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Looking Back (Images and notes from previous
visits)
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The Italian Air Force Museum
(Museo Storico dell’ Aeronautica
Militare Italiana)
Vigna di Valle,
Rome
2004, updated in 2006 and 2008
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"The Italian Air
Force Museum - wonderful aircraft in a beautiful setting"
 The Italian Air Force’s museum (Museo
Storico dell’ Aeronautica Militare Italiana) at Vigna di Valle is situated north
of Rome on the shores of Lake Bracciano. With typical clear blue skies, gently lapping
water crystal clear water, just feet from the historic hangars, this old airship and
seaplane airbase must surely be one of World’s most attractive locations for an
aircraft museum. It’s a collection of the finest aircraft Italy has to offer. Italy is a proud nation with an impressive aircraft design and manufacturing pedigree. The collection follows Italian aviation history from a Blériot XI used in the
war in between Italy and Turkey in 1912, to a Tornado.
A Museum with a History of its Own
 It was back in 1913 when Italy’s first aeronautical museum was founded, at the Castel
San Angelo in the centre of Rome. From 1933 the collection moved to other locations within
Rome, but following the Second World War, all the exhibits were lost. From the 1950’s
ideas for a new aeronautical museum began to develop. Finally in 1961 a museum in Turin
was founded. Unfortunately by 1974, the costs of running a large museum in Turin became
prohibitive. As the Italian Air Force (Aeronautica Militare Italiana) had buildings available at Vigna di Valle, the
search for a cost effective solution was over. This site, situated on the shores of Lake
Bracciano, and just 25 km north of Rome, has an aeronautical history dating back to 1907.
Italy’s first airships and later its seaplanes, were test flown from here.
On May 24, 1977 the Italian Air
Force Museum, was opened by the Head of State at Vigna di Valle. The museum was open with
two hangars or halls with a new connecting hall.
Hall 1 'Troster'
The first hall called, ‘Troster’
is of Austrian construction, built as reparation resulting from the First World War. Two
hangars were originally built with wooden panels, these were replaced with metal sheets in
1925. The second of these two hangars was demolished in 1970. The remaining one is the
oldest aeronautical building in Italy. ‘Troster’ hall houses the oldest aircraft in the
collection, covering the period up to the end of the First World War. One of the most
interesting in here is the Ansaldo SVA-5 which actually took part in the raid on Vienna in
1918.
Hall 2 'Velo'
In 1976 work started on a building to
connect the two original hangars to form both a modern entrance and a second small hall.
By May 1977 just 200 days later the hall was completed in time for the grand opening. Velo hall houses a collection of Italian seaplanes built for the ‘Schneider Cup’ along with some pre Second World War fighters.
Hall 3 'Bardoni'
  Badoni hall was
originally constructed in 1930, for the maintenance of Italy’s largest seaplanes. It
was used by 84º Gruppo who were flying the CRDA Cant Z.506 three engine seaplane, until
1959. They then converted to the Grumman HU-16 Albatross at Rome Ciampino. By 2004, the wonderful historic Bardoni hangar, which had been closed for some time for roof repairs and modification, was reopened. During my previous visit the museum Director Col. Maximum Mondini, invited me to see the progress being made in here. The impressive Fiat G.212 ‘Flying Classroom’, sat there lonely and forlorn in the dark, with dust and debris all around. Mondini wanted to emphasise that the museum’s valued exhibits were safe, and not in decay, as had been
reported in the press earlier that year. Following extensive construction work, the original hangar doors have had large full height glass windows inserted. This made it much brighter and better for natural light photography. New elevated walkways give a better perspective, and now connect this hall to the Skema hall next door. A large red and
white static crane, used to lower the seaplanes into the water, is still in place outside
this hangar with a HU-16 beside it.
Hall 4 'Skema'
In 1978 a plan was put forward to construct
a fourth hall to house the expanding collection of aircraft. Finally in 1986 work started
on the massive concrete slab construction, known as Skema Hall. By 1993 the
hall was ready to house around 25 aircraft on two levels, from Italy’s first jets to
the more modern. Whilst this hall is very large and
essential, if the collection is to be protected from the elements, pretty it is not. Sadly
it is not in keeping with its surrounding historic buildings. By March 2008 full length windows had been added to the front of the hall, providing considerably more natural light in and is a welcome improvement. Click before and after. An extension to the front of the hall was partly constructed.
By 2004 all four halls were connected and having a combined floor
area of 12,000 Sq m. The exhibits are displayed in chronological order from the oldest aircraft in the historic Troster hall,
through to the more modern jet aircraft in Skema hall.
The Aircraft Collection
Most years, since its opening in 1977, I
have made a pilgrimage to Italy’s finest aircraft museum. So what has happened to the collection on display over the years?
In the 1980’s a
grass area by the lower car park, was used to display numerous aircraft. Unfortunately with
Italy’s scorching sun, paint work quickly faded and these exhibits started to look a
little shabby. Since then, much of the collection has been rationalised. By the early
1990’s the aircraft on display in the three halls then available, had risen to around 70
airframes. In the 1990's various
construction work principally on Skema hall, meant that all or part of the collection was not available
for viewing.
