Italian WWII fighter aircraft
The Macchi C.205 Veltro () (also known as MC.205, "MC" standing for "Macchi Castoldi") was a Second World War-era fighter aircraft designed and produced by the Italian aircraft manufacturer Aeronautica Macchi. Along with the Reggiane Re.2005 Sagittario and Fiat G.55 Centauro, the Macchi C.205 was one of the three ""Serie" 5" Italian fighters built around the powerful German-sourced Daimler-Benz DB 605 engine.
The C.205 was a development of the earlier C.202 "Folgore", work on which commenced in 1941. On 19 April 1942, the C.205V "Veltro" performed its maiden flight. During testing, the type proved that it could achieve a maximum speed of roughly . Due to a combination of design choices, including the DB 605 engine and a relatively high wing loading, it was capable of achieving comparable performance to contemporary frontline German fighter aircraft. Production aircraft were typically armed with a pair of 20 mm Mauser MG 151/20 cannon along with 12.7 mm Breda-SAFAT machine guns; the type could also be equipped with underwing bomb racks when conducting ground-attack missions.
Entering squadron service with the "Regia Aeronautica" during February 1943, the C.205 soon garnered a strong reputation amongst both Allied and Axis pilots; it has been widely regarded as one of the best Italian aircraft of the Second World War. The C.205 proved to be extremely effective in aerial combat, being responsible for the destruction of a large number of Allied bombers. The C. 205 proved capable of engaging fighters such as the North American P-51D Mustang on equal terms; this performance reportedly encouraged the "Luftwaffe" to use a number of these aircraft to equip one "Gruppe". The C.205 was allegedly capable of matching even the best Allied opponents in terms of both speed and maneuverability. Italy's highest-scoring ace, Adriano Visconti, achieved 11 of his 26 credited victories in the few weeks he was able to fly the "Veltro", while the top-scoring "Sergente Maggiore pilota" Luigi Gorrini shooting down 14 enemy aircraft plus six damaged with the C.205.
The C.205 saw only a relatively small production run prior to the end of the conflict, which was primarily the result of various limitations in place on the Italian war economy. Akin to the Supermarine Spitfire, the "Veltro" features some complex elements in its construction and was fairly slow to build. During the immediate postwar years, Macchi continued to refurbish and sell C.205s, often through the conversion of surplus C.202s. One key customer for the type during the late 1940s was the Egyptian Air Force, which ordered 62 C.205Vs. Several of these Egyptian fighters briefly saw action during the 1948 Arab-Israeli War against the Israeli Air Force; Israeli intelligence agents allegedly sought to damage C.205s in Italy before they could be delivered to Egypt. The C.205 was phased out of service during the mid 1950s in favour of jet-propelled fighter aircraft.
Design and development.
Background.
During 1941, seeking to further improve the performance of the C.202 fighter, the "Regia Aeronautica" decided to license-build the German Daimler-Benz DB 605 liquid-cooled supercharged inverted V-12 engine in Italy, which Fiat produced as the RA.1050 R.C.58 "Tifone" (Typhoon). Fighter manufacturers were invited to enter versions of their designs using this engine as the "caccia della serie 5 "("series-5 fighter") and were provided with imported DB 605s for prototype use. All of the designs used the number 5 in the name, thus Macchi's submission became the C.205 (instead of C.202bis or C.203).
Macchi had adopted a licence-built DB 601 engine for the C.202, an engine which was closely comparable in size to the later, more powerful DB 605. This meant that the C.202 airframe could be easily adapted for the DB 605; accordingly, Macchi opted to have the fuselage remain identical aft of the firewall. The resulting aircraft, which was designated C.205V "Veltro", was considered to be a stop-gap measure while the definitive variant was intended to be the 205N "Orione" (N stood for "new").
