Fiat CR.42 Falco
CR.42 Falco | |
---|---|
Two CR.42's of 162a Squadriglia, 161° "Autonomous Terrestrial Fighter Group", Aegean Islands 1940 | |
Role | Fighter |
National origin | Italy |
Manufacturer | Fiat Aviazione |
First flight | 23 May 1938 |
Introduction | 1939 |
Retired | 1948 Spanish Air Force[1]
|
Status | Out of service |
Primary users | Belgian Air Force
|
Produced | c. February 1939 – late 1943 |
Number built | 1,817–1,819[2][3] [4] |
Developed from | Fiat CR.32 |
The Fiat CR.42 Falco (Falcon, plural: Falchi) is a single-seat
The CR.42 was an evolution of Fiat’s earlier CR.32 fighter, featuring a more powerful supercharged Fiat A.74R1C.38 air-cooled radial engine and aerodynamic improvements to its relatively clean exterior surfaces. The aircraft proved to be relatively agile in flight, a factor that had been attributed to its very low wing loading and a sometimes decisive tactical advantage. RAF Intelligence praised its exceptional manoeuvrability, further noting that "the plane was immensely strong",[5] though it was technically outclassed by faster, more heavily armed monoplanes.[6] While primarily used as a fighter, various other roles were adopted for some variants of the type, such as the CR.42CN night-fighter model, the CR.42AS ground-attack aircraft, and the CR.42B Biposto twin-seat trainer aircraft.
During May 1939, the CR.42 entered service with the Regia Aeronautica; it was the last of the Fiat biplane fighters to enter front line service. By 10 June 1940, the date when Italy entered the Second World War, roughly 300 of the type had been delivered, which defended metropolitan cities and important military installations at first. By the end of 1940, the Falco had been involved in combat on various fronts, including the
The CR.42 was produced and entered service in smaller numbers with the air forces of other nations, including Belgium, Sweden and Hungary. By the end of production, in excess of 1,800 CR.42s had been constructed, making it the most numerous Italian aircraft to be used during the Second World War.[7] Aviation author Przemyslaw Skulski has claimed that the fighter had performed at its best during its service with the Hungarian Air Force, specifically during its deployment against Soviet forces on the Eastern Front of the war, where it reportedly achieved a kill to loss ratio of 12 to 1.[8]
Design and development
Origins
During the late 1930s, while a new generation of
The CR.42 was basically an evolution of the design of the earlier Fiat CR.32, which in turn had been derived from the CR.30 series created in 1932.[9] During the Spanish Civil War of the mid-1930s, the Regia Aeronautica had employed the CR.32 and had reportedly accomplished significant successes using the fighter. The positive combat experience gave sufficient encouragement to the type's principal manufacturer, Fiat Aviazione, for the company to produce a proposal for the development of a more advanced derivative of the design, incorporating the newly finalised supercharged Fiat A.74R1C.38 air-cooled radial engine and several other enhancements.[2] Key features of the fighter, which was designated as the CR.42, included its relatively clean aerodynamic exterior, a very strong structure, and a high level of maneuverability, a combination which had traditionally appealed to Italian pilots according to Cattaneo.[10]
According to aviation author Gianni Cattaneo, both the proposal and the concept of a developed biplane was well received by the Regia Aeronautica, having placed a high value on the agility of the platform, confidence may have also been high due to prior wars in Ethiopia and Spain having been fought against relatively disorganised opposition, giving a somewhat deceptive impression of effectiveness.[11] During its formal military evaluation, the prototype CR.42 was tested against the rival Caproni Ca.165 biplane fighter, and was judged to be the superior design, although the Ca.165 was a more modern design which boasted a higher speed, albeit at the cost of maneuverability. During flight tests, it demonstrated its ability to reach a top speed of 438 km/h (272 mph) at 5,300 m (17,400 ft) and 342 km/h (213 mph) at ground level. Climb rate was 1 minute and 25 seconds to 1,000 m (3,300 ft) and of 7 minutes and 20 seconds to 6,000 m (20,000 ft).[2][12]
During late 1939, by which time a major European war already seemed inevitable, the CR.42 was ordered for the Regia Aeronautica.
