An Italian bomber CRDA Cant-Z-1007bis “Alcione” registered GC-10 at snowcapped Forlì airfield during a schoolchildren’s visit likely in Winter 1931-1942. The letters GC mean Gruppo Complementare (Complementary Group) in this case 10th Gruppo Complementare. The Gruppi Complementari (Complementary Groups) were established inside some operational units for ancillaries activities as training of the flight crew to aircraft of the Squadriglie them assigned, recurrent training of pilots not committed in war operations, in some case also towing target, etc. Often the GC’s number is the same of the Gruppo or Squadriglia inside of them was established. Victor Sierra

Gruppo Complementare

One of the two autogyro Cierva C.8L Mk III built in Great Britain by Avro and purchased in 1929 by the Italian Air Force for practice around the rotary wing. The aircraft is photographed perhaps at Littorio airfield, Rome. After some years of interruption, also following the test of the first Corradino D’Ascanio’s helicopters, the interest for the autogyro was resumed and on 1935 the Regia Aeronautica purchased two Cierva C.30, equally British-made, registered MM320 and MM321 (the latter, construction number 753, former British civil registration G-ACXA). The MM320 was provisionally switched to Italian Navy for test on board the war ship with unsatisfactory results, while the MM321 was employed for a series of tests at Guidonia and Venegono in the years immediately before the outbreak of the war and later re-registered MM30030. On May 1942 was dismissed from the military line and sold to gliding’s pioneer Vittorio Bonomi and registered as civil aircraft, I-CIER. Survived to the war the I-CIER is today exhibited in the Science and Technology Museum at Milan. In any case the Cierva C.30’s story in Italy is few known and controversial because according some sources the C.30 purchased was in reality only one, the MM30030 later I-CIER. Victor Sierra

First practice with the autogyro

An Italian Air Force’s Sottotenente (Pilot Officer/2nd Lieutenant), likely an Aeronautic Academy’s student in a fighter school on the Italian Mainland during the war years. The aircraft, completely camouflaged and with the large white bands over the wings and the fuselage adopted by the Italian school planes, is a Fiat CR.30B, tandem two seats version of the CR.30, the immediately predecessor of the well-known CR.32. The first CR.30B (B for Biposto/Two-seat) was in reality a sport aircraft built, modifying on 1933 the CR.30 NC3 (Construction Number 3), military registration MM166, for the Coppa Bibescu (Bibescu Trophy), a speed contest for Italian and Rumanian militaries crew along the route Rome-Bucharest. With the CR.30B the Capt. Baldi and the Lieut. Buffa won the Bibescu Contest on 26 September 1933: average speed over the 1,140 km of the route 356 km/h. Later when the CR.30 was superseded from 1935 by the CR.32, many of them was transformed in dual control two-seat for the fighter school airplane role. In the same time, on 1934, four CR.30B was built ex-novo from the Regia Aeronautica and delivered on 1945, plus three for Austria and ten for Hungary. The CR.30B was employed until 1943 and the Regia Aeronautica, clearly pleased by this plane, in full war asked Fiat for the construction of an additional number of CR.30B built indeed at Cameri by Fiat-CANSA between 1941 and 1943. Victor Sierra

On an Italian fighter scool

Leros, Aegean Sea: Italian flying boats at Portolago, today Lakki, the large naval base with annexed air harbor built during the Italian domination began on 1912 after the Italian-Turkish War and ended with the German attack on September 1943. The two all silver seaplanes in foreground of this photo, taken on 1937, three years before the Italy’s entry in the World War 2, are modern, for this time, CRDRA Cant-Z-501. In background some Savoia-Marchetti S.55 (the version X was chosen by Italo Balbo for his famous mass cruise Italy-United States-Italy on 1933) at this time still in service as maritime reconnaissance and bombardment seaplane but already obsolescent and being replaced by the Cant-Z-501. The “501” of the photo are in service with the 185th Squadriglia (as indicated by the black number 185 over the fuselage), one of two Squadriglie (the other were the 147th) of the 84th Gruppo Ricognizione Marittima (Maritime Reconnaissance Group). Three year later, at the moment of Italy’s entry in the WW2 (10 June 1940) the 84th Gruppo is still at Leros with a strength of a dozen of Cant-Z-501. Victor Sierra

