Derided by their foes and often patronised by their major ally, the armed forces of Italy during World War II have not received the historical attention they warrant. The Regia Aeronautica (Royal Italian Air Force) entered the war, albeit slightly late, fresh from a notably successful campaign in the Spanish Civil War where Italian aircraft proved to be among the world’s best. Second World War Italian aircraft design was frequently brilliant, showcasing innovation and flair. Unfortunately, this design prowess was hampered by Italy’s limited industrial output. Here is a subjective top ten list exploring these relatively rare but significant Ww2 Italian Fighter Aircraft and bombers. Che figo!
10. Fiat G.50 Freccia (‘Arrow’)
Colorized image of a Fiat G.50 Freccia ww2 italian fighter aircraft on an airfield
How many Italian fighters achieved a 33/1 kill-loss ratio during the Second World War? If your answer is ‘none’, you’re partially correct – as we’ll explore. Designed by Guiseppe Gabrielli, who later created the G.91 jet for NATO, the Fiat G.50 was Italy’s first monoplane fighter. It featured modern innovations like retractable undercarriage and an enclosed cockpit. However, the enclosed cockpit was quickly discarded. Contrary to popular belief associating this with conservative pilot preference, the primary reason was its near impossibility to open in flight. Even the most progressive pilot values the ability to escape a burning aircraft. Despite the canopy issue, 12 G.50s were sent to Spain for combat evaluation, though none saw actual fighting, rendering the assessment inconclusive. These aircraft were later gifted to Spain and saw combat in Morocco. By then, the Freccia had already engaged French and British forces. A few G.50s participated in the Battle of Britain, flying 479 sorties without intercepting a single British aircraft. The little Fiat performed better with Italian forces in North Africa, but its overall career wasn’t spectacular under the Italian flag.
Black and white photo of a Fiat G.50 Freccia ww2 italian fighter aircraft parked on grass
Surprisingly, the incredible 33-to-1 kill ratio mentioned earlier was achieved by the Freccia while in service with the Finnish Air Force. Finland operated 33 G.50s from the end of the Winter War through the Continuation War until 1944. Finnish Fiat pilots downed 99 Soviet aircraft, losing only three of their own – the best victory-to-loss ratio for any single fighter type in a specific air arm during the war. Despite this stunning success, Finnish pilots reportedly preferred the Morane-Saulnier MS.406, Hawker Hurricane, and Brewster Buffalo. The G.50’s open cockpit, pleasant over the Mediterranean, was unsuitable for harsh Finnish winters, although escaping the aircraft was less of a concern. After being phased out of frontline service, the G.50s served as trainers until late 1946 when spare parts ran out. While perhaps a lackluster performer overall, the G.50’s Finnish service record, particularly that astounding kill ratio, makes it impossible to ignore.
9. Savoia-Marchetti SM.79 Sparviero (‘Sparrowhawk’)
Formation flight of three Savoia-Marchetti SM.79 Sparviero trimotor bombers
First flown in 1934, the SM.79, nicknamed Gobbo maledetto (‘damned hunchback’) due to its distinctive dorsal hump, was an aviation survivor. After setting numerous records in the mid-1930s, the SM.79 became arguably the best bomber deployed during the Spanish Civil War. It outlasted its intended replacement (the obscure SM.84) and finished its wartime career as the Axis’ most effective torpedo bomber, later enjoying a surprisingly long postwar service life. It served in various air forces, including Brazil’s. Defying expectations, while known as the archetypal trimotor bomber, the Romanian-built SM.79JR variant was a twin-engine aircraft and the fastest of the type. Although exceptionally fast by global standards during the Spanish conflict, the SM.79’s main attributes in World War II were its rugged construction and excellent reliability – qualities not typically associated with Italian engineering at the time.