Further development
Soon after its introduction to service, Fiat developed a number of variants of the type. The CR.42bis and CR.42ter featured increased firepower, while the CR.42CN was a dedicated night fighter model, the CR.42AS was optimised for performing ground attack missions, and the CR.42B Biposto commonly served in a twin-seat trainer role.[15] Of these, the Biposto, which was furnished with a longer fuselage than other models to enable a second seat to be placed in tandem with the pilot, became the most extensively modified of all the CR.42 variants. Its length was increased by 68 centimeters over the standard fighter, to a total of 8.94 m; the height was 23 centimeters less. Empty weight was only 40 kilograms (88 lb) more, as the wheel fairings had been removed. Overall weight was 2,300 kg. Top speed was 430 km/h at 5,300 meters, only 8 km/h less. Up to 1945, a pair of machine guns were commonly fitted. About 40 aircraft were produced by Agusta and Caproni Trento.[16]
In addition, various experimental configurations of the CR.42 was both studied and constructed for trial purposes. These included the I.CR.42 (Idrovolante= seaplane) and the re-engined CR.42DB. Beginning in 1938, Fiat had worked on the I.CR.42, then gave the task to complete the project to CMASA factory in Marina di Pisa on the Tirreno sea coast. The only prototype was built in 1940. Tests started at the beginning of 1941, at the
The CR.42DB was an attempt to improve the type's performance by installing a Daimler-Benz DB 601 V12 engine of 753 kW (1,010 hp).[17] This prototype, MM 469), was flown by test pilot Valentino Cus in March 1941, over Guidonia Montecelio, near Rome. During test flights, it demonstrated its ability to attain a top speed of 518 km/h (322 mph), as well as a maximum ceiling of 10,600 metres (34,777 ft) and a range of 1,250 kilometres (780 mi). The project was cancelled as the biplane configuration did not offer any advantages over contemporary monoplane fighter designs. Although this variant never went into production, to the present day, the CR.42DB has continued to hold the distinction of being the fastest biplane to have ever flown.[18]
Historians are still not certain exactly how many CR.42s were manufactured. The most likely estimate is thought to be 1,819 aircraft in total, including the 63 CR.42LWs (51 according to some sources) produced under Luftwaffe control, and a further 140 fighters that were produced for the various export customers for the type.[citation needed]
Design
The Fiat CR.42 was a robust and relatively clean single-seat biplane
The CR.42 was typically powered by a single supercharged Fiat A.74R1C.38 air-cooled radial engine which, via a gearing apparatus, drove a metal three-blade Fiat-Hamilton Standard 3D.41-1 propeller of 2.9 metres (9 ft 6 in) diameter.[2] During the aircraft's development, particular attention was paid to the design of the NACA cowling which accommodated the engine; the cowling featured a series of adjustable flaps for cooling purposes. The engine bay incorporated a fire extinguisher to be used in the event of a fire.[10] In terms of armament, the early CR.42s were outfitted with a single 7.7 mm and one 12.7 mm Breda-SAFAT machine gun, which was installed in the decking of the upper fuselage and fired directly through the propeller. As per Italian tradition, a counter for the rounds fired was present amongst the cockpit's instrumentation.[10]
The fuselage of the CR.42 was composed of a welded steel-tube triangulated framework built of light-alloy formers; while the forward fuselage was covered by metal panelling, fabric covered the exterior rear of the cockpit.[10] The rigidly-braced wings used a structure that was constructed mainly of light duralumin alloys and steel; the leading edge was metal-skinned while the rest of the wing's exterior was covered with fabric.[2] The upper wing, which was the only one to be furnished with ailerons, was joined in the center and supported above the fuselage via an inverted V-shaped cabane, while the lower wings were directly attached onto the longerons within the base of the fuselage. The tail unit used a cantilever arrangement, composed of a duralumin framework and fabric covering.[10]
An Allied test pilot's opinion
Capt. Eric Brown, RN, Chief Naval Test Pilot and C.O. of the Captured Enemy Aircraft Flight, tested the Falco of Sergente Pietro Salvadori that had landed on Orfordness beach, on 11 November 1940. He reported the CR.42 was "remarkably fast" for a biplane, with a top speed of 270 mph (430 km/h) at 12,500 ft (3,800 m). The Falco had a "marginal stability which is the mark of a good fighter". Moreover, it was "brilliantly manoeuvrable, an acrobatic gem, but under-gunned and very vulnerable to enemy fire".[19]
Operational history
Regia Aeronautica
During May 1939, the Fiat CR.42 entered operational service with the Regia Aeronautica; the 53° Stormo, based at
Upon Italy's entry into the conflict, the Falchi were principally tasked with the defense of Italy's cities and military installations alike, such as Regia Aeronautica airbases and
On numerous occasions, the Falco was engaged in dogfights against the British Gloster Gladiator, another biplane fighter, over Malta, and later against the British Hawker Hurricane monoplane, sometimes resulting in unexpected successes. The maneuverability of the Falco was an aspect of particular concern to the RAF pilots that faced them. Aviation author Haining observed that: "A RAF Intelligence report in late October 1940 circulated to all pilots and their squadrons, with copies to Prime Minister, Winston Churchill, and the War Cabinet, declared: 'The manoeuvrability of the CR.42s, in particular their capacity to execute an extremely tight half roll, has caused considerable surprise to other pilots and undoubtedly saved many Italian fighters from destruction.'"[22]
Battle of France
On 13 June 1940, three days after entry of Italy into the war, 23 pilots from 23° Gruppo of 3° Stormo escorted a flight of ten
On 15 of June, 67 CR.42s from the same units, plus 18° Gruppo (from 3° Stormo), attacked the airfields of Southern France. 27 biplanes from 150° Gruppo strafed the airfield of Cuers-Pierrefeu, between
Following the Fall of France, an Italian air group of CR.42s and BR.20 bombers operated from Belgium during October and November 1940. This task force flew some offensive operations during the later stages of the Battle of Britain, but incurred a high loss rate. Cattaneo speculated that the light losses experienced during the Battle of France had persuaded the Regia Aeronautica that the type was considerably more effective than it was against the modern frontline fighter aircraft that it would be coming up against, and thus had encouraged this brief deployment.[30] In the present day, the RAF Museum at Hendon, London has a CR.42 on static display from this time; this aircraft had reportedly force-landed in Suffolk with a broken oil pipe, with the pilot surviving.
