeover. In addition, the DB 601-powered MC.202 prototype, which made its first flight the same month, showed far greater promise. Accordingly, the MC.201 project was dropped." (Thompson, 185-186)

-- "Dimensions were identical to those of the MC.200 except for [length reduction of 0.25"]. (Thompson, 186)

-- MC.201 and MC.202 prototypes both flown August 1940. (Fitzsimons, 44)

Reggiane Re.2000 Falco I (Falcon) (05/1939) -- unlicensed development of P-35 (III); reference: F4F (V) -- Roberto Longhi -- exported 1941; entered service 1942

Production	Airframe	Engine	Speed	Armament	Bombs
170 total (1938+)	Re.2000 Serie I	IV Piaggio P.XI R.C.40 985hp	515 km/h @ 5000m 530 km/h @ 5000m	2x12.7mm Breda-SAFAT
(~1942)	Re.2000 Serie II	V Piaggio P.XIbis R.C.40 1025hp
(~1942)	Re.2000 Serie III	V Piaggio P.XIbis R.C.40 1025hp	525 km/h @ 5000m		1x 200kg

Data: Thompson Fitzsimons

Notes:

-- "A subsidiary of Caproni ... extremely maneuverable ..." (Gunston, 104)

-- "The first original product of the new Reggiane design office [relationship to Caproni] ... projected in 1937 by engineers Alessio and Longhi ... remarkable resemblance to the American Seversky Sev-7, 2-PA, and EP-1 (export P-35) monoplanes, which obviously provided a direct inspiration for the Italians. Nowhere was this similarity more evident than in Sweden, where EP-106 (J 9) and Re.2000 (J 20) fighters served together." (Thompson, 236)

-- "The Italian Longhi worked for several years at Seversky before he returned to Italy and took part in the design of the Reggiane Re.2000. This aircraftlooked like a copy of the P-35 and 60 of the Re.2000 was bought by [Sweden] in 1941. These aircraft were called J 20 in the [Swedish Air Force] and were allocated to wing F 10 at Bulltofta, Malmö." (Forslund, 20)

-- "In spite of the close resemblance, which was especially evident in the all-metal construction, wing planform, tail surfaces, and fuselage proportions, the prototype Re.2000, first flown by Mario de Bernardi in 1938, differed in a number of important respects. Powered by a smoothly-cowled 986hp Piaggio P.XI R.C.40 fourteen-cylinder radial engine, the Reggiane fighter was aerodynamically much superior to its American counterpart. In addition to the airscrew spinner (fitted after initial trials) and the lower, neater cockpit canopy, the Re.2000 possessed a better retraction mechanism for the main wheels, which rotated to lie horizontally below the wings, and a fully retractable tailwheel. At the same time that the spinner was fitted, aerodynamics were further improved by extending the carburetor air intake forward to the front edge of the cowling. In this form the Re.2000, unofficially named Falco I by the manufacturers (the FIAT CR.42 bore the name officially in Regia Aeronautica service), was demonstrated by Commandante De Bernardi in fighter trials held at Guidonia later in 1938. Due to the high power of its Piaggio engine, the Re.2000 compared favorably with the FIAT-powered Macchi C.200, being some 6mph faster (320mph) at 16400 ft and at least as maneuverable as the Macchi. Later tests showed the Re.2000 to be far superior in close combat to the Messerschmitt Bf 109E. However, the positioning of the fuel tanks unprotected in the wing center section was a serious drawback. The redesign necessary to provide sufficient armor protection would have resulted in a new airframe with decreased performance. Therefore the Re.2000 was rejected initially by the Regia Aeronautica, and classified for export as the Re.2000 Serie I Intercettore (interceptor)." (Thompson, 236-237)

-- "Comparative trials with the Macchi C.200 showed the Re.2000 Falco ... to be superior in handling and performance, but doubts about the vulnerability of the wing-mounted fuel tanks prevented its adoption by the Regia Aeronautica." (Fitzsimons, 46); 70 built and sold to Hungary along with manufacturing license ... total Hungarian production 192; 60 also purchased by Sweden November 1940, delivered 1941; the remaining 38 built were not able to be exported but were instead used by the Italians. (Fitzsimons, 46)

-- export customers Sweden (60) and Hungary (unspecified quantity plus license for production). (Thompson, 237)

Re.2000 Serie II

-- "The Regia Marina began to take an interest in the Re.2000 as a catapult fighter during 1940; consequently 12 Re.1000 Serie II (Catapultabile) were ordered. These differed in being specially strengthened for catapult launching and having a modified cockpit with rear transparencies omitted. The Piaggio P.XIbis R.C.40 radial of 1025hp was fitted. The first launching trials were conducted on board a modified cargo ship in 1942, and later from the battleship Italia. (____, __)

Re.2000 Serie III

-- "Twenty-four examples of a further variant, the Re.2000 Serie III Grande Autonomia (long range) fighter, were also delivered in 1942 and attached to the Regia Marina, serving [details] ... as escort fighters based in Sicily. Powered by the 1025hp P.XIbis R.C.40, the Serie III fighters had an additional fuel tank and attachments for carrying a drop-tank or 440 lb bomb." (Thompson, 239)

Caproni Bergamaschi Ca.331 Raffica (Squall) -- (08/1940) -- twin-engine light reconnaissance/bomber/night-fighter -- Cesare Pallavicino

Production	Airframe	Engine	Speed	Armament	Bombs
(FF 08/1940)	Ca.331A	2x I-F Delta RC.40 770hp	483 km/h @ 5105m	2x12.7mm (W) and 1x12.7mm dorsal + 1x7.7mm ventral	2200 lb
	Ca.331B	2x I-F Delta IV 840hp	505 km/h @ 5300m	6x12.7mm (N) or 2x12.7mm+4x20mm (N) or 6x20mm Ikaria (V) and 1x12.7mm dorsal + 1x12.7mm ventral	2200 lb
(design stage) (considered/studied)		2x Isotta-Fraschini Zeta X-24 (as Ca.370) 2x Fiat R.1050 RC58 (DB 601) 1475hp	616 km/h ~644 km/h	1x37mm (V)

Data: Thompson

Ca.331

-- first flight 08/31/1940; competed against FC.20; favored over FC.20 for 3 reasons: 1) earlier first flight; 2) monocoque construction for lower weight; 3) Isotta Fraschini Delta RC 40 engines lower fuel consumption. (Gorena, 3)

-- "The first Bergamaschi machine with all-metal stressed-skin structure ... flew for the first time [08/31/1940]. Designed as a twin-engine light reconnaissance bomber, the prototype achieved a maximum speed of 300 mph [483 km/h] at 16,750' [5105m] and demonstrated excellent handling qualities in tests at Guidonia. The engines were Isotta-Fraschini Delta RC.40 in-line air-cooled units of only 770hp each. // Although the Regia Aeronautica did not express immediate interest, a visiting German technical group was highly impressed, and the prototype was tested at Rechlin in 1942 with production for the Luftwaffe in mind. However, aluminum shortages thwarted these plans ..." (Thompson, 114)

-- model

Ca.331B

-- "Second thoughts by the Regia Aeronautica led to the adoption of the design in three-seat night fighter form, with the designation Ca.331B. The streamlined transparent nose (of the Heinkel He 111P & H series) gave way to a stepped, 'solid' nose mounting [6x12.7mm SAFAT (N)] ... By [09/1943], the Ca.331B was almost ready for mass production, with components to be manufactured at Ponte San Pietro, Reggio Emilia, and Trento. The two existing prototypes of the Ca.331B were dismantled by the Germans and production plans dropped after the Italian surrender." (Thompson, 114-115)

-- "The night fighter was tested with various forward-firing armament ... [see table above] ... Studies for the mounting of a ventral 37mm cannon were made, and [Fiat R.1050 RC58 (DB 605A-1) 1475hp] engines were considered for installation. With these units, estimated maximum speed was in the region of 400 mph [644 km/h]. // Performance of the Delta IV-powered Ca.331B included a maximum speed of 314 mph [505 km/h] at 17,400' [5300m], a cruising speed of 280 mph, range 994 miles, service ceiling 26,550'. Climbing time to 13,120' was 9:35, weights were 10,140 lb empty and 14,992 lb loaded ... span 53' 9 3/4", length 38' 6.5", height 10' 6.25", wing area 414 sq ft." (Thompson, 114-117)

-- nose closeup

Ca.370

--- "... a further development of the Ca.331 which also halted at the design stage. Again 24-cylinder Zetas were the intended power units ... estimated maximum speed of 383 mph [616 km/h]." (Thompson, 118)

Fiat/CANSA FC.20 (04/1941) -- [10 built] -- assault -- reference Hs 129 (V) -- Giacomo Mosso -- entered service 05/1943

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
(FF 1941)	FC.20	III 2x Fiat A.74 RC38 840hp	470 km/h
	FC.20bis		420 km/h	1x37mm Breda (N) + 2x12.7mm (W) + 1x.12.7mm dorsal turret	2x160kg (internal) or 126x2kg anti-personnel (internal)
				1x54mm (N) + 2x12.7mm (W) + 1x.12.7mm dorsal turret
	FC.20ter	IV 2x Fiat A.80 RC.41 1000hp
(1943)	FC.20quater	VI 2x DB 601 1250hp	500 km/h	1x37mm Mauser Ikaria (N) + 2x20mm (W) + 1x.12.7mm dorsal turret

Data: Thompson

Background

-- "In 1937, the Tato Maggiore [General Staff] of the Regia Aeronautica published a request for proposals to satisfy an operational requirement for a high performance land-based twin-engine observation aircraft. FIAT, which on [07/01/1937] had taken control of [CANSA], assigned the development of the project to the head of the design department of the company, Ing. Giacomo Mosso. // Mosso, drawing on the experience gained in working with Ing. Rosatelli on the CR.25, decided, in order to shorten the design period, that the new aircraft should adopt the wing, engines, and undercarriage of the FIAT twin [CR.25]." (Gorena, 2-3)

-- "... offered to the Aeronautica in competition with the Caproni-Bergamasche CA.331, the [Aeronautica Umbra] AUT 45, the Ambrosini SAI 9, and the IMAM Ro.61." (Gorena, 3); orders were placed for 2 Ca.331's, 2 FC.20's; an order for 2 AUT 45's was cancelled. (Gorena, 3-4); Ca.3

FC.20 -- (reconnaissance)

-- 'FC.20' = 'FIAT CANSA 20' (Gorena, 3)

-- first flight 04/12/1941; official trial 05/22/1941. (Gorena, 3)

-- 2 prototypes, MM.403 and MM.404. (Gorena, 3-5)

-- "The first and only CANSA design planned from the outset as an operational military machine ... [FF 1941] by CANSA test pilot Moroni, the prototype was a reconnaissance bomber powered by [2x Fiat A.74 RC.38 840hp]. Wing area was 419.6 sq ft. Performance ... maximum speed 292 mph [470 km/h], a range of 807 miles [1300km], and a ceiling of 26,000' [7925m]. However, it was decided to develop the basic design as a ground attack machine, for which parallel studies had already been made." (Thompson, 49)

-- reconnaissance need filled by Ca.313 [note: Ca.313, not Ca.331] , so FC.20 prototypes reworked to meet need for: 1) assault; 2) high-altitude dive bomber. (Gorena, 5)

-- FC.20 used many components of the Fiat CR.25 [which was developed parallel to Breda Ba.88] (Apostolo, 16)

-- [Note: by this time Ba.88 had proven to be a failure, and IMAM Ro.57 slow to develop; FC.20 30 km/h slower than IMAM Ro.57 with the same engines]

FC.20ter -- (dive bomber)

-- FC.20 prototype MM.403 modified to be a high-level and dive-bomber. (Gorena, 5)

-- "... the third variant, reverted to the longer glazed nose and further-aft cockpit of the original reconnaissance model, but fitted with [2x Fiat A.80 RC.41 1000hp]." (Thompson, 49)

-- MM.403 … was destined to meet the bomber specifications, and underwent the following modifications: 1) installation of a ventral point for a 500kg bomb (other types of attachment points were also foreseen); 2) installation of a ventral 7.7mm machine gun (also featured in the reconnaissance design but never installed in the prototype); 3) abolition of the 12.7mm gun in the port wing (modification not completed); 4) installation of dive brakes on the wings; 5) abolition of the balances on the horizontal stabilizers; 6) abolition of the fuselage tanks; various modifications to the on-board installations; installation of a retractable tail-wheel." (Gorena, 6-7)

-- first flight 10/31/1941 tested air brakes; 500kg bomb tested 01/1942. (Gorena, 7)

-- lack of official interest led to the redirection of FC.20ter to meet the assault requirement instead, due to MM.404 delay; Breda Mod.39 37/54 cannon added to the glazed nose; first flight in this form 04/01/1942; transferred to Guidonia for testing 04/13/1942; returned to manufacturer 05/1942 for engine replacement; air intakes also modified; flight testing continued but heavy vibrations of the cannon fractured glazed panels in the nose; returned to manufacturer 04/1943 to be modified to MM.404 standard. (Gorena, 7)

FC.20bis -- (ASSAULT)

-- FC.20 prototype MM.403 modified to be an assault aircraft. (Gorena, 6-7)

-- "The ground attack version, the FC.20bis, appeared shortly after. In addition to a slight increase in wing area, the FC.20bis featured a shortened fuselage with the cockpit moved ahead of the wings and a 37mm Breda cannon mounted in the nose. Further armament consisted of [1x12.7mm dorsal turret] and [2x12.7mm (W)]. A 54mm cannon was considered as a possible alternative to the 37mm ... but was never actually fitted. [2x352 lb] bombs could be carried beneath the wings outboard of the engine nacelles, and [126x4.4 lb] anti-personnel bombs could be housed internally." (Thompson, 49)

