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Caproni Ca.313

From Alfawiki
Caproni Aeronautica Bergamasca
IndustryAviation, Aerospace
PredecessorCaproni Ca.308 Borea
Founded1930s in Italy
ProductsAircraft, including Caproni Ca.310, Ca.312, Ca.313, Ca.314
ParentCaproni Group


Template:Infobox aircraft

The Caproni Ca.313 was a twin-engine reconnaissance bomber developed in Italy during the late 1930s. It evolved from the earlier Ca.310 model, with several variants exported internationally.

Design and development

During the 1930s and 1940s, Caproni Aeronautica Bergamasca, a division of the prominent Italian aviation group Caproni, produced a series of twin-engine light monoplanes. These designs traced their lineage back to the all-wooden Caproni Ca.308 Borea airliner, which first took flight in 1935. Following this, the Caproni Ca.309 Ghibli—a versatile colonial aircraft—was introduced in 1936, succeeded by the more robust Caproni Ca.310 in 1937, featuring retractable landing gear and powered by 460 hp (340 kW) Piaggio P.VII radial engines.[1] The Ca.310 saw limited service with the Regia Aeronautica and was exported to nations such as Peru, Hungary, and Norway. However, it failed to achieve its promised performance metrics, prompting Caproni to create the Ca.312 variant for Norwegian requirements. This model was equipped with 650 hp (480 kW) Piaggio P.XVI R.C. 35 radial engines and flew for the first time on 7 December 1938.[2] Norway accepted the Ca.312 to replace its few delivered Ca.310s,[3] while Belgium ordered 24 units for deployment in the Belgian Congo.[4]

Concurrently, Caproni developed the Caproni Ca.311, an iteration of the Ca.310 featuring a redesigned nose section, which was adopted by the Regia Aeronautica for reconnaissance-bomber and observation roles.[3] Building upon this, the Ca.313 incorporated more powerful inverted V-12 air-cooled engines from Isotta-Fraschini, promising enhanced capabilities. The prototype—converted from a Ca.310 and powered by two 770 hp (570 kW) Isotta-Fraschini A.120 I.R.C.C.40 engines—had its maiden flight on 22 December 1939.[3]

File:Caproni Ca.313.jpg

The structure of the Ca.313 comprised a steel-tube fuselage covered with fabric, while its wings were constructed from wood—initially spruce and later fir—with plywood skinning. The tail assembly combined metal framing with fabric and plywood coverings. It featured a retractable conventional tailwheel undercarriage; main wheels retracted into engine nacelles.[5][6][7] Production models were equipped with Isotta-Fraschini Delta R.C.35 I-D.S. engines delivering 730 hp (540 kW) each, driving three-bladed propellers.[3] Fuel capacity included two 520 L (110 imp gal; 140 US gal) aluminium tanks located in the wing center-section, with options for additional fuselage tanks.[7][8]

Crew consisted of three members: pilot and co-pilot seated side-by-side, with the co-pilot also serving as observer/bomb aimer positioned in the nose and manning the dorsal gun turret; while a radio operator sat aft operating the ventral gun.[3][9] Early production Ca.313s—including those ordered by France, Britain, and Sweden—were designated Ca.313 R.P.B.1 and featured a glazed unstepped nose design; later versions (Ca.313 R.P.B.2) adopted a stepped nose with a separate cockpit.[10][11] Bomb load capacity reached up to 400 kg (880 lb) internally,[5] while Swedish variants could carry an additional 250 kg (550 lb) bomb externally.[7] Defensive weaponry included one machine gun in a dorsal turret, one ventrally mounted gun, plus one or two guns installed in wing roots.[12][7] Armament calibers varied by operator: French models used 7.5 mm guns,[13] Swedish aircraft were armed with 8 mm guns,[14] and Italian units employed 12.7 mm machine guns.[5]

France placed an order for 200 Ca.313s on 26 September 1939 prior to the type's initial flight,[3] whereas Great Britain ordered 300 units (alongside 100 Ca.311 trainers) on 26 January 1940.[15] Sweden requested 84 Ca.313s starting from 20 August 1940; undelivered French orders fulfilled part of this contract.[16] The Regia Aeronautica made substantial orders for the Ca.313 including two new variants: the R.P.B.2 with stepped nose design and the strengthened structure variant named Ca.313 R.A., which allowed increased maximum weight but was eventually redesignated as the Caproni Ca.314.[17] In 1942, Germany commissioned 905 units of the Ca.905G—a model based on R.P.B.2 but fitted with more powerful engines—to serve as bomber crew trainers.[18]


