By: Rob Mulder
With the flying boats Type Gs I and Type Gs II Claude Dornier showed the world that he was able to develop and construct a flying boat capable to cope severe circumstances in open sea. But the prohibition of the Entente implemented through the Treaty of Versailles of January 1920 made it impossible to construct the Gs I, neither Gs II nor its successors in Germany. As other German manufacturers Claude Dornier had to leave Germany and find suitable working conditions elsewhere. An Italian officer of the Inter-Allied Aeronautical Commission of Control – IAACC had drawn the attention of Claude Dornier to Italy, where a suitable site was at hand near Pisa at the mouth of the river Arno. The small village was called Marina di Pisa.
On 17 December, 1921 the by German capital dominated Italian bank Banca Commerciale Italiana formed a new company: the Società Anonima Italiana Costruzioni Meccaniche – SAICM. This company took over the site of the Società Anonima Industrie Meccaniche Gallinari at Marina di Pisa, where during the Great War under licence seaplanes were built. Now Dornier Metallbauten GmbH could hand over SAICM the rights and patents. The construction of aircraft could finally begin.
After extensive blessings from the bishop of Pisa, the first Italian-built Dornier Wal could take off for its maiden flight on 6 November, 1922. The Spanish Ministry of Defence had ordered one Dornier Wal from the drawing board and after a trial flight with the prototype ordered another five. The aircraft were delivered and more orders came after record- breaking flights of Ramon Franco and Roald Amundsen.
On 5 November, 1925 the SAICM changed its name into Costruzioni Meccaniche Aeronautiche Società Anonima – CMASA with as factory directory engineer Guido Guidi. Most personnel were now Italian. At the end of 1924 and the beginning of 1925 the first civil Dornier Wal (in Italy known as Dornier Wal-Cabina) had been delivered to Fritz Hammer. This version was constructed for nine passengers in comfortable bolstered seats and with a cockpit with dual controls. The aircraft was handed over to the Sociedad Colombo Alemana de Transportes Aereos – SCADTA for trial flights in the South American wilderness. The German airline company Deutscher Aero Lloyd AG – DAL took delivery of four aircraft. These were paid for by the German Reichsmarine and were operated by the Swedish-German airline company AB Nordiska Flygrederi on the Stockholm – Danzig air route in the Baltic Sea. These aircraft carried Italian registrations and went in 1926 to Deutsche Luft Hansa AG.
But the possibilities of the civil Dornier Wal had not yet been exploited completely. After the fascist-nationalistic take over in Italy, the new Direzione Generale di Aeronautica Civile supported the opening of civil air services in Italy. Up to 1926 no air services were operated due to lack of capital. The civil war in Italy had also hampered any developments. But by the mid-twenties new initiatives emerged. SAICM was keen to start to use its successful products, the Dornier Wal, on Italian routes as well. The country can be called ideal for the use of flying boats due to its long coastline and colony Libia Italiana (Libya). A fast link with this colony was of course of interest to the new government as well.
On 19 January, 1925, the SAICM together with the Banca Commerciale Italiana formed the Società Anonima di Navigazione Aerea (known as SA Navigazione Aerea) with a stock capital of Lire 1,000,000 divided over 10,000 shares each worth Lire 100. The official aim of the company was the opening of national and international air routes and operating these by seaplanes. In order to achieve this aim, the company signed in April 1925 a contract with the Italian Government for the concession of two air services: Genova – Barcelona (Spain) and Genova – Brindisi. The concession was given for a period of ten years. SA Navigazione Aerea could count on a subsidy for 640,000 kilometres per year. A second treaty was signed on 20 November, 1925, which regulated the terms and conditions under which the SA Navigazione Aerea could operate. The first air service scheduled to open would be from Genova to Roma, Napoli and Palermo on the island of Sicilia (Sicily). The basis for a successive start was at place. The SA Navigazione Aerea ordered its first aircraft: the Dornier Wal-Cabina. It was powered by two 360 hp Rolls Royce Eagle IX, placed in tandem. SA Navigazione Aerea’s first aircraft had made its maiden flight on 20 August, 1925, followed by number two on 14 November. Both aircraft were delivered on 27 February, 1926, and registered respectively I-DAUR (c/n 28) and I-DEAR (c/n 30). Latter was equipped with Italian-built Piaggio Jupiter IV engines. The financing of the fleet was possible thank to an increase of the stock capital with 3 million Lire, to a total of 4 million Lire.