-- "... prototype [MM.404] subjected to substantial modifications … under new designation FC.20Bis, saw initially the reworking of the entire forward section of the fuselage, with the adoption of a solid small nose, a new pilot's cockpit, the opening up of a window for the gunner-radio operator, the removal of the left hand side door, and the installation of a dorsal 'Lanciani' turret which enabled defensive fire through 360-degrees. The Breda 37/54 was additionally significantly repositioned rearward, removing, due to lack of space (and also because the 2 fuel tanks had been reintroduced into the fuselage), the ventral machine gun, retaining the sole forward-firing 12.7mm gun. The tail wheel returned to its fixed, external, and steerable configuration. // Other modifications would be effected on examples of the series '0', involving the rear fuselage, undercarriage, the tailplane (due to changes in calculation norms), the wings, and on the on-board installations, which were almost completely reorganized." (Gorena, 7-8)

-- contract awarded 06/01/1942 for 10 FC.20Bis series '0'; requirement also to bring MM.403 and MM.404 up to the series '0' standard. (Gorena, 8)

FC.20bis series '0'

-- first series '0' tested 05/15/1943. (Gorena, 8); "... delivered on [06/21/1943] to 173a Sq. RST, which already had taken on charge MM.403 [05/25/1943] and MM.404 [06/10/1943]." (Gorena, 8)

-- "... featured … as well as the already noted modifications … 1) flash deflector on the forward 12.7mm machine gun; 2) new engine air intakes; 3) Wellington-type exhaust pipes; 4) modified nose; 5) 37/54 cannon shell-case ejector." (Gorena, 8-9)

-- "Three FC.20bis equipped the 174^a Squadriglia Ricognizione Strategica based at Cerveteri in [07/1943] but were never employed operationally." (Thompson, 49)

-- "... performed 3 unsuccessful missions in an attempt to attack USAAF B-24 formations. These flights rapidly delivered evidence of the lack of available power in the aircraft, and the tendency of the latter to 'drop' its nose as soon as the Breda cannon was fired. MM.403 had been issued to the 173a Sq., which used it, together with other examples received, only for training activity." (Gorena, 9)

-- "... it can be reasonably deduced that production of the FC.20Bis comprised … in total 9 aircraft." (Gorena, 10)

-- "Loaded weight 15,035 lb [6820 kg]. Dimensions ... span 52' 6", length 39' 11.5", height 12' 6", wing area 430.4 sq ft. Maximum and cruising speeds 261 mph [420 km/h] and 211 mph [340 km/h], range 715 miles [1150 km], and ceiling was 22750' [6934m]. The great similarity in appearance of the FC.20bis to the British Gloster F.9/37 escort fighter should be noted. Had both machines become operational, recognition problems would certainly have arisen. A further coincidence was the fact that liquid-cooled versions of both designs were also tested." (Thompson, 49)

FC.20quater -- (engine improvement)

-- "Since 1940 Ing. Mosso, recognizing the inadequate power of the FIAT A.74 RC.38, had, in order to improve performance … requested, in vain, initially the FIAT A.76 and later the Alfa Romeo AR.1000 [Italian version of DB.601]. At the beginning of 1943, Mosso managed to arrange the assignment of [2xDB.601A's], which were fitted to MM.075571, together with 2 Piaggio 3-bladed variable-pitch propellers. The Quarter, already ready for flight testing by [02/1943], seems to have been transferred to Guidonia during [03/1943], where it remained until the Armistice …" (Gorena, 11-12)

-- "The final model ... was an FC.20bis fitted with [2x DB601 1250hp] (built by Fiat as the R.A.1000). Tested in 1943, the FC.20quater substituted a Mauser Ikaria 37mm cannon for the Breda weapon, and [2x20mm (W)] for the [2x12.7mm (W)] wing guns. Loaded weight increased to 15,730 lb [7135kg], speed to 311 mph [500 km/h], and ceiling to 26,000' [7925m], although range dropped to 578 miles [930 km]." (Thompson, 49)

-- FC.28 below mistakenly identified as a FC.20quater. (Gorena, 12-13)

-- "In practice the Quarter, of which exists a company drawing dated [03/27/1943], and which was intended to be armed with a Breda 37/54, [4x20mm] and [1x12.7mm] dorsal machine gun, remained on paper." (Gorena, 13)

FC.28

-- "... the CANSA FC.28 [developed from 0775570 of series '0'] … which had as engines [2xDB601A] (the production aircraft should have been powered by the Alfa Romeo AR.1000) and forward armament comprising [4x20mm]. The 28 was a further version of the Bis, which the manufacturer had prepared to respond to directive emanated by Generale Sandalli of the SMRA at the beginning of 1943, and which requested that on all fighter bombers the fixed armament should comprise [4x20mm] cannon. The project was considered worthy of development by the Germans, who authorized the conversion of the '28' aircraft (0775571) and that of a Bis (MM.0775570), in which it seems [2xDB605] would have been installed." (Gorena, 12-13)

Edited by J311yfish, 26 October 2018 - 02:50 PM.

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J311yfish #7 Posted 03 October 2014 - 09:12 AM

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Tier VI

Macchi C.202 Folgore (Lightning) (08/1940) -- [~1150 built] -- reference: Spitfire V (Tier VI), Ki-61 (VI) -- Mario Castoldi -- entered service 07/1940

Production	Airframe	Engine	Speed	Armament	Bombs
~1500 (08/1940+)	C.202 Folgore	VI Alfa Romeo RA1000 RC41-1 (DB 601A-1) 1175hp	595 km/h @ 6000m	2x12.7mm Breda-SAFAT (F) and 2x7.7mm Breda-SAFAT (W)	2x160kg
	C.205	VI Fiat RA1050 RC58 Tifone (Typhoon) (DB 605A-1) 1475hp		(early followed above, late followed below)
262 (04/1942)	C.205V Veltro		642 km/h	2x12.7mm Breda-SAFAT (F) and 2x20mm Mauser MG 151/20 (W)
(11/1942)	C.205N		626 km/h	1x20mm Mauser MG 151/20 and 2x12.7mm (W) and 2x12.7mm
	C.205N-2			1x20mm Mauser MG 151/20 and 2x20mm Mauser MG 151/20 (W) and 2x12.7mm

Data: Gunston Fitzsimons

Notes:

-- first flight August 10 1940; service delivery 07/1940 (C.202); final delivery early 1944. (Gunston, 98)

-- production by Aeronautica Macchi; also by SAI Abrosini and Breda. (Gunston, 98)

-- "With their C.200 Saetta in production ... Macchi set about realizing the design's full potential by replacing its underpowered Fiat A74 engine with a Daimler-Benz DB 601A-1 to produce the prototype C.202 Folgore. This flew in [08/1940], and in trials registered a top speed of 599 km/h ... 96 km/h better than the production C.200 -- while retaining its predecessor's exceptional climb rate and responsiveness. Since it was based on a type in production, assembly lines could be established relatively quickly." (Fitzsimons, 45)

-- "A total of 11 sub-series were distinguished by variations of detail and equipment, some of the last examples having racks for ... drop tanks ... 100 kg or 150 kg bombs under the wings ... sixth and subsequent series carried a 7.7mm machine gun in each wing [in addition to 2x12.7mm in the top of the forward fuselage].

-- [Osprey Duel 60: Spitfire V vs. C.202 Fulgore]

-- C.205V Veltro prototype first flight [04/19/1942]; first Italian fighter with DB 605 engine. (Gunston, 98)

-- "Original armament of the type [C.205V Veltro] corresponded to that of the bomb-carrying C.202, but the wing machine-guns were replaced on later examples by 20mm Mauser MG 151/20 cannon." (Fitzsimons, 45)

-- "Essentially a re-engined Saetta, the C.202 was much more powerful and after quick and painless development went into production (first by Breda) in late 1940 ... From the outset the cockpit was completely enclosed, opposition to this having finally withered. Up to Serie VIII many aircraft had no wing guns, while at least one Serie had two 20mm Mauser MG 151/20 in underwing fairings. About 1500 were built by 1943, 392 by Macchi, achieving complete superiority over the Hurricane and the P-40. The more powerful C.205 flew on [04/19/1942], but pathetic industrial performance (on engine as well as airframe) limited output to 262. The 205 Serie III dropped the 7.7mm wing guns in favor of MG 151/20's. The C.205N was a total structural redesign instead of a converted 200, the first flying on [11/01/1942] with one MG 151/20 and four 12.7mm, two in the wing roots. It was an outstanding machine, retaining all the agility of earlier Macchi fighters, and the C.205N-2 added powerful armament with two more MG 151/20 instead of the wing-root 12.7mm. None reached service." (Gunston, 100)

Macchi C.205 Veltro (Greyhound) (04/1942; confirm) -- [~262 built]

Reggiane Re.2001 Falco II (Falcon) (07/1940; confirm) -- [226 built] -- Roberto Longhi, Antonio Alessio -- delivered ~1942

Production	Airframe	Engine	Speed	Armament	Bombs
225 (08/1940) (39) (124)	Re.2001 Falco II Re.2001 CB Re.2001 CN	VI Daimler-Benz DB 601A-1	557 km/h @ 6710m	2x12.7mm (F) and 2x7.7mm (W) additional 2x20mm (W)	CB: 1x640kg (F)
147 (10/1940)	Re.2002 Ariete	Piaggio P.XIX RC.45 1180hp	530 km/h @ 5500m	2x12.7mm and 2x7.7mm	950kg of bombs or 1 torpedo (F) and 320kg of bombs (W)
36 (05/1942+)	Re.2005 Sagittario	VI Daimler-Benz DB 605A-1 1475hp	678 km/h @ 6950m	1x20mm MG 151/20 (E) and 2x20mm MG 151/20 (W) and 2x7.7mm (W)

Data: Fitzsimons, Jane's Fighting Aircraft of World War II

Notes:

-- "The Re.2001 Falco II was produced by combining the German Daimler-Benz DB 601A-1 engine with a refined Re.2000. After promising trials with the prototype in [08/1940], new wings were designed to replace the type that had been found unacceptable on the Re 2000." (Fitzsimons, 47)

Re.2001 variants

-- "[Of the 224 Re.2001's built], 39 Re.2001CB's had a rack below the fuselage for a 640kg (1410 lb) bomb. Another 124 were completed as night-fighters, with two 20mm cannon in underwing gondolas. Fourteen were navalized for catapult trials as part of Italy's abortive aircraft carrier program. They were used in the Mediterranean in 1942-1943, and a few served with the co-belligerent and Repubblica Sociale Italiana air forces after the Italian armistice." (Fitzsimons, 47)

-- "Aquila′s planned air complement was 51 non-folding Reggiane Re.2001 OR fighter-bombers: 41 stowed in the hangar deck (including 15 suspended from the deck head) and 10 on the flight deck in a permanent deck park.[5] A folding-wing version of the Re.2001 was planned, which would have increased the size of Aquila′s air group to 66 aircraft, but this never materialized. Only 10 Re.2001s were fully converted for carrier use. They were given tail hooks, RTG naval radio equipment and bomb racks for carrying 650 kg (1,430 lb) of bombs. They were also armed with two 12.7 mm (0.5 in) Breda-SAFAT machine guns mounted above the engine cowling. At least one Re.2001G was under test at Perugia as a naval torpedo bomber and was given a lengthened tail wheel strut to accommodate the added height of a torpedo suspended below the fuselage.[6] " (Wikipedia)

Re.2002

-- "... delays in the supply of license-built DB 601's by Alfa Romeo led to the substitution of other powerplants. The Re.2002 Ariete (Ram) reverted to a radial engine, the Piaggio P.XIX RC.45 1175hp. After making its first flight in [10/1940] ... trials the following year, and despite problems with the new powerplant ... 700 were ordered ... manufacturers could not keep up with the required production rate, and the final Reggiane design to fly [Re.2005] used the DB 605A-1 1475hp." (Fitzsimons, 45)

-- "Production Re.2002's began to reach the Regia Aeronautica in mid 1942, and by [09/1943], 147 had been completed. Some 40 of these were used by the Co-Belligerent Air Force, and another 76 were built subsequently for the Luftwaffe." (Fitzsimons, 45)

Re.2005

-- "The new fighter, the Re.2005 Sagittario (Archer), also introduced a much heavier armament, replacing the twin nose 12.7mm and two wing 7.7mm ... with a 20mm MG 151/20 firing through the propeller hub plus a similar weapon and a 7.7mm machine gun in each wing ... prototype flown for the first time in May 1942 ... official trials in July and August, but in spite of an impressive top speed of 678km/h @ 6950m no production was authorized until the following February [1943]." (Fitzsimons, 45)

-- "Most of the 36 Re.2005's completed were commandeered by the Germans after the armistice." (Fitzsimons, 45)

Savoia-Marchetti SM.91/92 (03/1943, 10/1943; confirm) -- long-range escort fighter -- reference P-38J (VI), Me 410 (VI) -- Alessandro Marchetti

Production

Airframe

Engine

Speed

Armament

Bombs

1 (03/1943)

SM.91

VI 2x DB 605A-1 1475hp

584 km/h @ 7000m

3x20mm MG 151 (central nacelle) and

2x20mm MG 151 (W)

4x100kg or

4x160kg or

1x500kg

1 (11/1943)

