PROFILE aie see Ws CO942The Mac by Gianni: Macchi C.202 Folgore of 1° Stormo, 6° Gruppo, 79° Squadriglia One of the major obstacles facing Italian aircraft designers in the years immediately before W.W.II, was the lack of a suitable liquid-cooled, in-line engine of sufficient power to satisfy the growing aerodynamic needs of fighter aircraft. A strange situation when one considers the brilliant successes gained by the Italian Schneider Trophy racers powered with FIAT and Isotta-Fraschini in-line engines. Abroad, the lessons of combining an in-line engine with a streamlined airframe were absorbed by aircraft designers, in particular Willy Messerschmitt and Reginald’ Mitchell. In England Mitchell refined the design theme initiated with the Supermarine Schneider Trophy machines, and perfected it until it culminated with the superlative Spitfire. Messerschmitt produced the angular, but functional, Bf 109 powered by the Daimler-Benz engin: But the Italian aircraft industry ignored the in-line ‘engine’s potential and the more bulky radial gained pre-eminence. It was not until the opening months of 1940 that the Macchi Company imported a specimen of the Daimler-Benz DB 601 in-line engine from Germany, and around it the Macchi design team built the M.C.202 fighter. The new fighter was a private venture by Macchi, and their Chief Designer, Mario Castoldi, took full advantage of previous ‘experience of the in-line engine installation gained by the company with their series of racers—the M.39, M52, M.67 and the M.C.72. The last named ‘gained’ the World Air Speed Record in 1934 when clocking 441 m.p.h. Based on the well-tried and proved M.C.200 air- frame of 1938 vintage, the new fighter proved to be a thoroughbred, the prototype making its first flight on 10th August 1940, with Macchi’s brilliant test pilot Com. Carestiato at the controls. The first fights confirmed the calculated perfor- mance figures, and the new machine retained the control harmonisation and finger-tip manceuvrability Of its predecessor. The 202 also enjoyed an exceptional climb rate, behaved well at altitude and was more than 60 m.p.h, faster than the 200, Thanks to a certain degree of inter-changeability of structural parts and tooling with the 200 (already well established in pro- duction) the 202 could be built in quantity in a short time. The private venture of Macchi aroused the interest, of the Italian Ministero del” Aeronautica, and not only chi G.202 i Cattaneo a, Libya, January 1942. (Photo: G. Cattaneo) was the M.C.202 ordered into series production, but an important programme of licence production’ was organised with assembly lines at the Breda Company's plant near Milan in addition to the mother company’s Varese factory and a wide network of sub-contractual work Supplies of the German Daimler-Benz engine in quantity were promised, at least on paper, direct from Germany to meet initial needs, and arrangements made for the licence production in Italy by the Alfa Romeo Company under the designation of R.A.100 R.C.41, Eight months after the contract was signed for the 202 the first production aircraft began to appear. In the intervening period the prototype was undergoing intensive testing at the Guidonia Experi- mental Centre to evaluate the potentialities of the new design With the M.C,202 the Italian fighter units had at last got an aircraft of international standard, with capabilities similar, and often superior to, the most modern types employed by the opposing forces engaged by the Regia Aeronautica. Also, the M.C.202 was without doubt the most effective fighter used in quantity by the Italian Air Force in W.W.II, and it maintained its service record up to the Armistice in September 1943, despite the introduction of more advanced Allied fighters late in 1942 which possessed superior speed and armament, In an effort to get on par with the new Allied machines a progressive de- velopment of the Folgore was the C.20SV Veltro, virtually a 202 with a more powerful Daimler-Benz engine. Only a few were built and they arrived too late to alter the outcome of the war for Italy. THE FOLGORE DESCRIBED ‘The M.C.202 was an interceptor fighter of all-metal construction and was