В.Кондратьев Самолеты первой мировой войны
КАПРОНИ Ca.1/Ca.2/Ca.3 / CAPRONI Ca.1/Ca.2/Ca.3
В 1913 году итальянский авиаконструктор Джанни Капрони первым в Западной Европе взялся за конструирование тяжелого многомоторного аэроплана. Вскоре после сообщений об успешных полетах российского гиганта "Гранд Балтийский" ("Русский витязь"), Капрони на собственной авиафирме начал разработку машины аналогичного класса.
Проект Капрони не являлся ни копией, ни аналогом самолета Сикорского. Итальянец создал принципиально иную схему двухбалочного трехмоторного аэроплана с коротким фюзеляжем-гондолой. В хвостовой части гондолы размещался двигатель "Изотта-Фраскини" с толкающим винтом, а перед ним - два ротативных "Гнома", приводивших в движение посредством ременных передач тянущие винты, установленные перед бипланной коробкой.
Работа над машиной продолжалась около года, и весной 1914-го самолет с фабричным обозначением Ca.30 впервые поднялся в воздух. Летные характеристики были вполне обнадеживающими, однако сложная и капризная система передач на боковые винты постоянно вызывала проблемы. В конце концов Капрони вообще отказался от трансмиссии и перенес "Гномы" в носовые части балок. Третьим "Гномом" он заменил фюзеляжнную "Изотту-Фраскини".
Переделанный таким образом аппарат назвали Ca.31. Он получился настолько удачным, что им сразу заинтересовались военные. В том же году Ca.31 приняли на вооружение итальянских ВВС под обозначением Ca.1 и запустили в серийное производство.
Дальнейшим развитием типа стал Ca.32 (Ca.2) с тремя "Фиатами" A.10 жидкостного охлаждения. Эта машина также выпускалась серийно и состояла на вооружении нескольких бомбардировочных эскадрилий. Затем появилась модификация Ca.33 (Ca.3). На нее установили новые моторы "Изотта-Фраскини" V4B мощностью по 150 л.с.
Ca.3 стал наиболее массовой версией бомбардировщиков "Капрони" периода Первой Мировой войны. Всего в Италии построено 269 аэропланов данного типа. На них летали 15 итальянских бомбардировочных эскадрилий и 2 французские. Кроме того, французы, ощущавшие в начале войны дефицит тяжелых бомбардировщиков, купили лицензию на производство машины. Во Франции Ca.33 выпускала фирма Эно-Пельтри. Построенные ею 60 самолетов обозначались буквами CEP (Caproni-Esnault-Pelterie).
Помимо Ca.33, выпускались и другие модификации: Ca.34, Ca.35, Ca.36, Ca.36S и Ca.37, но все они носили общее военное обозначение Ca.3. Ca.34 оснастили торпедной подвеской и убрали противокапотажную стойку шасси. У Ca.35 гондола имела более обтекаемое округлое сечение. Ca.36 оборудовали складывающимися крыльями, а Ca.37 - крыльями уменьшенного размаха. Ca.36S (Ca.3M) - санитарный вариант с закрытой кабиной.
Все модификации "Капрони" от Ca.30 до Ca.37 представляли собой цельнодеревянные бипланы с полотняной обшивкой и трехкилевым оперением (точнее - "трехрулевым", так как роль килей играли рули поворота). Экипаж состоял из 4 человек: двух пилотов, носового и кормового стрелков. Последний одновременно являлся механиком и обслуживал в полете фюзеляжный мотор.
20 августа 1915 года "Капрони" Ca.2 и Ca.3 впервые бомбили австрийские войска в Каринтии. В дальнейшем такие налеты стали регулярными.
Итальянские "трехмоторники" атаковали города Лайбах (Любляна), Триест, военные и железнодорожные объекты на территории Австрии. Для этого им приходилось преодолевать высокогорные, Альпы, а затем вступать в бой с истребителями ПВО. Несколько самолетов не вернулось с заданий, а 18 февраля 1916-го на аэродроме приземлился "Капрони", ведомый тяжело раненным пилотом. Все остальные члены экипажа были убиты. Но несмотря на потери, итальянцы не собирались отказываться от бомбардировок, приносивших немалый военный эффект.
ДВИГАТЕЛИ
Ca.1: 3 "Гнома" по 80 л.с.
Ca.2: 3 "Фиата" по 100 л.с.
Ca.З: 3 "Изотты-Фраскини" по 150 л.с.
ВООРУЖЕНИЕ
На Ca.1, Ca.2, Ca.З устанавливали кольцевую турель с одним или двумя пулеметами "Ревелли" в носовой части гондолы и вторую такую же турель на специальном помосте над задним двигателем.
Ca.2 поднимал 450 кг бомб, Ca.З - 500 кг.
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
Ca-33, 1914г.
Размах, м 22,20
Длина, м 10,90
Высота, м 3,70
Площадь крыла, кв.м 98,0
Сухой вес, кг 2312
Взлетный вес, кг 3312
Двигатель: "Фиат"
число х мощность, л. с. 3x100
Скорость максимальная, км/ч 135
Дальность полета, км 450
Время набора высоты, мин/м 40/4000
Потолок, м 4100
Экипаж, чел. 4
Вооружение 2-4 пулемета
500 кг бомб
А.Шепс Самолеты Первой мировой войны. Страны Антанты
Ca-30 1914 г.
Проектирование этого трехмоторного четырехстоечного двухфюзеляжного биплана итальянский инженер Джанни Капрони начал еще в 1913 году, и к концу года новая машина, получившая обозначение Ca-30, была выведена на летное поле. В 1914 году началось серийное производство машин, получивших в армии обозначение Ca-1. Однако двигательная установка оказалась недостаточно мощной, да и конструкция требовала усиления, что привело к модернизации машины. Новый самолет Ca-33 (войсковое обозначение Ca-3) пошел в массовую серию, и с 1914 по 1916 годы было построено 269 экземпляров машин этого типа. Ими были вооружены 15 эскадрилий итальянского "Корпо Аэронаутиче Милитаре" и 5 дивизионов британского.
Несколько машин в 1917 году передали американской армейской авиации. Французы купили лицензию, и фирма "Роберт Эсно Пельтерие" построила 19 машин Ca-3 для французских ВВС. Машина имела обозначение "Капрони
C.E.P." Эта машина постоянно модернизировалась и улучшалась. Она послужила образцом для всех последующих бомбардировщиков
фирмы "Капрони".
Оба фюзеляжа имели прямоугольное сечение и деревянный каркас, обтянутый полотном. В носовой части каждого устанавливались 6-цилиндровые, рядные, жидкостного охлаждения двигатели "Фиат" мощностью 100 л. с. с тянущими винтами. Еще один такой двигатель стоял в хвостовой части пилотской гондолы, также имевшей деревянный каркас.
Облицовка капотов двигателей и пилотской гондолы - алюминиевый лист. Трубчатые вертикальные радиаторы охлаждения крепились к стойкам бипланной коробки. Крыло двухлонжеронное, оборудовалось элеронами на обеих поверхностях. Коробчатые лонжероны и нервюры изготавливались из дерева и фанеры. Крыло обтягивалось полотном. Аналогичную конструкцию имело и горизонтальное оперение, соединявшее фюзеляжи и жесткую рамную конструкцию. Вертикальное оперение бескилевое, имело 3 компенсированных руля поворота. Шасси трехстоечное, с носовым колесом на стойках из металлических труб. Амортизация резиновая шнуровая. На главных стойках устанавливались по две спарки колес на коротких осях. Такая конструкция шасси позволяла взлетать и садиться на неподготовленное поле. По концам нижнего крыла монтировались предохранительные костыли. Вооружение состояло из двухтрех 6,5-мм пулеметов "ФиатРевелли", устанавливавшихся на двух турельных установках. Первая монтировалась в носовой части гондолы, а вторая - на выносной площадке над толкающим двигателем, за задней кромкой верхнего крыла. Самолет мог нести до 500 кг бомб. Но при полной загрузке летные данные резко ухудшались, и обычно бомбовая нагрузка составляла 150-250 кг.
Модификации
Ca-30 (Ca-1) - опытный самолет с тремя двигателями "Фиат" по 80 л. с.
Ca-33 (Ca-3) - серийный бомбардировщик и разведчик с двигателями "Фиат" по 100 л. с.
Ca-34 - развитие Ca-33 без носового колеса с теми же двигателями.
Ca-35 - тот же Ca-33, но изменена кабина экипажа, она стала закрытой сверху.
Ca-36 - развитие Ca-33, со складным крылом для удобства хранения в ангаре.
На базе Ca-36 был создан санитарный самолет для перевозки двух-трех раненых.
Ca-37 - опытный самолет с меньшим размахом крыльев. Это было сделано для повышения скоростных и маневренных характеристик самолета.
R.Abate,G.Alegi,G.Apostolo Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
On June 28, 1914 a Serb extremist shot the Austrian hereditary archduke and his wife in Sarajevo. After a month of frantic diplomatic activity between the European powers, on August 1st Germany declared war on Russia and, two days later, on France. It was the beginning of the First World War, a conflict which saw aviation make a great leap forward. Military orders for larger and more powerful airplanes, to be built in ever increasing series, accelerated the transition from the amateur phase to the industrial one, making large capitals available for research and plant expansion. Italy, which on August 2 had proclaimed its neutrality, declared war on Austria-Hungary on May 24, 1915 after a heated interventionist campaign. Already on August 20 two Capronis, serialled Ca.478 and Ca.480, attacked the airfield at Aisovizza.
The available bombers stemmed from an idea of Gianni Caproni and the generous help of maggiore Giulio Douhet, commander of the Army’s Aviators’ Battalion. Realizing the military potential of the trimotor Caproni was designing when the Vizzola Ticino works were purchased by the Government, Douhet allowed him to build the prototype, which made its first flight in October 1914. To produce the aircraft, a cooperative named Societa per lo Sviluppo dell’Aviazione in Italia was formed in March 1915. It then leased the Vizzola works from the State and launched a production batch of 12 aircraft. Powered by three 100 hp Fiat A.10 engines, these were variously known as Ca.1, Ca.300 hp and Ca.32. A second order of 150 machines, known as Ca.2 or Ca.350 hp, was placed in January 1916. Deliveries were completed in September. A number of these were tested with more powerful engines, heavier weaponry, streamlining.
A noticeable progress was achieved with the third series, strengthened and, more importantly, powered by three 150hp Isotta-Fraschini V.4B engines, which made the Ca.450 designation more common than the official Ca.3. Although the first Ca.300 had already struck targets in Austrian territory, including Lubljana, Trento and Fiume, it took the Ca.450 to fulfill the bombers’ promise. During the summer of 1917 the bombers struck Pola (August 2,3, and 8, with up to 36 aircraft), Assling, Chiapovano. The bombing of Cattaro, carried out by 14 aircraft on 4 October, represented the greatest success before the Caporetto disaster. Despite the losses sustained during the retreat, in November-December the Capronis were used extensively against enemy troop concentrations, dropping hundreds of tons of bombs. From February 19, 1918 a specially formed unit, the 18th gruppo, operated against German targets from French bases. Before returning to Italy it earned Marechal Foch’s compliments.
Also worthy of mention is the plan to train and employ in Italy large numbers of American pilots, under the terms of a September 1917 governmental agreement. In the following February 411 American student pilots, led by Captain Fiorello LaGuardia (already a member of Congress and later Mayor of New York), were under training at Foggia. In March 1918 LaGuardia himself completed the Caproni course and went to the front, flying several operational sorties.
J.Davilla Italian Aviation in the First World War. Vol.2: Aircraft A-H (A Centennial Perspective on Great War Airplanes 74)
Caproni Prewar Designs
Ca.30
The Ca.30 was Caproni’s first trimotor design. It was biplane with twin booms, two internal engines contained in an abbreviated fuselage powering the tractor engines through a transmission system, and one pusher engine. The design remained an unbuilt project, but clearly influenced the follow up project, the Ca.31 bomber.