Today less than 60 aircraft can be seen in four halls. Duplicate or similar variants of aircraft have been put into store at Guidonia. Prior 1991, there was a Fiat G-80 with
two of the later G-82’s on display outside, all in a sorry looking state. Now just
the more recently restored G-80 remains and is displayed upstairs in Skema hall. The G-82’s
have gone back to Pratica di Mare from where they were originally test flown. There is now more
space between the exhibits, which is better for photography, since the jets were moved
from hall 3 to new Skema hall in the mid 1990's. By March 2008 there were just two aircraft on display outside, an
HU-16 Albatross and a PD-808.
It is noticeable that all the jets here
currently on show, flew with the Italian Air Force, most were assembled in Italy, if not designed and built in the country. The collection once displayed a SAAB
J-29F Tunnan which had been abandoned
by the Swedish Air Force, following mechanical failure during an exercise. As this aircraft has no connection to the Italian Air
Force, the Museum to their credit, put it in store at Guidonia air base.
This is now the beauty of the Museo Storico, it
presents Italian aviation heritage. Famous Italian aircraft manufacturers such as; Agusta, Caproni, Fiat, IMAM, Macchi, Piaggio and Savoia-Marchetti have numerous types represented here.
Too many museums succumb to the temptation, to swap or buy Eastern European MiG’s or
whatever, which have in recent years flooded the museum ‘market’, thinking that they enhance the collection's appeal, in my opinion they do not.
Well, what does the museum have on offer to the
aviation photographer, enthusiast and historian? Something for everyone, is my answer. I will I describe most of the museum's interesting exhibits.
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Under the power of
three engines
Remembering back to 1980 the time of my first visit to this museum, my first
impression of the Museo Storico was of wonderful three engine aircraft, of which I knew very little.
The Savoia-Marchetti SM.79
‘Sparviero’ (1934), the CRDA Cant Z.506S ‘Airone’ (1936), the Savoia-Marchetti
SM.82 ‘Canguru’ (1939) and the Fiat G.212 ‘Flying Classroom’ (1948) are now all to be found in the Bardoni Hall. |
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  The Fiat G.212
‘Flying Classroom’ (MM61804 / 142-5) which entered service in 1948, as a cargo plane had a range of 1560 miles (2500 Km). It
was designed in early 1940 by Gabrielli as the G.12, at the Fiat factory in Turin. The
G.212 on display (MM61804 / 142-5) was built in 1949 and was
used to train pilots. It was equipped for photo-reconnaissance and could seat 26 to 30. It
is the only Fiat produced three engine aircraft in existence. Click for more
Images.
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  Another of the tri-motors is the Savoia-Marchetti SM.79
‘Sparviero’ (Sparrow Hawk). It was designed to be both a conventional and
torpedo bomber, and entered service in 1934. The example on display was recovered from the
Lebanon, following retirement from the Lebanese Air Force, as L-112. It is restored in an
Italian scheme from 1942 as ‘MM24327’ coded ‘278-2’, however it is
reported as really being MM45508. With a crew of 6 and a range of 2200 miles (3500 Km) it
flew till the early 1950’s as a transport, until its retirement. As photographed in 1996.
In 2004 it was to be found in Skema hall, however in August 2006 is was dismantled again for its return to the Badoni hall by March 2008.
There is another SM.79 at the Caproni Museum in Trento. |
Savoia-Marchetti
SM.82 ‘Canguru’ was painted as ‘MM61850’ and coded '14' (it is really MM61187).
In August 2006 the restoration was underway with a change of markings applied (it is now coded ZR-89) and by March 2008 appeared complete.
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The
Savoia-Marchetti SM.82 ‘Canguru’ (Kangaroo) is another aircraft with three engines, it was
used as a transport and bomber. Having first flown in 1939 it remained in service till
1960. It was so named as it could carry dismantled fighters in its fuselage. Based on the
civil version SM.75 ‘Marsupiale’, 875 were built during the war, providing
transport between Germany and East Africa. As a bomber, it carried out missions as far a
field as Gibraltar and on an oil refinery in the Persian Gulf. It had a range of 1875
miles (3000 Km). Around 250 survived to the end of the war, and were used by the 36th
Transport Wing based at Guidonia, till the types eventual withdrawal from service in 1960.
The example on display was painted as ‘MM61850’ and coded '14' (it is really MM61187) for many years and carries markings of the ‘Sovereign Order of Malta’ on the fuselage. These
markings were applied to avoid the aircraft’s destruction, as part of the armistice
treaty. Some restoration work is currently being carried out on the wings in hall 3. By August 2006 it was painted as MM61187 and carried the code 'ZR-89'. As photographed in 1996
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Sea planes,
Competitions and World records
There is a wealth of Italian design ingenuity on display many of the aircraft are rare if not
unique. |
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  The CRDA Cant Z.506S ‘Airone’ (MM45425 / 84-4) is one of the most impressive aircraft here. A very large seaplane of wooden construction, it made it’s first flight back in August 1936 and immediately gained eight World speed records and two altitude records
for a seaplane. It was originally designed for commercial transport and it could carry 12
passengers. It was later developed as the faster Z.506B to drop bombs and torpedoes. It
also participated in the Spanish Civil War and in WW2. From 1937 to 1943 324 Z.506B's were built. After
the War a few Z.506B’s were converted to Z.506S standard, for its new role as a
maritime search and rescue aircraft, with 84º Gruppo based at Vigna di Valle. It had a crew of five and a range of 1,690 miles (2,700 Km). The type
was not withdrawn from service until 1960.
