Macchi C.

200 Saetta - Arrow

Role Fighter Manufacturer Aeronautica Macchi First flight 24 December 1937 Introduced 1939 Retired 1947 Primary user Regia Aeronautica Number built 1,153 The Macchi C.200 Saetta (also variously identified as the MC.200) (Italian: Arrow) was a World War II fighter aircraft built by Aeronautica Macchi in Italy, and used in various forms throughout the Regia Aeronautica (Italian Air Force). The MC.200 had excellent manoeuvrability and general flying characteristics left little to be desired. Stability in a high-speed dive was exceptional, but it was underpowered and underarmed for a modern fighter. From the time Italy entered war on 10 June 1940, until her surrender on 8 September 1943, the Macchi C. 200 flew more operational sorties than any Italian aircraft. The Saetta ranged over Greece, North Africa, Yugoslavia, across the Mediterranean and Russia (where it obtained an excellent kill to loss ratio of 88 to 15). Its very strong all-metal construction and air-cooled engine made the aircraft ideal for ground attack and several units flew it as a fighter-bomber. Over 1,000 were built by the time the war ended. Design and Development Photo: Macchi C.200 Saetta prototype During the Second World War, Italian aircraft were subjected to distorted propaganda that played on the fact the Italians were using aircraft that did not look as aerodynamically advanced as did the aircraft being used by the Allies. The Italian air industry was hobbled by older production techniques, and by the need to meet design specifications issued by an overly conservative Regia Aeronautica, and to cater to the extreme conservatism of Italian combat pilots when it came to such questions as the supremacy of the monoplane over the biplane, the need for enclosed cockpits, the need for a heavy armament, and other things considered de rigeur in the aeronautical state of the art. It didn't help that the Italian aircraft industry had nothing like the Merlin or Daimler-Benz series of in-line engines, or the high-powered radials created by Pratt & Whitney. That said, just about everything anyone "knows" about Italian aircraft from reading non-Italian sources is false, due to the "hang-over" created by Second World War propaganda. A prime example of this is the Macchi-Castoldi series of fighters, and particularly the progenitor of the series, the C.200 Saetta (which can be translated as both Lightning Bolt or Arrow - the weapons of Jupiter). The Castoldi fighters had a similar background and pedigree to that of Reginald J. Mitchell's Spitfire, since Mario Castoldi was his sharpest competitor in the creation of high speed seaplanes for the Schneider Cup Trophy competition that lasted from1920 to 1931. Castoldi's racers had been top competitors, with the M.39 winning the 1926 Schneider competition, and the M.C.72 going on in 1933 to beat the record of

the Supermarine S.6B by setting a world air speed record of 423.82 m.p.h. Unfortunately, the problems in engine development that had kept the M.C.72 from beating the S.6B to win the Schneider Cup outright would also dog the development of Castoldi's fighters. The Castoldi fighters had a similar background and pedigree to that of Reginald J. Mitchell's Spitfire, since Mario Castoldi was his sharpest competitor in the creation of high speed seaplanes for the Schneider Cup Trophy competition that lasted from1920 to 1931. Castoldi's racers had been top competitors, with the M.39 winning the 1926 Schneider competition, and the M.C.72 going on in 1933 to beat the record of the Supermarine S.6B by setting a world air speed record of 423.82 m.p.h. Unfortunately, the problems in engine development that had kept the M.C.72 from beating the S.6B to win the Schneider Cup outright would also dog the development of Castoldi's fighters. The Schneider influence on the C.200 was not so apparent upon its rollout, since the best engine the Italians had available was the Fiat A.74 R.C.38, a magnificent powerplant derived