On 19 April 1942, the C.205V "Veltro" performed its maiden flight; much of the subsequent flight testing was conducted at Guidonia Airfield on the outskirts of Rome. Testing revealed that both the Fiat G.55 "Centauro" and Re.2005 "Sagittario" were capable of greater performance while flying at high altitudes, largely due to their larger wing area. In fact, the "Veltro" used the same wing as the earlier "Folgore" but its weight had increased from and the wing loading from 140 kg/m2 to 153.6 kg/m2. The "Veltro"'s performance was similar to German designs with their higher wing loading, and was at its best at medium altitudes where it could reach . The C.205 "Veltro" was placed in production until the G.55 and the Re.2005 could become available.
The first 100 "Veltro Serie I" were solely armed with machine guns, however, many aircraft were also fitted with the 20 mm MG 151 cannon. There were no "Serie II" built, but 150 "Serie III" were ordered, which were fitted with wing cannons as a standard.
Some delay was incurred by the necessity of re-engineering the aircraft's forward fuselage, leading to several months passing before the "205N" was flight-capable. On 1 November 1942, the C.205N1 made its first flight; at this point, the armament consisting of a single 20 mm cannon that fired through the propeller hub along with four cowling-mounted 12.7 mm (.5 in) Breda-SAFAT machine guns for which it carried 300–400 and 1,400 rounds of ammunition respectively. This configuration allowed for a higher ceiling at the cost of a reduced speed []. The better aerodynamics (with a longer and more streamlined rear fuselage) provided an advantage over the Macchi C.205V/MG151 [].
On 19 May 1943, the second prototype, designated C.205N2, took place; during testing, it reportedly attained , which was marginally slower than the C.205N1 with a correspondingly longer time to reach its operational altitude. It was equipped with a single engine-mounted 20 mm cannon, a pair of wing-mounted 20 mm cannon and two fuselage-mounted 12.7 mm (.5 in) machine guns. The ammunition load comprised 600 or more 12.7 mm (.5 in) rounds and a maximum of around 900 20 mm rounds which was much heavier than that carried by the C.205N1 and more than that of the Reggiane and the Fiat which carried 490–550 and 650 20 mm rounds respectively. Although 1,200 aircraft were ordered, the design was abandoned due to the Italian armistice.
The N-series aircraft should have performed better than the C.205V but Macchi test pilot Guido Carestiato noted that their flying characteristics were inferior to the lighter and more agile C.205 "Veltro". The later series also experienced overheating while climbing.
Design.
The C.205, known initially as the C.202bis, was generally similar to the previous "Folgore", although there were numerous differences in the fuselage: the tail was larger, the cockpit and its hump were redesigned, the antenna mast was bigger and some modifications were made to the wings. Both the C.202 and C.205 had the port wing 8" longer than the starboard to compensate lift for engine torque. While new-build C.205s were furnished with a more aerodynamic retractable tailwheel, converted C.202 airframes remained the fixed tailwheel arrangement instead.
The C.205 was a single-seat, all-metal, monoplane fighter, intended primarily as an interceptor but with ground attack and escort capabilities. The long nose housed the DB605 engine which drove a three-blade, constant-speed metal propeller, with the main fuel tank situated between the engine and the cockpit. The C.205 was fitted with a twin-barrel radiator, which was positioned underneath the centre section of the fuselage directly beneath the cockpit; this arrangement provided superior airflow, and thereby engine cooling, to its counterpart on the C.202. Within the aircraft's compact rear section was the radio equipment, oxygen cylinder and an 80 L (20 US gal) reserve fuel tank. The wings were made of light aluminium alloys and steel, having two spars and three sections, housing two additional fuel tanks, and the fully retractable wide-set main undercarriage gear. Apart from the all-metal flaps in the inner wing, all the other control surfaces were metal-framed and fabric-covered. "Veltros" had self-sealing fuel tanks, an armoured seat, and armoured windscreen as standard. The cramped cockpit possessed a limited field-of-view, but some examples were fitted with a rear-view mirror.