Operational history

The Norwegian and Belgian orders for the Ca.212 were never fulfilled prior to the German invasions of Norway and Belgium, with the Regia Aeronautica employing the Ca.312 primarily as transport and liaison aircraft. France managed to receive only five Ca.313s before the Italian declaration of war on France on 10 June 1940 halted all further deliveries. At least one of these aircraft remained operational under Vichy France as late as 1942. Aircraft that were not delivered to France were redirected to Sweden and Italy. In April 1940, the Italian government imposed a suspension on military exports, including Caproni aircraft, but Caproni attempted a covert arrangement with Britain to supply planes through a Portuguese intermediary; however, Italy’s declaration of war terminated this plan permanently.

Primarily, these aircraft served within Italy fulfilling light transport, training, and maritime reconnaissance duties. The Swedish Air Force designated them as B 16, S 16, T 16, and Tp 16.

During the late 1930s, Sweden faced an urgent need to strengthen its air capabilities, requiring a twin-engine bomber as a temporary substitute for the outdated Junkers Ju 86 (locally produced as the B 3) until the Saab 18 could be developed. The onset of war severely obstructed procurement efforts; an order for 16 Bréguet 694s was canceled at war’s outbreak, and attempts to acquire Dornier Do 215s from Germany also failed. With limited alternatives, Sweden proceeded with ordering the Caproni Ca.313, initially contracting for 54 units on 20 August 1940. Subsequent orders increased the total acquisition to 84 aircraft at a cost exceeding 39,900,000 Swedish kronor. Concurrently, Sweden placed orders for fighters such as the Fiat CR.42 and Reggiane Re.2000. The delivery of these aircraft occurred between 1940 and 1941.

From 1940 through 1943, operators at three Swedish air bases (F 3, F 7, and F 11) experienced 23 fatal accidents involving these planes. Additionally, three Ca.313s were downed by German fighters on two occasions in May 1944, resulting in a total of 41 crew fatalities in what were grimly nicknamed 'flying coffins'. A significant issue with engine fires plagued the type; this was exacerbated by the use of Bentol fuel—a special alcohol-based mixture employed due to wartime fuel shortages in Sweden. This fuel caused deterioration of cork float coatings and corrosion of fuel tanks, leading to leaks that spilled fuel onto hot engine components.

Further mishaps occurred when the aircraft was deployed in unsuitable roles like dive bombing. For instance, on 10 June 1942, a crash resulted from wing structural failure. Numerous components failed to meet proper standards initially. After recognizing that Sweden's accident rate was comparatively lower, a modification program was implemented which subsequently reduced incidents. Despite its ten-hour endurance making it uniquely capable for extended patrols around Sweden at that time, by contemporary standards it was outdated by 1940 and was withdrawn from service shortly after World War II ended.

The Luftwaffe placed an order for 905 units designated CA.313G intended mainly for training and secondary roles; however, only 117 were delivered. These versions featured a distinct nose design differing from the standard model. Two production series with this altered nose were identified as Ca.313 R.P.B.1 and Ca.313 R.P.B.2.

In 1942, ten Caproni Ca 311M bombers were delivered to Croatia; these had been ordered and paid for previously by the Royal Yugoslav government before its dissolution.

Variants

  • Ca.312 An upgraded version of the Ca.310 featuring inline engines, delivered to Norway.
  • Ca.313 Prototype A Ca.310 chassis fitted with inline engines replacing the original radial types.
  • Ca.313 Production A refined model of the Ca.310 equipped with inline engines.
  • Ca.313S Production Export variant of the Ca.313 tailored for Sweden, with 84 units produced and supplied in three separate shipments.

Swedish variants

The Swedish Ca.313 models were outfitted with a single 13.2mm m/39 cannon mounted in each wing root, along with 8mm m/22 machine guns installed in both the turret and for the ventral gunner position.

