The Regia Aeronautica (Royal Air Force) was formed on March 23, 1923, when they were separated into a separate branch of service, along with the ground forces and the navy. Prior to this event, Italian military aviation was merged into the Corps of Military Aviation (Corpo Aeronautica Millitare), which existed from January 7, 1915. The separation of aviation into an independent branch of the military was greatly facilitated by the theory published in 1921 by General Giulio Douhet, who gave the air force an independent and leading role in the coming war. Although Douai’s views were not shared by all members of the Italian General Staff (many preferred not bomber aircraft, but attack aircraft; this trend especially intensified after the death of Douai himself), but in the interwar period, the main focus was on bombers, which significantly outnumbered other types of military aviation. Italy. For the same reason, Italian fighter aircraft had a pronounced defensive character and could not play a significant role in campaigns in the European theater of operations.
The main fighters of the Royal Air Force in the 30s were aircraft of the FIAT CR.20 and CR.30 type, and since 1935 - the FIAT CR.32. These were aircraft with a metal frame and cloth lining, characterized by great maneuverability and high diving speed. In 1933, the Italian Air Force consisted of 34 bomber squadrons, 37 fighter squadrons and 37 reconnaissance aircraft squadrons. In total, Italy had more than 1,200 aircraft on the first line.
The structure of the Royal Air Force in many ways resembled that of the Luftwaffe, but the staffing of the Italian aviation units was smaller.
The smallest independent combat unit was a squadron with 9 aircraft (later the squadron increased to 12 aircraft), which corresponded to the squadron of the Luftwaffe (Staffel). The squadron was divided into units. Usually three fighter squadrons made up one division (the bomber division consisted of only two squadrons), corresponding to the division of the Luftwaffe (Gruppe). Two divisions made up a regiment, while the German fighter regiment (Jagdgeschwader) consisted of three or even four divisions. In the Royal Air Force, there were separate divisions that were not part of the regiments, and semi-independent divisions (Gruppo Semiautonomo), formally part of the regiments, but in fact reporting directly to the command of the division. Each fighter division consisted of three regiments, in addition to divisions, there were aviation brigades.
Geographically, aviation units were part of four Air Fleets. Three air fleets based in Milan, Rome and Palermo were called Squadra Aerea, and the fourth, stationed in Bari, was called Zona Territoriale. The number of Italian air fleets varied widely. The Luftwaffe also had air fleets (Luftflotte), uniting several regiments.
If necessary, the air fleet could be divided into several sectors (Settore). Each air fleet consisted of two or three divisions or brigades, of which one was a fighter and two bombers.
Outside of Italy, aviation headquarters functioned in Sardinia, in Libya, in the Dodecanese (Aegean Sea), and later in Ethiopia.
In the 30s, the Italian Air Force was considered one of the most powerful and numerous in the world.
This opinion was confirmed by the large number of aviation units of the Royal Air Force, although total number aircraft of the Italian Air Force was not so great. Italian pilots often won victories in international competitions, which also added to the authority of Italian aviation. In reality, the Italian air force was much weaker than it seemed to outsiders. As practice has shown, the Italian Air Force often could not cope with a weaker enemy. When in 1933 General Italo Balbo (Balbo) resigned from the post of Minister of Aviation, he handed over the affairs of Mussolini, said that the Italian Air Force had 3125 combat aircraft. However, it turned out that of this number only 911 aircraft were in combat readiness.
Such a sad situation showed that the Regia Aeronautica was not capable of fulfilling the tasks that the Italian fascists set for it. And the fascists dreamed of recreating the Roman Empire to its maximum extent, or at least wanted to dominate the Mediterranean. After Mussolini came to power, one of the most important tasks was the creation of a powerful and efficient armed forces. In fact, Italy became the first European power to launch a large-scale arms race. Aviation was not forgotten in this race either. Serial production of aircraft, starting from 1923, has been continuously increasing. If in 1923 120 aircraft were produced (including 10 fighters), then in 1925 the output increased to 140 (80) aircraft, in 1927 it increased to 200 (90) aircraft and in 1928 amounted to 270 (100) aircraft. In the first half of the 1930s, the production rate decreased somewhat, but starting from 1935, it began to grow again. In 1935, 450 (140) military aircraft were built, in 1936 - 780 (170), in 1937 - 920 (220), in 1938 - 840 (320), and in 1939 - 1030 (220).
