| Marina Militare Italiana |
In spite of the fact that the very first Italian pilot was a Navy Officer, Mario Calderara,
the Italian Navy was always very handicapped of not having its own Naval Aviation.
Under Italian law dating from 22 February 1937, all military aircraft were operated by the
Regia Aeronautica, although during World War II the Regia Marina had several "Squadriglie" at
its disposal. After the Italian Armistice at 8 September 1943, the priorities were given to
re-equip the fighter units. A referendum resulted in the proclamation of Italy as a Republic
on 18 June 1946, and in parallel the Regia Marina was transformed into the Marina Militare Italiana
(MMI) - the title which it holds today.
But the MMI were initially hindered by the lack of priority, and outdated existing legislation.
After the Italian participation in NATO, the MMI was looking at their NATO colleugues` Naval Air
Power and the development of anti-submarine operations. The Aeronautica Militare Italiana (AMI) had
been operating the S2C-5 Helldiver since september 1950, and a second batch was due for delivery under
the Mutual Defense Assistance Act (MDAP). When they were delivered to Cabaniss Field (Corpus Christi),
the then present and training personel of the MMI immediately painted them with the MMI insignia and
coded them 101 and 102! As a result, an inter-service battle had developed for the aircraft. At least
they got back to the AMI, but the need for aircraft for the MMI was obvious. The Stato Maggiore MMI
was then involved in formulating fixed wing ASW operational requirements, and later acquired the PV-2
and S-2F Tracker, although an intermediate attempt to obtain Neptunes failed.
While the MMI were slowly acquiring fixed-wing experience, albeit not completely to its satisfaction,
the other NATO naval partners were beginning to discover the value of the helicopter. After the forming
of the first helicopter unit by the AMI, the MMI formed on 1 August 1956 the 1°Gruppo Elicotteri at
Augusta with two AB47G's.
Despite being an excellent helicopter, the AB47 was somewhat limited in its operations, so the MMI
required a larger and more flexible machine and during March 1959 two HSS-1 were disembarked at
Brindisi. The type was followed by the ordering an initial batch of eightteen AB204AS helicopters.
The MMI suffered a major setback on 31 October 1964 when a tornado struck the base at Catania with
fourteen helicopters damaged or written-off. During 1967 24 SH-3Dīs were ordered, with the first by
Agusta licence-built SH-3D's entered service in 1968. They were followed by the delivery of the
AB212ASW in 1976 as a replacement of the outdated AB204AS.
The Marina Militare ltalia's interest in the Harrier began in 1967 with a flight demonstration aboard
the anti submarine helicopter carrier Andrea Doria, but it would be another 22 years before an order
was placed. The main problem was inter-service rivalry and a 1937 Italian law which prohibited the MMI
from operating fixed wing aircraft, that to be the domain of the air force. The navy was subsequently
able to fly helicopters, but only because they did not exist when the legislation was introduced and
were therefore not covered by it.
Various proposals for the MMI to buy Harriers were promulgated over the years but the service forced
the issue in 1983 with the launch of the helicopter carrier Giuseppe Garibaldi. This incorporated
a 6.5° ski ramp on the end of a full length flight deck and the intention was clear. Officially, the
ramp was described as being a device to 'protect the flight deck from excessive spray'! A change to the
law was proposed in 1985 but it wasn't until January 1989 that a new law was passed, allowing aircraft
with a maximum weight of over 1,500 kg to fly with the MMI.
The MMI had meanwhile been carrying out a lengthy evaluation of the Sea Harrier and AV-8B Harrier II,
with an initial order for two TAV-8B two seaters placed in May 1989 with McDonnell-Douglas. This was
quickly followed with a contract for 16 AV-8B Plus aircraft. The two seaters and first three single
seaters were built in the USA but the remaining 13 were delivered in kit form for assembly in Italy
by Alenia. An option was placed on a further eight aircraft but this had not been taken up by the time
the AV-8B production line closed. Deliveries began in April 1994 and the first landing on the Giuseppe
Garibaldi was recorded in November 1994, more than a decade after the ship had been launched.
The first Italian assembled Harrier rolled off the line in late 1995.
The most important current programme is the introduction of the new EH101, with deliveries to Luni in
2001, and the NH90. The MMI has ordered 24 EH101s, with another four on option. The Marina Italiana
Militare has also ordered a total of 56 NH90s, ten of which will be configured for tactical transport
and 46 for naval operations, as a replacement of the AB212ASW. By 2007, delivery is expected of the
26,000-ton Andrea Doria, the second aircraft carrier for the Italian Navy.
|
|
|
Photo: Andy Spagna
Photo: Berry Vissers, www.aeroimage.nl
|
Order of Battle