| BR.20 Cicogna | |
|---|---|
 A Fiat BR.20 on the ground just prior to Italy's declaration of war in 1940. | |
| General information | |
| Type | Medium bomber |
| Manufacturer | Fiat |
| Designer | |
| Primary users | Regia Aeronautica |
| Number built | Fiat BR.20 (233)[1]Fiat BR.20M (279)[2] |
| History | |
| Introduction date | 1936 |
| First flight | 10 February 1936 |
| Retired | 1945 |
TheFiat BR.20Cicogna ('stork') was a low-wing twin-enginemedium bomber that was developed and manufactured by Italian aircraft companyFiat Aviazione. It holds the distinction of being the first all-metal Italian bomber to enter service; it was regarded as one of the most modern medium bombers in the world.[3][4]
The origins of the BR.20 were in a request issued by theRegia Aeronautica (Italian Royal Air Force) during 1934 for a new medium bomber capable of high speeds, long range, and satisfactory payload, reliability, and flight characteristics compared to contemporaries. Among the companies that chose to respond was Fiat, which completed its design for the competition during 1935. On 10 February 1936, the firstprototype (serial numberM.M.274) conducted itsmaiden flight. Flight testing proceeded at a rapid pace; during September 1936, initial deliveries of the type commenced to theRegia Aeronautica.
During summer 1937, the BR.20 received its baptism of fire when a number were operated by theAviazione Legionaria during theSpanish Civil War: the BR.20 came to form the backbone of Nationalist bombing operations, along with the GermanHeinkel He 111 bomber.[5] It was alsoproduced under licence in Japan, and the type saw combat during the late 1930s with theImperial Japanese Army Air Service during theSecond Sino-Japanese War.[6][7] During 1939, a modified long-range BR.20 version (designatedBR.20L) namedSanto Francesco under the command of Maner Lualdi performed a highly publicised non-stop flight fromRome toAddis Ababa,Ethiopia.
Upon the entry of Italy into theSecond World War during mid-1940, the BR.20 served as the standard medium bomber of theRegia Aeronautica, by that point, the type was already approaching obsolescence. The type saw front line use during theBattle of France and theBattle of Britain. By 1942, the BR.20 was mostly used formaritime patrol and operational training for bomber crews.[7] It was produced from the mid-1930s until the end of the Second World War. More than 500 BR.20s were built before the end of the conflict.[8]
During 1934, theRegia Aeronautica issued a request to Italian aviation manufacturers, asking them to submit their proposals for the production of a newmedium bomber. The specifications called for it to be capable of speeds of 330 km/h (210 mph) at 4,500 m (14,800 ft) and 385 km/h (239 mph) at 5,000 m (16,000 ft), a 1,000 km (620 mi) range and 1,200 kg (2,600 lb) bombload. Various companies chose to respond, includingPiaggio,Macchi,Breda,Caproni andFiat; the majority of these offered aircraft that would have exceeded the speed requirements, but not the sought range; additionally, not all designs exhibited satisfactory flight characteristics or reliability levels.[9]
Fiat's design team, headed byaeronautical engineerCelestino Rosatelli, set about designing a bomber that would be capable of relatively high speeds while using a simple and rugged construction and maintaining a low weight.[10] According to aviation author G. Apostolo, the design "represented a departure from the line of aircraft previous designed by Ing. Celestino Rosatelli" and that it made use of elements of Fiat's earlier prototype civilairliner, theAPR.2. The design, which later named theBR.20, was modern and competitive with other Italian bomber aircraft.[10] The BR.20Cicogna was amongst those proposals to be accepted by theRegia Aeronautica, together with thetrimotorSavoia-Marchetti SM.79 andCant Z.1007, thus gaining the prefix BR, (for"Bombardiere Rosatelli").[9]
The BR.20 moved swiftly through its design and development phases, the design being finalized during 1935. On 10 February 1936, the firstprototype (serial numberM.M.274) performed itsmaiden flight fromTurin, flown by Fiat test pilot Rolandi.[10][11] Following the first flight, it was transferred toGuidonia Montecelio within theMetropolitan City of Rome for an accelerated evaluation programme.[10]
Production orders for the type were quickly placed by theRegia Aeronautica; during September 1936, initial deliveries of the BR.20 commenced to13° Stormo Bombardamento Terrestre of theRegia Aeronautica.[10] Testing of the aircraft continued even after this point; during June 1937, three aircraft were dispatched to a pair of bases inBenghazi andTripoli, Libya, to conduct test flights under tropical conditions. The initial production bombers differed from the earlier prototype in various ways, particular in the finer details of the nose, fuselage and tail.[10]
