Fiat CR.42

The Fiat CR.42 Falco ("Falcon") was a single-seat fighter biplane which served primarily in Italy's Regia Aeronautica before and during World War II. The aircraft was produced by the Turin firm, and entered service, in smaller numbers, with the air forces of Belgium, Sweden and Hungary. With more than 1,800 built, it was the most widely produced Italian aircraft to take part in World War II. The Fiat CR.42 was the last of the Fiat biplane fighters to enter front line service as a fighter, and represented the epitome of the type. RAF Intelligence praised its exceptional manoeuvrability, further noting that "the plane was immensely strong."

Design and development

The CR.42 was a evolutionary design based on the earlier Fiat CR.32, which was in turn derived from the Fiat CR.30 series created in 1932. The Regia Aeronautica had employed the CR.32 during the Spanish Civil War with great success, which led to Fiat proposing a more advanced fighter based around the supercharged Fiat A.74R1C.38 air-cooled radial engine geared to drive a metal three-blade Fiat-Hamilton Standard 3D.41-1 propeller of 2.9 m (9.5 ft) diameter and a robust, clean, sesquiplane design. The rigidly-braced wings covered with fabric were constructed from light duralumin alloy and steel. It reached a top speed of 438 km/h (272 mph) at 5,300 m (17,400 ft) and 342 km/h (213 mph) at ground level. Climb rate was 1 minute and 25 seconds to 1,000 m (3,280 ft) and of 7 minutes and 20 seconds to 6,000 m (19,700 ft).

In spite of the biplane configuration, the CR.42 was a modern, "sleek-looking" design based around a strong steel and alloy frame incorporating a NACA cowling housing the radial engine, with fairings for the fixed main landing gear. The CR.42's upper wing was larger than its lower wing, a configuration known as a sesquiplane. The aircraft proved exceptionally agile thanks to its very low wing loading, although at the same time, the CR.42 lacked armour and radio equipment.

During evaluation, the CR.42 was tested against the Caproni Ca.165 biplane fighter, and was judged to be superior, although the Ca.165 was a more modern design which boasted a higher speed at the cost of maneuverability. Although the age of the biplane was coming to an end a number of other air forces expressed interest in the new fighter, and a number of early Falcos were delivered to foreign customers.

Soon after its combat introduction, Fiat developed a number of variants. The CR.42bis and CR.42ter had increased firepower, the CR.42N was a night fighter, the CR.42AS was optimised for ground attack, and the CR.42B Biposto was a two-seat trainer. The Biposto was the most extensively modified, with a longer fuselage allowing a second seat to be placed in tandem. About 40 machines were produced by Agusta and Caproni Trento. Its length was increased by 68 centimeters over the standard fighter, to a total of to 8.94 m; the height was 23 centimeters less. Empty weight was only 40 kg more, as the wheel fairings had been removed. Overall weight was 2,300 kg. Top speed was 430 km/h at 5,300 meters, only 8 km/h less. Up to 1945, two machine guns were fitted..

Experimental configurations included the I.CR.42 (Idrovolante= seaplane) and the CR.42DB. Beginning in 1938, Fiat had worked on the I.CR.42, then gave the task to complete the project to CMASA factory in Marina di Pisa on the Tirreno sea coast. The only prototype was built in 1940. Tests started at the beginning of 1941, at the Vigna di Valle base, on Bracciano Lake, north of Rome. Top speed was 423 km/h, range was 950 km while ceiling was reduced to 9,000 m. Empty weight went from 1,720 to 1,850 kg, full weight from 2,295 to 2,425 kg.

The CR.42DB was an attempt to improve the type's performance by installing a Daimler-Benz DB 601 V12 engine of 753 kW (1,010 hp). This prototype, MM 469), was flown by test pilot Valentino Cus in March 1941, over Guidonia, near Rome. This variant could reach a top speed of 518 km/h (323 mph), with a maximum ceiling of 10,600 m and a range of 1,250 km. The project was cancelled as the biplane configuration did not offer any advantages over contemporary monoplane fighter designs. Although it never went into production, to this day the variant has the distinction of being the fastest biplane ever flown.

