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Savoia-Marchetti SM.79 Sparviero

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Savoia-Marchetti
IndustryAircraft manufacturing
Founded1930s
FounderAlessandro Marchetti (aeronautical engineer)
Headquarters
Italy
ProductsAircraft, including the SM.79 medium bomber and transport

Overview

The Savoia-Marchetti SM.79 Sparviero—which translates from Italian as "sparrowhawk"—is a three-engine medium bomber developed and produced by the Italian aircraft manufacturer Savoia-Marchetti. It stands out as perhaps the most iconic Italian airplane of the Second World War. Its unmistakable silhouette is marked by a prominent dorsal "hump" on the fuselage, earning it the affectionate yet gritty nickname il gobbo maledetto ("damned hunchback") from its crews.

Conceived during the early 1930s, the SM.79 is a cantilever low-wing monoplane constructed using a combination of wood and metal. Initially designed to serve as a fast eight-passenger transport capable of surpassing the speed of rival aircraft, its combat potential quickly attracted attention from Italian military authorities. The prototype took to the skies for the first time on 28 September 1934. Between 1937 and 1939, early versions of the SM.79 set 26 distinct world records, earning it recognition as one of the fastest medium bombers globally during that period. This performance elevated the aircraft to a symbol of national pride within Fascist Italy, where it received substantial government backing and was frequently showcased in state propaganda. The SM.79 was regularly entered into competitive air races and fly-offs, often securing victories that underscored its superior capabilities.

The aircraft's combat debut occurred in the Spanish Civil War, where it typically operated without fighter escort, relying on its speed to avoid enemy fighters. Despite encountering some challenges—many of which were addressed—the SM.79’s operational performance in Spain was promising and spurred further interest in its adoption. Consequently, both Yugoslavia and Romania acquired the type for their air forces, while it became a mainstay for Italy’s own Regia Aeronautica. By May 1940, when Italy entered the Second World War, nearly 600 SM.79-I and SM.79-II variants were active in service, subsequently participating across all theaters where Italian forces were engaged.

During World War II, the SM.79 fulfilled multiple roles, initially serving predominantly as a medium bomber and transport aircraft. Following innovative efforts by Italy’s "Special Aerotorpedoes Unit," it was adapted as a torpedo bomber, achieving significant success against Allied naval targets throughout the Mediterranean theater. Additionally, a remotely piloted drone variant was developed but never saw combat due to Italy’s armistice before deployment. With approximately 1,300 units built, it was the most widely produced Italian bomber during the conflict and remained in service with the Italian Air Force until 1952.

Development

File:Savoia-Marchetti SM.81.jpg
Savoia-Marchetti SM.81

In 1934, the Italian aircraft firm Savoia-Marchetti initiated the development of what would eventually become the SM.79. The project was led by aeronautical engineer Alessandro Marchetti.[1] Initially, the aircraft was designed as a swift monoplane transport capable of carrying up to eight passengers and intended for participation in air races such as the London-Melbourne race. This early design, labeled SM.79P (with P denoting passenger), was originally conceived as a civilian adaptation of the Savoia-Marchetti SM.81, itself a militarized transport and bomber derived from the Savoia-Marchetti S.73 airliner.[1]

The company promptly proceeded with building a prototype, motivated by the opportunity to compete in the prestigious London-Melbourne race. The SM.79 featured a trimotor layout—two engines mounted on the mid-wing and one on the nose—primarily for enhanced commercial safety rather than speed performance.[2] Initially, powerplants planned were the 597 kW (801 hp) Isotta-Fraschini Asso XI Ri engines; however, a decision was made to equip it with the less powerful 440 kW (590 hp) Piaggio Stella P.IX R.C.40, which was based on the licensed British Bristol Jupiter design that influenced many of Piaggio's engine models.[3]

The prototype SM.79 took to the skies for its first flight on 28 September 1934, piloted by Adriano Bacula. Despite ambitious plans, this prototype (registered as I-MAGO) was completed too late to enter the London-Melbourne competition.[1] It boasted streamlined shapes and continuous panoramic windows consistent with its original passenger aircraft purpose. The prototype quickly proved its velocity by flying from Milan to Rome in just one hour and ten minutes at an average speed of 410 km/h (250 mph).[1] Its Certificate of Airworthiness was granted on 20 July 1935, and shortly thereafter, on 2 August 1935, it set a new speed record by completing a flight from Rome to Massaua, Italian Eritrea, in twelve hours including a refueling stop in Cairo, Egypt.[4]

Multiple additional world records were achieved during various flights of this prototype.[1] It became evident early that the engines limited performance more than the airframe itself; consequently, the prototype underwent several engine replacements. In 1935, the original P.IX engines were substituted with Alfa Romeo 125 RC.35 units, license-built versions of the Bristol Pegasus; these were later replaced in 1936 by Alfa Romeo 126 RC.34 engines.[1][3] The prototype’s outstanding performance attracted interest from the Italian military, which requested Savoia-Marchetti to explore adapting the design into a bomber variant.[1]

A military evaluation of the SM.79 was carried out.[1] One conclusion was that equipping two or three defensive machine guns would provide strong protection against fighters of that era. Responding to this military interest, Savoia-Marchetti developed a second prototype configured for combat.[1] Although structurally similar to the initial civil prototype, this version featured a faired ventral nacelle for a bomb aimer, a forward-firing machine gun above the cockpit, and another mounted beneath the tail section. Additionally, an optional third machine gun could be installed behind the dorsal fairing for enhanced rear defense.[5]

Production of the SM.79 officially began in October 1936. Early efforts concentrated on civil versions while military variants continued development; two main commercial models emerged: the speed-oriented SM.79C (C for race) and the extended-range SM.79T (T representing Transatlantic).[6] Aircraft from these variants took part in several record-setting attempts during 1937 and 1938.[7] Due to feedback from potential export customers who desired a nose-mounted gun position—which was unfeasible because of the front engine placement—Savoia-Marchetti initiated development of a twin-engine variant called SM.79B. This model featured a redesigned nose housing for the bomb aimer and an elevated pilot position with a single movable machine gun; it first flew in 1936.[8]

Besides production by Savoia-Marchetti itself, demand led to manufacturing by Aeronautica Umbra in Foligno. Production continued until June 1943, culminating in a total output of approximately 1,217 aircraft across bomber, torpedo-bomber, and transport configurations.[9] The SM.79 is widely regarded as Italy’s most significant offensive warplane during World War II and stands among the few Italian aircraft produced in large numbers.[10]

Overview

File:Savoia Marchetti SM 79 Sparviero in volo 2.jpg
A frontal perspective of an SM.79

The SM.79 featured a cantilever low-wing monoplane design powered by three engines and equipped with a retractable tailwheel undercarriage. Its fuselage structure was composed of a welded tubular steel frame, with the forward section sheathed in duralumin, the upper fuselage combining duralumin and plywood, and fabric covering the remaining external surfaces. The wings were constructed entirely from wood, incorporating trailing-edge flaps and leading-edge slats inspired by the Handley Page design to compensate for their relatively compact dimensions. The wing framework consisted of three spars made from spruce and plywood, connected by plywood ribs, all covered with a plywood skin. The wing exhibited a dihedral angle of 2° 15'. Its ailerons could deflect +13° upwards and -26° downwards, working in conjunction with the flaps during low-speed operations and takeoff. Compared to its predecessor, the SM.75, this aircraft boasted substantially enhanced performance, delivering over 1715 hp and possessing a high wing loading that imparted handling qualities somewhat akin to those of a large fighter aircraft.

The primary bomber variant was powered by three Alfa Romeo 126 RC.34 radial engines, each producing 582 hp and turning variable-pitch, all-metal three-bladed propellers. The maximum speed reached approximately 430 km/h at an altitude of 4250 meters, with a practical service ceiling near 6500 meters. Cruising speed was around 373 km/h at 5000 meters; however, the most efficient cruise speed was about 259 km/h at 60% engine power. Landing procedures involved a final approach speed near 200 km/h with slats extended, reducing to roughly 145 km/h upon flap deployment, followed by a ground roll of only about 200 meters to come to a complete stop (operating at 2050 rpm and pressure of 644 Hg).