Despite the BR.20 being the winner of the 1934 bomber competition, theSavoia Marchetti SM.79Sparviero, a non-competitor which was developed at practically the same time, gained a reputation that overshadowed the BR.20Cicogna, partly because of its performance during several air races. The performance differences between the two aircraft were minimal: both were rated at about 430 km/h (270 mph) with maximum and typical payloads of 1,600 kg (3,500 lb) and 1,250 kg (2,760 lb) respectively for a range of 800–1,000 km (500–620 mi). Both bombers also possessed an assortment of three to four machine guns as defensive weapons, but almost completely lacked protective armour.[9]
The reasons for theSparviero's success lay in its flying characteristics. TheSparviero was a more difficult aircraft to fly with a heavier wing loading, but its three engines provided more power than the twin-engine arrangement of the BR.20. TheSparviero, weighing around the same, had a reserve of power and was capable of performing acrobatic manoeuvres, even rolls. Its engines were more reliable than those of the BR.20 and had enough power to return to base even with one shut down. TheSparviero's superior agility enabled it to perform as a torpedo-bomber, while theCicogna was never considered for that role.[9] Over 1,200Sparvieros were constructed, at least twice as many as theCicogna.
Upon its introduction, the BR.20 was a modern aircraft and benefited from a good design; the bomber quickly became obsolete in the rapid advances made in aeronautics. The scarcity of improved versions of the aircraft condemned the BR.20 to be only viable in the role of a second-line machine, being underpowered and lacking in defensive firepower by the outbreak of the Second World War. By the time Italy had entered the war, a new variant of the bomber, designated as theBR.20M, had been produced and put in service.[12] The improved BR.20M featured a different nose with additional glazed sections for thebombardier, along with a slightly longer fuselage. The weight increased because a part of the fabric was substituted with metal, improving the resistance to flutter and vibration from the engines while reducing speed from 430 km/h (270 mph) to 410 km/h (250 mph).[9][13]
The final production variant was theBR.20bis, which was a redesign of the aircraft.[14] It featured a fully glazed nose, a retractable tail wheel, and more streamlined fuselage, pointed fins, although the principal change involved was increased engine power from a pair of 932 kW (1,250 hp) Fiat A.82 RC 42 radial engines, along with an improved and heavier armament. The nose held a simple machine gun position rather than the turret used on earlier aircraft and two waist blisters were fitted over the wing trailing edge while the dorsal turret was a Breda Type V instead of the earlier Caproni Lanciani type.[14] The BR.20bis was considered to be an improvement, particularly in its aerodynamics.[15] Plans for production was delayed, in part due to technical problems that took time to resolve, and a decision by theRegia Aeronautica to place large orders for the competingCRDA CANT Z.1018 instead. Originally, 98 aircraft were ordered, but only 15 BR.20bis were built from March to July 1943, with severe Allied bombing of Fiat'sTurin factory preventing further production.[16][17] There is no evidence that any of these were used on operations.
Various experimental versions were developed. These included theBR.20C, a gunship with a 37 mm (1.5 in) cannon in the nose, while another aircraft was modified with atricycle undercarriage. Yet another aircraft was modified to guide radio-commanded unmanned aircraft filled with explosives, but it was never used in combat.[9] Including those bombers which had been sold to Japan, at least 233 standard BR.20s were manufactured along with an additional 264–279 BR.20Ms that were constructed from February 1940.
The Fiat BR.20 was a twin-engine low-wingcantilevermonoplanemedium bomber.[18] The primary mission of the aircraft was to perform medium-range bombing. The BR.20 was provided with a large number of design features that were very advanced for its time: the aircraft was capable of a maximum speed in excess of 400 km/h (250 mph) and a relatively high cruise speed of 320 km/h (200 mph), being as fast as the better of its international competitors, such as theTupolev SBlight bomber. In spite of this, the range and payload of the bomber were also comparatively favourable for the era.