The war is still far away

Mooring operation on an Italian air harbor (Vigna di Valle?) of a Regia Aeronautica’s maritime reconnaissance floatplane Fiat-CMASA RS.14. Designed by Manlio Stiavelli and Lucio Lazzarino, this modern all metal twin engines floatplane (two Fiat A74 RC38 each 840 HP) with all glazed nose, first flight of the prototype May 1939, was produced, 150 aircraft plus two prototypes, by CMASA (Costruzioni Meccaniche Aeronautiche Società Anonima), a company of Fiat Group, at Marina di Pisa. The performance of this aircraft, designed upon Italian Navy’s requirements for a replacement of the obsolescent CRDA Cant-Z-501, was well satisfactory, but during the tests was observed some structural problems above all with the float’s struts subject to failures during the splash down. This delayed the entry in the service of the aircraft and the first deliveries of the Reconnaissance Maritime units happened only late 1941-early 1942. The majority of the RS.14 (RS for Ricognizione Stiavelli/Reconnaissance Stiavelli) was deployed in Central and Southern Italy and in Sicily and Sardinia for maritime reconnaissance, anti-submarine warfare and convoy escort over the Tyrrhenian and Mediterranean Seas and allocated to Gruppi and Squadriglie Ricognizione Marittima (Maritime Reconnaissance Units) under the control of the Comando Aviazione Ausiliaria Regia Marina (Auxiliary Royal Navy Air Command), the Italian Air Force’s high command for the naval aviation, and effectively depending for the operations from the Comandi Militari Marittimi (Militaries Maritime Commands). After the 8 September 1943, Kingdom of Italy’s armistice with the Allies, about ten RS.14 was captured by Luftwaffe and moved to Marseilles Their fate is unknown. A dozen was employed by the Regia Aeronautica co-belligerent with the Allies in Sardinia (Cagliari-Elmas) and Apulia (Taranto) nine of them still in service at the end of the war in Europe (May 1945). The last seven survivors RS.14 was phased out in 1948 and scrapped. Victor Sierra

The RS.14

One of the dozen “Dora” urgently delivered to Italian Regia Aeronautica by the Luftwaffe late Spring 1943, the Ju 87D MM7054, of the 206th Squadriglia abandoned likely on Chilivani airfield, Sardinia, after the Italy’s armistice, September 1943. Notice the absence of the Fascist emblems cancelled after the Mussolini’s fall, 25 July 1943. Victor Sierra

Derelict Italian “Dora”

The Fiat CR.42 RAF code BT474, former Regia Aeronautica MM5701, 95-13 (95th Squadriglia, 18th Gruppo, 56th Stormo), now in strength to RAF Air Fighting Development Unit parked on the dispersal of Air Station Duxford, Cambridgeshire, during a cold winter day. The airplane - partially repainted in the RAF camouflage without the original yellow color of the engine cowling - is anchored to ground through ropes and concrete blocks while the Pitot tube is covered by the casing protective (remove before flight!). British service man inspect the open cockpit of the Italian fighter. Victor Sierra

