E.Hauke, W.Schroeder, B.Totschinger Die Flugzeuge der k.u.k. Luftfahrtruppe und Seeflieger 1914-1918

00. Versuchs- und Beuteflugzeuge (Опытные и трофейные самолеты)
00.45 S.A.M.L. 1, S.2436 (italienisch) Fiat 260
00.53 S.A.M.L. 2 (italienisch) Fiat 260
00.54 S.A.M.L. 2 (italienisch) Fiat 260

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

SAML

  In order to ease production, it was decided to ask Aviatiks designer, Wild, to assist in the development of a version that be built by an Italian manufacturer. The engine selected was a 150-hp Isotta Fraschini V4; on the prototype and a handful of production machines, the V5 was to be used.
  There were only a few changes made to the basic Aviatik layout. The Italian machines had a larger wingspan and, consequently, had a higher empty weight. Alegi notes that the ailerons, empennage, controls, fuel tanks, and wing attachments of the Aviatik design were retained, although the aerofoil was modified.
  Most production machines would use a 200-hp Fiat A.12. This had the dual of advantage of increased power, as well as equipping the aircraft with an engine that could be reliably mass produced, unlike the troublesome V5.
  The differences between the standard Aviatik and the new design resulted in the designation S.1 and S.2 being applied. However, they were most commonly known simply as “SAMLs”.
  Testing revealed that the performance was superior not only to the Aviatik, but also the SAML’s stablemate, the Savoia Pomilio S.P.2 (another second-generation reconnaissance aircraft design).

Production

  Production of the SAML was delayed by the usual delays in aero engine production. It transpired that the product delays for the Isotta-Fraschini Vs were almost equalled by its replacement, the Fiat A.12. In addition to this, the SAML factory moved in 1916.
  By the end of October 1916 23 examples had been delivered - about one year after the Aviatik had been retired in German service. Two years later 657 SAMLs (Alegi lists a source shows 669) had been produced by SAML and subcontractors Fratelli Frattin in Milan, and Bauchiero at Condove.
Variant

  There was only one variant of the SAML. This was the S.2 which featured a shorter and smaller wing, thus reducing the empty weight by 40 kg. It could carry two cameras and had the option of being fitted with an overwing machine gun (this writer has seen only one mention of such an installation in the field, with 120a Squadriglia; see below).
  Postwar a significant number of SAMLs were converted to two-seat trainers.

Operations

  The first SAML units were organised as squadriglie difesa reporting directly to the Comando supremo. They were soon sent to operational units to replace their first generation machines: Caudron G.3s, Farman M.F.11s, and Voisin 3s.
  The first deliveries came in January-February 1917 to the 72a and 73a Squadriglia at Brescia and Verona, replacing their Aviatiks.
  Subsequent SAML units were formed for reconnaissance, eventually equipping a dozen squadrons.
  The crisis brought about by the SIA 7b fiasco and the considerable difficulties encountered by the Pomilio types required the SAML to remain with front-line units until the end of the war.

1915

  In the summer of 1915 20 copies of the Austro-Hungarian Aviatik, equipped with 125-hp Salmson motors, were ordered from SAML before the war, but were delivered only between July and August due the unavailability of the engines. An additional twenty were ordered with either 140-hp Salmson or 150-hp Isotta-Fraschini engines. The new SAML-Aviatiks were formed into a unit to defend the city of Brescia on 26 August 1916; they would replaced a Farman squadriglia.This new unit was designated 3a Squadriglia and was of three local air defense units initially formed (the other two flew Farman M.F.11s).

