Caproni Ca.111

[TISO]

Ok this is my copypaste research on this plane and it's use. Some might find it usefull.

First part i.e. development and caracteristics is from Wiki so i won't repeat it here and rest is from net. So not my original research. And english is not my first language so be gentle.

main source is alieuomini article (now seems defunct)

http://www.alieuomini.it/catalogo/dettaglio_catalogo/caproni_ca,59.html

https://en.wikipedia.org/wiki/Caproni_Ca.111

http://www.airwar.ru/enc/bww1/ca111.html

PART 1:

Quote

Ca.111 use:

 

Although born as a long range reconnaissance aircraft, similarly to other contemporary aircraft, the Caproni Ca.111 could be used in a wide range of uses such as: bombing, transportation, colonial service. This versatility was also made possible thanks to the simple structure of steel tubing with canvas covering and the capable square design of the fuselage.

 

After preliminary tests in land configuration, it was converted into hydroplane, and in August 1932 it performed a new cycle of tests at the Vigna di Valle Test Center. In fact, as foreseen in the design phase, using the same attachment points the floats are easily interchangeable with the land under carridge.

On November 17, 1932, col. Renato Sandalli chairs a technical meeting in which the company is asked to prepare an armed version.

The first series of 4 aircraft is committed to experimental purposes. In June 1933 Ca.111 MM.10534 based in Rome Centocelle, assumes the civil registration I-ABIC. On 18 July 1933 Mario De Bernardi, Alberto Marazzani, the motorist Zacchetti and two passengers make a demanding flight from Milan Taliedo to Moscow via Udine / Vienna / Warsaw in 12 continuous hours of flight at a cruising speed of 230 km / h .

In October 1934 the MM.10536 was tested, in an armed configuration, which reveals interesting performances in night flight, with full fuel load and with 11 people on board.

In October 1934 the Ca.111 MM.10537, registered I-ACIA. In the following spring with pilot Carlo Adamoli it flies to Africa along a 38,000 km flight route. Departing from Rome, the plane flies to Madagascar, southern and central Africa.

The civil version, proposed for passenger transport, had 7 passenger seats, luggage compartment, a small toilet and large rectangular windows.

 

Caproni Ca.111R.C.

 

When the version of the Isotta Fraschini Asso 750, equipped with a reducer and compressor, featuring a front radiator, was adopted as the new power unit, the aircraft received the designation of Ca.111 R.C.

 

An example of this type (n.c. 3567) was proposed to the Government of the Republic of China. Sent by sea, the plane was demonstrated in flight by De Bernardi but the Undersecretary of Aviation Soong-Mei-Ling, wife of Gen. Ch'ang Kai-Shek, showed little interest in the aircraft. While six of them No 901-906 (MM3567-MM3572) were sold to China  only one was delivered. Sole aircraft was flown by 10th squadron.

 

Negotiations with the Peruvian government for purchase of 12 aircraft were more successful and Peru bought 12 aircraft in hydo transport configuration.

 

Caproni Ca.111 in the Reggia Aeronautica

 

The first Ca.111 received by Reggia Aeronautica (RA – Royal Air Force) were configured as hydroplanes i.e. Ca.111Idro. Upon their assignment, the 146a and 183a squadriglia (146th and 183rd squadrons) of the 85o Gruppo (85th group), based in Cagliari Elmas, became long range maritime reconnaissance units. 146a had 6 Ca.111 on 1 January 1935 and the same number was received by 183a on 21 March 1935. On 8 June, the unit was inspected by Benito Mussolini accompanied by the Chief of Staff Reggia Aeronautica Giuseppe Valle.

 

On August 26, 4 Ca. 111 R.C. hydro participated successfully in an exercise on the island Maddalena. The presence of Ca.111 in this units was short since the first Cant Z.501 was received on February 6, 1936. Z.501 had far superior sea handling and autonomy. The use of Ca.111 continued with the 142a squadriglia based in Taranto and was part of the Northern Ionian and Lower Adriatic Maritime Military Command (Comando Militare Marittimo Alto Ionio e Basso Adriatico). The aircraft were not scrapped but converted for land use. Over 100 machines were rebuilt between 1934 and 1936. 25 remained Idro versions

 

Edited April 24, 2020 by TISO

[TISO]

Quote

Ca.111 in the campaign to conquer Ethiopia

 

In anticipation of the campaign against Ethiopia, the RA ordered three lots of Ca.111 R.C. for a total of 98 examples that were delivered between July 1935 and July 1936.