It is still not certain how many CR.42s were built. The most likely estimate is 1,819 in total, including the 63 (51 according to some sources) produced under Luftwaffe control and the 140 produced for export.

Operational history

The Fiat CR.42 entered service in May 1939, with the 53° Stormo, based at Torino Caselle airport. By the time Italy entered World War II, on 10 June 1940, about 300 aircraft had been delivered. The Falcos defended airfields, cities and navy bases until the Armistice of 8 September 1943. The Falcos also fought against the British Gloster Gladiator over Malta, and later against the Hawker Hurricane, sometimes with unexpected success. The manoeuvrability of the Falcos concerned the British. "A RAF Intelligence report in late October 1940 circulated to all pilots and their squadrons, with copies to Prime Minister, Winston Churchill, and the War Cabinet, declared: 'The manoeuvrability of the CR.42s, in particular their capacity to execute an extremely tight half roll, has caused considerable surprise to other pilots and undoubtedly saved many Italian fighters from destruction.'"

Malta

Over Malta, the CR.42 encountered Hurricanes for the first time on 3 July 1940. That day, Flg Off Waters (P2614) shot down a S.79, five miles off Kalafrana, but he was soon attacked in turn by the escorting Falcos that badly shot up his aircraft. Waters crashed on landing and the Hurricane was written off. . Pretty soon the Hurricane pilots discovered that their aircraft were totally out-manoeuvred by the Italian biplanes.

Plt Off Jock Barber remembered: "On my first combat, the 9 of July, I attacked the leader of a Squadriglia of Falcos, while Flt Lt George Burges attacked a S.79 bomber. When I shot the CR.42 at a range of 100 yards, he did a flick-roll and went spinning down. I found myself engaged in dogfighting with the remaining CR.42s. This went down to about 10,000 ft; by then I had used up all my ammunition without much success, although I am convinced I got quite a few strikes on the leader in the initial combat. I realized pretty quickly that dogfighting with biplanes was just not on. They were so manoeuvrable that it was very difficult to get in a shot, and I had to keep diving and turning to keep myself from being shot down. George had by this time disappeared so I stuck my nose down and, with full throttle, was very thankful to get out of the way."

A week later, a dozen C.R.42s from 23° Gruppo appeared in the sky of Malta for a reconnaissance. Flt Lt Peter Keeble in Hurricane P2623 and Flt Lt Burges scrambled to intercept them. Keeble attacked one CR.42 - probably the aircraft (MM4368) flown by Sottotenente Mario Benedetti of 74a Squadrigllia that crashed killing his pilot but then came under attack himself by the Falcos of Tenente Mario Pinna and Tenente Oscar Abello. Keeble tried to dogfight with the Italians, but his engine was hit and he dived into the ground at Wied-il-Ghajn, near Fort Rinella, and blew up. He was the first pilot to be killed in action at Malta. Shortly after Keeble's loss, a meeting of all the pilots and senior staff was called to discuss the best ways of countering the agile C.R.42, someone suggesting that the Hurricane should put down a bit of flaps as this might enable it to turn with the C.R.42, but the only realistic proposal was to climb above these aircraft to be in advantageous position. This was the first air victory in World War II of the CR.42 against the Hurricane.