from Gnome-Rhone designs, but capable of only 870 h.p. Another stumbling block was the insistence of the Air Force that the best possible field of view for the pilot was paramount before aerodynamic cleanliness. The result was an airplane with a bulky, drag-producing radial in a poorly-designed cowling, matched to a humped-back fuselage that completely eradicated all evidence of the fighter's racer lineage. Flight trials following first flight on December 24, 1937, revealed the C.200 was singularly maneuverable, with exceptionally well-harmonized controls and no vices. One remarkable bit of aerodynamic sleight of hand was the asymmetric wing, in which the left wing was longer than the right, which effectively canceled engine torque and added to the airplane's maneuverability. Like all other Italian fighters, it was lightly armed in comparison with its contemporaries, carrying only two .50 caliber machine guns with 370 rounds per gun. The conservative pilots of the Italian fighter arm disliked the enclosed cockpit's sliding canopy. The C.R.42-equipped 4 Stormo refused to take the first C.200s because the monoplane -as maneuverable as it was - was less so than their biplanes. The pilots of 1 Stormo, who had flown the C.R.32 in the Spanish Civil War, were most anxious to convert to the C.200 since their experiences over Spain had convinced them the day of the biplane was over. The C.200 did not see combat until June 1940, when the aircraft of the 6 Gruppo Autonomo in Sicily were assigned to provide escort to S.79 Sparvieros bombing Malta. When faced by the Hawker Hurricane, both had similar performance, though the C.200 had a considerably better climb rate and could out-turn and out-dive the British fighter, as well as having an equal ability to absorb punishment. In March 1941,Saettas of the 150 Gruppo entered combat over Greece while the C.200s of the 374 Squadriglia arrived in Libya, followed shortly by the similarly- equipped 153 Gruppo. That summer, the Corpo di Spedizio Italiano was formed for operations in the Soviet Union, with a fighter element equipped with 59 Saettas of the 22 Gruppo. While Allied propaganda made fun of the way the C.200 looked, Allied fighter pilots found it a worthy opponent in the hands of a skilled pilot, and accorded it respect. A standard C.200 weighing 5,121 pounds, attained a maximum speed of 312 mph at 14,759 ft., while an altitude of 3,280 ft. was attained in 1 minute, 3 seconds, a very creditable climb performance. Service ceiling was 29,200 feet, and normal range was 354 miles. By 1941, the C.202, powered by a German Daimler-Benz D.B.601 engine with an appreciably higher performance that allowed Mario Castoldi to restore the symmetry of line associated with his racers began

rolling off the production line. Sharing 80 percent commonality with the earlier C.200, the two fighters were produced simultaneously through 1942, due to a lack of engines for the C.202, with the C.200 assuming tactical duties as a fighter bomber and ground strafer while the C.202 undertook the air superiority mission. C.200s were among the Italian fighters that joined the Co-Belligerent Air Force after the Italian surrender in September1943, and the airplane served to the end of the war. Following the end of Italy's campaigns in East Africa, a program was started to completely re-equip the Regia Aeronautica with a new interceptor aircraft of modern design. The 10 February 1936 specifications called for an aircraft powered by a single radial engine, with a top speed of 500 km/h, climb rate at 6,000 meters of 5 minutes, with a flight endurance of two hours, and armed with a single (later increased to two) 12.7 mm (0.5 in) machine gun. Macchi's lead designer was Mario Castoldi, the creator of several racing aircraft which competed for the Schneider Trophy, including the M.39, which won the competition in 1926. He also designed the M.C. 72. In designing a modern fighter, Castoldi proposed a modern all-metal cantilever low-wing