Designed by Paul Deville, the Caudron R.11 (mis-identified in Jane’s 1919 as the Caudron R.II) was initially intended as a reconnaissance aircraft for the French Air Force, but went on to serve the role of fighter escort instead. Its design was similar to the Caudron R.4, but with a more pointed nose, two bracing bays outboard the engines rather than three, no nose-wheel, and a much larger tail. The engines were housed in streamlined nacelles just above the lower wing. The wings were of equal span with three bays and parallel struts. The wing spars had a steel tube and ribs of timber and plywood. The ailerons were only on the upper wing. The rudder horn was fitted with a weight compensation. Cable control from the steering column and pedals were fitted. The R.11 was powered by two 220 horsepower Hispano-Suiza engines housed in streamlined nacelles, and featured a large-area tail structure and two large fixed landing gear. In the first ten series machines Hispano-Suiza engines were installed 8Bda (210 hp). In the production process R.11 used different versions of the engine Hispano-Suiza, and the aircraft structure, and systems were constantly amended.
The fuel system allowed both motors to use any fuel tank. Fuel tanks placed at the rear of the engine nacelles, could be dropped in flight if on a fire.
Armament was 5 x 7.7mm Lewis type machine guns in various positions and the bombload was just 265 pounds of external stores. The crew of three were all positioned in the fuselage with the pilot between the top and bottom wing assemblies in three individual open-air cockpits, a rear gunner behind him and a bow gunner in the extreme forward of the aircraft. Installed in the rear gunner cab were redundant aircraft controls.
First flying in May 1917, the French army ordered 1000 R.11s. Production began in 1917, however, due to lack of engines, which mainly went to fighters, the production of unfolded very slowly, and the first aircraft were completed late in that year. Two were handed over to the RFC for trials. In February 1918 the first Escadrille (squadron) R.26 was equipped. By April 1918 a total of 20 had been completed.
By early July 1918, eight French bomber squadrons were equipped. The last escadrille to form before the Armistice (and abrupt end of production) was R.246, at which point 370 planes had been completed.
The R.11 served with the R.46, R.239, R.240, R.241, R.242 and R.246 French Escadrilles. It holds the distinction of becoming the last French production aircraft of World War 1, also forming the final French squadron (R.246) of the war, and served until July 1922.
The most famous at the front were the R.11 A3 – plane escort bombers, with mostly Breguet 14 weapons which could be up to 5 machine guns. These aircraft usually had the best school graduate gunners, and one of them, Sergeant Vitalis, shot down eight German aircraft.
Some were operated by the American Expeditionary Force.
The Caudron R.12 was an experimental version of the R.11, with larger Hispano-Suiza 8Fb 300 hp engines. Development ended when the Caudron R.14 variant appeared in August 1918. The R.14 had great speed and powerful armament installed: 37-mm “Hochkiss” gun and a Lewis machine gun, but it was heavy and clumsy and unsuccessful arrangement of the cockpit gave a bad review.
Caudron R.11 Engines: 2 x Hispano-Suiza 8Ba, 160 kW (210 hp) Propellers: 2-bladed wooden fixed pitch Upper wingspan: 17.92 m (58 ft 10 in) Lower wingspan: 16.9 m (55 ft 5 in) Wing area: 54.25 sq.m (583.9 sq ft) Length: 36 ft 11 in / 11.25 m Height: Height: 2.7 m (8 ft 10 in) Empty Weight: 3,135lbs (1,422kg) Maximum Take-Off Weight: 4,773lbs (2,165kg) Fuel capacity: 220 l (48 imp gal; 58 US gal) Maximum Speed SL: 114mph (183kmh; 99kts) Maximum speed 5,000 m (16,000 ft): 167.3 km/h (90.3 kn; 104.0 mph) Service Ceiling: 19,521 ft (5,950m) Time to 2,000 m / 6,600 ft: 8 min 6 sec Time to 3,000 m / 9,800 ft: 14 min 18 sec Time to 5,000 m / 16,000 ft: 39 min Endurance: 3 hours Armament: 5 x 7.7mm / 0.30 in Lewis machine guns Accommodation: 3 Hardpoints: 4 Bombload: 265lb external
Caudron R.11 Engines: 2 x Hispano-Suiza 8Bba, 215 hp Wingspan: 17.92 m Wing area: 54.25 sq.m Length: 16.97 m Height: 2.80 m Empty weight: 1422 kg Normal takeoff weight: 2167 kg Maximum speed: 183 km / h Cruising speed: 165 km / h Endurance: 3 hr Maximum rate of climb: 250 m / min Practical ceiling: 5950 m
Caudron R.11A3 Long-range reconnaissance, differed from the base model, the lack of bomb armament, built in series.
Caudron R.11BN 3 Night bomber, with the same engines as a small series.
Caudron R.11B3 Bomber, serial machine. By the end of the war was to be built 145 copies of R.11, but the front has got only 49, two more cars were handed over to the American Expeditionary Corps. The machine was built after the war.
Caudron R.12 Version R.11 of 1918 installed engines Hispano-Suiza 8Fb 300 hp
Caudron R.14 R.11 enlarged version of the model. The prototype was presented in August 1918. The aircraft was equipped with engines Hispano-Suiza 8Fb, which originally was supposed to be installed on R.12 model. The armed 37-mm gun Hotchkiss machine guns supplemented Lewis.
