Warplanes of Italy: Regia Aeronautica, Aeronautica, Ambrosini, Arado, Avia, Bücker, CANSA, Caudron, CNA, Dewoitine, Dornier, and Douglas
Aerei da guerra italiani della seconda guerra mondiale, Regia Aeronautica 1939-1943
Italian Warplanes of the Second World War built by Aeronautica, Ambrosini, Arado, Avia, Bücker, CANSA, Caudron, CNA, Dewoitine, Dornier, and Douglas
(Regia Aeronautica Photos)
Aeronautica Lombarda AL-12P Glider.
The Aeronautica Lombarda AL-12P (also known as the Ambrosini AL-12P) was a Second World War Italian transport glider built by the Aeronautica Lombarda for the Italian Army. The AL-12P was designed by A. Ambrosini and was a high-wing cantilever monoplane with a wood-ribbed fuselage covered with stressed molded plywood. Its wing had a foliated spruce plywood spar and was covered with plywood although the ailerons were fabric covered. It also had large slotted spoilers that could be opened perpendicular above and below the wing. The pilot and co-pilot sat side by side in the nose which is made from plywood-covered welded steel tubes and was hinged to allow cargo to be loaded into the fuselage, a passenger door was fitted on the right hand side of the fuselage. It could carry 12 fully equipped troops or the equivalent weight in equipment. The company built 16 AL-12Ps for the Italian Army.
After the end of the Second World War, S.A.I.-Ambrosini modified at least one AL-12P to be powered by 2 × 167.78 kW (225 hp) Alfa Romeo 115ter six-cylinder air-cooled engines and fitted with a revised undercarriage with shock absorber struts attached to the engine nacelles braced by V-struts from the fuselage sides.(Wikipedia)
(Regia Aeronautica Photos)
Aeronautica Umbra Trojani AUT.18 fighter. The AUT.18 was a prototype fighter aircraft developed in Italy by Aeronautica Umbra shortly before the outbreak of World War II. It was designed in 1934 by Felice Trojani, who at that time was collaborating with Umberto Nobile on the Arctic flights of the airships Norge and Italia. The aircraft's designation came from initials of the manufacturer, the surname of the designer, and the aircraft's wing area (18 m2), the sole prototype receiving the serial no. M.M.363.
After delivery to the Regia Aeronautica on 5 November 1940 the fate of the prototype is not known, possibly being transferred to Germany for evaluation, it was also rumoured to have been captured by British forces, but it is more likely that it was destroyed in a raid after its transfer to Orvieto. (Wikipedia)
(Regia Aeronautica Photo)
Ambrosini A.R. flying bomb.
The S.A.I. Ambrosini A.R. (Assalto Radioguidato), was a radio controlled flying bomb, powered by a 1000hp Fiat A.80 egine. The aircraft had an simple cockpit for a pilot, who had to take-off, set course and then bale out. Armament was made up of two 1000 kg bombs inside the fuselage. The propeller unit was based on the 1,000 HP Fiat A.80 RC.41 engine, a surplus material engine coming from disused Fiat B.R.20 bombers.Although performance was modest with a top speed of about 230 m.p.h. flying characteristics were said to be good. In the end, the five machines built were destroyed, without ever used operationally.
In 1942 the Royal Italian Navy was in a situation that was beginning to prove very dangerous for the fate of the Second World War: it found itself facing the large units of the Mediterranean Fleet, and the Royal Italian Air Force often had aircraft that were obsolete or unsuitable for attacking the opposing English ships with sufficient precision and effectiveness. To make up for operational shortcomings, the leaders of the Regia Aeronautica, who also maintained control of naval air operations, conceived the ARP program (a radio-controlled SM.79), which however failed. The basic idea of the plane, however, was not abandoned, and in November 1942 the engineers Ermenegildo Preti and Stelio Frati developed and built a cheap, light and “disposable” plane to be used against English ships. After the first good tests, the aircraft was approved and mass production of the aircraft began, which however was interrupted with the events of 8 September 1943. There were some slight attempts to revive the project and readjust it to the situations also trying to make it similar to the German Mistel, which however remained unfinished. (War Thunder)
(RuthAS Photo)
Ambrosini CVV-6 Canguro glider.
The CVV-6 Canguro (English: Kangaroo) was a high performance two seat glider, designed at Milan Polytechnic University in 1940. A small batch was ordered for the Italian Air Force but few were delivered; more were produced after World War II, becoming the most common Italian gliding club machine. Some were still in use in the 1980s. In 1954 a Canguro came second at the World Gliding Championships at Camphill Great Hucklow, Derbyshire, England. One was modified into a powered aircraft, at first with a piston engine and later with a turbojet. (Wikipedia)
(Regia Aeronautica Photo)
Ambrosini S.7T trainer.