BT474 at Duxford

“An aerobatic gem”, “a superb biplane” remarkably fast for a plane of this formula, but as a fighter under-gunned. This, very briefly, was the judgment of the Captain Eric "Winkle" Brown, RN, the test pilot who has flown more types of aircraft than anyone else in history included many Italians planes WW2 and not WW2, about the Italian biplane fighter Fiat CR.42. Brown tested the CR.42 RAF code BT474 allocated to Air Fighting Development Unit (AFDU) of the Royal Air Force Station Duxford, Cambridgeshire - a Squadron, with other bases at Northolt and Wittering, under the control of RAF Fighter Command and the Air Ministry for comparative trials and development tactics effective against the enemy – and used also by the No. 1426 (Enemy Aircraft) Flight RAF, "the Rafwaffe”. The RAF code BT 474 was one of the three Fiat CR.42 of the 18th Gruppo Caccia Terrestre (Land Fighter) lost over Britain on 11 November 1940 during the brief operational cycle of the Italian Regia Aeronautica on the Channel Front. On the contrary of the other fighters down by RAF Fighter Command, (46 and 257 Squadrons) – CR.42 MM6978, 83rd Squadriglia, shot down into sea, pilot Sergente (Sergeant) KIA, CR.42 MM6976 85th Squadriglia, aircraft 85-16, crashed near Corton Railway Station, pilot Sergente Antonio Lazzari POW - the future BT474, CR.42 military code MM5701, fuselage code 95-13 (95th Squadriglia, 18th Gruppo, 56th Stormo), based at Maldegen, Belgium, was lost for technical reasons, a broken oil duct with engine’s overheat. The Italian pilot, Sergente Pietro Salvadori, was forced to make an emergency landing on a beach near the Orford Ness lighthouse, Suffolk. Shortly after the landing a Hurricane flew over him and he waved at it, at which the Hurricane responded by waggling his wings. The plane had only light damages and promptly repaired and restored to flight conditions with the RAF insignias and markings was assigned to AFDU. Note in this picture, taken during an evaluation’s flight by the AFDU, the CR.42 which still, under the tail, the original Italian military code (MM5701). Restored with the WW2 Italian colors and markings, the BT474 is now on exhibition in the Battle of Britain Museum, Hendon. Some news about of the pilot of this plane POW after the land in Britain. Pietro Salvadori, born in 1917, reservist with several sailplanes hours, was called into military service in 1938 and licensed military pilot with 100 hours of flight plus other 100 in Squadron of assignment. After the war and its return Italy, Pietro Salvadori remained in the Italian Air Force and was assigned to 51st Aerobrigata (Air Brigade), but his fate was tragic. Pietro Salvadori was in effect killed on April 1953 in a fatal accident flying an F-84G Thunderjet. Victor Sierra

An aerobatic gem

An Italian Air Force’s Fiat CR.42 start the engine giving up a considerable smoke’s quantity from the exhausts in face to mechanic which fooling with a ground starter. The airplane, in all carbon black finish, is a former night fighter CR.42CN (CN for Caccia Notturno/Night Fighter) moved to other roles with the lengthened engine exhausts removed as the wheel fairing. Note over the engine cowling the trace of a cancelled unit’s motto, perhaps «Io la notte non posso più dormire/All-night I can’t more sleep», motto of the 377th Squadriglia Caccia Notturna. The airplane is clearly one of former CR.42CNs of this Squadriglia. In background is visible the tail of a Macchi fighter, perhaps a MC.200. Victor Sierra

No smoking, please!

An Italian pilot of a multi-crew, multi-engines in flight at high altitude. Notice the large and likely uncomfortable type of the oxygen mask used by Regia Aeronautica’s crew. Victor Sierra

High altitude

One of the few Reggiane Re.2005 “Sagittario” employed by the 362nd Squadriglia for the Sicily’s defense on July 1943. The aircraft, with the white name “Sagittario” on the fin, is in all dark green finish with the red Squadriglia’s number (362) and the white individual number (5) and show, over the white fuselage stripe, the “Spauracchio” (Bogeyman), emblem of the 22nd Gruppo Caccia Terrestre (Land Fighter Group) to which were embedded the 362nd Squadriglia, only Italian Air Force’s unit equipped with the Re.2005. Moreover the aircraft has, under the cockpit, the Fascist emblem, sign of a photo taken before 25 July 1943 (Mussolini’s fall). On 9 July 1943 the 22nd Gruppo had five Re.2005 (four serviceable) plus ten Re.2001 (nine serviceable), sixteen MC.202 (nine serviceable), three MC.200 (two serviceable) and eight Dewoitine D.520 (five serviceable) split between Capodichino (Naples), Capua and Littoria airfield. On the eve of Allied landing in Sicily, on 10 July 1943 eight Re.2005 of the 362nd Squadriglia was hastily moved from Capodichino to Sigonella airfield, Catania. The operational life of the Re.2005s was extremely brief and just after the arrival at Sigonella six of them was destroyed or heavy damaged on the ground by the Allied raids. The two survivor was switched to Reggio Calabria, embedded in the 371st Squadriglia, and on 14 July, both not in combat conditions, returned to Capodichino soon destroyed by an Allied raid. According some sources between late July and early August, ten Re.2005, all aircraft of the first batch included the prototype MM494, was received by the 362nd Squadriglia at Capua and employed in some interception missions but their result are unknown. On 20 July 1943 the MM494 experienced troubles in flight and his pilot bailed out successfully while the plane was destroyed by the impact with the ground. During one of this flight the aircraft MM.96105 reported flutter in the tail with damages to fuselage. Three Re.2005 was immediately switched to Reggiane, at Reggio Emilia, where was disclosed the phenomena’s origins in the high speed dives (over 750-800 km/h). Meantime the Air Force on 26 August 1943 grounded al the Re.2005 waiting for a corrective action. But by now was too late and the few “Sagittario” survivor was embedded on Autumn 1943 by the Repubblica Sociale Italiana’s Air Force but never employed as operative aircraft. Victor Sierra