While the G.3 and G.4 had been credited largely to Gaston Caudron, the R.4 was mostly the work of Rene Caudron. Appearing in prototype form in June 1915, the R.4 had a full-length fuselage and single fin and rudder. The unequal-span wings had three bays on each side, with ailerons on the upper wing only. As well as the twin-wheel main landing gear units and tailskid, there was a single nose-wheel intended to protect the propellers. Power was from twin 97kW Renault i2Db engines. The three-man crew included nose and midships gunners each provided with twin Lewis machine-guns. Intended originally as a bomber, it served mainly as an A.3 category three-seat reconnaissance aircraft, frequently engaged in photographic work. Its climb rate was not impressive, and a few aircraft were built with more-powerful 112kW Hispano-Suiza 8Aa engines in an attempt at improvement. The production aircraft began to reveal a structural weakness. Among the crashes that happened, on 12 December 1915, a series aircraft under test was destroyed and Gaston Caudron, who was piloting the aircraft, was killed. In early use Escadrille C.46 had claimed 34 German aircraft brought down with its R.4s in an eight-week period, but it was soon clear that in addition to structural redesign, improved ceiling and greater manoeuvrability were highly desirable. The new Caudron chief designer, Paul Deville, designed a new improved development which was to emerge as the R.11. Production of the R.4 was terminated after 249 had been built. In the reconnaissance escadrilles it was replaced by the more-powerful Letord 1 during 1917.
Engine: 2 x 97kW Renault 12Db inline piston engines Take-off weight: 2330 kg / 5137 lb Empty weight: 1710 kg / 3770 lb Wingspan: 21.1 m / 69 ft 3 in Length: 11.8 m / 38 ft 9 in Wing area: 70 sq.m / 753.47 sq ft Max. Speed: 136 km/h / 85 mph Ceiling: 4600 m / 15100 ft Armament: 4 x 7.7mm machine guns, 100kg of bombs
The limitations of the G.3 and its inability to lift a worthwhile bomb load led to the development of the twin-engined Caudron G.IV as a dedicated bomber, which first appeared in March 1915. Structurally similar to the G.3, the G.4 had increased wing span, a tail-plane with four rudders instead of two, and twin engines mounted on struts between the wings. Power was provided by either 80 hp / 60kW Le Rhone rotary engines with circular cowlings, or by uncowled 75kW Anzani radials. The short crew nacelle had an observer/gunner’s cockpit in the nose, though the field of fire was limited by the proximity of the engines, and a bomb load carried underwing. Defensive armament was limited to usually the one 7.7mm machine gun and the bombload capacity varied between 220lbs and 250lbs. As well as a 7.7mm Lewis or Vickers machine-gun on a ring mounting in the front cockpit, some G.4s had a second Lewis gun mounted over the upper wing centre section for rear defence. This second gun could only be operated by the gunner standing at full stretch in his cockpit.
The G.4 was ordered into large-scale production and two versions were built, the Cau 4 B.2 day bomber and the Cau 4 A.2 artillery observation and reconnaissance aircraft. A number of the G.4 A.2 version had wireless installed. The appearance of the G.4 was delayed by production problems and first appeared in service with the French Aviation Militaire in November 1915 as the Cau 4B.2. This particular model, however, suffered from a high loss rate and would be phased from service by November of 1916. The Cau 4A.2 followed and was put to more successful use in the reconnaissance and artillery spotting role. The British Royal Naval Air Service purchased 55 of the type, 43 imported and 12 were built by the British Caudron Company. Flown by Nos 4 and 5 Wings, they were used in 1916 and early 1917 in attacks on German seaplane and airship bases in Belgium. The RNAS G.4s were replaced by Handley-Page O/100s in the autumn of 1917. The Italian Aeronautica Militare received imported G.4s and was also supplied with 51 examples built by the A.E.R. company at its factory near Turin. In May 1917 the 48a Squadriglia was the first unit to re-equip with the G.4, to be followed by the 49a and 50a Squadriglie. Italian G.4s operated in the mountainous Alpine areas, demonstrating their good climb qualities and suitability for flying at altitude. During the war the type established several Italian altitude records. A number of Caudron G.4s were also supplied to the Imperial Russian Air Service, with which they flew in the reconnaissance role with onboard radio.
Towards the end of World War I G.4s were relegated to training duties, and 10 of the type were bought for that purpose by the United States Air Service in France in early 1918. The G.4 was used for a number of notable post-war flights and some hundreds were sold to private owners and flying clubs in France and Italy post-war. In France 1,358 of the G.4 were produced of the 1,421 G.IV built in all.
Caudron G.4A.2 Engines: 2 x Le Rhone 9C rotary, 80hp Length: 23 ft 8 in (7.16m) Wingspan: 56 ft 5 in (17.20m) Wing area: 36.8 sq.m / 396.11 sq ft Height: 8 ft 6 in (2.60m) Maximum Speed: 82mph (132kmh; 71kts) Service Ceiling: 14,108ft (4,300m; 2.7miles) Armament: 1 or 2 x 7.7mm machine guns, 220lbs of external ordnance Accommodation: 2 Hardpoints: 2 Empty weight: 733 kg (1,616 lb) Maximum Take-Off Weight: 1,232 kg (2,716 lb)
Caudron G.4A.2 Engines: 2 x Anzani 10-cylinder radial, 100hp Length: 23 ft 8 in (7.16m) Wingspan: 56 ft 5 in (17.20m) Wing area: 36.8 sq.m / 396.11 sq ft Height: 8 ft 6 in (2.60m) Maximum Speed: 82mph (132kmh; 71kts) Service Ceiling: 14,108ft (4,300m; 2.7miles) Armament: 1 or 2 x 7.7mm machine guns, 249lbs of external ordnance Accommodation: 2 Hardpoints: 2 Maximum Take-Off Weight: 2,932lbs (1,330kg)
Developed from the G.II, the G.III was a two-seat sesquiplane powered by a 59.6kW Le Rhone, Gnome or Anzani engine mounted in the nose of the short crew nacelle. First flown in France in 1912, over 100 were operated by the Royal Naval Air Service and Royal Flying Corps for training. A few had initially been used prior to 1914 as seaplanes.
The G.III was a two-bay biplane with strut-braced extensions to the upper wing. The wings were of wooden construction with fabric covering. There was a small nacelle for the crew. The tail surfaces, with twin fins and rudders, were carried on open wire-braced wooden booms, the lower members continuing forward to form skids. Wing warping was used instead of ailerons. Two twin-wheel main undercarriage units were fitted.