SM.92

VI 2x DB 605A-1 1475hp

615 km/h @ 9124m

2x20mm MG 151 (wing center section) and

1x20mm MG 151 (starboard airscrew hub) and

4x12.7mm Breda-SAFAT (2 beneath each engine) and

1x12.7mm Breda-SAFAT (rear remote-controlled barbette

not specified

Data: Thompson

SM.88

-- the SM.88 was a previous twin-engine twin-boom design that used DB 601's. Development was known to the Allies by 06/1940. (Flight Magazine 06/13/1940, p.527)

SM.91

-- "The SM.91 might be called the Italian P-38 as it was a twin-engined, twin-boom long-range escort fighter, but it differed from its American counterpart in having a crew of two. Designed in 1941 and competing with the Caproni Ca.380 Corsaro (also a twin-boom design) for production orders [Ca.380 not completed by Armistice], the SM.91 flew for the first time on [03/10/1943], powered by Daimler-Benz DB 605A-1 1475hp 12-cylinder inverted vee engines. Only one prototype was finished. One of the few all-metal Savoia-Marchetti aircraft, it mounted three forward-firing 20mm Mauser MG 151 cannon in the central nacelle and two similar weapons in the wing roots. Four 220 lb [100kg] or 353 lb [160kg] bombs or a single 1100 lb bomb [500kg] (or 218-gal drop tank) could be carried externally on racks below the wings and central nacelle. Empty and loaded weights were 14110 lb and 19600 lb. Maximum speed was 363 mph [584 km/h] at 22960 ft [7000m]... ceiling 36090 ft ... climb to 19680 ft in 8:30 ... wing area 449.5 sq ft." (Thompson, 285)

-- [SM.91 prototype resembled P-38 configuration; SM.92 moved the cockpit to the side as pictured above; photo edited to remove tail emblem]

SM.92

-- "Retaining the same engines, wing, and tail surfaces of the SM.91, the SM.92 was a refined version omitting the central nacelle and placing the crew in the port boom, balanced by fuel tanks in the starboard boom. The omission of the nacelle saved considerable airframe weight and drag, permitting higher speeds and longer range. The sole SM.92 was flown for the first time on [11/12/1943] under Luftwaffe auspices, but never entered production. Armament was to have consisted of two 20mm Mauser MG 151 cannon in the leading edge of the wing center section, a third cannon firing through the starboard airscrew hub, and five 12.7mm Breda-SAFAT machine guns, two beneath each engine and one rear-firing remote-controlled gun in a barbette under the tailplane. Empty and loaded weights were 13779 lb and 19390 lb. Performance included ... maximum speed 382 mph [615 km/h] at 29935 ft [9124m] ... climb to 19680 ft in 7:10 ... wing area 414.6 sq ft." (Thompson, 285-286)

-- 3-view comparison

Caproni Bergamaschi Ca.380 Corsaro (Corsair)

-- designer Cesare Pallavicino continued the twin-engine twin-boom concept further and achieved a higher estimated speed with the same engines; prototype incomplete at Armistice 09/1943. It would not be the first time that Pallavicino improved upon the designs of his compatriots, but possibly the third time. He designed the AP1 (FF 04/1934), superseded by Ba.64/65 (9/1935) and Ba.88 (02/1937) which was a failed implementation of the original idea, and revisited the role with Ca.335 Maestrale (1939), which was ultimately sold to Belgium; the Ca.355 (01/1941 project) was to be a scaled-down version meant for dive bombing but twin-engine designs were in progress at that time. Pallavicino also ventured to twin-engine designs with the Ca.311 Raffica (08/1940), which may have been to supersede the failed implementation of the SM.88. The Ca.380 Corsaro (incomplete as of 09/1943) followed and eclipsed the SM.88, SM.91, SM.92 twin-boom developments of Alessandro Marchetti.

Savoia-Marchetti SM.89 (09/1941) -- [1 built] -- assault -- reference Ju 88P (VI) -- Alessandro Marchetti

2x Piaggio P.XII RC.35 1350hp ... 460 km/h @ 5300m ... 2x37mm or 2x54mm and 2x12.7mm // 2x12.7mm dorsal, 2x12.7mm ventral

2x Piaggio P.XV RC.35 1500hp (planned)

2x Alfa Romeo 135

SM.89

-- "A twin-engine development of the SM.84 bomber, the SM.89 was an assault plane powered by [2x Piaggio P.XII RC.35 1350hp]. Designed in 1941, it was under evaluation at the time of the Armistice. Forward-firing armament, mounted in the nose, consisted of [2x37mm or 2x54mm and 2x12.7mm], while a defensive armament of [2x12.7mm] was fitted in dorsal and ventral positions. Loaded weight was 27,888 lb. Performance included a maximum speed of 286 mph [460 km/h] at 17,388 ft [5300m] and a range of 683 miles [1100km]. Dimensions were: span 69 ft 0 3/8 in, length 53 ft 9 2/3 in, and wing area 656.6 sq ft. [2x Piaggio P.XV RC.35 1500hp] were planned for later prototypes." (Thompson, 284)

-- nose cannons close-up

-- "intended to be a bomber/attack aircraft, something similar to the Junkers Ju88 ... extrapolation from the earlier SM.84 ... the aircraft did not have a nose engine, unlike many contemporary Italian designs ... two-engine so that nose could be used to house weapons. The nose section was rounded, short, and inclined sharply to provide good visibility for attacks on surface targets. The weaponry was mainly based on the 37mm Breda anti-aircraft guns, used in the anti-tank and anti-ship roles. [3x12.7mm] were also fitted in the nose. A further Breda machine gun was also fitted in the dorsal turret, and another was in a new model turret [remote-controlled] in the ventral position. // ... could carry 700 bomblets or 1400kg of bombs or torpedoes under the belly ... could also be fitted with air brakes for dive bombing ... speed also made it possible to use ... as a bomber interceptor, however it was never fitted with a radar. // ... Piaggio P.XI engines were too weak, so instead [2x Piaggio P.XII RC.25 1500hp] ... more compact installation than those of the Piaggio P.108's and CANT Z.1018's ... self-sealing fuel tanks ... effective range 720 km. // ... very heavy armor protection ... front and windscreen totaled 300kg, another 300kg protected the engines, and a further 80kg was used in the aft armor ... also possibly equipped with a CO2 fire extinguisher system." (Wikipedia)

-- "... flew in 1941, but [not evaluated at Guidonia until 09/1942] ... taken into use [03/1943], seeing service in the anti-tank and other roles. The results were quite good, with its firepower second only to the P.108A. // The real problem ... was the power and reliability of the engines ... planned to install Piaggio P.XV or Alfa Romeo 135 engines ... // ... difficult to fly ... difficult to land ... sent to Foligno [07/1942] ... captured by Germans [09/1943]." (Wikipedia)

2x Piaggio P.XII RC.35 18-cyl 1500hp -- 440 km/h

2x37mm or 2x54mm and

2x 12.7mm fixed forward and

2x 12.7mm dorsal and ventral

-- nose cannons close-up

Edited by J311yfish, 26 October 2018 - 03:15 PM.

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J311yfish #8 Posted 03 October 2014 - 09:13 AM

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Tier VII

Fiat G.55 Centauro (Centaur) (04/1942) -- reference Bf 109G (VII) -- Giuseppe Gabrielli -- delivered 08/1943+

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
(FF 02/1937)	G.50 preproduction	III FIAT A.74 R.C.38 840hp	471 km/h	2x12.7mm Breda-SAFAT ©	internal bay
244 total G.50 CMASA (1937-1940)	G.50
(FF 09/1940) 439 total CMASA & Fiat	G.50bis	III FIAT A.74 R.C.38 840hp [31.2L]	486 km/h @ 6000m	2x12.7mm Breda-SAFAT
(07/1941) 1	G.52 (canceled 10/1939) G.50ter (tested 03/1939-12/1941)	IV FIAT A.76 R.C.40S 986bhp [33.4L]	530 km/h
(08/1941) 1	G.50V (tested 08/1941-12/1941)	V/VI Daimler Benz DB 601A 1035bhp	579 km/h	2x12.7mm Breda-SAFAT ©
(10/1942) 1	G.50bis/A fighter-bomber (tested 10/1942-early 1943)		423 km/h	2x12.7mm Breda-SAFAT © and 2x12.7mm Breda-SAFAT (W)	2x160kg (W)
(FF 04/1942)	G.55
(~08/1943)	G.55/0	VI Daimler-Benz DB 605A 1475hp	620 km/h	2x12.7mm Breda-SAFAT © and 1x20mm Mauser MG 151 (E)
	G.55/I			2x12.7mm Breda-SAFAT © and 1x20mm Mauser MG 151 (E) and 2x20mm Mauser MG 151 (W)
(1944)	G.55/II
(FF 03/1944) (FF 09/1944) 2 prototypes	G.56	VII DB 603A 1750hp	685 km/h	1x20mm (E) + 2x20mm (W) or 1x30mm (E) + 2x20mm (W)

Data: Thompson Gunston Fitzsimons. Verganano.

Notes:

-- "By the time Italy entered the war in [06/1940] it was obvious that the G.50 was becoming outclassed. Lack of engines of sufficient power [for the G.50bis] was a major problem, but Fiat managed to obtain a Daimler-Benz DB 605A-1 from Germany and around this designed a splendid fighter with all-metal stressed-skin structure. The wing was especially efficient, and had left and right sections, each with two spars, joined on the centerline. The fuselage was well streamlined, and an enclosed cockpit was adopted without question. The prototype, called G.55 Centauro, was a vast improvement over various earlier Fiat fighters and projects using the DB 601 engine, and it flew on [04/30/1942]. By [01/1943] the production of G.55/0 was on the line at Turin ... [delivery commenced 08/1943]. Production was slow, because the Fiat RA.1050 RC58 Tifone (locally-built DB.605) was only trickling off the line, and only 105 were completed when the war ended." (Gunston, 93)

-- "The main deficiencies of the Fiat G.50, shortage of power and poor armament, were successfully remedied by the G.55 development ... Freccia's underpowered radial gave way to the [DB 605A-1 1475hp] ... machine-guns were augmented in the prototype and pre-production G.55/0 by a 20mm Mauser MG 151/20 cannon firing through the propeller hub. At the same time, the airframe itself was considerably refined, and on the first production model, the G.55/I, a further two MG 151/20's were added in the wings." (Fitzsimons, 43)

-- "The G.55/II dispensed with the nose machine-guns, adding a second pair of MG 151/20's in the wings; and the G.55S (Silurante, or torpedo-carrier) replaced the ventral radiator with underwing radiators to accomodate a torpedo below the fuselage. Also flown in 1944 was the prototype of the G.56, which was powered by the DB 603A 1750hp and achieved a top speed of 685 km/h (426 mph), but there was no prospect of sufficient DB 603's being available for production to be undertaken. Production of the G.55 resumed after the war [85 total built of two versions] ... G.55A fighter and G.55B two-seat trainer. It was one of the best of all piston-engined fighters and a complete contrast to the G.50." (Fitzsimons, 43)

-- "Although based broadly on the G.50 and the DB 601A-powered G.50V, the G.55 Centauro (Centaur) incorporated so many improvements as to constitute an almost entirely new design. Employing a [DB 605A-1 1475hp] 12-cylinder inverted vee engine (produced by FIAT as the R.A.1050 R.C.58 Tifone), the G.55 was first flown [04/30/1942]. Construction was all-metal, with fabric-covered movable control surfaces. The German engine permitted a fuselage of reduced frontal area and greatly improved aerodynamics; in addition, the redesigned wing was far more efficient, resulting in a maximum speed of 385mph @ 22,960', an increase of nearly 100mph over that of the G.50. Maneuverability was also excellent." (Thompson, 171)

-- "Production began in early 1943 with the G.55/0, with [1x20mm Mauser MG 151] and [2x12.7mm (F) + 2x12.7mm (W)]. The G.55/I, which succeeded it shortly after, had [2x20mm MG 151] in place of the wing guns. Unfortunately ... the fast, maneuverable, heavily armed Centauro was just beginning to equip operational units when Italy surrendered ... As a result of the surrender, German forces controlling Northern Italy took over the remaining Regia Aeronautica aircraft and ordered several thousand further examples for the Aviazione della RSI. However, few DB 605A-1 engines were delivered by Germany or by FIAT, and only 105 Centauros were completed by the end of the war. These included two 1944 developments, the G.55/II with no less than [5x20mm MG 151], and the G.55S (Silurante, or torpedo fighter), which, in order to carry the 2167 lb Whitehead Flume torpedo beneath the fuselage, had two underwing radiators in place of the normal central one, and a lengthened tailwheel leg. The G.55S had a reduced maximum speed of 374mph." (Thompson, 171-172)

-- "The standard G.55 fighter had a cruising speed of 348 mph, a ceiling of 42,640', and a range of 745-1024 miles. It climbed to 19,680' in 7:12 and to 26,240' in 10:11 ... [weights, dimensions]." (Thompson, 172)

G.56

-- "The most highly developed fighter produced in Italy during the war [i.e. before Armistice], the sole G.56 prototype was flown [03/1944], under German authority. A G.55/I airframe was fitted with the improved DB 603A engine, which produced 1510hp @ 18,700' and had a 1750hp take-off and emergency rating. This engine was the only major change from G.55/I specification, yet it increased the length by 4.75", the weight by 440 lb, and the maximum speed by 40 mph. Retaining the excellent maneuverability that characterized almost all Italian fighter designs, the G.56 possessed sufficient speed and firepower (armament being that of the G.55/I) to match any Allied or German fighter on even terms, actually proving itself superior to the Bf 109G and Fw 190A in comparative tests. The shortage of engines which limited G.55 production was even more acute with respect to the DB 603 unit, with the result that no production of the G.56 was seriously contemplated." (Thompson, 173-174)