  • B 16A Bomber configuration featuring an internal bomb load capacity of 500 kg and an external capacity of 400 kg, allowing a maximum bomb load of 800 kg. This variant was utilized as a dive bomber.
  • S 16A Designed for reconnaissance missions.
  • T 16A Torpedo bomber version; however, due to poor construction quality, these aircraft were never employed in torpedo roles and were instead converted to reconnaissance duties.
  • S 16B Designation assigned to T 16 aircraft that were modified for reconnaissance purposes.
  • TP 16 Configured as a transport aircraft.

Operators

Independent State of Croatia
  • Air Force of the Independent State of Croatia
France
  • French Air Force – operated five Ca 313F units
Nazi Germany
  • Luftwaffe
Kingdom of Italy
  • Regia Aeronautica
Italy
  • Italian Air Force
Norway
  • Norwegian Army Air Service
Sweden
  • Swedish Air Force
Planned operators
Belgium
  • Belgian Air Force placed an order for 24 Ca.312 aircraft in 1940, but none were delivered prior to Belgium’s capitulation.
United Kingdom
  • Royal Air Force ordered 300 Ca 313s and 300 Reggiane Re 2000s in January 1940; however, these orders were cancelled following Italy’s entry into the war in June 1940.

Surviving aircraft

File:Caproni Ca.313 flygvapenmuseum linköping.jpg
Replica of S 16 displayed at the Flygvapenmuseum, Linköping

No authentic Ca.313 aircraft have survived to the present day. However, a life-size replica was constructed in Sweden for a television miniseries, incorporating some original components. After production concluded, this replica was placed on exhibit at the Flygvapenmuseum in Linköping, where it remains accessible to visitors.[19][20]

Specifications (Ca.313 R.P.B.2)

Template:Aircraft specs

Citations

  1. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named AI771p97
  2. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named AI771p978
  3. ↑ 3.0 3.1 3.2 3.3 3.4 3.5 Cite error: Invalid <ref> tag; no text was provided for refs named AI771p98
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  5. ↑ 5.0 5.1 5.2 Cite error: Invalid <ref> tag; no text was provided for refs named AI771p102
  6. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Ca311p47
  7. ↑ 7.0 7.1 7.2 7.3 Cite error: Invalid <ref> tag; no text was provided for refs named AM1190p675
  8. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Ca311p50
  9. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Ca311p47,0
  10. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named AI771p989
  11. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named monp37
  12. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named AI771p101
  13. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named av71p22
  14. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named P&SB16
  15. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named AI771p956,8
  16. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Ca311p26
  17. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Ca311p356
  18. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Ca311p41
  19. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named AM1290p765
  20. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named flygmus

Bibliography

  • Alonzo, F.S, "Il Caproni Ca.313 in Svezia", Storia militare n. 64, page 15.
  • Apostolo, Giorgio, Caproni Ca.311/314, Ali d'Italia series, volume 24, La Bancarella Aeronautica, Turin, 2007.
  • Domange, Yves, "Quand les démocraties occidentales achetaient des avions dans l'Italie fasciste... (1ère partie: la France)", Avions: Toute l'aéronautique et son histoire, February 1999, issue 71, pages 16–24.
  • Domange, Yves, "Quand les démocraties occidentales achetaient des avions dans l'Italie fasciste... (2ème partie: la Belgique et l'Angleterre)", Avions: Toute l'aéronautique et son histoire, March 1999, issue 72, pages 40–47.
  • Micrander, Bengt, "Capricious Caproni (part 1)", Aeroplane Monthly, November 1990, volume 18 issue 11, pages 672–675.
  • Micrander, Bengt, "Capricious Caproni (part 2)", Aeroplane Monthly, December 1990, volume 18 issue 12, pages 762–765.
  • Mondey, David, The Concise Guide to Axis Aircraft of World War II, Chancellor Press, London, 1996.
  • Neulen, Hans Werner, In the Skies of Europe, The Crowood Press, Ramsbury, Marlborough UK, 2000.
  • Taylor, Michael J. H., Jane's Encyclopedia of Aviation, Studio Editions, London UK, 1989.
  • "The Caproni that Nearly Joined the RAF", Air Enthusiast magazine, July 1971 volume 1 issue 2 pages 95–103.
  • World Aircraft Information Files, Bright Star Publishing, London UK.

External links

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