monoplane, with retractable landing gear, and an enclosed cockpit. The fuselage was of semi-monocoque construction, with self-sealing fuel tanks under the pilot's seat, and in the centre section of the wing. The distinctive "hump" elevated the cockpit to provide the pilot with an unobstructed view over the engine. The wing had an advanced system whereby the hydraulically-actuated flaps were interconnected with the ailerons, so that when the flaps were lowered the ailerons drooped as well. Power was provided by the 650 kW (870 hp) Fiat A.74 radial engine, although Castoldi preferred inline engines, and had used them in all of his previous designs. With "direttiva" (Air Ministry Specific) of 1932, Italian industrial leaders had been instructed to concentrate solely on radial engines for fighters, due to their better reliability. The A.74 was a re-design of the American Pratt & Whitney R-1830 SC-4 Twin Wasp made by engineers Tranquillo Zerbi and Antonio Fessia and was the only Italian engine that could provide a reliability similar to Allied products. The licence-built A.74 engine could be problematic. In late spring 1941, 4 Stormo's Macchi C.200s then based in Sicily, had all the A.74s produced by the Reggiane factory replaced because they were defective units. The elite unit had to abort many missions against Malta due to engine problems. Although the Macchi C.200 was considered underpowered, the air-cooled radial engine made it suitable for ground attack. Consequently, the C.200 was often used as a cacciabombardiere (fighter-bomber). Moreover, it was maneuverable and had a sturdy all-metal construction. Its armament of two 12.7 mm (.5 in) machine guns was not sufficient, but the Saetta could compete with contemporary Allied fighters. The first prototype (MM.336) C.200 flew on 24 December 1937, in Lonate Pozzolo, Varese, with Macchi Chief Test Pilot Giuseppe Burei at the controls. It was followed by the second prototype early the next year. During testing, the aircraft attained 805 km/h (500 mph) in a dive, although it could muster only 500 km/h (310 mph) in level flight due to a lack of engine power. Nevertheless, this was better than the performance of the competing Fiat G.50, Reggiane Re.2000, A.U.T. 18, IMAM Ro.51, and CaproniVizzola F.5. In 1938 the C.200 won the tender "Caccia I" (fighter 1st) of the Regia Aeronautica, even if after tests at Guidonia airport, on 11 June 1938, Maggiore Ugo Borgogno had warned that when turning at 90 and the pilot tried to make a tighter turn, the aircraft became extremely difficult to control, tending to turn upside down, mostly to the right and entering into a violent flat spin. Nevertheless, an initial order for 99 was placed to Macchi factory. The G.50 (which in same flight tests at Guidonia airport out-turned the Macchi) was also placed in limited production, because it could be brought into service earlier.

Production started in June 1939. Like other of the early Italian monoplanes, the C.200 suffered from a dangerous tendency to go in a spin. Early production C.200 aircraft showed autorotation problems similar to the ones of the Fiat G.50, IMAM Ro.51, AUT 18. At the beginning of 1940 two deadly accidents occurred due to autorotation. Deliveries and production stopped, and the Regia Aeronautica thought of abandoning use of the type, as the skill involved in flying it was beyond that of the average pilot. The problem was the new profile of the wing. Castoldi soon tested a new profile, but a solution to the autorotation problem was found by Sergio Stefanutti, chief designer of SAI Ambrosini in Passignano sul Trasimeno, based on studies by Willy Messerschmitt and the NACA. He redesigned the wing section according to variable (instead of constant) profile by just covering parts of the wings with plywood. The new wing entered production in 1939/1940 at SAI Ambrosini and became a standard on the aircraft manufactured by Aermacchi and Breda, a licenced manufacturer. After the modified wings of