On 2 March, Captain De Briganti and Captain Antonio Locatelli departed by Dornier Wal-Cabina I-DAUR and Captain Tullio Crosio and Guilio Marsaglia by I-DEAR on a series of trial flights over the route Genova – Roma – Napoli – Palermo. These flights lasted eleven days and made a smooth opening of the air service in the next month possible. On 7 April, 1926 at 8 am the Dornier Wal-Cabina started on the second civil air service of Italy: Linea 3 – Genova – Roma – Napoli – Palermo. The 1,070 km long service was operated three times weekly (Monday, Wednesday and Friday) with return on Tuesday, Thursday and Saturday. Just before the inauguration SA Navigazione Aerea received the next two of its initial order of five Dornier Wal-Cabinas: On 1 April the I-DOAR and two days later the I-DAER (1) were handed over. The fifth flying boat, I-DAOK, was handed over on 8 November. All aircraft had different engines and were assigned a fleet number in Roman:
Regn. No. Engine
I-DAUR I Rolls Royce Eagle IX
I-DAER II Rolls Royce Eagle IX
I-DEAR III Piaggio Jupiter IV
I-DOAR IV Piaggio Jupiter IV
I-DAOK V Roll Royce Eagle IX
On 9 June, 1926, the Dornier Wal-Cabina, I-DEAR was involved in a serious accident near the island of Capri, where its rear engine lost its Reed propeller. Together with the engine they landed on the rear of the flying boat. A new hull (from the aircraft with the c/n 124) was used on this aircraft and by 1930 upgraded with two new Piaggio Jupiter VIIIR engines. It did not re-enter service until 9 August, 1930.
During the first year of operation (the service was operated until 31 December) the Dornier Wal-Cabina’s of SA Navigazione Aerea made 479 flights and flew 162,770 km (in 1,076 flying-hours). They carried 1,814 passengers, 213 kg airmail, 9,931 kg luggage and 4,638 kg freight. Regularity ended on 66 %. Not too impressive.
The fleet of the SA Navigazione Aerea was in 1927 extended with another four Dornier Wal-Cabinas. I-AYZZ (fleet number VII) was delivered on 11 January and followed by I-AYZY (VI) on 7 February. It was not until 7 August when the next aircraft was delivered: I-AZDI (VIII), followed by the last one for 1927 I-AZDL (IX) on 9 October. The Dornier Wal-Cabina, I-AZDI was the first to be assembled at Piaggio at Finalmarina. This company assembled a small number of aircraft for the CMASA in order to relieve the production line in Marina di Pisa. Piaggio also built under licence the Gnome & Rhone Jupiter IV-engine, which was mounted on the Dornier Wal-Cabina I-DEAR and I-DOAR, both in service with SA Navigazione Aerea.
The company operated now nine modern Dornier Wal-Cabina flying boats. In 1927 the air service was divided into two legs: Genova – Roma and Roma – Napoli – Palermo. After the delivery of the new aircraft to the SA Navigazione Aerea could start on 12 September daily air services. The service was set up in such a way that a connection with the express steamer from Napoli to Alexandria (Egypt) and from Roma to Paris by the express train was created.
The increase in frequency and the size of the fleet made it possible for SA Navigazione Aerea to improve the results. In 1927 the results were as follows: 1,050 flights and 2,535 hrs and 54 min. flown. The Dornier Wal-Cabinas covered 367,910 kilometres and carried 3,387 passengers on one stage. In addition 2,457 kg airmail and 44,353 kg freight was carried.