Caproni Ca.31
The Ca.31 helped to establish the layout of the wartime Caproni bombers. It was a trimotor biplane, but, unlike the Ca.30 project, there were two tractor engines each fitted at the front of its own boom. There was a third engine fitted as a pusher behind the center fuselage. There was also a monoplane tail with three rudders. Both tractor engines were 80-hp Gnome rotaries, while the pusher was a 100-hp Gnome.
The Ca.31 was derived from the Ca.30, but the arrangement of the engines, while not avoiding the problems with torque should one of the two tractor engines fail, was far simpler than that proposed for the Ca.30.
The Ca.31 was the first three-engine Caproni design to be built at the state workshops of Vizzola Ticino. It was first flown in October 1914 by test pilot Emilio Pensuti.
The Ca.31 was of wood construction covered in canvas construction. There were two dual wheels under each boom and also in the nose landing gear. There were landing skids at the ends of the wing tips to prevent damage to the wings during landing.
The cockpit had dual-controls with side-by-side seating.
This Ca.31 served as the prototype for the entire series of Caproni bombers.
Caproni Ca.31 two/three seat bomber with two 80-hp and one 100-hp Gnome rotaries
Wingspan 22.20 m; length 10.90 m; height 3.70 m; wing area, 95.64 square meters.
Empty weights 2,000 kg; loaded weight 3,000 kg; payload 1,000 kg
Maximum speed, 110 km/h; climb to 1,000 m. in 15 minutes.
Caproni Ca.1, Ca.2, Ca.3
Ca.1 and Ca.2 Development and Production
Caproni & Faccanoni Vizzola Ticino, created in 1912 was selected to build Bristol Monoplanes, but the agreement collapsed due to the aircraft’s design deficiencies. The company was dissolved and reformed as Caproni led by Gianni Caproni, himself.
Gianni Caproni was convinced that - in the event of war - the availability of a powerful fleet of multi-engine bombers would give the Italian armed forces a tactical and strategic advantage. With this in mind, in 1913 he designed twin boom aircraft with three engines clustered around a central fuselage. With the three engines providing a total of up to 230-hp, this aircraft would carry both an offensive bomb load and defensive armament. Chaperone’s design was submitted to the military authorities who passed the drawings from department to department.
In the autumn of 1913, the Caproni workshops passed to the state and Caproni, who had agreed to remain in the management, was able to continue his studies. He received a compliment, of sorts, when the Austro-Hungarian Government, through Colonel Uzelac, commander of the troops of the Imperial-Royal Austro-Hungarian Air Force, tried to enlist Caproni to build a bomber for them.
The first model of the Caproni three-engine bomber was built in the second half of 1914, and differed from the initial project mainly for the direct propeller-engine coupling of each of the drive units, which were therefore located one aft of the central nacelle and the other two at the head of their respective fuselages. This solution was chosen for reasons of cost and simplicity of construction, and therefore also of weight. The three rotary Gnome engines thus installed produced, respectively, 100-hp for the central one and 80-hp each for the two lateral ones.
October 1914 saw the successful testing, by Emilio Pensuti, of the 260-hp three-engine design, which, in addition to being the first aircraft ever made with three engines, also represented at that time the most powerful aircraft in the world. Towards the end of the year leading technical and political personalities began to take an interest in the aircraft and to examine its characteristics. In January 1915, as an envoy of the French government, Rodolphe Soreau arrived in Vizzola to view the new airplane. This visit then resulted in the sale of the aircraft and its manufacturing license to France, where series production was entrusted to the Robert Esnault-Pelterie company. The French attempts to design an effective bomber had failed, and it was relying on obsolescent Voisin 3s and 5s, Maurice Farman M.F. 11s, and Breguet-Michelin 4s to perform its limited strategic bombing offensive. The first two aircraft would form a critical part of the Italian Aviazione Militaire, while the Caproni would be the key French long-range bomber for the second half of the war.
In the meantime, negotiations had begun with the Italian government for the construction of a first series of 12 three-engined bombers (with a total of 300-hp) by a new company to be set up for this purpose. The increase in power from 260 to 300-hp was made possible by the replacement of the Gnome rotaries with the water-cooled Fiat A.10 with 6 vertical fixed cylinders, which gave much greater reliability.
March 11, 1915 saw the establishment of the “Society for the Development of Aviation in Italy”, an anonymous cooperative under the presidency of Senator Esterle and a modest capital provided by illustrious Milanese personalities who were friends of the president (including Senator Colombo and Visconti di Modrone) without speculative intent. The new company was created at the workshops in Vizzola Ticino and those in Taliedo for the series production of three-engined boats. By the express wish of the whole new group. Caproni was appointed the Company’s technical consultant.
The 300-hp three-engine biplane was, at that time, the only large bombing machine in existence. However, when Italy entered the war, the first sporadic bombing actions were carried out in June and July 1915 with Farmans, Macchi Parasols and Voisin 3s, whose limited power and payload made them absolutely unsuitable for this task. They were soon relegated to reconnaissance missions.
In the meantime, Gianni Caproni had conceived a grandiose strategic plan. Influenced by the support of his friend Douhet, the idea of using a bomber for strategic tasks, not directly connected to actions at the front, began to form the the foundations of an air war strategy that would require a fleet of around 80 Caproni bomber which would operate throughout May to September to attack the Austro-Hungarian transportation system (railway and vehicular traffic from the Valsugana, Trento, Bolzano and Merano). It was anticipated that these attacks would cut the supply lines Austrian armies along the front, making them vulnerable to Italian attacks.
On 16 July 1915 Caproni met in Udine with General Cadorna, who was seriously worried about the scarcity of airplanes. Cadorna soon became an enthusiastic supporter of the bombing plan and requested the production of 150 three-engined bombers to carry out an air offensive in Trentino. Production of 150 aircraft would permit, taking into account breakage and combat losses, a fleet of 80 aircraft to be available at all times. Unfortunately, neither the general staff nor the government was willing to make such a large expenditure at this time.
Production
A new problem developed when it turned out that these large, three-engined bombers were difficult to build.
Negotiations for the price of the first 12 bombers took an extended period of time had been lost in agreeing on the contract terms for the first supply of 12 aircraft. The workshops at Vizzola, which had been leased to the Societa per lo Sviluppo dell’Aviazione in Italia (Society for the Development of Aviation in Italy) needed to have equipment purchased so production could begin. There were problems with the first engines supplied and these had to be sent back to the factory to be modified; they did not arrive back until June and July.
As a result the first Ca.1 300-hp (later designated Ca.32) was completed on July 14, 1915. Deliveries of the 12 Ca.1s were completed October. In January 1916, a second order for 12 aircraft was subsequently increased to 36 and then 150 largely based on the first reports coming from front line squadriglias. As a result, Caproni now had the financial backing to set up an improved manufacturing plant in Taliedo. That new plant would be plagued by a shortage of trained personnel and transport.
The order for an additional, upgraded 150 Capronis, with a maximum speed of 115 km/h and an ability to climb to 2,000 meters in 30 minutes, was placed in November, 1915. This would require production rate of 30 aircraft per month, which would, in turn, depend on new factories being built at Taliedo.
It was expected that the 150 bombers would be ready in June, six months after the order was placed. This unrealistic assumption was further complicated by problems at Caproni’s plant. The production run of the 150-hp aircraft order was not finished until September 1915. In addition to the problems with the Taliedo plant mentioned above, there shortage of engines and supplies were largely responsible for the delay. Two aircraft of those ordered (Ca.718 and Ca.1147), used Gnome rotary engines which generated 300-hp, 40-hp higher than the preceding batch which were powered by Fiat A.10s of 100-hp.
However, of the first 48 Caproni trimotors ordered, only 11 were at the front, 2 were ready for transferred to front line units, 2 others were being used at Malpensa for the training of pilots, and 8 were undergoing testing or waiting for testing at Vizzola. Adding these figures up, there only 23 aircraft had actually been built with 25 yet to be completed. This cast doubt on the ability of the industry to complete by April 1916 an additional 150 aircraft. Even when aircraft were actually built, poor workmanship and a lack of suitable building materials resulted in serious deficiencies in the airframes. Some Capronis were 100 kilograms (220 pounds) heavier than planned which resulted in inferior performance.
Problems with the Capronis persisted, at least partially due to poor workmanship and inadequate materials, leading to frequent breakage of the bolts connecting the wings to the interplane struts. This problem became serious enough to lead to the immediate suspension of the flight activity on 19 January. Replacing the bolts with ones made of stronger materials rectified the problems, but it took two weeks to make these modifications. As a result of these problems, Caproni at the front had to be subjected to rigorous examination after each operational flight, and new machines were subjected to rigorous testing prior to delivery at the front. This all called for qualified maintenance personnel, spare parts, and an adequate infrastructure.
Experience at the front showed that higher performance would be needed if the aircraft were to continue to serve at the front. It took until March 1916 before Caproni was able to fit a 150-hp Isotta Fraschini V.4B engine in the center position; this was done only after it was shown that the airframe had been subjected to a load of 13,000 kg corresponding to coefficient 6, after carrying out adequate static breaking tests on the “300 hp” cell. The aircraft now had two 100-hp Fiats in the booms and the central Isotta Fraschini added an additional 150-hp.
The first example of the new “350-hp” became the Ca.2. It was flight tested on 10 May 1916 as Ca.1167; it was followed, between 21 June and 13 July by eight other machines with a similar installation. The deliveries of these nine Ca.2s supplemented the 150 Ca.1s.
The gain in flight performance due to the increase in installed power from 300-hp to 350-hp increased the maximum speed from 115-127.5 km/h to 129-133.5 km/h. The time to climb to 2,000 m fell from 22 to 45 minutes to 17 to 25 minutes.
Caproni attempted to improve the performance on a Ca.1 by modifying one airframe. The front wheels were removed and the cockpit almost completely enclosed. The slight improvement (from 120 to 125 km/h) did not warrant these changes being introduced the production line. This modified airframe later received the designation Ca.34.
The possibility of using the Caproni bomber in the ground attack role resulted in a Ca.1 (Ca.1160) being fitted with a 25 mm caliber quick-firing revolving cannon on the bow of the aircraft. This example also remained a one-off type.
The Ca.1s and Ca.2s soon made way of the Ca.3. Many of the retired aircraft were sent to the Scuola d’Aviazione della Malpensa (Malpensa Training Center. These trainers were sometimes retrofitted with 110-hp Colombo D.l 10 engines.
Production Summary
Ca.1 - prototype with two 80-hp Gnome rotary engines and one 100-hp Gnome. Later designated Ca. 31. One built
Ca.1 - Initial production version with three 100-hp Fiat A.10 engines. Later designated Ca.32
Twelve built.
Serials Ca.478 to 488 and Ca.702
Ca.1 - Second production batch with three 100-hp Fiat A.10 engines. Later designated Ca.32
A total of 150 were built.
Serials - Ca.703-717; Ca.719-721; Ca.1129-1166; Ca.1168-1179; Ca.1182-1229; Ca.1231-1241; Ca. 1244-1245; Ca.1247; Ca.1250-1268; Ca.718 and Ca.114 (with Gnome rotary engines).
Ca. 2 - Two 100-hp Fiat A.10 engines and one 150-hp Isotta Fraschini V.4b.
Nine built
Serials Ca.1167; Ca.1180-1181; Ca.1230; Ca.1242-1243; Ca.1246; Ca.1248-1249.
Production Problems
The Italian aviation industry devoted a significant percentage of its production capability to building bombers. The type selected was the Caproni 2s and 3s, with the Caproni 4 and 5 to follow later. This was because Gianni Caproni had spent considerable time designing a new heavy bomber, supported and encouraged by his mentor, Giulio Douhet.
Caproni’s first design was presented to a group of potential investors on December 1914 at Vizzola Ticino. It was only after this presentation that the military was notified of the new design. Those present included Giuseppe Colombo, president of Credito Italiano and Carlo Esterle, CEO of the Italian energy company Edison. In May 1915 they formed, with Caproni, Credito Italiano - to build the Caproni 300-hp. The military subsequently declined to rent the plants at Vizzola Ticino to this consortium.
