Caproni Ca.111

Caproni

Industry	Aerospace
Founded	1908
Founder	Gianni Caproni
Headquarters	Italy

The Caproni Ca.111 was an Italian long-range reconnaissance and light bombing aircraft developed during the 1930s. It evolved from the earlier Ca.101 model.

Design and development

Conceived as a sturdy and straightforward aircraft, the Ca.111 was engineered to operate effectively in challenging environments with limited logistical support. Designed by Rodolfo Verduzio of Gianni Caproni in 1931, it made its maiden flight in February 1932, bearing the designation MM 205.

This high-wing monoplane featured a durable yet uncomplicated construction, combining a tubular steel framework with wooden and fabric coverings. While based on the Ca.101, the Ca.111 incorporated a different powerplant. Its fuselage had a square cross-section, and the wings were nearly rectangular with tapered tips; the ailerons extended along the entire trailing edge. The fixed landing gear employed steel tubing in a complex arrangement, with two main legs braced by multiple steel struts connecting the fuselage and wings.

The crew complement included three personnel: a pilot, a co-pilot/observer, and a flight engineer who also served as a gunner.

A key advancement was the shift from three engines on the Ca.101 to a single powerplant on the Ca.111—a significant risk given engine reliability at the time. Nonetheless, this choice resulted in improved speed compared to both the tri-motor Ca.101 and the Ca.133. The aircraft was powered by a water-cooled Isotta Fraschini Asso 750RC 18-cylinder 'W' configuration engine. Initial models used a four-blade wooden propeller; subsequent versions featured a heavier, more costly three-blade metal propeller with fixed pitch settings determined prior to flight.

Fuel was stored in two tanks totaling 1,960 L (446 US gal), divided into one 1,060 L (280 US gal) tank and two 450 L (116 US gal) tanks, enabling an operational range of approximately 2,000 km (1,240 mi). A 150 L (40 US gal) oil reservoir was located beneath the engine.

The maximum payload capacity was rated at 2,000 kg (4,410 lb), but could be increased to between 2,500 and 2,800 kg (5,510–6,170 lb) if necessary.

Each pilot had access to duplicated cockpit instruments, including a 'Pezzoni' compass, 'Sonia' aerometer, variometer, 'OMI' altimeters, as well as fire detection systems with extinguisher controls. The detachable canopy facilitated emergency egress. Communication equipment comprised an RE 350 transmitter and AR 5 receiver for use by the wireless operator/gunner, supporting both telegraphy and voice transmissions via two radio antennas—one fixed and one flexible—powered by dual accumulators and air generators. Photographic reconnaissance capabilities included an O.M.I. 13x18 camera or an OMI APR 3 panoramic camera; occasionally a cine-machine-gun was installed.

Defensive armament ranged from three to six 7.7 mm (.303 in) machine guns. Initially modest—one dorsal Lewis gun and one on each side—the setup limited the gunner to operating only one weapon at any given time. Improvements replaced the single dorsal gun with a turret mounting two 7.7 mm (.303 in) Breda machine guns. Additional guns were sometimes installed ventrally for both defense and offense, while some variants featured synchronized nose-mounted machine guns firing through the propeller arc.

Though officially rated for a bombload of up to 600 kg (1,320 lb), practical loads were often higher. Bombs were carried vertically within the fuselage on two launchers configured for:

• 6 × 100 kg/220 lb bombs (practical total approximately 780 kg/1,720 lb)
• 6 × 50 kg/110 lb bombs (practical total approximately 420 kg/930 lb)
• 6 × smaller bombs weighing between 10 and 24 kg (20–50 lb)

A third launcher could accommodate up to fifteen bombs of sizes ranging from 12 kg (26 lb) to 24 kg (50 lb). The aircraft could also carry two larger bombs weighing either 250 kg (550 lb) or 500 kg (1,100 lb), or alternatively incendiary bombs totaling up to 144 units of either 1 kg (2 lb) or 2 kg (4 lb). Additionally, chemical ordnance could be deployed.

Access to the cabin was provided via a door located on the left side.

A civilian adaptation featured seven seats for passengers. The Caproni Ca.140 was an experimental variant with retractable landing gear but remained at prototype stage. Another prototype aimed for extended range of about 3,000 km (1,860 mi), designated as the redesigned Ca.112, which incorporated larger elliptical wings but never entered production.

One prototype was equipped with a more powerful A.80 engine delivering 746 kW (1,000 hp).

File:Caproni Ca.111Idro.jpg

Caproni Ca.111Idro floatplane

Among its variants, perhaps most significant was the seaplane version known as the Ca.111 Idro, tested in 1932 and actually first introduced into service. This model closely resembled its land-based counterpart but weighed approximately 3,500 kg (7,720 lb) and carried a payload of around 2,000 kg (4,410 lb). It employed two cedarwood floats mounted beneath the fuselage while retaining the same engine but with increased fuel capacity of about 1,940 L (510 US gal). Although range improved slightly compared to the land variant, maximum speed decreased due to added weight and drag. Defensive armament consisted of four Lewis machine guns chambered in 7.7 mm (.303 in), each supplied with roughly 2,000 rounds of ammunition. Bombload configurations mirrored those of the standard model but additionally allowed carriage of an 800 kg (1,760 lb) torpedo for anti-ship missions.

