Italian Air Force Museum - My 2013 Article  MUSAM 2023 - My Article  Museo Storico, Vigna di Valle (2004 to 2019)  Looking Back (Slide and film scans 1980 to 2002)

The Italian Air Force Museum (Museo Storico dell' Aeronautica Militare Italiana) Vigna di Valle, Rome 2023, 2024 and 2025

A museum with a history Italy's first aeronautical museum was founded in 1913 at the Castel San Angelo in the centre of Rome. From 1933, the collection was moved to various locations within the city, but tragically all the exhibits were lost during the Second World War. In the 1950s, plans for a new aeronautical museum began to take shape, and in 1961 a museum was finally established in Turin. Unfortunately, by 1974 the costs of running such a large museum had become prohibitive, and it was closed. As the Italian Air Force (Aeronautica Militare Italiana – AMI) had buildings available at Vigna di Valle, the search for a cost-effective solution came to an end. The current museum site, located on the shores of Lake Bracciano, just 25 kilometres north of Rome, has an aeronautical history dating back to 1904. Italy's first airships and, later, its seaplanes were test-flown from this location. On May 24, 1977, the Italian Air Force Museum was officially opened at Vigna di Valle by the Head of State. At that time, the museum comprised two hangars, with an additional new connecting hall. Since my first visit in 1980, I have tried to make an annual pilgrimage to Italy's finest aircraft museum. But what has happened to the collection over the years? In the 1980s, a grass area by the lower car park was used to display numerous aircraft. Unfortunately, the Italian sun quickly faded their paintwork, and the exhibits began to look rather shabby. Over time, much of the collection has been rationalised. By the early 1990s, nearly 70 airframes were packed into the three halls then available. During that decade, construction work, particularly on Skema Hall, meant that some or all of the collection was periodically closed to the public. Duplicate or similar aircraft types were placed in storage at Guidonia, Pratica di Mare, Torricola, and possibly other locations. Before 1991, a Fiat G-80 and two later G-82s were displayed outside, all in poor condition. Only the recently restored G-80 remained in Skema Hall. The G-82s returned to Pratica di Mare, from where they had originally been test flown. With the jets moved from Hall 3 to the new Skema Hall in the mid-1990s, there is now more space between exhibits, which greatly benefits photography. By March 2008, only two aircraft were displayed outdoors: the HU-16 Albatross and the PD-808. All jets currently on display flew with the Italian Air Force, and most were at least assembled in Italy, if not entirely designed and built there. The collection once included a SAAB J29F Tunnan, abandoned by the Swedish Air Force after a mechanical failure. As this aircraft had no connection to the Italian Air Force, the museum sensibly placed it in storage. This is the beauty of the Museo Storico: it presents Italian aviation heritage. Renowned manufacturers such as Agusta, Caproni, Fiat, IMAM, Macchi, Piaggio, and Savoia-Marchetti are well represented. Many other museums are tempted to acquire Eastern European MiGs or similar aircraft, believing they enhance a collection's appeal. In my opinion, they do not. So what does the museum offer to photographers, enthusiasts, and historians? Something for everyone, I believe. This page covers all aircraft on display from 2023, when the museum reopened for the 100th anniversary MUSAM 2023 launch of the renovated Museo Storico. My article on MUSAM 2023 can be accessed via the link above. Subsequent pages cover the period from my first visit in 1980 to 2019, when the museum closed in preparation for MUSAM 2023. On June 16, 2023, the museum reopened after 18 months of extensive renovation. Before this, Halls 3 and 4 were closed for structural work. Since reopening, little has changed apart from the new ticket office and shop adjacent to the main gate. I had suggested a small fee, and in 2025 I was charged ten euros. I hope the proceeds remain with the museum.

Hall 1 'Troster' The beginning of flight

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 XIs 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'.

Macchi Hanriot HD.1 (No.515 '76'). This is a French designed World War One single seat fighter which was supplied to the Belgian and Italian air forces, the French chose the SPAD S.VII instead. Around 1,200 were delivered of which 831 were built in Italy by Nieuport-Macchi of Varese under license between 1917 and 1919. By November 1918 16 of the 18 Italian fighter squadrons were equipped with the aircraft. After the war a number of these aircraft were passed to the Swiss Air Force. The example on display was flown fighter ace Lieutenant Flavio Torello Baracchini who was credited with 21 confirmed and nine unconfirmed aerial victories, ranking fourth of all World War One Italian aces.