The Ambrosini SAI.7 was an Italian racing aircraft flown before World War II that entered production as a military trainer (designated simply S.7) after the war. It was of conventional configuration, constructed of wood, with a tail-wheel undercarriage. Power was provided by an air-cooled, inverted inline engine, the Alfa-Romeo model 115 with 225 horsepower. (Wikipedia)
(Alan Wilson Photo)
Ambrosini S.7T trainer, on display in the Italian Air Force Museum, Vigna di Valle on Lake Bracciano in central Italy.
(Regia Aeronautica Photos)
Ambrosini SAI.10 Grifone (Griffon) military trainer produced in small numbers for the Italian Regia Aeronautica early in the Second World War.
(Regia Aeronautica Photos)
Ambrosini SAI.207 fighter.
The Ambrosini SAI.207 was a light fighter interceptor and developed in Italy during the Second World War. Developed from the pre-war SAI.7 racing aircraft it was built entirely from wood, Powered by a single 750 hp Isotta Fraschini Delta, the SAI.207 enjoyed limited success during evaluation of the 12 pre-production aircraft. (Wikipedia)
(Luftwaffe/USAAF Photo)
Arado Ar 96B-2 trainer.
The German Arado Ar 96 was a single-engine, low-wing, all-metal monoplane. It was the Luftwaffe's standard advanced trainer during WWII. The prototype, powered by a 179 kW (240 hp) Argus As 10c engine, first flew in 1938. In 1939, an initial batch of Ar 96A aircraft was produced. This was followed by the major production series, the more powerful Ar 96B, fitted with the Argus As 410 engine. The Ar 96 was used for advanced night and instrument-flying training.
(MLWatts Photo)
Avia FL.3, Museo dell'aeronautica Gianni Caproni in Trento, Italy.
The AVIA FL.3 (also later known as the Lombardi FL.3) was an Italian two-seat cabin monoplane designed and built by Azionaria Vercellese Industrie Aeronautiche (AVIA) who were later taken over by Lombardi in 1947.
(Author Photo)
Bücker Bü 131 Jungmann trainer, Fantasy of Flight Museum, Florida, USA.
The Bücker Bü 131 Jungmann (young man) is a basic biplane trainer aircraft designed and produced by the German aircraft manufacturer Bücker Flugzeugbau. It was the company's first aircraft, as well as being the final biplane to be produced in Germany. On 27 April 1934, the first prototype Bü 131 performed its maiden flight, which was roughly two years after the company had been founded in Berlin-Johannisthal by Carl Bücker. Anders J. Andersson had led the aircraft's design effort. Comprising both metal and wooden construction, the Bü 131 was designed to be suitable in the trainer role, and even to perform aerobatic manoeuvres. The first deliveries of the Bü 131 occurred in 1934, the Deutscher Luftsportverband (DLV) being a key early customer for the type. Later on, the Bü 131B was selected as the primary basic trainer for the German Luftwaffe. In this capacity, it was operated in large numbers throughout the Second World War.
Throughout the 1930s, there had been substantial demand for the Bü 131, multiple large export orders and production licenses were issued as a result. The Kingdom of Yugoslavia was the largest pre-war export customer for the type, flying as many as 400 Bü 131s at one point. Hundreds were produced locally by the Spanish aircraft company Construcciones Aeronáuticas SA (CASA). In excess of 1,300 Bü 131s were operated by the military air services of Imperial Japan under local designations of Kokusai Ki-86 and Kyushu K9W. The Bü 131 remained operation with numerous air forces for decades after the conflict, some choosing to retain the type through to the late 1960s. It has proved to be a relatively popular biplane with private pilots, who have often elected to have their aircraft refitted with modern engines for increased performance. (Wikipedia)
(Regia Aeronautica Photo)
CANSA C.5B trainer.
The C5's conventional open-cockpit, tailskid design was produced en masse in Italy under license. Originally aimed at the civil market, no sales ensued, but CANSA found a customer in the Regia Aeronautica, which placed an order for twelve aircraft in October 1939; six single-seaters and six two-seaters. This was followed by an order for fifty machines the following year. Most of the C.5s were operated by RUNA to provide basic flying training and remained in service until the Italian armistice. (Wikipedia)
CANSA C.6 trainer.