The problems experienced by Caproni in building these aircraft was no different that that experience by other aviation firms - delays in deliveries and bottlenecks in the supply of subassemblies (most commonly engines). Despite numerous contractual clauses favorable to these aviation firms, and the military’s willingness to offer bonuses for firms just for meeting the delivery dates specified in their contracts, the numbers of aircraft delivered to the Aviazone Militaire never reached the anticipated numbers.
Eventually, the military lost patience with Caproni, the General Director of the Aviazione Militair writing that Caproni’s excuse for delaying the deliveries of the first 20 Caproni 2s (a lack of pilots for carrying out final flight tests) was patently false. In fact only four aircraft and been completed and the quality of their production was substandard. Threats to cancel the contract, and to have his designs produced under license by competing firms, succeeded in breaking the production log jam. Finally, Caproni turned his attention to selling his designs to other countries, and, as a result, in 1916 he had to hire a technical director capable of managing production in his absence. This turned out to be the key to boosting production.
It was anticipated that the new S.I.A,with two 700-hp Fiat A.14 engines would replace the Capronis in 1917. Indeed, the Caproni firm was asked if it would consider producing the S.I.A. 14 under license. Realizing the obvious threat, Caproni decided to produce an initial batch of 100 aircraft without a formal military order. This gamble paid off as in the end it was decided that a newer Caproni with three 150-hp Isotta Fraschini V.4B engines would instead be adopted. However, production problems once again intruded on the Italian military’s plans, and only a handful of what would be designated as Caproni 3s would see operational service. As a result of the indecisiveness of the Italian military, coupled with Caproni’s own production problems, the Caproni 3s remained the only bomber at the front. These aircraft were now well-worn and crews complained that there was a pressing need for new, more powerful airframes.
The military ordered a halt in delivery of the Caproni 3s to the front. As a result, the production line stalled, the factory became cluttered with undelivered aircraft, and the firm had to begin a layoff of its skilled workers.
It was decided that the S.I.A. 14b twin engine triplane would be produced in place of the Capronis. In February 1916 100 S.I.A.14b bombers were ordered. The SIA/Fiat aircraft project, designed by Eng. Mario Torretta at the end of 1916, had passed to the construction phase of three prototypes. A DTAM document noted only, without further clarification, that the twin-engine testing was abandoned. Fortunately (at least for Caproni) the S.I.A. 14b’s Achilles’heel was the two 600-hp Fiat A.14 engines selected to power the aircraft. Fiat could not produce the engines on schedule, so the production versions of the S.I.A. 14b bombers were ever built. Production of Ca.3s for the frontline units would continue.
An order for 150 450-hp Ca.3s arrived by March 1917; in June, a second order for another 100 was received. However, the intense aviation arms race on the Italian front meant that the Ca.3s would soon be obsolescent.
In March 1916, Caproni had begun development of a 600-hp bomber; it would be completed and flown in March 1917. The new type used three 200-hp Fiat A 12 engines, thus replacing the Isotta Fraschinis used on the Ca.3s which had proved difficult to produce and maintain. A postwar investigation into the rapid decision to produce the 600-hp Caproni would question the wisdom of this decision. The report was couched in such vague terms that it is impossible to determine if it was suspected that bribery or graft had played a role in the decision.
In August 1917 , the technical bodies of the Aviazione Militaire decided to order 100-120 examples. The new aircraft would use the 200-hp Fiat A.12 engines that had been intended for the failed S.I.A. 14b. The military had already had placed on order for 1,000 of these motors and, understandably, wanted to put them to use; fitting them to Caproni 3 airframes would be the quickest way to get them into service. However Caproni rejected the “quick fix” of fitting these new engines to the older airframes. In the end, the Aviazione Militaire, while insisting that Caproni continue to study a 600-hp bomber variant, continued to buy the 450-hp variant. An order for 250 Ca.3 450-hp was completed in 1917, plus an additional 20 ordered in November. The military would have order more, but there were not enough Fiat A.12 engines left. The last of these Capronis were delivered in February 1918.
Ca.3 - prototype with three Isotta-Fraschini V.4 150-hp engines . Later designated Ca. 33
One built
Ca.3 - 1917 production version with three Isotta-Fraschini V.4 150-hp engines. Later designated Ca.33
Batch 1 - 100 aircraft; Serials Ca 2309-2408
Batch 2 - 50 aircraft; Serials Ca 4037-4086
Batch 3 - 100 aircraft; Serials Ca.4137-4236
Ca.3 - 1918 production version
40 aircraft, of which 20 were actually produced
Serials Ca 11488-11507
Ca.3 - 1919 production version
8 aircraft. Serials unknown
Ca.3 - modified 1923 production version. Later designated Ca.36
23 aircraft. Serials unknown
Ca.3 - modified 1924 production version. Later designated Ca.36
40 aircraft. Serials unknown
Ca.3 - modified 1925 production version. Later designated Ca.36
23 aircraft. Serials unknown
Ca.3 - modified 1926 production version. Later designated Ca.36
10 aircraft. Serials unknown (source of production data Apostolo)
Of the 153 Ca.3 modified built postwar, 144 served with the Regia Aeronautica.
Technical
Caproni Ca.3 450-hp
Wing - Equal span biplane of rectangular shape with trapezoidal ends. Each wing consisted of five parts, namely: a central section, two middle sections (right and left), two outer sections (right and left). The cockpit and the two fuselages (or twin booms) were attached on the central section. The outer wing panels held the ailerons which were both the upper and on lower wing panels). The ailerons were connected to each other by a steel wire. The interior structure was two ash spars connected together by steel tube struts and steel wire or braid tie rods; single ribs (in fir and ash) and double (in poplar and ash). Ailerons in metal tubes. The struts were made from ash, fir, and Oregon. The wing was entirely covered by canvas.
Fuselage - Twin booms each with four ash spars connected to each other by vertical uprights and wooden formers, and by crossed steel wire crosses. Canvas covered.
The center section was built around four main ash spars (2 upper and 2 lower) connected to each other: front and rear struts were built up around steel pipes, braced laterally by wooden uprights and crosspieces and by steel wire crossbars. Canvas covering for the front portion up to the wing leading edge, plywood for the rest. Connection with the wing in wooden ribs and aluminum covering.
Fuel tanks - There were two petrol tanks, made of leaded iron sheet, with a capacity of 315 liters each, placed behind the pilot’s seats. Three oil tanks (1 for each engine), with a capacity of 25 liters each.
Tail - the horizontal tail surfaces had longerons in metal tube, with steel sheet ribs. Canvas covering. There were three fins and rudders with constructed from wooded ribs and steel tubing. The two external tail surfaces were all moving; the central rudder was the only part of the fin/rudder assembly.
Cockpit - The crew consisted of two pilots seated side-by-side with dual controls. Front gunner located in the bow with a single machine gun and another gunner in a rear position aft of their cockpit and above the central engine. Instrumentation included compass, tachometer, and gasoline pressure gauge.
Landing gear - The landing gear consisted of dual wheels, there was a rear skid under each boom. Skids were placed under the ends of the lower wings.
Fuel tanks - There were two petrol tanks, made of leaded iron sheet, with a capacity of 315 liters each, placed behind the pilot’s seats. Three oil tanks (1 for each engine), with a capacity of 25 liters each.
Armament - Offensive bomb load of 200; defensive armament consisted of two machine guns and ammunition weighing a total of 60 kilograms.
Variants
Caproni Ca.34
This was modified Ca.33; the changes to the crew nacelle were intended to increase speed and crew comfort. It retained the nose skid, but deleted the front wheels to reduce drag. The cockpit was modified for the same reason; the crew compartment was almost completely enclosed (only the heads of the pilot and co-pilot protruded.
The results of these changes was a small increase in the maximum speed (from 120 km/h to 125 km/h) , while the crew felt uncomfortable in such a tight, enclosed space.
The aircraft, therefore, remained only a prototype.
Caproni Ca.35
This was another attempt to improve performance by fitting a standard Ca.33 with a more streamlined crew nacelle. This was achieved by seating the crew in tandem in a narrower cockpit.
As with the Ca.34 the loss in crew comfort was not compensated for by a significant increase in speed.
This aircraft, also, remained a prototype.
Ca.36 (Ca.3 Mod)
The Ca.3 modifications included structural modifications to allow easy disassembly of the external wing sections, leaving the central center fuselage and cockpit intact along with the twin booms and tail surfaces and landing gear. Postwar the aircraft was identified as a Ca.36.
The mass production of the Ca.3 mod was undertaken by the Societa Nazionale delle Officine di Saviglian. Production was slow and in mid-September 1918 there were 5 finished or nearly completed airframes in the workshop, and another 15-20 under construction. Overall 20 of the Ca.3 mod series were built in 1918, followed by another eight in 1919. Four years after production had ceased in 1919, the Caproni firm resumed construction for three more years, until 1926. The total number of produced from 1923 to 1926 was 153 Ca.3 mod, 144 of which were delivered to the “Regia Aeronautica”. They were used by the night bombing squadriglias until they were replaced by Ca.73s.
The Ca.3 mod. were often based in Tripolitania and Cyrenaica, and saw combat during the reconquest of the Libya.
Caproni Ca.36 three/four seat bomber with three engines (varying types)
Wingspan 22.20 m; length 10.90 m; height 3.70 m; wing area 100 sq m
Empty weight 2600 kg; payload Kg. 1400
Maximum speed 135 km/h; climb to 1000 m. in 8 minutes; climb to 4000 in 65 minutes; ceiling 4500 m.
Caproni Ca.36S
The Ca.36S was a Ca.36 converted into an ambulance aircraft. It could carry up to eight casualties: four on stretchers placed inside the nacelle in place of the cockpit tanks and bomb racks, and four more seated ahead and behind the cockpit. One of the pilots was replaced by a doctor or nurse.
The cabin was completely closed and was accessed via a ladder which was part of the floor. Behind the stretchers was a pharmaceutical cabinet. The nacelle’s fuel tanks were relocated to the twin booms behind the engines.
One Ca.3 mod. was completed as an ambulance. The fuselage was modified to carry eight wounded were accommodated: four of these could be placed on stretchers placed in place of the cockpit tanks and bomb racks, while another four patients could be seated: two in front of the pilot and two behind the cockpit. In this variant the second crew member consisted of a doctor or a nurse. The cabin was completely enclosed and fitted, at the front, with a transparent windshield. Access to the cabin was via a retractable ladder. Behind the stretchers three was a pharmaceutical cabinet. The fuselage tanks were replaced by other reservoirs placed inside the twin booms behind the engines.
Ca.39 Floatplane
Three-engine seaplane with one large central float. It was based on the Ca.35 and Ca.36 bombers. There is no evidence this aircraft was ever built but the estimated specifications are listed below.
Ca.39 seaplane with three engines
Wingspan 22.20 m; length 12.10m; height 4.70 m; wing surface area 100 sq m
Empty weight 2700 kg; payload 1000 kg;
Maximum speed 135 Km/h.
Ca.56
Transformed into a post-war civilian version, the “450 HP” was capable of carrying six passengers, and some were used to transport the official courier between Padua and Vienna.
These civil transformations then received, retroactively, the designation Ca.56a (transformations of the Ca.3 mod.).
Operational Service
1915
The first Ca.300 hp (Ca.478) arrived at Campo della Comina (Pordenone) on 23 July 1915, followed on 1 and 8 August by two other aircraft (Ca.480 and Ca.479 respectively). These three aircraft formed the Caproni 300 hp biplanes section (which later became sezione Caproni 300 hp) was established on 19 August within 21a Squadriglia. Capitano Bailo as commander of the Sezione.
On 20 August, Ca.478 (with Capitani Bailo and Graziani, plus observer Maggiore Barbieri) and Ca.480 (Capitano Ercole and Sottotenete Laureati, and observer Capitano Cavalieri) carried out the bombing of the Aisovizza airfield, dropping 13 162-mm and 12 135-mm bombs and 14 incendiary bombs. On 21 and 28 August the Capronis repeated these attacks, releasing over 250 25 kg bombs.
