RNoAF Caproni Ca.310 Libeccio

RNoAF Caproni Ca.310 Libeccio

In the picture with skies mounted!

TYPE: Two eigne scout and bomber plane

2× 7.7 mm machineguns,

  • One permanently mounted forward facing in the right wing root

1x 7.7 mm (turnable) swivel in a turret
Bomb load: Max 400 kg bomb load (8x) (The aircraft was equipped with a bomb sight)

Length: 12.22 m.
Wingspan: 16.42 m.
Height: 3.2 m
Empty weight: 2,960 kg
Maximum weight: 4,110 kg
Crew: 3 (pilot, co-pilot and gunner, as well as radio operator/bombardier)
Engines: 2× 460 hp Piaggio P.VII C.16 air-cooled radial engine. The aircraft could be flown with one engine running.
Propeller: Two-bladed metal propeller with adjustable pitch.
Maximum range: 1,649 km
Ascent time: 2000 m in 5 min, 5000 m in 15 min.
Top speed: 365 km/h at 9,845 feet
Cruising speed: 312 km/h at 11,485 feet
Cruising altitude: 22,965 feet
Range: 1200 km

Type: Air-cooled with compressor, 7 cylinders, star-shaped, left-hand drive, 4-stroke, pre-compressed
Cylinder diameter: 22.63 mm
Stroke length: 165 mm
Displacement: 19.337 mm
Valves: overhead poppet valve
Length: 1050 mm
Diameter: 1234 mm
Empty weight: 325 kg
Compressor: Stepless centrifugal compressor with gear change 6 to 1 for 1600 m.
Carburettor: Piaggio Stella T.2/80
Fuel: 87 octane fuel
Ignition: 2 magnets (Marelli MF7), 2 spark plugs per cylinder
Cooling system: Air cooled
Horse power: 430 hp (321 kW) at 2100 rpm.
Reducer: propeller commanded
Intake pressure: 860 Hg
Petrol consumption: 22.7 grams per hp per hour
Oil consumption: 5 l per hour
Maximum speed: 350 km/h at an altitude of 2100 metres
Cruising speed: 312 km/h


  1. Control of all rudders
  2. Control of petrol and oil taps
  3. Checking the windows and driver’s seats
  4. Checking the petrol and oil inventory, open the taps
  5. Air valve for fuel pump in operating position
  6. Hand pump petrol to 2.5 m V.S.
  7. Open the valve between the compressor and pressure cylinder
  8. Charge the pressure bottle to 16-18 kg/cm2
  9. Open tap for snap pump
  10. Set the distribution valve to the engine
  11. Give splashes with the schnapps pump
  12. Switch on the main switch and switch for starting the engine
  13. Started with two magnets
  14. A little gas, open the tap for compressed air
  15. 1-2 sprays with the schnapps pump
  16. Starter magnet on
  17. When the engine is started, shut off the compressed air and snap pump
  18. Valve between engine and compressor closes at 16-18 kg/cm2
  19. Warm-up at 700-800 rpm
  20. At oil temperature 40 degrees Celsius and oil pressure 4kg/cm2 accelerate to full speed
  21. Flaps out to position 3-4
  22. Departure

SERIAL NUMBERS - times in service and fates

When these planes were to be delivered to Norway, they encountered many problems such as breakdowns and engine failure, and several of them were damaged and had to make emergency landings in places such as Denmark and Germany. they were also delayed when one of the pilots became acutely ill and had to undergo surgery.

Aviation history museum Sola has a Caproni Ca 310 with identification number LN-505 under restoration/reconstruction. The plane is the only known example in the world. It was produced in Milan in the late 1930s in 312 copies, exported to several countries, mostly used for reconnaissance and transport.

Capronien could be produced under license in Norway. The aircraft factory at Kjeller had good expertise for this, and a larger production of 10 aircraft was planned. And the planes could be paid for with income from Norwegian cutfish exports to Italy, hence the name “Klippfiskbomberen”.

