The slightly less well known

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Caproni Ca.90

The Caproni Ca.90 was a prototype Italian heavy bomber designed and built by Caproni.

The Ca.90 was a six-engined inverted sesquiplane designed as a heavy bomber and first flew in 1929, at the time it was the largest aircraft in the world.
It had two tandem pairs of 1,000 hp  Isotta-Fraschini Asso 1000 W-18 inline piston engines mounted above the lower wing, each pair driving a four-bladed pusher and a two-bladed tractor propeller. Another pair of engines was mounted above the fuselage.Only one Ca.90 was built.the Caproni Ca.90 remained the largest landplane until the arrival of the Tupolev ANT-20 in 1934.

It`s lower wingspan was 152 ft 11 in and upper was 114 ft 6 in, and the fuselage was almost 90ft long.
The aircraft had 12 machine guns for defense, and could carry a 18,000lb bomb load, max speed was 127 mph with a cruise of around 115 mph.

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Caproni Ca.97

The Caproni Ca.97 was a civil utility aircraft produced in Italy in the late 1920s and early 1930s.

It was originally designed, as high-wing braced trimotor monoplane of conventional configuration with one engine mounted on the nose, and two carried on strut-mounted nacelles at the fuselage sides. Examples were also produced with only the nose mounted engine.The typical single engine was an Alfa Romeo Jupiter VIII Ri 9-cyl air-cooled radial piston engine,of 500 hp.

Some aircraft were used by airlines in small numbers.Military versions were used by the Regia Aeronautica in colonial policing roles.Thirteen aircraft in all were completed.
The aircraft first flew in 1927,it was flown by a single pilot,military versions had a crew of 4 or five,these were armed with two 0.30 in machine guns.

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Caproni Ca.101

The Caproni Ca.101 was a three-engine Italian airliner which later saw military use as a transport and bomber.

The aircraft was planned as a civil airliner, it was soon converted to the bomber/transport role. The aircraft was a typical 1920s design. It had three engines, one in the nose and one under each wing, high wings and a fixed undercarriage.The fuselage was of quadrangular cross-section, was made of steel tubes covered with fabric, as were the wings and tail. The floor was made of wood.
A variety of engines were used, sometimes with a composite layout: The Piaggio P.VII (370 hp), the Alfa Romeo Jupiter (420 hp), and other models of (240 hp) and (270 hp).
Exports of the Ca.101 were made to Australia, China and Paraguay. Hungary bought 20 aircraft for use as air mail aircraft.

The Ca.101bis, designed for use in Italy's colonies, was slightly larger and heavier than the original model.It was fitted with an Alfa Romeo Jupiter in the nose, and an Armstrong Siddeley Lynx under each wing, giving it over 800 hp in total. The ceiling was improved to 18,045 ft, but the greater drag and weight reduced the maximum speed to 127 mph, and the endurance to only six hours.

The Regia Aeronautica ordered 72 Ca.101 and 34 Ca.102.
Though the Ca.102 was more advanced, only the Ca.101 served in the Second Italo-Abyssinian War. It was vulnerable to small arms fire, the aircraft proved generally effective. Several were also used as airliners, flying from Italy to Africa.

In 1939, the Regia Aeronautica retired their Ca.101's. The Ca.102's were apparently retired before that, possibly because the twin-engine layout gave less overall reliability.

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Caproni Ca.113

The Caproni Ca.113 was an advanced training biplane produced in Italy and Bulgaria in the early 1930s.

It was a development of the Ca.100, it was a more powerful and robust aircraft capable of aerobatics. It was a conventional design with two cockpits in tandem, single-bay staggered wings of equal span, and mainwheels covered by large spats.It was powered by Piaggio Stella P.VII C.35, of 370 hp which gave the aircraft a max speed of 155 mph.

The Ca.113's abilities were demonstrated by winning the aerobatic trophy at the 1931 Cleveland Air Races, and its use in setting a number of aerial records, including a world altitude record of 14,433 m (47,352 ft) set by Renato Donati on 11 April 1934.
Other records included a women's world altitude record of 12,010 m (39,400 ft) set by Contessa Carina Negrone in 1935. Also world endurance records for inverted flight set by Tito Falconi at the US 1933 National Air Races, who flew inverted from Los Angeles to San Diego and after the race meet, and made an inverted flight from St. Louis to Chicago.