the Saetta were introduced, the C.200 proved to be, for a time, the best Italian fighter. To save weight, the first production C.200 series did not have armour fitted to protect the pilots. Armour plating was incorporated when the units were going to replace the Saettas with the new Macchi C.202 Folgore and often in only a limited number of aircraft. After the armour was fitted, the aircraft could become difficult to balance, and during aerobatic manoeuvres could enter an extremely difficult to control flat spin, forcing the pilot to bail out. On 22 July 1941, Leonardo Ferrulli, one of the top-scoring Regia Aeronautica pilots, encountered the problem and was forced to bale out over Sicily. At the beginning of 1940, Denmark was set to place an order for 12 C.200s, a deal that fell through when Germany invaded Denmark. Production The most serious handicap was the low production rate of the type at over 22,000 hours in production time due to antiquated construction technology. A total of 1,153 Saettas were eventually produced, but almost all were gone by the time of the armistice between Italy and Allied armed forces in September 1943. In an attempt to improve performance, a C.201 prototype was created with a 750 kW (1,000 hp) Fiat A.76 engine, but this was abandoned in favour of the Daimler-Benz DB 601-powered C.202. The Saetta was to have been replaced outright by the C.202 after only one year in production, but the C.200's service life was extended because Alfa Romeo could not produce enough of the RA.1000 (license-built DB 601) engines, and more C.200s were built using C.202 parts while waiting for production to increase. Operational history In August 1939 about 30 C.200s, by then nicknamed Saetta ("Arrow"), were delivered to 10 Gruppo of 4 Stormo, stationed in North Africa. Pilots of this "'elite" unit of the Regia Aeronautica opposed the adoption of the C.200, preferring the more manouvrable Fiat CR.42. These Saettas were then transferred to 6 Gruppo of 1 Stormo in Sicily (enthusiastic supporters of the new fighter) and Gruppo 152 of 54 Stormo in Vergiate. When Italy entered the war on 10 June 1940, 144 Macchis were operational, half of which serviceable. Although the first 240 aircraft had fully-enclosed cockpits, the subsequent variants were given open cockpits at the request of the Italian pilots. The first Macchi C.200s to make their combat debut were those of the 6 Gruppo Autonomo C.T. led by Tenente Colonnello (Wing Commander) Armando Francois. This Squadron was based at the Sicilian airport of Catania Fontanarossa. A Saetta from this unit was the first C.200 to be lost in combat when on 23 June 1940 14 Macchis (eight from 88a Squadriglia, five from 79a Squadriglia and one from 81a

Squadriglia) that were escorting 10 SM.79s from 11 Stormo were intercepted by two Gloster Gladiators. Gladiator N5519, piloted by Flt Lt George Burges, attacked the bombers but was in turn attacked by a C.200 flown by Sergente Maggiore Lamberto Molinelli of 71a Squadriglia over the sea off Sliema. The Macchi overshot four or five times the more agile Gladiator which eventually shot down the Saetta. C.200 in flightOnly on 1 November were the C.200s credited with their first kill. A Sunderland on a reconnaissance mission was sighted and attacked just outside Augusta by a flight of Saettas on patrol. With the arrival towards the end of December 1940 of X Fliegerkorps in Sicily, the C.200s were assigned escort duty for I/StG.1 and II/StG.2 Ju 87 bombers attacking Malta, as the Stukas did not have adequate fighter cover until the arrival of 7./JG26's Bf 109s. On 6 February 1941, the elite unit 4 Stormo received C.200s from 54 Stormo. With the autorotation problems solved, the Macchis were regarded as "very good machines, fast, manoeuvrable and strong" by Italian pilots. After intense training, on 1 April 1941, the 10 Gruppo (4 Stormo) moved to the Ronchi dei Legionari airport and started active service. In combat with the less manoueverable Hurricane, it