Aeroplani Caproni SA
| Aeroplani Caproni SA
|
|
|---|---|
 |
|
| legal form | Società anonima |
| founding | 1910 |
| resolution | 1950 |
| Reason for dissolution | insolvency |
| Seat |
Milan , Italy
|
| Branch |
Aircraft construction , vehicle construction , shipbuilding , defense industry
|
Aeroplani Caproni was an Italian company mainly active in the aerospace industry. The group founded by Gianni Caproni formed a group of companies active beyond Italy in the 1920s and 1930s with over 20 controlled companies . The parent company filed for bankruptcy in 1950 and was subsequently broken up. Individual parts of the company continued to operate under the Caproni name until 1983.
history
Founding time
The establishment of the company dates back to 1910, when Gianni Caproni was given parts of the La Malpensa farmstead in the municipality of Somma Lombardo by the military corps in Milan in April 1910 . In a makeshift hall he built himself, he set up his workshop there, which had been built in Arco in 1909 . The move had become necessary mainly for practical reasons, as the Arco, surrounded by mountains, was not suitable for test flights. The irredentist attitude of the Caproni family also played a not insignificant role in the decision , since the first machine was not supposed to take off from Austro-Hungarian soil. Gianni was accompanied by his older brother Federico, with whom he founded the Società d'Aviazione Fratelli Caproni (German airline of the Caproni brothers ) in Malpensa . Just a few weeks after the move, the Ca.1 biplane took off on May 27, 1910, the first airplane built by Caproni.
The early days were marked by numerous problems and setbacks, the first of which were of a financial nature. At the beginning of 1911 Caproni had to move to Vizzola Ticino after the military had claimed the La Malpensa location for themselves again. The lack of public response and the reluctance to award contracts by the Italian army , which had long been skeptical of aircraft, ultimately ensured that Caproni had to sell the company to the state in 1913. At that time the workshop in Vizzola Ticino already comprised seven hangars on an area of 1500 m² with 130 employees, in which 15 machines could be built simultaneously.
During these three years, the company changed its name several times by bringing in new partners and donors, so it was called Ing. De Agostini & Caproni Aviazione between February and November 1911 , then Società Caproni & C. and finally Società Ingegneri until mid-September 1912 Caproni e Faccanoni . In addition to building aircraft, Caproni had created a second mainstay with a flight school.
Nevertheless, this early period was also characterized by numerous successes and records achieved by the machines built by Caproni, such as the monoplane Ca.9 , Ca.11 and Ca.12 .
The nationalization in 1913 turned out to be the decisive stepping stone for the further development of the Caproni brand. Gianni Caproni stayed with the company as technical manager. He now received support from the commander of the first air battalion of the Italian army, Giulio Douhet . He appointed him technical director of the Battaglione Aviatori and Caproni practically became the executive arm of Douhet's ideas of aerial warfare, which were based on the use of aircraft as a strategic weapon. In the summer of 1913, the Italian army equipped a first squadron with six machines of the reconnaissance aircraft Ca.18 designed by Caproni . Douhet also commissioned him to develop a bomber from which the first prototype, the Ca.30 , emerged.
Caproni owed his rise to the unauthorized action of Douhet, who with his decision, without the knowledge of his superiors and the government, made Caproni one of the most important Italian aircraft manufacturers of the Italian air force in the early days. The procedure resulted in two committees of inquiry and the transfer of Douhet to the infantry.
First World War
When the First World War broke out , the development of the three-engine bomber Ca.31 , army designation Ca.1, was not yet fully completed. The first flight took place only a few months later in November 1914. For Launched in March 1915 production of the first twelve machines in Vizzola Ticino has been cooperative Società per lo Sviluppo Italia in dell'Aviazione chaired by Senator Carlo Esterle founded, with Gianni Caproni as technical consultant was active. The company enlarged the location in Vizzola Ticino and built another production facility in the Taliedo district of Milan next to the existing airfield. In January 1916 a second order for 150 machines of the more powerful Ca 32 , army designation Ca. 2, a.
Douhet promoted the construction of bombers, but at the same time prevented the development of a fighter aircraft designed in Italy that did not fit into his concept of aerial warfare. With the Ca.20 , Caproni had developed a powerful fighter aircraft, but could not find a buyer for it. The consequence was that Caproni concentrated on the production of bombers and neglected other areas.