The engines were a pair ofFiat A.80 RC 41radial engines, rated at 1,000 cv at 4,100 m (13,500 ft), which drove three-bladedFiat-Hamilton metalvariable-pitch propellers.[9][19] A group of sixself-sealing fuel tanks, housed within the center fuselage and the inner section of the wings held a combined 3,622 L (957 US gal) of fuel, along with a pair of oil tanks which held 112 L (30 US gal). When fully loaded with a 3,600 kg (7,900 lb) payload, the bomber would have flight endurance time of 5½ hours when flown at 350 km/h (220 mph) and an altitude of 5,000 m (16,000 ft). The takeoff and landing distances were 350 m (1,150 ft) and 380 m (1,250 ft) respectively, while the theoretical ceiling was 7,600 m (24,900 ft).
In terms of its self-defence capability, the BR.20 was fitted with aBreda model H noseturret, armed with a single 7.7 mm (.303 in)Breda-SAFAT machine gun. It was initially fitted with a Breda DR dorsal turret which was furnished with either one or two 7.7 mm (.303 in) machine guns; this turret was unusual because it was semi-retractable: the gunner's view was from a small cupola, and in case of danger, the turret would then be extended.[9][19] This was later replaced by a Fiat-built M.I turret armed with a 12.7 mm (.5 in) Breda machine gun, then by a Caproni-Lanciani Delta turret mounting a 12.7 mm (.5 in) Scotti machine gun (although this proved to be unreliable). It was finally by a morestreamlined Breda R turret, armed with a 12.7 mm (.5 in) Breda; this was a superior system that did not need any retraction mechanism because of the lower drag. In addition to this, the bomber was fitted with a 7.7 mm (.303 in) machine gun within a ventral clamshell hatch that could be opened when required. The original defensive armament weighed 220 kg (480 lb).[9]
The offensive payload of the BR.20 was carried entirely in the bomb bay, which was isolated from the rest of the aircraft by an aluminium sheet.[19] It could contain various armaments in the following possible combinations: 2 × 800 kg (1,760 lb) bombs as maximum load, 2 × 500 kg (1,100 lb), 4 × 250 kg (550 lb), 4 × 160 kg (350 lb), 12 × 100 kg (220 lb), 12 × 50 kg (110 lb), 12 × 20 kg (40 lb), or 12 × 15 kg (30 lb) bombs. Combinations of different types were also possible, including 1 × 800 kg (1,760 lb) and 6 × 100 kg (220 lb), 1 × 800 kg (1,760 lb) and 6 × 15 or 20 kg (30 or 40 lb), or 2 × 250 kg (550 lb) and 6 × 50 or 100 kg (110 or 220 lb) bombs. The BR.20 could also carry four dispensers, armed with up to 720 × 1 or 2 kg (2 or 4 lb) HE orincendiarybomblets. All the bombs were loaded and released horizontally, improving the accuracy of the launch. There was notorpedo armament adopted during its service life.