Typically, the SM.79 operated with a crew of five, increasing to six for bomber missions. The cockpit accommodated two pilots seated side-by-side, featuring a central instrument panel equipped with oil and fuel gauges; altimeters calibrated for low altitude (1000 m) and high altitude (8000 m); clock; airspeed indicator; vertical speed indicator; gyroscope; compass; artificial horizon; turn and bank indicator; tachometers; and throttle controls.

Performance

File:SM 79 Vigna di Valle 1.jpg
Close-up view of the SM.79's nose-mounted center engine

The SM.79 was regarded as having robust performance characteristics. Its climb rate was notably swift, and it achieved respectable speeds for its era. The aircraft's durability and handling qualities were sufficient to permit cautious aerobatic maneuvers such as loops. Constructed with a lightweight wooden frame, the aircraft could remain buoyant for up to thirty minutes following a water landing, providing the crew with adequate time to evacuate. Additionally, the front-mounted engine offered some degree of shielding against anti-aircraft fire. When operating at full throttle with takeoff flaps deployed, the SM.79 required approximately 300 m (980 ft) to become airborne and could ascend rapidly—reaching 1,000 m (3,300 ft) within three minutes, 2,000 m (6,600 ft) in six and a half minutes, 3,000 m (9,800 ft) after nine minutes and thirty-four seconds, 4,000 m (13,000 ft) in just over thirteen minutes, and 5,000 m (16,000 ft) in under eighteen minutes.[11]

Equipped with ten individual fuel tanks, the bomber variant had a total fuel capacity of 3,460 L (910 US gal).[12] When fully loaded, its endurance was approximately four and a half hours at an average cruising speed near 360 km/h (220 mph). Although the maximum ferry range at optimal cruising speed remains unverified, modifications were frequently made to extend fuel capacity for non-stop flights from Libya to Addis Ababa, enabling distances exceeding 2,000 km (1,200 mi). With a payload of roughly 1,000 kg (2,200 lb), operational range was estimated between 800–900 km (500–560 mi).[11]

The operational torpedo attack distance was typically between 500 and 1,000 m (1,600 and 3,300 ft) from enemy vessels. During missions, SM.79s often approached targets at low altitudes before releasing aerial torpedoes, exposing themselves to intense defensive fire from infantry weapons up to heavy artillery in attempts to thwart their attacks. Compared to British torpedo bombers, the Sparviero boasted advantages such as superior top speed and extended range. However, it soon encountered opposition from aircraft like the Hawker Hurricane and the naval Fairey Fulmar, which—while faster than earlier models—were relatively slow compared to other escort fighters. The Bristol Beaufighter, known for its speed and heavy armament, excelled as both a long-range day fighter and an effective night interceptor; late in the conflict, it frequently pursued Sparvieros during nocturnal operations. Additionally, Mediterranean-based fighters including Curtiss P-40 Warhawk, Lockheed P-38 Lightning, Grumman Martlets, and Supermarine Spitfire significantly impeded Sparviero missions conducted during daylight hours.

Armament

File:Savoia Marchetti SM.79 B postazione mitragliere.png
Internal view from nose gun of twin engine version

The initial defensive weaponry of the SM.79 comprised four Breda-SAFAT machine guns, later increased to five.[12] Among these, three were 12.7 mm (0.5 in) caliber: two mounted in the dorsal "hump," with the forward fixed gun set at a 15° elevation and supplied with 300 rounds, and the other positioned on a flexible mount allowing 60° horizontal and 0–70° vertical movement. The third 12.7 mm machine gun was installed ventrally. Except for the fixed forward gun, each was loaded with 500 rounds. Additionally, a 7.7 mm (0.303 in) Lewis Gun was initially installed in one of the two “waist” mounts on a pivot that enabled quick switching between sides.[12] This Lewis gun was later replaced by a pair of 7.7 mm (0.303 in) Breda machine guns in the waist positions, which offered greater reliability and a higher firing rate of 900 rounds per minute compared to 500 rounds per minute, despite limited space allowing only one operator inside the fuselage. While the overall firepower was modest by modern standards, at the time it was considered heavily armed—adequate to counter contemporary fighter aircraft that generally lacked armor protection.Template:Fix/category[citation needed] However, by World War II, advances in enemy fighters exposed the Sparviero’s vulnerabilities, diminishing its earlier reputation for near invincibility established during the Spanish conflict.

No turrets were ever fitted on any SM.79 models, which significantly restricted the defensive firing arcs. Of all defensive positions, the dorsal gun was often regarded as most critical because, as tactics shifted towards low-altitude assaults, attacks predominantly came from behind and above. The rear gondola and dorsal hump guns were shielded by aerodynamic covers designed to remain closed except when engaging attackers. Nevertheless, since enemy aircraft could approach undetected, these covers were frequently left open despite this reducing the aircraft's maximum effective speed.

The ventral gondola had a cramped configuration with bomb-aiming equipment at its front and a rearward-facing defensive machine gun at its back, making simultaneous bomb targeting and rear defense unfeasible and thus limiting its operational effectiveness. Consequently, later variants dedicated solely to torpedo bombing omitted both the ventral weapon and gondola nacelle. The fixed forward Breda machine gun, primarily intended for offensive use under pilot control, was rarely employed defensively; it was often removed or replaced by a smaller caliber weapon or dummy to improve speed and range through weight reduction. The design of the Sparviero’s rear ventral gondola bore resemblance to the “Bola” position on Germany’s Heinkel He 111 -P and -H models—both serving exclusively as ventral defensive mounts.

File:SM79 193.jpg
A flight of four SM.79s showing their rear-cockpit mounted machine guns

Similar to the Luftwaffe’s He 111 bomber, the Sparviero featured a bomb bay arranged to carry ordnance vertically; this layout restricted internal carriage of large bombs. The aircraft could internally hold either two 500 kg (1,100 lb), five 250 kg (550 lb), or twelve 100 or 50 kg (220 or 110 lb) bombs, as well as numerous bomblets.[13][12] Positioned for an 85° forward field of vision, the bombardier operated with a "Jozza-2" sighting system, automatic cameras, and various bomb-release mechanisms. Due to the rearward-mounted machine gun obstructing a prone position, retractable leg supports were provided for the bombardier when seated.[12]

Beginning in 1939, external hardpoints beneath each inner wing allowed carriage of two torpedoes or larger bombs.[14] However, carrying two torpedoes significantly degraded performance and maneuverability; therefore, operational practice favored carrying only one.[11] With an overall payload capacity of approximately 3,800 kg (8,400 lb), transporting 1,600–1,860 kg (3,530–4,100 lb) of bombs necessitated reducing fuel load from its full capacity of around 2,400 kg (5,300 lb).[11] The standard torpedo used—a Whitehead design from 1938—weighed 876 kg (1,931 lb), measured 5.46 m (17 ft 11 in) in length, and carried a high-explosive warhead weighing 170 kg (370 lb). It had an operational range of 3 km (1.9 mi) at a speed of 74 km/h (40 kn), deployable from altitudes between 40 -120[convert: unknown unit] and speeds up to 300 km/h (190 mph).[15] Effective torpedo bombing tactics took over a decade to develop; consequently, after unsuccessful attempts with successors like the Savoia-Marchetti SM.84 and underpowered Caproni Ca.314, only the SM.79 remained operational as a torpedo bomber until 1944 despite trials involving various aircraft including the Fiat G.55S fighter.