The CANSA C.6 “Falchetto” was a training biplane developed in Italy during the Second World War. It was intended as an aerobatic intermediate trainer for the Regia Aeronautica and was of conventional tailskid configuration with a single-bay wing cellule with swept outer panels. Two prototypes were constructed, the single-seat C.6 and the two-seat C.6B, but no production order ensued. (Wikipedia)
(Regia Aeronautica Photos)
CANSA FC.12 ground attack aircraft.
The CANSA FC.12 was a single engine monoplane ground attack aircraft developed in Italy around 1940. A crew of two were seated in tandem. Only ten production aircraft were built.The CANSA FC.12 was originally designed as a fighter and dive bomber trainer but the few machines produced were configured for the operational ground attack role.
It was a cantilever low wing monoplane with wings of straight tapered plan and with rounded tips. The undersides of the wings carried short span dive brakes outside of the full chord, narrow baths into which the main undercarriage retracted backwards, leaving the wheels partly exposed. In addition there were mid span, mid chord spoilers.The FC.12 was powered by a 450 kW (600 hp) FIAT A.30 R.A. liquid-cooled V-12 engine, fitted with a chin radiator. The two crew had tandem seats, the aft one behind the wing trailing edge, under a multi-framed canopy. The horizontal tail was elliptical in plan and mounted on top of the fuselage. Fin and rudder were similarly shaped, with the rudder ending at the upper fuselage. All the rear control surfaces were horn balanced and the elevators carried tabs. There was a small, faired tailwheel on the extreme fuselage.
Four fixed, forward firing 12.7 mm (0.50 in) machine guns provided the main attack armament. The rear cockpit was provided with a fifth, swivel-mounted gun. Ten ground attack production FC.12s were delivered, though they probably did not see combat. (Wikipedia)
(Regia Aeronautica Photos)
CANSA FC.20 reconnaissance/bomber.
The CANSA FC.20 was a twin engine reconnaissance bomber/ground attack monoplane designed and built in Italy in 1941. Several versions with different armament and engines were flown but only the FC.20bis ground attack variant reached squadron service, in very small numbers, before the 1943 armistice. A few production FC.20bis were built, and it is known that three served the 174a Squadriglia Ricognizione Strategica in July 1943 but were not used operationally. Italian military operations ceased with the armistice of September 1943. (Wikipedia)
(Regia Aeronautica Photos)
Caudron C.440 Goéland (Seagull) transport.
The Caudron C.440 Goéland ("seagull") was a six-seat twin-engine utility aircraft developed in France in the mid-1930s. It was a conventionally configured low-wing cantilever monoplane with tailwheel undercarriage. The main undercarriage units retracted into the engine nacelles. Construction was wooden throughout, with wooden skinning everywhere but the forward and upper fuselage sections, which were skinned in metal. As usually configured, the cabin seated six passengers with baggage compartments fore and aft, and a toilet aft.
Apart from private buyers, the C.440 was also bought by the Armée de l'Air, Aéronavale, Aéromaritime, Régie Air Afrique and Air France, and some were exported for service with Aeroput. Production of the C.440 and its subtypes continued until the outbreak of the Second World War, at which time many C.440s were impressed into military service. Following the fall of France, some were operated by the German Luftwaffe and Deutsche Luft Hansa. Another user was the Slovenské vzdušné zbrane - it ordered 12 aircraft as the C.445M in 1942.
Production began again after the war for military and civil use as a transport and as a twin-engined trainer. In the postwar reorganisation of the French aircraft industry, Caudron became part of SNCA du Nord and the aircraft became the Nord Goéland; 325 of these were built.[1] Postwar commercial operators included Air France, SABENA, Aigle Azur and Compagnie Air Transport (CAT). (Wikipedia)
(Armèe de l'Air Photo)
Caudron C.440 Goéland (Seagull) transport in Armèe de l'Air service.
(USAAF Photo)
Caudron C.445 Goéland (Seagull) transport.
(Regia Aeronautica Photos)
Caudron C.635 Simoun (South East Wind) liaison.
The Caudron Simoun was a 1930s French four-seat touring monoplane. It was used as a mail plane by Air Bleu, flew record-setting long-range flights, and was also used as a liaison aircraft by the Armée de l'Air during World War II. The aircraft later was used as an inspiration to the famous Mooney "M series" aircraft by Jacques "Strop" Carusoam. (Wikipedia)
(MarcJP46 Photo)
(PpPachy Photo)
(Roland Turner Photo)
Caudron C.635 Simoun, Musée de l'Air et de l'Espace.