Regia Aeronautica

The CR.42 was the main night fighter of the Regia Aeronautica, even if it was not equipped with radar and was often lacking of radio equipment. The first night interception was performed on 13/14 August 1940 by Capitano Giorgio Graffer, when he located and opened fire on a British Armstrong Whitworth Whitley bomber that had been sent to attack Turin. When his guns jammed, Graffer rammed the bomber before baling out. The bomber had been badly damaged and subsequently crashed into the English Channel whilst attempting to return to its base. One of the most successful night interceptions took place on the night of 25 August 1942. That day, in an attempt to oppose RAF night intruding missions that were hammering Italian airfields, the 4° Stormo borrowed four radio-equipped CR.42s, by 208a and 238a Squadriglie of the 101° Gruppo Bombardamento a Tuffo, based at Abar Nimeir, to use them as night interceptors. That same night, Stormo Commander Tenente Colonnello Armando François took off in a CR.42 (probably from the 238a Squadriglia) and over Fuka at 500 meters he attacked an unidentified enemy twin-engined bomber, which fell on the sea four km off the coast. After landing and rearming, Tenente Giulio Reiner took off again in the same aircraft. Radio-guided, he climbed to 2,500 meters, and attacked a bomber, just at the moment that the twin-gun tail turret of it started to shoot at him. During approach to landing, Reiner saw a big explosion followed by a fire on the ground. The following morning, the burned-out wreck of a Wellington was found, 10 km south-east of Fuka. It was Wellington DV514/U of 70 Squadron that had taken off from LG 86 earlier that night.

Corpo Aereo Italiano

On 11 and 23 November 1940, CR.42s flew two raids against Great Britain as part of the Corpo Aereo Italiano. German Luftwaffe aircraft had difficulty flying in formation with the slower biplanes. Even though slower, with an open cockpit, no radio, and armed with only two machine guns (a 12.7 mm/.5 in and a 7.7 mm/.303 in Breda-SAFAT), the Falcos could easily out-turn the Hurricanes and the Spitfires and proved difficult to hit. "The CR 42 turned to fight using all the aeroplane's manoeuvrability. The pilot could get on my tail in a single turn, so tightly was he able to pull round." As the RAF intelligence report stated, the Falcos were hard targets. "As I fired he half rolled very tightly and I was completely unable to hold him, so rapid were his manoeuvres. I attacked two or three more and fired short bursts, in each case the enemy aircraft half-rolled very tightly and easily and completely out-turned me. In two cases as they came out of their rolls, they were able to turn in almost on my tail and opened fire on me."

Against English monoplanes, the CR.42 were not always outclassed. "I engaged one of the British fighters from a range of between 40 to 50 metres (130–165 ft). Then I saw a Spitfire, which was chasing another CR.42, and I got in a shot at a range of 150 metres (500 ft). I realised that in a manoeuvered flight, the CR.42 could win or survive against Hurricanes and Spitfires, though we had to be careful of a sweep from behind. In my opinion, the English .303 bullet was not very effective. Italian aircraft received many hits which did no material damage and one pilot even found that his parachute pack had stopped a bullet." . During the winter, the CR.42s were transferred back to the Mediterranean theatre.

North Africa

The fighter was widely used in combat in North Africa, at the beginning of the war in Italian North Africa, there were 127 CR.42 from the 13° Gruppo (2° Stormo) at Castel Benito and from the 10° and 9° Gruppo of 4° Stormo in Benina, including reserve aircraft. Initially, the Falco was pitted against the contemporary Gloster Gladiator and Hawker Hart of the South African Air Force. The experienced Italian pilots, most of them veterans from Spanish Civil War employed the exceptional manoeuvrability of the CR.42 to "force the Hurricane pilots to adopt the tactic that Messerschmitt pilots had used against them: to avoid dogfights and to attack them with sudden dives." It was "in Africa that this Italian machine performed best".

The Falcos proved to be able to shot down not only the Gladiators but even Hurricanes and Spitfires. On 31 October 1940, the Falcos scored their first confirmed air victories -in North Africa - against the Hawker monoplanes. During the air battle over Mersa Matruh Sergente Maggiore Davide Colauzzi and Sergente Mario Turchi from 368a Squadriglia, while escorting Savoia Marchetti SM. 79, shot down the Hurricanes of 33 Squadron that were flown by 26-year-old Canadian Flying Officer Edmond Kidder Leveille (RAF no. 40837) - who was forced to bale out but was killed when his parachute failed to deploy completely - and Flying Officer Perry St Quintin (Hurricane P3724), who was forced to make a forced landing at Qasaba with a holed fuel tank. In April 1941, with delivery of the first 14 CR.42 Bombe Alari (Wing Bombs), the CR.42 started to be used mainly as a fighter-bomber, performing well due to its strong construction and radial engine. On 19 June 1942, the last 82 CR.42 came back to Italy. When production was stopped in 1942, a total of 1,784 CR.42s were built. By 1943, when Italy surrendered, only around 60 of the aircraft were in flying condition.