Post-war Allied variants

-- "Immediately after the war FIAT resumed limited production for the Aeronautica Militare with the G.55A single-seat fighter and fighter-trainer and the G.55B two-seat trainer. From these were developed the various Rolls-Royce Merlin-powered G.59 trainers; the smaller Alfa Romeo and De Havilland Gipsy-powered G.46 sport and training aircraft were also based on the G.55 layout. 100 G.55A's were sold to Argentina during 1946-1947 and a number of G.55B's were sold to Egypt in 1949." (Thompson, 172)

-- [sidenote: aircraft design in Argentina continues with Germany's Kurt Tank and Italy's Cesare Pallavicino; see these aircraft listed below]

FMA I.Ae. 27 Pulqui I
FMA I.Ae. 33 Pulqui II
FMA I.Ae. 30 Ñancú

Piaggio P.119 (12/1942) -- Giovanni Casiraghi

Production

Airframe

Engine

Speed

Armament

Bombs

(12/1942)

P.119

VII Piaggio P.XV R.C.60/2v 1650hp at 5580 ft [1700m]

641 km/h @ 6000m

1x20mm Breda CL 20 (E) and

4x12.7mm (N)

yes; fuselage and wings

VIII Piaggio P.XXII 1700 hp

Data: Thompson

Notes:

-- "The last wartime Piaggo design that actually flew was the P.119 single-seat fighter; like almost all Piaggio projects, it was of extremely original conception. Since 1938 Piaggio had been studying the possibility of installing a radial engine in the middle of the fuselage, driving the airscrew by an extension shaft. The design staff realized that this arrangement would result in good maneuverability due to the concentration of weight near the center of gravity, excellent aerodynamics and visibility due to a tapered nose and forward-placed cockpit, and a concentration of firepower by a close grouping of the guns. Construction of the prototype began in early 1941. The major problem had been in obtaining satisfactory engine cooling, but this was finally solved." (Thompson, 233)

-- "The all-metal fighter possessed very clean lines, broken only by the air intake for the Piaggio P.XV R.C.60/2v 18-cylinder engine, which developed 1650hp at 5580 ft. The 1700 hp P.XXII 18-cylinder radial was the intended power unit, but none were available when the P.119 performed its first ground trials in November 1942. The first flight was made on [12/19/1942]. Considerable flight testing had been carried out by the time of the Armistice, but no production plans had been made, although the P.119 had proved itself to be an excellent machine free of vices." (Thompson, 233)

-- "Armament consisted of four 12.7mm machine guns grouped together in the nose, plus one 20mm Breda CL 20 cannon firing through the airscrew hub. Provision was made for three bomb racks, one below the fuselage and two under the wings ... Maximum speed 398 mph @ 19680 ft [641 km/h @ 6000m] ... ceiling 41340 ft [12600m]... Climb 3:12 to 9840 ft [3000m], 7:10 to 19680 ft [6000m], 12:20 to 29520 ft [9000m]. ... [other details]." (Thompson, 233)

-- front / side

Performance at altitude (Piaggio P.XV R.C.60/2v):

altitude (m)	horsepower (hp)	climb (m:ss)	speed (km/h)
takeoff	not specified
1700	1650
3000		3:12
6000		7:10	641 km/h
9000		12:20
12600		ceiling

Data: Thompson

Caproni Bergamaschi Ca.380 Corsaro (Corsair) (prototype incomplete 09/1943) -- twin-engined, twin-boom, high-altitude two-seat fighter bomber -- ref: Bf 109Z (VII) -- Pallavicino

Breda BZ.303/304 Leone (Lion) -- (prototype incomplete 09/1943) -- Filippo Zappata

Edited by J311yfish, 26 October 2018 - 03:16 PM.

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J311yfish #9 Posted 03 October 2014 - 09:14 AM

Second Lieutenant

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Tier VIII

Reggiane Re.2005 Sagittario (Archer) (05/1942) -- reference MiG I-250 (VIII) -- Roberto Longhi

Production	Airframe	Engine	Speed	Armament	Bombs
170 total (1938+)	Re.2000 Serie I	IV Piaggio P.XI R.C.40 985hp	515 km/h @ 5000m 530 km/h @ 5000m	2x12.7mm Breda-SAFAT
(~1942)	Re.2000 Serie II	V Piaggio P.XIbis R.C.40 1025hp
(~1942)	Re.2000 Serie III	V Piaggio P.XIbis R.C.40 1025hp	525 km/h @ 5000m		1x 200kg
225 (08/1940)	Re.2001 Falco II	VI Daimler-Benz DB 601A-1	557 km/h @ 6710m	2x12.7mm (F) and 2x7.7mm (W)
(10/1940)	Re.2002 Ariete	Piaggio P.XIX RC.45 1180hp	530 km/h @ 5500m	2x12.7mm and 2x7.7mm	950kg of bombs or 1 torpedo (F) and 320kg of bombs (W)
(07/1941) 1	Re.2003 (two-seat)	Piaggio P.XI R.C.40 bis 1175hp	510 km/h	2x12.7mm and 2x7.7mm	up to 500 kg
(1942) 1	Re.2004	Isotta-Fraschini Zeta RC 24/60 1250hp	620 km/h	3x20mm and 2x12.7mm	up to 1000 kg
36 (05/1942+)	Re.2005 Sagittario	VI Daimler-Benz DB 605A-1 1475hp	678 km/h @ 6950m	1x20mm MG 151/20 (E) and 2x20mm MG 151/20 (W) and 2x7.7mm (W)
	Re.2006	VII DB 603
final drawing board (07/1943) (07/1943)	Re.2005 R Re.2005 SF	DB 605 + Fiat A.20 DB 605 + Fiat A.20	730 km/h est. 750 km/h est

Data: Thompson Fitzsimons Jane's Fighting Aircraft of World War II (Gunston) Kay Alegi unverified

Re.2005

-- "...at the end of 1941 ... the Regia Aeronautica ... [announced] a competition for a fighter equipped with the [DB 605 1475hp] engine. // The Reggiane technical staff therefore devoted itself with much resolve to the realization of the new fighter and the result was of great excellence. The completed machine had little in common with the other planes of the Reggiane fighter series. // The wing structure and the empennages were retained, while the fuselage, undercarriage, wing profiles and armament were completely new." (Terlizzo, 7-8)

-- "The new fighter, the Re.2005 Sagittario (Archer), also introduced a much heavier armament, replacing the twin nose 12.7mm and two wing 7.7mm ... with a 20mm MG 151/20 firing through the propeller hub plus a similar weapon and a 7.7mm machine gun in each wing ... prototype flown for the first time in [05/1942] ... official trials in [07/1942-08/1942], but in spite of an impressive top speed of 678km/h @ 6950m no production was authorized until the following February [02/1943]." (Fitzsimons, 45)

-- "The construction of the first prototype (MM 494) was started on [10/01/1941], and was completed at the end of [04/1942] ... On [05/07/1942] it completed a taxiing test with the test pilot Tulio De Prato. On [05/09/1942] ... completed a very short flight above the airfield without retracting the undercarriage, while the first true flight was programmed for the following day ... After the necessary repairs the test flights began again on [06/01/1942]. // On [08/17/1942] the plane underwent modifications in the cockpit area which particularly affected the glass surfaces and the windscreen was considered too far from the pilot. The second prototype (MM 495) flew in [10/1942] and was immediately transferred to Guidonia and on [11/16/1942] an order for 16 'serie 0' (series 0) MM 092343-092358 airplanes was placed, while at the beginning of 1943 further orders for 18 pre-series and 750 series aircraft followed. // In reality these massive production programs, [as happened also for the C.205 Veltro and the G.55 Centauro], were unable to be realized because of the notable indecision of the [evaluating committee] which had the task to evaluate three series 5 aircraft. The available information on the aircraft was not reliable ... In effect all the projects were very good even if at the end the G.55 was slightly preferred. // The potential [of C.205 and Re.2005] was however considered excellent ... [Re.2005] demonstrated itself to be the fastest of the three reaching 678 km/h @ 2000m." (Terlizzi, 8-11)

-- Sweden was interested in ordering 50 Re.2005's without an engine [having negotiated licensed production of DB605 on their own] but the negotiation did not proceed to an outcome. (Terlizzi, 11)

-- "Most of the 36 Re.2005's completed were commandeered by the Germans after the armistice." (Fitzsimons, 45)

-- "Of the aircraft available to the north after [09/08/1943 Armistice]; the MM 495 and the MM 096105 were sent to Germany. // The latter was part of a small group of about ten aircraft (MM 096102-096105/11) for which the Luftwaffe requested some small modifications. // In fact these Re.2005's were delivered to the Germans by [10/02/1943], but how they were used has never been clarified. A collection of 6 2005's were also used by the ANR but only for training purposes, liaison duties and trials in dropping bombs and torpedoes." (Terlizzi, 16-17)

-- "Undoubtedly ... the most modern of the Italian fighters of [WW2]." (Terlizzi, 18)

Variants

-- "The plans to fit .... the Isotta Fraschini 'Zeta', Reggiane 103 and Daimler-Benz DB 601 engines so as not to remove the DB605 from more urgently needed aircraft series' should be remembered. // Engineer Nardi worked on an alternative version made entirely of wood, while other projects foresaw hybrid shapes and the use of a double fuselage. // Instead ... Longhi, the 'papa' creator of the 2005, didn't much appreciate these proposals since in reality those in the Reggiane technical department only seriously thought about the Re.2006 ... equipped with the powerful DB603 1750hp engine, which was in effect completed but which was never flight tested." (Terlizzi, 17-18)

Re.2005 R

"...in 1942, the Air Ministry carried out independent studies to convert the standard [Re.2005], Italy's finest fighter of the war, into a high-performance, mixed-power variant. In addition to the normal nose-mounted piston engine, the fighter was to have an auxiliary Fiat A.20 engine housed in a widened rear fuselage and exhausting beneath the tail surfaces. The A.20 engine was to drive two centrifugal superchargers, one to supercharge the nose engine and the other to supply compressed air to a combustion chamber and exhaust nozzle in the tail. Weight and performance calculations were made for two distinct variants, one designated the Re.2005 R (for Reazione) and the other the Re.2005 SF (named after the project officers, Majors Sarracino and Ferri). The Re.2005 R's maximum speed was estimated at 730 km/h (454 mph); although it reached the final drawing board stage in [07/1943], it was never completed." (Kay, 249)

-- image

Re.2005 SF

"On [11/20/1942] Guidonia suggested adding a jet propulsion device to an RE 2005, whose top speed would then reach 750 kph. The extra weight however would entail removing wing guns and the armored pilot seat. The variant was sometimes identified as 'SF' from the surnames of its proponents, Majors Marcello Sarracino and Antonio Ferri of the engineering branch. Tests were made with a rig powered by a Fiat A.20 engine, the results being summed up in a report of [07/07/1943] which also touched upon the structural changes to be made to the RE 2005 airframe. In [06/1944] an Allied investigation team summed up the project rather bluntly: 'The first proposal put forward suggested the use of a 12 cylinder liquid cooled 370 hp, 5500 rpm engine driving two centrifugal compressors, one for supercharging the main DB.605 unit together with the auxiliary engine, the second for supplying the reaction propulsion. The total additional weight was estimated at 1000 lb (approx.). The complication of this installation, involving in the more finalized design, the installation of a Fiat A-20 engine behind the pilot, indicates that lacking a suitably high powered engine the Italian Air Ministry was prepared to contemplate an artificial device for increasing the performance of the RE.2005.' Longhi often recalled his opposition to the 'crazy idea conceived by imaginative but impractical people', adding sometimes that the modification would have moved the center of gravity back from 21 to 30% and radically altered the aircraft's handling." (Alegi, 36-39)

Re.2006

Re.2007

-- the story

Edited by J311yfish, 13 November 2016 - 11:40 PM.