The wing was fitted with 2 gr. angle of incidence and 4 degrees. V shape. Tail surfaces and stabilizer had 0 gr. angle of incidence. Height, side and balance rudders all had 25 gr. impact in both directions. The flap could be lowered 60 degrees. upon landing. The wings had balance rudders and hydraulically operated flaps. The height and side rudders had Flernett type trim rudders. The wingspan was 16.42 m. The wing area was 37.4 m2.

The engines were of the type Piaggio Stella P.VII C.16, a seven-cylinder air-cooled star engine manufactured in talia by Piaggio & C.S.A in Pontedera. The engines had an output of 430 hp at 2100 rpm. The propellers were 2-bladed in metal with adjustable pitch. Maximum speed was 340 km/h at 2100 m altitude. Minimum speed approx. 97 km/h (54 knots) The plane could stay in the air with one engine running. The plane took 240 m to take off, and about 50 m to land

The wheels were retractable, which was new for this type of aircraft. The wheels had brakes operated with compressed air
The planes were camouflage painted in green, light ocher and silver gray according to the standard Italian color scheme. The cockpit was painted light grey
The cockpit had a double steering wheel and a double set of blind flight instruments. In the nose section, two small seats were placed above the glass nose, for bomb sighting and observation

During the unexpected German attack on Norway on April 9, 1940, the Capronies at Sola were unable to accomplish anything especially. Early in the morning, the bomber wing had been ordered to fly to Kjeller. Around the same time, they also received orders to bomb a German troop transport ship in the Trysfjorden in Søgne.

The three Capronies were on their way up when they were suddenly attacked by six JU 88s and two Messerschmitt 110s with machine guns and bombs. One Capronien (507) was hit and partially destroyed. The second (503), led by lieutenant Niels Steen, suffered damage, got into the air on only one engine, but had to make an emergency landing at Opstad. The third Caproni, our 505, got away, however, and flew with six Fokkers from Bombevingen south towards Kristiansand. The plane was flown by First Lieutenant Halvdan Hansen, who was commander of the Bombing Wing and commander of Sola Air Station. The last Caproni, 501, stood at the workshop.

Caproni was the first of the air force to Trysfjorden, and was able to drop the bombs on the transport ship, but missed. The bombs were also not detonated. There was low cloud cover in the area. A bomb was left behind in the bomb bay of the Caproni, but this was not discovered until much later.

The planes arrived in Kjevik at about 0930 for refuelling. The airport was still in Norwegian hands. German planes were observed near Kristiansand, so after an hour the planes had to quickly move on. Only 20
minutes later, 8 Heinkel He-111s came over the city to attack the Odderøya fortress. the Caproni and Fokker’s flew towards Steinsfjorden, a side arm of Tyrifjorden. The scout wing had evacuated here. At the beginning of April, the fjord was still covered with safe ice so that planes could land here. They arrived at Steinsfjorden at 12.45. In the evening, the planes were ordered on to Brumunddal. There was also good ice here so the planes could land. The next day Lieutenant Hansen wanted to go on to Solvann in Eggedal where a base of operations was to be established. But suddenly three German planes appeared and attacked the Caproni. Lieutenant Hansen and engineer Hagen returned fire with two machine guns, and soon the planes disappeared.
the Caproni was only slightly injured, the damage was repaired and the aircraft was made ready. A Gloster Gladiator had to deliver oil to the Capronien.

Lt. Hansen then flew 505 up to Telemark with 5-6 men and landed at Møsvatn. When, after two days, he was about to take off with the Capronie, he got stuck in the snow, and only got ready after a lot of effort. Four men remained to take part in the fighting around Rjukan (battles around the Heavy water factory)

Capronien remained in Brumunddal until 17 April. The plane was then flown to Vangsmjøsa in Valdres by lieutenant Reidar Biong. Bombevingen had established a base in the village of Øye, west of Vangsmjøsa. Several planes were gathered here. The plane was towed ashore. It was still airworthy, but the crews had problems starting the engines. The white-painted plane was lightly covered with spruce branches and trees. The plane was abandoned, and the crew evacuated with other planes. After a few days, some Heinkel planes appeared, and attacked Capronien with bombs and machine guns. The plane was somewhat damaged, and was left on the beach until Norway capitulated.