The first real combat test of the Regia Aeronautica took place in the skies of Spain, where the civil war began on July 18, 1936. The beginning of the war was initiated by the mutiny of most of the Spanish army against the leftist government, led by the Popular Front. Both sides soon turned to other states for help. In fact, the civil war escalated into an international conflict, with thousands of foreigners participating on both sides. The government side, which was also called the Republicans, focused primarily on Soviet Union. Representatives of the left and red parties of all shades fought in the international brigades. The rebels, who acted under nationalist slogans, were led by General Francisco Franco Baamonde (Franco Bahamonde). The Francoists turned to Germany and Italy for help. Fascist regimes readily provided Franco with logistical assistance and sent volunteer corps to Spain.
If Germany sent to Spain primarily equipment, military instructors and only a small contingent of volunteer troops, then Italy, in addition to equipment, sent a large number of regular army soldiers to Spain. Italian soldiers began to arrive in Spain in December 1936, and by the end of 1937, about 50 thousand Italians fought in the ranks of the Francoists. The Italian corps in Spain was led by General Mario Roatty.
The Italian units made up the volunteer corps (Corpo Truppe Volontaire - CTV). By the beginning of 1937, CTV included 4 Italian divisions and 2 Spanish-Italian mixed brigades. One of the Italian divisions - "Littorio" - consisted exclusively of officers and soldiers of the regular army of Italy and was entirely motorized. The remaining divisions - "Dio lo Vuole" ("God's will"), "Fiemme Nere" ("black fire") and "Penne Nere" ("black feathers") - were only partially motorized and were equipped not only with regular army soldiers, but and volunteers. The corps included a group of special weapons (tanks, armored vehicles and anti-tank guns), 10 field artillery divisions, 3 anti-aircraft artillery batteries, the necessary services and aviation. In full force, CTV first entered combat in March 1937 near Guadalajara, where it suffered heavy losses and was forced to withdraw to regroup. From April 2, 1937, the volunteer corps consisted of three divisions: "Littorio", "Frecce Nere" ("black arrows") and "XXIII Marzo" ("March 23rd"), as well as a detachment of special weapons "XXIII Luglio "("July 23rd") and artillery. The divisions "Frecce Nere" and "XXIII Marzo" were formed on the basis of the defeated divisions "Dio lo Vuole", "Fiemme Nere" and "Penne Nere".
General Ettore Bastico became the new commander of the corps. More than 300 thousand soldiers fought in the ranks of Italian units in Spain during the civil war. At the final stage of the war, the corps was led by General Gastone Gambara.
An integral part of the volunteer corps was aviation, which began hostilities in Spain earlier than the ground forces. Italian transport aircraft Together with the German Ju 52, the rebel troops were transferred from the African coast to the Iberian Peninsula.
Structure of the Italian Air Force
Until the surrender on September 8, 1943, the Regia Aeronautica (Royal Air Force) was considered one of the three branches of the Italian army.
Regia Aeronautica was subordinate to the Ministry of Aviation, headed by Benito Mussolini (Mussolini). In fact, the Italian Air Force was commanded by the Chief of the General Staff of Aviation, who was also subordinate to the Air Force Command (Superaero). From October 3, 1939 to November 15, 1941, the post of Chief of the General Staff was held by Divisional General Francisco Pricolo (Pricolo), from November 15, 1941 to July 1943 - Divisional General Fougier (Fougier), and from July 1943 - General Sandalli (Sandalli ).
On the territory of Italy there were four operational formations of ground aviation:
1 Squadra Aerea (1st Air Fleet) was located in northern Italy, headquartered in Milan;
2 Squadra Aerea was located in Sicily and the island of Pantelleria, headquarters - in Palermo;
3 Squadra Aerea was located in the central part of Italy, headquarters - in Rome;
4 Zona Territoriale was located in southern Italy, headquartered in Bari.
Outside the boundaries of the metropolis during the 2nd World War, five air fleets were stationed:
Aeronautica della Libia headquarters in Tripoli (the fleet consisted of eastern and western sectors);
Aeronautica delPAIbania headquarters in Tirana;
Aeronautica della Sardegna headquarters in Cagliari;
Aeronautica dell "Egeo headquarters on the island of Rhodes;
Italian East Africa Air Force (Central Ethiopia and Eritrea).
