Monoplane

Caproni A-21     

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Designed by G. Ferrarin and L. Sonzio, the original A-21, the prototype of which made its first flight on 23 November 1970, was a high performance two-seat version of the A-14, from which it differed in having a slightly longer fuselage widened to accommodate two in luxurious side-by-side seating.

This version was succeeded by the A-21S, which held four world records for two-seaters; among these is the Class D2 speed record for women over a 300km closed circuit, set up on 18 August 1974 by Adele Orsi and Franca Bellingeri in an A-21S at a speed of 60.73mph.

Caproni Vizzola Calif A-21 S

The cantilever mid wings have a wide constant chord centre section and tapered trapezoid outer panels, and are all-metal; the three-piece all-metal main spar is supplemented by two auxiliary spars in the centre section and one in each outer panel, the downturned wing tips being of glassfibre. The trailing edge flaps/spoilers can act as air brakes when deflected to 89 downwards, and as camber-changing surfaces between ±8°; the plain ailerons are differentially-operated. The forward fuselage is a glassfibre/foam plastics semimonocoque structure with a load-carrying light alloy frame, and the rear fuselage is a thin boom of all metal stressed skin construction. The distinctive high aspect ratio fin and rudder is all-metal, and has the all-moving metal tailplane and elevator, which both have glassfibre tips, mounted on top; the tailplane trim is spring-adjusted. The mechanically retractable twin main wheels have rubber-incompression shock absorbers and a brake, and there is a fixed steerable tailwheel, as well as a small wheel in each downturned wing tip. The two pilots have dual controls under a rearward-sliding two piece canopy, and sit in luxury seating equivalent to the best light plane standards.

Over 100 A-21S Califs had been built, production of a third batch of 54 being ordered by January 1980.

With 66.9 feet of wingspan, the A-21SJ is the only production turbojet-powered sailplane in the world. It offers side-by-side seating and all-metal construction. The engine retracts into the fuselage just aft of the cockpit. Cruise speed is 124 mph and climb is 945 fpm. On 36 gallons of fuel, range is about 217 miles, with a ceiling of 43,300 feet. Takeoff run requires only 1,181 feet. Up to 90 percent of the parts between the sailplane and the motorglider are common to both, so the glider can be transformed easily into a jet glider, even in retrofit. The landing gear for both aircraft features dual main gear that retract into the undercarriage. Two small wheels are built into the wingtips. The wing is all-metal with a single spar, stressed skin, and fiberglass tips; the wing is fitted with top-hinged, differentially operated ailerons plus lower-hinged, aerodynamically balanced flaps/spoilers. The fuselage has a monocoque forward section of fiberglass with a load-carrying lightweight alloy structure. The tailboom is an all-metal stressed-skin unit ending in an all-metal single-spar tailplane.
Caproni (which built its first glider in 1908 at Vizzola Ticino, Italy) produced the first A-21 (designed by Carlo Ferrarin and Livio Sonzio) in 1970, and within two years had collected four world multi-place sailplane speed and distance records with it. A 2-place all-metal ship with a fiberglass forward fuselage, the A-21 was followed into production by the slightly improved S model. The ship features a roomy side-by-side cockpit and widely spaced retractable twin landing wheels. Aft-hinged brakes on the lower surface, and these, with large flaps (which deflect to +89 degrees) limit speed in a vertical five to 188 kph / 102 kt / 117 mph. The T-tail is all moving. A steerable tail wheel and water ballast were optional.
The Calif A-21S was produced im a small-series produced (6 aircraft) at the Gomolzig Flugzeug- und Maschinenbau.
The Italian construction offers good performance (comparable to Janus C) and good flying characteristics, giving the aircraft a broad range of applications reaching from advanced training and guest flights up to performance flights. Only for competition flights in the double-seater class, it is exceeding the 20-meter definition by a few centimeters.
The A- 21S cost approximately 20000 Marks less than a Duo Discus and features a fixed tailplane.
The A-21JA self launch jet model is a 2 place, side by side all metal sailplane. Forward fuselage is glass fibre. Dual, manually retracting undercarriage. Fixed tail wheel. Rudder pedals adjustable. Both seats adjustable. Extremely powerful trailing edge flap / brakes. Flaps have a thermal setting, cruise setting and fully variable down for landing. Automatic control hook up. No manufacturers fatigue life limit. A very high quality structure, built by an aircraft manufacturer not a glider manufacturer. It was well and truly “state of the art” in 1974.

First flying in late January 1972, the A21 J jet version added a SERMEL TR18 100 kp thrust (220 lb) jet engine. The span was reduced from 22.87 to 20 m, and overall length increased from 7.27 to 8m. The tare weight (equipped) is reduced from 484 to 434 kg. The engine is mounted in the lower part of the fuselage, behind the seat, the ejection of gas under the fuselage. The volume of wing and fuselage tanks hold 160 litres of kerosene. The engine is started with a compressed air bottle.