Malta
Over the skies of
Pilot Officer Jock Barber remembered: "On my first combat, the 9 of July, I attacked the leader of a Squadriglia of Falcos, while [Flight Lieutenant] George Burges attacked an SM.79 bomber. When I shot the CR.42 at a range of 100 yards [91 meters], he did a flick-roll and went spinning down. I found myself engaged in dogfighting with the remaining CR.42s. This went down to about 10,000 feet [3,000 meters]; by then I had used up all my ammunition without much success, although I am convinced I got quite a few strikes on the leader in the initial combat. I realized pretty quickly that dogfighting with biplanes was just not on. They were so manoeuvrable that it was very difficult to get in a shot, and I had to keep diving and turning to keep myself from being shot down. George had by this time disappeared so I stuck my nose down and, with full throttle, was very thankful to get out of the way."[32]
A week later, a dozen CR.42s from 23° Gruppo appeared in the sky over Malta for a reconnaissance. Flight Lieutenants Peter Keeble and Burges scrambled to intercept them, and the resulting action greatly impressed the Malta defenders with the CR.42's maneuvering capability. Keeble attacked one CR.42 – probably the aircraft (MM4368) flown by Sottotenente Mario Benedetti of 74a Squadriglia that crashed, killing its pilot, but then came under attack himself by the Falchi of Tenente Mario Pinna and Tenente Oscar Abello. Keeble tried to dogfight with the Italians, but his engine was hit and his Hurricane dived into the ground at Wied-il-Ghajn, near Fort Rinella, and blew up; he was the first pilot to be killed in action at Malta.[33] This was the first recorded air victory in the Second World War of the CR.42 against the Hurricane. Shortly after Keeble's loss, a meeting of all the pilots and senior staff was called to discuss the best ways of countering the agile CR.42. A suggestion was made that the Hurricane should put down a bit of flaps as this might enable it to turn with the CR.42, but the only realistic proposal was to climb above these aircraft to be in an advantageous position.[34] Nevertheless, Cattaneo noted that the Hurricane gradually proved itself to be superior to the CR.42.[35]
Night fighter operations
As the war went on, the CR.42 had been superseded in the day fighter role by more advanced aircraft, but found a renewed niche performing the night fighter mission.[14] The Falco served as the main night fighter of the Regia Aeronautica, even though it was not equipped with radar and often lacked radio equipment. Some Falco night fighters were equipped with extended exhaust pipes to hide the exhaust flame. Additionally, 2 spotlights were fitted under the wings of some of the night fighters. The first night interception was performed on the night of 13–14 August 1940 by Capitano Giorgio Graffer, when he located and opened fire on a British Armstrong Whitworth Whitley bomber that had been sent to attack Turin. When his guns jammed, Graffer rammed the bomber before bailing out. The bomber had been badly damaged and subsequently crashed into the English Channel whilst attempting to return to its base.[36]
One of the most successful night interceptions took place on the night of 25 August 1942. That day, in an attempt to oppose RAF night intruder missions that were hammering Italian airfields, the 4° Stormo borrowed four radio-equipped CR.42s, by 208a and 238a Squadriglie of the 101° Gruppo Bombardamento a Tuffo, based at Abar Nimeir, to use them as night interceptors.[37][14] According to Cattaneo, the CR.42 achieved a degree of success as a night fighter, proving itself to be effective against RAF bombers that were bombing industrial targets throughout northern Italy during 1942.[14]
Corpo Aereo Italiano
In autumn 1940, Regia Aeronautica sent 18° Gruppo (of 56° Stormo) in Belgium with 83a, 85a and 95a Squadriglia equipped with CR.42s as part of the Corpo Aereo Italiano, an independent air corps for operations against Great Britain.[38] On 11 and 23 November 1940, multiple CR.42s flew two raids against England. Luftwaffe aircraft frequently experienced difficulties in maintaining formation flight with the slower biplanes. Even though slower, with an open cockpit, many units lacking radio, and armed with only a pair of machine guns (a pair of 12.7 mm/.5 in or a combination of former and a 7.7 mm/.303 in Breda-SAFAT), the Falchi could easily outturn the Hurricanes and the Spitfires opposing it and usually proved difficult to hit. "The CR 42 turned to fight using all the aeroplane's manoeuvrability. The pilot could get on my tail in a single turn, so tightly was he able to pull round."[39] As the RAF intelligence report stated, the Falchi were hard targets. "As I fired he half rolled very tightly and I was completely unable to hold him, so rapid were his manoeuvres. I attacked two or three more and fired short bursts, in each case the enemy aircraft half-rolled very tightly and easily and completely out-turned me. In two cases as they came out of their rolls, they were able to turn in almost on my tail and opened fire on me."[40]