The 827 kg/1,823 lb (normal) payload consisted of the fully equipped pilot (85 kg/187 lb), fuel (307 kg/677 lb), two Breda machine guns and two Mauser MG 151/20 cannon (60 and 84 kg/130 and 185 lb respectively), 740 rounds of 12.7 mm (.5 in) ammunition (76 kg/168 lb), 500 rounds of 20 mm ammunition (100 kg/220 lb), and other sundry items such as oil (33 kg/73 lb), oxygen cylinder (12 kg/26 lb) and radio equipment. Additionally, 100 L (30 US gal) fuel tanks or 160 kg (350 lb) of bombs could be carried on two underwing hardpoints. Due to a lack of passenger transport aircraft, modifications were made to a C.205 to enable it to carry eight passengers in the belly of the fuselage and, among others, three pilots of 51° Wing (including Adriano Visconti) made the journey from Sardinia to Italy after the Armistice in this manner.
"Veltros" originally had "tropical" pattern camouflage, with a sand brown base coat and irregular black-green lines all over their surface (referred to as "smoke rings"). Those in service with Aeronautica Nazionale Repubblicana were painted an overall dark green (nearly black), while others adopted a variation of the "tropical" pattern or carried a camouflage pattern based on the German "Splinter Pattern" consisting of RLM 74 and 75, Gey/Green over RLM 76 Blue.
Relative performance.
The following are relative performance and characteristics data for the three versions of the C.205 (or MC.205, as the machines designed by Castoldi were often called):
Although these figures provide an indication of the relative performance of each variant, and showed that the "Orione", especially the N2, suffered as a result of the weight increase (particularly in climbs), they are not truly representative as they were obtained under different test conditions. As opposed to the two N versions, the "Veltro" was tested under ideal conditions, i.e. at light weight ( and with full emergency power (2,750 rpm). In a climb to , a "Veltro III" series, fully equipped and using combat (not emergency) power at 2,600 rpm needed seven minutes.
Production.
At the end of evaluation tests, the C.205 began series production, with a first order of 250 aircraft. The first C.205 left the factory in September 1942. Efforts were made to get the type produced as quickly as possible, however, the speed of production was relatively slow (about 12 machines per month) in spite of these endeavours. This low production rate had been attributed to shortage of both engines and various strategic materials. It was only in June 1943 that Macchi managed to complete the first batch of 100 fighters. It took until September before production reached 177 examples, of which 146 were delivered to "Regia Aeronautica" units.
Operational history.
The C.205 entered production only five months after its maiden flight and began reaching front line units in February 1943. At the end of April, the 1° "Stormo", based in Pantelleria, is the first unit to enter action with the C.205, on Mediterranean, escorting maritime and aerial convoys to and from Tunisia. During their first sortie, 22 C.205 clashed with very good results against more numerous formations of Curtiss P-40s and Supermarine Spitfires. During the next few months, C.205s of the "Regia Aeronautica" were involved in several major engagements with some of the 4,000 Allied aircraft that were stationed in the Mediterranean at that time.
At the end of May, because of the vulnerability of Pantelleria, the 1° "Stormo" was moved to Sigonella airfield in Sicily and the minor airstrip of Finocchiara, 15 km south-east of Ragusa. On 8 June 1943, 15 C.205s of 1° "Stormo" escorted three torpedo bombers attacking Allied ships which were shelling Pantelleria's defenses. At the end of June, the "Stormo" had no more serviceable "Veltros". On 24 June, 1° "Stormo" left Sicily for Osoppo, then later Ronchi dei Legionari, and was replaced by 4° "Stormo". Few pilots returned to Udine, while the remaining aircraft joined other units.
4° "Stormo", which had left Africa in January 1943, was re-equipped with C.202s and C.205s on the airfields of Campoformido (10° "Gruppo") and Bresso (9° "Gruppo"). It was then moved to Rome-Ciampino airport. On 9 July 1943 (the eve of the Allied invasion of Sicily), 4° "Stormo" was based on the Catania plain, with a complement of 10 "Veltros" and 38 "Folgores" (no Italian unit was equipped with "Veltros" alone). Later it received a batch of a further 10 C.205s. The Italian pilots flew as many as six sorties per day, but on 14 July, with the first Allied paratroopers landing on the