SPAD S.VII which was piloted by 'ace' Ernesto Caburna it still shows where numerous bullet holes were stitched up after encounters with the enemy. The aircraft were originally built by 'Societie des Productions Armand Deperdussin' (SPAD) in France. Later the company was taken over by Louis Blériot in 1913, when it was renamed 'Societe Pour l'Aviation et ses Derives' (also SPAD). The SPAD V first flew in 1915 and was the prototype for the SPAD VII, which entered service one year later. The larger and improved SPAD XIII followed, first entering service in September 1917, with double the fire power of the SPAD VII. The SPAD quickly became a much sort after aircraft. Eight factories in France (including Blériot), two in England and one in Russia built this rugged fighter. With over 8,000 SPAD XIIIs produced, it made it the most produced World War One fighter.

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 1930s. 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. A replica SPAD S.VIII ('S.1420') was on display here from 1980 till 2004. Caproni Ca.3 (23174) is a 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.3s were built and delivered with more powerful 150 hp engines. Many bombing raids were carried out by these aircraft during World War One, notably at Assling, Chapavano and at the naval base at Cattaro. Interestingly the example on display was flown in World War One 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. By March 2008 the example on display had received some additional paint work.

Ansaldo SVA-5 (11721) 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 World War One. 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 SVAs 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. Lohner L-1 (L-127). It 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 was actually one 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 extensive restoration it was transferred to the museum in 1988.

Hall 2 'Velo' In 1976 work started on a building to connect two original hangars, 'Troster' and 'Velo' to form both a modern entrance and an additional small hall. By May 1977 and just 200 days later the hall was completed in time for the grand opening. Velo hall houses an impressive collection of Italian seaplanes, designed to win the Schneider Cup for Italy. Also housed here some pre World War Two fighters and the unique Caproni Campini CC.1, which was one of the World's first jet aircraft.

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 is a license-built Dewoitine D.9 of which 150 were built, it was flown by test pilot Donati to set the world altitude record of 38,914 feet (11,861m) in 1926. As photographed in; 1986 and 2002.

IMAM Ro.43 Maggiolino 'Cricket' (MM27050 'ORB-23'). It was built from 1934 to 1941 for the Regia Marina (Italian Navy) as a spotter plane and launched by catapult from their battleships. Although between 200 and 240 were built at the start of World War Two only 105 were in service and by 1943 only 48 were still flying. The design was not very successful it has poor sea handling characteristics and its lightweight construction meant that it was difficult to recover at sea. The aircraft on display was built in 1937 and is the world's only survivor. It ended its military operations with the Observatory School at Orbetello (ORB). In 1972 it was found at Centocelle, Rome and was refurbished for the Museum where it remained till at least 2000 when it was removed for a further two years of restoration which commenced in 2009 before returning in November 2011. As photographed in; 1983 and 1990.

IMAM Ro.37bis (MM11341 '110-12'). 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. AMI Ro.37s were all retired from service by the time of the armistice in August 1943. 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 was hoped that two aircraft could be rebuilt and restored to their former glory. The aircraft on display is now fully restored having returned to the museum from a short display in Milan.

Caproni Ca.100 Caproncino (I-GTAB 'FIR-9') registered in 1951 it had been operated by Aero Club Torino. The Ca.100 was based on the DH.60 Moth and over 700 were built between 1928 and 1937 they were used extensively by flying schools basic pilot training. The aircraft on display returned to the museum on May 24, 2007 and is painted in markings representing a Ca.100 with the Florence basic flying school of the 1930s. It had previously been at the museum for a short period around May 1991.

The Fiat CR.42 Falco (Swedish Air Force Fv 2539 registered SE-AOP painted as 'MM5643/162-6') on display is the product of an eleven year restoration using parts from a number of aircraft recovered in Sweden and France. 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 fighters and trainers. The CR.42 was also flown by the Belgian (30), Hungarian (72) and Swedish (72) air forces. It was superseded by the MC.200 in the Italian Air Force. Only four CR.42s exist today; see also Linköping, TFC Duxford and at RAFM Hendon. Libratore Bonomi BS.17 'Allievo Cantù' glider was built from 1930 and was made out of wooden battens and plywood with canvas lined wings. Italian gliding clubs used it to take novice pilots through their B certificate and into more advanced flying. Over one hundred were produced.