In September the Capronis concentrated their attacks on roads leading to Oppacchiasella, Doberdo and Gorizia. On 7 October Castagnevizza was bombed by eight Capronis. During the Carso offensive, the units sortied on the 24th, 25th, 26th, 29th, 30th and 31st attacking targets on the plateau at Bainsizza, Carso, the railways and train stations at Valle Buca (Idria), Gorizia, Trieste, S. Lucia, S. Caterina, and S. Pietro del Carso.
During 1915 the Caproni Squadriglia, received a fourth aircraft (Ca.702) and with these four machines carried out 20 bombing sorties, plus three reconnaissance and two armed reconnaissance.
The 1a Caproni Squadriglia was followed by the 2a, formed on 24 October 1915, flew its first mission on the 28th. On 17 October 3a (established on 17 October) flew its first action on the 18th over Aisovizza). 4a (established on 13 October) and 5a (established in Verona on November 22) followed.
From 1 to 14 November the stations of Duino, Nabresina, Reichemberg, S.Daniele, Skope and Dottogliano were visited. The airfields at Aisovizza, Vogerko and Aidussiria were attacked on the 20th, 21st, and 25th of November.
At the end of 1915, five Caproni squadriglias were operational. Four were at Comina as IV Gruppo and the fifth was located in Verona (commanded by Cap. La Polla) for bombing actions in Trentino.
In spring 1916 the deployment of Caproni bombers was as follows:
IV Gruppo
1a Squadriglia at Comina; 2a, 3a, 4a, 6a, 7a Squadriglia at Aviano; 8a Squadriglia at Comina
III Gruppo
5a Squadriglia at Verona
1916
Towards August 1916, two other squadriglias were created, based in Aviano. XI Gruppo was also formed. At the end of 1916 there were a total of about forty bombers with about 80 pilots and 30 observer officers.
The IV and XI Gruppos were placed under the control of a Comando di Raggruppamento (Group Command) which operated directly under from the Comando Aeronautico (Air Force Command) at the Comando Supremo (Supreme Command).
To counter the Austro-Hungarian attacks on Itclian cities, the Comando Supremo ordered a series of retaliatory strikes on Austrian series during 1916. 1a Squadriglia flew the first such mission on 18 February, dropping 1,800 kg of 162-mm bombs on Ljubljana. During, Ca 478 was hit by AAA and Capitano Salomone, wounded, brought his aircraft back to base; for this action he was award the first medaglia d’oro (gold medal) to be awarded to an Aviazione Militar officer.
5a Squadriglia di Verona attacked the airfield at Trento-Gardolo and train stations at stations Rovereto and Trento. The other Caproni squadriglias at Pordenone visited Aisovizza, Chiapovano and Dornberg, as well as the railroad stations art Longatico, Provacina and Ljubljana.
During the battles of May-June 1916, the Caproni, performed low level attacks on depots and camps in the area of Folgaria, the Assa valleys, d’Astico, and d’Adige. In June 1916 the Capronis made a mass attack on Perigee, with 34 Caproni 300 HPs being sent out.
In July the main missions were offensive raids on Adige, Giudicane, Lagarina, and Val d’Assa. In August the Caproni squadriglias moved to the Isonzo front for the August offensive.
One of the major air battles on the Italian front came on 2 August when 24 Capronis were sent against the torpedo factory, oil depot and shipyards at Danubius, all located on the coast 3 km from the city. The bombers left from Comina and Aviano, attacking in squadriglia strength of four or five aircraft each. Four Fokker E.IIIs and two Aviatiks attacked the first wave and its fighter escort. The Capronis flew over their targets for nearly 30 minutes and each Caproni dropped an average of eight 142-mm (25 kg) bombs, equaling 4 tons of explosives. Aside from one Caproni that force landed near Volosca due to an engine failure, all the warplanes returned to their bases.
From 4 to 18 August Capronis and dirigibles hit Nabresina, Prevacina, Dornberg, all being the front lines, with nearly 6 tons of bombs.
On 13 September, 22 Capronis, covered by Nieuports, moved to Trieste with the task of bombing the arsenal and the seaplane base: despite intense AAA. The Italians succeeded in unloading four tons of explosives on the targets. In September-October the main targets were the rear areas at Karst. On 17 September, fourteen Capronis bombed the railway centers of Dottogliano and Skope with three tons of bombs, while six aircraft from 5a attacked Mattarello in Trentino.
From October to December operations were limited due to the weather, but as many sorties were flown in support of the troops.
Col Santo, Mattarello, Rovereto, and Volano in the Adige Valley were targeted. Also, the enemy’s rear positions at Karst, including train stations at Dottogliano, Nabresina, Skope, and the Frigido valley with over 10 tons of bombs. A fourth bombing was carried out on the Trieste seaplane base with the launch of 200 large-caliber bombs by 16 Capronis launching from Aviano and Comina.
1917
The first night bombardment with a Caproni was carried out on 6 January 1917 by Capitano Falchi (commander of the 3a Squadriglia and Tenente Ruggerone) on the Nabresina railway station and in the Monte Querceto area. As the Austro-Hungarian defenses would stiffen as 1917 progressed, night bombings would help to provide the aircrews with some additional protection.
The Caproni units were able to resume operations after the extreme winter weather has cleared. In preparation for the Italian offensive in the spring , the bombers were sent to hinder Austrian troop movements south of the Frigido valley. This included a campaign against railway targets from 22 April to 10 May.
On 4 May the Italian ground forces launched attacks in the Gorizia area. On that day seven Caproni bombed enemy rear areas in Chiapovano, while others dropped a hundred bombs along the San Marco-Vogersko-Ranziano line. No less than 34 Capronis participated in the two final offensive attacks of 23 and 24 August.
The Capronis endured often quite heavy attacks from AAA and enemy fighters. However, although they had aging airframes and problematic engines, the Capronis often brought their crews home safely.
As 1917 ended the order of battle for the Caproni units was:
IV Gruppo - 1a, 8a, 13a, and 15a Squadriglias at San Pelagio
IV Gruppo Comina - 1a, 2a, and 13a Squadriglias at Comina, 10a and 14a Squadriglias at Campoformido
VIII Gruppo - 11a Squadriglia at Tahiraga
IX Gruppo Verona - 5a Squadriglia at Verona
XI Gruppo - 4a, 5a, and 6a Squadriglias at Padova
XI Gruppo Avianao - 2a, 3a, 4a, 6a, 7a, and 15a Squadriglias at Aviano
XIV Gruppo - 2a, 3a, 7a, 9a, 10a, 14a Squadriglias at Ghedi
In June 1917 during what would become known as the 10th Battle of Isonzo the new Caproni 450-hp made its combat debut. On 10, 15 and 19 June, a total of 32 Caproni sorties resulted in seven tons of bombs being dropped on the enemy lines. The Idria mines, which were only 40 km away from the Italian front positions were hit particularly hard.
On July 17 12 Ca.450s of IV Gruppo dropped about 4 tons of bombs. A repeat bombing was carried out on the 28th of the same month with three formations of ten aircraft each; a total of 10 tons of bombs being dropped.
The months of August and September saw the new Ca.3 450-hp bombers concentrated at bases near the front. A large number of the new Capronis had arrived from the manufacturer, to the point that the reserves were equal in size to the number of frontline aircraft. Despite attrition, the Caproni squadriglias would carry out a sustained bombing campaign. X Gruppo carried out just such a series of raids against Pola, Assling and Tarvis.
In August 1917, during the 11th Battle of Isonzo, sustained attacks were made on the important supply routes at Vallone di Chiapovano.
Under the prompting of Gabriele D’Annunzio, on 2 August, 36 Ca.450s with a total load of 200 bombs attacked Olivi and the searchlights of Novigrad and Punta Salvatore. Twenty aircraft from the XI Gruppo at Aviano, plus 16 of IV Gruppo participated in the action (10 from Comina and 6 from Campoformido). D’Annunzio led from the front, flying in Ca.2378. Ten of Capronis suffered mild damage from AAA and force landed due to engine failure. On the nights of August 3 and 8, the action was repeated when 27 bombers on the 3rd and 28 on the 8th.
Sixty Capronis attacked targets in the Chiapovano Valley releasing a total of 12 tons of bombs on various targets without loss to any of the attackers. The basic load carried by each plane was of ten 162-mm bombs plus two 162-mm incendiary bombs. Torpedo-grenades were chosen, rather than mines, due to their lower weight and greater efficiency. Furthermore, the nature of the targets to be hit in the Vallone which were poorly covered barracks which would burn easily or columns of troops. The aircraft attacked at intervals of a few hundred meters from each other and at varying altitudes to avoid mid-air collisions.
While the Austro-Hungarian fighters only showed up occasionally, the Caproni crews were usually able to escape without damage.
During this period effective attacks were made on Assling, a very important railway junction and industrial center. The route to Assling was to take place over a rugged mountainous area over 60 km high long, of which 40 km were close to the Austrian lines. The highest ridge was the Julian Alps, just under 2000 m, 30 km from the target. This meant that the raid could only be flown during the day, increasing the exposure of the crews to the enemy defense and the bomb load had to be limited to 300 kg per aircraft. A robust fighter escort would be required.
On August 14, the first bombardment took place in two stages, the first against the railway facilities and the second on the ironworks and ammunition factories. Both raids were carried out with 12 aircraft all of which returned to base. From 2 to 14 August, the Capronis completed five bombings on Chiapovano, three on Pola and two against Assling. There were additional raids on the 21st, 22nd, 23rd and the 28th of August during which 3,650 bombs were dropped totaling in 450 tons.
D’Annunzio proposed an attack of the port town at Cattaro, which housed a large part of the Austrian fleet. The aircraft would be formed under Detachment A.R. with two squadriglias of seven plane. Ca. 4158 was commanded by Maggiore Armando Armani, Ca.4160 (Capitano Maurizio Pagliano), Ca. 4161 (Tenente Giampiero Clerici), Ca. 4159 (Tenente Mario Zoppola), Ca. 4152 (Tenente Mario Agostini), Ca.4155 (Tenente Gio. Batta Pittaluga), Ca.4149 (Tenente Amedeo Digerini), Ca.4151 (Capitano Leonardo Nardi), Ca. 4150 (Sottotenente Gino Lisa), Ca. 4157 (Tenente Vito Pugliese), Ca. 4154 (Tenente Raffaele Parravicini), and Ca. 4148 (Aspirante Cesare Baccili). Two other aircraft, Ca.4162 (Tenenete Muratorio) and Ca.4146 (Tenenete Buttini) were also to have participated, but had to return due to engine problems.
On 4 October, these aircraft carried out successful attacks on Portoroz (submarine base), the warehouses of Meline and the coastal area of Castelnuovo with two tons of explosives.
Caporetto changed the situation for the bombers. During there retreat, inoperable aircraft or units that did not have a sufficient number of pilots, some Capronis had to be destroyed. The Caproni crews attempted to continue to bomb enemy positions as best they could.
The Caproni units at Aviano and Comina were forced to move respectively to Padua and S. Pelagio. During this chaotic time these squadriglias attempted to keep up the pressure on the German and Austro-Hungarian troops.
From 10 November onwards, raids were carried out against enemy positions on the left of the Piave, against the bridges of the Livenza and Monticana, on the Primolano basin, on encampments between Feltre, Primolano and Fonzaso. Over 100 tons of bombs were dropped.
In the first week of December, 150 Caproni sorties were flown against positions between Asiago and Vai D’Assa. On 30 December they bombed the fields of Comina and Aviano, occupied by the enemy.
Torpedo Bomber
In July 1917 it was decided to modify two Ca.3 450-hp for use as a torpedo bomber; the intended target would be the Austro-Hungarian warships barricaded at Pula, Cattaro and Sibenik. As a result, two were adapted to hold an 800 kg torpedo at the Comina camp. Center of gravity issues developed bit with carrying the 400 kg torpedo (which exceeded the carrying capacity of a standard Ca.3) and releasing it. The launch experiments were conducted by Tenente Luigi Ridolfi in Venice, in the presence of Vittorio Emanuele III, with positive results.