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 Savoia Marchetti S.56 (I-AEDA c/n 5611). This is one of the first amphibian aircraft, it was designed and built from 1926 by Savoia Marchetti. Additional examples were manufactured in the USA from 1928 by American Aeronautical Corp of Port Washington on Long Island until the early 1930's. Only two examples still exist of the 36 built, the other is on display on Long
Island in the United States.
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  Grumman HU-16A Albatross
(MM50-179 coded 15-5). They were used for Search and Rescue (SAR) operations by the Italian Air Force (Aeronautica Militare Italiana or AMI) from 1958. The aircraft on display operated with 85º Gruppo of 15º Stormo based at Rome Ciampino. It's last flight was in 1978 to the Museum when it landed on Lake Bracciano. Up until 2006 following years out in the open its paint had deteriorated. By March 2008 (right) the museum's example had been repainted.
Click for more Images of the Albatross.
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The Schneider Cup
The museum proudly presents aircraft resulting from Italy’s participation in the
Schneider Cup. A competition devised by French industrialist Jaques Schneider back in
1912. He wanted to promote seaplane production, and offered a prize of £1,000 for the
first team to win three of five races. The first competition in 1913, at Monte Carlo, was
won by a French pilot in a Depurdussin monoplane, at an average speed of 47.5 mph (76Km/h)
over the 31 mile (50 Km) triangular course. The Schneider Cup was then run each year, with
a break for the First World War, till the final race in 1931. |
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On display is the 1926
Schneider Cup winning aircraft, the Macchi M.39 (MM76 ‘II’) in which Major Mario
De Bernardi flew at an average speed of 247.5 mph (396 Km/h) over the course in Norfolk,
U.S.A. This was the last race an American team took part in, and was the final Italian
victory.
Also the Macchi M.67 (MM105) carrying
Schneider Cup entrant number ‘10’, can be seen. It was third M.67 type
constructed, and was derived from the M.52. It participated in the now bi-annual Schneider
Cup in 1929. It achieved a speed of 351 mph (561 Km/h), but was beaten by the British
Supermarine S.6, at a speed of 359 mph (575 Km/h). This aircraft was returned to Vigna di
Valle, in early 2004 following a 5 month period of restoration, its first in 80 years, by
3º RTA (10º RMV) at Lecce and the Associazione Aeronautical Restoration of Varese. Also
participating in the 1929 Schneider Cup was the second prototype Fiat C.29 (MM130
‘130’) and flew at a maximum speed of 350 mph
(560 Km/h). It forms part of the Museum collection, and is the oldest Fiat in existence today. It was also restored by by
3º RTA (10º RMV) at Lecce.
In what turned out to be the final race in
1931, The British, on the back of two previous wins, entered the improved Supermarine S.6,
the S.6B, which won at an average speed of 342mph (547Km/h). Italy entered the Savoia
Marchetti S.65 and the Macchi Castoldi MC.72. However, they unfortunately lost two pilots,
Dal Molin and Monti, in tragic accidents, so with the French, who also had problems,
dropped out of the increasingly dangerous event, once and for all. Development still
continued in Italy and in 1934 Agello, in a Macchi Castoldi MC.72 (MM181) also on display
(see below), achieved the World speed record for a seaplane, which still stands to this
day, of 443 mph (709 Km/h). It unusually employed counter rotating propellers, which
were designed to reduce torque. |
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| Macchi Castoldi MC.72 (MM181) |
Macchi M.39 (MM76 ‘II’) |
| Macchi M.67 (MM105 '10') |
Fiat C.29 (MM130 ‘130’) |
 Also built for speed and competition was the SAI-Ambrosini S.7
‘Supersette’ and was designed by Sergio Stefanutti. It first flew in July 1939,
just in time to participate in the ‘Avio Radunno del Littorio’ competition, to
compete with the fastest German aircraft of the time. Unfortunately it was not fully tested and
failed to win by just a few seconds, with a speed of 251 mph (402 Km/h). After the War the
S.7 and later the Super S.7 were developed for pilot training for the Air Force. The Super
S.7 on display (MM558) is the second prototype used by the R.S.V at Pratica di Mare. |
Early flight
The oldest aircraft here are some of the most interesting, especially when you look into their past. |
 Blériot-SIT XI-2 (BL246). Designed by the French aviator Louis Blériot in 1909. The French, British and Italian air forces took delivery of 132 Blériot XI's from 1910. The Blériot was the first aircraft to be used during war when it was flown by the Italian Air Force in 1911 during the Italy-Turkey war of 1911 and later in the Libyan war of 1912. The
aircraft on display is inscribed 'XIII Squadriglia BL 246'.
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Many Spad S.VII's were built during WW1 for the Italian, British, French, Belgian, Russian and US air forces.
  Left: Spad S.VII (S.153) was presented to 'ace' Fulco Ruffo di Calabria after he had scored 20 victories in 1919. Ruffo later presented the aircraft to the Air Force Academy in the 1930's. Ruffo succeeded Francesco Baracca as Commander of the 91st Squadron. During restoration in 2001 by GAVS in Rome it was discovered that this aircraft was built in September 1916, making it the oldest in existence. It has Ruffo's 'skull and cross bones' insignia on the side.
Right: This Spad S.VII was flown by 'ace' Ernesto Caburna and still shows where numerous bullet holes were stitched up after encounters with the enemy.