Each of the air fleets consisted of divisions (Divisione) or brigades (Brigate), as well as separate divisions (Gruppo Autonomo). The largest of the air fleets consisted of three divisions: two bombers and one fighter. The fighter division consisted of three regiments (Stormo). The regiment consisted of two fighter battalions of the ground forces (Gruppo di Cacchia Terrestre). The division consisted of two to four squadrons (Squadriglia). In turn, the squadron consisted of three links (Sezione), three aircraft per link. During the hostilities, the staff of squadrons was increased from 9 to 12 aircraft.
AT air force National Socialist Republic (Aeronautica Nazionale Reppublicana - ANR) adopted the same structure as in the Luftwaffe, so the squadron increased to 15-20 aircraft, and the division consisted of three combat and one headquarters squadron. Accordingly, the number of division increased from 36 to 60-65 aircraft.
In the Air Force of Allied Italy, three wings were formed: fighter, bomber and seaplanes. The existing regiments were not disbanded, however, each regiment began to consist of three divisions.
There were numerous deviations from the rules listed above, caused by the military situation on the fronts.
At the same time as the German L. Folpert, in Italy, the aviation engineer Luigi Stipa was engaged in the problem of improving the Coanda engine, which creates jet thrust only due to the air jet (without additional fuel combustion). In the late 1920s L. Stipa, who at that time served as the chief inspector technical department in the Italian Air Force, proposed an original aircraft design using a fuselage-tube to increase the efficiency of the propeller.
The Italian Ministry of Aviation signed a contract with Caproni for the construction of a prototype Stipa aircraft. The aircraft, which received the designation C.S. (Caproni-Stipa), outwardly looked clumsy due to its short barrel-shaped fuselage-pipe, inside of which a 120 hp de Havilland Gipsy III PD was installed in front. With. with propeller. On top of the fuselage was a double cabin, the chassis consisted of two main non-retractable wheels and a tail spike. The wing was reinforced above and below with braces. The keel and the middle part of the tail stabilizer were located in the airflow zone created by the propeller, which made the aircraft very stable and well controlled in flight.
The prototype took off for the first time on October 7, 1932, the aircraft flew well and proved that the installation of a propeller inside the cylindrical channel increases the efficiency of the power plant, and the large-diameter carrying fuselage gives an increase in lift (up to 37%) compared to a conventional aircraft with a similar engine and the same load on the wing. The machine had a very low landing speed (68 km / h) and was much quieter in flight than conventional aircraft.
During the tests, the aircraft was being finalized - the area of the elevators was increased and the design of the tail section of the fuselage was slightly changed. At the end of the tests, the aircraft was transferred to the Air Force Research Center, where it received registration number MM.187. The aircraft successfully completed these tests. However, the results obtained did not satisfy the military, mainly due to the low maneuverability of the aircraft, the small volume for the payload and the limited visibility for the pilot from the cockpit, so in 1933 the test program was completed and the aircraft was dismantled.
Despite the lack of interest on the part of the Italian Air Force in the C.S. aircraft, L. Stipa developed several projects for aircraft of this scheme for transporting 100 passengers, including a six-engine "flying wing". In addition, he patented his scheme in 1938 in Germany, Italy and the United States, and in France a project was being developed for the BN 4 night bomber, which, according to the scheme, resembled L. Stipa's aircraft.
Characteristics of C.S.: crew - 2 people, power plant - 1 x PD de Havilland Gipsy III with a capacity of 120 liters. s., wing span - 14.28 m and its area - 19.0 m2, aircraft length - 5.88 m, height - 3.0 m, empty weight - 595 kg, takeoff weight - 850 kg, maximum speed- 131 km / h, flight duration - 40 minutes.
In January 1931, the engineer Secondo Campini founded in Milan his own company VENAR (Velivole e Natanti a Reazione), designed to develop jet-powered aircraft and boats, and at the same time submitted to the Italian Ministry of Aviation documentation for his new aircraft engine, which promised to achieve high speeds and heights. In January and July 1932, he received two patents for the design of a jet aircraft.
The first practical application scientific research S. Campini became a jet boat built with the participation of Costruzioni Meccaniche Riva, which worked in the field of hydraulic equipment. At the beginning of 1932, a boat was tested in Venice, equipped with a motor-compressor air-jet engine invented by S. Campini, in which an Asso 200 piston engine was used to drive a three-stage compressor. Tests showed that a boat with a Campini engine outperforms the speed boats of the Italian Navy equipped with conventional internal combustion engines. After this demonstration of the advantages of the VRDK, on February 5, 1934, the Italian Air Force concluded a contract with VENAR worth 4.5 million lire, according to which, by December 31, 1936, the company was to develop and build two prototypes of a two-seat aircraft with a Campini engine. Since VENAR did not have the appropriate production capacity, Campini reached an agreement with Gianni Caproni, the owner of Aeroplani Caproni, for the financial and production support of the contract.
