Editing Macchi C.200 Saetta (section)

==Design==
The Macchi C.200 was a modern all-metal [[Cantilever#Aircraft|cantilever]] low-wing [[monoplane]], which was equipped with retractable [[landing gear]] and an enclosed [[cockpit]]. The fuselage was of semi-[[Monocoque#Aircraft|monocoque]] construction, with [[self-sealing fuel tank]]s under the pilot's seat, and in the centre section of the wing.<ref name = "catt 4"/> The distinctive "hump" elevated the partially open cockpit to provide the pilot with an unusually wide field of view over the engine.<ref name = "catt 3"/><ref name = "catt 3 4"/> The wing had an advanced system whereby the [[hydraulics|hydraulic]]ally actuated [[Flap (aircraft)|flap]]s were interconnected with the [[aileron]]s, so that when the flaps were lowered the ailerons drooped as well.<ref name = "catt 4 5">Cattaneo 1966, pp. 4–5.</ref> As a result of its ultimate load factor of 15.1, it could reach speeds as fast as {{cvt|800|km/h}} [[true airspeed]] during dives.<ref name="Palermo p. 236.">Palermo 2014, p. 236.</ref>

Power was provided by a {{cvt|650|kW}} [[Fiat A.74]] [[radial engine]], although Castoldi preferred [[Inline engine (aviation)|inline engines]], and had used them to power all of his previous designs. Under a ''direttiva'' (air ministry specification) of 1932, Italian industrial leaders had been instructed to concentrate solely on radial engines for fighters, due to their superior reliability.<ref>Brindley 1973, p. 234.</ref> The A.74 was a re-design of the American [[Pratt & Whitney R-1830|Pratt & Whitney R-1830 SC-4 Twin Wasp]] by engineers [[Tranquillo Zerbi]] and {{ill|Antonio Fessia|it}}, and was the only Italian-built engine that could provide a level of reliability comparable to Allied designs.<ref name = "catt 4">Cattaneo 1966, p. 4.</ref><ref>Sgarlato 2008, p. 14.</ref> The licence-built A.74 engine could be problematic. In late spring 1941, 4<sup>o</sup> Stormo's Macchi C.200s, then based in [[Sicily]], had all the A.74s produced by the [[Reggiane]] factory replaced because they were defective. The elite unit had to abort many missions against [[Malta]] due to engine problems.<ref name= "Duma pp. 200-201.">Duma 2007, pp. 200–201.</ref> While some considered the Macchi C.200 to have been underpowered, the air-cooled radial engine provided some pilot protection during [[strafing]] missions. Consequently, the C.200 was often used as a ''cacciabombardiere'' ([[fighter-bomber]]).<ref>Ethell 1996, pp. 68–69.</ref>

The C.200 was typically armed with a pair of {{cvt|12.7|mm|2}} [[Breda-SAFAT machine gun]]s;<ref name = "catt 4"/> while these were often considered to be insufficient, the ''Saetta'' was able to compete with contemporary Allied fighters. According to aviation author Gianni Cattaneo, perhaps the greatest weakness of the C.200 was its light machine gun armament.<ref name= "Cattaneo">Cattaneo 1968, {{page needed|date=June 2017}}</ref> Moreover, a radio was not fitted as standard.

Like other early Italian monoplanes, the C.200 suffered from a dangerous tendency to go into a spin.<ref>Sgarlato 2008, p. 6.</ref> Early production C.200 aircraft showed [[Autorotation (fixed-wing aircraft)|autorotation]] problems similar to those found in the [[Fiat G.50 Freccia]], [[IMAM Ro.51]], and the [[Aeronautica Umbra Trojani AUT.18]]. At the beginning of 1940, a pair of deadly accidents occurred due to autorotation. Aircraft production and deliveries were halted while the ''Regia Aeronautica'' evaluated the potential for abandoning use of the type, as the skill involved in flying the C.200 was considered to be beyond that of the average pilot.<ref>de Marchi 1994. Quote: "Sopraggiungono due incidenti mortali per autorotazione che fanno sospendere voli e consegne, si pensa di abbandonare la macchina classificata non pilotabile dalla media dei piloti" (Two fatal accidents occurred due to autorotation that caused suspension of flights and deliveries, prompting consideration of abandoning the use of the aircraft, as it was considered "unflyable" by the average pilot.)</ref> The problem was a product of the profile of the wing. Castoldi soon tested a new profile, but a solution to the autorotation problem was found by [[Sergio Stefanutti]], chief designer of [[Ambrosini (aircraft manufacturer)|SAI Ambrosini]] in [[Passignano sul Trasimeno]], based on studies conducted by German aircraft engineer [[Willy Messerschmitt]] and the American [[National Advisory Committee for Aeronautics]] (NACA). He redesigned the wing section with a variable, instead of constant, profile,<ref>Sgarlato 2008, pp. 7–8.</ref> which was achieved by covering parts of the wings with plywood.<ref name="de Marchi 1994"/>

The new wing entered production in 1939–1940 at SAI Ambrosini and became standard on the aircraft manufactured by Aermacchi and Breda, a licensed manufacturer.<ref>Sgarlato 2008, p. 8.</ref> After the modified wing of the ''Saetta'' was introduced, the C.200 proved to be, for a time, the foremost Italian fighter. The first production C.200 series, did not have armour fitted to protect the pilots, as a weight-saving measure. Armour plating was incorporated when frontline units were going to replace the ''Saettas'' with the new [[Macchi C.202]] ''Folgore'' (Thunderbolt) but in only a limited number of aircraft. After the armour was fitted, the aircraft could become difficult to fly. During aerobatic maneuvers, one could enter an extremely difficult-to-control [[Spin (aerodynamics)#Unrecoverable spins|flat spin]], which would force the pilot to bail out. On 22 July 1941, [[Leonardo Ferrulli]], one of the top-scoring ''Regia Aeronautica'' pilots, encountered the problem and was forced to bail out over Sicily.<ref name= "Duma p. 201.">Duma 2007, p. 201.</ref>