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Above: The Caproni Ca.3 (23174)
for example, is yet another three-engine bomber, unusually having two engines pulling and
one pushing. The Ca.3 was derived from the Ca.1 which first flew in 1914 and had three
Fiat A10, 100 hp engines. In 1917, 270 Ca.3’s were built and delivered with more
powerful 150 hp engines. Many bombing raids were carried out by these aircraft during
World War 1, notably at Assling, Chapavano and at the naval base at Cattaro. Interestingly
the example on display was flown in World War 1 by Lt. Casimiro Buttini, when he got the
Gold Medal of Valor. After the War he bought his aircraft for 30,000 lire and stored it in
a barn in the Piedmont mountains. It was kept safe till 1959, when it was bought back by
the Italian Air Force for the museum.
Images 2-4: By March 2008 the example on display had received some additional paint work. |
  The Ansaldo SVA-5 was designed by Savoia and Verduzio
and built by Ansaldo (SVA), with over 2,000 being delivered from 1917. It was Italy’s
first all Italian aircraft, and the fastest of WW1. Used mostly for reconnaissance, its
most memorable sortie was made by aircraft from 87th Squadron over Vienna on August 9, 1918, when they dropped leaflets inviting Austria to surrender. It is one of these
actual aircraft (11721) which is on display in Hall 1. After the War two SVA’s flew an amazing
11,250 miles (18,000 km) to Tokyo. Another SVA flown by Antonio Locatelli, who was awarded
the Gold Medal, was the first to fly solo over the Andes.
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 The Ansaldo AC.2 (MM1208 coded 94-6) first flew in 1924 and went into service as a fighter in the following year. It was license-built Dewoitine D.1 which first flew in 1922. A total of 112 were built in Italy. An Ansaldo AC.3, which was a license-built Dewoitine D.9, of which 150 were built, was flown by test pilot Donati to set the world altitude record of 38,914 feet (11,861m) in 1926.
As photographed in 2002.
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Above: Continuing the seaplane
theme is the Lohner L-1, which was designed by Jacob Lohner & Co of Vienna. By 1917
93 had been built and put into service for reconnaissance and bombing. The example on
display (L-127) was actually 1 of 24 built under license by Ungarische Flugzeugwerke A.G
of Budapest. It was delivered to the Imperial Royal Navy in June 1916, and took part in
bombing raids against Italian positions. On June 3, 1918, while based at
Lussino and used for reconnaissance over the Dalmatian coastline, it was taken by two
defecting naval pilots of Italian decent, who flew it across the Adriatic to Fano, where
it was captured. After considerable restoration this aircraft was transferred to the
museum in 1988.
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Fighting the Second
World War and Post War |
 IMAM Ro.37bis. Production of the Ro.37 two-seat biplane for the fighter/reconnaissance role began in 1934. Eventually 160 Ro.37 and 475 Ro.37bis were built a number of which were exported. The Afghan Air Force took delivery of 18 examples in 1938 and amazingly the Italian Army as part of 'ItalFor-12', and part of the ISAF security force in 2006, discovered six Ro.37bis fuselages in a
scrap yard on the outskirts of Kabul. It was believed at the time that there no surviving examples of the Ro.37 anywhere in the World. With all the aircraft recovered to Italy it is hoped that two aircraft could be rebuilt and restored to their former glory. The composite and bare fuselage on display in the museum possibly comprises MM11328 and/or MM11322. MM11335 was a another example recovered from Afghanistan. AMI Ro.37's were all retired from service by the time of the armistice in August 1943.
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 IMAM Ro.41. Over 700 of this single-seat biplane fighter were built by Industrie Meccaniche e Aeronautiche Meridionale (IMAM) in Italy. The Ro.41 was flown from 1937 to 1950. This example is going through reconstruction by GAVS. The engine and most of the frame are original, with a new set of wings are currently being built.
Photographed in August 2006 it has since moved to the Badoni hall by March 2008..
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Above: The Fiat CR.32 was developed
as a fighter aircraft from the CR.30, first flew in 1933. Its impressive manoeuvrability
made it the plane of choice for aerobatics teams in the 1930’s. The Spanish imported
Italian technology, building the Hispano HA 132L which was based on the Fiat CR.32. The
example on display was donated by the Spanish Air Force in 1955, has been recently painted
in Spanish civil wars colours, as C.1-328 / ‘3-6’. It was previously painted as
MM4666 / VIII-92, prior to restoration by GAVS of Turin using 40% of its original parts. It is one of only two examples
still in existence, of the 1000 aircraft built and exported around the World to such
countries as, Austria, China, Hungary, Paraguay, Spain and Venezuela.
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Above: The Fiat CR.42 'Falco' (painted as 'MM5643/162-6' but formally Fv 2539 / SE-AOP) on display is the product of a 11 year restoration using parts from a number of aircraft recovered in Sweden. Restored
by the Associazione Restauro Aeronautico (AReA) of Venegono it was put on display in May, 2005. It is painted in the colours of 162 Squadron as flown by Sandro Ferracuti when based on Rhodes in 1940-41. The Italian Air Force originally ordered 200 examples as primary fighters. They were later used as night fighter and trainers. The CR.42 was also flown by the Belgian (30), Hungarian (72) and Swedish (72) air forces. It was superceded by the MC.200 in the Italian Air Force.