“Sagittario”: a very brief life 

Capodichino airfield, Naples, Spring 1943: a Regia Aeronautica’s serviceman sitting over the horizontal plan of a Reggiane Re.2005 “Sagittario” (Sagittarius). The aircraft, still without unit’s markings and codes, but with the name “Sagittario” on the tail fin, is, as the airplane in background, one of the Re.2005s Series 0 delivered to 22nd Gruppo’s 362nd Squadriglia which will to be the only Italian Air Force’s unit to use the “Sagittario” in combat. After the two prototypes - the aircraft was the last of Series-5’s fighter (the other was the Macchi MC.205 and the Fiat G.55, Series 5 because the use for all the three types of the German Daimler-Benz DB.605 engine) - the Regia Aeronautica purchased 16 pre-series Re.2005 (Series 0), military registrations (MM.92343/92358), set up on the end 1942. On late Spring 1943 the 262nd Squadriglia received his first “Sagittarios”. In meantime, February 1943, Reggiane received the order for a second batch of 18 Re.2005, but none of this aircraft was delivered. Victor Sierra

The “Sagittario” go in service

Northern Italy, 1944 or 1945: a Messerschmitt Bf 109G-10 of ANR-Aeronautica Nazionale Repubblicana’s 2nd Gruppo leave the dispersal to go for take-off. The ANR’s 2nd Gruppo Caccia (Fighter Group) was the first air unit of the Repubblica Sociale Italiana - the Republic founded on Autumn 1943 by Mussolini after his return in Italy from the Germany – equipped with the Messerschmitt Bf 109. Starting from first half 1944, the ANR was, after the Regia Aeronautica on 1943, the second Italian user of the German fighter receiving directly by the Luftwaffe about 200 Bf 109, all of Series G-6 and G-10, except three K-4 and at least two G-12 two-seat trainer, as replacement of the Macchi MC.205 and Fiat G.55 now barely available because war attrition and the nearly total destruction of the Italian aeronautical factories by the Allied raids. The 2nd Gruppo was established at Bresso airfield, Milan, on January 1944, leader Tenente Colonnello (Lt. Col.) Aldo Alessandrini, with Squadriglie: 1st “Gigi Tre Osei” (Luigi Three Bird, in Italian “Gigi” is the Luigi’s diminutive), leader Tenente (Lt.) Ugo Drago; 2nd “Diavoli Rossi” (Red Devils), leader Capitano (Capt.) Mario Bellagambi; 3rd “Gamba di ferro” (Iron Leg), leader Capitano (Capt.) Luccardi. After a brief operational activity with the G.55, the 2nd Gruppo began at Cascina Vaga, near Pavia, the transition to Bf 109 at Cascina Vaga, near Pavia, and the familiarization with the German combat tactics and soon was completely operative with the German fighter accomplishing interdiction missions and scramble under radar control of the Luftwaffe’s Jagdführer based near Verona. Later the 2nd Gruppo was based in the North East Italy with the Squadriglie 1st and 3rd at Verona-Villafranca and Aviano and the 2nd Squadriglia at Osoppo (Udine) and Bergamo-Orio al Serio. Other airfield used was Lonate Pozzolo, near Varese, and Thiene (Vicenza). Early March 1945 the new Gruppo’s leader was the Maggiore (Squadron Leader) Carlo Miani. On 26 April 1945, few days before the Germany’s surrender in Italy, the strength of the 2nd Gruppo, Orio al Serio, was 26 Bf 109. 
The other ANR’s Gruppo with the German fighter was the 1st Gruppo Caccia, Squadron Leader Maggiore Adriano Visconti, Squadriglie 1st “Asso di Bastoni” (Ace of Clubs), 2nd “Vespa Arrabbiata” (Angry Wasp) and 3rd “Archiere” (Archer), which late October 1944 moved to Bavaria, at Holzkirchen, for training to Bf 109. On January 1945 the Gruppo returned in Italy and based to Lonate Pozzolo. On March 1945 was completely operative with the German fighter. The last ANR’s unit planned for the Bf 109 was the 3rd Gruppo Caccia "Francesco Baracca" established on 11 August 1944 with a Squadriglia at Vicenza and the other two at Thiene (near Vicenza). In reality this Gruppo, without airplanes, was never operative. Early January 1945 some pilots moved to Holzkirchen, but their training began only on February. End March the pilots returned in Italy, but by now the Bf 109s available for the Italians running out and only an aircraft was delivered. On 20 April two Bf 109 planned for the 3rd Gruppo was switched to 2nd Gruppo as replacement of losses and the same happened for a third Bf 109 departed from Holzkirchen on 21 April 1945. The lone 3rd Gruppo’s Bf 109 was destroyed by the unit’s personnel at the moment of the surrender. Victor Sierra