1916

  In 1916 the plan to use the Aviatiks with local defense units had to be altered; the French pusher designs currently being used in the reconnaissance/army co-operation roles were proving to be too vulnerable to enemy aircraft. The SAMLs would, by default, become one of the main Italian reconnaissance types. The SAMLs had the advantage of being a tractor design, permitting a gunner to be carried who could protect against rearward attacks. The 1916 production plan called for four squadriglias to be formed on the type, but there would actually be many more.
  Aviatik Squadriglias in early 1916 were:
   Aviatik Defence Sezione at Aviano, under Comando supremo Ufficio Servizi Aeronautici.
   72a Squadriglia at Brescia, under III Gruppo, 1a armata.
   73a Squadriglia at Verona, under III Gruppo, 1a armata.
   74a Squadriglia Aviatik at Milan, local defense air unit within the Comando supremo.
   75a Squadriglia Aviatik at Verona, local defense air unit under III Gruppo, 1a armata
  By early 1916 there were to have been eight SAML squadriglias in service, but production delays prevented an adequate number of aircraft from being produced. By the end of April 1916, only 23 SAMLs had reached operational units.
  SAML had doubled the size of its factory to meet the military’s demands, but this was a plant that had produced machinery prior to the 1915 order, and was not yet geared for mass production. The SAML at least lacked the vulnerabilities of the pusher Farman M.F.11s, S.P.2s, and S.P.3s, but its production had been delayed by extended testing and acceptance times of all the new machines. Lack of raw materials also played a role in slowing production.
  As the SAMLs began to become available, a crisis was developing in the Aviazione. There were not enough modern fighters to fly combat patrols; the SAMLs were ordered to fill the gap and 3a, 4a, and 5a Squadriglias were formed as fighter units.
  Some reconnaissance squadrons of the Army also had air defense tasks, having to ensure the protection of the cities. Precisely for this reason they were equipped with the SAMLs armed with two machine guns and able to reach a speed of 151 km/h, which thus became the first tractor aircraft with a full fuselage to be used as a fighter aircraft in these air defense units.
  The Italians had favored the pusher formula, long after it was obvious that in this configuration the crew would be helpless to defend against rearward attacks.
  As 1916 progressed, the SAMLs would help form some of the Aviazione’s first fighter units.
  At the end of the first quarter of 1916, the SAML OOB was:
  Officio servizi aeronautici (aviatori) at Udine (Aeronautical services office (aviators) at Udine)
  - IV Gruppo Aeroplani at Pordenone defense sezione diffuse (defense section) at Aviano on Aviatik/SAML
  - defense of Milan, with the 74 Squadriglia Aviatik/SAML at Trenno.
  Comando 1a Armata (1st Army Command)
  - Ill Gruppo Aeroplani at Verona, with 73a Squadriglia and 72a Squadriglia at Brescia, both using SAMLs
  Later in 1916 the following units used SAMLs:
   72a Squadriglia - The unit was created on April 15, 1916 from the Squadriglia 3rd Caccia at Brescia. It had four SAML Aviatiks and two M.F.11s.The unit provided fighter cover and escort missions over Trentino and the Brescia sector.
   73a Squadriglia - Formed 10 December 1917 for service on the Macedonian front by upgrading la Sezione of 83a Squadriglia. 73a Squadriglia was created by upgrading the 1a Sezione of the 83a Squadriglia.
   75a Squadriglia - at Verona, under III Gruppo with la armata.

1917

  It was planned that in the spring of 1917 the Italians would be able to field 30 reconnaissance squadriglias (equipped with the new Savoia-Pomilio S.P.2s, 3s, and 4s), 38 fighter squadriglias (10 with Nieuports, 14 with Pomilio two-seater PCs, and 14 on SAMLs).
  The SAMLs would also continue to serve in the local Air Defense Squadriglias.
  In 1917, the reconnaissance units also had to deal with the troublesome Pomilio PEs and the unexpected structural weakness of the SIA 7b, which had resulted in repeated flight suspensions and subsequent attempts to strengthen their wings. Since the SAMLs could still be useful, provided they were escorted, the transformation of 39a and 121a Squadriglias on to the newer aircraft was suspended. The SAMLs were, therefore, once more called into frontline service, albeit in the reconnaissance role and not as fighters.
  Between February and May the newly-formed Squadriglias de ricognizione 111a, 112a, 113a were formed on SAMLs. Some reconnaissance units of 1a armata were assigned to provide aerial defense for the cities of Lombard, and for this reason they were equipped with the faster SAMLs. Of the 38 air defense squadriglias, 14 used SAMLs. During the Tenth Battle of the Isonzo the SAMLs of 111a and 113a performed the long-range reconnaissance missions, usually without fighter escort. The far less capable, and more vulnerable pusher Savoia-Pomilios and M.F.11s flew the shorter-range missions.
<...>
  Due to the chaos most of the reconnaissance sorties were flown without fighter escort and the S.P.3s and SAMLs suffered heavy losses.
  Only the reconnaissance squadrons equipped with SAMLs and Pomilio PC/PDs remained at the front between the end of October and the first days of November, as their performance was adequate for unescorted missions (although in the case of the SAML, this must have been marginal).
  The operations at Caporetto had led the Aviazione to decide that the antiquated S.P.4s should be replaced with the older, but preferred SAMLs, which were even considered to be superior to the Pomilio PC/PDs.
  By 2 December, the situation had stabilized, creating the opportunity for a reorganization of the artillery co-operation squadriglias. It was decided that the artillery squadriglias were to be gathered under a single Gruppo.