The Ca.113 was also produced by the subsidiary that Caproni established in Kazanlak, Bulgaria,where it was known as the Chuchuliga ("Skylark") and was produced in a number of versions designated KB-2, KB-3, KB-4 and KB-5 in 1938-1939, some of which were armed. 107 of these aircraft were produced, most going to the Bulgarian Royal Air Force, where they saw service until 1944.

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Caproni Ca.114

The Caproni Ca.114 was a fighter biplane produced in Italy in the early 1930s.

Caproni designed the Ca.114 in 1933 to compete against other designs to provide the Regia Aeronautica, with a new single-seat fighter. Its airframe was based on the Caproni Ca.113 trainer, it was a single-bay biplane with staggered wings of equal span. The fuselage was made of steel tubing covered by detachable metal panels on the forward part of the aircraft, and fabric on the rear, the two-spar wooden wings were also fabric-covered. The Bristol Mercury IV radial engine was geared, supercharged, rated at 530 hp, and drove an adjustable-pitch three-bladed propeller. Armament consisted of two fixed forward-firing 7.7-millimeter machine guns.

After official flight trials, the Regia Aeronautica rejected the Ca.114 in favour of the Fiat CR.32. But, Caproni found a buyer in the Peruvian Aviation Corps, which ordered 12 examples in April 1934. These aircraft were delivered in batches, the first in late November 1934, and the second in January 1935.
The heavy exhaust collector ring was removed and replaced by individual exhaust stacks, which improved the aircraft max speed.After the war the Ca.114s were withdrawn from the front line and four aircraft employed in training duties until late 1944 when they were grounded and, shortly after, scrapped. Around 36 aircraft had been built in total.

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Caproni Ca.164

The Caproni Ca.164 was a training biplane produced in Italy shortly prior to World War II. The prototype was designated the Ca.163, built by Caproni Taliedo and first flown on 17 November 1938.

It was intended as a follow-on to the Ca.100 and shared that aircraft's layout with a slightly smaller upper wing.The prototype was designated the Ca.163, first flew on 17 November 1938.
Flight tests revealed poor handling characteristics, which made it completely unsuitable for its intended role. Despite this, the Regia Aeronautica acquired some 280 examples of the Ca.164 to use in liaison roles within bomber units. Some of these were pressed into use for tactical reconnaissance during the Croatian campaign. The Armée de l'Air also purchased 100 aircraft.

No examples of the Ca.164 survive, but the prototype Ca.163 is on display at the Gianni Caproni Museum of Aeronautics, Trento Airport, Italy.

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Caproni A.P.1

The Caproni Bergamaschi AP.1 was an Italian monoplane attack aircraft.

It was developed from the Ca.301, a single-seat fighter version of a similar design that was not put into production, the AP.1 was a two-seater. It was fitted with a more powerful Alfa Romeo Radial 126 RC.34, 780 hp engine, which gave a max speed of around 215 mph.
It was designed to serve both as a fighter and an attack aircraft, and was a low-wing monoplane with a fixed landing gear of mixed construction, having trouser-covered legs.

The AP.1 prototype first flew on 27 April 1934. An initial batch of 12 aircraft was delivered within 1936. In the same year, the Regia Aeronautica ordered a second series with improvements including a more powerful Alfa Romeo engine and more aerodynamic landing gear. In service, the large landing gear trousers were often removed for ease of maintenance.
It took part in the Spanish Civil War, but its unsatisfactory performance led to its quick replacement.Four examples were acquired by El Salvador, and another seven were sold to Paraguay.
Approx 60 aircraft were completed including 3 prototypes.

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Caproni Ca.308 Borea

The Caproni Ca.308 Borea ("North Wind") was a small airliner built in the mid-1930s.

The Ca.308 was a streamlined, low-wing cantilevered monoplane design of conventional configuration, with a fixed undercarriage fitted with spats.
The prototype, designated Ca.306, was shown at the Milan Exhibition of 1935.The design of the Ca.308 subsequently served as the basis for a large family of military aircraft, beginning with the Caproni Ca.309.