(Regia Aeronautica Photo)
CNA PM.1 trainer, MM417.
The Compagnia Nazionale Aeronautica (CNA) PM.1 was an Italian light sport and training aircraft its design greatly influencing development of the post-Second World War Macchi MB.308. On 16 August 1942 the RAI ordered 10 aircraft, five to be delivered in January 1943 and the rest in February. Many delays in production followed, and on 19 July 1943 the CNA factory near Rome was bombed, destroying all the airframes leaving MM.417 then in Turin as the type's sole survivor. After the 8 Sep 1943 Italian Armistice the PM.1 continued flying presumably with the Aeronautica Nazionale Repubblicana until summer 1944. While parked at Aeroporto di Reggio Emila it was damaged during a bombing raid rendering it unflyable. Surviving the war, Bazzocchi purportedly recovered its "D" engine to power the first Macchi MB.308 prototype he designed first flying on 19 Jan 1947. (Richard Mendes)
(Regia Aeronautica Photos)
Dewoitine D.520 C1 fighter, Regian Aeronautica.
The Dewoitine D.520 is a French fighter aircraft that entered service in early 1940, shortly after the beginning of the Second World War. The D.520 was designed in response to a 1936 requirement from the French Air Force for a fast, modern fighter with a good climbing speed and an armament centred on a 20 mm cannon. At the time the most powerful V-12 liquid-cooled engine available in France was the Hispano-Suiza 12Y, which was less powerful, but lighter than contemporary engines such as the Rolls-Royce Merlin and Daimler-Benz DB 601. Other fighters were designed to meet the specifications but none of them entered service, or entered service in small numbers, too late to play a significant role during the Battle of France.
The Dewoitine D.520 came close to being a match for the latest German types, such as the Messerschmitt Bf 109. It was slower than the Bf 109E but superior in manoeuvrability. Because of production delays, only a small number were available for combat against the Luftwaffe. The D.520 proved to be relatively capable as a dogfighter against the Luftwaffe's inventory, but lacked sufficient numbers to make a difference.
Following the armistice of 1940, the D.520 continued to be used, being operated by both the Free French Air Force and the Vichy French Air Force. The type was also returned to production during 1942, although it was manufactured at a lower rate than it had been during 1940. Additional examples were operated by the Luftwaffe, Regia Aeronautica Italiana, and the Bulgarian Air Force. The D.520 saw combat service in North Africa, Bulgaria, and the Eastern Front, as well as use in France and Germany for training and defence purposes. During the type's later life, it was used as a trainer aircraft. On 3 September 1953, the last D.520s were finally withdrawn from service. (Wikipedia)
(Simone Fibbia Photo)
Italian ace Guido Fibbia (right) with a Regia Aeronautica D.520 c1943.
About 60 D.520s were acquired by the Regia Aeronautica (the Italian Air Force or RA). Italian pilots appreciated the aircraft's capabilities and Hispano-Suiza HS.404 cannon, at least by 1940–1941 standards. The first three D.520s were assigned to 2° Stormo based at the Torino-Caselle airfield, where they were used for the defence of Torino's industrial area.[47] Other D.520s were captured in Montélimar, Orange, Istres and Aix-en-Provence.At the beginning of 1943, the Italian ace Luigi Gorrini ferried D.520s taken as prizes of war to Italy to be used for defence. "I have collected several dozen Dewoitines from various French airfields and the Toulouse factory", he recalled later. "At the time, when we were still flying the Macchi C.200, it was a good, if not very good, machine. Compared to the Macchi 200, it was superior only in one point: its armament of the Hispano-Suiza HS 404 20 mm (0.787 in) cannon."
Italian pilots liked the 20 mm (0.787 in) gun, the modern cockpit, the excellent radio set and the easy recovery from a spin but they also complained about the weak undercarriage and the small [cannon] ammunition drum capability; the ammunition was not available in quantities (the HS.404 was not compatible with Breda and Scotti 20 mm (0.787 in) guns, so everything depended on France's depots). At the end of February the 359a Squadriglia (22° Gruppo), led by Major Vittorio Minguzzi, received eight Dewoitine D.520. At that time, American B-24s frequently bombed Naples, so an effective interceptor was badly needed, and D.520s were all that were available in early 1943. The 359a Squadriglia pilots used Dewoitines with some success.
