В.Кондратьев Самолеты первой мировой войны

SIA.7B/7B2/9B

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   В феврале 1918 года поднялся в воздух бомбардировщик SIA.9B, оснащенный наиболее мощным авиационным двигателем того периода - 700-сильным "Фиатом" A-14. Он также состоял на вооружении итальянских ВВС и принимал участие в налетах на австрийские военные объекты. Всего построен 501 SIA.7B, 71 SIA.7B2 и 62 SIA.9B.


ДВИГАТЕЛЬ

   "Фиат" A-12 (260 л.с.) или A-12bis (300 л.с.) или A-14 (700 л.с.)

J.Davilla Italian Aviation in the First World War. Vol.3: Aircraft M-W (A Centennial Perspective on Great War Airplanes 75)

SIA 9b

  It had been the hope of the DTAM that the SIA 7b series could be used to fill the light bomber role. Evaluation of the SIA 7b2 revealed that it would not be used effectively as a bomber, being underpowered. Instead SIA began to develop a version of the SIA 7b designed around the 500-hp Fiat A.14 engine. It was intended that this new aircraft would eliminated the design flaws present in the preceding design.
  The SIA 9b, as it was designated, would carry either 16 162-mm bombs (the SIA 7b2 was designed to carry five of these in a small interior compartment), or four 260-mm bombs. Defensive armament was a Fiat machine gun mounted over the wing (as on the SIA 7b2) replaced early in the production run with a synchronized version. The rear Fiat machine gun was placed on a TO.3 ring mount, which was superior to SIA’s own design. It could carry two cameras. Alegi notes that it was requested that the crew be provided with electrical heating which suggests the SIA 9 was expected to perform high altitude raids or long range night sorties.
  In the autumn of 1917 the SIA 9 was tested and an order for 500 was placed, but by the Armistice only about 40 had been delivered; an additional 22 were delivered postwar.
  Serial numbers were between 10788 to 10849. The prototype carried serial 6800.
  The remaining airframes became SIA 9bd (also known as SIA 10B) which never reached operational service. The postwar Fiat BR would replace both SIA variants.
  Orders from the DTAM to strengthen the side members (perhaps influenced by the SIA 7b debacle) resulted in more delays in production. Alegi reports that in March 1918 the following alterations were mandated:
  1. increase the diameter of numerous bracing tie rods to 3.5 mm;
  2. apply plates of 30 x 20 cm at the base of the rear cabane uprights;
  3. insert reinforcements to avoid the so-called “sliding” of some wooden elements;
  4. add 5.26mm steel tie rods between cabin and the engine.
  These changes suggested similar problems to those found on the SIA 7b - flaws in the construction of the wing structure which required additional bracing. It is unclear if these were also found on the SIA 9 or were intended to prevent a repeat of the fatal wing collapses seen with the SIA 7b series.
  It was planned to have five high speed bomber units in service with 24 SIA 9bs in 1918.
  Douhet believed that with the SIA 9b, the Italians would have an aircraft capable of playing the role of the battle airplane, provided that its armament was strengthened and its protection increased. He proposed to significantly reduce the numbers of reconnaissance aircraft, aiming to retrofit their squadriglias with SIA 9bs during the Summer. He anticipated a rapid growth in the number of bombers at the front; these bomber squadriglias would receive constant support from the SIA 9b “battle plane” units. Given the production difficulties with the Ca.5 and SIA 7b, it is hardly surprising that this study was destined to remain a theoretical exercise.
  On 27 February 1918 a prototype piloted by Brach-Papa and with capitano Porro made a high speed bombardment of Branzollo while avoiding an enemy fighter over Feltre. On 15 March an SIA 9b was assigned to a sezione of 161a Squadriglia.
  The catastrophic use of the SIA 7b resulted in any aircraft carrying the SIA designation being stigmatized. The above-mentioned attempt to strengthen the SIA 9b airframe only created more doubts in the aircrew. The formation of 161a Squadriglia was soon cancelled.
  D’Annunzio fought to have the SIA 9bs see action by having 161a assigned to the 1a Squadriglia Siluranti Aeree al Lido di Venezia (Air Torpedo Squadron at the Lido of Venice). Based in San Nicolo on the Lido of Venice with selected crews, it was considered an experimental unit for the SIA 9b and received the two aircraft of the 161a on 11 May. Four more SIAs arrived in July.
  At last the SIA 9bs saw action when Pola was bombed 17 July. It was not an auspicious start. D’Annunzio flew with Brach-Papa on SIA 9b 10788, but on the return form the mission 10794 and 10795 were lost due to engine problems.
  A repeat attack on Pola was flown on August 21st, of the three SIA 9bs that took off only D’Annunzio’s 10789, piloted by sottotenente Barberis, reached the target. On 19 September three SIAs completed the mission, with one being damaged on the return flight, and on 29 September 10815 crashed killing the crew.
  This time the problem was not due to airframe weakness or poor engine mounts; the problem lay with the poorly designed and built radiators. The only was to remedy the situation would be to design and fit new radiators. However, once again, a quick fix using auxiliary water tanks or a second radiator were tried, and as with the SIA 7b, these failed miserably.
  On 24 October the unit had 20 SIA 9b but only seven pilots, although they did participate in war missions during Vittorio Veneto.
  At last 161a Squadriglia was reformed; it was to have had at least two seziones. 1a sezione was sent to the front on 31 October while the Armistice prevented the formation of 2a sezione. Although it has been stated that the SIA 9b were soon removed from service, they actually appear to have survived into at least mid-1919.

