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It was the most important Italian bomber of World War II, and established a reputation that contrasted with most Italian weapons of the day. SM.79s served widely in the normal bombing role, but it is as a land-based torpedo bomber that the type deserves its place in military aviation history. Regarded by many as one of the finest torpedo bombers of the war, it served with distinction and was flown with courage and skill.

Painted in civil or military markings, the prototype appeared in late 1934 and subsequently had a varied career, setting records and winning races with various engines. The basic design continued the company's tradition of mixed construction with steel tubes light alloy wood and fabric (this being the only way to produce in quantity with available skills and tools); but compared with other designs it had a much more highly loaded wing, which demanded long airstrips.

The SM.79 had a distinctive 'hump' on the upper forward fuselage, which housed both the fixed forward-firing heavy machine-gun and the dorsal gunner's position. Its appearance earned the aircraft the nickname 'Gobbo Maleditto' ('Damned Hunchback'). In spite of its cumbersome appearance and outdated steel tube/wood/fabric construction, the SM.79 was a rugged, reliable multi-role medium bomber which did quite a bit of damage in the face of heavy opposition.

Developed from a civil airliner, the first Sparvieros (Sparrowhawk) entered service with the Regia Aeronautica in late 1936, just in time to fly combat over Spain with the Aviacion Legionaria, the Italian contingent fighting in support of the Nationalists. The SM.79-I established an excellent reputation in combat with the Aviacion Legionaria in Spain in 1936-1939. Its performance drew favorable comments from both sides, leading to a succession of export orders. The SM.79-I served with the Italian Aviazione Legionaria in support of Franco in the Spanish Civil War.

In October 1939, the Regia Aeronautica began to receive the 79-II with 1,000 hp (745.2 kW) Piaggio P.XI RC.40 engines (one batch had the Fiat A.80 of similar power) and this was the dominant version in action subsequently. About 1,200 served with the Regia Aeronautica including a handful of the III sub-type with forward-firing 20 mm cannon and no ventral gondola.

When Italy joined the war in 1940, its air force had nearly 1,000 bombers, of which well over half were Savoia-Marchetti S.M.79 Sparviero medium bombers. These trimotors, were thought by many to be among the best land-based torpedo bombers of the war. They could carry 2,750 lb (1,250 kg) of bombs internally or two torpedoes. Also active as a medium bomber around the Mediterranean and on anti-ship duties was the Cant Z.1007 bis Alcione (Kingfisher), production of which began in 1939. It also was a trimotor, powered by 1,000 hp (745 kW) Piaggio radials and it carried four machine guns for self-defense as well as up to 4,410 lb (2,000 kg) of bombs or two torpedoes.

In the summer of 1942, Allied efforts to relieve beleaguered Malta culminated in 'Operation Pedestal', when 14 merchantmen with heavy Royal Navy escort left Gibraltar on August 10. Among the enemy aircraft sent against them were 74 Sparvieri, a number of which had already scored hits on the battleship HMS Malaya and the carrier HMS Argus. 'Pedestal' eventually got through to Malta, but at the cost of one carrier, two cruisers, a destroyer and nine merchant ships, many of them having been hit by torpedoes from the SM.79s.

The more powerful SM.79-II served in North Africa, the Balkans, and Mediterranean during the Second World War, while other units called Aerosiluranti (aerial torpedoes) pioneered use of these large fast bombers in the anti-shipping role. When the Italians surrendered on September 8, 1943, it did not end the combat record of the SM.79, and a new version, the SM.79-III torpedo-bomber was placed in production by the RSI, the fascist government in northern Italy.

An effective torpedo bomber as well, the SM.79 served in the air forces of Brazil, Iraq, Yugoslavia, Romania and Spain, some right up to the end of the war. The Romanians flew them on the Russian front from 1941 to 1944, an unprecedented record for an aircraft designed in the early 1930s. Though known as a tri-motor, several versions were built as twin-engine aircraft using a number of different powerplants, including Junkers 1,220 hp (910 kW) Jumo 211 D inlines. Regardless of the version, its handling pleased most pilots and its ability to come home with extensive damage endeared it even more. Used throughout North Africa and the Mediterranean until the Italian surrender in September 1943, the Sparviero remained flying with both the Italian cobelligerent forces fighting alongside the Allies and the surviving pro-Nazi units.

In Spain, SM.79 MM.28-16 (with a total crew of 17) was destroyed in the air on 12 April 1938, when one of its bombs detonated in the bomb bay. MM.28-25 (again with a crew of 17) was lost when another SM.79 damaged by anti-aircraft guns collided with it on 23 March. A further SM.79, MM.28-16 was damaged by an anti-aircraft shell, and landed with dead and wounded on-board (4 January 1939). On 30 June 1939 two of the aircraft, 13-6 and 13-7, both carrying a full fuel load, collided and crashed, with the entire crew of nine killed on impact.

At the beginning of World war II, on 13 June 1940, six Sparvieros of 9th Wing bombed Ghisonaccia airfield, but one was shot down by anti-aircraft guns and became the first Sparviero downed in World War II.