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J311yfish #10 Posted 03 October 2014 - 09:15 AM

Second Lieutenant

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Member since:
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Tier IX

Aerfer Sagittario 2 (Archer 2) (05/1956)-- Sergio Stefanutti

-- Bristol Saturn / Rolls-Royce Derwent 9

-- design by Sergio Stefanutti

-- naming convention consistent with others in the Reggiane line (Re. 2005 Sagittario, Re.2002 Ariete)

-- top/side view / 3-view

-- "...the Sagittario II ... was an all-metal, swept-wing aircraft powered by a Rolls-Royce Derwent of 1,633kp (3,600lb) thrust. First flown on May 19 1956, the Sagittario II became the first supersonic Italian aircraft when it attained Mach 1.1 in a dive on December 4 1956." (Kay, 249)

-- "In [04/1954], the increasing complexity of modern combat aircraft, together with a complete reappraisal of tactical air power requirements in Europe, led to the issue of a specification for a new lightweight strike fighter for service with NATO's tactical fighter-bomber squadrons. The specification, drawn up by the technical staff of the Supreme Allied Commander, Europe -- at that time General Lauris Norstad -- called for a single-seat aircraft of robust construction, easy to maintain under arduous operational conditions, with equipment that included gyro gunsight and rocket sight, DME, IFF, radar homing, UHF radio and cockpit pressurization. It had to carry any one of three different types of built-in armament [4x 0.5" machine guns, 2x20mm or 2x30mm cannon] as well as a variety of underwing stores such as [2x500 lb bombs and 12x3" rockets]. The empty weight of the machine was not to exceed 5000 lb. It had to be capable of taking off from a grass strip fully laden to clear a 50' obstacle within 1000 yards, and of flying at 0.95M at heights between sea level and 500' for one-third of its mission, the remainder of the sortie to be flown at a cruising speed of 400 mph. A rate of roll of at least 100 degrees per second at 0.9M was also required. // [To this specification 9 designs were submitted -- 2 Italian, 2 British, 5 French]." (Jackson, 130)

-- "Of the two Italian companies that submitted designs ... it was Fiat who were destined to win the contest with their G.91 ... It was an ironic choice, for the other design was the work of a man who, for nearly 20 years, had devoted much of his talent as an aircraft designer to perfecting a lightweight fighter -- and who had come very close to succeeding. // Sergio Stefanutti, chief designer of the Industrie Meccaniche Aeronautiche Meridionali-Aerfer, had begun studies of a lightweight fighter as long ago as 1939, and after producing some experimental types had designed the SAI.207 Sagittario (Arrow), which weighed only 4993 lb loaded and carried an armament of [2x20mm and 2x machine guns]. During tests, it was dived at an indicated airspeed of 466 mph at 10,000' and its performance was so promising that 2,000 examples were ordered for the Regia Aeronautica; however, only a few had been completed by the time Italy signed the armistice in 1943." (Jackson, 132-133)

-- "Stefanutti resumed his experimental work after the war, fitting his SAI.7 trainer design with swept wing surfaces and testing this configuration as a first step in the development of a lightweight jet fighter ... after amassing a considerable amount of aerodynamic information ... Stefanutti replaced its powerplant with a little Turbomeca Marbore II turbojet. Renamed Sagittario I, the revamped design flew for the first time on [01/05/1953] and was tested extensively, the upper limit of its flight envelope being dictated by its all-wood construction. // Work went ahead on the development of a definitive fighter variant, the Sagittario 2. This was to have been powered by a Bristol Saturn turbojet, but when the Saturn was cancelled Stefanutti opted for a Rolls-Royce Derwent Mk. 9 [3600 lbs thrust]. It was this engine which powered the prototype Sagittario 2 on its maiden flight from Practica del Mare, Rome, on [05/19/1956]; on [12/04/1956], piloted by Colonel Giovanni Franchini, it became the first aircraft of Italian design to exceed Mach One, reaching 1.1M in a shallow dive." (Jackson, 133-134)

-- "... was highly maneuverable, could carry the requisite combination of weapons and was able to operate from grass strips, its overall performance did not match the NATO requirement, so, with the help of US funds, Stefanutti took development a stage further and modified the basic design to include a 1,810 lb.s.t. Rolls-Royce Soar R.Sr.2 auxiliary turbojet in addition to the Derwent. The configuration of the new prototype fighter, known as the Ariete (Battering Ram), was exactly the same as that of the Sagittario except for the rear fuselage, which was made deeper to house the auxiliary turbojet and was 4" longer. The Ariete flew for the first time on [03/27/1958], and while flight testing continued Stefanutti's design team was occupied with the third and final development, the Leone. This was to have been powered by either a Bristol Orpheus B.Or.12 or a de Havilland Gyron Junior turbojet, with a de Havilland Spectre rocket motor replacing the Soar, but the adoption of the Fiat G.91 by the Italian Air Force and NATO brought further work to an end." (Jackson, 134)

Fiat G.82 (05/1954; confirm) -- Giuseppe Gabrielli

Arado Ar 234 variant

Edited by J311yfish, 13 November 2016 - 01:28 PM.

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J311yfish #11 Posted 03 October 2014 - 09:15 AM

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Tier X

Aerfer Ariete (Ram) (03/1958) -- Sergio Stefanutti

Fiat G.91 (08/1956) -- design team headed by Giuseppe Gabrielli

Production

Airframe

Engine

Speed

Armament

Bombs/Rockets

1 (08/1956)

NC.1 (first prototype, unarmed)

Bristol Orpheus BOr.01 4050 lbf

1 (07/1957)

NC.1bis (second prototype, armed)

Bristol Orpheus BOr.03 4850 lbf

1068 km/h @ SL*

1080 km/h @ 1520m

1019 km/h @ 6100m

4x12.7mm Colt Browning M3 or

2x20mm or

2x30mm DEFA 552

2x225kg bombs or

2x napalm bombs or

2x rocket launchers (see below)

*Data above from Caruana (speeds listed are for G.91R, a reconnaissance adaptation from pre-production aircraft, it will have to do for now)

Notes:

-- "The G 91 was the North Atlantic Treaty Organization's first attempt to build and deploy a standard warplane for use by member nations. Small and easy to operate, it served as a frontline strike fighter for many years." (Frederiksen, 119)

-- "In 1956 a Fiat design team headed by Giuseppe Gabrielli unveiled the prototype G 91, which bore strong resemblance to the larger F-86K's then built under license. It was modestly sized with swept wings, tricycle gear, and a spacious bubble canopy. In flight the G 91 was light, responsive, and could carry a variety of weapons. Evaluation trials held in 1957 demonstrated that it was superior to several French contenders, so the decision was made to adopt the craft for German and Italian forces. France angrily refused to have anything to do with the diminutive craft, but 756 G 91's were ultimately produced. For Germany, G 91's were the first fighters manufactured in that country since 1945. Moreover, whatever G 91's lacked as dogfighters, they more than compensated for as strike aircraft." (Frederiksen, 119)

-- "Best known as 'Gina' to most pilots who flew it, the Fiat G.91 was a masterpiece in economy of effort, based on a modified proven design that offered a guarantee of success. Its external resemblance to the famous F-86 Sabre was a natural consequence of the experience gained by FIAT in the building of a series of jet aircraft under license during the immediate post-war period culminating in the F-86K [total 231 built]." (Caruana, 1; 10-11)

-- NATO formed 1949; a session held in Lisbon 02/1952 acknowledged the need to arm European forces with a lightweight strike fighter; specification issued 12/1953; ten proposals [listed below] submitted by three nations [Britain 3, France 5, Italy 2]; contest narrowed June 30 1955 to Fiat G.91 and Breguet Type 1001 Taon; contract for G.91 signed July 3 1955. (Caruana, 4-7)

-- competed against Folland Gnat, lightweight Hawker Hunter; Breguet 1001 and 1100 Taon, Dassault Mystere XXVI (later renamed Etendard VI) and Etendard IV, Sud-Est SE.5003 Baroudeur and Sud-Ouest Trident (Caruana, 6)

-- prototype NC.1 first flight August 9 1956 with Bristol Orpheus BOr.01 4050lb thrust. (Caruana, 7)

-- prototype NC.1bis first flight (armed) July 26 1957 with Bristol Orpheus BOr.03 4850lb thrust. (Caruana, 7)

-- "... seven fuel tanks ... all having adequate armor-protection against ground fire." (Caruana, 11)

-- "Two 12.7mm Colt Browing M3 machine guns ... or a 20mm cannon ... or a 30mm cannon could be fitted on each side in the gun bay [implied that the 30mm's are DEFA 552] ... External armament loads under the wing could consist of [2x225kg bombs, 2 napalm bombs, or 2 launchers; the launchers could house 31x50mm rockets, or 12x76mm rockets, or 6x127mm rockets, or 6x57mm exercise rockets; or two AS-20 missiles, or two drop tanks]." (Caruana, 12)

-- third prototype tested with JATO rockets. (Caruana, 12-13)

-- Bristol Orpheus engine first bench-run December 17 1954; test flown in Folland Gnat July 18 1955; B.Or.2 passed type test November 1956 with 4520lb thrust; B.Or.3 powered all NATO LWSF contenders ... built under license as FIAT 4023 ... provided a thrust of 5000lb ... "remarkable thrust/weight ratio of 6:1." (Caruana, 15-16)

-- [The following notes refer to the G.91R, a reconnaissance adaptation of the pre-production aircraft, though armed prototype performance is arguably similar] "... extremely pleasant to fly ... blessed with excellent maneuverability. (Caruana, 13)

-- "The first really successful Italian jet aircraft was the Fiat G.91 light fighter and tactical support aircraft, modelled on the overall design of the North American F-86 Sabre fighter and first flown on August 9 1956. It was powered by a Bristol Orpheus turbojet and won a NATO order against both at home and abroad and equipped the air forces of Italy, West Germany and Portugal." (Kay, 249)

Tier X alternates

Edited by J311yfish, 13 November 2016 - 01:31 PM.

Main tech tree projects: JAPAN • UNITED KINGDOM • UNITED STATES • GERMANY • USSR // aircraft to China

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Map proposals: Panama Canal • Great Wall of China • Cliffs of Dover // Clan: 343 Kokutai // Tutorial: How to ignore forum posts and signatures

J311yfish #12 Posted 12 October 2014 - 06:16 PM

Second Lieutenant

Member
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[343]
Member since:
12-13-2013

First update:

-- this is a rough draft (i.e. starting point) based on the extensive work done by Demon93IT, and Raptor_Fulcrum's investigation into jet projects that did not materialize.

-- aircraft in transparent/gray color are those that did not proceed beyond the project stage.

-- there are some omissions (such as single-engine dive bombers) for now but it will grow in refinement as the main aircraft are solidified with detail.

-- progress from here involves German engine benchmarks for tiers IV-VIII, gathering details, refinement.

-- Breda Ba.27M (premium for China) as a benchmark implies that Fiat CR.40/41 might be tier III (same engine), and Fiat CR.42's first flight date (15 months after Fiat G.50) suggests that it might be placed at tier IV (same engine). If these considerations are adhered to, then the major implication is that the CR.42 might be granted use of the experimental DB.601 and/or 20mm cannons to fight obsolescence.

Edited by J311yfish, 12 October 2014 - 06:29 PM.

Main tech tree projects: JAPAN • UNITED KINGDOM • UNITED STATES • GERMANY • USSR // aircraft to China

Europe tech tree projects: ITALY • FRANCE • SWEDEN • Finland (skins) • Poland • International // Retired projects: China • Brazil

Historical scenarios: Spanish Civil War (skins) • Invasion of Poland • Winter War • Continuation War

Map proposals: Panama Canal • Great Wall of China • Cliffs of Dover // Clan: 343 Kokutai // Tutorial: How to ignore forum posts and signatures

Raindrops #13 Posted 13 October 2014 - 01:41 PM

Command Chief Master Sergeant

Closed Beta Tester
92 battles
782
[EDF]
Member since:
02-05-2012

A treat for those looking for more Italian in the forums: The old Italian discussion section, now archived away from normal view.

Still looking forward to Italians - hopefully they'll come soon after the French, as they're supposed to be around the end of the year. Of course, I do still want more Japanese before either nation, though.

I never said I was good.

USA needs GA too.

J311yfish #14 Posted 13 October 2014 - 03:15 PM

Second Lieutenant

Member
4137 battles
1,433
[343]
Member since:
12-13-2013

ENGINES

Italian engines

PIAGGIO -- head office 1945 = Genoa, Italy

ISOTTA-FRASCHINI -- head office 1945 = Milan, Italy // Reggiane (both owned by Caproni group)

ALFA ROMEO -- head office 1945 = Milan, Italy

FIAT -- head office 1945 = Turin, Italy

"The Fiat company was incorporated in 1898 and started on a bold policy which catered for all forms of locomotion. It began with motor vehicles and gradually extended its ramifications to include tractors, heavy-oil engines, railway trucks, tanks, aircraft and aircraft engines. // The first Fiat aero-engines were built in 1908. During the War 1914-1918 more than 15,000 Fiat aero-engines were delivered. // After the War, the company pursued a very intensive research program, devoted to the development of the 12-cylinder Vee liquid-cooled engine. Later in its life the company turned its attention to the air-cooled radial and abandoned the liquid-cooled engine. // The Fiat series of radials included [entries added to list below]." (Gunston, 297)

Information from World Encyclopedia of Aero Engines (Gunston, 72+):
A 14 -- delivered 1917-1919, world's most powerful production engine; V-12, 170x210mm, 57.2 L, 791kg, 725hp
A 15 prototype 1923; 430hp, 20.3 L
A 20 of 1925; 18.7 L -- 410hp
A 22 of 1926; 135x160mm, 27.48 L, 750hp -- several hundred built; 13 distance/endurance records --> development leads to AS.2 and AS.3 racing engines
A 24 similar; 700-720hp
A 25 much bigger; 170x200mm, 54.58 L, 1000hp
A 30 RA family = last of the major V-12's, dating from 1930; typically 600hp; powered Fiat's biplane fighters; 2679 built
A 60 inspired by the Gipsy; 135hp inverted aircooled four-in-line 1931-1934

Schneider racing engines
AS 2 for 1926 and 1927 races; V-12; 138x140mm, 25.13 L
AS 5 for 1929 race; V-12; 138x140mm, 25.13 L; 1050hp @ 3300rpm
AS 5's bolted together for 1931 race; 50.26 L total; 3100hp @ 3200rpm -- world piston-engined seaplane speed record 709.2 km/h which still stands (what year?)

AS 6 -- "most powerful aero-engine ever built [racing engine, as of 1938], developing 3100hp @ 3300rpm, has won the Bleriot Trophy and still holds both the World's Absolute Speed Record [since 04/1933] and the Speed Record over 100 km [since 10/1933]." (Jane's 1938, 69d); 24-cylinder V liquid-cooled.