Units

161a Squadriglia
  1a Sezione SIA 9b was formed in March 1918 in Riva di Chieri, then it moved to Padua with two planes and two pilots, and then on May 12 to Ghedi. The formation of 161a began in June 1918 under capitano Barucchi; it had two aircraft. However, at the end of June, all aircraft produced by SIA were canceled. Training on the SIA 9b continued at Venaria Reale, where almost all the new SIA 9bs were assigned. D’Annunzio managed to assign them to the Squadriglia Siluranti Aeree al Lido di Venezia (Air Torpedo Squadron at the Lido of Venice). 161a Squadriglia was assigned to the XI Gruppo Massa da Bombardamento (Bombardment Force), equipped with the SIA 9b and SVA 4s.
  Stationed in Verona, the 161a was formally constituted only after the war was over, on 15 November 1918. It was disbanded in March 1919.

1a Squadriglia Siluranti Aeree
  Based in San Nicolo, the 1a Squadriglia Siluranti Aeree was formed in 11 March 1918 as an aerial torpedo unit (Squadriglia Siluranti Aeree), Initially equipped with the two Ca.3s, it later received Ca.5s which proved to more troublesome than the older variants.
  D’Annunzio decided to use the waylaid SIA 9bs of 161a Squadriglia, although they were incapable of carrying torpedoes. He obtain a small number of SIA 9bs and sent two of them (10791 and 10792) on a raid over Osteria Palu 19 May. Only 10971 flew the mission, the other SIA had to turn back. The power station at Fies and Feltre air base were also raided during May.
  As the Ca.5s continued to prove troublesome, it was decided to re-equip with more SIA 9bs obtained from Turin. A major raid against Pola was flown 17 July with 10788, 10794, 10795 and 10796; 10794 and either 10795 or 10796 were lost due to engine failures, but the two crews were rescued by the Regia Marina. Later that month 10789 was lost in a training accident.
  On 21 August for D’Annunzio led the SIAs in an attack on Pola; his aircraft (10789) was the only one to complete the mission, the other three turned back to equipment failure. During yet another attack on Pola on 19 September SIA 9b 10789 was attacked by Austro-Hungarian fighters. The crew were saved by the timely intervention of Regia Marina M.5 fighter flying boats.
  In preparation for the Vittorio Veneto battles, the Caproni 5s, recently arrived SVAs, and the remaining SIA 9b were assigned to the Massa da Bombardamento and the unit was renamed San Marco. At this time there were 20 SIA 9b bombers, almost half of all the examples built during the war. There were also 18 SVAs.
  On 25 October four SIA 9b and three SVAs bombed Austrian camps between Arten and Rosai; only two aircraft completed the mission; the others were forced to turn back due to technical issues. SIA 9b 10815 crashed while taking off killing the crew.
  On 28 October four planes (type unknown) bombed railroad targets; as October ended they harassed retreating Austrian troops and bombed bridges over the Livenza River. In July 1919 the SIAs and SVAs were withdrawn from the unit, which was, itself, disbanded in the Fall of 1919.

Postwar

  On 20 April 1919 there were 15 SIA 9b with la Magazine Avanzato (six aircraft) and Deposito Mantova (9 SIA 9b). There were also nine SIA 9b with the Regia Marina and three at Villacoublay. There were 48 SIA 9b in the depots. By August 1919, no SIA 9b served with active units.


SIA 9b two-seat fast bomber with one 700-hp Fiat A.14 engine
  Wingspan 15.5 m, length 9.7 m (Alegi states 8.8 m); height 3.35 m; wing area 66 sq m
  Empty weight 2,100 kg; loaded weight 3,000 kg
  Maximum speed 215 km/h (204 km/h); ceiling 5,000 m; climb to 2,000 m 8 minutes; climb to 3,000 m in 15 minutes; range 5,000 m; endurance 4 hours (2.5 hours)
  Armament was one fixed machine gun fired by the pilot and one (occasionally two) machine guns fired by the observer.
  Bomb load of 350 kg.