The Italian airline Ala Littoria ordered five examples, and the Italian government ordered two aircraft for general-purpose use by its colonial administration.All these aircraft received the Ca.308 designation, and were powered by two de Havilland Gipsy Six six-cylinder inline engines of 200 hp each.
Max speed was around 205 mph with a normal cruise of around 155 mph.Eight aircraft including the prototype were completed, before production changed to the Ca.309

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Caproni Ca.309

The Caproni Ca.309 Ghibli was an Italian aircraft used in World War II.
The aircraft was based on the Ca.308 Borea transport. It was intended to replace the obsolete IMAM Ro.1 biplane, and to serve as a reconn and ground-attack aircraft.

The Ca.309 was a low-wing cantilever monoplane with a crew of three, it was powered by two 390 hp  Alfa Romeo 115-II (or 115-I) 6-cylinder inverted air-cooled in-line piston engines.Max speed was around 160 mph with a cruise of 130 mph. It was armed with 3 × 7.7 mm (.303 in) Breda SAFAT machine guns, and could carry a small bomb load of 300kg.

It`s first flight was in 1937, it was also produced in Bulgaria, 24 of which were built, known as the Kaproni-Bulgarski KB 6/KB 309 Papagal.
The Ca. 309 served in Libya during the first part of World War II with the Auto-Saharan Company, with good operational results.

After the loss of the African colonies the surviving planes were returned to Italy, where they were used as transports. Two Ghiblis were bought by the Paraguayan government for its Military Air Arm.
They were used as transports from 1939 to 1945 and in that year they were transferred to Líneas Aéreas de Transporte Nacional (LATN), the Paraguayan first airline which was run by the Military.They were in active service until the early 1950s and later sold to a private owner.

Approx 270 aircraft were completed including those built in Bulgaria.

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Caproni Vizzola F.5

The Caproni Vizzola F.5 was an Italian fighter aircraft from the late 1930`s.

The F.5 was developed in parallel with the Caproni Vizzola F.4, with which it shared a common airframe. Design began in late 1937, the aircraft had a welded steel-tube fuselage and wooden wings; the fuselage was covered with duralumin, and the wing had a stressed plywood skin.The F.5 had a two-row 14-cylinder 870 hp Fiat A.74 R.C. 38 radial engine.
Max speed was 320 mph, and the aircraft was armed with 2 × 12.7 mm (0.5 in) forward-firing Breda-SAFAT machine guns.

The F.5 prototype first flew on 19 February 1939 and the aircraft displayed very high manoeuverability during official testing, which prompted an order for both a second prototype and 12 preproduction models. The last preproduction aircraft was selected for use as a prototype in a renewed F.4 program, but the rest of the F.5 order was delivered to the Regia Aeronautica (Italian Royal Air Force).

The Regia Aeronautica assigned the 11 preproduction F.5 fighters to the 300° Squadriglia, 51° Stormo for operational use. By 1942, they were serving as night fighters.
The F.5 was offered to foreign customers, Aeroplani Caproni subsidiary in Peru acquired the license rights for local manufacture, but no F.5s were ever built in Peru.

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Stipa-Caproni

One of the oddest looking aircraft ever built, and slightly out of strict alphabetical order,the Stipa-Caproni, also generally called the Caproni Stipa, was an experimental Italian aircraft designed in 1932.

It featured a barrel-shaped fuselage with the engine and propeller completely enclosed by the fuselage, the entire fuselage was a single ducted fan. The Regia Aeronautica (Italian Royal Air Force) was not interested in pursuing development of the Stipa-Caproni, its design influenced the development of jet propulsion.

Designer Luigi Stipa's basic idea, which he called the "intubed propeller", was to mount the engine and propeller inside a fuselage that formed a tapered duct, or venturi tube, and compressed the propeller's airflow and engine exhaust before it exited the duct at the trailing edge of the aircraft.This is a similar principle as used in turbofan engines, but used a piston engine to drive the compressor/propeller rather than a jet engine.

Stipa spent years studying the idea whilst working in the Engineering Division of the Italian Air Ministry. He determined that the venturi tube's inner surface needed to be shaped like an airfoil in order to achieve the greatest efficiency. He also determined the optimum shape of the propeller, the most efficient distance between the leading edge of the tube and the propeller, and the best rate of revolution of the propeller. He petitioned the Italian Fascist government to produce a prototype aircraft, seeking to showcase Italian technological achievement in aviation,they contracted the Caproni company to construct the aircraft in 1932.