1918
The front was gradually stabilizing during the winter of 1918. However, the Caproni squadriglias continued to suffer losses due to forced evacuations plus enemy bombing of their airfields. At Padua, for example, 24 Capronis were lost due to aerial attacks on their bases.
Despite these losses the Capronis attacked the airfields at Aviano, Comina and Campoformido, which were then occupied by the enemy. Other targets were military targets at Bolzano and the railway station and the bridge over the Isarco. Almost all the planes of the group participated, departing from Padua, San Pelagio and Verona. Again, there were no losses.
In April 1918, the Comando supremo decided to change the constitution of the Caproni gruppi and formed two nuclei: one autonomous which was divided between Padua and San Pelagio and another under the control of the raggruppamento (grouping) that included the Verona and Ghedi groups; the latter was also assigned the “Serenissima” squadriglia with the SVAs to serve as a fast bomber component that would not require fighter escort.
Notable attacks in the spring included a bombing raid on:
- Fiess power plant in Val Sarca
- Passo del Tonale where a Caproni 600-hp (Caproni 5) participated for the first time; bad weather prevented the aircraft’s mission from being a success.
- Asiago plateau where barracks were bombed in bad weather. Due to the exceptionally bad weather, this was the only mission flown by the Italians on that day. The Gruppo commander’s plane was forced to land in Villaverla.
By mid-1918, the Comando Supremo had concluded that night mission sorties flown by individual aircraft were unable to put a sufficient weight of bombs on the target. In order for the attacks to be effective there would need to be a large number of Capronis attacking at one time. This would mean that missions would have to be flown during the day and be provided with fighter protection. A photographic post strike assessment would confirm that the attack had been successful.
The first daylight mass attack was flown by IV, XI, and XIV Gruppo Capronis against the hydroelectric plants of Cavedine. The attack proved less than successful due to insufficient crew training which resulted in only a small percentage of bombs hitting a target that was, itself, of limited size.
The small size of the target, the considerable launch altitude and the insufficient training of the crews in aiming did not allow for the total destruction of the target; but the operation was an excellent preparation for the major actions that our bombers were subsequently called upon to perform during the battle of the Piave.
At the beginning of the battle of Piave on June 15, 1918 the Caproni units were:
- I Gruppo - 4a, and 6a Squadriglias at Ca ‘degli Oppi with two Ca.3s and five Ca.5s
- IV Gruppo - 1a, 5a, 8a, and 13a Squadriglias at San Pelagio with approximately 13 Ca.3s.
- XIV Gruppo with 2a, 7a, 9a, 10a, and 16a Squadriglias at Padova with approximately nine Ca.3s
- 181a and 182a Squadriglias at Ghedi equipped with 13 Ca.4s.
- 11a Squadriglia in Albania
Note 3a, 14a, and 15a Squadriglias were based in France as part of Groupement Villiome.
This bombing force carried out a significant number of ground attack missions, dropping bombs on frontline troops and supply centers in broad daylight.
In one attack on June 16 the Caproni squadriglias dropped 6,300 kg of bombs on targets between Falze and Nervesa.
The next day 56 ground attack sorties were flown at an altitude of 100 meters, and on the 17th they dropped 11,140 kg of bombs near Montello.
On 23 June: 35 aircraft bombed troops in Falze, Soligo, Conegliano, Spresiano.
From 24 to 25 June the Capronis targeted road junctions and ammunition depots between Conegliano and Vittorio Veneto, as well as ammunition depots at Visnadello and Orsago.
Most of these attacks were carried out with Ca.3s, the Ca.5s being assigned only to 6a Squadriglia of I Gruppo.
The emphasis on ground attack missions was a sign of the realization of the major contribution the heavy bombers could make over the battlefield with this type of attack. However, it was also a tacit admission that the night bombing sorties by individual aircraft against strategic targets was not producing the desired results.
The Caproni 3 Squadriglias flew similar missions during the Italian counter-offensive at Vittorio Veneto. The units that participated were:
- IV Gruppo with 1a, 5a, and 8a Squadriglias at San Pelagio
- XI Gruppo with 4a and 6a Squadriglias at Padova
- XIV Gruppo with 7a and 10a Squadriglias at Arqua Petrarca
There was also 181a and 182a Squadriglias with Ca.4 triplanes, plus a small number of the new SVA 10s and SIA 9Bs.
Apostlo estimates that the total number of bombers available during the battle was 100 aircraft.
From 24 October to 2 November, the Capronis flew attacks on enemy encampments, railroad targets, supply depots, bridges and airfields.
In a period of ten days 300 tons of bombs had been dropped on these targets.
Postwar Service
With the formation of the Regia Aeronautica, ten Ca.3s ( “450 HP” Caproni), became part of the 1° Stormo Aeroplani da Bombardamento in Milan. At the beginning of 1924, two Gruppi had Ca.3s. These were IV Gruppo, with two squadrons at Malpensa, 13a in Campoformido and another gruppo on three squadriglias (two in Pisa and one in Albenga). Each squadriglia had 9 aircraft.
In 1925, 18 Ca. 3s (forming 10a and 14a squadriglias of the 7° Stormo da Bombardamento Pesante (7th Heavy Bombardment Wing), participated in the aerial maneuvers. In the same year, eight other aircraft of the same type were in Libya, engaged in operations to recapture the territory.
In 1926 the last Ca.3 mods were retired.
Ca.3 mod Ca.23174 with Isotta Fraschini engines still exists. The airplane was purchased at the end of the war for 30,000 fire by Buttini. After Buttini died, in February 1959, it was purchased by the Regia Aeronautica which, after having stored at Vigna di Valle, had it restored and transferred it to the Museo del Volo in Turin in 1964. Another example, the Ca.3 2378, it is kept in the Caproni Museum.
Italian units in France
Negotiations for the dispatch of an Italian unit to France were completed in February 1918 with the transfer of the XVIII Gruppo (5a, 14a, 15a Squadriglias, each with four aircraft) under the orders of Maggiore De Riso. Groupement Villome (named after its commander-in-chief) on 14 May 1918 was based in Villeneuve-les-Vertus. There were 12 Caproni 3s with 10 in reserve.
XVIII Gruppo, which carried out a total of fifty-six missions, dropped 164 tons of bombs. Targets included the Saar mining basin, San Quentin and Ludwigshafen.
XVIII Gruppo moved to Ferme des Greves, near Chateu-Thierry. In April Capronis attacked Montcornet hitting the station with 1500 kg of bombs.
Until May 27, the “Groupement Villome” operated over the Champagne front. The Italians bombed, in collaboration with Handley Page O/100s the bases of German bombers in Moncomat, Ville-au-Bois, Clermont-les-Fermes. During this time one Caproni was lost, killing the pilot and injuring the other two crew members.
On May 28, Groupement Villome was at Villeneuve-les-Vertus. In the night of 21/22 July, they hit the Fere ammunition depot.
On 14 August GB.2 and XVIII Gruppo were assigned to, whose planes were to participate in the blockade of the Thionville steel basin, attacking the station. They also bombed enemy troops on the German Strasbourg front, as well as Thionville-Hirson and Saarbrucken, Thionville, Luxembourg, and Namur. Secondary targets were the stations in the Metz region and the workshops of Rombach and Hagondange, also carrying out, when necessary, night reconnaissance sorties.
Regia Marina
At the beginning of July 1917 201a Squadriglia Ca.3 was established in Ghedi. Subsequently based at Marcon the unit had four Ca.3s. The Regia Marina used these aircraft in the long range reconnaissance role off the Istrian coast. These patrols were flown during daylights hours, with the aircraft being changed every two hours.
As time went on, 201a began to fly bombing sorties; the first missions were flown against battleships near Pola. These attacks used conventional bombs; attempts to outfit the Capronis as bombers proved unsatisfactory.
Towards the end of 1917, the Regia Marina adopted a policy of using the Capronis for long range bombing attacks. One unit was formed in southern Italy (Brindisi) and another in northern Italy (Ferrara). The Ferrara was supposed to have eight squadrons of 10 aircraft each.
The Ca.3s were replaced by Ca.4s with 181a and 182 a Squadriglias.
Foreign Service
Argentina
Four Ca.33s were supplied to the Escuela de Aviacion Militar in 1919.
France
The 1915 concours to select a heavy bomber had failed to produce a satisfactory plane, and the French now realized that they were behind the other combatants in developing this type. As the Voisin 3s then in service were inadequate, being deficient in both range and bomb load, it now became necessary for the Aviation Militaire to equip bomber escadrilles with a foreign design.
In the fall of 1915 the French accepted an offer from the chief of the Italian air service (Aviazione Militaire) to examine Italian aircraft design and manufacturing techniques. The French were aware of the Caproni bombers being developed and were interested in concluding an agreement for license production of these aircraft in France.
The members of the French team examined the Caproni factory as well as the Fiat (which built the engines) and Pirelli (which produced the tires) plants. They were also taken to the airfield at Pordenone where operational Caproni squadrons were based.
It was decided to arrange for license production of the Caproni 1 and 3 (in the text wartime Italian designations are used for these planes; the postwar designations were Caproni 32 and Caproni 33). They were to be built by the R.E.P (Robert Esnault-Pelterie) firm. The engines were to be supplied by both the Canton-Unne and Le Rhone factories. The French had intended to purchase Fiat engines but the Italians initially retained these engines for use in their own planes.The first produced under license by the R.E.P. was a Caproni 1 (Ca.32) and was designated the C.E.P.1 B2. The initials CEP. stood for Caproni Esnault Pelterie. Twin booms each held an 80-hp Le Rhone in a tractor configuration on a stamped metal plate. The booms had a quadrangular cross-section consisting of four ash longerons braced with wire and covered with fabric. Each boom was attached to the lower wing and held fuel and oil tanks behind the motor, each boom had an articulated tail skid.
The horizontal stabilizer crossed the top of the booms. The stabilizer was a tubular metal structure braced with sheet metal struts. The outer vertical stabilizers were completely articulated, and only the center rudder had a fixed fin. All three stabilizers were connected to ensure they moved in unison. The rudders were made of metal tubing braced with wood. The tricycle landing gear consisted of two pairs of wheels suspended beneath each boom by struts attached directly to the lower wing by metal attachments. A pair of nosewheels were attached to the extreme nose. Bungee cords attached the axles to the struts and served as shock absorbers. The nose wheels prevented the aircraft from nosing over when landing. Skids were located at each wingtip and at the end of each fuselage boom. The fuselage skids were flexible, while those at the wing tips were fixed.
Armament consisted of a machine gun mounted in the nose on a transverse mounting. A second machine gun was carried in a mobile mount inside a cupola attached to the top wing. A carbine could be fired beneath the floor of the central nacelle. The bombs were carried inside the central nacelle behind the fuel tanks. A Bowden bomb release system was used.
Due to the unavailability of Fiat engines, various combinations of others were tried, including Lorraine-Dietrich AMs and Canton-Unnes. However, it was eventually decided that production aircraft would be fitted with a single 130-hp Canton-Unne mounted as a pusher and two 80-hp Le Rhones. Test results included a climb to 1,000 m in 12 min. 50 sec. and to 2,000 m in 33 min. 15 sec. Maximum speed was 110 km/h.
This compared poorly with the Fiats of the Italian-built Capronis which provided horsepower almost double that of the French engines. Tests of the Caproni C.E.P.1 B2s at Amberieu-en-Bugey revealed that it was severely underpowered. Not surprisingly, only 14 examples were built. It is unlikely any of these saw operational service. An order was initially placed with RE.P. for 50 aircraft but according to correspondence with the SPA dated 12 August 1915, both the Aviation Militaire and the manufacturer agreed that before large-scale production could ensue, aversion with more powerful motors would be needed. This aircraft became the C.E.P.2.