Against British monoplanes, the CR.42s were not always outclassed; one Italian pilot's account is as follows: "I engaged one of the British fighters from a range of between 40 to 50 metres (131 to 164 ft). Then I saw a Spitfire, which was chasing another CR.42, and I got in a shot at a range of 150 metres (492 ft). I realised that in a manoeuvered flight, the CR.42 could win or survive against Hurricanes and Spitfires, though we had to be careful of a sweep from behind. In my opinion, the English .303 bullet was not very effective. Italian aircraft received many hits which did no material damage and one pilot even found that his parachute pack had stopped a bullet."[41] During the winter of 1940/1941, the CR.42s were transferred back to the Mediterranean theatre.[42]
East Africa
While flying the Falco in Africa Orientale Italiana (A.O.I), Mario Visintini became the top biplane fighter ace of the Second World War (having achieved 16 kills) and Luigi Baron and Aroldo Soffritti became the second and third Fiat CR. 42 top scoring aces, having made 12 and 8 air victories respectively.[43] Moreover, during that short and difficult campaign, the Fiat fighters were responsible for the destruction of a large number of RAF and South African Air Force (SAAF) aircraft, both in the air and on the ground, including a number of Hurricanes.[44]
During 1940, three squadriglie stationed in Italian East Africa — Ethiopia, Italian Eritrea, and Italian Somaliland — were equipped with CR.42s. The 412a – the most experienced Squadriglia – was based in Gura (with the 414a Squadriglia) and in Massawa. The 413a Squadriglia was in Assab. Fighting there began in June 1940 and lasted until the autumn of 1941. The Italians met mostly British bombers and reconnaissance aircraft, destroying many of them. On 12 June 1940, 412a Squadriglia attacked nine Vickers Wellesley bombers from 47 Squadron above Asmara, and Tenente Carlo Canella claimed the first CR.42 victory in East Africa, a Wellesley that was heavily damaged and forced to crash-land. Two days later, the 412a Squadriglia again intercepted a pair of Wellesleys, this time from 14 Squadron, that were trying to bomb Massawa. Tenente Mario Visintini, for the first of his 16 air victories in East Africa, shot down the Wellesley flown by Pilot Officer Plunkett.[45][46]
Dogfights usually occurred when enemy airfields were being attacked. But fierce air battles took place at the beginning of November 1940, during the British offensive against the Italian forts of Gallabat and Metemma, along the Sudan border. The Regia Aeronautica was dominant in these fights, sometimes even against more powerful opponents. The most successful day was on 6 November when the CR.42s achieved seven confirmed victories against the Gladiators, for no losses.[47] In the air duels fought during 1940, losses however were also suffered: at least six Fiats were destroyed and about a dozen damaged.[48] Operations involving the CR.42 were typically hampered by wider logistical issues; the Royal Navy had prevented Italian supplies reaching East Africa and aerial transportation alone proved to be insufficient.[49]
North Africa
It was on the
Initially, the Falco was pitted against the contemporary Gloster Gladiator and Hawker Hart (the latter being operated by the South African Air Force) biplanes,[50] as well as the Bristol Blenheim fast bombers of the RAF, opposing which they were able to achieve a measurable level of success. On 29 June, a group of CR.42s from 2° Stormo scrambled to intercept an inbound formation of Blenheims, estimated as totalling nine aircraft, that were in the process of bombing the airfield of Tobruk T2. During the ensuing engagement, the Italian pilots claimed to have shot down six of the British bombers, probably from No.113 Squadron, which that day reported as having lost three aircraft.[51]
On 8 August 1940, in an aerial duel between comparable rivals, a flight of 16 CR.42s from 9° and 10° Gruppi of 4° Stormo were "bounced" by 14 Gladiators of
The Gladiator was viewed as being superior to the Fiat in regards to its combat equipment also. The 12.7 mm Breda-SAFAT could fire an effective explosive bullet, but the Gladiator's Brownings were able to shoot 2.5 more rounds per second than the synchronized Italian machine guns. However, the CR.42 was capable of superior performance; it was much faster at about 3,000 feet (900 m) thanks to its smaller wing area, constant-speed propeller and the superior power of its engine, which could provide up to 960 horsepower (720 kW) for short periods at emergency rating.[53] The overall exchange ratio between CR.42 and Gladiator is difficult to assess, but Håkan Gustavsson and Slongo rated the Gladiator with an advantage about 1.2–1.9:1.[54]
Eventually, on 31 October 1940, the Falchi scored their first confirmed air victories in