The G.III remained in service with the French Air Force for artillery spotting duties on the Western Front and in the Balkans until mid-1916.
Others, built in Italy, were used operationally until March 1917.
Most of the G.IIIs flown by the American, Belgian and Russian air forces were used as trainers.
G.IIIAs were built for military use in 1914 and used extensively by France, U.K., Belgium, Russia, and Italy as two-seat reconnaissance/ artillery observation aircraft. Several hundred were built, mostly in France, but also by British Caudron and in Italy.
The Canterbury (NZ) Aviation Co. Ltd of New Zealand had six imported Caudron GIII one and two-seat trainers. They built up three locally made copies – #3 #5 and #9.
3 – Caudron-type single seater
‘White Wings’ First flown 21 Jul 1917 Local copy built by J G Mackie at Sockburn. Single-seater, 45hp Anzani. Badly damaged on takeoff Sockburn 7 Oct 1917. Pilot H Morse.
5 – Caudron-type 2-seater
Local copy built by J G Mackie at Sockburn. Dual control, fitted with 60hp Motor ex-#2 First flown Oct 1917 Withdrawn from use Sockburn 1920
9 – Caudron-type single-seater
Local copy built by J G Mackie at Sockburn. Single-seater, 45hp Anzani. First flown May 1918. Withdrawn from use Sockburn 1920
Caudron G.III CFS-9 which was used as a trainer at AFC CFS, Point Cook, Australia, in 1916
Some 3000 G-3s were constructed 1913-18 being used as observation aircraft until 1916 and as trainers throughout WW1. The first G-3s were without ailerons. The elevator cables are attached to exterior control stick extension. With no pressure on the stick the elevators drag on the ground.
In 1913, a shipment of 20 (some says 12) Caudron G.3s arrived from France, accompanied by Gaston Caudron.
The Caudrons were used to train Chinese pilots at the Pukou Flight School, 185 miles west of Shanghai. By the end of World War I, the Chinese had added a number of other aircraft. The Caudrons continued as training craft until at least 1920.
Records include first flights at Peking and Peking to Tien-Tsin by Rene Caudron and passenger in July 1913; first biplane to loop (by Chanteloup on 17 September 1913); World Endurance Record by Poulet (16 hr 28 min) in May 1914.
Engine: 80 hp Gnome, Le Rhone, Clerget or 100 hp Anzani Props: 2 blade Wingspan: 43 ft 11 in Length: 21 ft Height: 8 ft 6 in
Engine: 80 hp Gnome Props: 2 blade Wingspan: 43 ft 11 in Length: 21 ft Height: 8 ft 6 in Take-off weight: 734 kg / 1618 lb Empty weight: 445 kg / 981 lb MTOW: 1612 lb Max speed: 69 mph at SL Service ceiling: 10,000 ft Endurance: 4 hr Armament: 1 x mg Bombload: 20 lb
Engine: 1 x Le Rhone, 80 hp / 59kW Take-off weight: 734 kg / 1618 lb Empty weight: 445 kg / 981 lb Wingspan: 13.4 m / 42 ft 8 in Length: 6.4 m / 22 ft 9 in Height: 2.6 m / 8 ft 6 in Wing area: 27.0 sq.m / 290.63 sq ft Max. speed: 106 km/h / 66 mph Ceiling: 3000 m / 9850 ft Range w/max.fuel: 300 km / 186 miles Crew: 2
G-3 Engine: Walter NZ 120 Prop: Merville, 8 ft dia. Weight: 1650 lb Fuel capacity: 24 USG Oil capacity: 5.67 USG Speed: 56 mph Endurance: 2 hr 30 min Tires: 3.00×19 Dunlop Aileron span: 9 ft 7 in Aileron chord: 21 in Elevator span: 6 ft 7 in Stabiliser span: 13 ft 2 in
Designed by Construcciones Aeronauticas SA with collaboration from MBB and Northrop, the prototype of the CASA C 101 Aviojet made its maiden flight on 27 June 1977. A tandem two seat basic and advanced trainer with light attack capability, the C-101 is powered by a Garrett TFE731 2 25 non afterburning turbofan. The Aviojet features six pylons and a gun pack under the rear seat with either a single 30 mm DEFA cannon or two 12.7 mm machine guns. The Garrett AiResearch TFE731 turbofan combines with a large integral fuel capacity to provide a seven hour endurance
Spain’s CASA C 101 Aviojet has the Spanish air force designation E.25, entering service in 1980. An armed version has been exported to Honduras (4) and Chile (60). Four versions of the Aviojet single-turbofan tandem-seat trainer have been built. The C.101EB was the initial trainer variant for the Spanish Air Force, production of which was completed during 1985.
An export trainer version, the C.101BB (operated by Chile as the T-36 Halcon), has an uprated engine and provision for arma¬ment on underwing hardpoints, while the C.101CC, (operated by Chile as the A-36 Halcon), is a light-attack aircraft with a further uprated engine offering 19.l3kN thrust. Weap¬ons options for the C.101CC include an under-fuselage 30mm DEFA cannon pod, rocket and gun pods underwing, together with bombs and AGM-65 Maverick ASMs.
The C-101BB armed export model differs from the C-101EB primarily in having a Garrett AiResearch TFE 731-3-1J turbofan rated at 3700 lb / 1658 kg rather than the 3500 lb / 1588 kg TFE 731-2-2J, and provision for interchangeable ventral packs containing either one 30mm DEFA 553 cannon or two 12.7mm M3 machine guns, six underwing pylons, an optical weapons sight and an armament control system. The -3 turbofan was first flown in the second Aviojet prototype in February 1981. Announced in 1984, the C.101DD enhanced training version first flew on May 20, 1985. The CC.101DD Aviojet has the more powerful engine of the C.101CC combined with a major avionics upgrade which includes a Ferranti headup display weapons aiming computer, a Ferranti FIN 1100 altitude and heading reference system, a radar warning receiver, and flare/chaff dispensing pods. A reconnaissance pack and laser target designator are optional for both the C.101CC and DD versions.