Aircraft that set records

Despite Italy not securing the esteemed Schneider Trophy, government backing for aviation achievements continued as part of Italian Prime Minister Benito Mussolini's extensive propaganda efforts to elevate the status of fascist Italy and his administration. After initial successes, additional Sparvieros were specially adapted to pursue new speed benchmarks. The SM.79 prototype I-MAGO was altered to internally carry a bomb load of 6,100 kg (13,400 lb), enabling it to attempt speed records while loaded. On 23 September 1935, it completed a 2,000 km (1,200 mi) flight carrying 2,000 kg (4,400 lb) at an average velocity of 389.61 km/h (242.09 mph), setting six distinct world records during this mission.

Similar to the prototype, some early production models lacked the "hump" and were converted into high-performance versions, known as the SM.79CS. In 1937, one such aircraft established additional records; powered by three Piaggio P.XI RC.40 engines delivering a combined output of 2,237 kW (3,000 hp), it maintained an average speed of 423.618 km/h (263.224 mph) over a distance of 1,000 km (620 mi) with a payload of 2,000 kg (4,400 lb). This record was later surpassed with a speed of 444.115 km/h (275.960 mph), while another SM.79 reached 428.296 km/h (266.131 mph) in the 2,000 km (1,200 mi)/ 2,000 kg (4,400 lb) category. An unofficial maximum speed of 472 km/h (293 mph) was also reported in the same class.

Five SM.79CS aircraft competed in the Paris-Damascus–Istres race, where I-CUPA, I-FILU, and I-BIMU secured the top three positions, with the remaining two finishing sixth and seventh; one of these suffered severe damage in Damascus. Two Fiat BR.20 bombers also participated but managed only a shared sixth place (tied with an SM.79) and eighth place. Three SM.79CS models were modified for extended range to cross the Atlantic Ocean en route to Brazil. On 24 January 1938, these aircraft departed; after 11 hours they landed at Dakar, Senegal, for refueling before proceeding to Rio de Janeiro, Brazil; two arrived on 25 January at 22:45 local time, while one experienced mechanical issues forcing an emergency landing at Natal, in Northeast Region, Brazil. This particular SM.79 remained there for a period and was ultimately transferred to the Brazilian Air Force.

Introduction

File:Savoia-Marchetti SM.79 33.png
Rows of SM.79 aircraft parked

The first unit to receive the SM.79 was the 12° Stormo (Wing), beginning early in 1936, which conducted initial bomber evaluations throughout that year. The wing became operational on 1 May 1936, with successful torpedo launches from targets located at approximately 5 km (3.1 mi) achieved by August 1936. The torpedo bomber version proved more unstable and challenging to handle than its civilian counterpart and was notably less accurate than its successor, the Savoia-Marchetti SM.81. Its operational capabilities were still under assessment when the Spanish Civil War erupted, prompting deployment of several SM.79s in support of the Nationalists.

After service in Spain, the Sparviero was integrated into 111° and 8° Wings. By late 1939, Italian forces operated 388 Sparvieros distributed among eleven wings partially or fully equipped with this model. The aircraft also took part in Italy's invasion of Albania during autumn 1939. Entering the Second World War, a total of 612 units had been delivered, making the Sparviero the most prevalent bomber within the Regia Aeronautica, assigned across fourteen wings (8, 9, 10, 11, 12, 14, 15, 30, 32, 33, 34, 36, 41 and 46). Not all groups within these wings operated exclusively with SM.79s; squadrons typically consisted of nine to ten aircraft including reserve units, resulting in an effective combat strength averaging seven to eight bombers per squadron and approximately thirty per wing. Among these formations, Wings 8, 9, 11, 12, 30, 32, 36, 41 and 46 were stationed within Italy and took part in the Battle of France, collectively fielding around 350 SM.79s including those assigned to training units.

Spanish Civil War

File:Savoia-Marchetti S.M.79 flight in formation.jpg
SM.79 in flight

The SM.79 made its combat debut while serving with the Aviazione Legionaria, an Italian contingent deployed to support Francisco Franco's Nationalist forces during the Spanish Civil War. Operational use of the Sparviero began at the close of 1936 when the 8° Stormo B.T. (Bombardamento Tattico), comprising Gruppi XXVII° and XXVIII°, led by Tenente Colonnello Riccardo Seidl, was dispatched to Spain. Stationed in the Balearic Islands, this unit earned the nickname "Falchi delle Baleari" (Balearic Falcons) and conducted missions over Catalonia and key eastern Spanish cities, targeting the Second Spanish Republic and causing approximately 2,700 civilian fatalities along with over 7,000 injuries. Throughout the three-year conflict, more than 100 SM.79s served as bombers within the Aviazione Legionaria, with only four documented losses during combat. Insights gained from their deployment in Spain influenced the development of the SM.79-II, introduced in October 1939, which subsequently became a central element of Italy’s bomber fleet during World War II.

By early November 1936, only six SM.79s with full crews were active in Spain. This number rose to 15 by early 1937, and these aircraft remained operational throughout the war, sustaining relatively few losses. Approximately 19 SM.79s sent to the Spanish theater were lost, while at least 100 units were delivered to 12 Wing and other combat formations. The first known interception of an SM.79 formation occurred on 11 October 1937 when three bombers faced an attack from twelve Polikarpov I-16 fighters. One SM.79 suffered damage; however, its defensive weaponry successfully deterred close-range assaults by the fighters. All bombers returned safely to base despite one being struck by 27 bullets, many impacting fuel tanks. Additional interceptions took place during the conflict without any further SM.79 losses resulting from these engagements.

On 26 April 1937, three SM.79s participated in bombing the Basque town of Guernica, alongside Nazi Germany’s Luftwaffe Condor Legion, under orders from Franco’s Nationalist rebels. This operation, code-named 'Operation Rügen', facilitated Franco’s eventual capture of Bilbao and secured his dominance in northern Spain. Combat experience highlighted several shortcomings in the SM.79 design: absence of oxygen masks for high-altitude missions, notable instability, and vibrations occurring at speeds exceeding 400 km/h (250 mph) among other issues that were addressed over time. To counter criticism regarding night operation capabilities, General Valle undertook a six-hour and fifteen-minute bombing sortie from Guidonia to Barcelona, demonstrating the aircraft’s effective range—approximately 1,000 km; 620 mi carrying eight 100 kg (220 lb) bombs totaling about 1,000 kg (2,200 lb) gross weight. Initially based in the Balearic Islands, SM.79s later operated from mainland Spain, conducting hundreds of missions across various roles against Republican forces. Notably, no Fiat CR.32 fighters were assigned as escorts since their slower biplane design could not maintain pace with the faster SM.79 bombers.[16]

Malta

File:SM 79 attacking Malta convoy MIWM FLM 003795.jpg
SM.79 engaging a convoy en route to Malta.

The SM.79's image of being nearly indestructible began to erode during encounters with RAF Gloster Gladiator and Hawker Hurricane fighters over Malta, the strategic Mediterranean island, starting in June 1940.[17] The initial Sparviero downed over Malta occurred on 22 June. On that day, Sparviero M.M.22068 from 216a Squadriglia, piloted by Tenente Francesco Solimene, departed at 18:15 for reconnaissance of bombing targets on the island. Two Gladiators were dispatched, one flown by Flt Lt George Burges. Approaching Sliema and Valletta, Burges attacked from a superior altitude, disabling the port engine of the Sparviero. The bomber caught fire and crashed into the sea near Kalafrana. Solimene and 1° Aviere Armiere Torrisi were rescued from the water, but the remaining four crew members perished.[18]

The dubious distinction of being the first aircraft shot down on Maltese territory during World War II went to a Sparviero: on 10 July 1940, approximately twenty unescorted SM.79s attacked the dockyard, Manoel Island, Tarxien, and Żabbar. British Gladiators engaged them, and during the battle a bomber piloted by Sottotenente Felice Filippi of 195a Squadriglia, 90° Gruppo, 30° Stormo Bombardamento Terrestre, was destroyed in flames just behind the Knight's watchtower east of Fort San Leonardo. Flying Officer Frederick Taylor was credited with this air victory. At least one Italian crew member bailed out but did not survive as his parachute was ablaze.[19]