Italy

The initial units to operate the aircraft were 146 and 183 Squadriglia of the 85° Gruppo, primarily conducting maritime reconnaissance missions, soon followed by the 142 Squadron. Each squadron operated six aircraft. After approximately one year, these planes were superseded by CANT Z.501s. Rather than being discarded, the original seaplanes were converted for terrestrial use with the addition of landing gear. Between 1934 and 1936, over one hundred aircraft underwent this transformation, including 25 Idro variants.

The Ca.111 served as a reliable long-range asset for the Regia Aeronautica, notably during the Second Italo-Abyssinian War. Transported by sea to the Ethiopian front, the aircraft fulfilled diverse roles such as extended reconnaissance, ground assault, bombing operations, and even aerial refueling. Remarkably, it was employed to air-drop live animals to frontline troops. Its design proved well-adapted to the challenging conditions of this theater, being relatively straightforward to maintain and often repairable with local resources. In this campaign, it was second in operational importance only to the more advanced SM.81.

Overall, the Ca.111 was an economical, durable, and dependable platform with commendable performance and versatile armament options. However, its susceptibility to damage limited its deployment in more contested environments like Spain.

Despite this vulnerability, the aircraft remained in service into the early 1940s. It was eventually phased out from reconnaissance duties in favor of the Cant Z.501 and IMAM Ro.37. Subsequently, it was repurposed for photogrammetric missions and logistical support of isolated units in the Balkans following the occupation of Yugoslavia.

Peru

In response to ongoing tensions with Colombia after the 1932–1933 Colombia–Peru War, Peru sought to bolster its military capabilities in 1934. In March of that year, a contract was signed with Caproni for twelve Ca.111 bombers alongside twelve Caproni Ca.114 fighters, both designed for operation on wheels or floats, with deliveries scheduled by 23 June. To meet deadlines, some aircraft were supplied from existing Regia Aeronautica stocks and arrived bearing Italian insignia such as the Fasces emblem.

Upon introduction, Peruvians encountered significant engine-related difficulties with their Ca.111s—nicknamed "Panchos" after a Lima zoo elephant—requiring power restrictions to approximately 80% to prevent damage. In 1936, Peru acquired six Caproni Ca.135 bombers that entered service in 1937; concurrently, they upgraded their Ca.111 fleet by installing more powerful and lighter Isotta Fraschini Asso XI R.C.40 engines identical to those on the Ca.135s, enhancing both reliability and performance.

A reorganization of Peru's Air Force in January 1941 led to frontline bomber squadrons replacing Ca.111s with Caproni Ca.310 aircraft. The remaining Ca.111s transitioned to secondary roles including training, aerial photography, and transport missions.

During the Ecuadorian–Peruvian War, Ca.111s played a vital role supporting Peru’s offensive operations by ferrying troops and supplies forward as well as evacuating wounded personnel. On 31 July, just prior to a ceasefire, Peruvian commanders seized control of Santa Rosa, Machala, and Puerto Bolívar—previously evacuated by Ecuadorian forces—with Ca.111s landing troops at Santa Rosa and Machala airfields and deploying paratroopers at Puerto Bolívar in what marked South America’s inaugural combat use of paratroopers.

Post-conflict shortages of spare parts significantly reduced Ca.111 availability; one aircraft was retrofitted with a Wright R-1820 Cyclone engine to improve reliability successfully. However, plans to reengine the remainder of Peru’s Ca.111s and Ca.135s were abandoned due to U.S. refusal to supply engines needed for conversion. The last operational Peruvian Ca.111 remained active until 1944.

China

In 1934, China was presented with two Caproni Ca.111RC aircraft, one of which was configured as a transport and gifted to Chiang Kai-shek. That same year, the Chinese Nationalist government acquired six Ca.111RCs, which arrived in early 1935. These Ca.111s were operated alongside six Savoia-Marchetti S.72 bomber-transports by the 8th Bombardment Group stationed at Nanchang, though their primary role was transporting troops. According to American reports, some Ca.111s remained active as of July 1937, coinciding with the onset of the Second Sino-Japanese War.

Operators

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• Chinese Nationalist Air Force

Template:Country data Kingdom of Italy

• Regia Aeronautica

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• Peruvian Aviation Corps

References

• Lembo, Daniele Caproni Ca.111, Storia Militare N.35, Westward editions, pagg. 8–19.
• The Latin American Aviation Historical Society: South American Aviation: "The Caproni Bergamaschi Ca.135 in Peruvian Service" by Amaru Tincopa GallegosTemplate:Fix/category

External links

• Caproni Ca.111 Photograph
• Images of Peruvian paratroopers and the Ca.111 prior to departure during the 1941 Peru-Ecuador conflict – translated from Spanish