C-101 Engine: 1 x Garrett TFE731-2-25 turbofan Max Take-off weight: 5600 kg / 12346 lb Empty weight: 3350 kg / 7386 lb Wingspan: 10.6 m / 34 ft 9 in Length: 12.25 m / 40 ft 2 in Height: 4.25 m / 13 ft 11 in Wing area: 20.0 sq.m / 215.28 sq ft Max. speed: 685 km/h / 426 mph Ceiling: 12500 m / 41000 ft Range w/max.fuel: 3800 km / 2361 miles Range w/max.payload: 370 km / 230 miles Armament: 1 x 30mm cannon, 2000kg of weapons Crew: 1-2
C.101CC Aviojet Engine: 1 x Garrett TFE731-5. Installed thrust: 19.2 kN (21kN). Span: 10.6 m. Length: 12.5 m. Wing area: 20 sq.m Empty wt: 3340 kg. MTOW: 6300 kg. Warload: 2250 kg. Max speed: 769 kph. Initial ROC: 1500 m / min. Ceiling: 12,800 m. T/O run: 560 m. Ldg run: 480 m. Fuel internal: 2410 lt. Range/Endurance: 3700 km / 7 hr. Combat radius lo-lo-hi: 520 km. Armament: 1 x 30 mm or 2 x .5 in. Hardpoints: 6.
CASA C-101EB Aviojet Engine: 1 x Garrett TFE731-2-2J turbofan, 3,550lb thrust. Length: 40.19ft (12.25m) Width: 34.78ft (10.60m) Height: 13.94ft (4.25m) Maximum Speed: 478mph (770kmh; 416kts) Maximum Range: 2,485miles (4,000km) Rate-of-Climb: 4,900ft/min (1,494m/min) Service Ceiling: 41,010ft (12,500m; 7.8miles) Armament: 1 x 30mm DEFA cannon or 2 x 12.7mm M3 machine guns. Up to 4,890lbs of external ordnance Accommodation: 2 Hardpoints: 6 Empty Weight: 8,378lbs (3,800kg) Maximum Take-Off Weight: 12,346lbs (5,600kg)
Following the Reggiane Re 2000, in 1941 there appeared the Re.2001 Falco II with a 783-kW (1,050-hp) Daimler-Benz DB 601A-1 inline, redesigned canopy and revised wing. After two prototypes had been completed in 1940 with German built DB 601A 1s, the fighter was ordered into production as the Re 2001 Falco II.
A total of 236 were built (including prototypes and 10 pre¬production aircraft), in various sub series, major versions being the Serie I (100 built), with two 12.7 mm (0.5in) Breda SAFAT machine guns over the engine; the Re2001CN (Caccia Notturna: night fighter) Serie II and III with an additional 7.7 mm (0.303 in) gun in each wing or two German 20 mm (0.79 in) MG 151 cannon in underwing fairings; and the Re 2001CN Serie IV, which could carry an under fuselage 640 kg (1410 lb) bomb or a drop tank.
Various experimental models of the Re2001 included a torpedo carrying fighter conversion (Re 2001G); an antitank conversion (Re 2001M; a prototype conversion with flush mounted leading edge wing radiators (Re 2001bis); two Serie Is converted for catapult launching trials; and a testbed for the Isotta Fraschini Delta RC 16148 engine.
The one prototype with the 840 hp Isotta-Fraechini Delta IV engine was test flown at Guidonia and the maximum speed attained was 320 mph at 14,760 ft and 252 mph at SL. During one test flight the engine overheated at 28,250 ft and the test pilot was forced to leave the aircraft when it burst into flames.
Re.2001 with Isotta-Fraechini Delta IV engine
Production Serie I Re 2001s made their operational debut in attacks on Malta in the early summer of 1942, with subsequent production models following them into service later that year. Thirty nine Serie I aircraft were adapted as Re 2001CBs, able to carry a 640 kg (1410 lb) bomb or torpedo, and a further 12 as land based carrier trainers, fit¬ted with arrester gear. The most widely used version of all was the Re 2001CN (50 Serie II and 74 Serie III/IV), which from 1943 served with five Gruppi of the Regia Aeronautica as a defensive night fighter in central and northern Italy. But, by the armistice only 21 Falco IIs remained serviceable, of which eight were used subsequently by the Italian co belligerent air force. The type was used in a large development programme with other engines, and the total of 237 aircraft included 224 production aircraft in two fighter, one fighter-bomber and one night-fighter series. There followed 227 Re.2002 Ariete (ram) fighter-bombers with the 880-kW (1,180-hp) Piaggio P.XIX RC 45 radial, and finally 37 Re.2005 Sagittario (Archer) fighters.
Caprione-Reggiane Re.2002 Ariete II
The Re.2002 Ariete (Ram) fighter-bombers with the Regia Aeronautica, these being powered by the 876kW Piaggio P.XIX RC 45 radial engine mounted in a slightly lengthened and strengthened fuselage. The type first saw operational service in 1942, suffering heavy losses while contesting the Allied landings on Sicily.
The Re.2005 Sagittario (Archer) had the same general configuration as its predecessors. However, its design incorporated considerable structural redesign, and refined landing gear, and the type reverted to the inline engine. First flown in September 1942 with a Daimler-Benz DB 605A-1, the Re.2005 led to a production model, of which deliveries began in 1943, with a licence-built version of this engine, the Fiat RA.1050 RC 58 Tifone. Only 48 had been delivered before finalisation of the armistice with the Allies, these aircraft fighting in the defence of Naples, Rome and Sicily, the survivors battling above Berlin.