The BR.20 had a relatively robust main structure which featured mixed-construction; the slab-sidedfuselage was composed of awelded steel tube structure.[18] Aduralumin skin of the forward and center fuselage, andfabric covering the rear fuselage. The BR.20 had 74 m2 (800 sq ft) metal-skinned wings, comprising a pair ofspars and 50 ribs (also composed of duralumin) along with fabric-coveredflight control surfaces.[11][19] The wing was built in three sections, the central being integral with the fuselage and the other two beingtapered outer sections.[18] As a consequence of the lowwing loading, the takeoff and landing distances were relatively short while the thickness of the wing did not compromise the achievable speed. It was also provided with a retractable mainundercarriage, the elements of which would retract into the engine's nacelles via ahydraulically-actuated mechanism.[9][19]
The BR.20 possessed a twin-tail configuration and a nose section that was separated intocockpit and navigator stations, while the twin tail arrangement allowed a good field of fire from the dorsalgun turret.[9] Crewed by four or five, the BR.20's two pilots sat side by side with the engineer/radio operator/gunner behind. The radio operator's equipment included a R.A. 350-I radio-transmitter, A.R.5 receiver and P.3Nradio compass.[20] The navigator/bomb-aimer sat at a station located within the nose; this position was equipped with bothbombsights and a vertical camera. Another two or three crew members occupied the nose and the mid-fuselage, performing functions as the radio-operator, navigator and gunners.[21] The radio operator was also the ventral gunner, while the last crew member was the dorsal gunner.[9]
When, near the end of 1936, the13° Stormo Bombardamento Terrestre (inLonate Pozzolo) was equipped with the "Cicognas" it was probably the most modern bombing unit in the world at that time.[4] Shortly after entering service with theRegia Aeronautica, the aircraft became central to thepropaganda campaign lauding Italian engineering. During 1937, a pair of stripped-down BR.20s, designated as theBR.20A, were custom-built for entry into the prestigiousIstres–Damascusair race;[10] these aircraft were able to obtain sixth and seventh place in the race while rivals S.M.79s achieved the first place, the Fiat-built bomber being obviously slower. The BR.20A featured a rounded nose, similar to civil aircraft, while all of the normal military hardware, such as defensive turrets, had been removed. In its place, the internal fuel capacity was increased to 7,700 L (2,000 US gal), bringing the maximum range to 6,200 km (3,900 mi).[9][22]
During 1939, a modified long-range BR.20 version, designated as theBR.20L, namedSanto Francesco under the command ofManer Lualdi performed a highly publicised non-stop flight fromRome toAddis Ababa,Ethiopia, during which an average speed of 391 km/h (243 mph) was recorded.[23][24] The modified aircraft carried 5,000 L (1,300 US gal) of fuel which increased its range from 3,000 km (1,900 mi) to 4,500 km (2,800 mi). The BR.20L was also used to test a newly developedautopilot built byMicrotecnica.[18]
During the mid- to late- 1930s, theSpanish Civil War was waged between right-wingnationalist and left-wingRepublican factions. However, the conflict quickly led to theGreat Powers of the era participating to various degrees in support of their favoured side.[10] The civil war became a testing ground for the latest military equipment of the Italians,Germans,French,British,Americans, andSoviets. As a by-product of this involvement, rapid advances in bomber development were achieved during this period.[10]
During June 1937, Italy deployed six of its newly delivered BR.20 bombers toTablada, outsideSeville,Spain, for use by theAviazione Legionaria as a part of its contribution in support ofFrancisco Franco's Nationalist forces in theSpanish Civil War.[25] On 15 November 1937, the newly operational squadron commenced daily missions against Republican targets, usually without the support of a fighter escort.[19] During April 1938, the bomber force flew many missions during theBattle of the Ebro. In July 1938, the BR.20's role was expanded to include photo reconnaissance missions due to the accuracy and high quality of its A.G.R.61 camera.[19]
During July 1938, a further seven aircraft were dispatched to Spain.[12][23] During the civil war, the type had frequently participated in bombing raids across various areas of the nation, including theTeruel andEbro; during these engagements, the BR.20 proved to be a sturdy and accurate bomber. When flown at an operational altitude of 13,000 ft, the BR.20s were fast enough to generally avoid interception by Republican-aligned aircraft such as thePolikarpov I-15 andPolikarpov I-16 fighters that were unable to challenge the BR.20.[12]