The fuselage was a short barrel-like tube, open at both ends to form the tapered duct, with twin open cockpits in tandem mounted in a bulge on top. The wings were elliptical and passed through the duct and the engine nacelle inside it. The propeller was mounted inside the fuselage tube, flush with the leading edge of the fuselage, and the 120-horsepower de Havilland Gipsy III engine that powered it was mounted within the duct behind it at the midpoint of the fuselage. The aircraft had low, fixed, spatted main landing gear and a tailwheel.

Testing showed that the design did increase the engine's efficiency as Stipa had calculated, and additional lift provided by the shape of the interior of the duct itself allowed a very low landing speed of only 42 mph and assisted the Stipa-Caproni in achieving a higher rate of climb than other aircraft with similar power and wing loading. The placement of the rudder and elevators in the exhaust from the propeller wash at the trailing edge of the tube gave the aircraft handling characteristics that made it very stable in flight, although they later were enlarged to further improve the plane's handling.
As the aircraft did not perform noticeably better than conventional designs, the Regia Aeronautica decided to cancel further development. No further prototypes were built.

https://www.youtube.com/watch?v=c_FH7wsugIg

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Caproni Ca.316

The Caproni Ca.316 was a reconnaissance seaplane produced in Italy during World War II, it was intended for catapult operations from Italian Navy ships.
It was one of the large family of Caproni designs derived from the Ca.306 airliner prototype of 1935, and more directly a modification of the Ca.310 Idro seaplane.

The aircraft was powered by two 616 hp Piaggio P.VII radial engines, which gave a max speed of 205 mph, it had a crew of 3 and was armed with a 7.7 mm (.303 in) Breda-SAFAT machine gun,and could carry a bomb load of 400kg.

It`s first flight was 14th Aug 1940,the basic Ca.310 design was modified with the attachment of large pontoons carried underneath the engine nacelles on streamlined pylons, and a revised nose with extensive glazing on the ventral surface.

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Caproni Ca.331

The Caproni Ca.331 Raffica ("Gust of Wind" or "Fire Burst") was an Italian aircraft from the early 1940s as a tactical reconnaissance aircraft/light bomber.

The Ca.331 O.A. prototype, was a twin-engine low-wing monoplane with an unstepped cockpit and glazed nose.It had duralumin stressed skin on both its fuselage and wings, and its wings were of an inverted gull-wing configuration. It had two Isotta Fraschini Delta RC.40 engines rated at 770 hp each. The aircraft had a three-man crew of pilot, observer/gunner, and radioman/gunner, it was armed with four 12.7-millimeter (0.5-inch) Breda-SAFAT machine guns—two in fixed mounts in the wing roots firing forward, one in a dorsal turret, and one in a ventral mount. The Ca.331 O.A. also had a bomb bay capable of carrying up to 1,000 kilograms (2,205 pounds) of bombs and four external bomb racks under its wings.

The Ca.331 O.A. prototype first flew on 31 August 1940,but its original Piaggio propellers proved unsuitable, their replacement with Alfa Romeo-built propellers in 1941 resulted in the aircraft having greatly improved performance. In 1941 Caproni delivered the prototype to the Regia Aeronautica , which began official tests with good results. However, the Regia Aeronautica handed the aircraft back without a production order. The Luftwaffe then requested control of the aircraft for trials in Germany. Although the Luftwaffe was impressed with the aircraft, again no orders were received.

By 1942, Italy perceived a greater need for air defense capabilities.In May 1942 the Italian Air Ministry ordered the second Ca.331 prototype, originally planned as a second Ca.331 O.A., to be completed as the first prototype of a night fighter version. The night fighter prototype was designated Ca.331 C.N., it also was known as the Ca.331B.