initially armed with two 12:7 mm. (0°5-in.) calibre machine guns located in the engine cowling and synchronised to fire through the airscrew arc. This chronic armament deficiency, characteristic of Italian fighters, was improved on the Series VI* Folgote with the introduction of two 7-7 mm. machine guns (0-3-in.) in the wings. ‘Aerodynamically the Folgore (Lightning), as the new fighter was soon named, was of clean and well balanced proportions. Of robust construction it featured flush-riveting on all surfaces and careful attention had been paid to detail streamlining in an "Series ofthe M.C.202 were identified with Roman numerals from Ito Xt. 3effort to reduce parasitic drag. The engine cowling had a well-balanced profile which ran in a smooth line from the propeller spinner to the cockpit canopy, the latter being faired into the rear fuselage. Fuselage structure was a semi-monocoque shell consisting of four light alloy beams with ovoidal bulkheads and stringers forming a particularly robust unit. The engine bearers of steel tubing in the first series were soon replaced by two cleanly-designed forged elements of light alloy in later aircraft. The central section of the wing was built integral with the fuselage and carried the outer wing fittings and the main fuel tank. The pilot's seat was adjustable in height and length and was fitted with integral armour. {The shape of the head-fairing permitted a limited Gegree of rear vision, but provided excellent protection in the event of the Folgore nosing over on the ground. Immediately behind the cockpit was located the radio, the various systems and the auxiliary fuel tank. ‘The wing was a bi-longeron structure attached to the fuselage centre section by steel forgings; the leading edge was replaceable as a complete’ unit Macchi C.202 of 75° Squadriglia, Libya, March 1982. Hop: Machi ©.202prosonpe( MIs) before application of camouflage scheme Photo ‘below shows same aircraft it camowlage scheme and. national ine Signa, (Photos: G. Cattaneo and Ace Macchi) from the landing gear station to the wing tip. Flaps, of metallic structure, were of the split type and the metal-framed fabric- covered ailerons were statically and dynamically balanced. Fixed tail surfaces were all metal, whilst the movable surfaces were fabric covered. The stabiliser incidence was adjustable in flight, To compensate for propeller torque the port wing, while of the same profile and root chord as the starboard wing, was of slightly wider span and smaller tip chord, The landing gear was inwards folding with hydraulic action and equipped with oleo-pneumatic shock absorbers in the main wheel struts. The tailwheel, retractable only on the prototype, was fixed on production aircraft and partially enclosed by suitable fairings. Some aircraft lacked the rear fairing, Instrument array was adequate and the radio ‘equipment included a direction finder. The gun sight was of the reflector type. Engine starting was electric or, alternatively, manual with an inertia system. The fuel system included the main fuselage tank of 60 Imp. gals. capacity, two tanks in the wing roots of 9 Imp. gals. each and a supplementary rear fuselage tank of 18 Imp. gals. capacity. All tanks were self-sealing, ‘The oil radiator was placed under the nose and the cooling liquid radiator under the fuselage, the latter equipped with a variable position flap 'with hydraulic action. The M.C.202 was equipped with an ‘oxygen system, cabin ventilation and heating systems; armament and Pitot tube being heated electrically. ‘The aileron, elevator, flaps and rudder controls were actuated through push-pull rods and only the control of the adjustable stabiliser was via cables. The flaps control was connected to the hydraulic system of the landing gear. The two fuselage guns carried 360 rounds each andTop: Macchi C.202, Series 1 (MM- 7702). Below: Macchi C.202, Series IAS. (MM7805). (Photos: G. Cat taneo) the wing guns 500 rounds each. The armament installation was completed by a pneumatic re-arm- ing. system and round counter indicators in the cockpit From 1941 to 1943 about 1,500 M.C.202s were built, 392 by’ the parent company and the rest under licence by Breda, spread ‘over