By 1930 firmly wedded to the air-cooled radial, with no more water-cooled projects aside from RA 1050 RC58 Tifone (DB605A built under license 1942):
A 50 of 1928; 7 cylinders; 100x120mm; 95-100hp

A 50S
A 53 of 1930; 7 cylinders; 105x120mm; 120hp

A 54

A 55

A 58C

A 58RC

A 59

A 59R

A 70

A 78C

A 74 RC38 840hp -- 1936 -- 14 cylinder two-row; first mass-production type; "owed a little to Gnome-Rhone and Pratt & Whitney"; led to a mass of 14 and 18-cylinder engines, the biggest with 140x165mm cylinders, all made during WW2:
A 74 RC42 770hp
A 74 RC18 900hp
A 76 RC40 1000hp
A 80 RC41 1000hp -- 18 cylinder two-row -- "intended or multi-engine craft, where distance between fuselage and engines prevents use of reserve tank" (Jane's 1938, 70d)
A 80 RC20 1100hp
A 82 RC40 1250hp
A 82 RC42 1400hp

After World War II:
De Havilland Ghost turbojet
Fiat Model 4002 -- simple centrifugal turbojet with reverse-flow annular chamber, rated at 250kg thrust at 26,000rpm; assisted development of Model 4700 gas generator
Fiat Model 4700 gas generator; 542hp; served as power unit of the Fiat 7002 tip-drive helicopter prototype of 1961

DAIMLER-BENZ -- head office 1945 = Stuttgart-Untertürkheim, Germany

DAIMLER-BENZ (Gunston, 57+) and Gunston 291-293

"In [11/1937] the new Daimler-Benz DB600 appeared. This was a particularly interesting technical development as the 12 cylinders were arranged in inverted Vee formation thus, with the crankcase, forming an inverted Y. The new engine established a number of important records for Germany. // A re-design of the DB600 to incorporate direct fuel injection and improved supercharging capacity resulted in the DB601, which established further records. The racing version of the DB601, which setup a World's Speed Record of 469.2mph (750.7 km/h) in a special Messerschmitt Bf109R monoplane in 1939, was specially boosted to develop a maximum of 1800hp at 3500rpm, in contrast to normal maximum output of 1050hp @ 2400rpm for the then standard engine. // The Daimler-Benz engines most widely used during the war were the DB601, DB603 and DB605. The DB606 and 610 coupled engines were installed in the Heinkel He 177. // Series production of DB engines was undertaken at Stuttgart-Unterturkheim, Genshagen-bei-Berlin, Berlin-Marienfelde, Mannheim, Brunswick-Querum (Niedersachsische Moterenwerke), Kassel-Altenbauna (Henschel), Stettin-Arnimswalde (Pommersche Motorenwerke) and Wiener-Neustadt (Henschel). // The Daimler Benz company also undertook development of the turbo-jet and one unit was built and run in the Autumn of 1943. Work on the project was then stopped by the German Air Ministry because the design was more complex than those of other firms." (Gunston, 290)

DB603 A, B, C, D -- "In general this engine is an enlarged version of the DB 605 with certain improvements ... 925kg (2035 lbs)." (Gunston, 290)

DB603 E -- "...similar to the A except that it had a supercharger of increased diameter and automatic airscrew-pitch control." (Gunston, 290)

DB603 AA, AS -- "...similar to the A but were fitted with superchargers of increased diameter." (Gunston, 291)

DB603 G, K -- "...similar to the A but with increased compression ratio 8.3:1 left block, 8.5:1 right block." (Gunston, 291)

DB 603 L, M -- "...similar to the E but were fitted with a 2-stage supercharger and aftercooler," (Gunston, 291)

DB603 N -- "similar to the L but had re-designed cylinders and increased rpm ... It was intended to develop sub-types of this engine with various arrangements of supercharger gears." (Gunston, 291)

DB603 U -- "This engine was the DB603 E with a Hirth turbo-blower in addition to the normal mechanically-driven supercharger."(Gunston, 290)

DB 604A, B -- "...was a 24-cylinder X-type liquid-cooled engine with 2-speed supercharger. Development was stopped in [09/1942]. // 2660hp @ 3200rpm at SL; 2410hp @ 3200rpm @ 20,600' ... 1080kg (2,376 lbs)." (Gunston, 291)

DB 605 A, B, C -- "... a development of the DB601 and was very similar in basic construction to that power-unit. The main improvements were an increase in the permissible rpm; altered valve-timing, which increased the inlet period and improved the scavenging to give greater volumetric efficiency at the higher rpm; complete re-design of the cylinder block to obtain the maximum possible bore with existing cylinder centers; and repositioning of the sparking plugs. The big-end bearings were also modified ... 756kg (1,663 lbs)." (Gunston, 291)

DB 605 AM -- "Similar to the DB 605A but with provision for methanol/water injection into the eye of the supercharger. 1800hp @ 2800rpm @ SL, 1700hp @ 2800rpm @ 13,500'. Other performance figures as for the DB 605A." (Gunston, 291)

DB 605 AS -- "Similar in general construction to the DB 605A but fitted with a supercharger of increased diameter." (Gunston, 291)

DB 605 D, E, F, DB, DC -- "Similar in general construction to the DB 605A but fitted with supercharger of increased diameter and methanol/water injection system. Increased compression ratio 8.3/8.5 :1. 87 or 96 octane fuel." (Gunston, 291)

DB 605 L -- Similar to the DB 605A but fitted with 2-stage mechanical supercharger. 96 octane fuel." (Gunston, 291)

DB 606 A, B -- "...consisted of two DB601 engines mounted side-by-side and driving a single airscrew through a common reduction gear and extended airscrew shaft. The two engines were inclined so that the inner banks are disposed almost vertically ... [more]." (Gunston, 292)

DB 609 A, B, F -- "...was a 16-cylinder inverted Vee liquid-cooled engine using cylinders of similar dimensions to the DB603. It was fitted with a 3-speed 2-stage supercharger. Development stopped in [04/1943]." (Gunston, 292)

DB 610 A, B -- "... consisted of two DB605 engines coupled together in the same manner as in the DB606." (Gunston, 292)

DB 610 C, D -- "C right-handed, D left handed rotation." (Gunston, 292)

DB 613 A, B -- "...consisted of two DB 603 G engines coupled together to drive a single airscrew and was similar in general layout to the DB 610." (Gunston, 292)

DB 627 A, B -- "... was the DB 603 G fitted with a 2-stage mechanical supercharger and aftercooler. Development was stopped in [03/1944]." (Gunston, 292)

DB 628 A, B -- "... similar in general arrangement to the DB 605A but was fitted with a 2-stage mechanical supercharger, the first stage being mounted on and driven from the reduction gear. The air intake was behind the airscrew and an induction cooler was fitted. Development was stopped in [03/1944]."

DB 632 -- "was the DB 603 N with a modified supercharger and was fitted to drive contra-rotating propellers." (Gunston, 293)

[19 other engines whose development was terminated are listed by Gunston, 293]

"Note -- the additional letter after the sub-type letter is used to signify the following:

S = special engine.

B = when the power has been increased by a higher boost pressure and 87 octane fuel with methanol injection.

C = when the power has been increased by a higher boost pressure and 96 octane fuel with methanol injection." (Gunston, 291)

CAMPINI -- factory at Taliedo, Italy (near Milan)

CAMPINI (Gunston, 43)

"Secondo Campini was a pioneer of jet propulsion, but without the crucial adjunct of the gas turbine. He got Caproni to build an aircraft, the N.1, powered by an Isotta-Fraschini Asso piston engine of 900hp. This drove a three-stage fan which blew air from the rear jet nozzle. To boost performance fuel could be burned in the jetpipe. First flight was on [08/27/1940]. Performance was worse than if a normal propeller had been used." (Gunston, 43)

"...in 1942, the Air Ministry carried out independent studies to convert the standard Reggiane Re.2005 Sagittario, Italy's finest fighter of the war, into a high-performance, mixed-power variant. In addition to the normal nose-mounted piston engine, the fighter was to have an auxiliary Fiat A.20 engine housed in a widened rear fuselage and exhausting beneath the tail surfaces. The A.20 engine was to drive two centrifugal superchargers, one to supercharge the nose engine and the other to supply compressed air to a combustion chamber and exhaust nozzle in the tail. Weight and performance calculations were made for two distinct variants, one designated the Re.2005 R (for Reazione) and the other the Re.2005 SF (named after the project officers, Majors Sarracino and Ferri). The Re.2005 R's maximum speed was estimated at 730 km/h (454 mph); although it reached the final drawing board stage in July 1943, it was never completed." (Kay, 249)

"Another mixed-power fighter should also be mentioned. This was the Caproni Ca 183bis, which was to be powered by a Daimler-Benz DB605 engine driving contra-rotating airscrews in the fuselage nose ahead of the cockpit and supplemented by a Fiat A.30 motor in the rear fuselage driving three centrifugal blowers, one to supercharge the front DB 605 engine and two to supply compressed air to a two-stage Campini-type compressor fan in the rear fuselage duct for the jet propulsion unit with an afterburner. This was to be a high-altitude fighter having a ceiling of perhaps 18,000m (59,000 ft) and a prototype was under construction in 1943 but never completed." (Kay, 249)

Source: Turbojet History and Development 1930-1960. Volume 2, by Antony L. Kay (Crowood 2007)

Geography

-- Milan, Turin, and Genoa form a triangle in northwest Italy, just south of Switzerland, and just east of southern France. Together they are approximately 1100km from Berlin.

Sources:

-- 'World Encyclopedia of Aero Engines', by Bill Gunston

-- 'Jane's Fighting Aircraft of World War II', foreword by Bill Gunston

German engines -- benchmarks in-game (Daimler-Benz)

-- these can be used to inform precise placement for the Italians at Tiers IV-VIII

-- a similar case can be made with armament but this is a good place to start

German fighters

German heavy fighters

German premiums

Other German aircraft

Japanese aircraft

Other engines in-game:

IV Renault 12 R-03 450hp / 385kg air-cooled -- IV Caudron C.714

-- "work on the C.714 production model began in 1938." (Andersson, 276)

-- a projected version of the Caudron C.714, the C.760, was to use an Isotta Fraschini Delta 750hp engine

IV Gnome-Rhone 14M-06/07 700hp / 836kg air-cooled -- V Henschel Hs 129B

V Gnome-Rhone 14M-08/09 750hp / 838kg air-cooled -- V Henschel Hs 129B

-- Hs 129C-1 was to upgrade to 2x Isotta Fraschini Delta RC 16/48 1200hp 12-cyinder air-cooled inline engines [Italian engine of major production quantity]; proposed by Henschel to the RLM in 1943. "The Isotta-Frashini Delta RC 16/48 engines suffered through lengthy development problems. These problems -- coupled with Italy's armistice with the Allies on [09/03/1943] -- ended Henschel's consideration of this powerplant for the Hs 129C-1. The firm then chose the Gnome-Rhone R14 M38 820hp [14-cylinder air-cooled radial] engine for this new Hs 129 variant ... installed ... on an Hs 129B-2 ... which first flew with the new powerplants [08/1943]." (Bernad, 31); "Only one Hs 129C-1 prototype ... was built and flew tests ... from [04/1943] until it was grounded on [07/13/1944]. The Hs 129C-1 program was cancelled in favor of other aircraft types." (Bernad, 31)

VI Jumo 211 Da 1200hp / 605kg water-cooled-- V Junkers Ju 87 G Stuka ----> Jumo 211 Da used by Savoia-Marchetti SM.79JR in Romania

VII 2x Gnome-Rhone 14R-24/25 1600hp / 825kg air-cooled -- VIII SNCAC NC 1070

Engine comparison -- lateral, rough

Edited by J311yfish, 11 January 2019 - 05:51 PM.

Main tech tree projects: JAPAN • UNITED KINGDOM • UNITED STATES • GERMANY • USSR // aircraft to China

Europe tech tree projects: ITALY • FRANCE • SWEDEN • Finland (skins) • Poland • International // Retired projects: China • Brazil

Historical scenarios: Spanish Civil War (skins) • Invasion of Poland • Winter War • Continuation War

Map proposals: Panama Canal • Great Wall of China • Cliffs of Dover // Clan: 343 Kokutai // Tutorial: How to ignore forum posts and signatures

Demon93IT #15 Posted 13 October 2014 - 03:42 PM

Senior Master Sergeant

Member
0 battles
348
Member since:
03-06-2012

You're doing a great job considering the fact that WG hasn't helped with the Ba.27. I'm looking foward to see how your work will end up since mine got messed up by that plane and i don't really want to restart all over again, especially since i still consider the Ba.27 out of place.

J311yfish #16 Posted 04 December 2014 - 09:45 PM

Second Lieutenant

Member
4137 battles
1,433
[343]
Member since:
12-13-2013

Shared designs/concepts:

-- The goal is to track technological advancement with precision to see how that might be reflected in the tech tree beyond simple placement at each tier.

-- These details are not revealed through specifications but rather through close reading and cross-referencing of development narratives.