Balkans and Aegean

During the last months of 1940 and throughout 1941, the Falco was a front line combat aircraft, deployed as an escort fighter and interceptor, in Greece, the Balkans, Aegean sea and in the Mediterranean. "The Falco fought well in the sky of Greece, where he tackled most of the times its homologous, the Gladiator, that the Fiat could dominate in speed and armament." In spite of its superior maneuverability, the Falco suffered numerous defeats. During the early stages of the invasion of Greece, Capitano Giorgio Graffer - the first Regia Aeronautica pilot to perform a night interception - shot down four aircraft, but on 28 November 1940, was in turn killed in action over Delvinakion, in a dogfight with Gladiators of No. 80 Squadron flown by the aces Marmaduke Pattle and Flight Lieutenant Richard Nigel "Ape" Cullen, DFC. Graffer was posthumously awarded the Gold Medal for Military Valour in recognition of his heroism. In early 1941 the arrival of Hurricanes caused heavy Fiat losses, but RAF air victories were in someway overclaimed. "During the whole Greek Campaign", recalled Capitano Corrado Ricci, "the Regia Aeronautica lost exactly 50 aircraft in combat with enemy fighters; Air Vice Marshall in Greece, J.H. d'Albiac, in his official report, wrote that on 28 February a Hurricane unit shot down 27 Italian aircraft without losses. But that day we lost only a CR.42, while our pilots claimed four Glosters and a Hurricane." Italian losses were stemmed when the more advanced Macchi C.200, and the Messerschmitt Bf 109 and Bf 110 of Luftflotte 4, arrived in April 1941.

Royal Hungarian Air Force

The first foreign customer for the Fiat CR.42 was Magyar Királyi Honvéd Légierő (MKHL; the Royal Hungarian Air Force), which placed orders for 52 aircraft during mid-1938. The Hungarians,while aware that the CR.42 was conceptually outdated, considered the rapid re-equipment of their fighter component vital, the Italian government having expressed its willingness to forgo CR.42 delivery positions in order to expedite the re-equipment of Hungarian units. By the end of 1939, 17 CR.42s had reached Hungary, issued to 1. Vadász Ezred (1st Fighter Wing) which began conversion from the CR.32. Its two groups of two squadrons, 1./I Vadász Osztály (Fighter Group) at Szolnok and the 1./II Vadász Osztály at Mátyásföld, Budapest, received their full complement of fighters in mid-1940.

Some CR.42s in Hungarian service were fitted with 12.7 mm (.5 in) Gebauer GKM Machine Gun 1940.M (Gebauer Kenyszermeghajtasu Motorgeppuska, or "Gebauer Positive-Driven Motor-Machine Gun"); these were fixed twin-barrel guns driven from the aircraft engine's crankshaft.

In total, MKHL ordered 70 CR.42s but through a barter which included a captured Yugoslavian Savoia-Marchetti SM.79, they received two additional CR.42s in 1941. The Hungarian aircraft were used in the ground attack role against Soviet forces until December 1941. Although typically outclassed by more modern types, the Hungarian CR.42s scored 25 destroyed, one probable, one damaged and one aircraft destroyed on the ground. The surviving CR.42s were relegated to training roles.

Belgian Air Force

In 1939 a mission of Belgium's Aéronautique Militaire purchased 40 CR.42s, for a total price of 40 millions francs. The first Fiat arrived on 6 March 1940 (one aircraft was destroyed in a landing accident). The CR.42s were mainly sent to the Evere Établissements Généraux de l'Aéronautique Militaire for assembly. The first operational squadron, IIème Group de Chasse (Fighter Group) based at Nivelles, south of Brussels had their complete complement of 15 while other units had awaited further deliveries.