Re.2001 Falco II Prototype 783-kW (1,050-hp) Daimler-Benz DB 601A-1 inline two built
Re.2001 Engine: Isotta-Fraechini Delta IV, 840 hp Max speed: 320 mph at 14,760 ft Max speed: 252 mph at SL
Re.2001 Falco II Engine 1 x Daimler-Benz DB 601A-1 / Alfa Romeo RA. 1000 RC.41-1a Monsonie, 783-kW (1,050-hp). Crew: 1
Re 2001 Falco II Serie III Span: 11 m (36ft 1.75in). Length: 8.36 m (27 ft 5.25in). Gross weight. 3280 kg (7230 lb). Max speed: 542 kph (337 mph).
Re.2002 Ariete Engine 1 x Piaggio P.XIX RC 45 radial, 880-kW (1,180-hp) Crew: 1 227 built
Re.2005 Sagittario Single-seat fighter and fighter-bomber. Engine: l x Fiat RA.1050 RC 58 Tifone, 1100kW (1,475hp). Span: 11m (36ft 1 in). Wing area : 219.586 sq.ft / 20.4 sq.m Length: 8.73m (28 ft 7.75 in). Height: 10.335 ft / 3.15 m Weight empty : 5733.0 lb / 2600.0 kg Normal TO weight: 3610 kg (7,960 lb). Max take off weight : 7849.8 lb / 3560.0 kg Max speed: 421 mph at 6,560 ft. Service ceiling: 39993 ft / 12190 m Wing load: 35.88 lb/sq.ft / 175.0 kg/sq.m Operational range: 777 miles. Armament: 3 x 20-mm cannon and 2 x 12.7-mm (0.5-in) mg, 1000 kg (2,205 Ib) bombs Crew: 1 37 built
Designed by Roberto Longhi and Antonio Alessio in 1938, The Re 2000 Falco I (Falcon) was buily by Reggiane SA, a subsidiary of the Caproni group. The Re.2000 was the first aircraft designed by Reggiane that employed aluminum stressed skin rather than wooden or mixed wood and metal, with semi elliptical wings, with five spars and integral fuel tanks, and a tubby fuselage, the design was powered a 986 hp Piaggio P.XI RC 40 two row 14 cylinder radial in the Serie I production model. Reggiane Re.2000 had no fuselage tanks, but with the entire wing volume devoted to fuel, it had up to 460 kg (640 lt) gasoline, with a 900 1,100 km endurance. The armament was two 12.7 mm Breda’s (300 rounds each), plus the provision for bomblet-dispensers (spezzoniera).
The Re.2000 prototype’s first flight was on 24 May 1939 at Reggio Emilia, flown by Mario De Bernardi,. The Re.2000, with 260 kg fuel (the maximum was 460 kg/640 lt) was quite light: 2,059 kg empty, 2,529 kg loaded. It reached 518 km/h at 5,250 m and 506 km/h/6,000 m, climbed to 6,000 m in 6,5 min, and had 11,500 m ceiling. During test flights the aircraft gave an excellent performance, and on several occasions, it performed better than other fighters then in production. In mock dogfights, it could successfully fight not only the slower Fiat CR.42 biplane, but even the more modern Macchi C.200 and the German Bf 109E.
In service, the Re.2000’s engine, a 986 hp (735 kW) Piaggio P.XI RC 40 radial, was not reliable. Moreover, it was not as rugged as the Macchi and its fuel tanks were vulnerable (they were not self-sealing). Consequently, the Regia Aeronautica rejected it.
The Falco was placed in production for export as the Re.2000 Serie 1 with minor modifications. Deliveries totalled 157 aircraft including 70 for Hungary and 60 for Sweden, beginning in in 1940.
Re.2000 at Swedish Air Force Museum in Linköping
The Swedish purchases of various types of Italian warplanes in 1939–41 were an emergency measure resulting from the outbreak of war, as no other nations were willing to supply aircraft to this small neutral country whose domestic production did not become sufficient until 1943. The Swedish Air Force purchased 60 Re.2000 Serie Is, which received the Swedish designation J 20 and were delivered during 1941-43.
All of the J 20s were stationed at the F10 wing, Bulltofta airbase, Malmö, in the southern tip of Sweden in 1941-45. They were mainly used to intercept Axis and Allied bombers that violated Swedish airspace. One J 20 was lost in combat, shot down while intercepting a Luftwaffe Dornier Do 24 near Sölvesborg on 3 April 1945.
Its mechanical reliability did not meet Swedish Air Force requirements, with the aircraft having to spend a lot of time in maintenance. At the end of the war, the 37 J 20s that remained in service were so badly worn out that they were decommissioned in July 1945 and subsequently scrapped, while only one was kept for display purposes.
In December 1939 a British commission, led by Lord Hardwick and Air Ministry representatives, came to Italy to purchase (along with marine engines, armaments and light reconnaissance bombers) 300 Re 2000s. The Director of Aircraft Contracts confirmed the British order in January 1940. The German government approved the sale in March of the same year, but withdrew its approval the following month. The Italian and British governments then decided to complete the contract through the Italian Caproni’s Portuguese subsidiary, but the British order was cancelled when Italy entered World War II on 10 June 1940.
The Italian navy later accepted 10 Falco 1 Serie II aircraft which, strengthened for catapult launching and fitted with arrester hooks, underwent shipboard trials during 1942.
The Re.2000GA (Grande Autonomia) version, added extra 340 liters fuel tanks. This version was to have been used to reach Eastern Africa, but it wasn’t ready before the Italian defeat. Re.2000GAs were heavier and significantly slower than the standard production Re.2000s. At an empty weight was 2,190 kg compared to the Re.2000’s 2,080 kg, maximum speed was 520 km/h at 5,300 m. Armament was two 12.7 mm SAFAT with 600 rounds, and provisions for a Nardi dispenser with 88 2 kg bomblets (a typical ‘special armament’ for Re.2000s). The Re.2000GA was never really reliable (even for Re.2000 standards), especially its engine.