eleven very similar series. The Folgore was changed little during production and only minor differ- ences distinguished the sub-series. Among the most noticeable modi fications the following can be recorded: ‘Two different types of tailwheel structures and relating fairings. Two different models of gyro instruments with Venturi under or on the right side of the fi ‘The wing guns installation. Two types of radio set with different antenna mast. Installation of dust-filters for use in the desert. The last modification was soon introduced on the production line and the most conspicuous detail was the characteristic faired ram-air entry of the super- charger. As usual the aircraft modified for the desert ‘war received the suffix A.S. (Africa Settentrionale) in the designation, Only the last series were sometimes equipped with underwing strong points for jettisonable fuel tan! 22 Imp. gals. each and later 33 Imp. gals.) or for bombs (110 Ib., 220 Ib. and 330 Ib.). As stated before the structure was quite strong, as were all fighters designed by Castoldi, and it was able to take heavy punishment and perform violent aerobatic manceuyres. Moreover, the exceptionally clean airframe permitted high diving speed to be achieved quickly, and the M.C.202 encountered the effects of the then unknown compressibility factor. But the 202 was a pilot’s aeroplane and in the hands Folgores of 79° Squadriglia in company with Macchi C.200 Saettas. of an experienced airman was a dangerous adversary, even for a more heavily armed opponent, SERVICE BEGINS The first unit to receive the new fighter was the I Stormo C.T., its 6° Gruppo and 17° Gruppo transferring to Udine in the summer of 1941 for conversion training. By November of that yearthecomplete Stormo was in Libya, participating in the last stages of the British campaign that led to the raising of the blockade around Tobruk, and to the retreat of German and Italian troops in Cyrenaica in late December. It has sometimes been said that the late arrival of the 1° Storm's 202s in Cyrenaica was a contributing factor to the success of the British offensive. Loss of Axis air superiority enabled the R.A.F. to harass the Germanj/Italian ground forces, and there is little doubt that the 202 might have helped stem the tide had it been available in quantity and in time. But it would have been hazardous to commit a semi-trained unit, equipped with a new aeroplane, into a major battle. (Photo: G. Apostolo)Top: Macchi C.202, 52° Stormo, 2° Gruppo, 369° Squadriglia. (Photo: G. Apostolo). Bottom: C.202 of 131 Squadrigita, 51” Stormo, The North African terrain was not conducive to easy serviceability, and the Folgore may have proved more of a liability than an asset. Home-based Folgores, how- ever, performed magnificently, and ‘the inevitable period of iron: ing the bugs out of the new fighter ‘was accomplished in comfort due to the availability of facilities. Every new aireraft type always presents its users with some prob- lems during the early months of service and the 202 was no excep- tion. But faults were rare, and after a short period of “running- in” the new machine was able to takes its place as the premier front-line fighter. When the British offensive ground to a standstill in the first few days of January 1942, the Folgores of /° ‘Stormo were deployed at Tamet (17° Gruppo) and Ara Fileni (6° Gruppo), and the most successfull period for the Folgore was about to begin. Other units were busily re-equipping with the new fighter—in November 1941 the 9° Gruppo of the 4 Stormo C.T., in December the 10° Gruppo of the same ‘Stormo. Originally destined for Libya, the 4° Stormo ‘was transferred in April 1942 to Sicily to take part in the spring offensive against Malta. However, heavy demands on the Folgore for the North African Front resulted in the 4° Stormo being transferred from Sicily to Libya in May 1942. During the same period a detached section of the photo-reconnaissance M.C.202 was formed in Sicily and based at Castele- trano. The second offensive against Malta lasted from March until April 1942 and did not succeed in objective—to neutralise the island and to force the Royal Navy to use Gibraltar as the main