[3][4] The origins of the BR.20 were in a request issued by the Regia Aeronautica (Italian Royal Air Force) during 1934 for a new medium bomber capable of high speeds, long range, and satisfactory payload, reliability, and flight characteristics compared to contemporaries.

[6][7] During 1939, a modified long-range BR.20 version (designated BR.20L) named Santo Francesco under the command of Maner Lualdi performed a highly publicised non-stop flight from Rome to Addis Ababa, Ethiopia.

Upon the entry of Italy into the Second World War during mid-1940, the BR.20 served as the standard medium bomber of the Regia Aeronautica, by that point, the type was already approaching obsolescence.

Various companies chose to respond, including Piaggio, Macchi, Breda, Caproni and Fiat; the majority of these offered aircraft that would have exceeded the speed requirements, but not the sought range; additionally, not all designs exhibited satisfactory flight characteristics or reliability levels.

[10] Despite the BR.20 being the winner of the 1934 bomber competition, the Savoia Marchetti SM.79 Sparviero, a non-competitor which was developed at practically the same time, gained a reputation that overshadowed the BR.20 Cicogna, partly because of its performance during several air races.

The scarcity of improved versions of the aircraft condemned the BR.20 to be only viable in the role of a second-line machine, being underpowered and lacking in defensive firepower by the outbreak of the Second World War.

[15] Plans for production was delayed, in part due to technical problems that took time to resolve, and a decision by the Regia Aeronautica to place large orders for the competing CRDA CANT Z.1018 instead.

When fully loaded with a 3,600 kg (7,900 lb) payload, the bomber would have flight endurance time of 5½ hours when flown at 350 km/h (220 mph) and an altitude of 5,000 m (16,000 ft).

The BR.20 had 74 m2 (800 sq ft) metal-skinned wings, comprising a pair of spars and 50 ribs (also composed of duralumin) along with fabric-covered flight control surfaces.

[9][19] The BR.20 possessed a twin-tail configuration and a nose section that was separated into cockpit and navigator stations, while the twin tail arrangement allowed a good field of fire from the dorsal gun turret.

[9][22] During 1939, a modified long-range BR.20 version, designated as the BR.20L, named Santo Francesco under the command of Maner Lualdi performed a highly publicised non-stop flight from Rome to Addis Ababa, Ethiopia, during which an average speed of 391 km/h (243 mph) was recorded.

[10] During June 1937, Italy deployed six of its newly delivered BR.20 bombers to Tablada, outside Seville, Spain, for use by the Aviazione Legionaria as a part of its contribution in support of Francisco Franco's Nationalist forces in the Spanish Civil War.

[12][23] During the civil war, the type had frequently participated in bombing raids across various areas of the nation, including the Teruel and Ebro; during these engagements, the BR.20 proved to be a sturdy and accurate bomber.

[12] In Japanese service, the BR.20 (designated the I-Type (Yi-shiki)) was used to supplement and eventually replace the obsolete Mitsubishi Ki-1, equipping a pair of bomber groups (the 12th and 98th Sentai) located in Manchuria.

Apostolo stated of the negative coverage: "This may not have in fact been true, as the BR.20s had a metal-skinned wing and not fabric covering as claimed in the Japanese Press at the time".

The 12th Sentai was redeployed to the Mongolian-Manchurian border to fight in the Battle of Khalkhin Gol, but, when this conflict ended in September 1939, the BR.20s were progressively withdrawn and replaced by the Ki-21.

The next day, 10 Fiat BR.20s dropped bombs on Hyères and Fayence airfields;[29] two aircraft (commanded by Catalano and Sammartano) were shot down and one was badly damaged.

21837) of the newly formed 172a Squadriglia Ricognizione Strategica Terrestre based on Bresso airfield, was shot down over Provence[30] by Dewoitine D.520s, the French air defenses in the south having not been defeated by the German attack in the north.

Small-scale air raids continued until the French surrender, with many BR.20s also used in support for the Army – bombing Briançon, Traversette and Cap San Martin fortresses on the Alps – and as reconnaissance aircraft.

[30] During the ferry operation from Italy to their bases in Belgium, five aircraft crash-landed because of technical failures and a lack of navigational training, while a further 17 BR.20s were forced to land en route due to poor visibility.

[34] During 12 days of bombing missions, the "Cicognas" dropped 54,320 kg (119,755 lbs); three aircraft were lost to enemy fire, 17 more for other reasons and 15 airmen were killed.

On 27 February 1941, 14 Cicogne of 98° Gruppo, 43° Stormo, that had been in service with Corpo Aereo Italiano in Belgium, led by commander De Wittembeschi, left Italy bound for Tripolitania, in Libya.

[34] On 11 March, they landed on Castel Benito airfield; subsequently, they were allocated to Bir Dufan base, where they replaced the Savoia-Marchetti SM.81 in the night-bomber role.

[37] While North Africa was never considered to have been a primary theater for the Cicogna, 13 Stormo (Wing) was deployed there to continue the night attacks against the British between July 1941 and April 1942.

[9][38] However, due to Italian industry struggling to produce aircraft to meet demands, the strategic capabilities of the Regia Aeronautica was increasingly restricted from mid-1941 onwards.

[38] One of the last sorties occurred on 7 March 1942, when two BR.20s strafed Arab troops serving with the British forces near Oberdan village; subsequently, 11° and 43° Gruppi started their withdrawal to the Italian mainland.

[38] By 12 April, the whole Stormo was back to Reggio Emilia base: during the African campaign, with the type suffering many mechanical troubles because of the desert sand, losses amounted to 15 Cicogne.

[38] While British fighter defences were initially weakened, operational effectiveness was regained via the adoption of improved anti-bomber combat techniques, which involved pursuing the bombers but only engaging them directly at critical phases of the flight.

[39] Several BR.20s were sent to the Soviet Union in August 1942, to perform long-range reconnaissance and bombing sortie in support of CSIR, Italian Army on Eastern Front.

The Fiat crew claimed two Soviet fighters and the bomber managed to land back to airfield, in Kantemirovka, in Voronezh Oblast, but the pilot was wounded.