In the eve of the German attack, on 10 of May, the number of CR.42 delivered to Belgium is still controversial but it is estimated by historians from 24 to 27, the last transported in France and lost in the railway station at Amiens, but photographic evidence seems to provide that the total number of CR.42 delivered was indeed 30 planes. On may 9 the Squadron operative with the "Falcos" were the 3rd "Cocotte rouge", with 14 planes, and the 4th, "Cocotte Blanche", with eleven planes. Then there were the Fiat of Major Lamarche, and the CR. number R.21 and R.27 in a hangar at Nivelles, not serviceable, while another biplane was on the airfield number 41, with mechanical trouble. The Fiat CR.42s were first to be blooded in Belgium but after encountering the vastly superior Messerschmitt Bf 109 fighters of the Luftwaffe, the entire contingent of Fiats was soon overwhelmed although the Belgian pilots fought with great skill. The Belgian Fiat had their baptisme of fire the 10 of May, when they attacked a formation of Ju 52 (from 17/KGzbV 5) in the Tongres area, forcing a Junker to crash-land near Maastricht. The Fiat were then jumped by the escorting Bf 109 from I./JG.1, but, thanks to the superior agility of the CR.42 managed to come back safely. That day the Belgian pilots claimed four more German planes: three Do 17 and a Bf 109, but still on 10 May, the Stukas of I./St.2 destroyed not less than 14 Fiat on the airfield of Brustem.

In the 35 missions flown, Fiat CR.42s downed at least five and probably even eight enemy aircraft including a Dornier Do 17, Junkers Ju 52 and the vaunted Bf 109 for a loss of two of their own. After capitulation, the five surviving Fiat CR.42s were brought into depot of the French Air Force in Fréjorques, where they were found by the Germans. Their final fate is not known. Overall claims by Belgian Fiat CR.42 were: eight Do 17, four Bf 109 and one Ju 52.

Swedish Air Force

File:Fiat CR.42 aka J11.jpg

CR.42 in Swedish Air Force markings

The Swedish Air Force purchases of various types of Italian war planes in 1939-41 were an emergency measure caused by the outbreak of war. There were no other nations willing to supply planes to a small neutral country and domestic production would be insufficient until 1943. From 1940 to 1941, Sweden received 72 CR.42s, which were equipped with radios, 20 mm (.79 in) armour plate behind the pilot and ski landing gear. The Swedish aircraft were designated J 11.

The J 11s were initially assigned to the F 9 wing, responsible for the air defence of Gothenburg, but were transferred to the newly established F 13 wing in Norrköping in 1943 when F 9 received more advanced J 22 fighters.CR.42s.

The Falcos operating from Kiruna, in the north of Sweden, were equipped with ski undercarriage. In 1942 spring, Fiat of 1.Division was moved to Lulea airfield. The CR.42s took off several times to intercept German planes violating Swedish borders but they failed to make contact with them. The Fiat from 2. and 3.Divisions based in Goeteborg managed to intercept the intruders a couple of times, forcing them to come back.

During their service in Swedish Air Force, the CR.42 suffered many accidents, sometimes because of the poor quality of materials used by the Fiat factory. Buy the end of 1942, eight "Falcos" had been lost, and 17 more by the end of 1943. In all, over 30 CR.42 were lost due to accidents and mechanical failures. Swedish pilots appreciated the J 11's formidable close-in dogfighting abilities howewer they complained about low speed, insufficient armament and the open cockpits that were unsuited for the severe climate of Scandinavia. The remaining J 11s of the F 13 wing were decommissioned for good by the Air Force by 14 March 1945. 19 aircraft were sold to a civilian contractor, Svensk Flygtjänst AB, who used 13 of them as target tugs for one season, although the type was not well suited for the role. Another six Fiat were delivered to Svensk Flygtjänst AB as a source for spare parts. The aircraft were given Swedish civil registrations. The last Fiat were removed from the register in 1949.