 

The first 5 Ca.111 were embarked in Naples on the transport ship "Miraglia" on August 22, 1935, followed by another 4 on the "Ircania" on August 28, 41 on the "Bainsizza" and "Aussa" between November and December, 5 on the "Miraglia" on 19 February 1936, 7 on "Ircania" on 24 March, 4 in April, 11 in May, the last 2 on "S. Pietro" on 10 August 1936.

 

Of the 79 Ca.111 sent, at the outbreak of hostilities on 3 October 1935 there were only 9 with the 27o Gruppo BT (17a and 18a squadriglia) based in Eritrea. Then they will also arm the 28o Gruppo BT (10a squadriglia and 19a squadriglia) and the 31o Gruppo BT (65a squadriglia and 66a squadriglia).

 

Employment of Ca.111 equipped with Santoni photoplanimetric cameras was of fundamental importance for production of maps of the theatre of operations about which there are only partial and brief descriptions, mostly collected by explorers, and was by that time not systematically surveyed.

 

From February 1, 1935 to June 30, 1936, 280 flight hours (of which 130 in the first quarter of 1936 alone) were completed for these surveys. In an agitated or unstable atmosphere, the work was difficult requiring the maintenance of the same level of flight for a long time.

 

From mid-December 1935 Ca.111s also began with offensive scouting missions. That is long patrols armed with bombs to intervene immediately as soon as, the enemy presence is noted. This prevented giving sufficient time to the enemy to hide in areas of vegetation or rough terrain as would be in case of reconnaissance followed by the request for intervention by the bombing. The bomb load obviously limited the flight autonomy but the use technique had great psychological and operational effectiveness.

 

Losses of Ca.111 were quite light. On January 20 1936 a plane, with the subten.pil. Danilo Barbieri, serg. pil. Third Bilotti and the airman mechanic Ugo Bassi was set on fire by the anti-aircraft artillery over Abbi Addi.

 

On March 3, a Ca.111 took off from Gura, as part of the battle of the Scirè, after bombing the Addi Rassi ford had a rapid increase in engine temperature, followed by fire. Above the Axum airport, three occupants of the plane had time to jump while the attempt by the ten. col.  Ivo Oliveti was too late.

 

The Ca.111 provided a decisive contribution to the expedition to occupy the Aussa region after crossing the Danakil, a territory devoid of vegetation and water resources with temperatures in the order of 60/65 °C. The camel troops, given the topographic difficulty of the route, had minimal water and food supplies since it was agreed that the daily supplies would only be provided by aviation. After the departure from the coastal towns of Assab and Beilul, on the Red Sea, the column formed at the end of January 1936 in Oddobò, 100 km to the southwest. During a month's stay, it was equipped with the materials unloaded on the nearby Aculle airport. The aircraft also carried out systematic explorations up to the target of the Sardò column, 130 km away. In addition to controlling any enemy initiatives, this was done to establish the best direction of travel in the uneven desert area with temperatures that made even the smallest physical activity unbearable. On March 8, the column left Oddobò towards the target. Along the way, small airstrips were gradually prepared to allow continuous air support: in fact, 97 landings as well as 163 airdrops were made. Since the preservation of meat slaughtered was impossible due to temperature, the planes also delivedred live animals (65 goats and 2 calves) for the troops to be killed on the spot and immediately cooked. Finally on 11 March the column reached Sardò: in just 4 days the Air Force carried out 576 flight hours in favour of the expedition carrying over 63,000 kg of supplies and 265 military reinforcements. Sardò airport also allowed to maintain presence in the sector and to threaten the nearby Dessiè and the Addis Ababa-Djibouti railway line. At the beginning of April 1936 the Ca.111 validly participated in the aerial action that decided the fate of battle around Lake Ascianghi. After the enemy route, 1st Army Corps, with 18,000 men, left Alomatà on April 9 and reached Dessiè, 200 km away further south on April 15th. Here within a week, it was supplied exclusively by air with 170,000 kg of food. The final action to conquer Addis Ababa started from this location. Also on this occasion the contribution of Ca.111 complemented that of Ca.133 and SM.81.