proved effective, with outstanding dogfight performance and no vices. When it entered service, the Supermarine Spitfire was the only Allied fighter that it faced, which could outclimb the Saetta. Yugoslavia C.200s from 4 Stormo took part in operations against Yugoslavia right from the start of hostilities. On the dawn of 6 April 1941, four C.200s from 73a Squadriglia flew over Pola fortress and attacked an oil tanker ship, setting it on fire. The 4 Stormo flew its last mission against Yugoslavia on 14 April: on that day, 20 C.200s from 10 Gruppo flew up to 100 km south of Karlovac without meeting any enemy aircraft. Operations ended on 17 April. During those 11 days, the 4 Stormo had not lost a single C.200. Its pilots destroyed 20 seaplanes and flying boats, damaging 10 more. In total, they had set on fire an oil tanker, a fuel truck, several other vehicles and destroyed port installations. North Africa Fitted with dust filters and designated C.200AS, Saettas saw extensive use in North Africa. The Macchi's introduction was not well received by pilots when in 1940, the first C.200 unit, 4 Stormo replaced the type with the C.R.42. The first combat missions were flown as escorts for Savoia-Marchetti SM.79 bombers attacking Malta in June 1940, where one C.200 was claimed by a Gladiator. On 11 June 1940, second day of war for Italy, the C.200s of 79a Squadriglia encountered one of the Sea Gladiators which had been scrambled from Hal Far, Malta. Officer W.J. Wood claimed Tenente Giuseppe Pesola had been shot down, but the Italian pilot came back unscathed to his base. The Saetta with its sturdy construction, and its agility permitted skilled pilots to effectively fight against more modern designs like the British Hawker Hurricane and the American Curtiss P-40. Its greatest weakness was the light armament of two 12.7 mm (.5 in) Breda-SAFAT machine guns. While the Hurricane was faster at sea level (450 km/h/280 mph vs the C.200's 430 km/h/270 mph), the Saetta could reach more than 500 km/h (310 mph) at 4,500 m (14,800 ft), although speed dropped off at altitude: 490 km/h (300 mph) at 6,000 m (19,700 ft) and 350 km/h (220 mph) at 7,000 m (23,000 ft) with a maximum ceiling of 8,800 m (29,000 ft). Comparative speeds of the Hurricane Mk I was 505 km/h (314 mph) at 5,000 m (16,400 ft) and 528 km/h (328 mph) at 6,000 m (19,700 ft). Over 5,000 m (16,400 ft) and at very low levels, only the huge Vokes (anti-sand) air filter fitted to the "tropical" variants slowed the Hurricane Mk II to Macchi levels. Although the Macchi C.200 was more agile than the Hurricane, it was lightly armed, its windshield and pilot's seat were not normally armoured nor was a radio fitted as

standard, while its flight characteristics, even if better than the G.50, were not easily mastered by the average Italian pilot. On 8 December 1941, Macchi MC.200s of the 153 Gruppo engaged Hurricanes from 94 Squadron. A violent dogfight developed with the commanding officer, Squadron Leader Linnard attempting to intercept a Macchi attacking a Hurricane. Both aircraft were making steep turns and losing height, but Linnard was too late and the Macchi, turning inside the Hurricane, had already hit the cockpit area. The stricken aircraft turned over at low level and dived into the ground, bursting into flames. Its pilot, the New Zealand born RAF "ace" (six enemy aircraft destroyed and many more probably destroyed) Flight Lieutenant Owen Vincent Tracey was killed. In same areas, C.200s operated as fighter-bombers against land and naval objectives, and sank the British destroyers HMS Zulu, and HMS Sikh near Tobruk, September 1942. The C.200 subsequently saw action over Greece, Yugoslavia and the Balkans, frequently engaged in dogfights with British Hurricanes and Gladiators on the Balkans. Eastern Front Italian Expeditionary Corps in Russia and Italian Army in Russia In August 1941, 51 C.200s were sent to the Eastern Front with the Italian Air Force Expeditionary Corps in Russia (Corpo