Savoia-Marchetti S.79 Sparviero Bomber Units

97 Pages·2018·13.01 MB·English

by  Marco Mattioli

COMBAT 122
AIRCRAFT
Marco Mattioli
SAVOIA-MARCHETTI
S.79 SPARVIERO
BOMBER UNITS
122 SAVOIA-MARCHETTI S.79
SPARVIERO BOMBER UNITS

SERIES EDITOR TONY HOLMES
122
Marco Mattioli
SAVOIA-MARCHETTI
S.79 SPARVIERO
BOMBER UNITS
C O N T E N T S
CHAPTER ONE
BIRTH OF A BOMBER 6
CHAPTER TWO
INTO THE SPANISH ARENA 9
CHAPTER THREE
WORLD WAR 30
CHAPTER FOUR
WAR OVER THE MEDITERRANEAN 56
CHAPTER FIVE
WAR OVER NORTH AFRICA 70
CHAPTER SIX
IN EAST AFRICAN SKIES 81
APPENDICES 91
COLOUR PLATES COMMENTARY 92
INDEX 96
6 CHAPTER ONE Birth Of A BOMBer
ChAPter ONe
BIRTH OF A BOMBER
Conceived as a fast eight-passenger airliner in 1933 by Alessandro The S.79’s forebear, I-MAGO, during
Generale Valle’s East African tour in August
Marchetti, chief designer of the Società Idrovolanti Alta Italia (SIAI),
1935. Portly Generale Valle is standing fifth
the iconic S.79 had sufficient performance to make it suitable for from right, with his back to the camera. In
employment by the Regia Aeronautica. The S.79P (P for passengers) January 1936 the aircraft tasted war for the
first time (Aeronautica Militare (AM))
prototype completed its maiden flight on 2 October 1934 at Cameri
airfield near Novara, northern Italy, with test pilot Adriano Bacula at the
controls. Bearing the registration I-MAGO (in Latin, imago means ‘image’
and mago ‘wizard’ in Italian), the aircraft earned its first laurels during
1935 when it set several world speed records (with different payloads)
over increasing distances.
The trimotor soon attracted the interest of the Regia Aeronautica and,
bearing the military serial MM260, it was chosen to transport Generale di
Squadra Aerea Giuseppe Valle, Undersecretary and Chief of Staff, to East
Africa to organise the invasion of Abyssinia. On 1 August 1935, flown by
Tenente Colonnello Attilio Biseo and Capitano Gori Castellani, the aircraft
flew from Rome for Massawa, in Eritrea, with an Egyptian stopover at Cairo,
in just 12 hours. This performance was repeated on the return flight on
5 August, when the aircraft averaged 230 mph. This remarkable round trip
made Generale Valle a strong supporter of the S.79, and he pressed for the
development of a bomber variant, designated the S.79M (M for military).
On 3 October 1935 the Second Italo-Abyssinian war commenced,
and S.79P I-MAGO soon saw combat for the first time. On 6 January
CHAPTER ONE Birth Of A BOMBer 7
1936, the aircraft, flown
by Tenente Colonnello
Biseo and Maggiore Angelo
Tondi, transported Generale
Valle on another East
African inspection tour.
British authorities delayed
I-MAGO’s onward journey at
Cairo until the evening, and
when the flight was resumed
both worsening weather and
a shortage of fuel forced the
pilots to make a safe landing
at dusk on a sandy coastal
A three-ship formation of 52a Squadriglia beach. The crew then informed Massawa of their situation by radio, and
(XXVII Gruppo, 8° Stormo) aircraft in flight
the base duly supplied the necessary fuel to enable them to reach their
over the Italian mainland in the late
1930s (AM) destination the following day.
While overflying the frontline in the Ogaden region of eastern Abyssinia
on 13 January 1936, I-MAGO was fired upon three times by Abyssinian
troops. No damage was inflicted on the transport. Three days later, with
Generale Valle’s tour completed, the S.79P flew back to Italy in just ten
hours. Following its Abyssinian ‘baptism of fire’, I-MAGO was posted
to the Guidonia-based 12° Stormo Bombardamento ‘Sorci Verdi’ (‘Green
Mice’), this bomber unit being charged with evaluating the new trimotor.
After successfully performing test bombings on the Furbara range north of
Rome, I-MAGO served as both the stormo’s ‘hack’ and as a VIP transport.
On 8 July 1936 the S.79M prototype, MM20663, made its first flight
with Tenente Colonnello Biseo at the controls, the aircraft subsequently
being assigned to 12° Stormo exactly three weeks later. During the second
half of 1936 and into 1937 the ‘Green Mice’ received an initial 24 machines
(MM20663 to MM20686), which were introduced into service by the
Regia Aeronautica’s most skilful pilots. The S.79s quickly showed their
outstanding speed to the world in a series of record flights, with the aircraft
always crewed by 12° Stormo personnel. Generale Valle’s early relationship
with the Sparviero (Sparrowhawk) also continued when he unofficially
flew the Regia Aeronautica’s first operational sortie against Britain’s Royal
Navy. On 18 August 1937, with Tenente Mancinelli as his co-pilot, Valle
undertook a photo-reconnaissance mission over the Mediterranean Fleet’s
Malta home at an altitude of 6500 ft, returning to Sicily after a flight
lasting 1 hr 15 min.