Savoia Marchetti SM 79 Sparviero trimotor bomber in flight over clouds
In the Spanish Civil War, the Sparviero proved highly effective and largely immune to interception, fortunate as Italy lacked a fighter fast enough to escort it. Only four of the roughly 100 aircraft sent to Spain were lost operationally. Early WWII operations were successful, but by 1940, its speed advantage diminished against newer British fighters over North Africa and Malta, losing its reputation for invulnerability. Nevertheless, it remained a reliable medium bomber throughout Italy’s involvement in the war. As a torpedo bomber, however, the SM.79 found renewed purpose and effectiveness, achieving considerable fame. The torpedo variant (Aerosilurante) removed the drag-inducing ventral gondola, resulting in a faster aircraft. Though capable of carrying two torpedoes, only one was typically carried on combat missions. SM.79s sank significant Allied shipping and damaged many more vessels, including the battleship HMS Nelson. The peak year for the Aerosiluranti units was 1941, sinking nine ships (42,373 tonnes) and damaging 12 others in 87 attacks. Carlo Emanuele Buscaglia was the top Sparviero torpedo ace, credited with sinking over 90,718 tonnes of enemy shipping. Shot down in November 1942 and presumed dead, an anti-shipping unit of the Fascist Aeronautica Nazionale Repubblicana (ANR) was named in his honour after the Italian armistice. Ironically, Buscaglia survived and later served with the Italian Co-Belligerent Air Force, fighting alongside the Allies. The SM.79 continued torpedo operations until late 1944, with the last two ANR Sparvieros flying their final mission on December 26th, sinking a 5,000-ton vessel off the Dalmatian coast.
Beyond Italy, the SM.79 served with Yugoslavia against the Germans, Iraq (twin-engine version) against the British, and Brazil. Romania licence-built its own twin-engine version for use against the Soviets. Perhaps the most surprising operator was the RAF, which flew four captured SM.79s with 117 Squadron from May to November 1941. Post-war, Lebanon acquired four Sparvieros, operating them until 1965, making them the last Italian WWII aircraft in service globally. Both surviving SM.79s are ex-Lebanese aircraft. Interestingly, one wartime Sparviero pilot was Capitano Emilio Pucci, who later became a famous fashion designer, even designing Braniff Airways’ uniforms.
8. Fiat CR.42 Falco (‘Falcon’)
Was the Fiat CR.42 Falco a conceptually outdated biplane or a fighter well-suited to its operating conditions? Like its adversary, the Gloster Gladiator, it was arguably both. Fiat had a successful lineage of biplane fighters designed by Celestino Rosatelli, starting with the CR.1 in 1923, all featuring distinctive Warren truss struts that minimized bracing wires. The CR.42 was the culmination of this line, which likely would have continued had WWII not rendered biplane fighters obsolete. Powered by a radial engine instead of the V-12 of its predecessor (CR.32), the Falco arrived too late for the Spanish Civil War, a conflict that underscored the shift to monoplanes. Despite this, Fiat achieved considerable export success, with orders from Hungary, Sweden, and Belgium. Belgian CR.42s were the first to see combat, scoring five confirmed kills (including two Bf 109s) during the brief campaign against Germany. This wouldn’t be the last time the Fiat flew against Axis forces.
The Falco had an extremely busy couple of years with the Regia Aeronautica. During Italy’s entry into the war in June 1940, CR.42s escorted successful bombing raids on French airfields. In air combat against French monoplanes, they performed adequately, losing five CR.42s for eight (possibly ten) French fighters downed. The East African campaign later that year marked the peak of the Falco‘s career. Three squadrons engaged the RAF, achieving decisive victories; for instance, in November, CR.42s destroyed seven Gloster Gladiators without loss. Mario Visintini, the top-scoring biplane ace of WWII, achieved most of his 16 officially credited victories (later research suggests 20) during this campaign flying the Falco. Over North Africa and Malta, the CR.42 proved capable, able to challenge the Hurricane if skillfully flown, forcing RAF units to develop specific tactics against its manoeuvrability. During the invasion of Greece, CR.42s dominated, officially destroying 162 aircraft for 29 losses. Hungarian CR.42s on the Eastern Front shot down 24 Soviet aircraft for only two losses in six months. However, by 1941, it became clear the Falco lacked the performance to counter modern monoplanes and transitioned successfully to ground attack. Its excellent handling and manoeuvrability allowed it to evade fighters and ground fire at low levels, proving a highly accurate close support asset. After Italy’s 1943 capitulation, Germany had the CR.42 returned to production for Luftwaffe use as light night-attack bombers (CR.42LW), with around 112 completed. Simultaneously, some CR.42s flew with the Italian Co-Belligerent Air Force alongside Allied forces, making the Falco one of the few aircraft to fight with, as part of, and against the Luftwaffe.
Unlike the Gloster Gladiator, built in relatively small numbers, the seemingly outdated CR.42 was manufactured in greater numbers than any other Italian wartime aircraft, with just over 1800 built. As one of the top three biplane fighters of WWII, the CR.42 proved more useful and effective than its apparent obsolescence suggested.