The Re.2000bis was equipped with the P XI bis engine built with only nine examples delivered when 377a Sq. was created, in August 1941.
In addition, 12 Serie III Falcos, with a modified cockpit hood, extra fuel, and internal improvements, were assigned to the Italian air force and deployed for overseas escort duties or as fighter bombers (with an under fuselage 200 kg [440 lb] bomb) from naval bases in Sicily. The Re.2000 Serie 3 long-range fighter had additional internal fuel and provision for an auxiliary tank or 2000-kg (4,405-lb) bomb load (12 Serie 1 conversions).
Only five Serie Is served in the Regia Aeronautica, including the prototype. They were organized into the Sezione Sperimentale Reggiane inside the 74a Squadriglia in Sicily. Later it was renamed 377a Squadriglia Autonoma Caccia Terrestre, and received nine further Serie III Re.2000bis; 12 of the 26 Reggianes were later converted to GA standard.
The few Re.2000 and 2000GA were used over Mediterranean Sea as escort and attack aircraft, sometimes with Macchi 200/202s and C.R.20 two-engine fighters. 377a was based in Sicily, and fought in Malta and Pantelleria, mainly in an escort role and protecting Axis ships almost until Tunisia (with a range up to 300–350 km), well beyond the other RA single seat-fighters; sometimes it was used to attack Malta with bomblets (spezzoni) and machine guns, typically at dawn. It reported a single ‘kill’ against a Bristol Blenheim. Overall, their service was not remarkable: there was at least one sudden fatal flat spin, while another Re.2000 had fatal engine damage (a piston was driven through the cylinder) and crash-landed, overturning, catching fire and almost killing its pilot (rescued by the ground crew). Although the Reggiane had a long range, it was disliked and even feared by ground crew and pilots, for its difficult maintenance and unpredictable engine reliability and handling. The last Re.2000 was sent back to the factory in September 1942.
The final fate of Re.2000 in Regia Aeronautica was to serve with 1° Nucleo Addestramento Intercettori (N.A.I.), based at Treviso, and serving for experimental purposes until the Armistice. The last two serviceable aircraft were demolished by the Germans, with another one destroyed after being captured at Furbara.
The Regia Marina (Italian Navy) experimented with a carrier version (Serie II) which was successfully launched by catapult. Lacking a carrier, Italy used a similar system to the British CAM ships equipped with Hurricanes. The first proposal was made in late December 1940, although the program officially began with an order issued in April 1943. The first modified Re.2000 Cat. (taken from the Swedish orders) flew on 27 June 1941, the last on 18 January 1942 (MM.8282-8288), but crashed on 10 September. There was another navalized Re.2000, the MM.471. It flew initially with a lower powered A.74 RC.38 engine, but it was lost too, during the travel from Reggio Emilia to Taranto (12 May 1941). The first launch was performed on 9 May 1942 with test pilot Giulio Reiner. The work to make suitable the Re.2000 Cat., nicknamed Ochetta (little goose) took considerable time and only at the beginning of 1943 were they used aboard the Littorio class, but not more than one for every ship (although capable of holding three aircraft). Initially the Re.2000 Cat. aircraft were issued to Littorio and Vittorio Veneto, while Roma followed only in the summer, after testing had taken place aboard the RN Miraglia.
The Re.2000 Cat. was slower than a standard Re.2000; instead of 515–530 kilometres per hour (320–329 mph; 278–286 kn), the maximum speed was only 505–520 kilometres per hour (314–323 mph; 273–281 kn) at 5,500 metres (18,040 ft) km/h at 5,500 m, and 390 kilometres per hour (240 mph; 210 kn) at sea level compared with 541 kilometres per hour (336 mph; 292 kn) for the Re.2000. The climb to 6,000 m was 7,75 min (vs 6,5-7 min), apparently there was not much difference in ceiling 10,000–11,100 m and endurance, range was 450 km, endurance 1,000 km (at 460 km/h), up to km 1,290 (at m 6,000, full loaded, km/h 430). Weights were 2,120–2,870 or, probably with the complete kit, 2,200–2,970 kg; the engine was the P.XIbis, that had 1,000 hp (750 kW) both at take-off and at 4,000 meters. Differing from the Serie I, both Serie II and III variants were equipped with radios. There was the usual Italian armament (two 0.50 caliber Breda machine-guns with 300 rounds each), and some provisions for external loads (tanks or bombs), apparently never utilized.
The Re.2000 were assigned to Squadriglia di Riserva Aerea delle FF.NN.BB. (air reserve squadron for naval battleships), led by Captain Donato Tondi. This was initially based at Grottaglie, then at Capodichino and finally at La Spezia, as air defence for naval bases. The squadron disbanded on April 1943 and was replaced by the 1° Gr. Riserva Aerea delle FF.NN.BB, led by now Maj. Tondi, with three flights. It had all the eight Re.2000s and several old fighters. Many of them were aboard the battleships: two for Vittorio Veneto and Roma, one for Littorio (summer 1943).
Six Re.2000 Cat.s were still available at the time of the Armistice and four were in service aboard the battleships Italia (Littorio before the fall of Mussolini), Roma and Vittorio Veneto (the normal load was only one, the battleship had up to three aircraft, but smaller than the Re.2000). The two left at La Spezia were demolished after September 1943 (they served with 1a Squadriglia). During the Roma ’s sinking (9 September 1943) only one was launched, as they were a single mission aircraft (forced to reach a land airfield); therefore, Do 217s attacked facing only anti-aircraft guns. The fate of the four Re.2000s was as follows: the one on Roma was lost with the battleship; the one of Italia was damaged and jettisoned from the ship, after the Fritz-X impact. One Re.2000 was launched from Vittorio Veneto to catch the intruders, but failed and finally crashed while landing near Ajaccio airfield. The last one survived and it is still existent, the only Re.2000 in Italy (another is in Sweden). This is the MM.8287.
