Issue No 21 THE AVIATION HISTORIAN 53
engine’s torque would be balanced by clipping
one wing by about 25cm (10in), a solution dating
back at least to the 1917 Ansaldo SVA.
At the (unspecified) all-up weight, the centre
of gravity (c.g.) of the variant with a fixed
undercarriage and metal empennage would
fall at about 26 per cent of the wing chord. The
designation AQV (the V probably standing for
veloce, or fast) first appeared on October 5, 1936,
when drawing No 200918 stipulated a Piaggio
P.XS engine, rated at 550 h.p. at ground level
(450–550 h.p. at 10,000m/32,800ft), driving a
three-bladed variable-pitch propeller weighing
around 114–120kg (250–265lb).^5
By February 23, 1937, the RAQ’s aerodynamics
department had built both partial and complete
models, the drawings for which are the main
source of technical data for this unique aircraft.
The^1 ⁄ 8 th-scale model drawings show a single-
seat enclosed cockpit, possibly pressurised,
and provide dimensions and design weight.
They also show Schepisi still undecided on
a choice of undercarriage — fixed with large
fairings or retractable into underwing pods.
The main model was tested at an airspeed
of 43m/sec (96 m.p.h.) in the DSSE’s Nos 2,
3 and 4 windtunnels. A smaller model, with
appropriately distributed weight, was probably
built for spinning tests.
After this series of preliminary tests, AQV
activity came to a halt, probably because the
Regia Aeronautica had decided to retake
the altitude record with a lower-risk Ca.113
derivative. The Service had once again tapped
Caproni, which in turn entrusted the project
to Generale ingegnere Rodolfo Verduzio, who
proposed two types, respectively powered by
an Alfa Romeo 127S (the Ca.160, serial MM.353)
and a Piaggio P.XIRC72 (Ca.161, serial MM.360).
The biplanes were built so quickly that Tenente
Colonnello Mario Pezzi was able to perform
acceptance flights on February 4 and April 21,
1937 respectively, before their contracts were
signed. The choice fell on the Ca.161, which
Pezzi flew to 15,645m (51,329ft) on May 7, 1937,
during only his fourth flight in the type.Onwards and upwards
Little more than a month later Pezzi’s 416m
(1,365ft) gain was eclipsed by Flt Lt M.J. Adam,
who reached 16,440m (53,937ft) in the Bristol
Type 138A. Verduzio was asked to squeeze even
more performance from the biplane, and Miniero
was attached to the new record attempt, which
saw MM.360 modified to “bis” standard.
Despite this, it was decided to proceed with
the AQV as a pure research project. Construction
was entrusted to the Stabilimento Costruzioni
Aeronautiche (SCA — Aircraft Construction
Establishment).^6 Created in 1912 for lighter-than-
air aircraft production, the SCA was located in
Rome, within walking distance of the Vatican,
and during the First World War had built some
60 airships, 400 observation balloons and 600
air-barrage balloons. After the Armistice, the
SCA narrowly escaped privatisation. Under
the leadership of Umberto Nobile, a former
civilian SCA engineer who joined the new
Regia Aeronautica as a Tenente Colonnello, it
continued its airship activities, building, amongABOVE This photograph of the main SCA hangar at
Guidonia during the 1930s provides a snapshot of its
production, overhaul and modification activities. The
glider to the right is probably a Grifo, of which the SCA
built six, beyond which is a 121 a Squadriglia Romeo
Ro.30, a sole example of which was used by the RAQ.AERONAUTICA MILITARE VIA AUTHOR