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.

J.Davilla, A.Soltan French Aircraft of the First World War (Flying Machines)

Caproni Bombers (License-Built)

  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 ol 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 French designations for the Capronis are especially confusing. Unfortunately, some sources have compounded the difficulties by misidentifying the Italian designations. The correct designations are given in the following table:

Wartime Postwar
Caproni Designation Caproni Designation STAe Designation Engines
Caproni 1 Caproni 31 CAP. 1 B2 (Italian) Three Fiat 100-hp A-10
Caproni 1 Caproni 31 C.E.P.1 B2 (French) One 130-hp Canton-Unne and Two 80-hp Le Rhones
Caproni 3 Caproni 33 CAP.2 B2 (Italian) Three Isotta Fraschini 150-hp V4A/B
Caproni 3 Caproni 33 C.E.P.2 B2 (French) Three Isotta Fraschini 150-hp V4A/B
Caproni 5 Caproni 44 CAP.3 BN3 (Italian) Three Fiat A-12/A-12bis 200-hp
Caproni 5 Caproni 44 C.E.P.3 BN3 (French) Three Fiat A-12/A-12bis 200-hp

  The first produced under license by the R.E.P. was a Caproni 1 (Ca.32) and was designated the C.E.P.1 132. The initials C.E.P. 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 stabiliser crossed the top of the booms. The stabiliser was a tubular metal structure braced with sheet metal struts. The outer vertical stabilisers were completely articulated, and only the center rudder had a fixed fin. All three stabilisers 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 R.E.P. for 50 aircraft but according to correspondence with the SFA dated 12 August 1915, both the Aviation Militaire and the manufacturer agreed that before large-scale production could ensue, a version 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.
<...>
  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 BN 3s) 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 aircraft used at the center were supplied directly from Italy.

Operational Service

  The first unit to receive Caproni C.E.P.2 B2s was CEP 115, formed in February 1916. Alter 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 Luxemborg 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 reequipped with Caudron 23s; CAP 130 became Escadrille 211 postwar and soon received Farman F.60 Goliaths.


Caproni C.E.P.1 B2 (Ca.1) Heavy Bomber with Two Crew, a Single 130-Hp Canton-Unne Mounted as a Pusher, and Two 80-Hp Le Rhone Engines
   Span 22.20 m; length 10.90 m; height 3.70 m; wing area 100 sq. m
   Empty weight 2,000 kg; loaded weight 3,000 kg; bomb load 275 kg
   Maximum speed 110 km/h; climb to 1,000 m in 13 minutes; climb to 2.000 m in 26 minutes; endurance seven hours.
   Approximately 14 built

Caproni C.E.P.2 B2 (Ca.3) Heavy Bomber with Two Crew and Three 150-Hp Isotta Fraschini V4a Engines
   Span 22.20 m; length 10.90 m; height 3.70 m; wing area 100 sq. m
   Empty weight 2,000 kg; loaded weight 3,000 kg: bomb load 455 kg
   Maximum speed: 120 km/h; climb to 1,000 m in 8 minutes; climb to 4,000 m in 40 minutes; endurance five hours.
   Between 50 and 71 built by R.E.P.