The year 1928 stood for a number of interesting events: the introduction of a new type of flying boat and the opening of new air services. After the lift up off the ban on German aircraft production in 1926, Dornier Metallbauten GmbH was able to start producing larger flying boats at its plant at Manzell, Germany. One of first civil products was the Dornier Superwal. This braced high-wing monoplane of all metal design was a much-improved Dornier Wal. It had a front cabin for eleven passengers and a fully enclosed flight deck with dual controls. In the rear one could find another compartment for eight passengers. The first twin-engine Dornier Superwal made its maiden flight on 30 September, 1926.
The SA Navigazione Aerea was of course interested in the improved version of the Dornier Wal. In 1927, it had just purchased a number of Dornier Wal-Cabinas. The next version was the Dornier Superwal with four engines, which Dornier designated as R4. The four 550 hp Gnome & Rhone Jupiter engines were arranged in tandem pair. In November 1926, SA Navigazione Aerea decided to order two with an option of four, which were all ferried from Manzell to Italy across the Alps. In March 1927 the option was lifted and a final order placed. The first two of the series were delivered in January 1928 and registered as I-RENE and I-RIDE. Subsequently the others arrived: I-REOS, followed by I-RATA, I-RONY and I-RUDO. Thus at the end of the year the order was delivered and SANA could start its expansion of the network.
In 1928, SA Navigazione Aerea operated six times weekly (not on Sundays) the air route Genova – Roma – Napoli – Palermo. The new air routes were not opened until the end of that year. The Dornier Superwal opened the weekly-operated air route Roma, Siracusa and Tripoli on 1 November, 1928. The city of Siracusa was on the east coast of the island of Sicilia. Tripoli was of course the main city of the Italian colony of Libia Italiana (now called Libya). Italy occupied the former province of Turkey after the prestigious 1911-12 war. After the Great War emigration from Italy was encouraged. The opening of an air service from Libia Italiana to the Italian main land was therefore given high priority by Benito Mussolini. After the Second World War the country was placed under military administration, but finally recognized independent in 1951. The route had a length of 1,210 km and the large flying boats of SA Navigazione Aerea crossed the Mediterranean without difficulties.
In May 1925, the SA Navigazione Aerea and the Spanish Government had discussed the concession for an air service between Genova and Barcelona. One of the conditions from the Spanish Government was that Spanish shareholders would get 33 % of the shares of SA Navigazione Aerea. The Italians were not too keen about this and negotiations held on until 1928, when the route finally could be opened. It is not clear if Spaniards had shares in the SA Navigazione Aerea. The Dornier Superwal was regarded best suited for such a long air service because of his four engines giving the aircraft a better range and improve safety. But later the Dornier Wal-Cabina replaced the Dornier Superwal.
In June 1929, the French minister for aviation Laurent-Eynac met in Torino his counterpart from Italy, General Italo Balbo to discuss the last details with regard to the schedule air service between Genova, Marseille and Barcelona and the extension of Roma – Palermo air service to Tunis in French occupied Tunisia. The French granted the request and as compensation French airline companies were allowed to use the airport of Napoli and Castelrosso for their scheduled air service to the Orient.
On 5 November, just four days after the opening of the air service to Tripoli, the Dornier Superwal opened the first international air service of the SA Navigazione Aerea, when it started to fly between Roma, Genova, Marseille and Barcelona. In Barcelona the flying boats moored in the centre of the city at the foot of the famous Mountain Montjuïc. The service connected three of the most important harbours of the Mediterranean.
The network of SA Navigazione Aerea had now a length of 3,360 km. Until 31 December, 1928 the aircraft flew 579,772 km, and carried 4,430 passengers, 1,850 kg mail and 61,899 kg goods. On the first two months of operation of the air service to Barcelona, the Dornier Superwal had flown 10,800 km, carried 53 passengers, 56 kg mail and 666 kg goods and luggage. The aircraft made 9 flights in each direction. Similar results were achieved on the route to Tripoli. Here 6,160 km was flown, carrying 45 passengers, 45 kg mail and 1,002 kg goods and luggage. With these positive results, SA Navigazione Aerea could start on the 1929-season, which again saw an expansion of its network.