At the end of 1934, for the construction of aircraft at the Aeroplani Caproni plant in Taliedo, the Centro Sperimentale Campini experimental center was organized, where in May 1935 work began on assembling two prototypes. However, due to numerous delays in the delivery of a workable and reliable engine for the VRDK compressor, S. Campini only reported to the DGCA (Direzione Generale delle Costruzioni Aeronautiche) on July 26, 1940, that two aircraft were ready for testing.
On August 8, test pilot Mario de Bernardi began running tests of the first car at the airfield in Linate, and on August 27, 1940, he first took the car into the air and completed a 10-minute flight. During the flight, a tendency was revealed to pull the car into a dive, which required the refinement of the tail unit of the aircraft. A few days later, the pilot suffered a domestic injury, delaying the test program by several months. The aircraft, designated CC.2 (Campini-Caproni), made its sixth test flight on June 1, 1941, which was observed by the command of the Italian Air Force. During this flight, the compressor drive motor was damaged, after which it was replaced with a new engine. But the new engine was also damaged during flights on October 19-20.
On November 5, 1941, an aircraft flew over a distance of 475.5 km from Linate to Guidonia at an average speed of 217 km / h, the passenger was engineer Peduce, who became the world's first passenger in a jet aircraft. Subsequently, several more flights were carried out in order to study the characteristics of the aircraft, and by the spring of 1942, due to the increasingly deteriorating military situation for Italy, flight tests of the SS.2 aircraft were stopped, and the car was placed in the hangar of the test center in Guidonia, where it was later blown up by the retreating Germans. After the area was occupied by British troops, the damaged aircraft was examined by representatives of military-technical intelligence and in October 1944 was taken to Farnborough (England).
The second prototype was used mainly for static testing on the ground and never flew. She survived the war without damage, is now kept in the Museo della Scienza Technica in Milan.
Characteristics of CC.2: crew - 2 people, power plant - 1 x VRDK with compressor drive from Isotta-Fraschini Asso XI RC40, wingspan - 14.6 m and its area - 35.5 m2, aircraft length - 12.9 m, height - 4.7 m, empty weight - 3640 kg, takeoff weight - 4409 kg, maximum speed - 375 km / h, service ceiling - 4000 m, rate of climb - 6.0 m / s.
In 1942, the Caproni company began developing a high-altitude fighter with a combined power plant. The aircraft, designated Ca 183bis, had an Alfa-Romeo Tifone piston engine (German DB 605 under license in Italy) in the nose, driving two three-bladed contra-rotating propellers, and a Fiat A.30 PD mounted behind the cockpit and driving in the rotation of the compressor VRDK, located in the rear fuselage. The air for cooling the PD A 30 and powering the VRDK compressor was taken in through the upper air intake (behind the cockpit lantern) and two side air intakes behind the cab. However, due to the withdrawal of Italy from the war, the project was not implemented.
Characteristics of Ca 183bis: crew - 1 person, power plant - 1 x PD DB 605 with a capacity of 1250 liters. With. and one VRDK driven by PD Fiat A.30 with a capacity of 700 liters. s., wingspan - 15.0 m, take-off weight - 7502 kg, maximum speed - 740 km / h, range - 2000 km, armament - 1 gun caliber 30 mm and 4 guns caliber 20 mm.
Firm "Reggiane" (Officine Meccaniche Reggiane S.A.), which in 1935 became part of the company "Caproni", was developed propeller-driven fighter Re.2005 Sagittario ("Sagittarius") with PD DB 605. Re.2005 made its first flight in September 1942 g., the supply of serial samples began in 1943.
In parallel with this, the development of a modification of the aircraft under the designation Re.2005R, structurally similar to the Ca 183bis aircraft, began. A VRDK with a compressor drive from an additional Fiat A. 20 engine was added to the main PD DB 605. It was assumed that the Re.2005R would be capable of speeds of 750 km / h at an altitude of 8000 m. However, the project was not implemented due to Italy's withdrawal from the war.