7. Macchi MC.200 Saetta (‘Lightning’)
Challenging common myths about Italian WWII aircraft, the Macchi MC.200 Saetta was described by aviation author Bill Gunston as having “outstanding dogfight performance” and being effective against the Hawker Hurricane. This revelation highlights how historical narratives can be subject to interpretation. The Saetta, with its somewhat bumblebee-like appearance, followed Macchi’s successful Schneider Trophy racing seaplanes. Unlike the Spitfire, which resembled its floatplane ancestors, Mario Castoldi’s MC.200 was radial-powered (using the Fiat A.74, like the G.50) and looked quite different from the Macchi MC.72 racer. It made better use of this reliable but modestly powered engine. Relatively small, the MC.200 initially featured an enclosed cockpit, like the G.50, but this was soon discarded. Its armament was typically weak for early Italian fighters: two 12.7 mm (.50-in) machine guns, though double the original specification. An ammunition counter was provided in the cockpit. An unusual design feature was asymmetric wings (one slightly longer) to counteract propeller torque by generating useful lift. Early handling issues, including a tendency for unrecoverable spins, were resolved with wing profile modifications before Italy entered the war, resulting in viceless handling.
Entering service in summer 1939, the MC.200 was arguably among the world’s top operational fighters (after the Bf 109, Spitfire, and possibly Hurricane). However, by Italy’s entry into the war, newer fighters like the Curtiss P-36 and Dewoitine D.520 had emerged. Italian industry’s move towards standardization meant the MC.200 remained largely unchanged throughout its production run (1939-1943), eventually becoming outdated compared to rapidly developing fighter technology. Despite this, the Saetta flew more combat sorties than any other Italian type during the Regia Aeronautica‘s involvement. Initially successful over North Africa, it could outmanoeuvre the P-40 Warhawk and Hurricane, its rugged airframe and comparable performance (especially against desert-modified Hurricanes) proving advantageous. Like many early-war fighters, it shifted towards ground attack, first seeing action as a fighter-bomber in North Africa. Bomb-equipped MC.200s sank the British destroyer HMS Sikh off Tobruk in 1942. On the Eastern Front, MC.200s formed a significant part of the Italian expeditionary force, contributing to a claimed 88 Soviet aircraft downed for 15 Italian losses.
After 1943, Saettas briefly served with the Co-Belligerent Air Force in a close support role but were primarily used as trainers by both Italian factions, continuing in this function until 1947.
6. CANT Z.506B Airone (‘Heron’)
What’s better than a slender Italian trimotor bomber? A slender Italian trimotor bomber on floats. The CANT Z.506B Airone was a rare example of a seaplane successfully developed into a landplane (the Z.1007 Alcione). Designed by Filippo Zappata, the Z.506 utilized classic wood construction for most of its airframe. Originating as a 12-seat commercial aircraft (Z.506A), it immediately set speed, range, and payload records. Fifteen Z.506As served with Ala Littoria. The Z.506B was the military version, featuring more powerful engines, a raised cockpit, and a long ventral gondola housing the bombardier, bomb bay, and a rear defensive gun position. It continued the record-breaking trend, including a 7,020 km non-stop flight. A few served in the Spanish Civil War, beginning a remarkable 24-year frontline career.
CANT Z.506B Airone trimotor floatplane moored near a coastline
Despite its wooden structure, the Airone was known for operating in rough seas. Throughout WWII, it served tirelessly in coastal raiding, torpedo attacks, long-range maritime patrol, reconnaissance, and transport roles. A dedicated air-sea rescue version, the Z.506S (Soccorso), saved 231 people between 1940-42. Despite clear red cross markings, these rescue Airones were frequently attacked by British fighters. After the Italian capitulation, Z.506s served on both sides. The Luftwaffe used them for patrols over the Baltic and air-sea rescue from Toulon. Post-1945, the Z.506 continued service well into the Cold War. Its excellent endurance and seaworthiness made it highly effective for air-sea rescue, with the last examples retired only in 1959. Designer Filippo Zappata lived to be 100, passing away in 1994.
The Z.506B is perhaps best known in the English-speaking world for being hijacked by Allied prisoners of war. On July 29, 1942, a Z.506B rescued the crew of a ditched Bristol Beaufort. During the flight to Taranto, the British airmen overpowered their rescuers and flew the aircraft to Malta, where it subsequently entered RAF service, joining two other captured Airones.