As the war progressed, aerial warfare became more and more important. The breakthrough for Caproni came when the aerial bombing was used in a targeted manner against strategically important targets. The heavy bombers from Caproni were designed and continuously developed for such tasks. Accordingly, in the second half of the war in particular, ever larger orders came in, which soon reached four-digit numbers. From 1917 onwards, over 4,000 machines were ordered from the approx. 46, army designation approx. 5 , which were also reproduced under license by other companies.
Due to the flourishing war business, Gianni Caproni was able to take over the Società per lo sviluppo dell'aviazione in Italia in May 1917 and transform it into a corporation , which he himself managed. In November 1917 he founded the Società italiana Caproni, a second company with headquarters in Taliedo.
The license replicas abroad also contributed to the good business. In France , between 1916 and 1918, almost 250 machines of various models were recreated by Robert Esnault-Pelterie, among others by the aircraft manufacturer REP . Another major buyer was the United States Air Force , which ordered 1,050 Ca.5 models produced by Standard Aircraft Corporation , Curtiss, and Fisher Body . A flight school was set up in Foggia for the training of American pilots , at which Fiorello LaGuardia , among others , was trained. Small numbers of machines were also delivered to the Royal Naval Air Service .
At the end of the war, the production of Caproni bombers comprised around 50,000 employees.
1920s and 1930s
After the end of the First World War it was not possible to reorient the Italian aviation industry, which had been built up for military purposes, for civil purposes. The consequence for Caproni was a drastic decline in orders and a capital devaluation of the two companies carried out in 1920 and 1921. At the same time, the crisis caused the development of new models to be delayed. Failed projects such as the large aircraft Ca.60 as well as some aircraft accidents with civilian victims also had a negative impact on the civilian restructuring of the company .
A turning point was reached with the fascist takeover of power in October 1922, as the new rulers increasingly relied on the military use of aviation. As early as January 1923, the fascist government decided to set up an air force that was independent of the other branches of the armed forces . As a result, the demand for military machines rose again and a similar interdependence developed as it had already existed between the military and industry during the First World War. Caproni also benefited from the new situation, as one could rely on experiences and relationships from the past when building up the new armed forces. As early as 1925, the capital could be increased again. In the same year, the company name of the Società per lo sviluppo dell'aviazione in Italia was changed to Aeroplani Caproni with headquarters in Milan.
The year 1929 represented a turning point in the company's history as a result of the division of assets between the two brothers. Federico received the Società italiana Caproni with its location in Vizzola Ticino. The latter was to specialize more in the training of pilots and repairs in the future, so it was renamed Scuola aviazione Caproni . Production and development, on the other hand, were the responsibility of Gianni Caproni in Taliedo.
In the same year, however, the mood deteriorated again, as the new aviation commissioner Italo Balbo tackled the renewal of the aircraft fleet of the air forces and only partially considered the models produced by Caproni. Balbo broke away from the air war strategy represented by Douhet and promoted the decentralization of the aviation industry as well as the introduction of a variety of models in the air force. The result was that Caproni became active on the foreign market and took over numerous companies in Germany. In the course of the 1930s, Caproni became one of the leading companies in Italy when he successively merged numerous companies from different industries into one group of companies. These companies included in particular the aircraft construction sector, but the group also included suppliers and raw material suppliers who were required, for example, for the production of alloys . At the end of the 1930s, under the leadership of Aeroplani Caproni , the group consisted of around 20 companies with 15,000 to 20,000 employees. At that time, the group produced about a quarter of the military machines produced in Italy, as well as a large part of the exports and parts of the on-board weapons .
As a result of the decentralization promoted by fascist politics, the Caproni plants in Predappio and Palermo emerged in the mid-1930s , while the plants in Gardolo and Arco also emerged from the desire to allow the old homeland of Trentino to participate in the economic boom. The geographical proximity to the German market also played a not insignificant role. The fragmentation, however, had a negative impact on corporate policy. The technical areas of the individual companies largely acted in an uncoordinated manner, which in part led to internal competition. Until the outbreak of the Second World War, exports represented an important part of the group's total turnover. Exports were made to South America, China , Sweden , Greece , Austria , Hungary and, from 1938, also to the German Empire . By 1941, sales increased sharply in the most important parts of the company, more than tripling from 538,000 lire to 1,777,000 lire during this time .