Losses were very low; nine of the 13 BR.20s sent to Spain survived to the end of the war when they were handed over to theSpanish State to serve with theEjército del Aire (EdA). While theCicognas was successful in the theatre, just 13 examples were sent to Spain compared to at least 99 SM.79s, which meant that theSparviero was almost the Italian standard bomber, especially on day missions.[9]
In July 1937, when Japan entered into full-scale war with China (theSecond Sino-Japanese War), theJapanese Army Air Force found itself short of modern long-range bombers, pending the delivery of theMitsubishi Ki-21 "Sally" which was undergoing prototype trials at the time, and thus required the interim purchase of aircraft from abroad. Italy was willing to give priority to any Japanese orders over its own requirements, and it offered both theCaproni Ca.135 and the BR.20 bombers in order to meet their needs.[26]
Following an evaluation of both aircraft by the Japanese, it was determined that while the Caproni could not meet the Japanese requirements, the BR.20 closely matched the specification.[26] In addition, the BR.20 had acquired a positive reputation as a relatively fast and durable aircraft in combat during theSpanish Civil War.[12] Accordingly, during late 1937, an initial order was placed by Japan for 72 BR.20s; this order was soon followed by another for a further 10 bombers.[26]
During early 1938, the first BR.20 were shipped toDalian,Liaoning, in Japanese-controlledNortheast China, after which they were transported on for assembly and flight testing purposes.[12] In Japanese service, the BR.20 (designated the I-Type (Yi-shiki)) was used to supplement and eventually replace the obsoleteMitsubishi Ki-1, equipping a pair of bomber groups (the 12th and 98thSentai) located inManchuria. The I-Type was heavily deployed on long-range bombing missions against Chinese cities and supply centers during the winter of 1938–39. The BR.20s were operating with no fighter cover at the extremes of their range and consequently incurred heavy losses from Chinese fighters, as did the early Ki-21s that shared the long-range bombing tasks.[26]
The fabric-covered surfaces were viewed as vulnerable, even if the main structure of this aircraft was noticeably robust. Apostolo stated of the negative coverage: "This may not have in fact been true, as the BR.20s had a metal-skinned wing and not fabric covering as claimed in the Japanese Press at the time".[12] Amongst Japanese pilots, the aircraft was considered to possess unsatisfactory range and defensive armament;[12] however, the first Ki-21s that entered service were not much better, except for their all-metal construction and the potential for further development when better engines became available (both types initially used two 746 kW/1,000 hp engines).
The 12thSentai was redeployed to theMongolian-Manchurian border to fight in theBattle of Khalkhin Gol, but, when this conflict ended in September 1939, the BR.20s were progressively withdrawn and replaced by the Ki-21.[12][26] Despite having been phased out from operational service, the BR.20 was allocated theAllied reporting nameRuth.[12][27]
FollowingNazi Germany's invasion of France in May 1940, and withGerman forces pushing deep intoFrance, Italy declared war upon both France and theUnited Kingdom on 10 June 1940. At this time, only four wings operated BR.20s compared to the 14 wings equipped with SM.79s, with 172Cicognas being in service with theRegia Aeronautica including those not yet delivered to operational squadrons.[12][28] The units equipped with theCicogna were the 7°, 13°, 18° and 43°Stormo (Wing), all of which were based in Northern Italy; the decision to base the type in the north of the country was due to the general strength of the aircraft and its excellent flight performance upon encounteringturbulence.[29]
The aircraft of the 7°, 13° and 43°Stormo fought in the briefcampaign against France.[29] On the night of 12 June 1940, eight bombers from 13° attackedToulon dockyard. The next day, 10 Fiat BR.20s dropped bombs onHyères andFayence airfields;[29] two aircraft (commanded by Catalano and Sammartano) were shot down and one was badly damaged. The same day, 28 BR.20s from 43° and 7°Stormo bombed Toulon again, with no losses.[30]
On 15 June, one BR.20M (Matricola Militare MM. 21837) of the newly formed 172aSquadriglia Ricognizione Strategica Terrestre based on Bresso airfield, was shot down overProvence[30] byDewoitine D.520s, the French air defenses in the south having not been defeated by the German attack in the north. Small-scale air raids continued until theFrench surrender, with many BR.20s also used in support for the Army—bombingBriançon, Traversette and Cap San Martin fortresses on the Alps—and as reconnaissance aircraft.[9][28]At the end of the French campaign, five BR.20s had been lost and 19 airmen killed.[30] In the immediate aftermath of the campaign, the type resumed normal training and base duties.[29]