Two days later, on 20/21 August 1937, the Regia Aeronautica took part
in the international Istres-Damascus-Paris race with five specially modified
S.79 Corsa (race) machines. Painted red, with green stripes along their
fuselages, these specially modified trimotors lacked the type’s distinctive
dorsal humps but displayed the Sorci Verdi badge that was destined to
become famous during World War 2. ‘Seeing the green mice’ (far vedere
i sorci verdi in Italian) means ‘accomplishing outstanding deeds’, and the
S.79 Corsas featuring three green mice on their fuselages proved worthy
of their emblem. Each of the five racers carried a registration derived from
their pilots’ surnames – I-BIMU (Attilio Biseo and, remarkably, Bruno
8 CHAPTER ONE Birth Of A BOMBer
Mussolini, Il Duce’s third son),
I-TOMO (Tondi and Moscatelli),
I-CUPI (Cupini and Paradisi,
although some sources give this
as I-CUPA), I-FILU (Fiori and
Lucchini) and I-LICA (Lippi and
Castellani). There was also a sixth
aircraft, the humped I-ROTR
(Rovis and Trimboli).
The S.79s dominated the event,
with I-CUPI, I-FILU and I-BIMU
taking the first three places, while
another two were placed sixth
and eighth. Needless to say, such
a resounding success was fully
exploited by the Fascist propaganda
machine, which proudly announced that the S.79 was a mainstay of the An ex-S.79T of the Rome-to-Rio Atlantic
Regia Aeronautica. flight at a Brazilian airport, serving with the
Aviacão Militar Brasileira (Brazilian Military
Aviation). Its former codes and serials have
been removed, and the aircraft bears the
iN BrAZiLiAN SerViCe Brazilian national colours on its rudder. Note
the North American AT-6 Texan in the
In the wake of this triumph, on 24 January 1938 three S.79 Corsa, foreground and the Focke-Wulf Fw 58
converted into T variants (T for transatlantic), flew 6200 miles from Weihe light transport landing in the
background. The latter machines were
Dakar, in Senegal, to the Brazilian city of Rio de Janeiro at an average
license-built in Brazil from 1938 (via author)
speed of 250 mph. Two trimotors, I-BISE, flown by Colonnello Biseo,
and I-BRUN, piloted by Tenente Bruno Mussolini, reached Rio on the
evening of 25 January. The third, I-MONI, flown by Maggiore Nino
Moscatelli, suffered mechanical problems and forced-landed at Natal, in
northeastern Brazil. It joined the other two S.79s in Rio the following day.
This remarkable flight was again fully exploited by Fascist propaganda
(which highlighted the participation of Il Duce’s son) and the three S.79s
were then presented to the Aviacao Militar Brasileira (Brazilian Military
Aviation). On 27 April 1938, I-BISE, I-BRUN and I-MONI duly became
K-422, K-420 and K-421, respectively. Thenceforth, these trimotors flew
in Brazilian colours.
On 9 May 1938 they were assigned to the Escola de Aviacão Militar
(Military Aviation School), where Maggiore Nino Moscatelli acted as
instructor on at least three flights, made on 28 June (serial not reported)
and 1 and 8 July 1938 (K-421 and K-420, respectively). On 28 October
1938 K-420 (MM356), flown by pilot Loyola Daher, collided with
Stearman K-211, serial number A7603. Apparently, K-420 was later
repaired, for it was recorded as flying in September 1941. The aeroplane
was struck off Escola de Aviacão charge on 12 February 1943.
On 9 July 1939 an unidentified S.79 flow by Major Rubens Canabarro
Lucas set a speed record by flying from Porto Alegre to Rio in 2 hr 50
min at an average speed of 263 mph. The last official flight of an S.79
in Brazilian colours was made by K-422, with a pilot by the name of
Maldonado at its controls, on 29 June 1943. The Brazilian S.79s’ service
ended on 25 October 1944 when K-421 (MM358) and K-422 (MM359)
were officially grounded by the Escola de Aeronautica.
CHAPTER ONE Birth Of A BOMBer 9
ChAPter tWO
INTO THE SPANISH ARENA
A striking in-flight photograph of 28-14 and The Spanish Civil War, which broke out on 18 July 1936, provided an
28-15 from 280a Squadriglia. For the 11
excellent opportunity to test the S.79 in combat, the trimotors being
October 1937 raid on Sastago bridge, these
two trimotors were flown by Tenente Pucci despatched as part of the Regia Aeronautica’s Aviazione Legionaria
(with Maggiore Muti on board) and Tenente (expeditionary corps) that had been hastily formed to provide logistical
Colonnello Cupini, respectively. Both aircraft
and tactical support for the pro-fascist Nationalists led by Generalissimo
were damaged in combat with Grupo 21’s
I-16 fighters (AM) Francisco Franco. At dawn on 14 February 1937 1a Sezione S.79 (1st S.79
Section) left Guidonia airport, northeast of Rome, and, four hours later,
landed at Palma de Mallorca’s Son San Juan airfield in the Balearic Islands.