From the book From Bismarck to Margaret Thatcher. History of Europe and America in questions and answers author Vyazemsky Yuri PavlovichItaly Question 1.111 Giuseppe Garibaldi decided to devote his life to the struggle for the freedom and unity of Italy after he met the members of the Young Italy organization founded by the Italian patriot, politician, writer and philosopher Giuseppe Mazzini.Where is Garibaldi
From the book From Bismarck to Margaret Thatcher. History of Europe and America in questions and answers author Vyazemsky Yuri PavlovichItaly Response 1.111 Garibaldi met the Young Italians in the city of Taganrog, Russia. Garibaldi got there, being the captain of the ship "Holy Mother of God". Answer 1.112 Nikolai Ivanovich Pirogov, an outstanding Russian surgeon. Answer 1.113 September 20, 1870 ended
From book The World History. Volume 4. Recent History by Yeager Oscar From the book World History: in 6 volumes. Volume 2: Medieval Civilizations of the West and East author Team of authorsITALY Italy in the XIV-XV centuries. was the most dynamically developing religious, economic and cultural center of Western Europe. Researchers who present economic history as the coexistence and development of the so-called world-economy consider the center
From the book World War II author Utkin Anatoly IvanovichItaly Having received the news on July 19, 1943, that the German offensive in the area of Kursk and Orel was bogged down, Churchill quickly assessed the scale of what had happened. All his attention at this time was turned to Italy. Germany's most important ally in Europe was going through a deep
author Dubnov Semyon Markovich27. Italy In Western Europe of the Middle Ages, Italy was the only country where the Jews were not subjected to mass persecution: in the midst of the thick darkness of medieval barbarism, in this country for the first time a ray of “revival” (XIII-XIV centuries) flashed, renewal of the spiritual and social
From book Short story Jews author Dubnov Semyon Markovich41. Italy After the expulsion of the Jews from Spain, a significant part of them moved to Italy, where their fellow tribesmen lived relatively calmly. At the head of these settlers was Isaac Abarbanel, the last great leader of Spanish Jewry. Abarbanel settled first in
From the book Questions and Answers. Part I: World War II. Participating countries. Army, weapons. author Lisitsyn Fedor ViktorovichItaly *** >nationalization, trade union, fixed working hours, free education, medicine? Nationalization there was on a very modest scale - partially railways(moreover, the process began before Mussolini) and mining enterprises and land redistribution
From the book Scaliger's Matrix author Lopatin Vyacheslav AlekseevichITALY The history of Italy is in many ways the history of the state of Savoy, located in the Middle Ages where today's France and Italy converge. Since 1416, the County of Savoy became a duchy, from 1720 it was the kingdom of Sardinia, from 1861 it was the kingdom of Italy. In 1946
From book New story countries of Europe and America of the XVI-XIX centuries. Part 3: textbook for universities author Team of authors§ 8 Italy in the 19th century Italy during the Restoration The Congress of Vienna, which ended the era of the Napoleonic Wars, proclaimed the priority of the principle of legitimism and the continuity of the sovereign rights of the existing European dynasties. However, the political map of Italy has undergone
From the book 50 famous royal dynasties author Sklyarenko Valentina Markovna author Kozyrev Mikhail EgorovichItaly C.S. At the same time as the German L. Folpert, in Italy, the problem of improving the Coanda engine, which creates jet thrust only due to the air jet (without additional combustion of fuel), was dealt with by aviation engineer Luigi Stipa. In the late 1920s L.
From the book Jet Aviation of the Second World War author Kozyrev Mikhail EgorovichItaly Re.2007 In October 1943, the Italian company Reggiana began designing a single-seat jet fighter Re.2007, which was supposed to use the German Jumo 004B engine as a power plant. In the summer of 1944, they began to manufacture units
From the book Opposition to the Fuhrer. The tragedy of the head of the German General Staff. 1933-1944 author Foerster WolfgangItaly “On the point of view of Italy, General Pariani says: “If Germany attacks the Czech Republic, then she will go to war with France and England.” I am not in a position to assess the behavior of Italy in the event of a German attack on the Czech Republic. Maybe Italy will become
From the book Frankish Empire of Charlemagne ["European Union" of the Middle Ages] author Levandovsky Anatoly PetrovichItaly The Lombard king was beside himself with anger. The insult that Karl inflicted on him seemed unprecedented. Retaliatory measures had to be taken. First of all, Desiderius settled accounts with the supporters of the Franks among his own. Repressions, confiscations, exiles began. Then
From the book Agricultural History of the Ancient World author Weber Max4. Italy I can speak briefly about Italy, since the main issues, since we are talking about the republican era, were thoroughly considered by M. Weber in his work “Agrarian History of the Ancient World.” First of all, it must be emphasized that by the end of the republican period
Italy is one of the countries with a fairly rich aviation history. The fact remains that it was the Italians who began to use aircraft for combat purposes (1911, Libya, the Italo-Turkish war). At present, the Italian Air Force (official name Aeronautica Militare) is one of the three main armed forces of the state. The personnel of the organization - about 43 thousand people, weapons - 470 helicopters and aircraft.