Second World War
As in the First World War, the group benefited from the increased war demand after the outbreak of the Second World War . In addition to the Italian air force, they also produced for the German air force , such as the Ca.313 used as a transport aircraft . In addition to airplanes, ammunition, small arms and aircraft guns were important branches of production. During the war, production was only partially utilized due to increasing supply bottlenecks. Allied bomber attacks caused production stoppages as the war continued. The aircraft that came off the production line at Caproni did not achieve the importance in the Second World War that had contributed significantly to the company's fame in the First World War. Only the machines built by the two subsidiaries Caproni Aeronautica Bergamasca , which had emerged from the Cantieri Aeronautici Bergamaschi , and the Officine Meccaniche Reggiane were used on a large scale for military operations.
After the armistice of Cassibile on September 8, 1943, production was subordinated to the German war economy . Until the end of the war, Gianni Caproni made the greatest efforts to keep production under his own control in Italy. Individual production were indeed locally, even partially outsourced underground and completely incorporated into the German defense industry, as in the case of the Caproni works Torbole , where components for the Nazi propaganda as miracle weapons praised Me 163 , Me 262 , V1 and V2 were built , but stayed in the country.
Until the end of the war, acts of sabotage had to be used in the individual companies. The Caproni workers also took part in the general strike in March 1944, which was supported by the Resistance , which practically brought production to a standstill. As a result, Caproni workers were deported to the German Reich by the Germans and placed under the supervision of the SS . The Taliedo work in particular was one of the centers of Italian resistance in Milan, which, even by German reprisals, could never be completely silenced. A total of 66 people were deported to Mauthausen in Taliedo alone , 39 of whom were killed there. The personnel manager of Taliedo, Cesare Cesarini, who was notorious for his fascist attitude and his arbitrariness at the plant, fell victim to an attack by the resistance.
post war period
On April 25, 1945, the Resistenza occupied the factory in Taliedo and created the CLN's own liberation committee . With the help of the Americans, Caproni was able to evade a court martial that threatened to collaborate with the Germans , who viewed him as an ally in the fight against communism . Still, he was charged for his fascist past - he had joined the PNF in 1926 - but evaded trial. As a result, he was only able to take over management of the company again in mid-1946, after all charges against him had been dropped. In the meantime, valuable time had been lost in the necessary restructuring of the company.
However, the reorientation towards the civilian market did not succeed after that either. The production of aircraft came to a standstill in the immediate post-war period because of the conditions imposed by the victorious powers . Instead, attempts were made to gain a foothold in the still weak automobile and motorcycle market, on which there were already heavyweight competitors. Mistakes in company management - the Isotta Monterosa was a luxury-class car for which there was no market two years after the end of the war - as well as increasing business difficulties from 1947 onwards finally led to the gradual collapse.
The last aircraft to leave the production line in Taliedo in 1948 was the 1948 model . It was a two-seater liaison aircraft that could not be bought and of which only a prototype, exhibited today in the Aviation Museum in Trento , was built.
The attempt to save the company by means of foreign loans in 1948 failed, and in January 1949 the Italian government refused to give Caproni any state aid. In 1950, Caproni Aeroplani SA, which in the meantime had merged with Isotta Fraschini and CEMSA in order to become active in vehicle construction, filed for bankruptcy. The sell-off of the group had already begun in 1948 with the takeover of Officine Reggiane by the credit institute Istituto Mobiliare Italiano (IMI) . The Caproni factory in Gardolo near Trento existed until 1955, where the last machine designed by Gianni Caproni, the Trento F.5 , was manufactured in 1952. At the end of the 1960s, the Calif A-21 model series gliders built in Vizzola Ticino experienced another brief heyday. As the last part of the company, Agusta took over the Caproni plant in Vizzola in 1983 .