Other theaters

A limited number of SM.79s were deployed in Ethiopia, where Apostolo noted it was the most sophisticated aircraft fielded by either side in that theater.[20] In Italian East Africa's western sector at Diredawa, the 6a and 7a Squadriglie of the 44° Gruppo operated fleets of twelve SM.79s each. Additionally, Italy maintained six more SM.79s in reserve, though two were undergoing repairs.[21] The Sparviero was unique among aircraft present as it had not participated in the Second Italo-Abyssinian War. The first combat sortie for SM.79s in Italian East Africa took place on 13 June 1940 when nine bombers launched from Diredawa to strike Aden. During this mission, Sottotenente Ruffini's aircraft was downed by anti-aircraft fire from a British vessel. Two Gloster Gladiators intercepted the remaining bombers; Pilot Officer Stephenson’s Gladiator engaged the damaged Sparviero piloted by Capitano Serafini but was forced to crash-land after being hit by return fire from the SM.79’s dorsal gunner. Serafini managed to land at Assab, though his plane was totaled; another SM.79 suffered damage but also reached Assab safely.[22] Subsequent reinforcements included modified aircraft capable of cruising economically over Sudan during the perilous ferry flight exceeding 2,000 km (1,200 mi); nonetheless, these additions had limited impact on assisting Italian forces in Ethiopia before their surrender in spring 1941. Concurrently, Iraqi-operated SM.79Bs and Yugoslavian SM.79Ks failed to mount effective defenses during conflicts in Iraq and Yugoslavia.

File:Crashed Italian Savoia-Marchetti SM.79 - North Africa? (4872954457).jpg
Wreckage of an SM.79 in North Africa

Approximately one hundred SM.79s participated in the North African campaign, assigned to Wings 10, 14, 15, and 30, primarily targeting non-strategic objectives across desert areas. The British offensive launched in December inflicted significant losses on the Regia Aeronautica, leading to the disbandment of nine wings by May 1941 due to attrition from enemy fighters and ground fire.[20] In November 1940, one aircraft was destroyed on the ground by a Long Range Desert Group patrol at the western landing strip near Jebel Uweinat[23] (the wreckage remained visible as late as 2003[24]). By early 1941, only about forty SM.79s remained operational in Libya, dwindling to a single functional squadron by year-end. During the Second Battle of El Alamein, many Sparvieros were reassigned to defensive roles such as countering SAS incursions and conducting anti-ship missions.

Starting in autumn of 1940, SM.79s engaged targets in the Kingdom of Greece and later Yugoslavia; their effectiveness was limited not only by opposition from the Royal Air Force but also adverse weather conditions. Over Mediterranean waters, these aircraft undertook reconnaissance flights alongside anti-shipping strikes.[25]

1940

On 25 July 1940, the Sparviero officially entered service in the role of a torpedo bomber (referred to as Aerosilurante in Italian) with the creation of a dedicated operational unit named the "Special Aerotorpedoes Unit," led by Colonel Moioli. This followed several years of experimental trials involving this aircraft type. After placing an initial order for 50 torpedoes from Whitehead Torpedo Works, the first Sparviero equipped for torpedo missions arrived at T5 airfield near Tobruk on 10 August 1940. Although there was no dedicated aiming apparatus or established tactical doctrine at the time, an assault targeting shipping in Alexandria was rapidly organized. Despite Italy’s earlier investigations into aerial torpedo deployment dating back to 1914—26 years prior—no operational procedures, equipment beyond basic hardpoints, or tactics had yet been developed for this new combat function.

The initial combat operation occurred on 15 August 1940, when five SM.79s modified for torpedo delivery took off from El Adem airfield. Among the pilots were Buscaglia, Dequal, and others who would later achieve ace status. Flying at an altitude of 1,500 m (4,900 ft), they reached Alexandria two hours later at 21:30 and commenced their attack on enemy vessels, though without success. The limited takeoff runway length of 1,000 m (3,300 ft) at their base necessitated leaving two fuel tanks empty to reduce weight, resulting in a flight endurance of five hours for a mission lasting approximately 4.33 hours. Only Buscaglia and Dequal returned from the sortie, both aircraft sustaining damage from anti-aircraft fire; Buscaglia managed to land using just one wheel despite additional damage. The remaining three SM.79s, which attacked after the first pair, were thwarted by intense anti-aircraft defenses and poor visibility due to low clouds, forcing them to return without deploying their torpedoes. Running out of fuel, these crews jettisoned their torpedoes over the desert where they detonated, then executed forced landings three hours post-attack. Two crews were later rescued; however, Fusco’s crew remained stranded in Egypt after landing. They destroyed their aircraft the following morning to avoid capture but inadvertently alerted British forces who subsequently took them prisoner. These setbacks occurred within a combat radius of roughly 650 km (400 mi), sharply contrasting with the impressive racing achievements of the Sparviero just a few years earlier.

Subsequent missions followed rapidly: on 22–23 August (targeting Alexandria), 26 August (against elusive ships), and 27 August (Buscaglia engaging a cruiser). The unit was redesignated as the 278a Squadriglia and throughout September 1940 conducted multiple attacks on maritime targets. Notable operations included an engagement on 4 September where Buscaglia’s aircraft sustained fighter-inflicted damage, and on 10 September when Robone claimed sinking a merchant vessel. On 17 September, after an unsuccessful daylight assault, Buscaglia and Robone launched a nighttime attack on British ships bombarding Bardia. One torpedo struck HMS Kent, inflicting damage that kept the heavy cruiser under repair until September 1941. This represented the first officially confirmed success after nearly a month of offensive actions. Continuing operations led to further achievements; on 14 October 1940, newcomer Erasi joined Robone in striking a British formation and hitting HMS Liverpool, a modern cruiser which lost her bow and required thirteen months for repairs. Despite enduring losses and initial difficulties, the core group of the 278a Squadriglia continued to operate with just four aircraft several months into their campaign. Their final recorded success occurred at Souda Bay, Crete, when Buscaglia damaged another cruiser, HMS Glasgow, overcoming anti-torpedo netting defenses and rendering it out of service for nine months during repairs. The squadron remained active until a British bombing raid triggered an explosion by striking one of their torpedoes, causing a chain reaction that destroyed all remaining aircraft.[26]

1941

The year 1941 was marked by intense operations involving Italian torpedo bombers. In April, the SM.79s from the 281a and 280a Squadriglie achieved several notable victories. They successfully sank two merchant vessels, inflicted severe damage on the British cruiser HMS Manchester, which was subsequently out of commission for nine months undergoing repairs and refitting, and later destroyed the F-class destroyer HMS Fearless. On 3 June, an SM.79 was downed approximately 25 nmi (46 km) northwest of Gozo; it ditched in the sea and remained afloat for a period. Additional Italian accomplishments occurred in August when the light cruiser HMS Phoebe sustained damage. During Operation Halberd on 27 September, an SM.79 attacked the large merchant ship SS Imperial Star (12,427 GRT), damaging it; unable to tow the vessel to Malta, it was scuttled by HMS Oribi. In the same operation, the battleship HMS Nelson was torpedoed and damaged by an SM.79, which was itself shot down during the attack. The 130° and 132° Gruppi remained active in the autumn months; on 24 October they sank the merchant ships Empire Pelican and Empire Defender, on 23 November they destroyed Glenearn and Xhakdina, and on 11 December they inflicted heavy damage on Jackal.