R.E.P. next produced a version of the Caproni 3 (Ca.33) powered by three Italian 150-hp Isotta Fraschini V4A engines. Production of the C.E.P.2 B2 began in 1916 and they soon entered operational service. Later, Caproni-built versions were obtained directly from Italy; these were designated CAP.2 B2. The final version of the bomber used by the French was the Italian-built Caproni 5 (Ca.44). At the insistence of the French government these aircraft had been equipped with three 260-hp Fiat A-12bis engines. Most CAP.3 BN3s, as they were designated, were obtained directly from Italy in mid-1918. However, a small number of Caproni 5s were built at Lyon by R.E.P. The first plane, C.E.P. 3 BN3, was sent to Villacoublay for testing but broke down at Chalon and could not get beyond Dijon. The second crashed and was destroyed at Corbeil. The third was tested but was not found to offer a significant improvement over the C.E.P.2 B2s and CAP.2 B2s already in service. General Duval reported there were numerous problems with the C.E.P.3 BN3s including an insufficient bomb load, exhaust flames exiting too close to the fuel tanks, and the fact that the type was difficult to fly because it was nose heavy. It seems likely that problems with the first batch of bombers from R.E.P. convinced the STAe that the Caproni firm in Italy would be a more reliable source. Only a handful of CAP.3 BN 3s were used by the French escadrilles, and all these had been built in Italy.
It was originally anticipated that three Capronis a month would be built, but production quickly fell behind schedule. In 1915 a total of 14 C.E.P.1 B2s were built. It is believed that 41 aircraft were built in 1916, although one source suggests as many as 59; all these would have been C.E.P.2 B2s. In 1917 only six C.E.P.2 B2s were built. However, by 1917 it had become apparent that R.E.P. and SAIB (Societe Anonyme d’Application industrielle du Bois) were unable to produce the requisite number of bombers, and arrangements were made to obtain Caproni 3s directly from Italy. As these arrived the Caproni escadrilles changed their designation from CEP to CAP. In 1918 a total of 28 Capronis were obtained. Some of these may have been C.E.P.3 BN3s built by the SAIB. However, official documents show that 20 Caproni 5s (CAP.3 BN3s) were obtained directly from Italy in early 1918. These were configured to carry two 75-kg and nine 25-kg bombs. A school was opened at Amberieu-en-Bugey to train French pilots on the Capronis. The instructor was a pilot named Banderieu who would later be responsible for test-flying the Capronis built by SAIB. He had considerable experience with four-engined aircraft, having test-flown the Bleriot 67. The first were supplied from Italy.
Operational Service
The first unit to receive Caproni C.E.P.2 B2s was CEP 115, formed in February 1916. After a period of training it was assigned to GB 1 in March 1916. GB 1 was based at Malzeville. The unit had initially had 20 C.E.P.2 B2s on strength. In March CEP 115 participated in night attacks on communication centers and rail lines in the Meuse Valley. During most missions a crew of only two was carried; the gunner’s position was eliminated because he was not needed for night operations. The crews of CEP 115 continued training for night missions throughout the summer months. Flights at night were quite hazardous and required highly skilled crews. Accidents were frequent and often had tragic consequences. For example, on the night of 15/16 August a Caproni crashed during takeoff because of engine failure. The aircraft was destroyed and one crewman killed. A large number of night raids could be carried out beginning in September, for by then most of the unit’s crews had been trained for night missions. Furthermore, the longer nights permitted more sorties. Bombers were sent out individually to widely separated targets in order to minimize the chances of mid-air collisions. While this policy was safer, it prevented the planes from concentrating their bombs on a single target. CEP 115 was also active in October, when it attacked a number of targets including railway stations and the Thyssen ironworks. In retaliation for attacks on its airfield, CEP 115 bombed the airfield at Frescaty on the night of 6/7 November. Bad weather hampered operations in December. Only one major raid was flown the entire month, when on 27 December CEP 115 dropped 150 bombs on various targets. Inclement weather also prevented CEP 115 from flying any sorties the entire month of January 1917. The unit had mixed results on 9/10 February when four aircraft attacked Mazieres; the raid was successful but one aircraft was lost when a bomb, which had become hung up during the raid, detached while the aircraft was landing. The resulting explosion destroyed the bomber as well as two aircraft inside an adjacent hangar.
CEP 115 was detached from GB 1 on 7 April and assigned to GB 2 at Malzeville. Soon after its re-assignment CEP 115 began to receive the new Caproni 3s (CAP.2 B2s) from Italy and was redesignated CAP 115. The CAP designation indicated that the unit was equipped with the Italian-built Capronis. CAP 115 attacked railway stations, factories, barracks, and enemy airfields. CAP 115 was considerably less active during the summer months as, once again, the shorter nights meant fewer missions could be flown. Ludwigshafen and Phalsbourg were attacked in July. The success of CAP 115 resulted in the formation of a second unit in August 1917. It was also equipped with the new CAP.2 B2s and designated CAP 130. It was also assigned to GB 2. At this time both CAP 115 and 130 received new insignia. It seems that while ferrying the CAP.2 B2s across the Alps the pilots had become intrigued by the eagles indigenous to that area. It was decided that both units would be given an eagle emblem: CAP 115’s was a green eagle and CAP 130’s was blue. The new CAP. 2 B2s were very satisfactory and could carry an impressive bomb load. They served alongside the older Caproni C.E.P 2 B2s.
As 1918 began GB 2 moved from Malzeville to Gundrecourt, a move necessitated by persistent German attacks on the former airfield. CAP 115 and 130 attacked Ludwigshafen on 1 February 1918 and again on 25 March. Other targets attacked early in 1918 included Luxembourg and Laon.
GB 2 received direct support from the Italians themselves when 18 Gruppo was transferred to the Western Front. This unit consisted of three squadriglia: the 5a, 14a, and 15a Each squadriglia had only four operational Capronis.The combination of GB 2 and 18 Gruppo (which was designated GB 18 by the French) was designated Groupement Villome, after the unit’s commander. It completed 56 missions and dropped 164 tons of bombs on various targets in the Sarre Valley and the city of Ludwigshafen. The Italians had a total of 12 operational aircraft and ten in reserve. The latter were intended to form part of the Inter-Allied Independent Air Force, along with British and American bomber units. Groupement Villome attacked a large number of railway stations during the spring of 1918. The German attack at Champagne resulted in the unit moving to les Ferme-des-Greves in April. From this new base GB 2 could attack transportation targets in an attempt to stem the flow of German reinforcements. In response to the German offensive at Ansfeldhe, units of Groupement Villome attacked train stations along the Champagne front. In May GB 2 joined British squadrons in attacks on the German airfields at Montcornet, Ville-au-Bois, and Clement-les-Fermes. During May GB 2 was performing quick strikes against targets located by photo reconnaissance aircraft. In many cases these raids were launched as soon as the film had been developed and analyzed. GB 2 moved to Chateau-Thierry on 28 May. CAP 115 and 130 had a total of 30 Capronis on strength at this time. From 10 to 18 July these Capronis were used to attack German troops advancing in the area of Reims.
During the Battle of Ile-de-France (18 July to 4 August) GB 2 bombed train stations from Guignicourt to Laon and Aisne to Laon. The escadrilles flew up to three sorties per aircraft each night. The Battle of Santerre (8 to 30 August) saw the Caproni units attacking iron works, troop concentrations, and railroad targets along the Strasburg-Thionville-Hirson line. Groupement Villome returned to Epiez for the Battle of Saint Michele (12 September to 30 September). During the Champagne-Argonne offensive (25 September to 11 November) Groupement Villome remained at Epiez. Since February 1916 CAP 115 had flown 289 sorties and dropped 387 tons of bombs. CAP 130, formed in August 1917, flew 371 sorties and dropped 213 tons of bombs.
The Caproni units rapidly replaced their aircraft after the war ended. CAP 115 re-equipped with Caudron 23s; CAP 130 became Escadrille 211 postwar and soon received Farman F.60 Goliaths.
Peru - Caproni Ca. 32 - Reportedly one acquired 1921/26.
Russia - Another potential export client was Russia, which on 13 February 1917 was authorized to have a Ca.3 built in Italy from existing spares. Engines were not provided, however, and there is no record of actual delivery or use.
United States - In early September 1917 negotiations were concluded with the Italian government for the training on Caproni bombers of part of the personnel of the American Air Service in Italy, and the location of the school was identified as the Regia Scuola Italiana d'Aviazione at Foggia. The programme allowed for the training of 500 students.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.1 #1136, 3a Squadriglia
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.1 #1151, 8a Squadriglia
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.1 #1158, 8a Squadriglia
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.3 #2334, 201a Squadriglia
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.3 #2371, 2a Squadriglia
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Caproni Ca.3 #2378, 8a Squadriglia
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.3 #2395, 11a Squadriglia, Albania
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.3 #4060, Buttini/Remitti/Poccetti/Franeti, 3a Squadriglia, September 1917
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.3, 1a Squadriglia, San Pelagio Aerodrome, 1918
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А.Шепс - Самолеты Первой мировой войны. Страны Антанты
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Тяжелый бомбардировщик Капрони Ca-33 итальянских ВВС (1915г.)
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В.Кондратьев - Самолеты первой мировой войны
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Caproni C.E.P 2 (CEP 57), эскадрилья CEP 115 ВВС Франции, 1917г.
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В.Обухович, А.Никифоров - Самолеты Первой Мировой войны
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CEP
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А.Шепс - Самолеты Первой мировой войны. Страны Антанты
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Ночной бомбардировщик Капрони C.E.P 112-й эскадрильи Груп Бомбардимент де ла Нуит ВВС Франции (1915г.)
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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This Ca.36M, serial 25811, restored to represent LeRoy Kiley’s 11504, is now on display at the United States Air Force Museum in Dayton, Ohio. Preserved by the Caproni Museum since 1928, it was loaned to the USAF in 1988, 14,000 man-hours being expended to return it to its pristine condition. Another Ca.36M, previously owned by bomber ace Casimiro Buttini, is with the Italian Air Force Museum at Vigna di Valle, near Rome.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Restored Caproni bomber on display at the NMUSAF. This side view shows the precarious position for the rear gunner position above the center engine. The Caproni is the iconic Italian aircraft of WWI and gave them bombing capability that their enemies could never match.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Restored Caproni bomber on display at the NMUSAF.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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A Caproni bomber in a Rome Air Museum. Note the elaborate "cage" for the rear gunner to climb to the top for a defensive capability to protect the rear of the aircraft; this cage protected the gunner from the center propeller.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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This view of the Caproni bomber in a museum in Rome shows the rear gunner's precarious position. He stood on a platform over the center engine and fired over the propeller arc. The metal cage was to keep the gunner's extremities safely out of the propeller arc, often known as the line that divides. The Caproni's tri-motor design was a key to its success; unlike two-engine aircraft of the time the Caproni could maintain altitude after an engine failure and return to base.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Isotta Fraschini V.4 engine on display at the Gianni Caproni Museum of Aeronautics. The engine powered the Caproni Ca.3 and its variants, the FBA Type H, and the Macchi L.1, M.5, M.6, M.8, and the SIAI S.8.The V.4 was an inline six-cylinder engine; the 'V' indicated Volo, Italian for 'flight', and not the cylinder arrangement. It produced 190 hp from a displacement of 14.3 L.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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The first Caproni trimotor photographed partially complete at Vizzola Ticino in October 1914. It was designed Ca.1 by the Army and renumbered Ca.31 postwar by its manufacturer. Power came from three Gnome rotaries, with 80 hp units in the tractor outer positions and a single 100 hp pusher in the nacelle. Initially Caproni had envisioned a central position for the engines, two of which, coupled through a differential, would drive the outboard propellers through long shafts. In the interest of simplicity, the prototype was completed with each engine driving its propeller directly.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.1 #718 with rotary engines.
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Журнал - Flight за 1918 г.
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FROM THE SUNNY SOUTH. - One of the Caproni biplanes which are doing such excellent work with our Italian Allies.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni C.E.P.2 in French service.
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Jane's All The World Aircraft 1919 /Jane's/
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Fore part of an early Caproni Ca 3 type biplane with two rotary tractor engines and a pusher Isotta-Fraschini.
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Журнал - Flight за 1918 г.
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Some aeroplanes of the Fifth Army of France: Caproni.
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В.Кондратьев - Самолеты первой мировой войны
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"Капрони" Са.2 французских ВВС.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Caproni C.E.P.1 built under license in France by the Robert Esnault-Pelterie (R.E.P.) company. Note the 80 hp Le Rhone rotary engines on the twin booms; the center pusher engine was a 130 hp Canton-Unne. C.E.P. stands for Caproni Esnault Pelterie.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Three photos of the Caproni Ca.2.