Notwithstanding these successes, it became increasingly evident that the Fiat CR.42 was unable to operate effectively against the more modern monoplanes of which increasingly larger numbers were being fielded. Over time, the type was able to rely only on its considerable manoeuvrability and Regia Aeronautica piloting skills as potential advantages against its opposition. Italian losses were, however, stemmed when the more advanced
Greece
The Fiat CR.42 was the main Regia Aeronautica front-line fighter when the
At the beginning of November, the Greeks received support by the Royal Air Force and on 4 November six
Iraq
During April 1941,
On 22 May 1941, a flight of CR.42s took off from
Royal Hungarian Air Force
The first foreign purchaser of the CR.42 was the
Some of the CR.42s in Hungarian service were armed with a single 12.7 mm (0.50 in) Gebauer GKM Machine Gun 1940.M (Gebauer Kenyszermeghajtasu Motorgeppuska, or "Gebauer Positive-Driven Motor-Machine Gun"); these were fixed twin-barrel guns that were driven via the crankshaft of the aircraft's engine. In total, the MKHL ordered 70 CR.42s but, through a barter which included the exchange of a captured
In mid-June, CR.42 fighters equipped several MKHL units: 1/3.'Kör ász'F.S. and 1/4. 'Szent György' F.S. both based in Budapest-Mátyásföld; 2/3. 'Ricsi' F.S. (in Bustyaháza) and 2/4. 'Repülö tör' F.S. (in Miskolc).[71][72] On 27 June 1941, Hungary declared war on the Soviet Union and, on that same day, Hungarian CR.42s received their baptism of fire when 2/3. Squadron escorted bomber formations against
The Hungarian CR.42s were later used in the ground attack role against Soviet forces until December 1941. Although typically outclassed by more modern types, the Hungarian CR.42s scored 25 destroyed, one probable, one damaged (according to other sources[8] they claimed 24 plus two Soviet planes in the air) and one aircraft destroyed on the ground,[75] losing two planes to Soviet fighters.[8] For a time, the surviving CR.42s were relegated to training roles. During spring 1944, a night assault CR.42 Squadron was formed. These aircraft were equipped with flame dampers and bomb racks for the carriage of four 50 kg bombs; however, these planes were reportedly not used operationally. The majority of Hungary's CR.42s were lost in training accidents and strafing attacks by U.S. aircraft during 1944. It is believed that a single Hungarian Falco survived the war.[8]
Belgian Air Force
During 1939, a mission from
The Fiat CR.42s were first to be blooded in Belgium; after their initial encounters with the vastly superior Messerschmitt Bf 109 fighters of the Luftwaffe, the entire contingent of Fiats was quickly overwhelmed, although the Belgian pilots fought with great skill. The Belgian CR.42s fought from the first day of the invasion, when they attacked a formation of attacking Ju 52s (from 17/KGzbV 5) in the Tongeren area, forcing one to crash-land near Maastricht.[77] The Fiats were then jumped by the escorting Bf 109s from I./JG.1 but, thanks to their superior agility, managed to safely return to base. That day, the Belgian pilots claimed to have downed a further four German aircraft: three Do 17 bombers and a single Bf 109, while the Stukas of I./St.2 destroyed no less than 14 CR.42s at Brustem airfield.[79]
In a total of 35 missions flown, the CR.42s downed at least five and probably even eight[80] enemy aircraft including a Dornier Do 17, Junkers Ju 52 and the vaunted Bf 109 for a loss of two of their own. The only two confirmed Bf 109E losses were scored by Charles Goffin.[81] After capitulation, the five surviving Fiat CR.42s were brought into a French Air Force depot in Fréjorques, where they were later found by the Germans.[80] Their final fate is not known.[77] Overall, the total claims made by Belgian CR.42 pilots were: eight Do 17, four Bf 109 and a single Ju 52.[82]
Swedish Air Force
Sweden was the largest export customer for the CR.42.[14] The Swedish Air Force purchased various types of Italian combat aircraft during 1939–1941, as an emergency measure enacted in response to the outbreak of the Second World War. As a consequence of the war, no other nations were willing to supply fighter aircraft to a small neutral country, while Sweden's domestic production would be insufficient until at least 1943. Between February 1940 and September 1941, Sweden received a total of 72 CR.42s; these fighters were equipped with radio sets, 20-millimetre (0.79 in) armour plate behind the pilot and ski landing gear for winter operations. The Swedish aircraft were designated J 11.[83][84]
The J 11s were initially assigned to the F 9 wing, responsible for the air defence of Gothenburg, but were transferred to the newly established Bråvalla Wing (F 13) in Norrköping in 1943 when F 9 received more advanced J 22 fighters. The J 11s operating from Kiruna, in the north of Sweden, were equipped with a ski undercarriage. During the spring of 1942, the J 11s of 1. Division were transferred to Luleå airfield. The J 11s scrambled several times to intercept German aircraft that violated Sweden's borders, but usually failed to make contact with intruders.[67] The J 11s of 2. and 3. Divisions based in Gothenburg managed to intercept intruders a few times, forcing them to leave Swedish airspace.[85]