The year 1929 saw the delivery of one addition aircraft, a Dornier Wal-Cabina, built at the SA Piaggio & C. It was the I-AZDZ (fleet number X). The aircraft replaced the Dornier Wal-Cabina, I-DEAR (1), which was sadly lost in January of that year. A second loss had to be registered in April. In the night of 12 to 13 April the Dornier Do.R4 Superwal, I-RIDE took fire and burnt out completely. It could not be rescued and was subsequently written off. The lost Dornier Superwal was not replaced.
In 1929 SA Navigazione Aerea started to market its air service with flashing Italian names: The air route to Barcelona was called Freccia del Mediterraneo (Arrow of the Mediterranean), the Freccia Verde (Green Arrow) for the air route between Genova and Palermo and the Freccia Rosso (red Arrow) for the Roma – Tripoli air service. Later the route to Barcelona was renamed Freccia Azzurro (Sky-blue Arrow).
The British airline company Imperial Airways Ltd wanted to operate a through service from London via France, Italy and Greece to Egypt and India. The Italian government demanded from the British that the SA Navigazione Aerea would be able to pool between Genova and Alexandria. When the British refused to agree, they were forced to re-route the air service. The Italian government refused the British to enter Italy via France and thus the route had to be rescheduled and changed into a flight from London to Basel (Switzerland), a train ride to Genova (Italy), where passengers, mail and freight were transferred to the Short S.8 Calcutta flying boats for the sea-trip to Alexandria. The curious point here was that the Italians allowed the British to leave Italy from an Italian port, but Imperial Airways Ltd was not allowed to cross Italian soil to Genova. Imperial Airways Ltd could open its air service on 30 March, 1929. As a countermeasure the Italians started two weeks later a parallel air service. On 15 April, 1929, the SA Navigazione Aerea opened an air service from Genova to Roma, Napoli, Kerkira, Athenia, Rhodos, Tobruk and Alexandria in the former British protectorate Egypt (total length of the air service was 2,895 km). Imperial Airways Ltd had to fly from Genova to Roma, Napoli, Corfu, Athens, Suda Bay (Crete), Tobruk and Alexandria. With two airline companies flying to Alexandria, the Italian regarded it as a pool service. In the first (and only) year of operation, the Dornier Superwal of SA Navigazione Aerea flew 190,947 km (on 33 return trips), and transported 257 passengers (average of nearly four passengers per trip in an aircraft with nineteen seats), 3,952 kg mail and newspapers and 36,731 kg goods and luggage. The air service had merely a political meaning, as in 1930 it had already been closed down again. The two governments failed to reach an agreement and thus the services had to be discontinued by SA Navigazione Aerea. The British continue to operate as previous and the public did not care for the extra train ride. In fact, at a later stage the passengers, goods and mail had to travel by train from Paris to Brindisi, from where the Imperial Airways Ltd flying boats transported them to Egypt and beyond.
As mentioned before the Italians discontinued the air service to Alexandria and concentrated on the network of 1928. Roma – Genova (430 km, 3 hours flying) was operated six times weekly, as well as the air service between Roma, Napoli and Palermo (640 km, 5½ hour flying). In Palermo, Società Aerea Mediterranea – SAM, the new state-owned airline company offered a connection to Tunis. The service to France and Spain was divided into two services: Roma – Genova – Marseille (745 km, 7 hours flying) and Genova – Marseille – Barcelona (770 km, 7 hours flying). The first service was operated on Monday, Wednesday and Friday, while latter was flown on Tuesday, Thursday and Saturday. The train from Roma to Genova and Marseille could travel the distance in 24 hours, so compared with the flying-time of seven hours a great improvement. From Genova to Barcelona a train would use 28 hours, a fast steamer 21 hours. Again a flying-time of merely 7 hours was an impressive improvement. The SA Navigazione Aerea continued the air service to Tripoli as well, but the landing at Siracusa only on demand. Jane’s mentioned also a landing at Malta, but this has not been confirmed from other sources.