Corporate structure
| Founding company | |
|
Aeroplani Caproni since 1925 Taliedo founded in 1910 as Società d'Aviazione Fratelli Caproni |
Scuola aviazione Caproni since 1929 Founded in 1917 as Società italiana Caproni Vizzola Ticino |
- Takeovers and foundations between 1929 and 1943
| Surname | place | Overnight / group | Branch |
|---|---|---|---|
| Cantieri Aeronautici Bergamaschi (CAB) | Bergamo | Takeover in 1929 | Aircraft construction |
| Cantieri di Idroaviazione di Montecollino | Lake Iseo | Takeover in 1929 | Aircraft construction |
| Motori Marini G. Carraro | Milan | Takeover in 1929 | Marine engines |
| Fabbrica Automobili Isotta Fraschini | Milan | Takeover in 1930 | Vehicle construction, engines |
| Aeronautica Predappio Nuova | Predappio | Founded in 1935 | Aircraft construction |
| Officine Meccaniche Italiane Reggiane | Reggio Emilia | Takeover in 1935 | Railway, aircraft and engines |
| Avio Industrie Stabiensi Catello Coppola fu Antonio (AVIS) | Castellammare di Stabia | Takeover in 1935 | Aircraft construction |
| Aeronautica Sicula | Palermo | Takeover in 1935 | Aircraft construction |
| Compagnia Nazionale Aeronautica (CNA) | Rome | Takeover in 1935 | Aircraft construction |
| Officine Reatine Lavorazioni Aeronautiche (ORLA) | Rieti | Takeover in 1935 | Aircraft construction |
| ISSA (Industria Specializzata Strumenti Aeronavigazione) | Bergamo | Takeover in 1935 | Flight instruments |
| Aeroplani Caproni-Cantiere Aeronautico di Trento | Gardolo , Arco | Founded in 1937 | Aircraft construction |
| Società Anonima Industrie Meccaniche Aeronautiche Navali (SAIMAN) | Lido di Ostia | Takeover in the late 1930s | Aircraft construction |
| Società Aeronautica Alto Atesina | Bolzano | Takeover in the early 1940s | Aircraft construction |
- Participations between 1929 and 1943
| Surname | place | since |
|---|---|---|
| Segherie Italiane di Milano | Milan | 1929 |
| Officine Meccaniche novels | Rome | 1929 |
| Fabbrica Nazionale d'Armi e Manifattura Italiana d'Armi | Brescia | Mid 1930s |
| CEMSA | Saronno | Mid 1930s |
| Società Anonima Magnesio Italiano | Cagliari | 1935 |
| Compagnia Chimico Mineraria del Sulcis | Sulcis | 1935 |
| Società Italiana Sabbie Industriali di Livorno | Livorno | 1935 |
- Foreign holdings from the 1920s and 1930s
| Surname | place | since |
|---|---|---|
| Curtiss-Caproni | Baltimore , United States | 1929 |
| Samoletna Fabrika Kaproni Bulgarski | Kazanlak , Bulgaria | 1930 |
| Caproni Agency Corporation Ltd. | London , England | Mid 1930s |
| Sociedade Aero-Portuguesa | Portugal | Mid 1930s |
| Fábrjca Nacional de Aviones Caproni Peruana | Las Palmas- Lima , Peru | 1937 |
production
Aircraft construction
The core business of the company was aircraft construction, especially for the military market. The first model of the Ca.1 was built in 1910, the last aircraft manufactured under the name Caproni was the Caproni Vizzola C-22J, a jet aircraft that made its official maiden flight in 1984. Production in the interwar period was characterized by a large number of models and prototypes that were developed but did not go into series production . This also included some models that fell under the term experimental aircraft , such as the Stipa-Caproni developed by Luigi Stipa , the Thermojet Campini-Caproni CC2 designed by Secondo Campini , the triple three-decker Caproni Ca.60 built in 1921 and the largest aircraft at the time in 1929 the world, the Caproni ca.90 . The aircraft built under the name Caproni achieved a total of 72 national and international records. 160 patents have been registered.
The Ca.1 in Malpensa (1910)
About 36 bombers from World War I (1916)
Approx. 60 (1921)
Stipa (1932)
Approx. 313 (1939)
Reggiane Re. 2001 (1940)
Calif A-21 (1970)
Vizzola C-22J (1984)
Shipbuilding
After taking over the two engine manufacturers Isotta Fraschini and Motori Marini Carraro in the early 1930s, Gianni Caproni became specifically interested in this area. At the end of the 1920s, he had already planned projects for small-scale naval weapons , but these were never implemented. Isotta Fraschini supplied the engines for the MAS boats of the Regia Marina during the First World War . After the Società Veneziana Automobili Navali (SVAN) had ceased production in 1932, only the Baglietto company from Varazze remained on the market for small-scale naval weapons . This quasi-monopoly position led to a close collaboration between Gianni Caproni and Vittorio Baglietto . In 1935 he presented the Italian Navy a project for a remote-controlled, armed with torpedoes boat in front, similar to that of the Imperial Navy developed during World War radio control boats . However, like other follow-up projects, the project was rejected. In contrast, the construction of miniature submarines was implemented . If the type CA presented in 1938 had not yet been assessed as satisfactory, which prevented series production from being possible , 12 of the larger and more technically sophisticated type CB were put into operation by September 8, 1943, and then another 14 boats. The types CC , CD and the manned torpedo of the San Bartolomeo type barely exceeded the status of prototypes .