 

Between 20 and 23 April, the RA preventively evacuated a concentration of about 8,000 men. On April 25 both aerial and photogrammetric surveys for the immediate compilation of topographic maps in scale 1 / 50.000. While on April 30 containers with 600 litres of water were airdropped. 600 kg of food and 100 liters of wine followed on 2 May, 200 kg of food on 5 May. At 4pm on the same day Pietro Badoglio entered Addis Ababa.

 

On 2 May a Ca. 111 of the Somalia-based aviation, piloted by Maj. Antonio Locatelli, had made the first connection between the Somali and the Eritrean front by flying over the sector of Giggiga, the Addis Ababa-Djibouti railway, the Aussa and landing in Assab.

 

The Ca.111 also operated intensively on the Somali-Ethiopian south front. Particularly in February 1936 a difficult tactical situation arose as Italian action in the Ogaden led to the removal of the units in south-west direction. The gen. Rodolfo Graziani thus appealed to aviation to prevent the enemy from exploiting the favourable moment. 70 successful bombing actions were conducted against locations where the enemy was massing its forces for the attack.

 

The conquest of the Ethiopian capital did not mark the end of operations in the vast Ethiopian territory. In June and July 1936 RA aircraft had to intervene often to help blocked auto columns and attached trains.

 

Between 28 and 30 July, the RA actively participated in crushing of the enemy attempt to recapture the capital, nor did the similar enemy actions on 1 and 2 September 1936 have better success.

 

This second part of the year was characterized by some airborne missions in areas not yet under control of Italians where main protagonists were Ca.133 and Ca.111. Missions, that once again reveal good general qualities and great operational elasticity of Ca.133 and Ca.111.

In January 1937 Ca.111 planes start the bi-weekly postal service on route Gondar/Asmara while the MM. 35133, in terrestrial version, registered in August 1937 as I-ALMA was approved and used in Assab and Asmara for aerial work by firm Ceratto.

 

February 19, 1937, attack on the Viceroy, Rodolfo Graziani in Addis Ababa, resulted in fears of a new enemy action against the capital Surroundings of the capital are immediately placed under the control of air reconnaissance.

 

Meanwhile, the further actions against enemy forces were carried out. About 100 km to the north-east of the capital, in the Dennebà area, 4,000 enemy men were deployed in a natural stronghold called «trincerone» over 3,000 meters above sea level. Between May 26 and June 2 it was hammered by 77 planes with 32 tons of bombs. On the morning of June 3 it was attacked by 13 Ca.133, 4 Ca.111, and 7 Ro. 37 before Italian troops attacked and conquered the position. The crew of a Ca.111 that was forced to land due to damage by anti-aircraft artillery was slaughtered.

 

In East Africa Ca. 111 R.C. revealed to have excellent autonomy. The Isotta-Fraschini Asso 750 engine, equipped with a compressor, had problems functioning due to overheating in hot climate and was vulnerable to anti-aircraft fire due to its liquid engine cooling system. This is one of the reasons Ca.111was not sent to Spain. Crews preferred the less capable but safer Ca.133 with its three very simple air-cooled Piaggio P. VII engines which offered more safety due to three-engine configuration.

 

 

[TISO]

Quote

Ca.111 on the eve of the war

 

As of May 31, 1940, after the operational use ended in the 8a squadriglia of the 25o Gruppo there were still 17 Ca.111 in East Africa, stored in a warehouse.

 

In Italy the plane is at the Observation units, flight schools, and special units such as the Military Geographical Institute. On June 1, 1940, Ca.111 I-ARSA (MM. 10644) and I-NERA formed the Aerial Photography Service of the Ala Littoria in Venice Lido.

 

While Ca.111 also served, as support aircraft in fighter units (Caccia Terrestere) the Ca.133 was preferred.

 

As of October 31, 1939, there were 42 Ca. 111 in the metropolitan territories which in the following spring rose to 66 due to the return to Italy of some specimens already lined up in A.O.I.

 

As of May 31, 1940 the were 10 Ca.111 with 19° Stormo O.A. (reconnaissance), 2 with 20° Stormo O.A., 1 with 66° Gruppo O.A., 6 with 51° Stormo Caccia Terrestere (CT- fighter) 6 with 52° Stormo Caccia Terrestere

On June 10, 1940 the 19° Stormo O.A. had 16 Ca. 111 R.C. and the 71o Gruppo O.A. had 8.