On 9 August the rebuilt Dornier Wal-Cabina (I-DEAR) was delivered after its incident in June 1926. It was an aircraft, which received the same registration: I-DEAR (2), but had the new c/n 144. The year 1930 also saw the loss of two flying boats. As early as 3 January the Dornier Wal-Cabina, I-DAER was lost at sea, followed on 21 November by Dornier Superwal, I-RONY.
The fleet saw a further improvement with the introduction of new Dornier Wal-Cabina’s. At the end of 1929, one Wal Cabina, the I-AZDZ (fleet number X) had been delivered, followed in 1930 by a further three: the I-AZEA (fleet number XI), the I-AZEB (XII) and the I-AZEC (XIV). Latter was reported to have a luxurious passenger cabin. Two 500 hp Piaggio Jupiter VIIIRs powered all, but the I-AZEC. The Isotta Fraschini Asso 500 R powered this one. They were all built at the Piaggio-factory at Finale Marina. These aircraft look different than the early samples. The main difference were the round instead of square passengers windows. Also the passengers cabin had improved chairs. Finally, the company lost its Dornier Superwal, I-RENE, on 28 May near Cap Antibes.
In the annual report the Board of Directors informed the shareholders that during the period April 1926 – June 1930 the following results were achieved:
- 2,701,754 km flown;
- 19,575 flying-hours;
- 7,757 take-offs and as many landings;
- 19,527 passengers carried;
- 7,294,450 passengers/kilometres;
- 347,385 kg freight, luggage and mail.
- 84 % regularity;
- 67 % average overall load factor.
The air service to Barcelona was closed down for the season as early as 30 November. The year 1930 was the best year ever with regard to overall results. The aircraft had flown 1,268,881 km (+49,9 % compared with 1929) and transported 8,083 passengers (nearly +100%), 28,874 kg mail and newspapers (+23,9 %) and 122,758 kg goods and luggage (+73,2 %).
The next year in the history of this popular Italian airline company saw a further expansion of the network. The regular air services were operated as usual, but some minor changes were implemented. Roma – Genova was unchanged, as was Roma – Napoli – Palermo and Genova – Marseille – Barcelona. The service to Tripoli was now divided into two different services: Roma – Napoli – Siracusa and Siracusa – Malta – Tripoli. New that year was the opening of a new service. The SA Navigazione Aerea pilot Luigi Bonotto had made a trial flight on 31 August with the Dornier Wal-Cabina, I-AZED. And on 6 September, the SA Navigazione Aerea opened the Genova – Marseille – Barcelona – Cartagena (Los Alcázares) – Algeciras service. Los Alcázares was situated just northeast of the Spanish city of Cartagena and near the village of San Janvier. Algeciras was on the west side of Gulf of Gibraltar, the well-known British colony. Two weeks later the Gibraltar based airline company Gibraltar Airways Ltd began an experimental Gibraltar – Tanger service with its newly acquired Saunders-Roe Windhover amphibian. The service to Algeciras/Gibraltar was interesting for the Italians as it connected with the three steamers to and from the United States of America, operated by the Italian shipping company Lloyd Sabaudo. The mail saved no less than two days on the steamer service.