By year-end, Italian torpedo bombers had sunk nine Allied vessels and damaged thirty more, at the cost of losing fourteen bombers and sustaining damage to forty-six others in combat. This represented their most successful year, coinciding with the introduction of the SM.84, intended as a successor to the SM.79. Despite these figures, their overall impact on the war was limited, with few other significant results recorded by Italian bomber units. Horizontal bombing tactics proved ineffective; only dive bombers and torpedo bombers achieved measurable success.Template:Fix/category[clarification needed] The majority of major British naval losses were inflicted by U-boat attacks, including damage to HMS Warspite and the sinking of HMS Barham and HMS Ark Royal. The most notable achievements by Italian torpedo bombers involved damaging HMS Nelson and several cruisers. Following the Raid on Alexandria carried out by Italian Decima MAS frogmen, the British Mediterranean fleet was left without key capital ships, thereby enhancing Axis control over regional sea lanes.[27]

1942
File:Aereo in volo.jpg
A S.M.79 belonging to the 193ª Squadriglia Bombardamento Terrestre (193rd Land Bombing Squadron), 87º Gruppo (87th Group), 30º Stormo (87th Wing)

Throughout 1942, the Axis powers experienced a gradual downturn in their military successes. More than 100 SM.79 aircraft were operational across various Italian torpedo squadrons. Beyond its principal function as a bomber and torpedo bomber, the Sparviero was also deployed for reconnaissance, transport, and close air support roles. In the first half of 1942, joint Italian-German attempts to strike Allied shipping achieved limited success, with only the merchant vessel Thermopilae being sunk by pilot Carlo Faggioni.

The Allies prioritized delivering crucial supplies and fuel to Malta through large-scale convoy missions. Nearly the entirety of Axis aerial resources was concentrated against the initial significant Allied convoy of 1942, known as Operation Harpoon. On 14 June, an SM.79 from the 132º Gruppo torpedoed Liverpool for a second time, sidelining the ship for roughly thirteen months. Despite variations in torpedo impact locations—amidships on Liverpool, aft on Kent, and forward on Glasgow—the cruisers remained highly susceptible to torpedo damage; however, Italian air assaults never succeeded in delivering more than a single torpedo hit simultaneously. On the same day, SM.79s from the 132nd also sank the merchant ship Tanimbar. The following day, pilot M. Aichner of the same group sank HMS Bedouin, a Tribal-class destroyer previously damaged by two Italian cruisers. For years, this sinking was disputed by the Italian Navy, which asserted that Bedouin had been destroyed by naval gunfire.

In August, intense strikes targeted the Operation Pedestal convoy—comprising 14 merchant vessels and 44 major warships—marking the second Allied attempt to resupply Malta despite threats from Axis bombers, minefields, and U-boats. Nine merchant ships and four warships were lost, with additional vessels sustaining damage; however, only the destroyer HMS Foresight and merchant ship MV Deucalion were sunk by Italian torpedo bombers. The tanker SS Ohio, vital to the convoy's mission, was heavily damaged but successfully towed into Grand Harbour on 15 August 1942, delivering essential fuel that enabled Malta to remain a key Allied stronghold—representing a significant strategic victory for the Allies.

By winter 1942, contrasting with Operation Torch, 9 December proved successful when four SM.79s sank a Flower-class corvette along with a merchant vessel at the cost of one aircraft lost. Carlo Emanuele Buscaglia—a leading figure in Italy’s torpedo air force credited with sinking over 90,718 tonnes (100,000 tons) of enemy shipping—was shot down the next day after remarking, "We will probably all be dead before Christmas." Although facing extreme dangers in attempting to penetrate effective Allied ship defenses reduced survival prospects significantly, he was rescued from the sea severely wounded. On 18 November during Operation Stone Age, the light cruiser HMS Arethusa was torpedoed and sustained serious damage.

Despite heightened operations throughout 1942, results fell short compared to those achieved in the previous year; bomber efforts faced substantial criticism and were widely considered inadequate. Discussions arose regarding possible faults in torpedo production or even sabotage: while initial batches of thirty torpedoes used in 1940 demonstrated high reliability, many later models—particularly those manufactured at Naples—were defective. During Operation Harpoon alone, over one hundred torpedoes were launched but only three successfully struck their targets.

1943
File:Two Savoia-Marchetti S.M.79 over Sciacca.jpg
Two S.M.79s flying over Sciacca, Sicily

Before 1943, the likelihood of survival for the Aerosiluranti steadily declined, with an SM.79 typically being lost after only three sorties.[28] The year began with missions targeting Allied naval forces near North Africa, but these efforts yielded limited success. In July, the Allied forces landed in Sicily supported by a massive fleet. By this time, the Sparvieri had become outdated and were withdrawn from bomber units; their planned replacements, the SM.84 and Z.1007, proved unsuccessful and were produced in insufficient quantities. Consequently, the latest SM.79 variant remained in service for torpedo strike roles due to its superior speed compared to earlier models.

Prior to the invasion, a considerable number of torpedo bombers were organized into seven Gruppi: the 41st, 89th, 104th, 108th, 130th, 131st, and 132nd, collectively fielding dozens of aircraft. Despite this nominal strength, the force was relatively weak. Except for the 104th Group stationed near the Aegean Sea, the remaining six groups operated only 61 aircraft in total, with merely 22 deemed operational. Nearly all available planes were assigned to the Raggruppamento Aerosiluranti, yet by 9 July 1943 only about one-third of its 44 aircraft were flight-capable. Production rates for new SM.79s lagged behind demand; by late July just 37 SM.79s and 39 SM.84s had been delivered. Although fitted with an enhanced engine reaching a top speed of 475 km/h (295 mph), these aircraft struggled against the invasion's challenges. Their large size made them vulnerable to enemy detection, while their extensive crew requirements led to significant personnel casualties. In the initial five days of combat, SM.79s flew 57 nocturnal sorties without success and lost seven planes. On 16 July 1943, a coordinated strike alongside German units resulted in three more losses but succeeded in damaging HMS Indomitable, which was sidelined for several months.[29]

Lacking radar equipment, SM.79 crews had to rely on visual targeting often assisted by moonlight; meanwhile, Allied ships employed radar and fighter escorts.[27] Despite their weakened condition, the Regia Aeronautica launched a strategic raid against Gibraltar on 19 July using ten SM.79GAs; however, only two reached their objective and no damage was inflicted. The final offensive involving this aircraft type occurred in September 1943 and resulted in damage to LST 417 on 7 September.[30]

When the Armistice with Italy was declared on 8 September, the Regia Aeronautica still possessed a total of 61 SM.79s, with 36 operational.[31] After the Armistice, the SM.79s stationed in southern Italy (34 in number) were utilized by the Italian Co-Belligerent Air Force mainly for transport missions supporting Allied operations; those remaining in northern Italy (estimated at approximately 36 aircraft) continued combat roles alongside German forces as part of the Aeronautica Nazionale Repubblicana or were absorbed into the Luftwaffe.[32] A limited number of SM.79s remained active postwar within the Aeronautica Militare, serving as passenger transports into the early 1950s.

RSI service: 1943–1945

Following the Armistice, the Repubblica Sociale Italiana (RSI) opted to keep utilizing the SM.79 aircraft as torpedo bombers. However, only an additional 15 Sparvieri were manufactured after the armistice, with five more undergoing refurbishment at the Reggiane factories. Including those inherited from the Regia Aeronautica, along with new deliveries and units held in workshops and depots, the Aeronautica Nazionale Repubblicana (ANR) operated a total of 73 SM.79s, predominantly of the SM.79-III variant. This model was equipped with reinforced armaments and lacked the ventral "bathtub" turret. The main base was located at Venegono, with secondary stations at Merna di Gorizia and Perugia in Umbria.

Initial operations aimed to counter the Anzio landings, where British and American troops had established a beachhead on 22 January 1944. On 10 March, six ANR SM.79s launched an attack against Allied merchant vessels near the Anzio-Nettuno area; during this engagement, one Sparviero was lost. A similar strike involving five SM.79s took place on the night of 13–14 March.