Airfoils

Wings

parasol wings

-- "One from which rest of aircraft is suspended by ties; hence, parasol monoplane." (Gunston, 482)

wire-braced wings

elliptical wings

-- "Aerodynamic theory shows that for highest efficiency (lowest induced drag) the planform should be an ellipse with the quarter-chord line straight." (Gunston, 230)

-- "It was Mitsubishi's undaunted courage that retained the cantilever structure despite previous failures, and also to pursue the development of a thinner wing of elliptical planform to minimize induced drag." (Mikesh, 173)

-- Heinkel He-70 (12/1932)

-- Experimental 9-Shi Single-seat fighter (Ka-14) (01/1935) -- [what would become Mitsubishi A5M] (Mikesh, 173)

-- Mitsubishi A5M (02/1935)

-- Heinkel He-111 (02/1935)

-- Heinkel He-112 (09/1935)

-- Kawasaki Ki-38 (03/1937-12/1937) -- [what would become Kawasaki Ki-45]

-- Aichi D3A (12/1937+) -- "...low-mounted elliptical wings inspired by those of the Heinkel He 70." (Francillon, 272)

laminar flow wings

-- "Fluid flow in which streamlines are invariant and maintain uniform separation, with perfect non-turbulent sliding between layers." (Gunston, 372)

straight leading edge

mid-wing configuration

inverted gull wing

rearward sweep wings

-- Kayaba Katsuodori (1937-1943) -- 25.5° (Dyer, 19)

-- Nakajima Kikka (08/1945) -- "The wings of the Kitsuka had a total of 13° sweepback, the centerline of the wings being at 9°."(Dyer, 119)

folding wings

small wing area / high wing loading

-- Kawasaki Ki-78 --

-- Kawasaki Ki-60 (03/1941) -- "the [first prototype] was not liked by Service test pilots who reported negatively on the aircraft's high wing loading and resultant high landing speed ... 2nd Ki-60 prototype was fitted with a wing of increased area -- 16.2 m² against 15.9 m²." (Francillon, 111)

-- Nakajima Kikka (08/1945) -- "droop ailerons were fitted to compensate for the heavy wing loading" (Dyer, 119)

large wing area / low wing loading

-- Kawasaki Ki-119 (08/1945+) -- "wing of high aspect-ratio and large area [31.9m²] was selected to obtain good airfield performance and flying characteristics" (Francillon, 142)

high aspect-ratio

-- Kawasaki Ki-119 (08/1945+) -- "wing of high aspect-ratio and large area was selected to obtain good airfield performance and flying characteristics" (Francillon, 142)

wing surface cooling

-- Kawasaki Ki-64 (12/1943) --

Control surfaces

Fowler Flaps

split flaps

"The split flap had been invented by engineer Tetsuo Noda of Mitsubishi in 1927. A patent was granted for this invention in 1928 but only in Japan, and not applied for elsewhere; consequently it was put to practical use several years later in the United States without restriction." (Mikesh, 174)

butterfly flaps

automatic flaps

drooping ailerons

-- "Ailerons arranged to droop about 15º when flaps are lowered to increase lift while preserving lateral control." (Gunston, 211)

-- Aichi B7A (05/1942+) -- "could be deflected 10° to serve as auxiliary flaps" (Francillon, 289-290)

-- Aichi S1A (~07/1945+) -- "acting as auxiliary landing flaps" (Francillon, 295)

-- Nakajima Kikka (08/1945) -- "droop ailerons were fitted to compensate for the heavy wing loading" (Dyer, 119)

dive brakes

-- Aichi D3A (12/1937+) -- "dive breaks similar to those used on Junkers Ju 87" (Francillon, 272)

-- Yokosuka D4Y -- "Three electrically operated dive brakes were fitted beneath the wings ahead of each landing flap" (Francillon, 455)

-- Aichi E16A --

-- Aichi B7A (05/1942+) -- "mounted on the undersurface ahead of the flaps between the fuselage and ailerons" (Francillon, 289-290)

-- Aichi S1A (~07/1945+) -- "air-brakes were installed under the wing and fuselage center-section to be used in the final stage of interception to avoid overtaking the enemy bomber." (Francillon, 295)

-- Kawasaki Ki-66 (10/1942-10/1943) -- "Snow-fence dive-brakes were flush-mounted under the wings outbard of the engine nacelles [visible in picture above] and were hinged clear of the undersurface when opened." (Francillon, 123)

-- Kawasaki Ki-48-II -- "a dive-bomber version of the Ki-48-II which used dive-brakes similar to those fitted to the Ki-66." (Francillon, 123)

square-tipped vertical tail surfaces

square-tipped horizontal tail suraces

vertical wingtip rudders

-- Kayaba Katsuodori (1937-1943) --

tailless

-- Kayaba Katsuodori (1937-1943) --

function as a glider after fuel expended

Fuselage

Engine and Propellers

Armament

Undercarriage

Electronics

Designers by Manufacturer

==================================================================================
FIAT FIGHTERS

Celestino Rosatelli
-- Fiat CR.20
-- Fiat Cr.32
-- Fiat CR.42

Giuseppe Gabrielli
-- studied in the Politecnico di Torino and in Aachen, Germany under Theodore von Karman
-- began his work as designer at Piaggio, but was soon called to FIAT by Giovanni Agnelli to lead his aeronautics section
-- Fiat G.50 (02/1937)
-- Fiat G.55 (04/1942)
-- Fiat G.80 (12/1951) -- Goblin -- (one of the first jets designed in Italy)

-- Fiat G.81 -- Ghost

-- Fiat G.82 -- Nene

-- Fiat G.84 -- Nene, Allison J35
-- Fiat G.91 -- Orpheus -- won a contest for a NATO standard fighter in the 1950s

==================================================================================
MACCHI FIGHTERS

Mario Castoldi
-- 1926 Macchi M.39 seaplane 396 km/h
-- racing seaplanes (the M.52, M.52R, and the M.67)
-- 1931-1933 most famous plane was the Macchi M.C.72 (designed over three years from 1931 to 1933)
-- 04/1933 pilot Francesco Agello succeeded in setting a speed record for a seaplane with a speed of 684 km/h
-- 10/1934 M.C.72, attained an average speed of 709 km/h (440 mph)
-- Macchi C.200 (12/1937)
-- Macchi C.202 (08/1940)
-- Macchi C.205 (04/1942)
--- Mario Castoldi retreated to private life and died in 1968 at Trezzano sul Naviglio.

Ermanno Bazzocchi -- degree 1938, hired 1941, later CEO

-- Aermacchi MB-324 -- Ghost

-- Aermacchi MB-326 (12/1957) -- Viper

-- Aermacchi MB-327 -- Orpheus

-- Aermacchi MB-329

~~-- Aermacchi MB-339 (08/1976)~~

==================================================================================
REGGIANE (CAPRONI) FIGHTERS

Roberto Longhi
-- Reggiane Re.2000 Falco I (Roberto Longhi and Antonio Alessio in 1938)
-- Reggiane Re.2001 Falco II
-- Reggiane Re.2004
-- Reggiane Re.2005 Sagittario -- Roberto Longhi, and included designers Alessio, Maraschini, Toniolo and Pozzi ... 1941 start
~~-- Reggiane Re.2007~~
~~-- Reggiane Re.2008~~

-----------------------------------------------------------------------------------------------------------------------------------------------

Giovanni Pegna ("John" Pegna)
-- head of the construction department of the Piaggio and Workshops Reggiane (group Caproni ).
-- Piaggio P.32 (01/1936) -- medium bomber
-- Caproni-Reggiane Ca.405C (03/1937) -- twin-engine racing aircraft

==================================================================================

PIAGGIO

Giovanni Casiraghi

~~-- Piaggio P.108 (1939) -- 4-engine bomber~~

-- Piaggio P.119 (12/1942) -- fighter

==================================================================================

AMBROSINI --> AERFER

Sergio Stefanutti *****
-- Ambrosini SS.4 (03/1939)
~~-- Ambrosini S.7. excellent touring monoplane~~
-- Ambrosini SAI.207 lightweight fighter made entirely of wood.
-- Ambrosini SAI.403 lightweight fighter made entirely of wood.

-- Ambrosini Sagittario (01/1953)
-- Aerfer Sagittario 2 (05/1956)
-- Aerfer Ariete (03/1958)
-- Aerfer Leone -- rocket-powered

==================================================================================

CAPRONI

Giovanni Battista Caproni

--
Raffaele Conflenti
-- Caproni Ca.165
-- died 1946

Cesare Pallavicino -- started with Breda then moved to Caproni

-- Caproni A.P.1 -- "coming from the Breda firm"

-- lead design at Caproni 1935-1941:

--- Caproni Ca.135

--- Caproni Ca.309
--- Caproni Ca.311,
--- Caproni Ca.312
--- Caproni Ca.313
--- Caproni Ca.314
--- Caproni Ca.315
--- Caproni Ca.355,
--- SABCA S 47,
--- Caproni Ca.335,
--- Caproni Ca.350
--- Caproni Ca.380
-- Argentina 1946:
--- FMA I.Ae. 27 Pulqui I (08/1947) ... 1xDerwent 5 ... 720 km/h ... 4x20mm ... with Emile Dewoitine
--- I.Ae. 30 Ñancú (07/1948) ... 2x Merlin ........ 740 km/h ... 6x20mm ... further jet modification (2x Derwent) designed by Pallavicino that did not materialize

Secondo Campini

-- Caproni Campini N.1

-- Caproni Campini Ca.183bis

==================================================================================

BREDA and IMAM
Cesare Pallavicino -- started with Breda then moved to Caproni as lead designer 1935-1941
-- design engineer at Breda 1927-1935:
--- Breda Ba.15 (1928)
--- Breda Ba.18
--- Breda Ba.19 (1928) -- aerobatic trainer
--- Breda Ba.27 (1933) --> to China
--- Breda Ba.35
--- Breda Ba.39 (09/1932) -- touring and liaison

Giovanni Galasso
-- IMAM Ro.41 (06/1934) -- fighter/trainer

Antonio Parano and Giuseppe Panzeri

-- Breda Ba.64 (1934) -- single-engine ground-attack aircraft
-- Breda Ba.65 (09/1935) -- single-engine ground-attack aircraft
-- Breda Ba.88M (10/1936) -- twin-engine ground-attack aircraft

Filippo Zappata

-- started with CANT then moved to Breda (~1940)

--- CANT Z.501 (1934) -- flying boat
--- CANT Z.506 (1935) -- floatplane
--- CANT Z.1007 (03/1937) -- medium bomber

-- Zappata's projects at Breda, investigate

--- Bz 301 medium bomber
--- Bz 302 heavy fighter
--- Bz 303 night fighter
--- Bz 304
--- Bz 305
--- Bz 306

Mario Stoppani (test pilot)

-- associated with aeronautical designer Filippo Zappata

-- worked for Breda and SIAI Marchetti.

==================================================================================

SAVOIA-MARCHETTI
Alessandro Marchetti (1884-1966)
-- best known for having created the Savoia-Marchetti SM.79, a World War II bomber aircraft.
-- SIAI S.52 (1924)
-- Savoia-Marchetti SM.93 (1944) dive bomber

==================================================================================

other designers

F. Fabrizzi

-- Caproni Vizzola F.4

Stelio Frati

===================================================================================

Engine designers

Giustino Cattaneo
-- Alfa Romeo 135
--- At the time of its first running in 1938 and 1939 it was the most powerful radial engine in the world, generating just less than 1,492 kW (2,001 hp) on 100 octane fuel, but the standard fuel available was 87 octane, with which the 135 developed 890–1,190 kW (1,200–1,600 hp).
-- Alfa Romeo 136
--- paper project interrupted by Armistice

===================================================================================

Edited by J311yfish, 06 November 2016 - 08:12 PM.

Main tech tree projects: JAPAN • UNITED KINGDOM • UNITED STATES • GERMANY • USSR // aircraft to China

Europe tech tree projects: ITALY • FRANCE • SWEDEN • Finland (skins) • Poland • International // Retired projects: China • Brazil

Historical scenarios: Spanish Civil War (skins) • Invasion of Poland • Winter War • Continuation War

Map proposals: Panama Canal • Great Wall of China • Cliffs of Dover // Clan: 343 Kokutai // Tutorial: How to ignore forum posts and signatures

J311yfish #17 Posted 23 May 2015 - 03:21 PM

Second Lieutenant

Member
4137 battles
1,433
[343]
Member since:
12-13-2013

ALTERNATES

-- lesser aircraft as potential premiums

Tier II

FIGHTERS

Fiat CR.30 (1932) -- further developed as CR.32 and CR.40 -- [173 built] -- Celestino Rosatelli

Production	Airframe	Engine	Speed	Armament	Bombs
(1932)	CR.30	Fiat A.30 RA 600hp	349 km/h	2x12.7mm

Specifications (Flight Magazine)

Notes:

-- "A completely redesigned biplane fighter appeared in 1932, designated CR.30 and powered by a Fiat A.30 R.A. 600hp 12-cylinder water-cooled vee engine. Spinner, wheel spats, fully cowled engine, and rounded wing tips and tail surfaces contributed to a greatly modernized appearance, with performance to match. Maximum speed was 217 mph [349 km/h], landing speed was 65 mph, ceiling 28,536', and endurance 2:30 ... climbed to 6560 ft in 2:40 and to 19680 ft in 12:30." (Thompson, 147)

-- "The CR.30 was placed in quantity production and became standard equipment of the Regia Aeronautica fighter units, along with the smaller, lighter, and faster CR.32 that appeared the following year. Armament was two 12.7mm Breda-SAFAT machine guns mounted in the cowl. Additional variants of the CR.30 were the CR.30B (Biposto) two-seat fighter trainer [several built 1932], and the CR.30 idro [few built 1934] ... Standard CR.30 fighters were supplied in limited numbers to Austria, China, and Paraguay during the period 1934-1936. As in the case of the CR.20, those supplied to Austria were later taken over by the Luftwaffe." (Thompson, 148)

-- As of 06/19/1933, Germany was to acquire 36 CR.30's and 36 Arado Ar 65's to form two fighter wings. The purchase was not completed. (Kosin, 125)

Technical description

IMAM Ro.41 (06/1934) -- light biplane fighter -- [744 built] -- Giovanni Galasso

Caproni CH.1 (05/1935)

MULTIROLE

ATTACK

Breda Ba.64 (1933+) -- [27+ built]

Production

Airframe

Engine

Speed

Armament

Bombs

(1933-1934)

Ba.64 (single-seat)

Alfa Romeo Pegasus 700hp

361 km/h*

4x7.7mm (W)

Ba.64 (two-seat)

361 km/h*

4x7.7mm (W) and 1x rear gun

12x4kg or

4x100kg

Data: Thompson. *Thompson does not specify if the 361 km/h speed applies to the single- or two-seat version.