One surviving Swedish "Falco" was preserved. It was stored at the F 3 wing; the aircraft was "hidden away" for a future museum. Number NC.2453, marked as 9 9, is today on a permanent static display in the Swedish Air Force Museum (Flygvapenmuseum) in Linköping.

Luftwaffe

After the Italian armistice of 8 September 1943, the Luftwaffe took over the majority of Regia Aeronautica aircraft. Among these aircraft there were a number of CR.42s. Meanwhile, German Rüstungs-und-Kriegsproduktion Stab took control of Italy's northern aircraft industry, and ordered 200 CR.42LW (LW=Luftwaffe) from Fiat for the Luftwaffe, to use for night harassment and anti-partisan roles. Some of the captured Fiats were allocated to training divisions as well. One of the German units to use the CR.42 was Nachtschlachtgruppe (NSGr.) 9, based in Udine. Its task was to fight partisans in the region of the Alps, Istria and Croatia. The 1. Staffel received its Falcos in November 1943 and in January 1944 the unit was transferred to Caselle airfield near Turin to operate against the partisan units in Southern Alps. On 28 January, the 2. Staffel too was equipped with the CR.42. The training of Germans pilots took place at a school at Venaria Reale. In February 1944, after the Allies had landed at Anzio, 1.Staffel and 2.Staffel, based in the Centocelle airport in Rome, attacked Allied units in southern Latium region, mostly in moonlit night raids. NSGr9 attacked enemy troops in the Monte Cassino area. The CR.42 proved to be useful as a light bomber at night but subsequently NSGr9 began to be equipped with the Ju 87D. 2.Staffel kept using the Fiat biplanes until mid-1944. On 31 May, the unit had still 18 "Falcos", 15 of which were operational.

Due to the Allied raids over the Fiat factory in Turin, only 150 CR.42LWs were completed, with 112 operational. Another unit to use them in Southern Italy and the Balkans was Jagdgeschwader (JG) 107 that flew them as night fighters, fighter-bombers and fighter-trainers (nicknamed "Die Pressluftorgel" or "the Pneumatic Organ" by the Luftwaffe trainee pilots).

Variants

CR.42

Early CR.42s were armed with one 12.7 mm (.5 in) machine gun and one 7.7 mm (.303 in) machine gun. The CR.42bis replaced the 7.7mm with a second 12.7mm.

CR.42 Egeo

Equipped, for Aegean theater, with a extra 80 L (20 US gal) fuel tank in the fuselage.

CR.42AS

A close air-support version. The two standard 12.7mm machine guns could be supplanted with two more. There were underwing racks for two 220lb (100kg) bombs. AS stands for 'Africa Settentrionale.' There was an additional engine filter to prevent damage from sand which caused a loss in power, a common occurrence in North Africa, since filter-less engines could be damaged after only a few hours use.

CR.42B

One aircraft equipped with the Daimler-Benz DB 601 engine, estimated maximum speed 518 km/h (323 mph). Also known as the CR.42DB.

CR.42bis

Standard armament of two 12.7mm machine guns mounted.

CR.42CN

Night fighter version with spotlights in gondolas under the wings and prolonged engine exhausts.

CR.42ter

2 × 12.7 mm (.5 in) machine guns with two additional guns mounted in blisters under the wings.

ICR.42

Experimental floatplane version designed by CMASA, top speed decreased by only 8 km/h (5 mph) in spite of the 124 kg (273 lb) increase in weight.

CR.42LW

Night harassment, anti-partisan aircraft for the German Luftwaffe.

CR.42 "Bombe Alari"

( unofficial but widely used name) Modification carried out at SRAMs (repair centers), to allow outdated fighters to be used in ground attack roles. Underwing pylons for 2 × 50 kg (110 lb) bombs were added; often these pylons were loaded with 100 kg (220 lb) bombs. The same modification was carried out on Fiat G.50s and Macchi C.200s.

CR.42 two-seaters

Several Italian CR.42s were converted into two-seat communications aircraft.