In organizational terms, the Italian Air Force is represented by the command of aviation schools, the command of support, the command of the air squadron and two commands of the aviation districts in Baria and Milan.
Air Squadron Command
All, except for training, aviation units are subordinate to the command of the air squadron.
The main organizational units of the Italian Air Force are:
Stormo (in the literal meaning of "flock") is an analogue of the regiment.
Groupo - the same as the squadron.
The squadron is an analogue of the link.
The most modern combat aircraft, which are on combat duty with the Italian Air Force, are Typhoon fighters. They are located in three stormos (air regiments): the 4th in Grosseto, the 36th in Gioia del Colle and the 37th in Trapani.
The strike aircraft of the Italian Air Force are Tornado fighter-bombers, which are in service with the 50th Stormo in Piacenza and the 6th Stormo in Gedi. AMX light combat fighter-bombers are in service with the 32nd Stormo at Amendol and the 51st Stormo at Irstan. The 41st stormo is deployed in the city of Sigonell, which includes a group of base patrol aircraft. Most of the transport aircraft are in the 46th air brigade (Pisa). Here are the 2nd and 50th groups of medium C-130J aircraft, as well as the 98th group of light C-27Js. The 14th stormo in Pratica di Mare is armed with tanker aircraft KS-767 and transport R.180. The 31st stormo in Ciampino has aircraft for the transport of the highest echelon officials. The 15th Stormo, headquartered in Cervi, combines search and rescue helicopters that are deployed at different airfields in five regions.
Ground air defense facilities and forces are at the disposal of the 2nd stormo. The Tricolor Arrows aerobatic team, which performs on MB.339PAN aircraft, is also subordinate to the command of the air squadron.
Aviation Schools Command
The initial training of future military pilots is carried out in the 70th stormo (Latina), which includes the 207th group with SF.260EA aircraft.
Basic and advanced training courses for pilots take place in the 61st stormo in Lecce. The 213th group, which is part of it, has MV.339A jet aircraft at its disposal. In the 212th group, exercises are conducted on MB.339CD aircraft with more modern equipment.
Helicopter pilots for the Italian Air Force are trained in the 72nd stormo (Frosignone). The 208th group, which is part of it, has at its disposal NH 500E helicopters, which are the basic machine for training pilots of naval and army aviation.
Support Command ground units (repair, supplies, etc.) are subordinate, and Air Operations Command- 2 groups of radar connections (12 aviation regiments).
Modernization of the Italian Air Force fleet
At the present time, the purchase of 87 Typhoon fighters by the Italian Air Force is being completed.
The AMX and Tornado aircraft are at the stage of modernization, in the future it is planned to replace them with the 5th generation F-35 Lightning fighter-bombers. The priority is to purchase 90 of these aircraft: 30 F-35s and 60 F-35As, but their number is likely to be revised and reduced. In the near future, a deal is to be concluded for the Italian Air Force to acquire two Israeli G.550 AWACS aircraft on the principle of exchange for Italian-made M.346 Master training aircraft. There are still few of the latter at the disposal of the Italian Air Force - only 15 units. The obsolete Atlantic patrol aircraft are being replaced with ATR 72ASW vehicles, which are converted from civilian models. Much attention is paid to updating the fleet of search and rescue helicopters.
The delivery of AW 139 helicopters has been ordered, which should replace the light AB 212, and the heavier AW 101 should replace the HH-3F.
Italian Air Force Fleet
Multirole fighters:
"Typhoon" F-200 / VTF-2000 - 60/11 (ordered 25 units).
Fighter-bombers:
AMX / AMX-ET - 43/12.
"Tornado" IDS / ECR - 60/15.
Electronic reconnaissance aircraft:
Patrol planes:
ATR72ASW-1 (ordered 4 units).
Atlantic - 4.
Tankers:
KS-767 - 4.
Transport aircraft:
Fulcon 50-2.
Fulcon 900-5.
C-130J/C-130J-30/KC-130J - 5/10/6.
Training:
M.346 - 3 (ordered 12 units).
MB.339A/CD/PAN - 34/29/18.
SF.260 - 30.