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Above: Aer Macchi are well represented with ten aircraft on display, including the MC.200 ‘Saetta’ and later derivatives, the MC.202 ‘Folgore’ and MC.205 ‘Veltro’. These were used as fighters
during World War 2.
The Macchi MC.200 ‘Saetta’ (MM5311 coded 369-1 is on display) employing a radial engine, was built in large numbers, but suffered from a very poor wing design, making very difficult to fly.
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The Macchi MC.202 was
developed from the MC.200 and was capable of 375 mph (600 Km/h). It also had two 12.7mm
guns and flew in Russia and Africa.
The MC.202T-AS (MM9667 coded ‘73-7’) exhibited, is one of only two that remain. The other is at the National Air and Space Museum in Washington, U.S.A.
The MC.202 ‘Folgore’ and MC.205 ‘Veltro’ adopted a new and improved wing design with superior Daimler-Benz engines. It was flown in support of operations on the Russian front from 1941-42 and also in Africa. It was armed with two 12.7mm guns and could carry two light bombs. After the War they were used as trainers until their withdrawal in 1947.
Also on display is a Macchi
MC.205V 'Veltro' (MM9546 coded '97-2' it was also painted as MM9345/155-6 previously). The MC.205 of which 262 were built, were developed from the MC.202 first flew in 1942. The aircraft on display was converted from a MC.202 and was built at Breda in 1942.
As seen in 1996. |
Above: Another famous Italian fighter represented, is the Fiat G.55
‘Centauro’ which was designed by Gabrielli as a single seat fighter and produced
in the Fiat factory in Turin from 1942. They were in operation by the Italian Air Force,
till the armistice of September 8, 1943. After that date they were flown
against the allies by the National Republic Air Force (ANR) until they were all
completely destroyed. The G.59 was developed from the G.55 and produced from 1950 onwards and was the last piston engine fighter to be produced in the world and were in operation until 1965.
As no G.55’s survived the War, the aircraft exhibited is based on a modified Fiat G.59
(MM53265), following recovery in the 1980’s, from a Park of Remembrance in Novara.
Restoration was started by GAVS of Turin in 1995, and was later transferred to 3º RTA
(10º RMV) at Lecce. It is painted as ‘5’ of the A.N.R of the
‘Montefusco-Bonet’ Squadron.
Right: Fiat G-59-4B (MM53276) and also in as photographed in 1996.
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 From 1944, Supermarine Spitfire Mk.5’s and Mk.9’s flew with the 20º Gruppo, 51º Stormo of the Italian Air
Force. Later in 1946 additional Mk.9’s were
flown by the 5º and 51º Stormo. The Spitfire on display (painted as RAF MK805, it was previously MM4084) is a Mk.9 and flew with a Polish squadron during the D-Day landings. It
was later handed over to the Italian Air Force, and flew from Bergamo with 8º Gruppo of
5º Stormo before being withdrawn from service in 1950.
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To replace the ageing Spitfires, the P-51D Mustang entered service with the AMI in 1948. The Mustang on display (MM4323 coded 'RR-11') carries the personal insignia of General Ranieri Cupini who piloted it till 1953. Photographed in 2006 and 2008 you can see the additional code '89-ZR' applied to the SM.82 in the background.
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Trainers, Italian Style
Last but not least a number of military training aircraft, which following retirement
often went to civilian aero clubs, are on display. |
 Caproni Ca.100 Caproncino (I-GTAB / 'FIR-9') The Ca.100 was based on the DH.60 Moth and over 700 were built between 1928 and 1937 and were used extensively by flying schools basic pilot training. The aircraft on display returned to the museum on May 24, 2008 and is painted in markings representing a Ca.100 with the Florence basic flying school of the 1930's. It had previously been at the museum for a short period around May 1991.
A Ca.100 Idro (MM65156 coded COM-11 ex I-ABOU) a version equipped with floats was on display for a short while in 2002. It was on loan from on loan from Gavazzi Gerolamo when normally based at Como Aero Club.
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 The Nardi FN.305 was designed by the four Nardi brothers in 1933 and
made its first flight in 1935 from the Milan – Bresso airfield. Originally it was
powered by Fiat A70 190 hp radial engines. The later Italian Air Force machines were
powered by Alfa Romeo 115-1 190 hp engines and included a enclosed cockpit. They were used
as advanced trainers and for liaison duties during the War. Piaggio later made these
aircraft under license. The example on display (MM52757 coded ‘3’, and was previously I-DASM) is painted in colours dating from 1940-41, when based at Perugia.
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 Another Italian light aircraft on show, is
the Macchi M.416 (MM53762 coded ‘AA-48’ and previously I-AELY), and was supplied
as a basic trainer for the Italian Air Force from 1951. Originally designed by Fokker as
the S.11 ‘Instructor’, as a side by side light trainer, it made its first flight
in 1947. 178 M.416’s were license built by Macchi, but following development of
better performance aircraft, the Air Force passed them on to aeroclubs throughout Italy.
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Left to right: A Stinson L-5
Sentinel (MM52848 coded ‘S-1 2’ and was previously I-AEEU) was recovered from the
Aero Club at Turin and restored. A number of these aircraft were used by the Italian Air Force for basic training after World War II.
Aer Macchi MB.308 (MM53058 coded
‘SG-8’ and previously I-GORI). The Italian Air Force ordered 80 MB.308's and operated them until the 1950, when the 40 remaining aircraft were transferred to civilian flying clubs.