 

Ca.111 during World War II

 

In secondary sectors, for logistical and service tasks, the old Ca.111 operated for the entire war.

At the beginning of April 1941, a Ca.111 of the Albania Air Force Command had an accident at Sofia airport during a transport mission to Bulgaria There it was reached by a Ca.133 that brought spare parts and returned with the 3 injured from the accident.

 

In April 1941, Ca.111 MM.10617 was assigned to the 124a squadriglia O.A., in Cagliari Elmas, and was used for atmospheric surveys. In July Ca.111 MM.10603 also arrived into that unit and both planes were equipped with oxygen raspirators for high altitude flight.

 

In January 1942, 9 Ca.111 were at Cerveteri in the Terrestrial Air Observation School, 1 in Albania employed by the local Air Force Command and 1 in the Aegean.

 

On March 1, 1942, the aero photographic Section of the General Staff was set up at Rome Centocelle airport to carry out special geographic and cartographic surveying flights. Unit was in charge of 2 CANT Z.1007bis (MM.24273-24287), 2 BR.20, 1 Ca.133 and 4 Ca.111 which already belonged to the Military Geographical Institute. The staff included 11 pilots and 7 specialists.

On March 20, 1942, the Ca. 111 MM.11141 started from Udine and carried out photographic surveys on the area of Croatian Korenica. A similar mission was carried out on March 25th. The aircraft was then based at Mostar while the other three Ca.111 of the Autonomous Aerial Photography Squadron were stationed at Naples Capodichino, Rome Centocelle, Milan Taliedo at the end of May 1942.

On June 6 and 7, 1942, a Ca.111 carried out surveys around Mostar. On June 13, in flight at 3,400 meters above sea level on the island of Lagosta, the plane suffered a decrease in engine revs and irregular bursts but managed to return to Mostar. The engine was replaced but the new unit also had carburetion problems. In mid-August the aircraft goes to Zara (Zadar) to take over reconnaissance of the coastal islands. On November 3, 1942, the Ca.111 posted to Mostar returned to Rome Centocelle, after having accomplished 35 missions and 8 transfer flights by sea. It was flown by magg.pil. Coliva, serg.magg.pil. Neri, serg.magg.mot. Vito Curci, ten.col.oss. (army) Italo Gaspari

 

Ca.111 as important logistical support on the Albanian and Yugoslav front

 

Other Ca.111 were experiencing intense operational use in Yugoslavia. In the winter of 1941/42 many of Italian units were isolated due to bad weather and under the pressure by partisan forces. The use of the SM.81 and SM.82 for resupplying by air was unsatisfactory, due to the difficulties of flying at low altitude in the narrow mountain gorges and to the excessive scattering of the airdropped supplies which often fell into enemy hands. RA therefore had to resort to use of Ro.37 and Ca.311 of the Air Observation units which were much more manageable than larger three-engined aircraft but with negligible transport capacity. In february 1942 9 transport planes were alocated for trasport and ressuply of garrisons. 2 SM.82 (603.sq of 148. Gruppo Transporti one carried markings of 606.sq but was probably tranferred to 603.sq as that unit was rearmed with Fiat G-12 at the time) and 3 Ca.111 (116.sq) were sent to Gorica and 4 Ca.111 were sent to Mostar (36.sq). Cap. Filippo Greco of the 36a squadriglia Autonoma O.A. (36th autonomous reconnaissance squadron), fresh from the brilliant use of Ca. 111 in East Africa, managed to obtain 4 Ca.111hydro converted into land version, coming from the School of Cerveteri. Although the Ca.111’s were not entirely appreciated by the 18 pilots of the unit due to the modest reliability of the engine and technical state of the planes, in a few months the units Ca.111’s performed about 480 missions of vital importance for Italian ground troops, a third of which were carried out by the cap. Greco himself.

The Ca.111 took off overloaded with supplies and often landed on modest strips of 200/300 meters set up at Italian positions. The return flights were used to evacuate the injured and the frostbitten. In case of one of Italian columns surrounded during a counter-offensive attempt, Greco evacuated 59 wounded. Between 18 and 20 May 1942 the garrison of Gacko is supplied with 3,640 kg of material and weapons, mail and 31 wounded were evacuated

.