During their service in Swedish Air Force, the CR.42 suffered many accidents, sometimes because of the poor quality of materials that had been used by the Fiat factory. By the end of 1942, eight fighters had been lost, while 17 more had followed by the end of 1943. In total, in excess of 30 CR.42s were lost due to accidents and mechanical failure.[86] Swedish pilots appreciated the J 11's formidable close-in dogfighting abilities;[87] however, they would often complain about the type's low speed, insufficient armament and the open cockpits that were unsuited for the severe climate of Scandinavia.[86] By 1945, the Swedish CR.42s were considered to be obsolete.[88]
By 14 March 1945, the remaining J 11s of the F 13 wing were decommissioned for good by the Swedish Air Force. A total of 19 aircraft were sold to a civilian contractor, Svensk Flygtjänst AB, who used 13 of them as target tugs for at least one season,
Luftwaffe
Shortly following the announcement of the
One of the German units to use the CR.42 was Nachtschlachtgruppe (NSGr.) 9, based in Udine. It was tasked with fighting against partisans in the region of the Alps, Istria and Croatia. During November 1943, the 1. Staffel received its Falchi and, in January 1944, the unit was transferred to the airfield at Caselle, near Turin, to operate against partisan units in the vicinity of the Southern Alps. On 28 January, the 2. Staffel was also equipped with the CR.42. The training of German pilots took place at a school in Venaria Reale.[91]
During February 1944, after news of the Allies' landing at Anzio, 1.Staffel and 2.Staffel, based at Centocelle Airport in Rome, attacked Allied units in southern Latium, which were conducted mostly during moonlit night raids. NSGr9 attacked enemy troops in the Monte Cassino area. The CR.42 proved to be useful as a light bomber at night, but subsequently NSGr9 began to be equipped with the Ju 87D. 2.Staffel kept using the Fiat biplanes until mid-1944. On 31 May, the unit still had 18 Falchi, 15 of which were operational.[91]
As a consequence of Allied raids that damaged the Fiat factory in Turin, only 150 CR.42LWs were ultimately completed, of which 112 would reach operational condition.[92] Another German unit that used the type, both in Southern Italy and the Balkans, was Jagdgeschwader JG 107, which flew them as night fighters, fighter-bombers and fighter-trainers.[citation needed]
Last claimed biplane kill of history
The CR.42LWs equipped to the newly formed 3./NSGr 7 in Zagreb, Croatia, in April 1944. By September 1944, 2. Staffel was transferred in Croatia too (at
Variants
This section needs additional citations for verification. (January 2021) |
- CR.42
- Early CR.42s were armed with one 12.7 mm (0.50 in) machine gun and one 7.7 mm (0.30 in) machine gun. The CR.42bis replaced the 7.7 mm with a second 12.7 mm.
- CR.42 Egeo
- Equipped for service within the Aegean theater, outfitted with an extra 100 L (26.4 US gal) fuel tank in the fuselage.
- CR.42AS
- A close air-support version. The two standard 12.7 mm machine guns could be supplemented with two more. There were underwing racks for two 220 pounds (100 kg) bombs. AS stands for 'Africa Settentrionale.' There was an additional engine filter to prevent damage from sand which caused a loss in power, a common occurrence in North Africa, since filter-less engines could be damaged after only a few hours use.[14]
- CR.42B
- Dedicated 2 seat trainer variant with a lengthened fuselage to accommodate the 2nd cockpit.
- CR.42bis
- Standard armament of two 12.7 mm machine guns mounted.
- CR.42CN
- Night fighter version sometimes equipped with spotlights mounted under the wings and/or extended engine exhausts.
- CR.42ter
- 2 × 12.7 mm (0.50 in) machine guns with two additional guns mounted in blisters under the wings.
- ICR.42
- Experimental floatplane version designed by CMASA, top speed decreased by only 8 km/h (5.0 mph) in spite of the 124 kg (273 lb) increase in weight.[14]
- CR.42LW
- Night harassment, anti-partisan aircraft for the German Luftwaffe. The aircraft were equipped with exhaust flame dampers, a pair of 12.7 mm machine guns and underwing racks for four 50 kg bombs. 150 were built, of which 112 were accepted into service by the Luftwaffe.[90]
- CR.42 "Bombe Alari"
- (unofficial but widely used name) Modification carried out at SRAMs (repair centers), to allow outdated fighters to be used in the ground attack role. Underwing pylons for 2 × 50 kg (110 lb) bombs were added; often these pylons were loaded with 100 kg (220 lb) bombs. The same modification was carried out on Fiat G.50s and Macchi C.200s.
- CR.42 two-seaters
- Several Italian CR.42s were converted into two-seat communications aircraft.
- CR.42DB
- One CR.42 was fitted with an early 895 kW (1,200 hp) DB 601A inline engine. A speed of 525 km/h (326 mph) was attained.