Mediterran- ean base. The Luftwaffe was responsible for the major portion of the offensive, but the Italian units using the 202 performed well against the defending Hurricanes and Spitfires, the latter arriving on the island via the carriers Eagle in March and Wasp the following month. ‘The opening of the great offensive that led the Italian and German forces under General Rommel’s command to within sight of Alexandria began in January 1942. Benghazi was occupied on 29th ‘Macchi C.202s, Series II, awaiting delivery at the Macchi factory in early 1942. removing the immediate Allied threat Following a lull in February the offensive gained new momentum in March, and the Folgores of ‘Stormo were in the forefront of the advance. The 3°, 8° and 150° Gruppos had the advantage of the Hurricanes and Tomahawks of the Desert Air Force for their 202s could turn inside both fighters, and only the Spitfire had a marginal advantage in’ climbing speed over 15,000 ft. In May the /° Stormo was joined by the 4° Stormo from Sicily and both were deployed at Martuba. The third phase of the offensive started on 26th May, opening with the successful strafing of Gambut airfield by 59 Folgores. Results were very good. Accompanied by the Bf 109s of the Afrika Korps the Folgores were particularly active, escorting bombers against the fortress of Tobruk and on free interdiction missions along a rapidly fluctuating front line, The Axis advance finally petered out at El Alamein ‘on 30th June, one of the main reasons being problems of supply over long and exposed routes. The Axis advance had been rapid, and although’ the flying units were able to bring with them certain essential supplies, bulk deliveries had to come by road behind, the advance. For this purpose two columns of yehicles followed the Axis ground forces to keep up with the progressive occupation of airfields, carrying supplies for five days fighting. At the eve of the battle of El Alamein Folgores were with the 4° Stormo at Fuka, with 23° Gruppo (3° Stormo) at Abug Aggag and with the 150° Gruppo at Benghazi. The 1° Stormo had been transferred back to Italy in June. The 4 . Cattaneo) (Photo: viawate Folgores of 54° Stormo, 152 374 Squadrigha. Gruppo,“ Asso Dt Bastoni”, (Photo: G. Apostolo} Stormo, one of the most famous of Italian fighter units, distinguished itself particularly during the Axis advance and notched up its S00th victory from the time it began operations in 1940. THE RETREAT IN AFRICA ‘The events of El Alamein in October 1942 a progressive retreat of the Axis from Libya until final defeat are too well known to be retold here, but suffice it to say that the Folgore was always in the midst of the bitter fighting, trying unsuccessfully to stem the enormous flow of Allied armour, aircraft and men. The 202s suffered from lack of fuel, spares and re- placements and by January 1943 only a handful remained, serving with the 3° Stormo (this unit took over the surviving 202s of the 4° Stormo) and a squad- ron of the 13° Gruppo C.T. From January to December 1942 the Italian fighter units performed a total of 23,555 sorties, about 30% of which must be attributed to the M.C.202. Theaverage monthly efficiency of the Folgore on the Front varied from a minimum of 30 aircraft in January to a maxi- mum of 74 aircraft in September. The necessity of supplying the vital base of Malta and reinforcing the British Forces in Egypt resulted ina series of furious aero-naval battles in the summer of 1942 between the bombers of both the Italian and German Air Forces, the guns of the Allied convoys and the few Allied fighters based on Malta. M.C.202s and Re.2001s based in Sicily escorted the Ju 87s and the S.M.79s attacking the Allied ships. During one furious battle 202s of the 155° Gruppo encountered the Sea Hurricanes and Fulmars of the escort carriers ‘Macchi C.202s, 4° Stormo, 10° Gruppo, 90° Squadriglia, Libya, Summer 1942. and came away successful, and during other battles in August Folgores fought Spitfires and Beaufighters based on Malta. SERVICE IN RUSSIA In September 1942, to supplement the small Italian Air Force that operated in the Russian theatre from late summer 1941, a number of B.R.20s and M.C.20. were sent to