5. Macchi MC.205V Veltro (‘Greyhound’)
Macchi MC.205V Veltro fighter aircraft parked on tarmac, displaying Italian Air Force markings
The Macchi MC.205V Veltro represented the culmination of Macchi’s fighter line, starting with the MC.200. It combined the powerful Daimler-Benz DB 605 engine (licence-built as the Fiat RA.1050 Tifone) with the superb handling of the MC.202 Folgore (itself an MC.200 re-engined with a DB 601). The result was a world-class airframe and the first Italian fighter with truly effective armament: typically two 20mm cannons and two 12.7mm machine guns. Though considered slightly inferior overall to its contemporaries, the Re.2005 and G.55, the Veltro was a magnificent performer. Crucially, as a development of an aircraft already in production (the MC.202), it could be produced relatively quickly in meaningful numbers. Before the Italian capitulation, 146 MC.205Vs reached Regia Aeronautica units, compared to only 35 G.55s and fewer than 50 Re.2005s. Although more G.55s were eventually built, the MC.205V saw considerably more service while Italy remained unified within the Axis.
In combat, Veltro pilots achieved significant success. Building on the familiar and excellent handling of the MC.202, the MC.205 was highly regarded. Renowned British test pilot Eric Brown called it “One of the finest aircraft I ever flew… really a delight to fly, and up to anything on the Allied programme.” Equipped with a top-tier engine and potent armament, it proved effective. Sergente Maggiore pilota Luigi Gorrini officially downed 14 aircraft flying the Veltro, while Italy’s top ace, Major Adriano Visconti, scored 11 of his 26 confirmed victories in the MC.205. At the armistice, only 66 MC.205s remained airworthy. Six flew south to join the Allies; the rest were integrated into the ANR air force of Mussolini’s Italian Social Republic. Macchi built another 72 Veltros for the ANR. The Luftwaffe briefly operated a few MC.205s in late 1943, praising their speed and handling but criticizing unreliable radios and slow servicing times. Only one confirmed kill (a P-38 Lightning) was credited to a German-operated MC.205V.
The Veltro continued in postwar Italian service until 1955, with the last ones built as late as 1951. A few new-build aircraft were supplied to Egypt, leading to an Israeli sabotage operation that destroyed several aircraft (including one MC.205) in Italy. During the 1948 Arab-Israeli War, an Egyptian Veltro reportedly shot down an Israeli P-51D on January 7, 1949.
4. Piaggio P.108
Piaggio P.108 four-engine heavy bomber on the ground
Interestingly, none of the major Axis powers placed a strong emphasis on strategic bombing. Germany and Japan primarily viewed air power tactically. The only Axis heavy bomber built in significant numbers was the problematic Heinkel He 177 Greif. However, Italy did produce a capable strategic bomber: the Piaggio P.108B (Bombardiere). First flown in 1939, it was fortunate for the Allies that production numbers remained minimal, as the P.108 ranked among the world’s best heavy bombers at the time. One early test pilot was Benito Mussolini’s son, Bruno, who died in a crash involving a P.108 in 1941. Despite this tragedy, the aircraft proved outstanding, comparing favourably with contemporary Allied ‘heavies’. Its top speed (just under 300 mph) slightly exceeded the Lancaster and B-17, its bomb load fell between the two, and its range was similar. Unusually for Italian aircraft, it featured powerful, advanced defensive armament, including remotely controlled turrets on the outer wings. The P.108 was also exceptionally strong, built to a 6G load factor – more typical of fighters like the Spitfire. This over-engineering resulted in a heavy structure but contributed to crew confidence in its robustness.
The P.108’s main drawback was its scarcity; only 24 bomber variants were built. Missions against well-defended targets like Gibraltar and Algerian bases (after Operation Torch) were sporadic. Several P.108s fell victim to Beaufighter night fighters. In total, five or six Piaggios were lost to enemy action, the last two during the Allied invasion of Sicily. However, the bomber was only part of the story. The P.108 was also produced as a transport (P.108T) and, surprisingly, as a pressurized transatlantic airliner (P.108C). Ordered in 1940, the P.108C aimed to carry 32 passengers and first flew in 1942. Despite Piaggio’s struggles delivering the bomber variant and Italy being at war with the intended destination (USA), five production airliners were ordered. The P.108T military transport was more practical, capable of carrying up to 60 troops or impressive cargo loads, such as two partially dismantled MC.200 fighters (or 12 tonnes). Production of transport variants continued under German control. Most of the 12 P.108C and T models built saw extensive service with the Luftwaffe‘s Transportfliegerstaffel 5, proving invaluable during the Crimean withdrawal. Surviving examples served until the war’s end.