The Gruppo Buscaglia endured significant casualties on 4 April when 13 unescorted SM.79s were intercepted by P-47 fighters during a ferry flight from Lonate Pozzolo to Perugia; five aircraft were downed and 27 crew members perished. Alternative accounts place this encounter on 6 April, reporting that four out of seven SM.79s were destroyed while three others crash-landed. During one of these Anzio missions, Comandante Carlo Faggioni was killed. On 10 April 1944, four SM.79s undertook an attack on the Anzio bridgehead; Capitano Faggioni’s plane was struck by anti-aircraft fire and crashed into the sea, with only one Sparviero returning safely to base. Subsequently, command of the torpedo bomber unit passed to Capitano Marino Marini, who promptly began organizing a mission targeting Gibraltar.

For this operation, twelve SM.79 bis aircraft were employed, featuring upgraded engines, armored shields for side machine guns, an added 1,000 L (264 US gal) fuel tank in the bomb bay, and removal of the bombardier's gondola. Despite these enhancements, their range remained insufficient for the mission’s demands; consequently, all but one weapon were removed, one crew member was left behind to reduce weight, and fuel capacity was increased to 5,000 L (1,320 US gal). The plan required taking off from Istres in Southern France and flying approximately 2,700 km (1,700 mi) to reach Gibraltar. Of the twelve aircraft that departed Istres on 5 June 1944 (some sources cite ten aircraft departing on 4 June), ten reached their target successfully. The defenders were caught off guard; all torpedoes were launched effectively, although three SM.79s exhausted their fuel and had to land in Spain. Initial Italian reports claimed sinking four ships totaling 27,216 tonnes (30,000 tons). German observers based in Algeciras, Spain noted that four vessels amounting to 30,000 tons sustained severe damage and two others were hit. British records dispute any losses due to effective defensive measures; nonetheless, this represented the largest enemy air incursion over Gibraltar during four years of conflict and highlighted the exceptional skill of Republican torpedo bomber crews.

The following statistics illustrate the diminishing efficiency of the SM.79 as a torpedo bomber:

  • In 1940, two squadrons executed 39 sorties and conducted 17 attacks; these actions accounted for damaging ships totaling approximately 27,578 tonnes (30,400 tons).
  • In 1941, fourteen squadrons flew 225 sorties with 87 attacks resulting in sinking nine ships (42,373 tonnes/47,700 tons) and damaging another twelve vessels (75,841 tonnes/83,600 tons).
  • Throughout 1942, twenty-four squadrons with a combined strength of 307 aircraft carried out 60 attacks that sank ten ships (27,624 tonnes/30,450 tons) and inflicted damage on three others totaling 29,157 tonnes (32,140 tons).
  • In 1943 alone, eighteen squadrons performed 221 combat sorties leading to three ships sunk (12,519 tonnes/13,800 tons) and four more damaged (32,024 tonnes/35,300 tons).

In July 1944 several SM.79s were redeployed to Eleusis/Athens for missions in the Eastern Mediterranean theatre; their crews achieved some successes before returning to Lonate Pozzolo on 12 August. By October this unit was designated as Gruppo O.M. Carlo Faggioni. Later that year in October, RSI torpedo bombers stationed at Ghedi resumed operations with a strength of ten aircraft. On Christmas Day 1944 they attacked a convoy off Ancona in the Adriatic Sea, where Capitano Bertuzzi successfully torpedoed a freighter weighing approximately 7,000 tons. The next day Republic P-47 Thunderbolt fighters destroyed fourteen "Sparvieri" at Lonate Pozzolo airfield; only two operational SM.79s remained and they conducted the last mission of this group by sinking a vessel of around 5,000 tons off the Dalmatian coast in the Adriatic Sea.

Successes against Allied naval vessels

During the war, SM.79 aircraft were credited with sinking several Allied naval units. These included the destroyer HMS Fearless on 23 July 1941, the destroyer HMS Bedouin on 15 June 1942, the destroyer HMAS Nestor on 16 June 1942, the destroyer HMS Foresight on 13 August 1942, the sloop HMS Ibis on 10 November 1942, the corvette HMS Marigold on 9 December 1942, and the auxiliary anti-aircraft vessel HMS Pozarica on 29 January 1943.

In addition to these sinkings, numerous other Allied warships were torpedoed and sustained significant damage due to SM.79 assaults. Among these were the heavy cruiser HMS Kent on 18 September 1940; the light cruiser HMS Liverpool, attacked twice on 8 October 1940 and again on 14 June 1942; the light cruiser HMS Glasgow on 7 December 1940; the light cruiser HMS Manchester on 23 July 1941; the light cruiser HMS Phoebe on 27 August 1941; the battleship HMS Nelson on 23 September 1941; the light cruiser HMS Arethusa on 18 November 1942; and the aircraft carrier HMS Indomitable on 16 July 1943.

Radio-guided flying bomb

In 1942, General Ferdinando Raffaelli is said to have conceived the concept of converting an SM.79 into a flying bomb equipped with explosives and a radio control system. On 12 August of that year, during Operation Pedestal near the Algerian coast, a drone SM.79 accompanied by a Z.1007bis guide aircraft and five FIAT G.50 fighters was dispatched to engage Allied ships. After setting a course toward the target fleet, the SM.79 pilot parachuted out, leaving control to the Z.1007bis crew who were to steer the explosive-laden bomber remotely. Unfortunately, due to radio control failure, the unmanned SM.79 continued flying until fuel depletion caused it to crash into Mount Khenchela in Algeria. Subsequently, Raffaelli developed a simpler single-engine guided bomb known as the Ambrosini A.R.4, which underwent testing in June 1943 but never entered production due to Italy’s armistice. Another concept proposed involved pairing a parasite Macchi C.202 fighter with an SM.79 or A.R.4 in a configuration akin to Germany’s Mistel system, where the fighter would remotely guide the bomber toward its objective.

Prominent personnel

The crews operating Sparvieri gained greater fame than many fighter aces within the Regia Aeronautica owing to their pioneering achievements, notable operations in Spain—especially those by the "Green Mice" (I sorci verdi)—and their torpedo missions during wartime that were heavily promoted through fascist propaganda. Distinguished figures among those who served aboard Sparvieri include:

  • Giulio Cesare Graziani, a relative of Marshal Rodolfo Graziani, who was severely wounded during an engagement with RAF Hurricanes prior to joining the 132nd Torpedo Squadron and made a forced desert landing in Ethiopia; he later attained the rank of Lieutenant General in postwar Italian Air Force service.
  • Carlo Faggioni, recognized as one of the more adept pilots who was shot down during the Anzio landings in 1944; only his hat was recovered from the sea following his disappearance.
  • Martino Aichner ("Dolphin"), whose career began with an unfortunate low-altitude training incident that damaged both wing engines’ propellers; relying solely on his central engine's power, he managed a water landing. He participated in sinking the already damaged destroyer HMS Bedouin on 15 June 1942 but was forced to ditch after his bomber was shot down; he performed another sea landing in 1943 following further combat damage.
  • Emilio Pucci, who transitioned into design work after the war ended.
  • Early torpedo bomber pilots such as Guido Cimicchi, Dequal, Robone, and Faggioni contributed significantly to initial operations.
  • Carlo Emanuele Buscaglia, arguably the most renowned and highest-scoring SM.79 pilot, involved in torpedo attacks against HMS Kent and HMS Glasgow before being shot down in December 1942; after Italy’s armistice, he joined the Italian Co-Belligerent Air Force but died from injuries sustained in a crash while piloting a Martin Baltimore during takeoff.
  • Italo Balbo, an eminent Italian aviator, air marshal, and military leader during World War II who was downed over Tobruk by friendly fire—an event some close associates believed was orchestrated by Mussolini as an assassination—though historians generally regard it as accidental.