The Germans also tried to revive the engines, but had to give up. They were also unable to remove the wedged bomb, and on 20 April set fire to the plane. The bomb still held, was taken out, and finally dropped in Vangsmjøsa. Several times the Germans had therefore tried to get hold of the solitary Capronie, without success. In the end, it was engine problems that stopped the plane.

The plane was burned by the Germans, it have later been restored and put in a museum


DNL (Det Norske Luftfartselskap) LN-DAK


It flew just three months for Det Norske Luftfartselskap, Fred. Olsen & Bergenske A/S (DNL) and operated on the Oslo – Gothenburg – Copenhagen night mail service.

Det Norske Luftfartselskap


Det Norske Luftfartselskap was founded in 1933 and in the first years the company operated a shuttle service to Gressholmen seaplane port led by Bernt Balchen and Terje Rabben. In 1935 the company acquired its first aircraft; a Junkers W 34 that was registered in Norway’s aircraft register on 1 June 1935 received the designation LN-DAB. The aircraft was christened “Ternen” and deployed on a mail route between Oslo and Copenhagen via Gothenburg, and a larger Junkers Ju 52 seaplane with the identification number LN-DAE which was named “Havørn”



Kjeller Airport is an airport located at Kjeller in Lillestrøm municipality (kommune) in Viken

Kjeller was Norway’s first military airport. The first flight from Kjeller took place on 21 September 1912



Stavanger Airport at Sola is the oldest civilian airport in Norway.
In 1933, shipowner Ole Bergesenand Birger Hønningstad took initiative to build an airport in the Stavanger region. This resulted in Norway having its first civilian airport in 1937. King Haakon VII made the official opening which took place with great festivities on 29 May of the same year with the participation of leading European nations.
The size of the airport was from the beginning approx. 600 acres then. with 2 runways of 920m and 850m respectively and width 40m. The runways were among the first in Europe to be built with a concrete surface. Traffic building, hangar and control tower were also built. Costs for the entire plant came to approx. 2 million NOK which was covered by the State and the city of Stavanger, each with 50%. As a curiosity, it can be mentioned that it was held approx. 500 sheep to graze the grass between the runways.

During the 1940-1945 occupation, the Germans made significant expansions of the airport. During the war years, the original lanes were extended to 2,000 and 1,800 meters respectively. An east/west runway of 1,800 m and a runway for aircraft around the square (ring runway) were built. At the time, the airport’s total area covered 5,000 da. A concrete road was built between the seaplane harbor and the airport, 8 new hangars were built and the concrete street Løwenstrasse was built between Sola and Forus.

It was stated that the Germans cost Sola a total of NOK 400 million. during the occupation period, which clearly shows the importance of the airport as a strategically important base for the German air force during the Second World War.

This airport is still in use today hand has museums with a lot of old planes and stuff from the war and before



skins — ImgBB (pictrues)



PICTRUES CAPRONI 310 — ImgBB (Pictrues)



https://www.facebook.com/photo/?fbid=2805322102829228&set=gm.2163689827268064 (lended pictrue)
Caproni Ca. 310 Libeccio - Flyhistorisk Museum Sola
Det Norske Luftfartselskap – Wikipedia
STORMO! Azur 1/72 Caproni-Bergamaschi Ca.310 "Royal Norwegian Air Force" by Luca Bossi
Flyplassens historie - Avinor
Kjeller flyplass – Wikipedia
Norske militærfly - norske militærfly 1912-2013 | ARK Bokhandel (most information are from this book)
https://www.nb.no/nbsok/nb/875faad0ce10f0c555453097003172d5?lang=no (in this book a lot of it history was written)


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