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 North American T-6G Texan (MM54097/RR-67). The AMI took delivery of the T-6 under the MDAP agreement to enable their pilot training to meet the new NATO standards. Deliveries ran from 1949 to 1958 (T-6C, AT-6D, T-6G and T-6H) and totalled over 200, most training units operated the aircraft. The T-6C’s and D’s were eventually converted to T-6G standard and they remained in service until the end 1970’s. The example on display was transferred to the museum in 1974 following its retirement as a liaison aircraft with the 2º
Reparto Volo Regionale at nearby Guidonia and in whose colours it is displayed.
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The Jet Age (home produced and bought in for the AMI) |
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Above: Italian aircraft designers Caproni, were amongst the first to move
into the age of jet propulsion. The Caproni Campini CC.1 was one of the World’s first
jet aircraft, flying for the first time in August 1940. It is really a hybrid, using a
traditional piston engine, combined with a compressor, combustion chambers and exhaust
system, the power coming from an afterburner. On display is a CC.1 (MM488). Another example
which was used for static testing only and is only a fuselage, can be found in the
National Science and Technical Museum, in Milan.
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  Left: Lockheed RT-33A Shooting Star (MM53-5594 / 9-35). The T-33A was based on the single seat P-80, first flying in 1948. The AMI received 60 T-33A's from 1952 and 14 single-seat RT-33A's. The aircraft on display is a RT-33A and is painted in a high visibility scheme dating back to its days with 9º Stormo
(9 Wing), 609º Gruppo (609 Squadron) when employed on target towing duties.
Right: De Havilland DH.113 Vampire NF.54 (MM6152). From 1950 the AMI took delivery of a number of Vampires, prior to a producing their own (150 in total) by Fiat and Macchi.
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 With the lack of success of Italian designed
aircraft, the AMI looked further a field for its jet fighters. The F-84G Thunderjet first
flew in 1946 and eventually 4400 were built and used throughout NATO. From May 1952 the
AMI took delivery of 254 F-84G’s, assigning them to 5º, 6º and 51º Stormo. Two
display teams, the ‘Getti Tonanti’ in 1953 and the ‘Tigre Bianche’ in
1956, flew the type.
The F-84G’s were replaced by the ‘F’ and ‘RF’ versions from 1956.
The F-84F Thunderstreak was an F-84G, but with a swept wing, and over 2700 were built,
mostly for NATO countries. The AMI took delivery of 194 G’s, from 1956. They were
very popular aircraft, due to their impressive performance and handling. Six of these
aircraft were also used by the ‘Getti Tonanti’ and ‘Diavoli Rossi’
display teams. They were finally replaced by the F-104S Starfighter. A reconnaissance version the RF-84F Thunderflash was
also used by the AMI.
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  Left: The Republic F-84G Thunderjet (MM111049 coded 51-18) on display till before March 2008, was stored at
Capodichino airport, Naples for many years following a crash, before being restored by
51º Stormo. It is painted in the special colours applied for the 1956 Fiumicino Air Show.
Right: The Republic RF-84F Thunderflash (MM27458 coded 3-05) was on display in Skema hall (see above in August 2006), however by March 2008 it had gone. A Republic F-84F Thunderstreak (MM53-6892 coded 36-38) was on display, but had gone by November 2005, as had North American F-86K Sabre (MM55-4868 coded 51-62) by the same date. Another former museum inmate North American F-86E Sabre Mk.4 (MM19792 coded 13-1) was transferred to Vicenza in October 2004 for restoration.
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  The Ambrosini Aerfer Ariete (MM569) is a prototype fighter based on the Aerfer Sagittario II 'Ram' (MM561 was displayed at the Museum until a few years ago) and was built in
1958 and first flew in March of that year. With less than expected results the project
was cancelled and no further examples were built.
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  Fiat G-80 (MM53882 coded RS-22) Fiat built, the G-80 which was designed by Gabrielli as an advanced two
seat jet trainer. The first flight of one of the two initial prototypes, took place in
December 1951. Later in May 1953 one of the two prototype G-82’s, made its first
flight. Another four G-82’s were built and were transferred to the jet training
school at Amendola. They eventually went on to the ‘Reparto Sperimentale di
Volo’ (R.S.V.) in 1957. The Italian Air Force were not too impressed by the
performance of the G-80 and G-82 consequently and losing out to the MB-326 no further orders were forthcoming. The Fiat G-80 on display is one of three
pre-production aircraft that were built and tested by the R.S.V. at Pratica di Mare, in
who’s markings it still carries. It was on display outside here for many
years, but following the opening of Skema hall it was restored and moved inside. Two of the
G-82’s (MM53886/RS-19 and MM53888/RS-21) were also stored outside the museum from it's earliest days till the mid 1990’s, but were returned to Pratica di Mare, where they are
currently being held in open store. |
  Aermacchi MB-326E (MM54389 / 68). Designed by Bazzocchi at Macchi, the first of two prototype (MM571 and MM572) MB-326's first flew on December 10, 1957. It eventually won the competition with the Fiat G.80 to be accepted by the AMI. An initial order of 15 pre-prodution aircraft was followed by an order for 100 more in 1960. It entered service on January 15, 1962, replacing T-6 Texan, for primary jet training with 214º Gruppo flying
school at Lecce-Galatina which was renamed as "Scuola Volo Basico Iniziale Aviogetti" (see badge on tail) at the same time. It was powered by a Rolls-Royce Viper engine. An additional 12 MB-326E's were ordered later, which included the aircraft on display. In 1982, after 20 years and more than 400.000 flying hours with the MB-326 was replaced by the MB339A.