A21 J

In 1976 the first prototype of the A- 21J was purchased by Lockheed to be used in a research program conducted in cooperation with the Mississippi State University. The experiments concerned inter alia the effects of wind, dust, insects and rain on some wing sections, as well as measures and vortex noise rappport the fuselage. In the initial test phase, the A- 21J was towed to the appropriate altitudes.

The J was succeeded by the A-21SJ, which first flew in May 1977 and was based on the production A-21S sailplane. The main difference between the A 21A and A 21 SJ is the positioning of the 198 lb st Microturbo TRS 18-046 turbojet engine. In remains in the fuselage behind the pilot, but now in the top position. Its air intake is by a removable NACA inlet located on the back of the fuselage. The ejection of the exhaust is by a nozzle opening on each side of the fuselage. The A-21SJ has a metal fuselage with fiberglass monocoque forward section surrounding aluminum load-carrying structure; all metal wings and tail with minor fiberglass fairing.

Caproni Vizzola Calif A-21SJ

Up to 242.5 lb of fuel is carried in fuselage and wing tanks, and there is a starter/generator and batteries for in-flight and ground starting. Apart from the engine the A-21 SJ is very similar to the A-21S, but has larger mainwheels and tailwheel. Two A-21SJs had been completed by May 1979 and five more were being built. One A-21SJ was being tested with a more powerful Microturbo TRS 18 jet of 242.5 lb st.

A-21
Wing Span: 20.38m / 66.9ft
Wing Area: 16.91sq.m / 174.3sq.ft
Empty Weight: 436kg / 961lb
Payload: 208kg / 459lb
Gross Weight: 644kg / 1420lb
Wing Load: 39.8 kg/sq.m / 8.16 lb/sq.ft
Airfoil: Wotmann FX-67-K-1 70/60-126
Aspect ratio: 25.65
L/DMax: 43 at 105 kph/ 56 kt/ 65 mph
MinSink: 0.61 m/s / 2.0 fps / 1.18 kt

Prototype A21J
Span: 20 36 m
Length: 7 84 m
Height: 1.919 m
Wing area: 16,19 m²
Wing loading: 39.8 kg / m²
Maximum weight: 644 kg
Max speed: 255 km / h
Climb speed: 63 km / h

A 21J
Engine: Sermel TRS 18, 220 lb.
Seats: 2.
Wing loading: 8.91 lbs/sq ft.
Wing aspect ratio: 25.
Gross: 1,543 lbs.
Empty: 957 lbs.
Useful: 586 lbs.
Max airspeed: 162 kts.
Rough air speed: 162 kts.
Stall: 41 kts.
Lift / drag: 43 at 63 kts.
Sink: 1.97 fps at 49 kts.
Fuel: 236 lbs.
Length: 26 ft 3 in.
Wing span: 65 ft 7.5 in

A-21JA
Glide ratio: 1:43 at 58 kt / 1:42 at 60 kt.
Never Exceed Smooth Air: 138 knots
Max Rough Air: 91 kts
Stall: 34 /38 knots
Climb rate: 650 ft/min
Ceiling: 30,000 ft
Power Cruise: 115 kts

A-21JA
Engine: turbojet, 100kg/220 lb Thrust
Wing Span: 20.38m / 66.9ft
Wing Area: 16.19sq.m / 174.3sq.ft
Empty Weight: 436kg / 961lb
Payload: 208 kg / 459 lb
Gross Weight: 644kg / 1420lb
Wing Load: 39.8kg/sq.m / 8.16lb/sq.ft
Aspect ratio: 25.65
Airfoil: Wotmann FX-67-K-1 70/60-126
L/DMax: 43 at 105 kph/ 56 kt/ 65 mph
MinSink: 0.61 m/s / 2.0 fps / 1.18 kt

A-21S
Span: 66ft 10.5 in
Length: 25ft 4.5 in
Height: 5ft 8.5 in
Wing area: 174.3 sqft
Aspect ratio: 25.65
Empty weight: 961 1b
Max weight: 1,419 lb
Max speed: 156 mph
Max aero-tow speed: 87 mph
Min sinking speed: 1.97 ft/sec at 53 mph
Best glide ratio: 43:1 at 65 mph

A-21 SJ
Span: 66 ft 10.25 in
Length: 25 ft 4.5 in
Height: 5 ft 3.5 in
Wing area: 174.3 sqft
Aspect ratio: 25.65
Empty weight: 1,164 lb
Max weight: 1,781 lb
Max level speed: 143 mph (power on)
Max rate of climb: 787 ft/min (sea level, power on)
Take-off run: 985 ft (power on)