The ANR’s Bf 109s

An Italian fighter pilot, perhaps the Maresciallo (Warrant Officer), later Lieutenant, Giuseppe Ruzzin, in front to the cockpit of the “11 Schwarz” (Black 11), a Luftwaffe’s Messerchmitt Bf 109E on the Belgian Maldegem airfield, early 1941, during a brief training stage of a little number of Regia Aeronautica’s pilots with this German fighter. The first Italian tests of the Messerschmitt fighter back up to 1939 when, after the end of the Spanish Civil War, four Bf 109E was deployed to Guidonia Test Center for a series of evaluations by the Regia Aeronautica included a comparison with the Italian fighter at this moment in production and service. Obviously the performances of an airplane most modern and advanced of the Fiat biplanes and also of the Fiat G.50 as the Bf 109 excited the Italian pilots despite a critic to maneuverability (effect of the “aerobatics mania” which afflicted for many years the Italian pilots preparation and the airplanes design with fatal result). In the same time the Italians negotiated the license production of the Daimler-Bens DB601 and was suggested the license production in Italy also of the Bf 109 rather than continue the construction of a very mediocre fighter as the Fiat G.50. Naturally the industry’s lobbies, Fiat in primis for once, obstructed the operation (the same happened with the proposition of the German tanks license and when was proposed the abandon of the G.50 in favor to better Macchi 200) which ended nothing came. The second possibility of the Bf 109 in the Italian Air Force’s line turned up at the end of the unlucky participation of the Regia Aeronautica to the Battle of Britain. Some G.50’s pilots of the Squadriglie 352nd and 353nd, still in Belgium after the return in Italy of large part of the Italian Aeronautic Corps, was invited by the Germans to fly the Bf 109E from late 1940 to March 1941. At least two Messerschmitt of the JG54 and JG51 was made available with Luftwaffe’s instructor for the Italian pilots at Maldegem and also, according some sources, at the JG51’s training unit, based at Cazaux, France. The Italian pilots were very impressed by the Bf 109 and asked the Regia Aeronautica Staff to order 100 German fighters when, in turn, the Luftwaffe proposed the establishment of an Italian air unit at Group level equipped with the Messerschmitt. A proposal regularly rejected by the Italian high command (another effect of the industrial lobby?). Result: hundreds of brave Italian pilots was send to engage the modern enemies monoplane aircraft with the biplanes (say nothing of armored forces). Half 1943, when the situation were desperate in front the final Allied attack, the Italian urged the German for delivery of some Bf 109. Too late… Victor Sierra