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Журнал - Flight за 1916 г.
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THE WAR IN THE ITALIAN SECTION. - General Cadorna (the second from the right), who has made several flights since Italy came into the war, in one of our Ally's aeroplanes which has just returned from a raid over the Austrian lines.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.1, first version with three 100 hp engines, with unit personnel.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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The first Ca.1 batch had 100 hp Fiat A.10 in-line engines and were serialled 478-489. The photo shows Gianni Caproni with sottotenente Giulio Laureati on the second production aircraft. Delivered to the Caproni Biplanes Section (later 1st Caproni squadriglia) at La Comina on August 8, 1915, Ca.479 was still in service on December 3, 1916. Redesignated Ca.32 in the postwar system, these bombers were originally known as Ca.300 because of the total engine output.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.1 #483. (Roberto Gentilli)
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.1 #702. The difference between the Ca.1, Ca.2, and Ca.3 was the engines. (Roberto Gentilli)
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P.Grosz, G.Haddow, P.Shiemer - Austro-Hungarian Army Aircraft of World War One /Flying Machines/
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The Caproni Ca 3 (Ca 703) was captured on 18 Feb. 1916 in damaged condition. It was repaired by Phonix and was photographed at Aspern in December 1917. The number 00.52 is hidden behind the wing.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.34.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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One of Italy’s most famous bomber crews was formed by tenenti Luigi Gori and Maurizio Pagliano (pilots), capitano Aurelio Barbarisi (observer) and soldato Alessandro Zamengo (motorist-gunner). The crew, assigned to 8th squadriglia, started flying together on the Ca.300 serialled 1151 and christened “Ace of spades”. The insignia is visible in the photo.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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Ca.1 serial 1138, bearing pilot Gino Lisa's "Two of diamonds" insignia, shows crew stations to advantage. A track and trolley system, seen in the foreground, was used to ease the task of inserting and extracting the large aircraft sideways from their hangars.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.33 1160 with 25mm cannon, 450 hp.
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Журнал - Flight за 1917 г.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.2 1248, a 350 hp bomber. The Ca.1, Ca.2, and Ca.3 all used the same airframe and differed in their engines. Here the rear gunner shows how the gun was manipulated. (Roberto Gentilli)
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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Nine Ca.300 from the second batch, including Ca.1248 shown here, were completed as Ca.2 by replacing the central Fiat A.10 with a 150 hp Isotta Fraschini V4B. Because the rated output now reached 350 hp, the resulting aircraft were also known as Ca.350. Curiously this variant did not receive a new designation in the postwar system. The additional power improved performance and suggested the potential of an entirely Isotta-powered variant.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.2 1248, a 350 hp bomber.
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Журнал - Flight за 1918 г.
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One of the "smaller" Caproni bombing biplanes, fitted with three motors of 200 h.p. each.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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Besides equipping bomber units, the Ca.3 were also used to fly mail or passengers. In the latter role, in February-April 1922 the Libyan based aircraft were used, together with some SVAs, to resupply the 10th Battaglione Eritreo under siege at Azizia. Over 44 tons of freight, 278 military and 53 civilian passengers were carried in what is believed to have been the world’s first air bridge operation.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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Engine runs for a Ca.450. The lack of the forward weapon and the modified gun mounting suggest this machine might have been used for the trial installation of the 25,4 millimeter Fiat gun. At least three aircraft thus equipped - serialled 2314, 2401, 2404 - were on strength with the 16th squadriglia in May 1918.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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This photograph was taken at Tahyraqa (Valona). Northern requirements prevented the Italians from sending their Capronis down to the Lower Adriatic in any sizeable numbers. So, the raid of October was a remarkable exception. This particular aircraft bears the matricola (serial number) '2324'. MCRR R/061a
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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A Caproni Ca.3 '2334' (‘PER LA PATRIA") carrying a 700kg-torpedo under the central nacelle; the nose landing gear has been removed. On the night of 2-3 October 1917 the 201a Sqa launched a special raid on Pola and on this occasion '2334' launched its torpedo at a Hapsburg dreadnought, but failed to get a hit.
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J.Herris - Weird Wings of WWI /Centennial Perspective/ (70)
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The Caproni trimotor bomber was converted as a torpedo bomber.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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After some tests carried out by two Ca.5 in the summer of 1917, the Ca.450 serial 2334 was experimentally modified as torpedo bomber. After removing the nose wheel and generally lightening the aircraft, a torpedo harness was fitted to the bottom of the gondola. Despite the fact that with its 700 kg weapon the bomber would exceed its maximum allowable take-off weight, the aircraft was included in the Pola raid of October 2-3 with the stated intention of hitting a battleship. Ca.2334, christened Per la Patria (“For Country”), was crewed by a mixed Army-Navy team and took off with the second wave. As agreed, pilot sottotenente Ridolfi cut the engines above the harbor and glided down. Unfortunately the naval observer tenente di vascello Pecchiarotti, perhaps fearing the Austrian reaction, released the weapon too early. Thus failed the first Italian torpedoing attempt. The photo shows Ca.2334 on the ground.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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A crew snapshot next to an unusually shiny bomber.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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The photo shows Ca.2334 with a trial release.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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Caproni crews included several famous pilots. Here, in uniform between Pasquale De Luca and Gianni Caproni is capitano Ercole Ercole.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Caproni marked with the famous ace of spades, Ca.2378 with (L to R) Pagliano, Barbarisi, Gori.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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With the arrival of the new Ca.450, the “Ace of spades” insignia was applied to Ca.2378, flown by Pagliano and Gori over Pola on August 3, 4 and 8, 1917. Gunner-engineer on these flights was sottotenente Pratesi, while the observer’s seat was filled by capitano Gabriele D’Annunzio. The photo shows Gori and Pagliano standing by their aircraft. The nacelle has been decorated with an elaborate list of the missions flown and the vertical motto Repetita luvant (“It is good to repeat”).
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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The most famous Caproni crew of the First World War, Gori (L) and Pagliano (R). Note the list of their missions prominently displayed on their aircraft, a practice that many bomber crews in WW II would continue.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Preserved Caproni Ca.3 Serial Ca.25811 painted to represent Ca.2378 of 6a Squadriglia in 1935. Note list of raids on nacelle. Was restored at USAF Museum, Dayton, Ohio, late 1980s and now on exhibition there.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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When the 1934 exhibition closed, Mussolini ordered the Regia Aeronautica to transfer its historical collections from the Air Force Academy, housed in the Royal Palace in Caserta, to Milan, where they would become part of a proposed National Aeronautical Museum. The idea never bore fruit and the Caproni Museum remained the only aviation museum in Italy. This photograph, dated December 1937, shows that initially the historic aircraft were stored in the workshops.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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Caproni crews included several famous pilots. Here, tenente Federico Zapelloni in front of the Ca.2380 he flew during the famous 1917 raids.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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Close-up of a Ca.3. Equipped with three 150hp Isotta Fraschini V4B engines - with in-line cylinders despite the designation - this version was widely known as Ca.450. The three engines were individually started by manually throwing the propeller. The poet Gabriele D’Annunzio flew many operational sorties with Capronis, developing a strong tie with their builder. Returning from a raid on Pola, on August 29, 1917 D’Annunzio created for Caproni the motto "Senza cozzar dirocco" (“I batter without clashing”). The battering ram referred to the Caproni name, which means “ram” in Italian, and linked the new weapon to traditional siegecraft.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.3 bomber of and unit personnel of 11a Squadriglia in Albania.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Caproni '2395' ('Audace') was a '450-hp' that was flown in Albania by the 11a Sga. In this photograph it is attended to by navy personnel at an unknown aeroscalo in the Lower Adriatic area, possibly Grottaglie. The officer standing in nacelle (at the centre) is Ten Antonio Magnocavallo, who would be shot down and killed - in another Caproni - by the A-H 'ace' Bela Macourek during the 'Semeni Offensive' of July 1918.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Caproni Ca.3 bomber #2402 with its crew.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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An agreement between the Italian and US governments led to the training in Italy of 500 American pilots, 406 of which had completed instruction by armistice day. American student pilots, completely without flight experience, started the course on Farmans and later progressed to more complex aircraft. The photo shows Italian personnel hauling a Ca.3 into the Foggia flying line.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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A Caproni being wheeled into position in order to be loaded for a sortie. Note the two large fuel tanks immediately behind the cockpit; the pilots' seats were directly in front of the fuel tanks.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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The success of the Pola raids convinced D’Annunzio to strike Cattaro. The Distaccamento AR, named after its commander muggiore Armando Armani, was formed for this purpose. It consisted of two flights of seven aircraft, led by D’Annunzio and by capitano Leonardo Nardi. The aircraft were moved to Gioia del Colie on September 24. The raid, which involved crossing 400 km of open sea, was carried out on the night of October 4. Two aircraft were forced back by technical problems, but there were no losses. The photo shows D’Annunzio’s return on board Ca.11503.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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For the United States the importance of the Italian training program went beyond the comparatively modest operational deployment, cut short by the armistice. The “Foggiani”, as these pilots were soon nicknamed, represented America’s first experience of strategic bombing, originating a belief in the doctrine which stands unchallenged after almost three quarters of a century. The photo shows Lt. LeRoy Kiley climbing aboard his Ca.3.
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K.Delve - World War One in the Air /Crowood/
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Caproni bombers were among the first of the true strategic aircraft and, in various forms, were operational throughout the war with a number of Allied air forces.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.3 mod 24825.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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The Ca.300’s maiden flight was made at Vizzola Ticino by Emilio Pensuti. Born in Perugia, Pensuti earned his wings at Aviano in 1912 and later became Caproni’s favorite test pilot, making in a single year 385 flights on 41 different types of aircraft. He died in 1918 when a backfiring engine set his plane ablaze. Pensuti managed to glide to the ground, saving Mario Galassini who was on board to conduct some tests.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Caproni Ca.3 bomber in flight.
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Jane's All The World Aircraft 1919 /Jane's/
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THE 300 H.P. CAPRONI BIPLANE IN FLIGHT. - These machines, which have been frequently mentioned in the reports of Italian aerial war work, are fitted with three motors of 100 h,p, each. One of these is mounted in the central nacelle, and drives a propeller, while the other two are placed some distance out on the lower plane, each driving a tractor screw. From each of these engines a structure resembling in shape and construction an ordinary fuselage runs back to form a support for the tall planes, serving at the same time to streamline the engines. In the nose of the central nacelle are seats for three, a pilot and two gunners. For long-dlstance bombing raids the Capronis have proved particularly suitable on account of their good weight-carrying capacity.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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A Caproni flying over the countryside. The lack of camouflage on the upper wing, typical of the early stages of the war, stands out. The Ca.300 had a top speed of 115-127 kilometres per hour, the Ca.350 of 129-133, while the Ca.450 reached 140.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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The Technical Direction of Military Aviation ordered 150 Ca.3 in February 1917, followed by a further 100 in June. Deliveries gathered momentum in the late spring, allowing important military actions of great psychological impact to be carried out during the summer. On the photo, a Ca.3 in flight.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Caproni Ca.3 bomber in flight.