The Serie II and III aircraft were converted from Serie Is and were powered by 1025 hp P.XIbis RC 40 engines. All three versions carried a fixed armament of two 12.7 mm (0.54in) Breda-SAFAT machine guns in the fuselage decking over the engine. These aircraft were known by the Hungarian air force as the Heja 1 (Hawk).
Caprione-Reggiane Re.2000 Falco
German leaders were reluctant to supply the Royal Hungarian Air Force (Magyar Királyi Honvéd Légierő), MKHL, which was seen to be focused on home defence and the possibility of conflict with Romania. Adolf Hitler expressed this in early 1942 when Hungary requested German-built fighters. “They would not use the single-seaters against the enemy but just for pleasure flights!… What the Hungarians have achieved in the aviation field to date is more than paltry. If I am going to give some aircraft, then rather to the Croats, who have proved they have an offensive spirit. To date, we have experienced only fiascos with the Hungarians.”
The MKHL consequently became a significant purchaser of Italian aircraft and was the main operator of the Re.2000. Hungary bought 70 Reggiane Re.2000 Falco Is and then also acquired the licence-production rights for this model to produce a total of 200 aircraft, known as MÁVAG Héja (“Hawk”) II built between 1940 and 1942.
The first aircraft were delivered Debrecen airport unassembled July 1940. In mid-April 1940, representatives of the Hungarian Ministry of Defense, visited the plant Reggiane, saw only a single fighter finished. (delivered 21 May 1940 and designated401 V. (V – Vadasz; Fighter)). The remaining aircraft were not even started because of production problems, including a lack of high-quality aluminum sheet “Alkled”. By December 1940 only seven had been delivered. Thirteen has been prepared for shipment, and the remaining 9 were expected. The total supply of 48 Re.2000 was completed by February 1941, and production of the remaining aircraft and spare parts continued until the end of the year.
August 5, 1941 the Hungarian Ministry of Defence to establish the Independent Fighter Group (Independent Fighter Group – IFG), which consisted of a half squadrons armed with seven new fighters. Formed in Szolnok (Szolnok), she was inducted into the “mobile body” (“Fast Corp”) of the Hungarian army. It included 12 Hejja squadron 1/1 Dongo (“Wasp”) formed in the same Szolnok. ‘Wasps’ commanded by Colonel Kalman Kshukash. The aircraft departed from Hungary July 1, 1942, and reached the front three days later contributing to the German offensive Fall Blau. The flight lost one aircraft which crashed while landing at stake. Another was slightly damaged in Kursk. The case was subject to the German Army Group “South”. The first seven Re.2000 were sent to the front on an experimental basis on 7 August 1941. Under the command of Captain Genesha Laszlo (Laszlo Gyenes) they arrived at Sutiski airfield, 20 km south of Vinnitsa. Squadron III had a proper name – “Ludas Matyi” (Lyudash Mati – the hero of Hungarian folk tales.) Flying alongside the Fiat CR.32s of 1/3 Fighter Company, the Reggiane pilots claimed eight kills, for one loss, during three months of combat, against Soviet Air Force.
Hejja flew escort bombers and assault jobs from August 11 until October 21, 1941, but due to the practical absence of the enemy had only a few dogfights. During this time they lost only one aircraft.
In the summer of 1942, Hungarian Air Force contributed with its 1st Repülőcsoport (aviation detachment) to the German offensive Fall Blau. 1/1 Fighter Group (1./I Vadász Osztály) equipped with 13 Re.2000s or Héjas, reached its first front base near Kursk on 2 July. By 3 August, 2/1 FS joined the other Hungarian fighter unit, that had moved to Ilvoskoje airfield. The Hungarians arrived to the location, but sent one plane, “the bride” to exclude mistaken identity with I-16 by the neighbouring Germans. This was ineffective and Hungarian planes often fired by their allies. Two 1/1 Hejja and were shot down, but the crew managed to jump with parachutes. The task of 2/1 was to escort short-range reconnaissance aircraft, while 1/1 would support bombing missions. Combat performance against the Soviet Air Force was satisfactory. On 4 August the Hungarians claimed their first kills, when Ens Vajda shot down two enemy aircraft. Caught in the dense anti-aircraft fire one aircraft (tail number V-420 pilot Gyula) was lost. The first Hungarian ace of the war, 2/Lt Imre Pànczél, claimed his first air victories while flying the Re.2000, three of them in one sortie, in 1942. However, the Re.2000’s flight characteristics were markedly different to the Fiat CR.32, from which Hungarian pilots frequently converted. The Re.2000 was much more prone to handling difficulties, especially stalls and spins, as well as reliability issues. All the 24 Re.2000s had suffered accidents (minor and major) within a month of combat deployment. Piaggio P.XI engine proved to be a mechanical nightmare for the mechanics. Landing and takeoff accidents were common on the rudimentary Russian airfields and due to the Re.2000 not having a rugged landing gear, compared to that of the CR.32. After a steel plate was added behind the cockpit to protect pilots, the shift in the aircraft’s center of gravity led to more frequent accidents.
In the summer of 1942, Hungarian Air Force. 1/1 Fighter Group (1./I Vadász Osztály) equipped with 13 Re.2000s or Héjas, reached its first front base near Kursk on 2 July. The day after the arrival the Hejja began to make trial flights and on July 5, 1942 1/1 squadron was declared combat-ready. The Germans initially entrusted the Hungarians for intelligence, though later added bomber escort. The fighters were transferred on July 13 to Stary Oskol, and four days later, were involved in a combat operation to provide air cover for an armoured regiment operating in the area. Over the next few days the Hungarians escorted aircraft spotters.