Italiano di Spedizione in Russia). Together with C.202s, they claimed 88 to 15 victory/loss ratio. The first Macchis arrived in Tudora, near Odessa, on 13 August 1941, commanded by Major (Maggior) Borzoni and deployed in 359a, 362a, 369a and 371a Flights (Squadriglias). Taking part in the September offensive on Dnjepr River, as the offensive went on, they operated sporadically from airstrips in Krivoi Rog, Saporoshje, Stalino, Borvenkovo, Voroshilovgrad, Makiivka, Oblivskaja, Millerovo and the most eastern location, Kantemirovka. During February 1942, the C.200 was employed in attacking Russian airfields at Kranyi Liman, Luskotova and Leninski Bomdardir. The following winter, the Soviet counter-offensive resulted in a retreat. By early-December, only 32 Saettas were still operating, along with 11 Macchi C.202s. The losses grew in the face of a more aggressive enemy flying newer machines. The last major action was on 17 January 1943: 25 Macchis strafed enemy troops in the Millerovo area. The aviation of the ARMIR was withdrawn on 18 January, bringing 30 Macchi C.200 and nine C.202 fighters back to Italy and leaving 15 unserviceable aircraft behind. A total of 66 Italian aircraft had been lost on Eastern Front - against, according to official figures, 88 victories claimed during 17 months of action in that theater. The summary of Corpo Italiano di Spedizione in Russia included: 2,557 offensive flights (of which 511 with bombs dropping), 1.310 strafing attacks, 1.938 escort missions, 15 Saettas lost in combat. The top scoring unit was 362a Squadriglia commanded by Captain (Capitano) Germano La Ferla, that claimed 30 Soviet aircraft shot down and 13 destroyed on the ground. After the armistice Twenty-three Saettas were transferred to Allied airfields in southern Italy, and flown for a short time by pilots of the Italian Co-Belligerent Air Force (Aviazione Cobelligerante Italiana, or ACI). A small number also flew for the pro-German National Republican Air Force (Aeronautica Nazionale Repubblicana, or

ANR) based in northern Italy. Variants The Saetta underwent very few modifications during its service life. Aside from the switch to an open canopy, later aircraft were fitted with an upgraded radio and an armoured seat. Some late-production Saettas were built with the MC.202 Serie VII wing, thus adding two 7.7 mm (.303 in) Breda-SAFAT machine guns to the armament. The four (including two proposed) C.200 derivatives were: M.C. 200 (prototypes) Two prototypes fitted with the 623 kW (840 hp) Fiat a.74 RC 38 radial piston engine. M.C. 200 Single-seat interceptor fighter, fighter-bomber aircraft. Production version. M.C.200bis Breda-proposed modification with a Piaggio P.XIX R.C.45 engine producing 880 kW (1,180 hp) at 4,500 m (14,800 ft). Converted from an early production C.200: first flight 11 April 1942 from Milano-Bresso flown by Luigi Acerbi. The aircraft was then fitted with a larger propeller and a revised engine cowling. Top speed in trials was 535 km/h (332 mph). It did not enter production as the C.200 had been replaced by more advanced designs. M.C.200AS Adapted version to North African Campaign. M.C.200CB Fighter-bomber version with 320 kg (710 lb) of bombs or two external fuel tanks (fighter escort). M.C.201 As an answer to a 5 January 1938 request by the Regia Aeronautica for a C.200 replacement, Aermacchi proposed the C.201, with a revised fuselage, an engine Isotta-Fraschini Astro A.140RC.40 (license variant of the French Gnome-et-Rhone GR.14Krs Mistral Masjor) with 870CV. But later the choice was for the Fiat A.76 R.C.40 engine with 750 kW (1,000 hp). Two prototypes were ordered. The first flew on the 10 August 1940, still with the less powerful engine A.74. Although Macchi estimated a top speed of 550 km/h (340 mph), the prototype was cancelled after Fiat abandoned the troublesome A.76 engine. Operators Germany: Luftwaffe operated some captured aircraft. Italy: Regia Aeronautica Italian Co-Belligerent Air Force Survivors Specifications (Macchi C.200 early series) General characteristics Crew: 1 Length: 8.25 m (27 ft 1 in) Wingspan: 10.58 m (34 ft 8 in) Height: 3.05 m (10 ft 0 in) Wing area: 16.82 m (181.00 ft) Empty weight: 1,964 kg (4,330 lb)