CR.42DB

One CR.42 was fitted with an early 895 kW (1,200 hp) DB 601A inline engine. A speed of 525 km/h (326 mph) was attained.

Operators

File:Fiat CR 42 - J 11.jpg

CR.42 in Swedish Air Force markings

Template:BEL

• Belgian Air Force

Template:Country data Germany

• Luftwaffe

Template:Country data Hungary

• Hungarian Air Force

Template:Country data Italy

• Regia Aeronautica

Template:SWE

• Swedish Air Force

Survivors

Four CR.42s are known to exist:

• The Royal Air Force Museum at Hendon has a Regia Aeronautica machine (MM5701) on display. This was captured on 11 November 1940 when it suffered an overheated engine and was forced to land on the shingle beach at Orfordness, Suffolk.
• At the Swedish Air Force Museum near Linköping is a J 11, Fv2543.
• The Fighter Collection at Duxford are restoring another Swedish J 11 to fly - formerly Fv2542; now civil-registered as G-CBLS.
• At the Italian Air Force Museum, Vigna di Valle is a CR.42 in Italian colours as "MM4653", which in fact is a composite built up with the help of parts recovered in Sweden, Italy and France.

Specifications (CR.42)

General characteristics

• Crew: 1
• Length: 8.25 m (27 ft 1 in)
• Wingspan:
  
  • Top wing: 9.70 m (31 ft 10 in)
  • Bottom wing: 6.50 m (21 ft 4 in)
• Height: 3.585 m (10 ft)
• Wing area: 22.4 m² (241.0 ft²)
• Empty weight: 1,782 kg (3,929 lb)
• Loaded weight: 2,295 kg (5,060 lb)
• Powerplant: 1× Fiat A.74 RIC38 radial air cooled, fourteen cylinders radial engine, 627 kW (840 hp at 2,400 r.p.m./12,500 ft)

Performance

• Maximum speed: 441 km/h (238 kn, 274 mph) at 20,000 ft
• Cruise speed: 399 km/h (215 kn, 248 mph)
• Range: 780 km (420 nmi, 485 mi)
• Service ceiling: 10,210 m (33,500 ft)
• Rate of climb: 11.8 m/s (2,340 ft/min)
• Wing loading: 102 kg/m² (21 lb/ft²)
• Power/mass: 270 W/kg (0.17 hp/lb)

Armament

• Guns: First series : Breda SAFAT 7.7 mm (0.303 in)
  • Later 2 × 12.7 mm (0.5 in) Breda SAFAT machine guns, 400 rpg.
  • 2 × 12.7 mm (.5 in) machine-guns in underwing fairing on some.
• Bombs: 200 kg (440 lb) on 2 × wing hardpoints

See also

Wikimedia Commons has media related to:

Fiat CR 42 Falco

Related development

• Fiat CR.32

Comparable aircraft

• Avia B-534
• Gloster Gladiator
• Polikarpov I-153
• Henschel Hs 123

Designation sequence

• Fiat CR.20 - Fiat CR.30 - Fiat CR.32 - Fiat CR.42

References

Notes

Bibliography

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• Taylor, John W.R. "Fiat CR.42." Combat Aircraft of the World from 1909 to the present. New York: G.P. Putnam's Sons, 1969. ISBN 0-425-03633-2.
• Vossilla, Maggiore. "Pilota Ferruccio, comandante 18° Gruppo C.A.I (in Italian)." Prima Battaglia Aerea Relazione giornaliera Ministero dell'Aeronautica, 11 Novembre 1940.
• Winchester, Jim. "Fiat CR.42." Aircraft of World War II (The Aviation Factfile). Kent, UK: Grange Books plc, 2004. ISBN 1-84013-639-1.

External links

• The Fiat CR.42 in the Belgian Air Force
• The Fiat CR.42 in the Hungarian Air Force
• The Fiat CR.42 in the Swedish Air Force

This article is licensed under the GNU Free Documentation License. It uses material from the Wikipedia article "Fiat CR.42".