Most striking was the P.108A (Artigliere), mounting a 102mm cannon in the nose for anti-shipping duties. While the gun system worked well in tests, the practicality of attacking ships at low level in a large, 30-tonne heavy bomber seems dubious. The 1943 armistice ended the program, and the sole P.108A was likely destroyed by Allied bombing at the German test centre in Rechlin.
3. Reggiane Re.2005 Sagittario (‘Archer’)
Reggiane Re.2005 Sagittario fighter aircraft with distinctive elliptical wings, parked on an airfield
Had Italy not allied with Germany, Reggiane might have built 300 Re.2000 Falco fighters for the RAF. Just three years later, the far superior Reggiane Re.2005 Sagittario was challenging Spitfires over Sicily. Typifying Italy’s industrial woes, this highly promising fighter saw extremely limited production (only 54 built out of 750 ordered) and combat use by just one unit. The most visually striking of the Serie V fighters (those using the DB 605 engine), the Re.2005 was a development of the less impressive Re.2001 Falco II. The Sagittario inherited the earlier model’s complex airframe, making it time-consuming and expensive to build – a significant issue for Italy’s limited industrial capacity. However, Italy possessed abundant design flair, and the Re.2005, while perhaps pragmatically unsuited for mass production in Italy, exuded thoroughbred style. Its performance matched its looks. Although its combat career was brief, it impressed both friend and foe. Officially rated as the best handling of the three DB 605-powered Italian fighters (Re.2005, G.55, MC.205V), the Fiat G.55 was preferred for production due to slightly inferior performance but significantly easier manufacturing.
The Re.2005 first saw combat on April 2, 1943, intercepting B-24 Liberators over Naples. Its first confirmed kill was on April 28. With Italy’s capitulation on September 8, the handful of Re.2005s saw roughly four months of operational use. During this time, they proved superior to the MC.205 in attacking high-altitude American bombers, thanks to the Reggiane’s larger wing area allowing better manoeuvrability at height. Its main flaw was tail flutter above 680 km/h, though modifications apparently resolved this, with test pilot Tullio de Prato reportedly diving one to 980 km/h without issue in July 1943. Italian pilots adored it, and German test pilots were impressed. RAF Wing Commander Wilfrid Duncan Smith noted, “The Re.2005 ‘Sagittario‘ was a potent aircraft… we would have been hard-pressed to cope in our Spitfires operationally, if the Italians or Germans had had a few Squadrons equipped with these aircraft…” Ultimately, despite its excellence, the minuscule production numbers rendered the Re.2005 strategically irrelevant.
2. FIAT G.55 Centauro (‘Centaur’)
Fiat G.55 Centauro fighter aircraft in flight, seen from above and side
Considered by many, including a team of German experts, as the best Italian fighter of the war and potentially the best fighter in Axis service, the Fiat G.55 Centauro garnered high praise. Kurt Tank, designer of the Fw 190, lauded the G.55. However, plans for mass production under German oversight were dropped because it took three times longer to build than a Bf 109, and while superior, it wasn’t deemed three times superior. Compared to its Macchi and Reggiane contemporaries (MC.205V and Re.2005), the Fiat G.55 suffered fewer teething problems, was easier to manufacture than the complex Re.2005, and offered better high-altitude performance than the MC.205. Only 35 were delivered before the September 8, 1943 armistice. Pilots fortunate enough to fly them in combat were delighted. The 353a Squadriglia, defending Rome, was the only Regia Aeronautica unit to operate the G.55 extensively. They effectively utilized its excellent altitude capabilities against American bombers during the summer of 1943. The Fiat’s armament of three 20mm cannons and two 12.7mm machine guns provided formidable firepower for a mid-war single-engine fighter, shattering the stereotype of underarmed Italian aircraft and proving effective against heavy bombers.