the U.S.S.R. The heavy demands of the Mediterranean. war permitted the despatch of only twelve M.C.202s, which were attached to the 2/ Gruppo C.T. (256°, 382° and 386° Sq.), equipped mainly with M.C.200s transferred from Italy Spring 1942. The precious Folgores were equally distributed among the squadrons of the groups. These units participated in the offensive of the VII Armata towards the Don river and occupied succes- Sively the airfields at Voroscilovgrad, Millerovo and Kantemirovka. The Italian fighters encountered the Soviet Yaks and LaGGs and supported the troops with strafing actions, With the coming of winter "42-43 the Russian counter-offensive developed with tremen- dous effectiveness and the M.C.200s and 202s were used in relieving actions against the spreading Russian columns. The Italian pilots, not numerous and with equipment unfit for the difficult conditions of the place, received on many occasions the acknow- ledgements of the German High Command; the last strafing sortie was performed on 17th January 1943 by 25 aircraft in the Millerovo area, helping some surrounded German troops. From August 1941 to January 1943 the fighters of the 22° Gruppo C.T. (M.C.200) and later the 27° Gruppo C.T. (M.C.200 and 202) accomplished a total of 6,361 escort, offensive Sweep, ground support and strafing sorties. The Russian aircraft shot down were 88 and the Itali fighters lost in the battle and for various causes were 15. With the development of the first great amphibious operation in the European theatre, Operation Torch, into the occupation of French North Africa and the expulsion of the Axis forces from Tunisia, some deployments were effected in order to bring’ as far westwards as possible the bases from which the German and Italian fighters contested the Allied advance. The 153° Gruppo and the 17° Gruppo, with 24 and 33 Folgores respectively, were transferred from Sicily to Sardinian airstrips.’ Offensive sorties by Re.2001 fighter-bombers over the harbours of Bone and Bougie were escorted by M.C.202s, and part of the 155° Gruppo was transferred to El Alouina to help (Photo: G. Cattaneo)cover the landing of Italy. By February 1943 the Folgore-equi Gruppo at § and the /6° Gruppo on K34 and K4l; total strength was $5 M.C.202s, far below the theoretical strength of a force of this size. In this period occurred the first combats with Ameri- can pilots of the USAAF 12th Air Force, the Folgores encountering on many occasions the P-38 Lightnings of the Ist and 14th Fighter Groups, the P-39 Aira- cobras of the Sist and 350th Fighter Groups, and Spitfires of the 31st and 52nd Fighter Groups. The M.C.202 enjoyed a certain superiority against the P-38 especially in turning radius and climb rate, while the Airacobras were no match for the Folgores at all and were soon relegated to ground attack duties. In all cases, however, the interior armament of the M.C.202 was apparent. In March the 7° Gruppo C.T. artiyed in Tunisia, joining the 16° Gruppo in the new 54° Stormo. In May came the defeat of the Axis forces in Tunisia, which was itself only a prelude to the invasion of Sicily and the Italian mainland and the Armistice of eptember 1943. During these months the M.C.202 units, supplemented by the few available M.C.205s and Re.2005s, were heavily committed to interceptor duties against’ the mass formations of B-17s and B-24s ‘Tunisia comprised the 6 ‘Stormo at El Hamm Top of page: Production Folgores Series IX, under- ‘going final checks’ before {sue to squadrons. Note how. the “upper surface ‘Scheme comes 10 an ent tinder the leading edge of ining. (Photo: via G. Cat anes) instru Macchi Close- up of Folgore engine Cowling “reveals blister air intakes and gin troughs. (Photos! via G: Cattaneo) 8 Immediate right ‘ment panel -of C202." Far right as Palermo, Naples, Reggio Italian cities, as well as Si M.C.202s scored numerous victories in these actions despite the heavy fighter escort forces; and their record is all the more creditable considering the great disparity between the opposing forces and the inevitability of defeat THE LAST MONTHS In July 1943, prior to the invasion of Sicily, the M.C.202 equipped the following units: the first figure