Small submarine CB
Manned torpedo San Bartolomeo (1944)
Automobiles
The production of automobiles had also started as part of the restructuring that took place after the Second World War. In doing so, the past experience in this area at Isotta Fraschini was used. The only model designed, the Monterosa, a luxury car with 8 cylinders and 3400 cm³ displacement, turned out to be a commercial fiasco, as not ten copies could be sold. Even the F.11, designed by Antonio Fessia for CEMSA as a competitor to the Topolino , did not go into series production due to the already existing financial difficulties, despite promising offers. Also of Preston Tucker interested in this model shown proceeded because of its insolvency in the sand.
Isotta Fraschini Tipo 8C Monterosa Boneschi Cabriolet
Cemsa F.11
motorcycles
The production of motorcycles began after the Second World War. After taking over Compagnia Nazionale Aeronautica (CNA) in the mid-1930s, Caproni had the opportunity to enter this market, as CNA had developed a motorcycle with the Rondine . The project was sold to Gilera due to a lack of interest at the time . In 1950 Taliedo began producing motorcycles first for Ducati and then under their own direction. In 1951, the Capriolo , which was manufactured in Arco, was the best-known and most commercially successful model, which was built in several versions until 1956. In Vizzola Ticino, however, the Max 250 was built from 1953 to 1959, which was initially equipped with an engine from NSU and later from FBM from Modena . After Gianni Caproni's death in 1957, production continued under the name Aeromere (abbreviation for Aero Meccanica Regionale ) until 1959.
Capriolo sport
Capriolo Cento50 (1956)
Capriolo 75 Sport Corsa MT (1953)
Trams and trolleybuses
Also after 1945, the production of trolleybuses and trams started in Taliedo and Vizzola Ticino. Among other things, trolleybuses were built for the Swiss local transport company Transports du Val-de-Ruz and trams for the Milan local transport company ATM . For the latter, the 700 series was manufactured in Taliedo from 1946 as a replacement for the tram trains destroyed in the war. In addition, a few 2500 series cars were delivered for the Rome tram .
ATM 700
ATM 2501
ATM 700
literature
- Rosario Abate, Gregory Alegi, Giorgio Apostolo: Aeroplani Caproni. Gianni Caproni ideatore e costruttore di ali italiane. Museo dell'aeronautica Gianni Caproni , Trento 1992.
- Federico Bianchessi: Gianni Caproni. Una storia italiana. Pietro Macchione Editore, Varese 2014, ISBN 978-88-6570-194-2 .
- Giovanni Celoria: Tre anni di aviazione nella brughiera di Somma Lombardo (April 5, 1910 - April 5, 1913). Rod. Tip. Unione Cooperativa, Milan, 1913. Reprint ed. by Romano Turrini, Il Sommolago - Museo dell'Aeronautica G. Caproni - Comune di Arco, Trento 2004.
- Giorgio Danilo Cocconcelli: Tunnel factories. Le officine aeronautiche Caproni e FIAT nell'Alto Garda 1943–1945. Apostolo Giorgo, Milan 2002, ISBN 88-87261-11-3 .
- Giovanni Cornolò, Giuseppe Severi: Tram e tramvie a Milano: 1840–1987. Azienda trasporti municipali, Milan 1987.
- Amilcare Mantegazza: Caproni e l'industria aeronautica italiana 1910–1952. In: Centro sulla storia dell'impresa e dell'innovazione (ed.): Archivi e impresa. Bollettino di informazioni, studi e ricerche N. 9 gennaio-giugno 1994. Mulino, Bologna 1994.
- Achille Rastelli: Caproni e il mare. Progetti e realizzazioni per la guerra navale di un grande gruppo industriale milanese. Museo Aeronautica Gianni e Timina Caproni di Taliero, Milan 1999, ISBN 88-87261-05-9 .
- Romano Turrini: Ganni Caproni per Arco: il bene per il bene. Il Sommolago, Comune di Arco, Arco 2007.
Web links
- Servizio archivistico nazionale - Archivi d'impresa: Caproni, Giovanni Battista (Gianni) (Italian). Retrieved March 26, 2018
- Motorcycles Capriolo (Italian / English) accessed on April 3, 2018
Individual evidence
- ^ Servizio archivistico nazionale - Archivi d'impresa: Caproni, Giovanni Battista (Gianni) (Italian), accessed on March 26, 2018.
- ^ Romano Turrini: Gianni Caproni per Arco: il bene per il bene. Pp. 15-25.
- ↑ Rosario Abate, Gregory Alegi, Giorgio Apostolo: Aeroplani Caproni. Gianni Caproni ideatore e costruttore di ali italiane. Pp. 7-8.