Caproni F.6         

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Caproni-Vizzola F.6M

The F.4 had been redesigned to take the German DB 601Aa engine, finally flying with this in late 1940. Results were excellent, but Fabrizi decided not to pursue this, developing it instead with the more powerful DB 605A of 1475 hp, which was to be built in Italy as the Fiat RA1050 RC58 Tifone. With this engine the F.6 flew in 1942, and subsequently an all metal F.6M was built, passing through various development stages. Basic armament was four 12.7 mm (0.54n) Breda SAFAT machine guns. Several developments were projected, most having the X-form Isotta Fraschini Zeta engine, but the Armistice halted further work in September 1943.Engine: Daimler-Benz DB 605A.

Caproni F.5 Vizzola         

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The F.4 and F.5 were designed in parallel with the 890-hp (664-kW) Isotta-Fraschini Asso 121 inline and 870-hp (649-kW) Fiat A.74 radial engines respectively. They had traditional mixed construction, with welded steel tube fuselage with light ¬alloy skin and wooden wings. Landing gear and flaps were hydraulic, and ailerons were arranged to droop with extension of the flaps. Tailplanes had variable incidence for trim¬ming.
The F.5 was the first to fly, in early in 1939, and was evaluated against the Fiat G.50 and Macchi MC.200 for a production order, but the only contract placed was for 14 pre-production fighters. These had a modified cockpit canopy, greater fuel capacity, larger vertical tail surfaces, and a non-retracting tailwheel. The F.5s were used from mid-1940 for the night defense of Rome in the first months of the war, and then employed as interceptors until lack of serviceability forced their retirement. Armament was two 12.7 mm (0.5 in) Breda SAFAT guns. Fabrizi had numerous schemes for developments of the F.5, but none was built.

Caproni Vizzola F.5
Type: single-seat fighter.
Engine: one 870-hp (649-kW) Fiat A.74 RC 38 radial piston
Maximum speed: 317 mph (510 km/h) at 9,845 ft (3,000 m)
Climb to 21,325 ft (6,500 m): 6 minutes 30 seconds
Service ceiling: 31,170 ft (9,500 m)
Range: 478 miles (770 km).
Empty weight: 4,078 lb (1,850 kg)
Maximum take-off weight: 5,181 lb (2,350 kg).
Wing span 37 ft 1 in (11.30 m)
Length 25 ft 11 in (7.90 m)
Height 9 ft 10 in (3.00 m)
Wing area 189.45 sq ft (17.60 sq.m)
Armament: two fixed 0.5-in (12.7-mm) machine guns.

Caproni F.4

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The F.4 and F.5 were designed in parallel with the 890-hp (664-kW) Isotta-Fraschini Asso 121 inline and 870-hp (649-kW) Fiat A.74 radial engines respectively. It was then decided to fit the more powerful Daimler-Benz DB 601A in the F.4, and the delay thus caused meant that the F.5 was the first to fly, an event that took place early in 1939.
The F.4 had traditional mixed construction, with welded steel tube fuselage with light alloy skin and wooden wings. Landing gear and flaps were hydraulic, and ailerons were arranged to droop with extension of the flaps. Tailplanes had variable incidence for trimming.
The F.4 finally flew in late 1940 with the DB 601A, and it was then decided to concentrate on an improved F.6 with the DB 605A.

Caproni Ca.380 Corsaro

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The Ca 380 Corsaro was a twin- fuselage two-seat fighter with the crew seated in tandem in a cockpit carried by the port boom (a similar arrangement to that adopted for the S.M.92). The Corsaro was powered by two 1,550-h.p. Daimler- Benz DB 603 engines and carried an armament of eight 2O-mm. Mauser cannon and a bomb load under the wing section between the two fuselages. A prototype of the Corsaro was flight tested but eventually destroyed by the retreating German forces.

Caproni Ca.331

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Caproni-331A.jpg

The Ca 331 was a light twin-engined bomber reconnaissance aircraft. Of all-metal construction, the Ca 331 was projected in two versions, the Ca 331A reconnaissance bomber and the Ca 331B night fighter, prototypes of both versions being built and flown. The latter version was to have been built in large numbers and carried an armament of four 20-mm. cannon and four 12.7-mm. machine guns. Power was provided by two 825-h.p. Isotta-Fraschini Delta 4 in-line engines and construction was all metal.

Caproni Ca.331B

Caproni Ca.313 / Ca.314

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Ca.314

A modified Ca.310 with two Isotta-Fraschini Asso 120 IRCC 40 engines served as the Ca.313 prototype, first flown on 22 December 1939, but France had already confirmed an order for 200 Ca313 RPB1 on 1 October, followed closely by British and Swedish orders for 300 and 64 respectively.