First contact with the Bf 109

The emblem of “Diavoli Rossi” (Red Devils) over the nose of a Messerschmitt Bf 109G/Trop (notice the anti-sand filter) of the Italian Regia Aeronautica’s 3rd Gruppo Caccia (3rd Fighter Group). This plane is one of 122 Messerschmitt Bf 109 (15 F-4, 6 G-2, 10 G-4 and 91 G-6) delivered directly by the German Air Force to Regia Aeronautica from April 1943 thanks to the Luftwaffe Generalfeldmarschall Albert Kesserling’s approval in answer to a compelling request of modern material by the Italian Air Force desperately short of aircraft in prospect of the impending Allied attack to Italy. Of the Messerschmitt Bf 109, the F-4, coming from the Greek theater, was old and tatty airplanes and was employed for pilots familiarization while the G-series, it to former Luftwaffe’s units, was modern and in better conditions. The first Italian air unit switched to German fighter was the 150th Gruppo (Squadriglie 363rd, 364th and 365th), followed by 4th Stormo, but only for a month because was in transit to Macchi MC.205, by the 70th Squadriglia, based at Cerveteri, North of Rome, for the Italian Capital’s defence, and finally the 3rd Gruppo (Squadriglie 153rd, 154th and 155th). On the eve of the Allied landing in Sicily the 3rd and the 150th Gruppo was moved in the Island respectively at Comiso and Sciacca. A great difficult for the Italians was the lack of spare parts supplied by the Luftwaffe, equally with some logistic problems, slowly and in small amount. The result was an operational availability very reduced: on the evening of 9 July 1943 the strength of the 3rd Gruppo was 17 Bf 109G but only seven full serviceable, the strength of the 150th Gruppo was 25 aircraft, full serviceable only six, and to lack of spare parts the two units added the gradual shortage of fuel and ammunitions. Despite this situation the Italian Bf 109s flew 323 operational sorties from April to late July 1943. In the same time the Bf 109’s Italian pilots claimed 23 enemies aircraft down, while the planes lost in aerial combat against the predominant Allied air forces was 13. But the greatest number of losses was caused by the Allied raids against the Sicilian airports which completely destroyed or heavy damaged on the ground many aircraft. On 12 July 1943 Superaereo, the Italian Air Force’s Staff, signaled to Comando Supremo (the Italian Force’s High Command) the destruction or the heavy damage caused by the air raids of the almost quantity of the 3rd and 150th Gruppo’s airplanes and the lack of any technical-logistic support because the lack of spare parts. Another dispatch from Superaereo to Comando Supremo, date 14 July 1943, notified the movement from the Sicily to Ciampino airfield, Rome, of the 150th Gruppo’s personnel remained with only three Bf 109 flyable and the possibility of repair of the other still at Sciacca expecting of rebuilding up a lone Squadriglia of the same Gruppo. A possibility never accomplished: at this date almost the aircrafts was destroyed on the ground or abandoned because the total lack of fuel and spare parts. The only unity still with the Bf 109 were, at Cerveteri, the 70th Squadriglia: but on 8 September 1943 evening, date of the Italian armistice’s announcement, only one airplane is still existing of the twelve airplanes at July. The following forenoon this lone airplane was destroyed by the same personnel of the unit. And this was the end of the brief use of the Bf 109 by the Regia Aeronautica. Victor Sierra