Operators
- Belgian Air Force
- Royal Hungarian Air Force
- Regia Aeronautica
- Italian Co-Belligerent Air Force
- Spanish Air Force(two CR.42bis delivered in 1939)
Surviving aircraft
- MM5701 – CR.42 on static display at the Air Fighting Development Unit in mock combat against a variety of British fighters. At the end of 1943 all testing was complete and the aircraft was marked for preservation in a future museum as a result of an earlier request of the Air Historical Branch. It was subsequently stored at several RAF facilities until 1978, when it was moved to its present home, the RAF Museum.[94][67]
- 2542 – J 11 under restoration to airworthy at Duxford, Cambridgeshire. The aircraft was lost and the pilot, Bertil Klintman, killed in a Controlled flight into terrain accident on the 13 April 1942 in Kiruna Municipality in the north of Sweden. The aircraft was one of seven flying in an exercise at very low level over snow-covered, mountainous terrain in conditions that made judging height difficult. The body of the pilot was quickly recovered, but the aircraft remained at the crash site until it was recovered in 1983.[95]
- 2543 – J 11 on static display at the Swedish Air Force Museum near Linköping, Östergötland.[96]
- Reconstruction – CR.42 on static display at the Italian Air Force Museum in Bracciano, Lazio. It is made up of 60% original parts.[97] It is in Italian colours as "MM4653", and is in fact is a composite built up with the help of parts recovered in Sweden, Italy and France.[67]
Specifications (CR.42)
Data from The Fiat CR.42[88]
General characteristics
- Crew: 1
- Length: 8.25 m (27 ft 1 in)
- Upper wingspan: 9.7 m (31 ft 10 in)
- Lower wingspan: 6.5 m (21 ft 4 in)
- Height: 3.585 m (11 ft 9 in)
- Wing area: 22.4 m2 (241 sq ft)
- Empty weight: 1,782 kg (3,929 lb)
- Gross weight: 2,295 kg (5,060 lb)
- Powerplant: 1 × Fiat A.74 R.C.3814 cylinder air-cooled radial piston engine, 627 kW (841 hp) at 3,800 m (12,500 ft) and 2,400 rpm
- Propellers: 3-bladed variable-pitch propeller
Performance
- Maximum speed: 441 km/h (274 mph, 238 kn) at 6,100 m (20,000 ft)
- Cruise speed: 399 km/h (248 mph, 215 kn)
- Landing speed: 128 km/h (80 mph; 69 kn)
- Range: 780 km (480 mi, 420 nmi)
- Service ceiling: 10,210 m (33,500 ft)
- Rate of climb: 11.8 m/s (2,320 ft/min)
- Wing loading: 102 kg/m2 (21 lb/sq ft)
- Power/mass: 0.28 kW/kg (0.17 hp/lb)
- Take-off run: 210 m (690 ft)
- Landing run: 340 m (1,120 ft)
Armament
- Guns: * 1x Breda SAFAT7.7 mm (0.303 in) and 1x Breda SAFAT 12.7 mm (0.500 in) machine gun
- Later 2 × 12.7 mm (0.500 in) Breda SAFATmachine guns, 400 rpg (most common).
- plus 2 × 12.7 mm (0.500 in) machine guns in underwing fairing on some.
- Later 2 × 12.7 mm (0.500 in)
- Bombs: 200 kg (440 lb) on 2 × wing hardpoints
See also
Related development
Aircraft of comparable role, configuration, and era
Related lists
References
Notes
- Hawker Audax light bombers were intercepted during this final engagement, rather than Blenheim medium bombers.[66]
Citations
- ^ "Historical Listings: Spain, (SPN) Archived 2011-07-20 at the Wayback Machine." World Air Forces. Retrieved: 19 May 2011.
- ^ a b c d e f g Sgarlato 2005, [page needed].
- ^ De Marchi, Italo. Fiat CR.42 Falco (in Italian). Modena, Italy: Stem Mucchi.
- ^ Munson 1960, p. 19.
- ^ Haining 2005, pp. 8, 15.
- ^ Wheeler 1992, p. 50.
- ^ Avions militaires 1919–1939 – Profils et Histoire1979, p. 89.
- ^ a b c d Skulski 2007, p. 67.
- ^ a b c d Cattaneo 1967, p. 3.
- ^ a b c d e f g h i Cattaneo 1967, p. 4.
- ^ Cattaneo 1967, pp. 3–4.
- ^ a b Cattaneo 1967, p. 5.
- ^ Skulski 2007, pp. 47, 66, 76.
- ^ a b c d e f g Cattaneo 1967, p. 10.
- ^ Taylor 1969, p. 212.
- ^ Sgarlato, Nico.Fiat CR.42
- ^ Taylor 1969, pp. 212–213.
- ^ Lopez, Donald S. Aviation: A Smithsonian Guide. Washington, DC: Ligature Inc., 1995.
- ^ Haining 2005, p. 186.
- ^ Cattaneo 1967, pp. 5–6.
- ^ Cattaneo 1967, p. 6.
- ^ Haining 2005, p. 8.
- ^ a b c Sgarlato 2005, p. 24.
- ^ De Marchi 1994, p. 6.
- ^ Skulski 2007, p. 20.
- ^ Sgarlato 2005, pp. 24–26.
- ^ De Marchi 1994, pp. 6–7.
- ^ De Marchi 1994, p. 7.
- ^ Cattaneo 1967, pp. 6–7.
- ^ a b Cattaneo 1967, p. 7.
- ^ Cull and Galea 2008, pp. 54–55.
- ^ Cull and Galea 2008, pp. 56–57.
- ^ Cull and Galea 2008, pp. 64–66, 118.
- ^ Cull and Galea 2008, p. 67.