After the armistice, many G.55s were confiscated by the Luftwaffe. The aircraft continued service with the Fascist ANR (except one that flew south to join the Allies) and remained in production at Fiat’s Turin factory. A total of 274 were built during the war, equipping four ANR frontline fighter squadrons. Details of Luftwaffe use are scarce, but German pilots apparently flew the type operationally. After about a year, Italian units were re-equipped with Bf 109Gs, much to the pilots’ disappointment.
The G.55’s story didn’t end with the war. Like the MC.205, it returned to production in 1946, with another 74 built to the original wartime design. These served with the postwar Italian Air Force, Syria, Egypt, and Argentina, seeing combat in the Arab-Israeli conflict. As stocks of the Fiat RA.1050 (DB 605) engine dwindled, a Rolls-Royce Merlin-powered version, the G.59, was developed and produced. This proved successful enough that remaining G.55s were converted to G.59 standard. The Merlin-powered variant served as an advanced trainer in Italy from 1950 to 1965. This longevity is remarkable for an Axis fighter design, rivalled mainly by Spain’s Hispano Buchon (also Merlin-powered), though the G.59 was considered a superior design. Airworthy examples of the G.59 still exist today.
1. Savoia-Marchetti SM.82 Kanguru (‘Kangaroo’)
Large Savoia-Marchetti SM.82 Kanguru trimotor transport aircraft on an airfield
This large, robust aircraft was arguably the best Axis transport aircraft produced in significant numbers during WWII. Its utility was such that after 1943, substantial numbers served both Allied and German forces, and the Kanguru remained in Italian Air Force service until the early 1960s. Though neither glamorous nor aesthetically pleasing, the SM.82 was likely the most useful aircraft produced by Italy during the war. First flown in 1939, it was developed from the earlier SM.75 Marsupiale airliner, itself a capable trimotor transport known for extremely long-range flights (e.g., Ukraine to Mongolia non-stop). The SM.82 Kanguru continued the unusual marsupial naming but featured a bulkier, double-deck fuselage seating 32 passengers above and carrying freight below. It exemplified the 1930s bomber-transport concept (like the Handley Page Harrow or Junkers Ju 52/3m), a cost-effective approach for nations with limited budgets. Large bomb bay doors doubled as cargo access to the lower deck, capable of holding up to 4,000 kg of bombs if needed. Its construction was somewhat old-fashioned: a steel tube fuselage frame covered mostly in plywood and fabric, with a predominantly wooden wing, contrasting with its modern external appearance.
The prototype SM.82 gained attention in 1939 by flying 10,000 km non-stop in 56.5 hours. Production aircraft entered Regia Aeronautica service in 1940 and were in constant demand, though limited industrial output meant there were never enough. Kangurus were vital for supplying Italian forces in East and North Africa during 1940-41, including transporting 51 complete CR.42 fighters and spare engines to East Africa. The SM.82 also undertook audacious bombing missions, including attacks on Gibraltar and a spectacular raid on British oil refineries in Manama, Bahrain (Persian Gulf). This 15-hour, 4,200 km round trip was the longest bombing raid undertaken by any nation at that time. Although causing limited material damage, the four-aircraft raid achieved complete surprise, shocking the British and forcing costly defensive upgrades. Limited availability restricted further long-range bombing, but some raids occurred, notably against Alexandria. Its exceptional range also allowed its use as a civil airliner during the war, flying services to Brazil via Spain and West Africa until August 1942.
With significantly greater capacity than the Ju 52/3m, the SM.82 attracted German interest, becoming the most numerous foreign aircraft in wartime Luftwaffe service. From 1942, FliegerTransportGruppe “Savoia” operated 100 SM.82s. After the Italian capitulation, production continued under German contract, with 299 eventually built for the Luftwaffe (though records of German usage are sparse). Simultaneously, Italian units on both sides continued flying the Kanguru (around 60 with the ANR, including 40 on the Eastern Front, and about 30 with Co-Belligerent forces in the South). Post-war, the Italian Air Force flew the SM.82 until at least 1960, retrofitting many with more powerful and reliable Pratt & Whitney Twin Wasp engines.
While slow, underpowered, and vulnerable like many transports of its era, the Kanguru was capacious, capable, and versatile. Its unmatched range and practicality are underscored by its adoption by Nazi Germany. Ironically, the most effective wartime aircraft from a nation renowned for beautiful fighters was this lumbering, aesthetically challenged transport workhorse. The 726 SM.82s built likely contributed more meaningfully to the war effort (on both sides) than any other single Italian aircraft type.