The Ca.331 C.N.,first flew in the summer of 1942, differed from the Ca.331 O.A. in having a stepped cockpit and less nose glazing. Its armament was installed in the spring of 1943 and consisted of four fixed forward-firing 20-millimeter Mauser MG 151 cannon and four 12.7-millimeter (0.5-inch) Breda-SAFAT machine guns—two forward-firing and fixed, one in a dorsal turret, and one in a ventral mount. Its original 800-hp 12-cylinder air-cooled Isotta Fraschini Delta IV engines were replaced by the spring of 1943 with improved 850-hp versions of the Delta IV. Like the Ca.331 O.A. prototype, it was at the Caproni airfield at when the Italian armistice took effect on 8 September 1943, and it suffered the same fate: The Germans seized it there, disassembled it and shipped it to Germany.
A second Ca.331 C.N. prototype was built, differing from the first in having an armament of two 20-millimeter Ikaria cannon and four 12.7-millimeter Breda-SAFAT machine guns, all mounted in the nose. It was still being assembled when Italy surrendered to the Allies on 8 September 1943, it was also seized by the Germans.

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Caproni Campini N.1

The Caproni Campini N.1, also known as the C.C.2, was an experimental jet aircraft built in the 1930s. The N.1 first flew in 1940 and was briefly regarded as the first successful jet-powered aircraft in history, before news emerged of the German Heinkel He 178's first flight a year earlier.

The N.1 was powered by a motorjet, a type of jet engine in which the compressor is driven by a conventional reciprocating engine.It was an experimental aircraft, designed to be a technology demonstrator, proving the practicality of jet propulsion. On 27 August 1940, the maiden flight of the N.1 occurred at Caproni facility in Taliedo, near Milan.
Flight tests with the first prototype led to a maximum speed of approx 320 mph being achieved. On 30 November 1941, the second prototype was flown from Milan's Linate Airport to Rome's Guidonia Airport, in a highly publicised event that included a fly-past over Rome and a reception with Italian Prime Minister Benito Mussolini. Testing of the N.1 continued into 1943, by which point work on the project was disrupted by the Allied invasion of Italy.

The N.1 achieved mixed results, while it was commended as a milestone in aviation, the performance of the aircraft was underwelming, lower than some existing conventional aircraft of the era, while the motorjet engine was incapable of producing sufficient thrust to deliver viable performance levels to be used in a military combat aircraft.
The surviving prototype is now on display at the Italian Air Force Museum at Vigna di Valle, near Rome.

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Caproni Vizzola F.6

The Caproni Vizzola F.6 was a World War II-era Italian fighter aircraft.

It was a single-seat, low-wing cantilever monoplane with retractable landing gear. Two prototypes were built, one designated F.6M and the other as F.6Z.

The F.6 design was the result of a project to adapt the airframe of the Italian Caproni Vizzola F.5 fighter with the German Daimler-Benz DB 605A liquid-cooled inverted V-12 engine. To accomplish this, the Caproni retained the F.5 fuselage but designed metal wings to replace the wooden wings used in the F.5. The new aircraft was designated F.6M, with "F" standing for Fabrizi, the designer of the F.5, and "M" for Metallico. It was designed to carry twice the offensive armament of the F.5, with four 12.7-millimeter (0.50-inch) Breda-SAFAT machine guns; the prototype F.6M flew with two of these mounted in the fuselage and provision for two more in the wings.
The F.6M prototype first flew in September 1941, using a large radiator mounted under he nose, just behind the propeller, but flight tests showed that this location produced significant drag, and the prototype was reworked to mount the radiator on the belly.

After Caproni began to design the F.6M, it began work on a second F.6 prototype, this time designed to use the Isotta-Fraschini Zeta R.C.25/60 24-cylinder X-type engine and designated the F.6Z, with "Z" standing for Zeta. The aircraft was to carry three 12.7-millimeter (0.50-inch) Breda-SAFAT machine guns, one in the fuselage and two in the wings. Problems with engine development greatly delayed the F.6Z, but it finally flew in August 1943,despite the engine not producing the power expected. The project was halted by the Allies invasion in Sept 1943

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Caproni Ca.193

The Caproni Ca.193 was an Italian liaison and air-taxi aircraft.

The design work started in 1945 and only the prototype was built. It was the last aircraft the Caproni company designed and built in Milan.
The aircraft was of all-metal construction, with cantilever mid-wings complete with detachable tips. The leading edges were swept-back, and had flaps inboard of the ailerons. The fuselage was a monocoque structure, with a hinged nose to allow loading of a stretcher or other loads. Seating was for five passengers,and a single pilot or two pilots and three passengers. The tailplane had twin fins and the tricycle landing gear was retractable. The two Walter Minor 6-III 6-cylinder in-line piston engines,of 160 hp each were mounted towards the rear of the wing, driving 2-bladed propellers.