To gain more transportable weight, the pilots often flew without an engineer on board, with an injured person sitting in his place. On several occasions the planes were hit by the enemy's automatic weapons.

Reconnaissance and leaflet missions were also carried out.

 

In July, the 121a squadriglia O.A. of the Aero­raggruppamento di Zara (Zadar Air Group) received a Ca. 111.

On October 31, this plane launched 11 containers with medicines at the Bos-Grahovo garrison and on November 12 carried out a reconnaissance of the Mosec area by launching 10,000 leaflets. At the beginning of February 1943, two Ca.111 were still on strength of 120a squadriglia (5o Gruppo O.A.) in Mostar, after the 36a squadriglia returned to Lucca.

In the same month, 4 Ca.111 were at the Aerial Observation School of Cerveteri and 3 at the Paratrooper School of Tarquinia.

 

 

 

Ca.111 situation in the last war period and after the Armistice

 

As of July 31, 1943, the RA still had 51 Ca. 111, mostly in storage.

After the armistice, a couple of Ca.111 served with the co-belligerent Air Force on liaison tasks for Raggruppamenti Caccia Bombardamento Trasporto at Lecce Galatina (Fighter Bomber Transport Groupings).

The aircraft left in areas controlled by the Germans were instead sent to demolition for the recovery of even the smallest quantities of raw materials.

 

 

Ca.111 in Peru

 

An order for 12 transport hydroplanes was completed in 1934. 12 Ca.111Idro arrived in South America decorated in red and white stripes (the colours of the national flag of Peru), delivering a lot of pleasure to the customer. Without thinking twice, the Peruvians transported planes to Anchon, where they were converted from transporters into bombers. Most of the changes concerned the installation of a wheeled chassis and military equipment. The Peruvians gave these bombers their own name "Pancho" - the fact is that the emblem of the bomber squadron was the Pancho elephant from the zoo in Lima, proudly sitting on the bomb, hence the unusual name.

 

Soon, however, it turned out that the Ca.111 “bomber” would come out rather mediocre and the aircraft were again adapted to carry out tasks for the transportation of various cargo and passengers. By 1935 Peruvians had begun to consider replacing them. In 1936, Peru ordered Caproni Ca.135 bombers—which entered Peruvian Air Force service in 1937—as replacements for its Ca.111s. However, Peru never procured enough Ca.135s to replace its Ca.111s. Ca.111s served in Peruvian Air Force heavy bomber squadrons alongside the new Ca.135s until 1940, when all Peruvian Ca.111s were reassigned for use as transport aircraft.

 

Since 1936, these aircraft were operated as part of the Escuadron de Aviacion No. 1 in Chiclayo and it was they who stood at the origins of the airborne troops of Peru. The years of training were not in vain for them. On July 31 1941, during the border conflict with Ecuador, the Ca.111 group successfully delivered paratroopers who captured Port Bolivar performing first combat paratrooper jump in Americas. By 1943, the remaining aircraft were transferred to Las Palmas, where they ended their career.

 

Edited June 17, 2023 by TISO

[Britman]

You need to go and write a book.

 

Keith

[TISO]

17 hours ago, Britman said:

You need to go and write a book.

 

Keith

My skechy use of Google translate and my "not the best of" knowlege of english is not a good reccomendation for book writing. 😛 

Hope someone can use the text. There are same few sentances in every online article which is rather dissapointing when searching for info on this rather interesting plane.  I prepared it when i bought BroPlan kit that now languishes in my stash. i just love research.

As said not my original text so feel free to preach the Ca.111 gospel far and wide 🤪

Edited April 21, 2020 by TISO

[TISO]

Detailed drawings from manuals and parts catalogues can be found on excellent Club Modellismo Plastico Ravenna site

 

Ca.111C:

http://www.cmpr.it/MN - Manuale Ca.111 C - FC/man.Ca.111 C.htm

 

Ca.111Bis:

http://www.cmpr.it/MN - Manuale Ca. 111 Bis -FC/man.Ca.111 Bis.htm

 

Ca.111 Idrovolante:

http://www.cmpr.it/MN - Manuale Caproni Ca.111 idro -FC/man.Ca,111 idro.htm

[TISO]

KHM If anyone has any photos of this type in Albanian, Greek and Yugoslav theatres of operation they would be appreciated as i'm searching for info on camouflage and markings. 