Helicopters:
AW139 - 3 (ordered 17 units).
AB 212 - 33.
NH500E - 49.
Unmanned aerial vehicles:
Experienced lung sample fighter "Sajittario-2" development of the 50s
Continuation of the reference book "Combat Jet Aircraft".
Before that it was:
Sweden - https://nosikot.livejournal.com/4220409.html
Spain - https://nosikot.livejournal.com/4224736.html
Holland - https://nosikot.livejournal.com/4231664.html
Yugoslavia - https://nosikot.livejournal.com/4236975.html
Poland - http://nosikot.livejournal.com/1269690.html
Romania - https://nosikot.livejournal.com/4234631.html
Czech Republic - https://nosikot.livejournal.com/4249851.html
Switzerland - https://nosikot.livejournal.com/4251366.html
Germany, Part 1 - https://nosikot.livejournal.com/4255779.html
Germany, Part 2 - https://nosikot.livejournal.com/4280690.html
Italy, Part 1 - https://nosikot.livejournal.com/4283079.html
Let's continue with Italy:
In the 50s, the Italians made great efforts to develop a light tactical fighter / fighter-bomber in accordance with general requirements NATO and they were successful (see below). In the future, emphasis was placed on joint projects.
1) G.91
This fighter-bomber was created by Fiat in 1956. Engines - British Bristol Siddle "Orpheus" or 2 American General Electric J85 (on the "Y" model). In total, in 1958-72 it was released 756 G.91(including 67 twin engines), incl. 316 under license in Germany, in addition, 188 Italian-made aircraft were exported to this country (including 50 of the canceled orders from Greece and Turkey). The Germans were not impressed with the characteristics of the aircraft and gladly “shoved” part (136 aircraft) to the Portuguese (the Greek-Turkish ones went first), the rest were removed from service in 1982. The Portuguese followed them in 1993, the Italian ones in 1995. Portuguese aircraft took part in the fighting in the African colonies in the 60s and 70s.
Speed up to 1.075 km / h ("Y" - 1.110), max. takeoff weight 5.5t (8.7), ceiling 13.100m (12.500), armament 4 machine guns (12.7 mm), German and "Y" - 2 guns (30 mm), up to 700 kg (1.8 tons) combat load
2) "Tornado"
This attack aircraft with variable wing geometry was created jointly with Britain and Germany in 1975 (the British also developed and produced an interceptor fighter for themselves and for export, 24 of them were leased to the Italian Air Force). Engines - 2 modified versions of the British Rolls-Royce RB.199. 2 radars: British Decca "72" and licensed American Texas Instruments. In total, Italy issued for its Air Force in 1981-98 100 "Tornado". Italian Tornadoes were not exported. Italian "Tornado" took part in the aggression in Iraq, Yugoslavia, Afghanistan and Libya. Remain in service.
Speed up to 2.2M, max. takeoff weight 28t, ceiling 15.200m, armament 2 guns (27mm), up to 12 UR, total up to 9t payload
3) AMX A-11 "Ghibli"
The A-11 Ghibli fighter-bomber was developed jointly with Brazil in 1984. The engine is a licensed British Rolls-Royce Spey. Radar - Israeli licensed Elta M-20001B. In 1986-99, it was produced in Italy 140 A-11. They were not exported. They took part in combat operations in Afghanistan and Libya.
Speed up to 915 km/h, max. takeoff weight 13t, ceiling 13.000m, armament 1x6 cannon (20mm), 2 missile launchers, up to 3.8t payload
4) "Typhoon"
The multipurpose fighter was created jointly with Britain, Germany and Spain in 1994. 2 co-developed Eurojet EJ200 engines (based on the Rolls-Royce prototype). Joint radar (based on British developments). Since 1994, Italy has released 83 Typhoon, production continues (a total of 96 aircraft are planned to be purchased), surprisingly, Kuwait ordered 28 aircraft for its Air Force in Italy, and not in Britain! Italian "Typhoons" took part in the b / d in Libya.
Speed up to 2.500 km/h, max. take-off weight 23.5t, ceiling 16.800m, armament 1 cannon (27mm), up to 7.5t payload
Considering part 1 (UBS), the Italian aviation industry has released approximately 2.100
combat jet aircraft of our own or joint development. In addition, the British Vampire (80 aircraft), American F-86 (121), F-104 (445, including 246 of the Italian modification "S", Italian-assembled aircraft were supplied to Germany and Turkey) and AV-8B "Harrier" were produced under license. II (14). Together with licensed ones - a little more than Sweden, but much less than the Czech Republic!