The Caproni Ca313 and Ca314 were comparatively small and light aircraft powered by two Isotta-Fraschini Delta RC35 twelve-cylinder in-line engines of 700hp each. Both aircraft were constructed of a mixture of wood, metal and fabric and were developed versions of the Ca311 and 312M for multi-role use.

Caproni Ca.313

The Ca313 and Ca314 fulfilled a specification for a lightweight general-purpose combat aircraft capable of being used for reconnaissance, light bombing, ground attack, training and torpedo-attack. Both types had similar speed performance, in the 250-270mph category.

The torpedo installation was carried by the Ca313 RPB 1 SIL and Ca314 SIL (silurante =torpedo, in Italian).
These aircraft were also used by the Luftwaffe and some were used after capture by the Allies as communications aircraft in North Africa.

Italy’s entry into the war prevented delivery of any of the British machines and France received only five Ca.313F models, the remainder being diverted to the Regia Aeronautica.

Eighty Ca 313 were exported to Sweden in 1940. According to Swedish sources, the Ca 313 was generally unsatisfactory and had to be rebuilt and extensively strengthened after delivery. Forty-one Swedish airmen lost their lives in accidents involving the Ca 313 and, after the war. The Swedish Government took legal action against the Caproni concern but, in the meantime, the Societa Italiana Caproni had gone into liquidation.

Most extensively built version was the Ca.314.

Caproni Ca.314

The Ca 314, an improved version of the Ca 313, was the last of the Bergamaschi-designed light twin-engined reconnaissance bombers to be produced in quantity. It was also used in small numbers by the Luftwaffe and was to have been built under license in Germany as the Ca 315 (featuring a modified nose similar to that of the Ca 316).

Ca.314

Variants included the Ca.314A or Ca.314-SC (Scorta), a convoy escort/maritime patrol aircraft, the Ca.314B or Ca314-RA (Ricognizione Aerosiluranti) torpedo-bomber and the ground-attack Ca.314C. The extra under-fuselage gun packs were carried by the Ca314C. These additional items were not normally carried by the reconnaissance-bomber versions.

Ca313 RA

Ca313 RPB 1
Type: reconnaissance-bomber.

Ca313 RPB 1 SIL
Type: torpedo bomber.

Ca313 RTB 2
Type: reconnaissance-bomber.

Ca 314 A Libeccio
Engine: 2 x Isotta-Fraschini Delta RC.35, 720 hp
Length: 38.714 ft / 11.8 m
Height: 12.139 ft / 3.7 m
Wingspan: 54.626 ft / 16.65 m
Wing area: 421.949 sq.ft / 39.2 sq.m
Max take off weight: 14597.1 lb / 6620.0 kg
Weight empty: 10054.8 lb / 4560.0 kg
Max. speed: 213 kts / 395 km/h
Cruising speed: 173 kts / 320 km/h
Service ceiling: 20997 ft / 6400 m
Cruising altitude: 13780 ft / 4200 m
Wing load: 34.65 lb/sq.ft / 169.0 kg/sq.m
Range: 913 nm / 1690 km
Armament: 2x MG 12,7mm, 1x MG 7,7mm, 500kg Bomb.

Ca314C
Type: attack aircraft.

Ca314 SIL
Type: torpedo-bomber.

Caproni Ca.311 / Ca.312 / SABCA S.48

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The Ca 311 differed from its predecessor in having the “stepped” windscreen replaced by a more extensively glazed Blenheim I-style dose section (although the second production series, the Ca 311M (Modificato) reverted to a stepped canopy rather like that later adopted for the Ca 314), and the Ca 312 was a version with 630-h.p. Piaggio P.XVI R.C.35 radials.

Caproni Ca.311M

Defensive armament was a Caproni Lanciani turret with a single 7.7mm machine-gun, and one machine-gun in the port wing root and another firing aft through a ventral hatch.

Caproni Ca.311

The Ca 312M possessed a similar nose to that of the Ca 311, the Ca 312bis was a twin-float seaplane variant, and the Ca 312-1S was an experimental torpedo floatplane. The Ca 313 was a further development of the Ca 311 with two 650-h.p. Isotta-Fraschini Delta R.C.35 engines which was used in limited numbers on the Russian Front.

(SABCA) made a marketing agreement with the Italian company Caproni, with SABCA selling some of Caproni’s military aircraft in certain markets, including the Caproni Ca.135, Ca.310 and the Ca.312, which were to be designated SABCA S.45bis, S.46 and S.48 respectively.

Ca.311
Engines: 2 x Piaggio P.VIII C.35, 470 hp