refers to assigned aircraft and the second to service- able machines 2 Stormo Lonate Pozzolo 15 II ¥ Stormo CI Corvete 1 4 21° Gruppo C.T. Firenze Min ot 22° Gruppo CT. Capodichino 16 9 51° Gruppo C.T Monserrato 2B 2 28 Gruppo CT. Venafiorita 19 10 # Stormo CT. Catania 38 12 161° Gruppo C.T. Reggio Calabria 1811 2 Gruppo CT. Chinisia 12 6 153° Gruppo C. Palermo a 158 Gruppo C.T. Rhodes 9 6Bigne lnstallaion of Trea TRGh sack ate a carr pices fc workronshp ot Meceht akon Broa Goan) Hence a total of only 100 serviceable Folgores were dispersed over the whole of Italy. Most of the units in the South were annihilated during Operation Husky of later destroyed on the ground by Allied air attack. However, the Italian and German fighter forces flew 690 and ‘500 sorties respectively during the first ten jays of July 1943 over the airfields of Sicily, and Allied losses were quite considerable. The Allies lost approxi- mately 375 aircraft and the Axis approximately 270; but it w. tional swan song of the M.C.202 ng the experimental chin radiator The Italian industry made a great effort to make good the losses caused by the last actions in Italy; but by the Armistice only 122 Folgores were dispersed around the country from the South to the Alps, and of these machines only 53 were serviceable. Some reached the Allied-held sectors and were incorporated into the Co-Belligerent Air Force; in particular these used by the X° Gruppo of the 4° Stormo and by the new 5° Stormo, soon re-equipped with Airacobras. Those aircraft which reached the Northern airfields MM91974 was tested with underwing mounted 20-mm. Mauser M.G. 151 cannons. The Macchi C.202 (MM7768) was fitted with a chin radiator, but increased drag lead 10 the rejection of the project. (Photo: Aer Macchi, via G. Cattaneo)were taken on the strength of the R.S.I. Air Force, but due to a certain availability of M.C.205s and Fiat G.55s they were only used for training purposes. Two examples of the Folgore survived the war and were used at Lecce training school up to 1947, kept in condition by enthusiastic ground crew who “scrounged spares from aircraft graveyards all over Southern Italy. Ground crew re-toadin se magazine of a Macchi C.202 ote personal insignia on cowling. (Photo: G. Cattaneo) eme displayed by a C.202, believed to be Stormo, Libya, Summer 1942.” (Photo! G. Cattanco) photographs of C.202s and a C.200 taken in the field in Summer 1932. (Photos: via G. Cattaneo) Above: Folgore, believed 3 (Photo: G- Cattaneo) Below Stormo, Libya, Summer 1942 insignia of 31° Stormo, (Photo: via Richard Ward) Flight Test Data at Maximum Weight of 6,306 Ibs. a) Maximum speed at height of Sea level 305 mapchi 3,280 fe. 319 mapih.: 6560 fe. 334 map 94840 fe, 349 mpeh.: 13,120 fe. 362 mph; 16,405 fe. 372 mph 19,685 fe. 362 mph b) Absolute max. speed: 372°2 m.p.h. at 19,360 fe ©) Minimum speed: 86.8 m.p.h. at sea level 4) Climbing time to: 3,280 fe. 34'sec.; 6,560 fe. | min. 19 sec 13,120. 3 min. 27 see; 16,405 fe. 4 min. 40sec 13's0e ©) Take off run: 827 f. f) Landing run: 771 fe 9,840 fc. 2 min. 26 sec.; 19,685 Fe. 6 min 2. AER. MACCHI C202 ‘Typical Result of an Official Acceptance Test Series a/c MiM.9486. Maximum weight: weight: 5,196 Ibs. 3) Maximum speed and time to climb to: Sea level 308 m-p-h.; 3,280 fe. 320 m-p.h. $2 sec.; 6,560 ft. 332 mm.p.h. | min, 48 sec.: 9,840 fe. 343 mph. 2 min. 47 sec; 13,1204 354 m.p.h. 3 min. 49 sec.; 16,405 fe. 363 mp.h. 4 min, 57 see, 19,685 ft. 367 m.psh. 6 min, 26 sec. b)’ Service ceiling: 34,600 fe. ©) Range with $31 ibs. of fuel: 475 miles at 20,130ft. at 267 mp. 4d) Max. dive speed (starting from 20,130 fe): 475 mpche at 8,330 fe 3. AER. MACCHI C.202OFFICIAL SPECIFICATION (Cota from Technical Manual C.A. 670)1— Series 1V-VIN of "Mini- Stero dell’Aeronautice".) Powerplant: One Alf Romeo R.A. 1000 R.C.4I1, twelve cylinder, inverted vee, rated at 1075 H.P. at 2,500 r-p.m. for take-off and 1040 H.P. at’ 2.400 r-p.m.