All i found are pic's in Ethiopia.

[JWM]

Very nice thread, thanks for posting it.

Maybe I ovelooked it, but  have you quoted also use of this type in China?

http://www.ww2incolor.com/chinese-forces/CA111-CHINA-SANDIEGOMUSEUM.html

Regards

J-W

 

[JWM]

I have Italian monograph of Caproni high wing monaplanes series (models: 97, 101,102,105,111,127,131,133,142 146,147,148) entitled "I monoplani Caproni degli anni trenta", G.Apostolo (Ed.), published by  AISA, Milano.

There is said, that after came of Italy into WWII sveral Ca 111 were still in use in RA "...flown in ancillary duties with various operational first linie units of the RA on the different battlefield from homeland to Northern and East Africa, Russia and Balkans." It is also said that still some were used against Yugoslav partisan until 1943 and last were withdrawnin 195. There is a photo of one machine with markings apparently from WW2 times (white cross on fin/rudder) but no squadron numbers on fuselage.

Regarding Chineese machines they were six of them No 901-906 (MM3567-MM3572) sold to China but only single was delivered...

Regards

J-W

 

 

[TISO]

RE Chinese use i found this which is in the text:

Quote

An example of this type (n.c. 3567) was proposed to the Government of the Republic of China. Sent by sea, the plane was demonstrated in flight by De Bernardi but the Undersecretary of Aviation Soong-Mei-Ling, wife of Gen. Ch'ang Kai-Shek, showed no interest in the aircraft. Sole aircraft was however bought and flown by 10th squadron.

I considered it authoritative and there is a photo of plane with chinese crew posing in front of it with text talking about 6 planes but from what i gathered there was only one demonstration plane that was given over to chinese.

 

 

text to the photo:

Chinese air crews standing in front on of six recce/bomber Caproni Ca.111s of Chinese Air Force’s 10th Squadron purchased in Italy by Chinese government at the half of Thirties together other military equipment

 

Edited April 24, 2020 by TISO

[TISO]

RE Italian use in Yugoslavia, the book Italijanska aviacija u Jugoslaviji 1941-1943 by Vojislav V. Mikić (published by Military historical institute of Jugoslav military printed by TARGET Belgrade in 1000 examples) only passingly mentiones Ca.111. Book is rather good as it goes by 1/4's of the year with nice tables of how many planes were in which units based where and what combat sorties were flown where and their effect. A serious historical work.

Interestingly book deals with combat use and doesn't deal with logistical flights which is IMHO a rather bad omission.

Table for state of aircraft in 2nd Army for 27.february 1942 lists 4 Ca.111 in 36a sq. autonoma O.A. (5. Gruppo) in Mostar and 3 Ca.111 as 116.squadriglia (71. Gruppo) on Gorica (Gorizia) airfield. It states that in february 1942 9 transport planes were alocated for trasport and ressuply of garrisons. 2 SM.82 (operated idependantly) and 3 Ca.111 (116.sq) were sent to Gorica and 4 Ca.111 were sent to Mostar (36.sq). It also states that technical state of Ca.111 was bad and that brought difficultiles in their employemnt and that soon 2 SM.81T were sent to Mostar to help them.

 

Photos of camouflaged Ca.111 are almost as rare as hens teeth.

 

EDIT:

as for 2 SM-82 based in Gorizia  pic of both planes in mach 1942 can be found here

 http://www.asso4stormo.it/arc_05/ArchiviVari_1/Bulfon/Bul.htm

 

 

Edited April 24, 2020 by TISO

[TISO]

OK JWM i updated Chinese use with your info.

 

Here are more details on Peruvian use

Article about peruvian paras with a rather good selection of pic's

http://www.arribasiemprearriba.com/Articulos/ParacaidismoEnElPeru.htm

[JWM]

 

 

12 hours ago, TISO said:

Photos of camouflaged Ca.111 are almost as rare as hens teeth.