The first flight of the prototype, I-POLO, was flown at Linate Airport, Milan, on 13 May 1949. The aircraft was then briefly tested by the military in Rome, but was returned to the manufacturer with no orders forthcoming. Several variants were then considered, including the use of turboprop engines, a radar-equipped naval patrol version,but none was implemented.
The aircraft was purchased by the Air Force as MM56701 in March 1950, and in July 1952 it was sold for civilian use, it was withdrawn from use in 1960. It is now on display, after refurbishment in 1991, at the Gianni Caproni Museum of Aeronautics in Trento, Italy.

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Caproni Trento F-5

The Caproni Trento F.5 was a small two-seat trainer designed by Stelio Frati and built by Aeroplane Caproni Trento.

By the 1950s the Caproni company had collapsed, one of the group members to continue working was Aeroplane Caproni Trento, based at Gardola in Trento. It was originally involved with aircraft maintenance and support, but the company decided to design and build a small jet trainer in 1951.
The F.5 aircraft was designed by Stelio Frati and was a low-wing all-wood monoplane with retractable tricycle landing gear. The engine was a small Turbomeca Palas turbojet located in the fuselage. It had two inlet ducts, one either side of the fuselage and the exhaust was below the rear fuselage. It had an enclosed cabin with tandem seating for an instructor and student and was fitted with a jettisonable canopy.

The small (331 lbf) thrust turbojet was only able to achieve a max speed of 225 mph.The F.5 made its maiden flight on 20 May 1952. It was the first jet aircraft developed in postwar Italy, and although it was evaluated by the Italian Air Force it gained little interest, and was not ordered into production.The prototype, registered I-FACT, is on display at the Museo dell'Aeronautica Gianni Caproni in Trento.

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Caproni Vizzola Ventura

The Caproni Vizzola C22 Ventura was a light jet-powered aircraft developed for use as a military trainer.
It was of conventional sailplane configuration and had a family resemblance to the Caproni gliders, although the Ventura had an mostly metal aircraft.It had a side by side cockpit under a bubble canopy; weapons hardpoints were provided under each of the high-mounted wings and the aircraft featured a retractable, tricycle undercarriage.

The aircraft made it`s first flight 21st July 1980, and proved to be stable and fairly agile, but was tricky to land due to it`s short undercarriage clearance, although this was easily adjusted.
It was powered by two Microturbo TRS 18-046 turbojets, of just 220 lbf thrust each, but a max speed of 295 mph, with a cruise of 215 mph.
In 1981, Agusta acquired 50% of the C22 programme and proposed a new version, the C22R, a reconnaissance aircraft also capable of Forward Air Control and ELINT operations. The basic C22J trainer was exhibited at the Farnborough Air Show in 1980 and September 1982, but failed to attract orders, and the proposed C22R was not built.

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CNA PM.1

The CNA PM.1 was a single-engine light sport and training aircraft designed and built in Italy at the start of WW II.

The PM.1 was designed by students at the Instituto di Construzioni Aeronautische del Regio Politecnico di Milano in a 1938 competition for a modern, two-seat light private training and sports aircraft. It`s name came from Polytechnic Milano. The prototype was built by CNA,[and made it`s first flight on 25 October 1939.

The PM.1 was a cantilever high-wing monoplane. Its wing was straight-tapered, with rounded tips and long span ailerons, built of wood with a plywood skin.The fin and rudder were rounded and pointed; the rudder featured a trim tab.The fuselage was also wooden and plywood-covered, with flat-sides and car-type doors giving access to the side-by-side seats in the cabin which was placed under the leading edge of the wing.It had a conventional undercarriage with mainwheels on centrally mounted, faired V-form half axles, and a tailskid.

Power came from a 60 hp CNA D.4 flat four engine driving a 2-blade propeller. Max speed was 112 mph with a cruise speed of 90 mph. An order for 10 aircraft was placed in August 1942, but the partially completed aircraft were destroyed in an Allied bombing raid on Rome in July 1943.