1918

  Due to the shortage of fighter aircraft, an escort was not foreseen for artillery regulation missions and short-range reconnaissance and relied on the indirect protection provided by large patrols of free fighter patrols operating freely along the front and, increasingly, behind the lines. On two occasions, on 10 and 11 March, aircraft of 39a Squadriglia escaped the attacks of the opposing fighters and on March 23 a SAML, engaged in the observation of a counter-battery shoot, was shot down over Romanziol. The loss of the SAML resulted in the decision to provide fighter escort for artillery co-operation aircraft.
  May 1918 saw a new series of interventions that, with the transfer of some units and the entry of others into frontline service, altered the SAML order of battle.
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  With only six months left in the war, no less than 10 squadriglias da ricognizione still used the antiquated SAML. It is a compliment to Wild’s design that his aircraft were still considered to be superior not only to the S.P. series of aircraft, but even the Pomilio PC that had originally been intended to replace it.
  The Pomilio PE was intended to ultimately replace the SAMLs. However, the Pomilio PEs proved troublesome in operational service and the unexpected structural weakness of the SIA 7b, resulted in repeated flight suspensions and subsequent attempts to strengthen their wings. Since the SAMLs could still be useful, provided they were duly escorted, the transformation of 39a and 121a squadriglias on to these newer aircraft was suspended.
  The Battaglia del Solstizio would be the last Austro-Hungarian offensive of the war. When it began on 15 June, the Italians were ready. The SAML units at that time were: (Note that the designations of the 2a and 5a Armatas were changed to 8a and 9a to confuse the enemy).
<...>
  The problems with introducing the Pomilio PE into service had been almost completely resolved, yet the SAMLs ended the war, still in service with four Squadriglias and one sezione. This was a remarkable record for an aircraft which had been selected at the outbreak of the war for use in small numbers with the air defense units.

Postwar

  The total SAMLs available in 1919-20 included:
  - 26 S.1 (four with the Esercito, 18 with schools and four with the Direzione Rifornimenti Aviazione Militare, DRAM (Military Aviation Supply Department)),
  - 437 S.2 (69 with the Esercito, 24 with schools, 30 with other organizations, 284 with the DRAM and 30 with the DTAM)
  - 206 training variants, all fitted with dual controls (all with DRAM).
  In mid-1920 only four units had SAMLs:
  - 39a Squadriglia - at Aiello converted from Pomilio PE to SAML in July 1920, before transferring to the Turin area
  - 113a Squadriglia - on 4 November 113a was active with XX Gruppo supporting 7a armata; at that time the Squadriglia still had three operational SAMLs.
  - 115a Squadriglia - On 30 November, 115a passed to XIX Gruppo, and in March 1919 to XX Gruppo at Campoformido. It became part of the Gruppo Ricognizione Tactica e Strategica (Tactical and Strategic Reconnaissance Group) at the end of 1919.
  - 121a Squadriglia - at the start of Vittorio Veneto, 121a was still one of the few all-SAML Squadriglia with aircraft 2472, 2497, 2522, 2529, 2550, 2941, 3008, 3009, 3116, and 20355. The unit’s existence continued postwar, initially at Bolzan.

  The SAMLs (primarily S.2s) saw brief colonial service in Africa when a sezione in Eritrea was created March 1919. The unit had several SAMLs; operations began in March 1920 and consisted mainly of communication flights between Assab to Asmera and patrolling Dancalia. The unit redeployed by sea between 1919/20 to Somalia. Operations resumed at Omargergeb, near Mogadishu on 24 March 1921. By summer 1922 there were still three SAMLs still operational and two under repair. The unit was disbanded 1 July 1922.


Foreign Service

Belgium
  Between 1921 and 1922 the Aviation Militaire Beige has used a number (10+) of SAMLs (either B.2’s or S.2’s) trainers at its flying training School situated at Asch. (Now As). First simply identified as serials 1 to 8 they were redesignated A-1 to A-8 in late 1921. After a series of accidents these Italian aircraft were considered dangerous and were withdrawn from use through an order dated 13 February 1922.

Ecuador
  The city of Quito became the point of selection of the aspiring pilots and it was agreed with the Kingdom of Italy to come to Ecuador for a technical assistance body, in charge of the Italian Aeronautical Military Mission.
  A SAML S.2 was bought in Italy by the Syrian colony of Guayaquil. Other aircraft donated were an Ansaldo SVA 10, from the Italian colony; a Macchi M.18 from the Chinese colony; and an Aviatik B.I (?) bought in Italy by the university students of Guayaquil and, finally a a Salmson 2 was donated. All these aircraft, aside from the M.18, had been in service during World War I. They were put to use by the new Escuela Aviation (Aviation School).