 

The one in the Italian monography is in camo, I think it rather looks like dk green/l.grey

 

[TISO]

I managed to find a couple one in which aircrews celebrate greek capitulation and one from Albania marked as squadron hack of a fighter unit both in very dark mottled upper surfaces and one with US stars on fuselage after being captured in Brindisi

Edited April 24, 2020 by TISO

[JWM]

Two photos of Ca11 I have from Net

1. 905 as the one delivered to China , in background, behind Savoia 72. I have photos of 903 and 906, but here  the presence of two Northrops Gamma 2e in deeper background suggest the China as the place where photo was done. 

 

2. The mottled camo WWII italian one

I am going to do my Ca 111 from Abisynia, anyway...

Cheers

J-W

 

[TISO]

More on Peruvian planes in Spanish

Part 1:

https://alasandinas.wordpress.com/2016/07/20/los-caproni-ca-111-los-elefantes-alados-del-cuerpo-aeronautico-del-peru-parte-1/

 

Part 2:

https://alasandinas.wordpress.com/2016/07/27/los-caproni-ca-111-los-elefantes-alados-del-cuerpo-aeronautico-del-peru-parte-2/

 

Part 3:

https://alasandinas.wordpress.com/2016/08/12/los-caproni-ca-111-los-elefantes-alados-del-cuerpo-aeronautico-del-peru-parte-3/

Edited April 24, 2020 by TISO

[TISO]

One pic of camouflaged Ca.111

entire site is well work a going trough on this page 34 (where this photos are from) are few pic's of italian stukas in Albania 1941 and airfield Mostar at capture (with looks like a remains of Junkers K.30

http://www.televignole.it/foto-storie-guerra-34/

 

general Ugo Cavallero at Tirana airport spring 1941 (Il generale Ugo Cavallero all’aeroporto di Tirana nella primavera 1941)

 

 

caption Festivities on an airfiled due to Greek capitulation spring 1941 (Festeggiamenti in un campo di aviazione per la capitolazione della Grecia nella primavera 1941)

Edited April 25, 2020 by TISO

[TISO]

I slightly updated part on use in Yugoslavia

[Old Man]

Thanks for reviving this!

 

It's an interesting plane. Similar to the 'bomber-transport' class of the RAF that played such a great part in Air Control in India and the Near East.

 

I've got a Fly kit of one somewhere, I never quite got to it, and the Club Modellismo Plastico Ravenna links are a wonder.

 

James

[TISO]

5 hours ago, Old Man said:

Thanks for reviving this!

 

It's an interesting plane. Similar to the 'bomber-transport' class of the RAF that played such a great part in Air Control in India and the Near East.

 

I've got a Fly kit of one somewhere, I never quite got to it, and the Club Modellismo Plastico Ravenna links are a wonder.

 

James

Hi James,

Fly kit is a Ca.101 and needs to be converted. Fuselage needs to be lenghtned and also wingspan needs to be increased.

In 1/72 there is a BroPlan vac formed kit No.MS76 that also has some small parts in injected plastic (prop, wheels, cooler, struts...) that need some work to clean up.

Broplan kits are not cheap but IMHO worth it. They are also not easily obtained as mr. Brozek (owner) doesn't sell beyond the borders of Poland with exception of a few stores.

Broplan is a one man band working his magic in - what i assume is - his garage.

Your best hope is to find one in the stores, ebay or contact a modeller from Poland to buy one and send it to you.

 

https://www.scalemates.com/kits/broplan-ms-76-caproni-ca111--1318106

 

One built by our very own member JWM:

 

one kit built on Stormo Magazine site:

https://www.stormomagazine.com/ModelArticles/Ca111/RichardMendes/Ca111_RM_1a.html

[TISO]

Aviationmegastore has a couple of them on stock:

https://www.aviationmegastore.com/en/modelling/caproni-ca111-broplan-ms76-33841.html

 

Thy are AFAIK the only store that have a lot of Broplan kits on sale.

Edited June 28, 2023 by TISO

[Old Man]

You are right, Tiso. It has been a while since I saw it, it's off in storage and needed digging out.

 

Looks like there's enough at the links you posted above to try a scratch-build if ambitious enough.

 

And they have material on the 101 as well:

 

http://www.cmpr.it/MN - Manuale Ca. 101 bis Coloniale - FC/man. Ca.101 bis Coloniale.htm

[JOCKNEY]

This is an underrepresented aircraft which I really wish someone would make an available injection model of.

 

Are you listening @valom ?