Loaded weight: 2,200 kg (4,840 lb) Max takeoff weight: 2,395 kg (5,280 lb) Powerplant: 1 Fiat A.74 R.C.38 14-cylinder air-cooled radial engine, 650 kW (870 hp) at 2,520 rpm for takeoff Performance Maximum speed: 504 km/h (313 mph) at 4,500 m (14,765 ft) Range: 570 km (354 mi) Service ceiling: 8,900 m (29,200 ft) Rate of climb: 15.3 m/s (3,030 ft/min) Wing loading: 131.7 kg/m (26.9 lb/ft) Power/mass: 0.286 kW/kg (0.176 hp/lb) Armament 2 12.7 mm (.5 in) Breda-SAFAT machine guns, 370 rpg Some aircraft were field-modified to carry up to 8 15 kg (33 lb) or 2 50, 100, or 150 kg (110, 220, or 330 lb) bombs under the wings Related development * Macchi C.200 * Macchi C.205 Comparable aircraft * Curtiss P-40 * Kawasaki Ki-61 * Lavochkin-Gorbunov-Goudkov LaGG-3 * Messerschmitt Bf 109 * Mikoyan-Gurevich MiG-1 * Supermarine Spitfire Bibliography Bergstrm, Christer. Stalingrad The Air Battle: 1942 through January 1943. Hinckley UK: Midland, 2007. ISBN 978-1-85780-276-4. Bignozzi, Giorgio. Aerei d'Italia (Italian). Milan: Milano Edizioni E.C.A., 2000. Brindley, John F. "Caproni Reggiane Re 2001 Falco II, Re 2002 Ariete & Re 2005 Sagittario." Aircraft in Profile Vol. 13. Berkshire, UK: Profile Publications, 1973. ISBN 0-85383-022-3. Caruana, Richard J. Victory in the Air. Malta: Modelaid International Publications, 1999. ISBN 1-97176712-1. Cattaneo, Gianni. Aer. Macchi C.200 (Ali dItalia n8) (in Italian/English). Torino, Italy: La Bancarella Aeronautica, 1997 (reprinted 2000). Cattaneo, Gianni. The Macchi MC.200 (Aircraft in Profile number 64). London: Profile Publications, 1966. No ISBN. Cull, Brian and Frederick Galea. Gladiators over Malta: The Story of Faith, Hope and Charity. Malta: Wise Owl Publication, 2008. ISBN 978-99932-92-78-4.

De Marchi, Italo and Pietro Tonizzo. Macchi MC. 200 / FIAT CR. 32 (Italian). Modena, Italy: Edizioni Stem Mucchi, 1994. Di Terlizzi, Maurizio. Macchi MC 200 Saetta, pt. 1 (Aviolibri Special 5) (in Italian/English). Rome: IBN Editore, 2001. Di Terlizzi, Maurizio. Macchi MC 200 Saetta, pt. 2 (Aviolibri Special 9) (in Italian/English). Rome: IBN Editore, 2004. Duma, Antonio. Quelli del Cavallino Rampante Storia del 4 Stormo Caccia Francesco Baracca (Italian). Roma: Aeronautica Militare Ufficio Storico, 2007. NO ISBN. Ethell, Jeffrey L. Aerei della II Guerra Mondiale(Italian). Milan: A. Vallardi/Collins Jane's, 1996. ISBN 88-11-94026-5. Ethell, Jeffrey L. Aircraft of World War II. Glasgow: HarperCollins/Janes, 1995. ISBN 0-00-470849-0. Green, William. "The Macchi-Castoldi Series". Famous Fighters of the Second World War-2. London, Macdonald, 1957 (reprinted 1962, 1975). ISBN 0-356-08334-9. Green, William and Gordon Swanborough. The Great Book of Fighters. St. Paul, Minnesota: MBI Publishing, 2001. ISBN 0-7603-1194-3. Gunston, Bill. The Illustrated Directory of Fighting Aircraft of World War II. London: Salamander Books Limited, 1988. ISBN 1-84065-092-3. Lembo, Daniele. "I brutti Anatroccoli della Regia" (Italian). Aerei Nella Storia n.26, December 2000. Malizia, Nicola. Aermacchi, Bagliori di guerra (Macchi MC.200 MC.202 MC.205/V) (Italian). Rome, Italy: IBN Editore, 2006. Marcon, Tullio. "Hurricane in Mediterraneo" (Italian). Storia Militare n. 80, May 2000. Mondey, David. The Hamlyn Concise Guide to Axis Aircraft of World War II. London: Bounty Books, 2006. ISBN 0-7537-1460-4. Munson, Kenneth. Fighters and Bombers of World War II. London: Blandford Press, 1969, first edition 1960. ISBN 0-907408-37-0. Neulen, Hans Werner. In the Skies of Europe. Ramsbury, Marlborough, UK: The Crowood Press, 2000. ISBN 1-86126-799-1. Sgarlato, Nico. Aermacchi C.202 Folgore (Italian). Parma, Italy: Delta Editrice, 2008. Spick, Mike. Allied Fighter Aces of World War II. London: Greenhill Books, 1997. ISBN 1-85367-2823.