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Inspired by the F-86 the Fiat G-91 was designed winning a NATO
competition in 1953. Built only in Germany and Italy, it first flew in 1956, entering
service with the AMI in 1958. The G-91R was a reconnaissance version of the light fighter
bomber, from which G-91Y was developed, making its first flight on 26th
December 1966 (Boxing day!). Named ‘Yankee’ due to the shape of it’s air
intake, the G-91Y now had an afterburner. Carrying a heavier payload and increased
armament by means of two 30mm guns, it was less manoeuvrable than the G-91R. 65
‘Yankee’s were built under license by Aeritalia and delivered to 8º Stormo and
32º Stormo. They were eventually withdrawn from 1994, with the arrival of the AMX.
Above: The
G-91Y on display (MM6959 / 8-66) is painted in 8º Stormo, 101º Gruppo markings from when it was based
at Cervia. |
Left to right: Other G-91’s on display are G-91R (MM6280/2-33) which has the panels cut away on the port side only. G-91T (MM6344/SA-47 previously 32-44) and G-91PAN (MM6250)
painted in the display team ‘Frecce Tricolori’ ‘9’ colours.
Other G-91’s have passed through the museum (including MM6405/2-05 first seen August 1996 but had gone by March 2008) over the years, the G-91 is obviously a well loved aircraft at the museum. |
Left to right: Lockheed F-104 Starfighter (MM6501/3-11) The first F-104A Starfighter flew in 1954. Production of the multi-role, all-weather strike fighter was started in many of the countries which adopted this unique aircraft, apart from Fiat/Aeritalia, including Fokker in Holland, Messerschmitt in Germany and SABCA in Belgium. The initial batch of 12 two-seat TF-104G Starfighter's were manufactured by Lockheed and assembled by FIAT from 1965. The F-104G had a maximum speed of 1,328 m.p.h. at 35,000 feet and could climb to 90,000 feet. The first F/RF/TF-104G
Starfighters entered service with the AMI in 1963 to replace the F-86 and F-84's. FIAT eventually manufactured 164 F-104G, 119 RF-104G and 245 F-104S 40 of which were exported to Turkey. The S for 'Sparrow' variant was an improved F-104G capable of fulfilling the air to ground attacking role utilising the R21G/H ground mapping contour following radar, and deliveries were completed in 1979. Some aircraft were later upgraded to F-104S ASA standard to carry the Apside and AIM-9L air to air missile from 1988. The F-104G's remained in service until 1983 and the last AMI Starfighter was not withdrawn until 2004.
The Panavia Tornado F.3 ADV (MM7210 coded 36-12, formally with the Royal Air Force as ZE836) which replaced another Tornado (MM7001/RS-01) which had been here for well over ten years, in November 2005.
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Communications and surveillance aircraft with the AMI |
 The Fiesler Fi-156 Storch 'Stork' (MM12822 coded '20' and previously G-FIST). This remarkable aircraft could takeoff in 50 meters and land in under 30 meters. 24 Fi-156's were
operated by the AMI during World War II. The example on display was flown by Furlo Lauro who was awarded the Gold Medal for his exploits in rescuing downed pilots and carrying personnel across the Italian front during 1944 and 1945.
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 Douglas C-47A (MM61776 coded
14-45). On display at the museum by 2004 the C-47 was formally with 14º Stormo and subsequently been in
open store at Guidonia for decades, along with some other less fortunate examples before
it was rescued, repainted and put on display.
40 DC-3/C-47's were supplied to the Italian Air Force from the 1950. They were used for multi-engine training, VIP transports and numerous other duties.
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  Piaggio P.166ML1 (MM61933 coded 53-34). The P.166's design followed on from the P.136 amphibian of which several were to be seen at the museum until the mid 1990's when they were put into store at Guidonia. The
first prototype P.166 took to the air in 1957. The P.166 was used for multi-engine aircraft pilot training at Latina with Scuola Volo Basica Avanzato Elica (SVBAE) and also for transport, liaison and Search and Rescue (SAR). 303º
Gruppo at Guidonia utilised the P.166M/APH for aerial surveys until its retirement in 1997.
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  Grumman S-2F Tracker (MM136556 coded 41-6). The prototype Tracker (XS-2F-1) first flew in 1952 and entered service two years later. The aircraft
was employed in Anti-Submarine Warfare (ASW) duties by a number of countries. Deliveries of the S-2F began in 1957 to the AMI under the United States Military Defense Aid Program (MDAP). The S-2F-1 was later designated the S-2A, although the AMI continued to use the original designation. The first six were delivered to Capodichino in 1957, followed by another 14 in 1959 and a further 10 in 1961 all to Brindisi. A final delivery of 15 aircraft followed in 1964. The aircraft were later operated by two squadrons (30º and 41º Stormo) based at Sigonella in Sicily
remained in service until its gradual withdrawal in the 1970's when replaced by the Breguet Atlantic. The last AMI Tracker flew on August 31, 1978. The Museo Storico also has on display the nose of another Tracker (MM148295 coded 41-35) which was part of a batch that did not have the wing-folding mechanism. It was first seen here in 2004 more than 20 years after the complete example was put on display, which was the first aircraft delivered to the AMI.