Italian Bf 109s in Sicily

An Italian Air Force’s Fiat CR.42 at Gondar, Ethiopia, October 1941, last stronghold of the Italian defence in East Africa after the Addis Ababa’s surrender on May 1941. Note the large black X inside a white rectangle adopted by some Italian aircraft in the East African theater as optical mark to avoid mistake with the British planes (and not as surrender’s mark how wrote many times). According some sources the plane of this photo is one of two last Italian fighter of the East African Campaign precisely the Fiat CR.42 MM7117 of the Lt. Ildebrando Malavolti. On 24 October Malavolti offered yourself voluntary for a visual reconnaissance over a small bridge at Kulkaber despite the adverse opinion of his commander because the presence in the zone of a greater number of enemies forces in particular the No 3 Squadron South African Air Force. Malavolti took off for the mission but his comrades wait for his return in vain. The Malavolti’s fate was knew the day after when a No 3 SAAF Squadron’s Gladiator piloted by the Lieutenant Lancelot Charles Henry “Paddy” Hope dropped a message on the Italian positions at Ambazzo: «Tribute to the pilot of the Fiat. He was a brave man. South African Air Force». Indeed Malavolti, intercepted by two South Africans Gladiator was shoot down in flames at 17,35 of 24 October by the same Hope after a brief, but fierce fight. Next day the CR.42’s wreckage was found, the dead pilot still in the cockpit, and later the knightly and brave South African pilot wrote and dropped his message. This was the last air-to-air victory in the East African Campaign and Malavolti received a posthumous Gold War Medal (in Italian Medaglia d’Oro al Valor Militare). The end of the last CR.42 arrived the month after. On 22 November 1941 the plane piloted by the Warrant Officer strafed British batteries at Kulkaber killing the Colonel commander and on 26 November, the day before the Italian final surrender, the aircraft was destroyed by the same Italians. And Hope? On 31 October, strafing motorboats on Lake Tana and a convoy on the way to the lake, his Gladiator was hit by the anti-aircraft artillery and crash-landed on fire at 200 mph hitting a tree and crashing in flames. Hope, wounded and burned, was rescued by Italian and taken in Italian captivity for a month before the final surrender of the Italian forces in the area. After the East African Campaign, Hope was transferred to Mediterranean Theater serving from 2 July 1942 in No 2 SAAF Squadron and, flying with Kittyhawks, claimed a Bf 109 down on 11 July, a damaged Bf 109 and a damaged MC.202 of the Regia Aeronautica’s 23rd Gruppo on 29 August, a Bf 109 down into the sea on 30 October and a shared Ju 88 on 20 April 1943. The operational tour of this gallantry South African Air Force Officer ended on 27 April 1943 as Flight Commander. Victor Sierra

«Tribute to the pilot of the Fiat…»

Savoia-Marchetti S.81 “Pipistrello” (Bat) of 63rd Squadriglia, XXIX Gruppo da Bombardamento (29th Bomber Group) at Assab, Eritrea, on 1939. Before the entry in the war of the Italy 59 S.81, veteran together 167 Caproni Ca.133, of the Abyssinian war, powered by Piaggio P.IX e P.X radial engines, were the backbone of the Italian air force in East Africa (Eritrea, Ethiopia and Somalia) equipping five Bomber Groups all dispatched in Eritrea: 4th (Squadriglie 14th and 15th) at Ghinielè, 27th (118th Squadriglia), 29th (Squadriglie 62nd and 63nd) at Assab, 28th (10th Squadriglia) at Zula and 26th (Squadriglie 11th and 13th) in the Lake Tana sector (Gondar and Bahr Dar airfield). When the Italy declared war, 10 June 1940, the S.81, reinforced from some S.79s, part already on the site, part arrived directly from the Italy, total 43 aircraft full serviceable, were on-third of the Italian bomber force in the East African theatre. At the outbreak of the war the “Pipistrello” were an obsolescent airplane but for the other front, not for the East African front where the most modern bomber aircraft of the British forces were the Bristol Blenheim. During the first two months of war the operational activity was moderate, except the night raids over Aden especially demanding. On 13 June 1940 during a raid against Aden two of four bomber was lost, on 27 June 1940 some S.81 forced three British ships to stop an attack against an Italian submarine. Other night missions was made over Djibouti, Zeila, Berbera, and Port Sudan. 19 S.81 of the 4th and 29th Gruppo took part to conquest of the Somaliland (3-19 August 1940). Two of them was lost. Other missions was made, together the S.79s, during the first week of September against a British convoy arriving from Bombay damaging a steamer and three merchant ship plus a tanker. But already during the first month of the war the attrition of the S.81’s fleet was high: nine aircraft shoot down, ten destroyed on the ground, other 18 out of service in part for accidents. From 11 July to 10 September 1940 other seven S.81 was shoot down, 19 destroyed on the ground by British air raids, 21 phased out for accidents or expiration of operational live. On 10 January 1941 the S.81 still full serviceable were 26. After a month this number was reduced to six aircraft and to three on 10 March. After that was the end. Victor Sierra