The Dornier Superwals were hardly used. Only three were left by 1931 and they were only used if needed. The Dornier Wal-Cabinas basically flew all services now. The SA Navigazione Aerea was also interested to operate the ultimate Dornier flying boat, the Dornier Do X. The Italian company wanted to use the aircraft on the long haul air service to Tripoli, which could be extended once the Dornier Do X was taken in use. The two aircraft on order were not delivered to the SA Navigazione Aerea and went instead to the Regia Aeronautica. The civil registration for the first Do X was I-REDO Umberto Maddalena the second was I-ABBN Alessandro Guidoni. They were applied on the aircraft for the transfer flight from Germany to Italy. Later they received the RA-registration MM.182 and MM.208. Twelve Italian constructed 580 hp water-cooled Fiat A.22R-engine powered the impressive aircraft. The first aircraft made its maiden flight as Do X2 on 16 May, 1931 and was transferred to Italy on 28 August. The second flying boat, the Do X3, was transferred to Italy on 13 May, 1932. Numerous military crews were trained on the flying boats. Because for economical reasons the Italian Dornier DO X2 and Do X3 were never used on any of SA Navigazione Aerea’s scheduled air service. Around 1935 the aircraft were withdrawn from active service and scrapped.
Beside these two huge aircraft, which eventually did not fly for SA Navigazione Aerea, the company took delivery of two new Dornier Wal-Cabinas: I-AZEF and I-AZER (c/n 255 and 256).
Due to the minor changes in the network, the SA Navigazione Aerea transported 7,975 passengers, 52,091 kg mail and 145,757 kg goods, newspapers and luggage. During 8,556 flying hours the aircraft of SA Navigazione Aerea flew 1,270,825 km. The mail service to and from the express steamers to and from the USA had been a good idea. Despite the fact that only 12 passengers were transported, the flying boats carried 24,629 kg (well 24 tons) of mail between the two ports Genova and Algeciras. A very good result compared with other air service of SA Navigazione Aerea. On the route to and from Palermo, the aircraft carried in 1931 well 12 tons of mail, but on the remainder of the network some 1 to 6 tons was carried. Looking at the number of passengers carried, the best service was the one between Roma and Genova with 2,262, followed by Roma – Napoli – Palermo with 2,540 passengers. The link from Syracuse to Libia Italiana and the city of Tripoli was also a popular one and good for 1,392 passengers and 3,876 kg of mail. The year 1931 turned out to be a good year for the company.
In 1932, the SA Navigazione Aerea received its two last ordered Dornier Wal-Cabina, when the aircraft with the registration I-AZDQ (in January) and I-CITO (on 3 June, 1932) were delivered. Two 600 hp Fiat A.22R-engines powered the latter aircraft, which was a great improvement compared with the initial power plant of the Dornier Wal-Cabina: two 360 hp Rolls Royce Eagle IX engines. It was the ended of a long line of aircraft delivered to the company. It has operated a total of nineteen Dornier Wal-Cabinas and six Dornier Superwals and was with this fleet the biggest customer of Dornier flying boats (even bigger than Deutsche Luft Hansa AG). Italy as a whole was a big user of flying boats as could be understood from the history of SA Aeroespresso Italiana. This company started with Italian aircraft, but ended up ordering huge numbers of Dornier Wal-Cabina as well.
The only small disturbance on the regularity of the aircraft occurred on 3 November, 1932, when the Dornier Wal-Cabina, I-AZDL on its way from Tripoli to Malta was forced down due to engine trouble. Although a passing ship rescued the eighteen passengers and crew, the aircraft was lost during the tow.
The SA Navigazione Aerea operated in 1932 the same network as in 1931 and increased its traffic results even further. The results for 1932 were as follows:
- 1,332,707 km flown;
- 8,797 flying-hours;
- 9,990 passengers carried on one stage (the 10,000 passengers mark was close)
- 37,417 kg mail;
- 293,229 kg goods. newspapers and excess luggage carried.
Disappointing was the decline of mail on the air service in connection with the express steamers to and from the USA. This figure dropped from 24,629 kg in 1931 to 7,252 kg in 1932. The reason for this decline is not clear.
1933 turned out to be the last full year in which the SA Navigazione Aerea operated. The network was again unchanged compared with 1932. The air service from Roma to Tripoli was divided into two separate services: Roma – Syracuse – Tripoli and Roma – Syracuse – Malta – Tripoli, both operated three times weekly in such a way that a daily service existed. Latter air service connected with the internal network of the airline company of Libia Italiana: the Società Anonima Nord Africa Aviazione.