On July 30, 1942 at Kolozsvar came second squadron – 2/1 “Keresztes Pok” (Spider Araneus) consisting of eleven and two Re.2000 Vi-131, commanded by Captain Kerestesha Bela (Bela Keresztes). 2/1 and 1/1 squadron was deployed to Ilovskoe 3 and 5 August, respectively. 1/1 was assigned to escort bombers, while 2/1 – on cover of spotters. 1/1 squadrons had difficulties because of problems in the maintenance of aircraft and frequent equipment failures. The aircraft of lieutenant Peterffi Andorra was lost on August 7 in a dogfight over Korotoyak. On August 8, the division had only four combat-ready Hejja. During the last month of summer, Hungarian pilots declared victory over the five Soviet aircraft. They also had two and a “probable” victory in September.
In a much publicized mishap, 1/Lt István Horthy (the son of the Hungarian regent Miklós Horthy), serving as a fighter pilot with the Hungarian Second Army died flying a Re.2000 V-421 with 1/3 Fighter Squadron on 20 (on 18, according to other authors) August 1942, on his 25th operational sortie. After a pilot flying above asked Horthy to increase height, he pulled up rapidly, stalled and crashed. Nevertheless, the determined Hungarian pilots kept on flying combat missions and scoring a number of kills against the Soviet fighter, if they managed to force their Russian opponents into a dogfight, thanks to the maneuverability of the Italian built plane. The Hungarians Re.2000s had their most successful day on 9 August 1942. That day, near the village of Davidovka, 16 Ilyushin Il-2s and a similar number of LaGG-3S were intercepted by four Reggianes. The Hungarians downed four LaGGs, suffering the loss of the Re.2000 of Lt Takács, who crash-landed behind his own lines, wounded.
In October 1942, the 1/1 squadron was withdrawn for conversion and retraining on the Bf. 109F and later became part of the group III 52 fighter squadron of the Luftwaffe. At the same time they continued to fly at 2/1 with Hejja Ilovskogo. However, in early November of the squadron 2/1 four pilots were selected for transfer to Bf. 109. In December the squadron ubyla Hungary.
On October 20 Reggiane five went to home, however, over the Carpathian Mountains, they were in a thick fog. As a result, two cars crashed into a mountain, and one was badly damaged during a forced landing.
December 25, 1942 came 5 th Fighter Division in the squadron 5/2 (there were 13 Re.2000 and Ag.96). But after two weeks, only six of these fighters considered suitable to operate as three Hejja required new engines, three others had significant, though not fatal damage, and one embarked “on its belly”, in serious need of repair. On January 12, 1943, Soviet troops launched an offensive in the area of the 2nd Hungarian Army northwest of Stalingrad. Re.2000, together with other aircraft tried in vain to stop the offensive. Two Re.2000 were sent to escort German bombers in the afternoon. The group left on purpose under the guise of cloud, but soon were linked fighters fight, but were able to avoid losses.
The Hungarian Reggianes flew their last sorties on the Soviet front on 14 and 15 January 1943, when they took off for uneventful patrols and reconnaissance missions. Between 16 and 19 January, with Red Army rapidly approaching Ilovskoje airfield, and with no time to heat the frozen Piaggio engine oil, mechanics blow up the last unserviceable Hejas.
The surviving Reggianes were kept in Hungary for home defence. Production of licence-built Hejas continued: 98 were completed in 1943 and 72 in 1944 although the variant was regarded as no longer suitable for combat against the latest Soviet fighters. Hungary requested an additional 50–100 Re.2000 airframes made in Italy, as suitable engines and armament could be locally manufactured and other countries expressed interest, including Finland (100 examples), Portugal (50), Spain, Switzerland and Yugoslavia. However, no airframes were available.
Re.2000 Serie I / MÁVAG Héja I Production model, 157 built. Serie I had modified windshield and slight equipment changes.
Re.2000 Serie II Ship-borne version, 10 built. Serie II had a 1,025 hp Piaggio P.XIbis engine and arrester gear.
Re.2000 (GA) Serie III Long-range fighter, 12 built. Serie III had redesigned cockpit, increased fuel capacity and option of a 170 l auxiliary fuel tank or a dispenser of 22 2 kg bomblets.
RE 2000 “Catapultabile” Re 2000 aircraft modified for catapult launch from Regia Marina ships. On the day of the armistice, 8 September 1943, 6 Re 2000 “Catapultabile ” were in service, with two on the battleship Roma and one each on the Vittorio Veneto and Italia (formerly the Littorio).
Variation: MÁVAG Héja II
Specifications:
Re 2000 Falco I (Falcon) / J 20 / Heja 1 (Hawk) Engine: Piaggio P.XI RC 40, 986 hp (736 kW) (1000 CV) at 4,000 m (13,125 ft) Propellers: Piaggion-D’Ascanio P.1001 three-bladed constant speed propeller Propeller diameter: 3.10 m (10 ft 2 in) Wing span: 11m (36 ft 1 in) Wing area: 20.40 m² (219.6 sq ft) Length: 7.99m (26 ft 2.5 in) Height: 3.20 m (10 ft 5⅞ in) Empty weight: 2,090 kg (4,585 lb) Normal T/O weight: 2595 kg (5,722 lb) Gross weight: 2850 kg (6285 lb) Maximum speed: 530 km/h (268 knots, 329 mph) at 5,300 m (17,400 ft) Cruise speed: 440 km/h (237 knots, 273 mph) Range: 545 km (296 nmi, 340 mi) Climb to 4,000 m (13,125 ft): 4 min Service ceiling: 11,200 m (36,745 ft) Endurance: 1.25 hours Armament: 2 x 12.7 mm (0.54in) Breda-SAFAT machine gun Crew: 1
Re 2000 Falco 1 Serie II Engine: 1025 hp P.XIbis RC 40 Armament: 2 x 12.7 mm (0.54in) Breda-SAFAT machine gun Crew: 1
Re.2000 Serie 3 long-range fighter Engine: 1025 hp P.XIbis RC 40 Hard point load: 2000-kg (4,405-lb) Armament: 2 x 12.7 mm (0.54in) Breda-SAFAT machine gun Hard point load: 200 kg / 440 lb Crew: 1
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.
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.
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