Paraguay
  During the month of June 1922, Sargento Nicola acquired additional aircraft for the government. He had served with the 2a and 6a Sezione SVA during the war and arrived in Paraguay with no fewer than six aircraft. He brought a single Spad 20, two SAMLs, two Ansaldo SVA 5s and one SVA 10 to the airfield known now as Nu-Guazu (Campo Grande). These aircraft operated almost exclusively from the airfield there throughout the campaign against the rebels. These all saw action during the Paraguayan revolution of 1922. In August 1922 the few airworthy aircraft, operated from Villarrica, where the government forces had established their headquarters.
  During the closing months of 1922, Government aviators continued operational missions in support of the Army. By February 1923, the total airworthy Government air element consisted of one SVA 5, one SVA 10, the two SAMLs, and the Spad 20. The SAMLs carried registrations MET-1 and MET-2.
  During the 1922 revolution, both SAMLs were used exclusively as reconnaissance aircraft, sometimes armed with hand-held Thompson light machine guns. Both survived the conflict and were then used by the Escuela Militar Aviation (Military Aviation School). One of these had its wings disassembled and was used a “penguin”.
  In 1928, MET-2 was destroyed in an accident in the San Pedro area, although its crew suffered only minor injuries. The other SAML, MET-1, remained in service at the school until September 1929, when it was used by the Aeronaval School for the training of naval pilots, who also used the facilities of Campo Grande. Six naval pilots were trained during the school’s first year.
  During the Chaco War, the SAML continued to train naval pilots until the end of the conflict. In 1936, the SAML was still operational with the Escuela Militar Aviation when it transferred to the Aeroclub of Paraguay. At this new site it would be used to train aspiring civilian pilots. The surviving SAML was finally removed from service in 1938.

Turkey
  The association of Turkey with the SAML began when one aircraft was captured 2/7/22. It was assigned to the T2.Tayyare Bolugu on August 1920. It was written off in 1924.
  In 1921, one aircraft was obtained from Italy to serve in the reconnaissance role. It proved unsatisfactory and was relegated to a training role. Named Kraga, it served with the Flying School first at Adana, then Konya and finally Gaziemir.
  In 1923 another six aircraft were obtained on short notice from Italy. The original engines proved unreliable and at Eskisehir old WWI Mercedes engines were successfully mounted instead. Four were used extensively during 1923 and 1924 for pilot training until replaced by French training aircraft.
  Units:
   2.Tayyare Bolugu (1922)
   HavaMektebi (1923-1924)

Yemen
  In October 1918 the Kingdom of Yemen became independent from the Ottoman Empire. When Yemenite forces were bombed by the RAF Flight at Aden in January 1922 the Imam became interested in acquiring his own aircraft. An aircraft of unknown origin or design was obtained, but there is no evidence it was ever able to fly.
  Negotiations between Yemen with Italy resulted, in 1924, in Yemen asking to be provided with two aircraft and two instructors. A contract was secured on January 6, 1926, under which six aircraft were to be delivered; all were in bad condition. The Imam complained officially about the fact that the machines supplied were constantly breaking down. In August 1926 the Italian Government of Eritrea sent one machine, which landed at Hodeidah. It was a present from the Italian Governor of Eritrea.
  There was heterogeneous force supplied: at least one Hanriot HD.1, one Ansaldo SVA 10, and one identified as a SAML S2.
  The subsequent fate of these machines remains unknown. The Aviatik B designs of 1914 were certainly useful aircraft, as contemporary notes confirm. They had been largely withdrawn from Luftsteitkrafte service before the end of 1915.


  In Italian service, however, the operation life of the Aviatik designs began in 1916, and the only slightly improved SAML variants would be used throughout the war.
  The dependence of the Aviazione Militaire on this antiquated design was entirely due to the inability the Italian aircraft industry to produce an adequate replacement. The SAML was a first-generation reconnaissance design, yet it was superior to it’s second-generation stablemate, the Savoia Pomilio S.P series. Furthermore, the failure of the third-generation reconnaissance machines, particularly the SIA 7b, as well as teething problems with the Pomilio PD and PE, would mean that in some units the newer types had, themselves, to be replaced by the older SAMLs. There can be certainly no finer complement to Wild’s and Aviatik’s prewar design.


SAML S.1 Two-Seat Reconnaissance Aircraft with One Fiat A.12 Engine
  Wingspan 13.80 m, length 8.50 m. height 2.95 m; wing area 45 sq m
  Empty weight 1,000 kg; loaded weight 1,420 kg, payload 420 kg
  Maximum speed 151 km/h; climb to 1,000 m in 5 minutes 30 seconds ;climb to 2,000 m in 11 minutes 50 seconds; climb to 3,000 m in 20 minutes; climb to 4,000 m in 35 minutes; endurance 3 hours 40 minutes


SAML S.2 Two-Seat Reconnaissance Aircraft with One Fiat A.12 Engine
  Wingspan 12.25 m, length 8.50 m. height 2.95 m; wing area 39 sq m
  Empty weight 960 kg; loaded weight 1,395 kg, payload 375 kg
  Maximum speed 162 km/h; climb to 1,000 m in 5 minutes 40 seconds; climb to 2,000 m in 12 minutes; climb to 3,000 m in 22 minutes; climb to 4,000 m in 37 minutes