Notes:

-- "Forerunner of the well-known Breda 65 ... designed to fulfill the roles of fighter, light bomber, and reconnaissance ... all-metal low-wing monoplane with retractable landing gear ... built in some numbers 1933-1934. The original model mounted an Alfa Romeo Pegasus 700hp radial engine. Armament of the fighter version comprised four 7.7mm machine guns mounted in the wings; the two-seat reconnaissance model mounted an additional gun in the rear cockpit. Bomb loads ranging from twelve 8.8lb bombs to four 220lb bombs could be carried. A few examples of the Breda 64 featured an anti-turnover pylon above the windscreen, incorporating a rear-view mirror." (Thompson, 31)

-- "Performance was acceptable for the period, maximum speed being 224 mph [360 km/h]. Service ceiling of the fighter version was 26240 ft. [8000m] ... Following the accepted theory of Gen. Amedeo Meccozzi, the combination of roles was suitable to Italy's needs during the colonial conquests of the 1930's, but proved unsuccessful when the later Breda 65 met organized opposition in the Second World War. As late as 1939 at least 27 Breda 64's were still in service with the Regia Aeronautica, although the obsolete type was no longer in front-line use. [2 purchased by Soviet Union 1938]." (Thompson, 31)

Alfa Romeo Pegasus engine:

-- "In 1931, the company acquired the license for the Bristol 'Mercury' and 'Pegasus' engines, and it was with an Alfa 'Pegasus' engine that Commendatore Donati, in [04/1934] put up the then World's Height Record to 14,443m (47,360 ft) [flying a Caproni Ca.113 civil trainer]. From the 'Pegasus' engine the firm has developed the Alfa 125 RC35 and 125 RC10. From the 125RC, in 1936, Alfa-Romeo developed the Alfa 126 RC34 and Alfa 126 RC10, and later the Alfa 128 RC20." (Jane's 1938, 66d)

CANSA FC.12 (__/____)

Tier III

FIGHTERS

Caproni Ca.114 (1933; confirm) -- [36 built] -- competitor to Fiat CR.32 --

Fiat CR.33 (09/1935-1937) -- incremental development from CR.32 -- Celestino Rosatelli

Fiat CR.40/41 (1934-1937) -- incremental development leading to CR.42 -- Celestino Rosatelli

Production	Airframe	Engine	Speed	Armament	Bombs
1 (design 1933; completed early 1934)	CR.40 (MM 202)	III Bristol Mercury IV 550hp	390 km/h @ ____m	"similar to CR.32"
1 (1934-1937)	CR.40bis (MM 205)	Fiat A.59R 700hp (P&W Hornet)	399 km/h @ ____m
1 (FF 05/1935)	CR.41 (MM 207)	IV Gnome-Rhone 14 Kfs 900hp	425 km/h @ ____m	"wing-mounted machine guns"

Data: Apostolo.

Notes:

-- Design by Celestino Rosatelli.

CR.40

-- "...built in 1934. Although basically similar to the CR.32 ... featured a number of refinements, including a modified landing gear and an upper wing joined directly to the fuselage by a gull center section, improving pilot visibility upward ... wing area 228.9 sq ft ... [weight reduction] permitted a maximum speed of 242 mph [390 km/h] (9 mph [14.5 km/h] increase over that of the CR.32) ... ceiling 37720 ft ..." (Thompson, 152)

-- "Starting in late [03/1934] ... was tested by Brach Papa for several months. It proved somewhat faster than the CR.32 but with decidedly poorer climbing qualities. The sole CR.40 was lost in 1935 during a ferry flight." (Apostolo, 6)

CR.40bis

-- "Later the same year came the CR.40bis ... Slightly heavier, this model had a maximum speed of 248 mph [399 km/h] and a ceiling of 38540 ft ... wing area was reduced to 224.9 sq ft." (Thompson, 152-153)

-- [CR.40bis] ... This engine, which represented one of Fiat's first attempts to catch up with radial engine technology, was actually a license built Pratt & Whitney Hornet and provided almost 200hp more than the British Mercury. Yet, despite this, even the new airframe/powerplant combination proved unpromising and the CR.40bis was confined to the experimental role until 1937." (Apostolo CR42, 7)

CR.41

-- "Essentially a modified version of the CR.40, the CR.41 of 1936 fitted [engine above], a 3-bladed airscrew, larger vertical tail surfaces, and wing-mounted machine guns ... Wing area was increased to 243.5 sq ft. Performance included a maximum speed of 264 mph [425 km/h], a ceiling of 38376 ft ..." (Thompson, 153)

-- "...another step forward in the experimental CR family. The engine was among the best in its category and had been taken in consideration by several manufacturers to power both fighters and bombers. Fiat was to build as the A.58, and install in the CR.42, a Mistral variant still under study. This fighter, substantially similar to its predecessors, sported some aerodynamic refinements, a new cockpit very much resembling the CR.40 but with greater visibility, larger tail surfaces and a four gun armament (two of which in lower wing fairings) ... [FF 05/30/1935], a few days after the CR.40bis' debut. Tests lasted several months, with both 2- and 3-bladed propellers, attaining speeds around 400 km/h ... evaluated at Guidonia test center but, when compared directly with CR.32, the improvements in its speed performance proved very small. The CR.41 was set aside, but Fiat [continued radial engine studies]. Abandoning foreign designs, it developed its own A.74RC38, a supercharged engine rated at 840hp which would eventually be fitted into the CR.32's successor [CR.42]." (Apostolo, 7)

-- see also technical description for CR.30 from which these were derived.

ATTACK / CO-OP

Caproni Ca.134 (~1937) -- army recon/co-op biplane --

Tier IV

FIGHTERS

Caproni Ca.165 (02/1938; confirm) -- [1 built] -- Raffaele Conflenti

Production

Airframe

Engine

Speed

Armament

Bombs

Ca.165

Isotta-Fraschini Asso L.121 R.C.40

890hp @ 2350rpm @ takeoff

900hp @ 2350rpm @ 4000m (normal)

960hp @ 2400rpm @ 4000m (max)

594kg water-cooled V-12

451 km/h @ 5000m

2x7.7mm (S)

Data: Thompson. Jane's 1938.

Notes:

Ca.134

-- "The Ca.134 two-seat reconnaissance biplane of 1936 was a conventional design in most respects, although the biplane tail with endplate fins and rudders was an unusual feature on a comparatively modern single-engine type. The configuration was adopted to provide the observer/gunner with a largely unobstructed rear field of fire. In addition to the dorsal gun position, the observer was provided with large rectangular windows on the fuselage sides [Note: feature found also on the IMAM Ro.37 recon/co-op aircraft]. The pilot had a single forward-firing fixed gun. // Powered by [Isotta-Fraschini Asso XI RC.40 900hp V-12] the Ca.134 was of welded steel construction, with fabric-covered wings, rear fuselage, and tail surfaces; only the forward fuselage and landing gear fairings were sheet metal. The radiator was mounted beneath the fuselage between the landing gear. The narrow-chord untampered wings spanned 31' 2"; length and height were respectively 31' and 10' 6". Performance included maximum and cruising speeds of 242 mph and 218 mph, a landing speed of 56 mph, and a ceiling of 26, 240'." (Thompson, 92)

-- article discussing IMAM Ro.37 and Caproni Ca.134 as co-op machines. (Flight Magazine 03/30/1939)

Ca.165

-- "Sharing basic components with the Ca.134 reconnaissance biplane, the Ca.165 single-seat fighter was an anachronism which appeared in numerous publications during [WW2] but never entered service with the Regia Aeronautica. It was powered by a 900hp Isotta-Fraschini Asso L.121 R.C.40 twelve-cylinder engine. Although the wings were nearly identical in structure to those of the Ca.134, they were unstaggered, necessitating a different structural arrangement. The N-struts of the reconnaissance plane were replaced by single faired I outer struts on the fighter. The prototype Ca.165 had a "solid" fairing from the cockpit back to the fin, while the later versions had all-transparent canopies. Two 7.7mm machine guns were mounted in the cowl firing through the airscrew disc." (Thompson, 94)

-- "At the meeting of three-star generals held on [03/20/1940], Gen. Fiore suggested diverting the 100 L.121 engines originally ordered for the Ca.165 fighter to Cant Z.1007 production, but Gen. Pricolo correctly pointed out that the resulting lack of standardization would be unacceptable and extremely burdensome for the Air Force. It was finally agreed that the L.121, despite having been originally ordered as an 'alternative to the DB.601', did not have the characteristics of modern engines and its contract was cancelled." (Garello, 52)

IMAM Ro.51 (1938) -- competed against G.50, C.200, Re.2000 with same engine -- did not proceed to production -- [3 built] -- Giovanni Galasso

Caproni-Vizzola F.5 (02/1939) -- competed against G.50, C.200, Re.2000 -- limited series production -- [~13 built] -- Fabrizi

Aeronautica Umbra T.18 (04/1939) -- competed against G.50, C.200, Re.2000 -- did not proceed to production -- Felice Trojani

Tier	Aircraft	Engine	Implicated
IV	Messerschmitt Bf 109B	V DB 600 Aa 900hp
V	Messerschmitt Bf 109E	V DB 600 Aa 900hp VI DB 601 B 1100hp VI DB 601 N 1175hp
VI	Messerschmitt Bf 109F	VI DB 601 N 1175hp VI DB 601 E 1350hp
VII	Messerschmitt Bf 109G	VI DB 605 A-1 1475hp VIII DB 605 AS 1800hp IX DB 605 ASC(M) 2000hp	Fiat G.55 Macchi C.205 Reggiane Re.2005 Savoia-Marchetti SM.91/92 Savoia-Marchetti SM.93
VIII	Messerschmitt Me 209A	VII DB 603 A 1750hp VIII DB 603 G 1900hp	Fiat G.56 Reggiane Re.2006 Caproni Ca.380

Tier	Aircraft	Engine	Implicated
III	Focke-Wulf Fw 57	V DB 600 A 1000hp
V	Messerschmitt Bf 110B	VI DB 601 A-1 1100hp VI DB 601 N 1175hp	Fiat CR.42 Fiat G.50V Macchi C.202 Reggiane Re.2001 IMAM Ro.58 IMAM Ro.67 Breda 201
V	Messerschmitt Bf 110E	VI DB 601 A-1 1100hp VI DB 601 N 1175hp VI DB 601 F 1350hp
VI	Messerschmitt Me 410 Hornisse	VI DB 601 F 1350hp VI DB 605 B 1475hp VII DB 603 A 1750hp	Fiat G.56 Reggiane Re.2006 Caproni Ca.380
VII	Messerschmitt Bf 109 Z Zwilling	VI DB 601 E-1 1575hp VIII DB 605 ASB(M) 1800hp

Tier	Aircraft	Engine	Implicated
IV	Messerschmitt Bf 110C-6	V DB 601 A 1100hp
V	Messerschmitt Me 209 V4	VII DB 601 ARJ 2300hp
VI	Supermarine Spitfire V (DB605)	VI DB 605 A-1 1475hp

Tier	Aircraft	Engine	Implicated
VI	Kawasaki Ki-88	VI Ha-140 1500hp

Tier	Aircraft	Engine	Implicated
IV
V	Kawasaki Ki-60	V Daimler-Benz DB.601A 1000hp
VI	Kawasaki Ki-61 Kawasaki Ki-61-II	VI Kawasaki Ha-40 1100hp VI Kawasaki Ha-140 1500hp
VII	Kawasaki Ki-64	Kawasaki Ha-201 ([Ha-72] 11) 2350hp * “enhanced model” 2800hp **

Aircraft	Wing Root Airfoil	Wing Tip Airfoil	also seen on
Fiat G.50 Freccia	NACA ??15	NACA ??10
Fiat G.51	NACA ??15	NACA ??10
Fiat G.52	NACA ??15	NACA ??10
Fiat G.55	NACA 2415	NACA 2409
Fiat G.59	NACA 2415	NACA 2409
Fiat G.91	NACA 65A112	NACA 65A111
Fiat F-86K Sabre	NACA 0009.5-64	NACA 0008.5-64	F-86
Macchi MC.200 Saetta*	NACA 23018 mod	NACA 23009 mod
Macchi MC.201	NACA 23018 mod	NACA 23009 mod
Macchi MC.202 Folgore	NACA 23018 mod	NACA 23009 mod
Macchi MC.205 Veltro	NACA 23018 mod	NACA 23009 mod
Caproni Reggiane Re 2000 Falco	N-38 (NACA 38?)	N-38 (NACA 38?)
Caproni Reggiane Re 2001 Ariete	N-38 (NACA 38?)	N-38 (NACA 38?)
Caproni Reggiane Re 2002	N-38 (NACA 38?)	N-38 (NACA 38?)
Caproni Reggiane Re 2003	N-38 (NACA 38?)	N-38 (NACA 38?)
Caproni Reggiane Re 2004	N-38 (NACA 38?)	N-38 (NACA 38?)
Caproni Reggiane Re 2005 Sagittario	N-38 (NACA 38?)	N-38 (NACA 38?)

Savoia Marchetti SM.79 Sparviero	NACA 2418	NACA 2412