Roma – Genova – Barcelona – Algeciras was still regarded as a mail service, although passengers were allowed as well. The second service to Barcelona, was operated on Monday, Wednesday and Friday in the western direction and on Tuesday, Thursday and Saturday in eastern direction.
The re-organisation of the Italian civil aviation hit SA Navigazione Aerea directly as well. The new policy of the fascist government was: one airline company will be supported by the Italian State. Thus on 30 June, 1934, the Società Aerea Mediterranea – SAM took over the shares of the SA Navigazione Aerea and came thus in the possession of all assets of the company, including its nine remaining Dornier Wal and one Dornier Superwal flying boats. For no clear reason two Dornier Wal-Cabinas were not taken over: I-AZEA and I-CITO). The airline company indirectly owned by the Dornier Metallbauten GmbH in Germany did not exist anymore. All air services were transferred to SAM.
Fleet list of S. A. di Navigazione Aerea (1925-1934)
This replaces the list under “Fleet of the day”
Type Regn. Fleet no. c/n In Fate
Dornier Wal-Cabina I-DAUR I 28 27.2.26 fate unknown
Dornier Wal-Cabina I-DEAR 1 III 30 27.2.26 1.29 crashed
Dornier Wal-Cabina I-DOAR IV 31 1.4.26 fate unknown
Dornier Wal-Cabina I-DAER II 29 3.4.26 3.1.30 lost at sea
Dornier Wal-Cabina I-DAIR 8.11.26 fate unknown
Dornier Wal-Cabina I-DAOK V 39 8.11.26 (1)
Dornier Wal-Cabina I-AYZZ VII 50 11.1.27 .32 canx
Dornier Wal-Cabina I-AYZY VI 49 7.2.27 .32 canx.
Dornier Wal-Cabina I-AZDI VIII 81 7.8.27 fate unknown
Dornier Wal-Cabina I-AZDL IX 82 9.10.27 fate unknown
Dornier Do.R4 SuperWal I-RENE 141 1.28 28.5.30 crashed at Cap Antibes
Dornier Do.R4 SuperWal I-RIDE 142 7.1.28 12-13.4.29 burnt out
Dornier Do.R4 SuperWal I-RONY 170 2.5.28 21.11.30 crashed
Dornier Do.R4 SuperWal I-RUDO 171 19.7.28 6.34 registration cancelled (4)
Dornier Do.R4 SuperWal I-RATA 145 6.8.28 11.8.33 crashed
Dornier Do.R4 SuperWal I-REOS 144 27.10.28 8.34 to Ala Littoria SA as I-REOS (3)
Dornier Wal-Cabina I-AZDZ X 91 fate unknown
Dornier Wal-Cabina I-AZEA XI 92 fate unknown
Dornier Wal-Cabina I-AZEB XII 93 7.6.30 fate unknown
Dornier Wal-Cabina I-AZEC XIV 94 16.6.30 fate unknown
Dornier Wal-Cabina I-DEAR 2 144 8.30 8.34 to Ala Littoria as I-DEAR
Dornier Wal-Cabina I-AZED 106 fate unknown
Dornier Wal-Cabina I-AZEF 255 .31 (2)
Dornier Wal-Cabina I-AZER 256 .31 (2)
Dornier Wal-Cabina I-AZDQ 120 1.32 fate unknown
Dornier Wal-Cabina I-CITO 126 3.6.32 fate unknown
Dornier Do.X I-REDI 2 28.8.31 not taken up, to MM.182
Dornier Do.X I-ABBN 3 13.5.32 not taken up, to MM.208
(1) C/n reported as 58 as well. C/n 39 most likely to be correct.
(2) Believed to have been delivered in 1931.
(3) Reported as being demolished on April 1934.
(4) In May 1934 to Ministro dell’Aeronautica.