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Fabbrica Aeroplani Ing. O. Pomilio

Pomilio FVL-8

The Pomilio FVL-8 was a biplane fighter aircraft built by Fabbrica Aeroplani Ing. O. Pomilio for the Engineering Division of the Aviation Section, U.S. Signal Corps.
It was built from of a wood framework, and covered in plywood. The wings were separated from the fuselage by struts. It was powered by a 290hp Liberty 8 engine, and armed with two machine guns. Six prototypes were constructed, the first had its first flight in February 1919, but no orders for production aircraft were forthcoming.

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Fabbrica Aeroplani Ing. O. Pomilio Gamma

FAIP designed and manufactured the Gamma, which was a wooden, single-seat, single-bay biplane with wings of unequal span, the upper wing being of greater span than the lower.
It was powered by a 200-hp SPA 6A water-cooled engine driving a two-bladed propeller, which gave a max speed of around 140 mph.

The Gamma prototype first flew early in 1918. An official commission observed a demonstration, but concluded that although it was fast and had good maneuverability, its rate of climb was insufficient to merit a production order. FAIP responded with the Gamma IF, fitted with a more powerful Isotta Fraschini V6 engine rated at 250 hp.
After another demonstration of the Gamma IF in 1918, they could not agree on whether it merited a production order. During the final weeks of World War I, the commission finally decided to order a small number of Gamma IF fighters, although the Gamma IF never entered active service.

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Fabbrica Aeroplani Ing. O. Savoia-Pomilio SP.3

The Savoia-Pomilio SP.3 was a reconnaissance and bomber aircraft built during the First World War.

It was a development of the family of designs that had started with the SP.1. All of these took their basic configuration from the Farman MF.11: a biplane with twin tails and a fuselage nacelle that accommodated the three man crew and a pusher-mounted engine. But, since the preceding SP.2 had been found to be very slow and vulnerable in front-line service, the SP.3 was designed for higher performance.
The updated design had a reduced wingspan, lower weight, and other aerodynamic improvements. Some were also equipped with an uprated Fiat A.12 engine, with its power output increased from 250 hp to 300 hp.

The SP.3 flew in 1917 and was soon in production with SIA and Pomilio, who together built around 350. By summer 1917, one quarter of all Italian front-line aviation units were equipped with Savoia-Pomilio types.

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Fiat AN.1

The Fiat AN.1 was an Italian two-seat biplane from 1930, and a demonstrator of Fiat's first aircraft diesel engine.

The AN.1 was a two-seat reconnaissance aircraft built to explore the suitability of diesel engines in tasks requiring long endurance flying. In the early 1930s, diesel engines seemed to offer several advantages in such situations, particularly better reliability because of greater mechanical simplicity and lower fuel consumption, because of greater thermodynamic efficiency. Additionally, heavy oil fuel posed no fire risk and was at the time a fifth of the price of petrol.

The AN.1 used a Fiat-built engine of the same name, which was based on the Fiat A.12 petrol engine, but with a new compression ignition upper section. It was a conventional biplane design,and it first flew in 1930. Endurance was around 3hrs 30 mins and it had a max speed of 125mph.

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Fiat APR.2

The FIAT APR.2 was a prototype airliner built in 1935. It was a sleek, low-wing cantilever monoplane of conventional configuration with tailwheel undercarriage, the main units of which retracted into the engine nacelles, one on each wing.
The cabin could carry 12 passengers, and at the time of its introduction on Ala Littoria's Milan-Turin-Paris route, it was believed to be the fastest airliner in regular service in the world.
Despite this, only one example was built, although the design served as a starting point for the Fiat BR.20 bomber.

The aircraft had a crew of two and was powered by a pair of 700hp  Fiat A.59 engines, which gave a max speed of 240 mph and a cruise of 205 mph.

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Fiat AS.1

The Fiat AS.1 was a light touring monoplane aircraft developed in the late 1920s. It was a basic and conventional design: a parasol wing with tailskid undercarriage and seating for two in tandem open cockpits. The type proved extremely popular, production run would eventually extend to over 500 machines, with roughly half of these purchased by the Regia Aeronautica as trainers and liaison aircraft.

The aircraft was built of wood throughout, covered by plywood, fabric, and (around the nose) metal. A later development, designated TR.1 featured a metal structure and a shorter span wing.
The first flight was in 1928; the aircraft was powered by a 90 hp Fiat A.50 engine, but later versions had the more powerful 105 hp Fiat A.50 S.

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