As photographed in 1996
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  The Piaggio Douglas PD-808GE (MM61961) The PD-808 first flew in August 1964 and only 27 were built. The example on display last flew on May 17 2003, when with 71º
Gruppo at Pratica di Mare and employed in the ECM role.
It was first seen in August 2004 in Badoni hall, by August 2006 it had placed outside the hangar and by March 2008 (right) it had been moved towards the car park to make room to the extension to Skema hall.
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  Left: Agusta Bell AB-47G (MM80113 coded '12') is one of two helicopters on display, the other alongside (right) it is Agusta Bell AB-47J (MM80187 coded SE-38) which was operated by the Scuola Volo Ellcotteri.
The first Agusta Bell AB-47G flew on May 22, 1954 and were employed in the training role initially with the Centro Elicotteri and later the Scuola Volo Elicotteri (SVE). The later J models remained in service until the 1970’s.
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Some of the many attractive badges carried by some of the aircraft on display.
Left to right: Piaggio P.166ML1 (MM61933 coded 53-34), Macchi MC.200 ‘Saetta’ (MM5311 coded 369-1), Fiat CR.42 'Falco' (as 'MM5643/162-6' and Fiat CR.32 (as C.1-328 / ‘3-6’ of the Spanish Air Force). |
I hope I have given you an
idea of what you should expect to see. Over the many years of visiting the museum I have personally seen well over 100 airframes here, but never more than 70 at any one time. These days there are around 60 aircraft on show. The collection is constantly changing as airframes are moved
away for restoration and others are taken out of store. When I next get the chance to
visit, I will be hoping to see some of my old ‘friends’, that are not currently displayed, return to museum after a period of restoration. Restoration is important here but is very time consuming and
comes with a cost.
Restoration
A number of airframes were put on display as they were recovered. However, with help from
volunteer groups, some aircraft have ‘disappeared’ only to return spruced
up, following extensive restoration. ‘Gruppo Amici Velivoli Storici’ of Turin (GAVS
Torino), are a non-profit aircraft restoration society, which was established in 1983.
They have centres for restoration in Turin, Vicenza, Rome and Lombardy. They have spent
6,000 voluntary hours over the last three years, restoring aircraft for various museums.
GAVS publish for it’s members, a magazine ‘Ali Antiche’, which is dedicated
to aircraft restoration and preservation. They have done much of the valuable and
painstaking restoration for the museum, notably over the years, the Ansaldo SVA-5 in 1988
and the G-55 ‘Centauro’ in 1995. The Rome section of GAVS recently restored the
Spanish built Fiat CR.32, the Hispano HA 132L in Spanish civil war colours. F-86E Sabre
(MM19792 code 13-1) had moved to GAVS at Vicenza by October 2004 for restoration. The 3º RTA (10º RMV) at Lecce, have also
done valuable work for the museum, including completing the modification of the Fiat G-59
to a G-55 in 1997. The more recent restoration of the Macchi M.67 was done in part by
Associazione Aeronautical Restoration of Varese.
I have been visiting this museum most years for the last 29 years, since marrying my long suffering Italian wife in 1979. Right from the outset in
the late seventies, construction work has been carried out on the site, but at a very slow
pace. I have seen many changes to the buildings and to the aircraft themselves. Originally
you had to gain entrance through main gate of the adjoining military camp. Then you had to
leave your passport with them and were requested to make a ‘donation’ to the
soldiers on guard. In those early days a number of aircraft were ‘stored’
outside by workshops on the military camp. As the museum grew, more and more aircraft were
left outside, at the mercy of the elements, either just outside the main buildings or
further towards the new car park. Today with the construction of Skema hall nearly all the
exhibits are undercover and protected.
There were prolonged periods in the
nineties, when Hall 4 was housing the 1950’s jets, but was not open to the public. In
1998 the Italian Air Force held their 75th Anniversary air show at Pratica di
Mare. For this event a number of museum aircraft were taken from Vigna di Valle for static
display. These included the; Fiat C.29, G.5bis, G.55, G.80, Macchi C.200, C.202, C.205,
SM.79 and the Fi-156. This was a rare opportunity to see these aircraft out in the sun.
The museum was completely closed to the
public at the end of the nineties, until it was reopened on August 5, 1999.
Later Hall 3 was closed throughout 2001 and into 2002 while it was being refurbished.
Today all four halls are fully open and connected by way of adjoining doors and more
recently walkways. It all looks very impressive, with around 60 aircraft on display,
beside the clear waters of Lake Bracciano. So why not make plans to visit?
How do you get to the Museo Storico?
Cheap flights to Rome mean that it is now a great long weekend vacation. Why not treat the
wife to some ancient Roman architecture and Italian restaurants, but more importantly
visit this wonderful museum, you won’t be disappointed? Don’t forget that the
museum, which is free, is closed on Mondays, otherwise it is open all year round.
Opening times:
(1st June – 30th September) 09:30 – 17:30
(1st October – 31st May) 09:30 – 16:30.
Please
check out the museum’s website: www.aeronautica.difesa.it/museostorico/
to confirm opening times.
Telephone: (0039) 06-99887500.
Email: aeromuseo@aeronautica.difesa.it
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