On 1 March 1943, Maggiore Minguzzi claimed a B-24 while flying a D.520. This claim was initially only claimed as a probable but was later upgraded to a confirmed. This was probably the first Italian claim using this aircraft. On 21 May 1943, the Regia Aeronautica and the Luftwaffe agreed to exchange 39 Lioré et Olivier LeO 451s, captured by the Italians at the SNCASE factory in Ambérieu-en-Bugey (Lyon), with a stock of 30 D.520s. Subsequently, in the spring and summer of 1943, the Dewoitines were used by 161° Gruppo Autonomo, based in southern Italy with 163a Squadriglia in Grottaglie, 162a Squadriglia in Crotone and 164a Squadriglia in Reggio Calabria. On 31 July 1943, the Regia Aeronautica still had 47 Dewoitines in service. After the armistice of 8 September 1943, three D.520s, previously in service with 24° Gruppo, were used by the Aeronautica Nazionale Repubblicana of the Italian Social Republic for training. (Wikipedia)
(Luftwaffe Photo)
Dornier Do 217J night fighter (in Luftwaffe Service.
The Dornier Do 217 was a bomber used by the German Luftwaffe during the Second World War. It was a more powerful development of the Dornier Do 17, known as the Fliegender Bleistift (German: "flying pencil"). Designed in 1937-38 as a heavy bomber but not meant to be capable of the longer-range missions envisioned for the larger Heinkel He 177, the Do 217's design was refined during 1939 and production began in late 1940. It entered service in early 1941 and by the beginning of 1942 was available in significant numbers.The Dornier Do 217 had a much larger bomb load and a much greater range than the Do 17. In later variants, dive bombing and maritime strike capabilities using glide bombs were experimented with, considerable success being achieved. Early Do 217 variants were more powerful than the contemporary Heinkel He 111 and Junkers Ju 88, having a greater speed, range and bomb load. Owing to this it was called a heavy bomber rather than a medium bomber. The Do 217 served on all fronts in all roles. On the Eastern Front and Western Front it was used as a strategic bomber, torpedo bomber and reconnaissance aircraft. It was also used for tactical operations, either direct ground assault or anti-shipping strikes during the Battle of the Atlantic and Battle of Normandy. The Do 217 was also converted to become a night fighter and saw considerable action in the Defence of the Reich campaign until late in the war.
The type also served in anti-shipping units in the Mediterranean, attacking Allied convoys and naval units during the Battle of the Mediterranean. In 1943, the Do 217 was the first aircraft to deploy precision-guided munitions in combat, when Fritz X radio-guided bombs sank the Italian battleship Roma in the Mediterranean. After the end of the war, at least one Dornier Do 217 continued in military operational service with the Swiss Air Force until 1946. The Do 217 J, was fitted with a new "solid" nose, similar to that used by Dornier in night fighter versions of the Do 17 and Do 215, with four forward firing 2 cm MG FF cannon and four 7.92 mm machine guns. By October 1940, the production of heavy night fighters and night fighters such as the Do 217 and Ju 88, had been discussed comprehensively and by 5 November 1941 these discussions had been concluded. On 23 November the Technische Amt (T.A.) had ordered the Dornier bomber fleet to be withdrawn in accordance with a decision made earlier that year on 23 May. Dornier designated the subject of their new project the "Do 217 Z", later renamed the Do 217 J.
III/KG 100, based at Marseilles launched an attack from its base comprised of 11 Do 217s armed with Fritz-X guided bombs against Italian warships near Corsica, sinking the battleship Roma and damaging the battleship Italia. The Dorniers were then deployed against the Allied landings at Salerno, damaging the cruisers USS Savannah and HMS Uganda and the battleship HMS Warspite with Fritz X bombs. The Dorniers of KG 100 continued to be deployed against convoys in the Mediterranean, but by the time of the Anzio landings in January 1944, heavy allied fighter cover and jamming reduced the effectiveness of the attacks, although Hs 293 missiles sank the cruiser HMS Spartan and several destroyers and merchant ships. (Wikipedia)
(Regia Aeronautica Photo)
Dornier Do 217J night fighter, Regia Aeronautica.
Twelve Do 217 J-1 and J-2 variants were acquired by Italian Regia Aeronautica between September 1942 and June 1943 for night fighter operations. One Italian unit was equipped: 235a Squadriglia of 60° Gruppo (41° Stormo). Based at Treviso San Giuseppe, then at Lonate Pozzolo, the unit shot down one enemy aircraft, and lost one of their own, after nearly a year of activity. When the Italian Armistice with the Allies was announced on 9 September 1943, the Italian Fleet was instructed to sail to Malta to surrender. (Wikipedia)
(USAAF Photo)
Douglas DC-2 transport.