It was during theBattle of Britain, in which Axis aircraft flew over theEnglish Channel to directly challenge the British mainland itself, that the BR.20 showed its limitations for the first time.[29][31] On 10 September 1940, theCorpo Aereo Italiano was formed, with 13° and 43°Stormi equipped with 80 brand-new BR.20Ms, to fight in theBattle of Britain.[30] During the ferry operation from Italy to their bases inBelgium, five aircraft crash-landed because of technical failures and a lack of navigational training, while a further 17 BR.20s were forced to land en route due to poor visibility.[29][32] On the night of 24 October, the 13° and 43° took off for their first bombing mission, overHarwich, deploying eight BR.20s each. One bomber crashed on takeoff, as a result of engine failure, while two more got lost on their return, failing to find their airfield and their crews bailing out. On 29 October, 15 aircraft of 43°Stormo bombedRamsgate, in daylight, with no loss.[29][32]
During a famous battle on 11 November, a formation of 10 BR.20s from 43°Stormo, escorted byFiat CR.42biplane fighters – but not by theFiat G.50s – on a daylight raid onHarwich, was intercepted byRoyal Air Force (RAF)Hawker Hurricane fighters. Despite the escort, three bombers were downed (together with three CR.42s) and three more damaged,[32] with no loss to the Hurricanes.[28][29] BritishPrime MinisterWinston Churchill commented on this raid, which occurred on the same day as theFleet Air Arm's attack onTaranto: "They might have found better employment defending their Fleet atTaranto."[33]
The BR.20s of theCorpo Aereo Italiano nevertheless bombed bothIpswich and Harwich on the nights of 5, 17, 20, 29 November, three times in December and twice at the beginning of January, with no losses suffered.[29] On 10 January 1941, the 43°Stormo flew back to Italy, followed by the 13° before the end of the month as the Axis bombing campaign dwindled.[34] During 12 days of bombing missions, the "Cicognas" dropped 54,320 kg (119,755 lbs); three aircraft were lost to enemy fire, 17 more for other reasons and 15 airmen were killed.[32][35] Almost 200 modern aircraft were engaged in the campaign, which involved anopportunity cost in the form of weakening theRegia Aeronautica's presence in theMediterranean.
On 27 February 1941, 14Cicogne of 98°Gruppo, 43°Stormo, that had been in service withCorpo Aereo Italiano in Belgium, led by commander De Wittembeschi, left Italy bound forTripolitania, in Libya.[34] On 11 March, they landed on Castel Benito airfield; subsequently, they were allocated to Bir Dufan base, where they replaced theSavoia-Marchetti SM.81 in the night-bomber role.[34][36] In this theatre, the BR.20 was tasked with bombing the British forces, in particular the key port ofTobruk and the vitalsupply lines, in preparation for a major joint offensive by Italian and Germany forces.[37]
While North Africa was never considered to have been aprimary theater for theCicogna, 13Stormo (Wing) was deployed there to continue the night attacks against the British between July 1941 and April 1942.[9][38] However, due to Italian industry struggling to produce aircraft to meet demands, the strategic capabilities of theRegia Aeronautica was increasingly restricted from mid-1941 onwards.[38]
One of the last sorties occurred on 7 March 1942, when two BR.20s strafedArab troops serving with the British forces near Oberdan village; subsequently, 11° and 43°Gruppi started their withdrawal to the Italian mainland.[38] By 12 April, the wholeStormo was back to Reggio Emilia base: during the African campaign, with the type suffering many mechanical troubles because of the desert sand, losses amounted to 15Cicogne.[36] The last use over Africa was when 55°Gruppo aircraft contestedOperation Torch.[9]
BR.20s were used in theMalta campaign in 1941, 1942 and 1943.[38] On 7 May 1941, 19°Gruppo from 43°Stormo, left Lonate Pozzolo with eight aircraft and arrived in Gerbini, Sicily. On 22 May, the BR.20s started to carry out raids against the besieged island almost nightly.[38] While British fighter defences were initially weakened, operational effectiveness was regained via the adoption of improved anti-bomber combat techniques, which involved pursuing the bombers but only engaging them directly at critical phases of the flight.[38]
Consequently, the first BR.20 loss occurred on 8 of June. On 9 June, the 31°Gruppo arrived from Aviano, equipped with a total of 18 bombers,[39] but, in less than three months, the units had lost 12 BR.20s. In addition to bombing missions, the BR.20s also performed anti-submarine patrols in the theatre.[38] During October, the 37°Stormo arrived in Sicily with the 116°Gruppo, based on Fontanarossa airfield, and the 55°Gruppo, in Gerbini.[40] But within the first month those units too lost nine aircraft as a result of accidents or to enemy fire.[41]