- ↑ Giovanni Celoria: Tre anni di aviazione nella brughiera di Somma Lombardo: April 5, 1910 - April 5, 1913, pp. 141–150.
- ↑ Rosario Abate, Gregory Alegi, Giorgio Apostolo: Aeroplani Caproni. Gianni Caproni ideatore e costruttore di ali italiane. P. 17 and 20
- ↑ Giovanni Celoria: Tre anni di aviazione nella brughiera di Somma Lombardo: April 5, 1910 - April 5, 1913, pp. 20-29.
- ↑ Caproni from 1913 to 1918 (Italian) accessed on March 26, 2018.
- ↑ Federico Bianchessi: Gianni Caproni. Una storia italiana. Pp. 45-46.
- ↑ Rosario Abate, Gregory Alegi, Giorgio Apostolo: Aeroplani Caproni. Gianni Caproni ideatore e costruttore di ali italiane. P. 36.
- ^ Romano Turrini: Ganni Caproni per Arco: il bene per il bene. P. 39.
- ↑ a b c Mario Barsali: Giovanni Battista Caproni . In: Dizionario Biografico degli Italiani . tape 19 , 1979 (Italian, treccani.it [accessed April 7, 2018]).
- ↑ Federico Bianchessi: Gianni Caproni. Una storia italiana. P. 49.
- ↑ Rosario Abate, Gregory Alegi, Giorgio Apostolo: Aeroplani Caproni. Gianni Caproni ideatore e costruttore di ali italiane. Pp. 53-76.
- ^ Romano Turrini: Ganni Caproni per Arco: il bene per il bene. P. 43.
- ↑ Rosario Abate, Gregory Alegi, Giorgio Apostolo: Aeroplani Caproni. Gianni Caproni ideatore e costruttore di ali italiane. Pp. 91-92.
- ↑ Amilcare Mantegazza: Caproni e l'industria aeronautica italiana 1910–1952 p. 23.
- ^ Romano Turrini: Ganni Caproni per Arco: il bene per il bene. P. 61.
- ↑ Amilcare Mantegazza: Caproni e l'industria aeronautica italiana 1910–1952 pp. 16–20.
- ↑ Amilcare Mantegazza: Caproni e l'industria aeronautica italiana 1910–1952 pp. 23–41.
- ↑ Giorgio Danilo Cocconcelli: factories tunnel. Le officine aeronautiche Caproni e FIAT nell'Alto Garda 1943–1945. Pp. 202-242.
- ↑ Federico Bianchessi: Gianni Caproni. Una storia italiana. Pp. 226-229.
- ↑ Federico Bianchessi: Gianni Caproni. Una storia italiana. Pp. 222-223.
- ^ The liquidation of the group of companies (Italian) accessed on April 4, 2018.
- ↑ Federico Bianchessi: Gianni Caproni. Una storia italiana. Pp. 243-249.
- ↑ Amilcare Mantegazza: Caproni e l'industria aeronautica italiana 1910–1952 pp. 43–44.
- ↑ Rosario Abate, Gregory Alegi, Giorgio Apostolo: Aeroplani Caproni. Gianni Caproni ideatore e costruttore di ali italiane. Pp. 218-221.
- ↑ Caproni Group (Italian) accessed on March 29, 2018.
- ↑ Caproni Group (Italian) accessed on March 29, 2018.
- ↑ Rosario Abate, Gregory Alegi, Giorgio Apostolo: Aeroplani Caproni. Gianni Caproni ideatore e costruttore di ali italiane. P. 198.
- ↑ Rosario Abate, Gregory Alegi, Giorgio Apostolo: Aeroplani Caproni. Gianni Caproni ideatore e costruttore di ali italiane. Pp. 140, 198.
- ↑ Federico Bianchessi: Gianni Caproni. Una storia italiana p. 15
- ^ Achille Rastelli: Caproni e il mare. Progetti e realizzazioni per la guerra navale di un grande gruppo industriale milanese. Pp. 19-99.
- ↑ Federico Bianchessi: Gianni Caproni. Una storia italiana. Pp. 244-246.
- ↑ Federico Bianchessi: Gianni Caproni. Una storia italiana. Pp. 246-247.
- ↑ History Aeromere (Italian / English) accessed on April 3, 2018.
- ^ Tram di Milano (Italian) accessed on March 30, 2018.
- ↑ Giovanni Cornolò, Giuseppe Severi: Tram e tramvie a Milano: 1840-1987 S. 111-116.