In 2015, the first F-35 was assembled (at the level of "screwdrivers") at Cameri Aviation...
The first Italian pseudo-jet Caproni-Campini N.1
Continuation of the reference book "Combat Jet Aircraft".
Before that it was:
Sweden -
Spain -
Holland -
Romania -
Yugoslavia -
Czech -
Poland -
Switzerland -
Germany Part 1 - (2nd MV)
Germany Part 2 -
Let's continue with Italy:
Before the 2nd World War, Italy occupied a prominent place in the aviation market, moreover, in the conditions when the world's first jet He-178, which took off in 1939, was classified, everyone considered the pioneer of the Italian "Caproni-Campini" N.1, which took off in 1940 year. This aircraft had a combined dead-end power plant (speed up to 375 km/h). During the war, the Italians had no time for jet aircraft, but after it the country was favorably received in NATO (even 4 mines for the Polaris IRBM (PL) were placed on one cruiser), incl. in the field of aviation programs. Italy has taken a particularly prominent role in the UBS market (a kind of western Czech Republic, but with a smaller mass character). This is where we'll start!
1) Fiat G.80/82
This UBS was created in 1951, was proposed by NATO as a standard, but was not chosen (the countries went their own, different ways). Both variants had British engines (80th - de Haviland "Goblin", 82nd - Rolls-Royce "Nin"), an attempt to create a fighter with the American Allison J35 failed. Total produced 10 G.80/82 in the form of prototypes and pre-production samples.
Speed up to 910 km/h, maximum take-off weight 6.3 tons, armament 2 machine guns (12.7 mm), up to 340 kg payload
2) MB-326
UBS and light attack aircraft created in 1957. Engine - British Bristol Siddle "Viper". Serially produced in 1961-75, total produced 650 MV-326, incl. (and mostly!) under license in Australia (85 aircraft), Brazil (183, Embraer produced them as AT-26 "Xavante") and South Africa (198 as "Impala" Mk.1 and Mk.2), in addition, aircraft were exported to 10 countries (including South African and Brazilian production). Brazil and South Africa also sold aircraft from their Air Force. 128 produced aircraft - single. They continue to be in service in a number of countries. They were used in combat operations in Angola, and also widely in counterguerrilla operations.
Speed up to 810 km/h, maximum take-off weight 3.8 tons, armament up to 900 kg payload - bombs, NURS, machine guns
3) MV-339
UBS was created in 1976 as a replacement for its predecessor. The engine is the same, upgraded Rolls-Royce "Viper" with more thrust. It remains in production and in service. Single version ("Veltro") did not go. Total produced to date 231 MV-339, incl. for export to 9 countries - 92 aircraft. 9 aircraft were sold by the New Zealand Air Force to the private American military company Draken International. They took part in the fighting in Ethiopia and the Falklands. Basic aircraft of the Italian aerobatic team Freche tricolor - a regular guest of MAKS.
Speed up to 925 km/h, max. take-off weight 5.9t, armament up to 2t payload
4) S.211
This lightweight UBS was created in 1981. Engine - American (Canadian branch) Pratt-Whitney JT15. In 1984-94 produced 76
aircraft (including 15 were assembled in the Philippines, and 24 in Singapore), were delivered to the mentioned countries and to Haiti. They remain in service in the Philippines, 2 former Haitian aircraft were bought by one "private army" in the USA.
Speed up to 740 km/h, max. takeoff weight 2.8t, armament up to 660 kg payload
4) M-346 "Master"
This UBS was created on the basis of the joint development of Ermacci and Yakovlev Design Bureau Yak / AEM-130 (first prototype flight in 1996). In 2000, a decision was made to develop their own versions separately, resulting in the M-346 (first flight in 2004) and the Yak-130. The Italians received all CDs (except for engines and avionics) and the right to sell their version around the world, except for the CIS countries. Engines - 2 American Hanniwell F124. Ready for Italy serial production since 2008. 57 vehicles ordered (+ produced 3
prototype) - 30 by Israel, 15 by Italy and 12 by Singapore (deliveries began this year).
Speed up to 1/060 km/h, max. take-off weight 9.5 tons, armament up to 3 tons payload
That. since the 60s, the Italian aviation industry has taken a strong position in the market for jet-powered UBS / light attack aircraft - approx. 1.000 such aircraft. Not the Czech Republic, of course, but something! In the 2nd part - Italian combat aircraft and licensed production.