The attrition rate of the bombers remained relatively high; as such, BR.20-equipped units continued to be rotated to bases onSicily to continue the offensive against Malta though 1941 and 1942.[9][42] On 1 May 1942, the 88°Gruppo landed in Castelvetrano with 17 new machines (one crash landed on the Appennini Mountains); the units started operational service on 8 May, dropping 4AR mines.[40] Before the end of August, five aircraft were lost and that same month the BR.20s departed Sicily. In the 16 months of their Malta campaign, 41 "Cicognas" were shot down or lost through accidents. The Fiat bombers returned for a short time in 1943 with attacks on Malta.[39]
Several BR.20s were sent to the Soviet Union in August 1942, to perform long-range reconnaissance and bombing sortie in support of CSIR, Italian Army on Eastern Front.On 3 August 1941, two BR-20s arrived in Ukraine and were assigned to 38aSquadriglia osservazione aerea (reconnaissance squadron) of 71°Gruppo. Three days later they had their baptism of fire, bombing enemy troops at Werch Mamor, alongDon river. More BR.20s arrived on 5 September from 43°Stormo. Three of them were assigned to 116aSquadriglia. They usually flew lone bombing sorties, carrying 36 small-baskets of incendiary bombs to drop on enemy troops in urban areas. On 5 October, threeMikoyan Mig-1s and aYakovlev Yak-1 attacked the BR.20 flown byCapitano Emilio d'Emilei. The Fiat crew claimed two Soviet fighters and the bomber managed to land back to airfield, inKantemirovka, inVoronezh Oblast, but the pilot was wounded. The BR.20s were withdrawn from eastern Front in spring 1943, at first toOdessa and, subsequently, to Italy, on 13 April.[43]
During the course of the war, BR.20s were used inAlbania andGreece as well. They were also used extensively inYugoslavia againstJosip Broz Tito'spartisans. Other BR.20s were used to drop food and other material to the Italian Army, often trapped in the Balkans, faced with Yugoslavian resistance.[9]
After the first year of war, the limitations of this type were evident. It was highly vulnerable to enemy attacks, as Japanese experience had shown in 1938, and the aircraft was replaced by theCant Z.1007 andSavoia-Marchetti SM.84 in almost all operational units that had employed the BR.20. By 1943, when theItalian armistice was signed, many had been relegated totraining, although 81 were with operational units, mostly in theBalkans and Italy; also later serving on theEastern Front.
Italy invaded Greece in October 1940, and deployed increasing numbers of BR.20s in attacks on Greece from bases in Italy and Albania in support of the Italian Army while it was being driven back into Albania. They were involved in heavy battles with theGreeks and British, often facing fierce RAF opposition, as happened on 27 February 1941, when four BR.20s were lost or heavily damaged. This force was redeployed against Yugoslavia during the more successfulGerman and Italian invasion in April 1941,[42] using a strong detachment (131 aircraft) in four groups.[9]
While the main frontline task remained that of night bombing, especially against Malta, other roles included reconnaissance and the escort of convoys in the Mediterranean. For escort duties, aircraft were fitted with bombs and possibly depth charges, but with no other special equipment. They were used in this role from 1941, with 37° Wing (Lecce), 13° Wing (end of 1942), 116°, 32 Group (Iesi, from 1943), and 98° (based in Libya) from 1941. One of the 55° aircraft was lost in August 1941 against Britishtorpedo bombers, while between 9 August–11 September 1941, 98° escorted 172 ships from Italy to Libya. In almost all these units, theCicogna was operated together with other aircraft, such as theCaproni Ca.314. This escort task was quite effective, at least psychologically, although theCicogna was hampered by the lack of special equipment and, consequently, no submarines were sunk.
At the time of the September 1943Armistice between Italy and the Allies, 67 BR.20s were operational with frontline operational units, mainly being used on anti-partisan operations,[16] although most aircraft had been relegated to the training role. During the final years of the war, some surviving aircraft remained in use astrainers and transports. A small number were used by theRSI after the Armistice, with only one retained by theItalian Co-Belligerent Air Force, which used it for communications duties.[16] The last BR.20 was retired on 7 June 1946 and none survive today.
Data from The Encyclopedia of Weapons of World War II,[46] The Fiat B.R.20: Aircraft Profile No. 110[47]
General characteristics
Performance
Armament
Aircraft of comparable role, configuration, and era
Related lists