Yugoslavia

File:Savoia Marchetti SM.79 - Royal Yugoslavian Air Force.jpg
An SM.79 operated by the Royal Yugoslav Air Force

Positive assessments regarding the aircraft's dependability and capabilities during the Spanish Civil War prompted the Kingdom of Yugoslavia in 1938 to acquire 45 units, closely resembling the SM.79-I model and designated as the SM.79K. These planes arrived in Yugoslavia in 1939; however, most were destroyed either by their own crews or by Axis forces during the 1941 Axis invasion. Despite this, they achieved some operational success during missions against German and Italian troops in the Kačanik Gorge. A number of these aircraft fled to Greece, transporting King Peter Karadjordjevic along with his retinue. A small quantity survived, including one that was utilized by the pro-Axis NDH forces, and four that were incorporated into the RAF with designations AX702 to AX705.

Romania

In 1937, the Romanian authorities opted to order 24 twin-engine SM.79B bombers equipped with 746 kW (1,000 hp) Gnome-Rhône Mistral Major 14K radial engines. These aircraft were found to be underpowered, leading Romania to place a follow-up order in February 1940 for eight additional planes fitted with twin Junkers Jumo 211 inline engines rated at 1,200 PS (883 kW) each. These models were named JIS 79 (with J representing Jumo, I for Italy, and S for Savoia) and were delivered between 1941 and 1942. Additionally, 72 SM.79s were manufactured under license by Industria Aeronautică Română (IAR), receiving the designation JRS 79B (J for Jumo, R for Romania, S for Savoia). Another licensed variant was the JRS 79B1, which featured a single 20 mm Ikaria cannon and an expanded cockpit accommodating a fifth crew member. Due to its deployment in low-altitude attack roles, this version frequently endured significant losses.

Other Operators

File:Savoia Marchetti SM.79 Bs Iraq Air force.png
Savoia Marchetti SM.79 Bs operated by the Iraqi Air Force

Several twin-engine variants were sold internationally, including three units delivered to Brazil powered by 694 kW (931 hp) Alfa Romeo 128 RC.18 engines, as well as four aircraft supplied to Iraq equipped with 768 kW (1,030 hp) Fiat A.80 RC.14 powerplants.

Variants

SM.79
The prototype S.79P was a civil model powered by radial Piaggio Stella P.IX engines producing 610 cv. It was unveiled on 28 September 1934 and completed its maiden flight on 8 October 1934. In spring 1935, it was reconfigured with Alfa Romeo 125 RC.35 engines (590–750 cv) and subsequently used as a fast airliner for Regia Aeronautica as well as conducting reconnaissance missions over Ethiopia.
SM.79-I (also referred to as S.79K or S.79 Militare)

The initial production bomber variant accommodating four or five crew members, powered by three 582 kW (780 hp) nine-cylinder Alfa Romeo 126 RC.34 engines. It featured a wingspan of 21.20 m (69.6 ft), length of 15.80 m (51.8 ft), maximum speed of 430 km/h (270 mph) at an altitude of 4,000 m (13,000 ft), bomb load capacity up to 1,250 kg (2,760 lb), maximum takeoff weight of 10,480 kg (23,100 lb), and a range of 1,899 km (1,180 mi). The prototype MM.260 (converted from the civil S-79P) first flew on 20 May 1936 with AR.125 engines; production commenced with the first S.79-I MM.20663 on 7 July 1936 and deliveries began on 29 July that year. Subsequent production models incorporated AR.126 RC.34 engines (780 cv), with the first flying on 27 September 1936.

SM.79-II
This torpedo bomber variant was equipped with enhanced Alfa Romeo 126 engines, had its bomb bay removed, and often included additional crew armor protection; one example was fitted with three Piaggio P.XI engines.
File:Savoia-Marchetti S.M.79bis.jpg
Savoia-Marchetti S.M.79-I
SM.79-III
An upgraded torpedo bomber featuring extended range introduced in late 1942 but not widely available until mid-1943; also known as SM.79bis, SM.79GA, or SM.579. It employed AR.128 engines rated at approximately 746 kW (1,000 hp) each, boosting performance with a top speed increased to 475 km/h (295 mph) and climb capability reaching 5,000 m (16,000 ft) within sixteen minutes and seven seconds. The ventral nacelle was removed, replaced by a 1,000 L (260 US gal) fuel tank installed in the bomb bay; the forward machine gun was retained with flash protection likely intended for anti-ship defense.
File:Savoia-Marchetti SM.79B.jpg
Savoia-Marchetti S.M.79B
SM.79B
A twin-engine export model powered by less dependable Fiat A.80 engines featuring a glazed nose designed to enhance bombing accuracy; it was more economical but slower (420 kilometres per hour (260 mph)) and took approximately twenty-one minutes and forty-five seconds to reach [convert: invalid number] altitude compared to standard SM.79s, weighed between [convert: invalid number] and [convert: invalid number], about [convert: invalid number] lighter than the base SM.79 model, had an extended length of {{convert{16.22}{m}}}, yet retained identical armament; five units were sold to Iraq but this variant did not achieve significant success in Italy.
SM.79C
A VIP transport conversion powered by Piaggio P.XI RC.40 engines, with removal of dorsal and ventral machine guns.
SM.79JR
A twin-engine Romanian version driven by {{convert{895}{kW}{hp}}} Junkers Jumo 211Da engines; eight Italian-built aircraft designated JIS.79B in Romania were followed by thirty-six license-produced JRS 79B models powered by Jumo 211Da engines and thirty-six JRS 79B1 equipped with more powerful Jumo 211F engines rated at {{convert{1029}{kW}{hp}}}. Production extended until 1946.
SM.79K
The variant produced specifically for Yugoslavia.
SM.79T
A long-range VIP transport configuration.
SM.79 Flying Bomb
An SM.79 modified into a radio-controlled flying bomb guided remotely via a CANT Z.1007 "Alcione" aircraft (only one unit built).

Operators

File:SM-79 RYAF.jpg
SM.79 operated by the Yugoslav Royal Air Force
File:Lebanese sm79 haifa1.jpg
Lebanese SM.79 aircraft
During wartime
Template:Country data Brazil
  • Brazilian Air Force initially acquired two SM.79 planes and subsequently purchased an additional one of the same model.
File:Flag of Greece (1822-1978).svg Greece
Template:Country data Independent State of Croatia
Template:Country data Nazi Germany
  • Captured SM.79s were employed by the Luftwaffe.
Template:Country data Iraq
Template:Country data Kingdom of Italy
Template:Country data Italian Social Republic
Template:Country data Kingdom of Romania
Template:Country data Spanish State
Template:Country data Kingdom of Yugoslavia
Template:UK
After the war
Template:ITA
Template:LBN
  • In 1946, the Lebanese Air Force placed an order for four SM.79L bombers, which were delivered in 1949 and repurposed as military transports. These aircraft featured in the 1954 film They Who Dare.

Accidents and combat losses

File:Atterraggio fallito.jpg
An SM.79 after a crash landing, circa 1940
File:SM.79 dismesso a Bengasi 1943.jpg
A severely damaged SM.79 around 1943

Though generally regarded as a robust and well-designed aircraft, the SM.79 encountered numerous setbacks during its operational history.

In Spain, the SM.79 MM.28-16, carrying a full crew of 17Template:Fix/category[clarification needed], was destroyed mid-flight on April 12, 1938, due to a bomb detonating inside its bomb bay. Another aircraft, MM.28-25, also with a crew of 17, was lost on March 23 after colliding with a damaged SM.79 hit by anti-aircraft fire. Additionally, MM.28-16 sustained damage from an anti-aircraft shell and landed with casualties aboard on January 4, 1939.[38] On June 30, 1939, two fully fueled aircraft designated 13-6 and 13-7 collided mid-air and crashed, resulting in the deaths of all nine crew members.