1a Sezione comprised three S.79s (MM20680, MM20685 and MM20686)
from 12° Stormo’s 205a Squadriglia, flown, respectively, by Capitano
Gori Castellani (co-pilot Sottotenente Aurelio Pozzi), Tenente Tullio De
Prato (co-pilot Sergente Moretti) and Tenente Edvige Pucci (co-pilot
Sottotenente Adolfo Rebez). This section flew its first combat sortie three
days later, targeting Republican warships in the Gulf of Valencia.
On 13 March at 0850 hrs all three 1a Sezione S.79s – ‘1’ (Maggiore Ettore
Muti and Capitano Castellani), ‘2’ (Tenente De Prato and Sottotenente
Rebez) and ‘4’ (Tenente Pucci and Sottotenente Pozzi) – bombed Sabadell
airfield. Three bombs from S.79 ‘1’ were dropped on a hangar near the port
of Barcelona, while the remaining two trimotors expended their ordnance
in four runs. Despite a fierce response by anti-aircraft defences, all three
aircraft returned to Palma unscathed. Three days later 1a Sezione S.79s
‘1’ (Tenente De Prato), ‘2’ (Capitano Castellani) and ‘3’ (Tenente Pucci)
10 CHAPTER TWO iNtO the SPANiSh AreNA
bombed Barcelona, killing seven and
wounding 30 civilians.
On 20 March the S.79s moved to
Sevilla-Tablada on mainland Spain,
and three days later the section left
Sevilla for Salamanca. 23 March also
saw 2a Sezione S.79 set off from Italy
for Palma. This section’s trimotors,
individually numbered 1, 2 and 3,
were flown by Capitano Giovanni
Raina and Tenenti Paolo Moci
and Carmelo Giurleo, respectively.
However, only the first two S.79s
reached their destination at 1430 hrs,
for Tenente Giurleo became lost over
Sardinia owing to bad weather. On
26 March 1a Sezione left Salamanca
for Soria, and the next day two 2a
Sezione S.79s, ‘1’ (Capitano Raina and Maggiore Muti) and ‘2’ (Tenente Some of 1a Sezione’s S.79 crewmen at
Palma de Mallorca upon their arrival on 14
Moci and Sottotenente Enzo Simoni), attacked Celrà airfield near Gerona
February 1937. Note the ‘Green Mice’
at 0710 hrs. Because of a defective bomb-bay door, S.79 ‘1’ targeted San emblem and three black identification
Juan railway junction instead as a target of opportunity. On 1 April another stripes on the fuselage. Among the unit’s
Avieri, kneeling in the centre is Airman Ugo
nine S.79s, led by Maggiore Mario Aramu, arrived at Palma as a welcome
Accorsi (Accorsi)
addition to the Sparvieri force in Spain, which was now 14 strong.
Two days later, on 3 April, 2a Sezione left Palma for Sevilla, but it was not
an uneventful move. The S.79 crews spotted five steamers near Ibiza, then
the bombers were targeted by anti-aircraft fire off Cabo de Gata and, as they
prepared to land at Sevilla at 1500 hrs, they were intercepted by a German
fighter, whose pilot misidentified them. Luckily, no damage was incurred.
The very next day the 2a Sezione war diary reported ‘Aircraft camouflaged and
new markings. Aircraft numbered 28-11 and 28-12’. In fact, the designation
‘28’ identified the S.79 for the war’s duration. Unfortunately, the flying
career of 28-12 was brief, for on 7 April it caught fire while being refuelled
on Sevilla airfield and was totally destroyed. None of the personnel involved,
including pilot Tenente Moci, were hurt. The following day 2a Sezione moved
to Soria airfield. Later, the code ’28-12’ was allotted to another trimotor.
Previously, on 5 April, three 1a Sezione S.79s had been ordered to bomb
Celrà airfield again. Tenente Balletta’s MM21159 yawed on takeoff at 1230
hrs and was damaged, leaving the remaining two trimotors, 28-1 (Maggiore
Mario Aramu) and 28-3 (Tenente Giorgio Mayer) to perform the mission.
The target was struck at 1415 hrs by 28-1, but Mayer in 28-3, having failed
to find the target, was obliged to release his bomb load into the sea. Ten
days later 1a Sezione’s S.79 28-1 (Maggiore Aramu, with Tenente Balletta)
bombed the port of Cartagena at 0725 hrs. Aramu’s aircraft dropped five
250 kg bombs in two runs, hitting a fort but missing a number of moored
naval ships. According to Italian Intelligence, those lucky naval targets were
the light cruisers Libertad and Mendez Nuñez, three large and four small
submarines, the tug Canguro and the aircraft transport Dedalo.
A powerplant in Bilbao was targeted on 22 April, when four S.79s, three
from 1a Sezione and Tenente Moci’s 28-11 from 2a Sezione, damaged it and