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H.Cowin - Aviation Pioneers /Osprey/
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An extremely revealing air-to-air photograph of the Caproni Ca 33 four man bomber developed from the original twin-boom fuselaged Caproni Ca 30 of 1913. Initially completed towards the end of 1915, the Ca 33 made its operational debut during the latter half of 1916. One of the first large bombers to be fielded, the Ca 33 was powered by three 150hp Isotta-Fraschini V-4Bs that gave it a top level speed of 84mph at sea level. Capable of lifting a maximum bomb load of 1,000lb, the machine's range with this load was 280 miles. Although obscured by the upper wing in this view, the two tractor-propellered engines were mounted at the front of each fuselage boom, while the pusher-propellered engine formed the rear of the central nacelle. Besides the two, side-by-side pilots, the Ca 33 carried a front gunner and a rear gunner, just visible below, who stood in a curious, open pulpit-like framework directly above the rear engine.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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The Caproni bomber in flight. A tri-motor design, it was capable of flight with only one of its three engines. The Caproni's distinctive configuration coupled with its success in combat made it the iconic Italian aircraft of WWI.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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A rare glimpse of flying a First World War bomber. Open cockpits and high operating altitudes required crews to wear heavy wool garments and thick leather coats.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Caproni Ca.3 bomber under attack by two Austro-Hungarian biplane fighters.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Italian bombing raid; the Caproni bombers are escorted by flying boats.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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A rare glimpse of flying a First World War bomber. Open cockpits and high operating altitudes required crews to wear heavy wool garments and thick leather coats.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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A Ca.3 in flight over Venice. The island city was fiercely hit by Austro-Hungarian aircraft and during the Caporetto rout the Italians feared it might be occupied by the enemy.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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Under normal conditions the Ca.3 lifted off after a ground run of about 150 meters. Upon leaving the ground it was necessary to level off to gather speed before attempting to climb. Different procedures would have caused take-off stalls.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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Contrary to what their dimensions would lead to expect, the Capronis possessed excellent maneuverability by the standards of the time. This photo, taken on February 23, 1918 at the Foggia Sud field, shows sergente Federico Semprini pulling his Ca.450 into a low level loop.
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H.Cowin - Aviation Pioneers /Osprey/
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The ground view of the Ca 33 is of interest in that it lacks the standard pulpit-mounted rear gunner's position completely. At least 250 Ca 33s were built, the type being operated by both the Italians and the French.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.3 bomber on its field.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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11th gruppo personnel hauls a Ca.3 into its Aviano hangar.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Caproni bomber of No.6 Squadriglia.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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Under a February 1915 agreement, the French REP firm, owned by Robert Esnault-Pelterie, built the Caproni trimotors under license and was later joined by SAIB. The aircraft were assigned to the Escadrilles CEP (later CAP) 115 and 130 and made their operational debut on August 5, 1916, seeing effective use even against targets in Germany itself. From November 1917 onwards the French also received some Ca.450s directly from Italy, including the one pictured here. The Italian 18th gruppo was deployed to France in February 1918, dropping 164 tons of bombs in 56 missions before the armistice.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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One of Italy’s most famous bomber crews was formed by tenenti Luigi Gori and Maurizio Pagliano (pilots), capitano Aurelio Barbarisi (observer) and soldato Alessandro Zamengo (motorist-gunner). The crew, assigned to 8th squadriglia, started flying together on the Ca.300 serialled 1151 and christened “Ace of spades”. The view shows the men wearing full flight gear.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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General Carlo Porro, deputy chief of staff of the Italian Army, is seen at left in the photo on the occasion of a much publicised flight in a Caproni.
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В.Обухович, А.Никифоров - Самолеты Первой Мировой войны
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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In front of a Ca.1 still lacking its military equipment are Gianni Caproni, Emilio Pensuti (at left, in flying suit) and Giovanni Agusta (at right). Hired at Vizzola in October 1913, during the war Agusta served as squadron inspector with Caproni units. He later became technical'administrative director of the Vizzola works, and in May 1921 left the firm to open a SVA and Caproni overhaul depot in Libya.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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Aircraft of the 8th squadriglia were identified by card suits. Pagliano and Gori’s ace of spades was thus matched by the ace of clubs flown by tenente Mario Martini and sottotenente Gino Lisa (pilots), here seen at La Comina with gunner-engineer Zamengo. Gino Lisa was later awarded the Medaglia d’oro al valor militare.
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Журнал - Flight за 1916 г.
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The nacelle and one of the tractor screws of a Caproni biplane. Standing in front of the machine is Capt. Salomone (with a bandage round his head), who, it will be remembered, returned from a raid on Lublana (Laibach) with both his passengers killed, he himself being wounded in the head. In spite of his wounds he put up a heroic fight against the hostile machines, and did not return until he had fulfilled his mission and dropped his full complement of bombs. In the photo he is seen regarding one of his dead comrades who has not yet been removed from the nacelle.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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A Ca.3 from the first production batch preparing for take-off. To avoid damaging the aircraft on the rough airfield surfaces the operating manual advised to taxi with the nose wheel slightly raised from the ground.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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A group of soldiers poses for a snapshot by an early Caproni. Between the undercarriage legs the primitive early bomb racks can be made out quite clearly. The lower wing is painted in the Italian flag’s colors, with the outer sectors respectively red and green. The central section’s unpainted fabric replaced the flag’s white band.
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Журнал - Flight за 1917 г.
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Front view of Caproni Ca 3 biplane of 1916-18, with the most common arrangement of three 150 h.p. Isotta-Fraschini V4B inline engines. Maximum speed 85 m.p.h. in Ca 33 form.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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American student pilots make their acquaintance with the Caproni.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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The Ca.3 series aircraft were exceptionally long-lived: the type was finally withdrawn from service only in 1927, its long service being part helped by further small production orders placed in 1923-24. Besides equipping bomber units, the Ca.3 were also used to fly mail or passengers.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Caproni bomber and Nieuport fighter on an unidentified airfield.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Caproni Ca.3 bomber unit lined up on its airfield.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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La Comina, near Pordenone, was the first operational Caproni base. From here sprung all the main operations of 1915-16. The photo shows the great wooden hangars built for the bombers, the defensive installations, the huge shipping crates. Construction details - notice the presence of both long and short rudders - and serials date the image to Spring 1916.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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Aviano airfield, December 1917: a lineup of Ca.3s belonging to 11th gruppo’s 6th squadriglia. Before the Caporetto disaster the field hosted as many as six bomber squadrons. Individual markings were obtained by repeating the squadriglia insignia - in this case, a red circle with a white center - as often as necessary. From left to right we thus have aircraft number two, three and four. The photo also illustrates the practice of supporting the tail booms during periods of inactivity.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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Another 1917 picture of Aviano. To achieve a more efficient use of hangar space aircraft were placed inside with alternate right/left facing.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Caproni Ca.3 bomber unit on its airfield in Albania.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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Ten Capronis operated by the 7th stormo bombardamento photographed by an overflying 8th squadriglia Ca.3 during the September 26, 1925 maneuvers. The hangar track and trolley system is clearly seen in front of the buildings.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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One FIAT R.2, two Aviatiks, two Farmans, and one Caproni, at El Palomar, Argentina.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Some Caproni aircrew tested primitive armored suits, but these were not generally adopted.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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This photo, taken at Vizzola Ticino in late 1916 or early 1917, summarizes wartime Caproni production. Left to right: the Ca.4 prototype, the unique Ca.37 and Ca.20, and Ca.300 serial 1173.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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The proposed conversion of Ca.4 series bombers to obtain the Ca.50 medical aircraft remained on paper but was followed in 1924-25 by the Ca.36S medical transport, a radically modified Ca.36 bomber. In this new version the rugged biplane could carry eight wounded, four of which in the fuselage, replacing fuel tanks and bomb racks, and the remainder behind the cockpit. Access to the enclosed cabin was by means of a retractable airstair.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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The Caproni Museum’s entrance in 1940. A visitor’s log sits on the round table. The Ca.1 and Ca.6, easily recognized by the variable pitch metal propeller, stand alongside the carpet. Directly behind the bronze bust are the Ca.36M’s empennages, partially hiding a Macchi-Nieuport 29 fuselage. By 1943 the decaying military situation forced the Museum to disperse its three main nuclei - Museum, library and archive -, blocking all activity but also preserving much of the material for posterity.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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After a forced hiatus, the Caproni Museum gathered new momentum in the Sixties with the opening of a new display in some of the old Vizzola Ticino hangars. Some of the best preserved aircraft were reassembled here and partially restored, while others remained in storage in Venegono Superiore. The photo shows the Ca.36M loaned to the USAF Museum in 1988.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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Its original Fiat A.10 engines replaced with Colombo D.110s, Ca.3 I-AAMB served with the Scuola Aviazione Caproni in the Twenties. It is seen here in front of the Vizzola Ticino hangars.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Cockpit of the restored Caproni bomber on display at the NMUSAF. Note fuel tanks behind the pilots' seats.
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Despite the damage, Caproni 703 was repaired in Aspern at the Phonix workshops and flew again. It was still on the airfield at the end of the war, when it was found by its former owners. Despite having this aircraft to study in detail, Austria could not field a comparable bomber. (Giorgio Marinello)
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A.Olejko - Habsburg Wings 1915 /Aeronaut/
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From the Aviano and Comina airports on February 18, 1916, nine bomber planes, Italian "flying giants" of the Caproni Ca.3 type, took off for the Laibach raid, (six flew over the target, the rest returned to their home airports due to mechanical problems). Approx, time. At 9.00 the expedition was attacked by Flik 4 pilots piloting Fokker A.III (E.III) Eindecker fighter planes of German production... The photo shows a shot down Italian "giant" type Caproni Ca 3 No. 703. Source: Fotoarchiv SAW-KA Wien
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Caproni 1134 of 4a Squadriglia, shot down by Gottfried Banfield on 6th August 1916 near Fiume during an air raid over the Whitehead torpedo factory. Caporale Francesco Caporello died in the combat, while Sottotenente Luigi Signorini and gunner Giovanni Sbaraglia were captured. This victory, his 5th, made Banfield an ace. (Marina Militare)
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M.Schmeelke - Ballon Hoch /Centennial Perspective/ (91)
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Blown up Caproni Ca.3 found by German and Austrian troops at the Campo-Formido airfield.
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J.Herris - Weird Wings of WWI /Centennial Perspective/ (70)
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The Caproni Ca.3 three engine bomber was a strong, powerful aircraft. This aircraft is seen after crash landing at Campoformido, Italy in early 1916.
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J.Herris - Fokker Aircraft of WWI. Vol.6: Foreign Service /Centennial Perspective/ (56)
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Another image of Fokker B.I 03.22. A downed Caproni bomber is in the background. Fokker 03.22 of Flik 8 with crew consisting of pilot Oblt. Wedige von Froreich and observer Kadett i.d.Res. Richard Maurig Ritter von Sarfeld was one of eight aircraft sharing the victory over the Caproni, which was shot down during a raid on Laibach. (Peter M. Grosz collection/STDB)
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M.Schmeelke - Ballon Hoch /Centennial Perspective/ (91)
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Italian aircraft, such as the Caproni Ca.3, bombed the German and K.u.K. troops even before the battle. This Caproni was shot down by a German Jasta.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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One of the most significant targets of the Caproni bombers during the war were the Austro-Hungarian naval bases at Pola and Trieste. German submarines operating in the Mediterranean Sea relied on these bases for re-fitting after a mission; by disrupting these bases as resources for the U-boats, the Italian bombers made a significant contribution to the Allied efforts in the naval war of this region. Merv Corning
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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By the end of the war, the Italian air Service could mount raids of numerous Caproni bombers that were fully escorted by fighter aircraft to and from their targets. Bill Marsalko
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J.Davilla - Italian Aviation in the First World War. Vol.1: Operations /Centennial Perspective/ (73)
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Cover of a book from the post-war years celebrating the Caproni bomber crews from WWI.
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R.Abate, G.Alegi, G.Apostolo - Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910-1983
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As a reprisal for the Austrian bombing of Milan on February 24, 1916 by eleven Lohner B.VIIs, the Italians decided to strike Ljubljana. In the early hours of February 18 ten Ca.300 left La Comina. Three were forced back by engine troubles. Two others were bounced by Austrian fighters, which forced Ca.479 to make an emergency landing in enemy held territory. Despite two dead crew members on board, capitano Oreste Salomone’s Ca.478 was able to return: for this feat he received the first Gold Medal for Military Gallantry awarded to a pilot. The remaining five aircraft reached the target and dropped 26 162 mm bomb-mines from heights ranging between 2500-2800 meters. The photo shows the cover dedicated to the event by the Domenica del Corriere magazine.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.30 drawing. Although it was not built, it was Caproni's first tri-motor design.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni rear gunner's turret.
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.3
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.3
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J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
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Caproni Ca.3
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