—Piaggio P.1001 constant speed pro- peller, three blades, diamever 987 fe Dimension: Wing span 34710 fe; Wing area 180-834 sq. fe Root chord 21-097 fe: Tip chord (iofe) 4087 fe: Tip chord (right) 4.268 fe; Length 29.035 fe; Height 11-450 fe Weight: Empty: 5.491 Ibs. Useful load: 968 ibs. of which, Pilot 176 Ibs.; Rounds 167 Ibs.; Fuel $52 lbs.; Oil 73 ibs, Total loaded 6,459 Ibs. Performance: (at maximum weight 6,459 Ibs.) Max. speed and time co climb to: Sea level 309 m.p.h.; 3,280 fe, 324 m.p.h. 39 sec; 6,560 fe 338 psh. | min. 28 sec.: 9,840 fe. 352 m.p.h. 2 min. 28 sec; 13,120" 364 m.p.h. 3 min. 32 sec.; 16,400 fe. 370 m.p.h. 4 min. 40 sec. 19,685'fc.365'm ph. 5 min. 55 sec.; 22,965 fe, 363 mpc. ‘Absolute max. speed: 373 m.p.h. at 18.370 f¢. Service ceiling 37,740 fe. Uleimate loading coefficient: 15:8 ‘Armament: Two 127 mm. cal. Safat machine guns with 360 rounds each. Provision for two 7-7 mm. cal. machine guns with 500 rounds each in wings, 6475 Ibs. Useful load: 1,279 Ibs. EmptyM.Ca02 Folgore, 363 Sq, C.T., 150 Gruppo C7. S2Stormo C-T., Benghazi, Libya, July 1942, Fuselage Fasces tnsign 150 Gruppo, 53 Stormo. 4 Stormo cow! marking 4 F Bara €, 369 Sq, C7. 22 Gruppo C-T., $3 Stormo CT, a Dy Caposichine (Noples Z e > 4 Stormo, a “Cavallino r Rampante Py : a 4, 99,91 Sa, M.c.202 Folgore, 81 Sq. C.T., 6 Gruppo idle routes v €7., 1 Stormo €.7., | Tamet, Libya, a RE) rca me 4 M.C.m2 Folgore, 91 Sq. C:7., 10 Gruppo C.T. e 4 Stormo CT, Libya, May 1942, . 4 Stormo, “Cavallino M.C.202 Folgore, 97 Sq. CT. a Rampante” 73, 96, 97 Sq Goat of Arms of the 9 Gruppo C.T., 4 Stormo > House of Savoi M.C.202 Folgore, 368 Sq. CT, 152 Gruppo C.., Sardinia, M.C.202 Folgore, 374 Sq, C.T., 153 Gruppo C7. Tunisia, j Spring 1943 Aone Tee 153 Gruppo, 372, 373, 374 Sq 152 Gruppo, 368, 370 Sq wake ow 51 Stormo,As stated above, few modifications were introduced during the operational life of the M.C.202. Only two speciall prototypes are known; the first was the M.C. 202D (serial MM 7768) in which a new position for the radiator was tested under the engine. The increased drag cancelled the advantages of the simpler cooling pipe system and the installation was not repeated. The other experimental type was the airframe numbered MM 91974, with a trial installation of two 20 mm. Mauser cannon in pods under the wings. The production of the M.C.202 was hampered Four guns were installed in MM7731, finished dark green upper surfaces with a yellow nase band. (Photo: G. Cattaneo) throughout its life by the extreme scarcity of engines; the Italian industry was unable to provide more than 40 or 50 powerplants per month at best in the R.A. 1000 series and part of this output was reserved for the Re.2001, The German contribution can only be described as miserly. Despite this handicap, the sleek Folgore was one of the most interesting’ machines produced in quantity by the Italian aircraft industry; despite the inevitable distortion of facts by wartime propaganda, it was beloved by its pilots and highly respected by all its adversaries. UNITS OF “REGIA AERONAUTICA” EQU "ED WITH M.C.202 FIGHTER AIRCRAFT ‘Note: The Units very seldom reached the nominal strength in number of aircraft. Gruppo Stormo 6 ' rus), 54 368-370"-371 ® ‘9 77-78-82: ¥ 4 73-96"-97 10 4 84°-90"-91 13 r 97°-93'-94 16 54 ra f 1 is 3 83'-05°-95) 20 SI 351°-352"-353 21 sir 256'-382'-386 2 2 359-362-369" 2B 3 ” cy 52! 354"-355"-370 150 33 363°-364°-365: 153 372-373-374 154 155, sr 351°-360°-378° 161 162-163-164 Date Location Dee. 1941 Tamer (Libya Jan. 1942 Aer lint ibys) Feb. 1943, Stax (Turisia) March 1943 Canisia July 1943 Sarzana (Italy) April 1942 ici) ay 1942 Martuba (Libya) July 1943 Catania (lealy) April 1942 (ici) Pay 1940 Marevba (Libya) July 1943 Catania (aly) Sept. 1943 Venafiorita (aly) Feb. 1943, K34-K41 (Tunisia) Nov. 1941 Tamet (Libya) Nov. 1942 (Sardinia) Nov. 1942 Taourga (Libya) July 1948 Cerveter (ely) July 1948 Monserrato (lly) Summer 1942 Voreseiloverad(Russia) uly 1943 Chinisa iealy) Sepe. 1943 Gioia del Corfe (ely) July 1943 Capodichino (ely) June 1942 Gia Aug. 19 ‘Abu-Ageae (Libya) july 198 Clamprno tkaly) Sept. 1943 Metato (Italy) July 1942 Benghazi (Libya) Sepe. 1942 ici Nov. 1942 fre July 1943 Rhodes (Aegean) May 1942 (Sicily) Now. 1942 EV Alouina (Tunisia) July 1948 Reggio C. (aly) PRINTED IN ENGLAND. © Profile Publications Led, for MeCorquodale City Printing Division, London. bby George Falkner & Sons Led 10, Box 26, Leatherhead, Surrey, England,