The Douglas DC-2 is a 14-passenger, twin-engined airliner that was produced by the American company Douglas Aircraft Company starting in 1934. Two were flown by the Regia Aeronautica.
(USAAF Photo)
Douglas DC-3 transport.
In 1935, Douglas produced the DC-3, which became one of the most successful aircraft in history. It was developed as a larger, improved 14-bed sleeper version of the Douglas DC-2. It is a low-wing metal monoplane with conventional landing gear, powered by two radial piston engines of 1,000–1,200 hp (750–890 kW). Although the DC-3s originally built for civil service had the Wright R-1820 Cyclone, later civilian DC-3s used the Pratt & Whitney R-1830 Twin Wasp engine.[2] The DC-3 has a cruising speed of 207 mph (333 km/h), a capacity of 21 to 32 passengers or 6,000 lbs (2,700 kg) of cargo, and a range of 1,500 mi (2,400 km), and can operate from short runways. (Wikipedia)
The first Italian aircraft evaluated in the UK was a Fiat CR.42 Falco biplane (Serial No. 326, ex MMN5701), BT474, of the Regia Aeronautica, which was the only Italian aircraft shot down in the Battle of Britain. It had been based at Maldegen in Belgium and was shot down by RAF Hurricanes from Martlesham Heath on 11 November 1940. After repair and flight-testing, it was stored until placed on display in the RAF Museum at Hendon. (RAF Photo)
Fiat CR.42 Falco biplane (Serial No. 326, ex MMN5701), BT474, of the Regia Aeronautica, repainted in RAF colours and test flown, before being placed in storage. It is now on display in the RAF Museum at Hendon. (RAF Photo)
Fiat CR.42 Falco biplane (Serial No. 326, ex MMN5701), BT474, now painted in Regia Aeronautica colours and on display in the RAF Museum at Hendon. (Alan Wilson Photo)
Captured Italian aircraft
A number of Italian aircraft were captured in Eritrea and Abyssinia, and pressed into Allied service, including a Fiat CR 32 (Serial No. MM4191); several Fiat CR 42 Falcos including (SAAF Serial No. 22); Caproni Bergamashi Ca 133Ts (Serial No. 4145), registered as I-GOGG; and another captured at Mogadishu (Serial No. MM60125), flown in RAF markings coded S.M.8, (SAAF Serial No. 23); Fiat G.50 Freccia (Serial No. unknown), coded HS, was flown by No. 260 Squadron in Palestine from August to October 1941; Caproni Bergamashi Ca 148; Caproni Bergamashi Ca 101 (Serial No. 3351), I-ABCK, captured in North Africa; and another Ca-101 (Serial No. unknown), coded HK859, which was shot down on 13 February 1942 while being ferried in RAF markings from Acoma; Caproni Bergamashi Ca 309-VI Ghibli, (Serial No. MM12444) ground attack aircraft with a fuselage-mounted 20-mm cannon wore RAF markings at Brindisi in December 1943; Caproni Bergamashi Ca 311, (Serial No. unknown) wore RAF markings at Foggia/Main in November 1943; Savoia-Marchetti S.M.73 (Serial No. K33), captured in Abyssinia and nicknamed “Holly’s Folly”; two Savoia-Marchetti S.M.79 Sparviero (Sparrowhawk) (Serial No. MM22551, SAAF No. 24), and (SAAF No. 25), coded K36, flown by the SAAF; plus another S.M.79 (Serial No. unknown), coded HK848; and one Savoia-Marchetti S.M.81 Pipistrello coded 14-2 which became lost on a bombing raid on Aden on 13 June 1940, and was later flown by the RAF to Aden, at least three Saiman C-202 (Serial No. unknown), coded HK860, light communications aircraft were put into operation by the SAAF and RAF; an unidentified Caproni (Serial No. unknown), coded HK914; and a Breda Ba 65 fighter bomber captured in Addis Ababa in December 1941.
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A guidebook to the preserved Military Aircraft of the Second World War Tripartite Pact of Germany, Italy, and Japan, joined by Hungary, Romania, Slovakia, Bulgaria, and Yugoslavia; the co-belligerent states of Thailand, Finland, San Marino and Iraq; and the occupied states of Albania, Belarus, Croatia, Vichy France, Greece, Ljubljana, Macedonia, Monaco, Montenegro, Norway, Cambodia, China, India, Laos, Manchukuo, Mengjiang, the Philippines and Vietnam.
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