- ^ Cattaneo 1967, p. 8.
- ^ Massimello and Apostolo 2000, pp. 46–47.
- ^ Gustavsson, Håkan. "Tenente Colonnello Armando François: Biplane fighter aces Italy." surfcity.kund.dalnet.se, Håkans aviation page. Retrieved: 22 July 2009.
- ^ Neulen 2000, pp. 32–33
- ^ Mrazek, Group Captain Karel in Wings of War 1983, p. 91.
- ^ Haining 2005, p. 86.
- ^ Haining 2005, p. 160.
- ^ Green and Swanborough 1982, p. 7.
- ^ Gustavsson and Slongo 2009, p. 87.
- ^ Gustavsson and Slongo 2009, p. 47.
- ^ Skulski 2007, p. 40.
- ^ Sutherland and Canwell 2009, p. 32.
- ^ Gustavsson, Håkan. "Biplane fighter aces, Italy, Capitano Mario Visintini." Håkans aviation page: Biplane Fighter Aces from the Second World War, 20 February 2006. Retrieved: 4 December 2009.
- ^ Skulski 2007, pp. 40–41.
- ^ Cattaneo 1967, p. 9.
- ^ a b Boyne 1997, [page needed].
- ^ a b Gustavsson, Håkan. "Sergente Maggiore Teresio Vittorio Martinoli: Biplane Fighter Aces, Italy." surfcity.kund.dalnet.se, Håkans aviation page. Retrieved: 22 July 2009.
- ^ a b Gustavsson, Håkan. "Flight Lieutenant Marmaduke Thomas St. John Pattle, D.F.C. (39029), No. 80 Squadron." surfcity.kund.dalnet.se. Retrieved: 26 August 2010.
- ^ a b Håkan & Slongo 2012.
- ISBN 978-1-84908-708-7.
- ^ Cattaneo 1967, pp. 7–8.
- ^ Carr 2012, p. 4
- ^ Carr, John (2012). On Spartan Wings: The Royal Hellenic Air Force in World War Two. Pen & Sword Aviation. pp. Appendix II: Scores and Victories.
- ^ Christofilis, Nikolaos. Guns and aerial victories of the Greek Air Force, 1940-41.
- ^ a b c Skulski 2007, p. 31.
- ^ Carr 2012, pp. 30–31.
- ^ Gustavsson and Slongo 2012, p. 25.
- ^ Gustavsson and Slongo 2012, p. 74.
- ^ De Marchi 1994, p.9
- ^ Thomas 2002, p. 79.
- ^ a b Lembo, Daniele. "La squadriglia speciale Irak." Aerei nella Storia Magazine, Delta editions, Parma, 9/1999, pp. 34–38.
- ^ a b c Thomas 2002, p. 81.
- ^ ISBN 978-1783400546.
- ^ Green and Swanborough 1982, pp. 4–5.
- ^ Neulen 2000, pp. 122–123.
- ^ Neulen 2000, p. 123.
- ^ Neulen 2000, p. 125.
- ^ Bernád 2007, p. 14.
- ^ Skulski 2007, p. 66.
- ^ Neulen 2000, pp. 125–126.
- ^ Gustavsson, Håkan. surfcity.kund.dalnet.se "The Fiat CR.42 in Hungary." surfcity.kund.dalnet.se, Håkans aviation page. Retrieved: 22 July 2009.
- ^ Skulski 2007, p. 47.
- ^ a b c Gustavsson, Håkan. "The Fiat CR.42 in the Belgian Air Force". Biplane Fighter Aces from the Second World War. Retrieved 30 January 2013.
- ^ Skulski 2007, p. 49.
- ^ Skulski 2007, pp. 51, 64–65.
- ^ a b Pacco 2003, p. 69.
- ^ "Belgian biplane fighter aces- Charles Goffin".
- ^ Skulski 2007, p. 65.
- ^ "J 11 – Fiat C.R. 42 (1940–1945)." Archived 5 February 2007 at the Wayback Machine Avrosys.nu. Retrieved: 22 July 2009.
- ^ Cattaneo 1967, pp. 10–12.
- ^ Skulski 2007, p. 76.
- ^ a b c d Skulski 2007, p. 77.
- ^ Forslund 2001, p. 189.
- ^ a b Cattaneo 1967, p. 12.
- ^ Skulski 2007, p. 79.
- ^ a b c d Håkan & Slongo 2009.
- ^ a b Skulski 2007, p. 79
- ^ Green and Swanborough 1982, p. 14.
- ISBN 978-0764329210.
- ^ Simpson, Andrew (2012). "INDIVIDUAL HISTORY [MM5701]" (PDF). Royal Air Force Museum. Retrieved 24 November 2018.
- ^ "Fiat C.R. 42 Falco (Falcon) Construction No. 920". The Fighter Collection. Retrieved 24 November 2018.
- ^ "J 11". Flygvapenmuseum (in Swedish). Archived from the original on 24 November 2018. Retrieved 24 November 2018.
- ^ "FIAT CR-42". Ministero della Difesa (in Italian). Retrieved 24 November 2018.
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