“Pipistrelli” in the East Africa

Another famous airplane of the 90 years of the Italian Air Force’s history: the Macchi MC.200 “Saetta” fighter aircraft employed by the Regia Aeronautica during the WW2 in Mainland, North Africa, Balkans, Russia and over Malta, over 1,150 built from 1939 to 1941. The photo show, with a Regia Aeronautica’s Officer with beret not wore as prescribed posed in front to the airplane, a “Saetta” of the 4th Stormo, one of most famous and ancient Italian fighter units during the WW2 and until 1964 shared over two Gruppi (Groups): IX Gruppo, Squadriglie 73rd, 96th and 97th, and X Gruppo, Squadriglie 84th, 90th and 91st. As specified by the black number 96 over the fuselage the aircraft of this photo is a “Saetta” of the IX Gruppo’s 96th Squadriglia as usual at this time and until the end of the WW2 when the Regia Aeronautica’s airplanes were marked by the Squadriglia’s number+aircraft individual number (today with the Stormo’s number, i.e. the Eurofighter Typhoon of the 4th Stormo have the number 4+aircraft individual number). The photo show another peculiarity of the 4th Stormo: the color of the "Prancing Horse", 4th Stormo’s emblem’s, depending on the Gruppo identity: in this case white Prancing Horse over black background for the IX Gruppo (personal emblem of Amedeo di Savoia Duca d’Aosta when lead the 4th Stormo), black Prancing Horse over white background (personal insignia of the Italian WW1 ace Francesco Baracca) for the X Gruppo. The Savoia’s knot with the ducal crown was adopted in honor of the Duke of Aosta, Amedeo di savoia, 4th Stormo’s commander from 1933 to 1934 (The same emblem of the old IX Gruppo is today and from 1964 the modern insignia of the 4th Stormo). The MC.200 of the picture show a continental camouflage with the all yellow engine cowling adopted on Spring 1941 by many Italian aircraft and not only by the those committed in the Balkans and in the Eastern Front (and this date the photo from Spring 1941 onwards). Last note: the same length of the tail cross arms reveal a MC.200 of Breda’s production. Victor Sierra

Famous airplane of a famous fighter unit

Tarantola in the G55 few moments before the take off.
April 25 1944 8 ANR fighters took off to intercept a big formation of 117 B24s and 45 P47s over Torino. In the combat, Tarantola was downed. He jumped safely, but remained severely burned at the legs. The war for him was over. He was credited of 1 Polikarpov I-15 Chato, 2 Curtiss P-40, 5 Supermarine Spitfire, 3 Lockheed P-38 Lightning, 1 Consolidated PBY Catalina plus other 4 aircrafts shared.
Furthermore a destroyer sunk. He has deserved 4 silver medals, 2 bronze medals, and 5 war crosses. DVX

Ready to take off

After Italian armistice, Tarantola continued the fight serving in ANR (RSI air force). Here the last set up to the flying suit before the mission on a Fiat G55. DVX

Continuing the fight

Sardinia, summer 1943, Tarantola and his Macchi 205 Veltro. On this aircraft Tarantola downed two USAF P 38s.
DVX

On the Veltro

Tarantola, now reassigned to a fighter unit, the 151a sq. of the 51° stormo, in front of his Macchi 202 "dai banana!" (come on banana!). He was was nicknamed "banana" by his comrades because in his first youth he worked as a seller of fruits and vegetables. DVX



Back to hunting

Allied cargo sunk by Tarantola's squadron, the 239a squadriglia bombardamento a tuffo. On july 29th 1941 Tarantola hit with a perfect shot the Australian destroyer Waterhen, later finished by his squadron and other German bombers. The next day Tarantola was downed and he and his gunner remained 18 hours at the mercy of sea before being rescued by a seaplane. After this experience Tarantola asked to be reassigned to fighters. DVX

A target

After the service in the Spanish civil war on the CR32 fighters, strangely our sergente Tarantola passed to dive bombers, serving in the 239a squadriglia flying on Picchiatelli (Italian Stukas). In this photo taken in may 1941 by the rear gunner, a perfect shot of Tarantola over British mechanized forces in North Africa.

From fighters to bombers

Sergente Maggiore of Regia Aeronautica Ennio Tarantola during his service in Spain. Here on 01/20/1938 he got his first victory, a Republican I 15 Chato. DVX

Italian Forces

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