The 9th Stormo continued to suffer heavy losses in Africa. Initially used to harass light forces operating in the desert, the Sparvieros were subsequently sent against the British advanced columns in Operation Compass. On 16 December 1940, six Sparvieros were sent over As Sallum to counter enemy armoured units, but before they could reach their target, three of the lead section were shot down with the loss of 16 men, including Commander Mario Aramu. The wing was put out of action and the personnel were sent back to Italy aboard the RM Città di Messina, but on 14 January 1941 the ship was sunk by submarine HMS Regent, with the loss of 432 men, including 53 members of the 9th. The wing was later re-formed with Z.1007s.

A major safety issue in the operation of the SM.79 was the difference between the calculated and effective range figures, which led to several mishaps. Two accidents highlight the deficiencies in range of the Sparvieros.

One such incident befell MM.23881 of the 278th, which took off at 1725 hours on 21 April 1941, captained by Oscar Cimolini, with the intention of searching for enemy shipping near Crete. The SM.79 carried out an attack at around 20:00 hours, and then began the trip back to its base near Benghazi. The crew became disoriented and unable to locate their exact position, missing their airfield in bad weather conditions. Their radio was broken and they were unable to communicate. They were also unaware that they had reached the African coast. The fuel supply was exhausted at around 23:00, and the aircraft made a forced landing some 500 km (310 mi) away from its base. Most of the crew of six had suffered some injuries, but one crew member, Romanini, was able to leave to search for help. He walked for over 90 km (60 mi) in the desert, and finally was overcome and died only a few kilometres from a road, where his remains were found in 1960. Subsequent searches led to the discovery of the SM.79 and the remains of the rest of the crew.

Another example was the ferry flight of 27th Gruppo. This unit was transferred from Alghero to North Africa. The 16 Sparvieros took off at 11:50 of 4 April 1941, but one of the eight aircraft of the 18th Squadriglia in the first wave had an accident and crashed on the airport strip. The other eight from 52nd Squadriglia could only take off 40 minutes later, while the first seven circled over the airfield. The 15 Sparvieros flew together until reaching Misurata, but the 18th squadriglia had flown for much longer and was short of fuel. Subsequently, its SM.79s crashed one after the other with only two landing safely. At least two were completely destroyed, and three damaged. On that day, on a simple ferry flight of 1,100 km, the 18th lost five Sparvieros and at least one crew, with many wounded. The flight of 52nd Sq lasted for 4 hours and 45 mins but 18th Sq flew for 5h and 15 mins, without any payload, at an average speed of only 210 km/h.

9-11 July 1940: Battle of Calabria, one SM.79 (38th Gruppo) was downed by a Blackburn Skua of HMS Ark Royal. On 11 July, another SM.79 (90th Gruppo) was downed by a Gloster Sea Gladiator of HMS Eagle.

1 August 1940: an SM.79 was shot down by a Skua from Ark Royal. This was General Cagna’s aircraft.
2 September, Operation Hats: the new Fairey Fulmar fighters based on HMS Illustrious downed a 41 Stormo SM.79.
4 September: another SM.79 (34th Gruppo) was downed by Fulmars.
12-14 October 1940, Operation MW 2: two SM.79 (36th Stormo) were downed by Fulmars from Illustrious.
10 January 1941, Battle of Taranto: a single Fulmar from Illustrious downed two SM.79s of 30th Stormo.
20-22 April 1941: one SM.79 (278th Squadriglia, torpedo unit) was shot down on the 21st, another, from 34 Gruppo was shot down the next day, by Fulmars from HMS Formidable
8 May 1941, Operation Tiger: two SM.79s (38thGruppo) were downed by the Ark Royal’s Fulmars
21-25 July 1941, Operation Substance: 23 July, one SM.79 (38th) and two (283rd) torpedo bombers and on the 25th, one SM.79 (89th Gruppo) were shot down, all by Fulmars from Ark Royal.
12-17 June 1942, Operation Harpoon: Fulmars and Sea Hurricanes downed four SM.79s of 36th Stormo (torpedo-bombers) on 14 June. On 15 June another SM.79 (52nd Gruppo) was shot down.
10-15 August 1942, Operation Pedestal: two SM.79s (109th and 132nd Gruppo) were downed on 12 August.
The total number of reconnaissance, bomber and torpedo bombers downed in these two years by naval fighters was, not counting aircraft heavily damaged and eventually lost, 24 aircraft, 2% of total production.

About 100 were exported to Brazil Iraq and Romania-all of the twin-engine SM.79B variety. Romania built the 79JR under license with two 1,200 hp (894 kW) Junkers Jumo 211Da liquid-cooled engines. These were used in numbers on the Eastern Front; initially as bombers with visual aiming position in the nose and subsequently mainly as utility transports.

Post-war surviving SM.79s were converted into various versions of utility transports during the last phases of the war and survived in that role until 1952.