On April 27, 1939, an SM.79 transporting seasoned aviators Major Alessandro Miglia and Colonel Jacopo Calò Carducci vanished en route from Tripoli to El-Maden in Italian Libya. It is believed to have been lost amid a severe Ghibli sandstorm in the desert; no wreckage was ever recovered.[39]

At World War II's outset on June 13, 1940, six Sparvieri from the 9° Stormo bombed Ghisonaccia airfield in Corsica; one was shot down by anti-aircraft fire and became the first Sparviero lost in that conflict.[40]

The same wing suffered significant losses in Africa while initially tasked with harassing light enemy forces in desert engagements before being deployed against British armored columns during Operation Compass. On December 16, 1940, six Sparvieros were dispatched over As Sallum to attack enemy armor but three lead aircraft were shot down before reaching their target, resulting in sixteen fatalities including Commander Mario Aramu. The wing was subsequently withdrawn from action and personnel transported back to Italy aboard RM Città di Messina, which was sunk by submarine HMS Regent on January 14, 1941, causing the loss of 432 men including fifty-three from the wing. The unit was later reconstituted with Z.1007 aircraft.

Notable combat losses include:

  • July 9–11, 1940: During the Battle of Calabria, an SM.79 from the 38th Gruppo was downed by a Blackburn Skua from HMS Ark Royal, while on July 11 another SM.79 (90th Gruppo) was shot down by a Gloster Sea Gladiator from HMS Eagle.
  • August 1, 1940: An SM.79 carrying General Stefano Cagna was shot down by a Skua from Ark Royal.
  • September 2, during Operation Hats, Fairey Fulmar fighters based on HMS Illustrious intercepted and downed a SM.79 from the 41° Stormo.
  • September 4: Another SM.79 (34th Gruppo) was destroyed by Fulmars.
  • October 12–14, Operation MW2: Two SM.79s (36° Stormo) were shot down by Illustrious Fulmars.
  • January 10, 1941: At the Battle of Taranto, a single Fulmar from Illustrious shot down two SM.79s belonging to the 30° Stormo.
  • April 20–22, 1941: One torpedo bomber (278ª Squadriglia) was downed on April 21 and another (34° Gruppo) on April 22 by Fulmars from HMS Formidable.
  • May 8, during Operation Tiger, two SM.79s (38°Gruppo) were lost to Fulmars operating from Ark Royal.
  • July 21–25, during Operation Substance, multiple losses occurred: one SM.79 (38th) and two torpedo bombers (283rd) on July 23 and another (89th Gruppo) on July 25—all downed by Ark Royal’s Fulmars.
  • June12–17,1942,Operation Harpoon saw four torpedo-bomber SM.79s from the36°Stormo shot down by Fulmars and Sea HurricanesonJune14,and another(52°Gruppo)lostthefollowingday.
  • August10–15,1942,duringOperation Pedestal,twoSM.79s(109°and132°Gruppo)wereshotdownonAugust12.

Across these two years,the total numberof reconnaissance,bomber,and torpedo-bomber losses inflicted by naval fighters reached24aircraft—approximately2%of total production.[41]

A significant operational hazard for SM.79 crews stemmed from discrepancies between projected and actual flight ranges,resulting in several accidents.Two incidents underscore these range limitations.

One occurred during a ferry mission involving the27th Gruppo transferring from Alghero to North Africa.OnApril4,1941,sixteen Sparvieros took off at11:50,but one plane from the18ª Squadriglia crashed upon takeoff.The remaining eight aircraft from52ª Squadriglia departed forty minutes later while seven others circled overhead.All fifteen flew together until reaching Misurata,but those from18ª had been airborne longer and faced fuel shortages.Subsequently,several18ª aircraft crashed sequentially,two destroyed completely,five lost overall,and three damaged.At least one crew member died,and multiple others were injured.The flight duration for52ª was approximately4hours45minutes,but18ª flew5hours15minutes without payload at an average speed near210 km/h.[42]

MM. 23881

An additional notable event involved the aircraft designated MM.23881 from the 278th Squadron, which departed Berka on 21 April 1941 under the command of Captain Oscar Cimolini. The mission aimed to locate enemy vessels near Crete. Following an engagement around 20:00 hours, the plane set course back to its base. However, due to adverse weather and a malfunctioning radio, the crew became lost and unable to establish contact, ultimately missing their intended airfield. After depleting their fuel reserves, the aircraft was forced to land approximately 500 km (310 mi) from its home base. Among the six crew members, some sustained injuries, yet at least one managed to venture out in search of assistance. This individual trekked over 90 km (56 mi) through the desert but succumbed just eight kilometres short of the Jalo–Giarabub road. His remains were serendipitously discovered in 1960. Subsequent recovery efforts on 5 October 1960 located the mostly preserved SM.79 wreckage.[43] Inside the cockpit, one skeleton—likely that of the pilot—was found;[44] two additional bodies were recovered outside the aircraft. The other two crew members were never located; however, a clock found on Romanini’s remains suggested that he was accompanied by at least one other crewman during the desert march who had perished earlier.[45]

Surviving aircraft

File:Trento-museo Gianni Caproni-hangar2.jpg
SM.79 displayed at Museo dell'Aeronautica Gianni Caproni

Currently, two complete SM.79 aircraft exist, both gifted by Lebanon to the Italian Air Force:

Italy

Besides these intact examples, remnants of an SM.79 destroyed by the LRDG R patrol remain at the western landing site near Jebel Uweinat.[49]

Additionally, wreckage of an SM.79 has been discovered off the coast near Kaş, Antalya.[50]

Specifications (SM.79-III)

File:Savoia-Marchetti SM.79.svg

Template:Aircraft specs

External links

Template:Savoia-Marchetti aircraft Template:Spanish bombers

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  1. ↑ 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 Apostolo 1967, p. 3.
  2. ↑ Apostolo 1967, pp. 3, 10.
  3. ↑ 3.0 3.1 Sgarlato 2002, p. 4.
  4. ↑ Sgarlato 2002, p. 5.
  5. ↑ Apostolo 1967, pp. 3–4.
  6. ↑ Apostolo 1967, pp. 4–5.
  7. ↑ Apostolo 1967, pp. 5–7.
  8. ↑ Apostolo 1967, p. 10.
  9. ↑ Matricardi, Paolo. Aerei Militari: Bombardieri e Transporti. Milano: Mondadori Electa Editori, 2006.
  10. ↑ Gunston 1980, p. 22.
  11. ↑ 11.0 11.1 11.2 11.3 Sgarlato 2002, p. 45.
  12. ↑ 12.0 12.1 12.2 12.3 12.4 Apostolo 1967, p. 4.
  13. ↑ Sgarlato 2002, p. 22.
  14. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  15. ↑ Hervieux 1997, p. 5.
  16. ↑ Apostolo 1967, pp. 7, 10.
  17. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Sgarlato21
  18. ↑ Cull and Galea 2008, pp. 45–46.
  19. ↑ Rogers 2000, p. 57.
  20. ↑ 20.0 20.1 Apostolo 1967, p. 12.
  21. ↑ Sutherland 2009, p. 32.
  22. ↑ Sutherland 2009, p. 33.
  23. ↑ Shaw 1945, p. 49.
  24. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  25. ↑ Apostolo 1967, pp. 12–13.
  26. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Il reparto
  27. ↑ 27.0 27.1 Cite error: Invalid <ref> tag; no text was provided for refs named Le operazioni
  28. ↑ Neulen 2000, p. 52.
  29. ↑ Herveux 1997, p. 14.
  30. ↑ Hervieux 1997, p. 15.
  31. ↑ Neulenn 2000, p. 80.
  32. ↑ Apostolo 1967, p. 14.
  33. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  34. ↑ Lyman 2006, p. 26.
  35. ↑ Thomas, Hugh. The Spanish Civil War. Penguin Books. 2006. London. p.938
  36. ↑ March 1998, p.252
  37. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  38. ↑ Emiliani 2000, p. 16.
  39. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  40. ↑ Tonicchi 1997, p. 42.
  41. ↑ Marcon,I caccia F.A.,pp.23–26.
  42. ↑ Massimello2009,pp.22–24.
  43. ↑ Vigna 1994, p. 21.
  44. ↑ Photos of the wreck
  45. ↑ Storia militare. (in Italian)
  46. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  47. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  48. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  49. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  50. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
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