Caproni Campini CC.1 (MM488). Italian aircraft designers Caproni, were amongst the first to move into the age of jet propulsion. The 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. 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. As photographed in; 1983 and 1990.

The Schneider Cup

The museum proudly displays aircraft from Italy's participation in the Schneider Cup, a competition established in 1912 by the French industrialist Jacques Schneider. He sought to promote seaplane development and offered a prize of £1,000 to the first team to win three out of five races. The inaugural competition, held in 1913 at Monte Carlo, was won by a French pilot flying a Deperdussin monoplane at an average speed of 47.5 mph (76 km/h) over the 31-mile (50 km) triangular course. The Schneider Cup was then held annually, with a pause for the First World War, until the final race in 1931. On display is the 1926 Schneider Cup-winning aircraft, the Macchi M.39 (MM76 'II'), in which Major Mario De Bernardi achieved an average speed of 247.5 mph (396 km/h) over the course at Norfolk, USA. This marked the last race in which an American team participated and was the final Italian victory in the competition. Also on display is the Macchi M.67 (MM105), carrying Schneider Cup entrant number 10. It was the third M.67 constructed and was derived from the earlier M.52. The aircraft participated in the 1929 Schneider Cup, which had by then become a biennial event. It reached a speed of 351 mph (561 km/h) but was narrowly beaten by the British Supermarine S.6, which achieved 359 mph (575 km/h). The M.67 was returned to Vigna di Valle in early 2004 following a five-month restoration, its first in 80 years, carried out by the 3º RTA (10º RMV) at Lecce and the Associazione Aeronautical Restoration of Varese. The exhibit was removed by December 2010 but had returned by 2012. Also participating in the 1929 Schneider Cup was the second prototype Fiat C.29 (MM130, '130'), which flew at a maximum speed of 350 mph (560 km/h). It is part of the museum collection and is the oldest Fiat aircraft still in existence today. MM130 was also restored by the 3º RTA (10º RMV) at Lecce. In what proved to be the final race in 1931, the British, building on two previous victories, entered the improved Supermarine S.6 and S.6B. The S.6B won at an average speed of 342 mph (547 km/h). Italy had entered the Savoia-Marchetti S.65 and the Macchi Castoldi MC.72, but tragically lost two pilots, Tomaso Dal Molin and Giovanni Monti, in accidents. The French, who encountered technical problems, withdrew from the increasingly dangerous event and never returned. Development continued in Italy, and in 1934 Francesco Agello, flying a Macchi Castoldi MC.72 (MM181), which is also on display, set the world speed record for a seaplane. His record of 443 mph (709 km/h) still stands today. The aircraft unusually employed counter-rotating propellers, designed to reduce torque.

Fiat C.29 (MM130 '130').

Macchi Castoldi MC.72 (MM181). The world's fastest piston-powered seaplane.

Macchi M.67 (MM105 '10').

Macchi M.39 (MM76 'II').

Hall 3 'Badoni'

Badoni Hall was originally constructed in 1930 by the Badoni company for the maintenance of Italy's largest seaplanes. It was used by the 84º Gruppo, which operated the three-engine CRDA Cant Z.506 until 1959, before converting to the Grumman HU-16 Albatross at Rome Ciampino. The original large red and white static crane, used to lower seaplanes into the water, remained in place beside the lake, with the HU-16 positioned underneath from 2006 until around 2020. Since the 1990s, the original hangar has been repaired, renovated, and modified on several occasions. At times, the museum was closed entirely during these works; on other occasions, only the hangar itself was closed to the public. Large full-height glass windows were fitted to the original hangar doors, making the interior much brighter and more suitable for natural light photography. New walkways were also added, providing an elevated perspective and connecting Badoni Hall to the adjacent Skema Hall.

Savoia-Marchetti SM.82 Canguro (Kangaroo) was used both as a transport and a bomber. It first flew in 1939 and remained in service until 1960. It earned its nickname because it could carry dismantled fighters in its fuselage. Based on the civil version, the 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 afield as Gibraltar and against an oil refinery in the Persian Gulf. The aircraft had a range of 1,875 miles (3,000 km). Around 250 survived to the end of the war and were used by the 36th Transport Wing based at Guidonia until the type was eventually withdrawn 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 prevent the aircraft's destruction, in accordance with the armistice treaty. Some restoration work on the wings in Hall 3 began in 2004. By August 2006, the aircraft was painted as MM61187 and bore the code 'ZR-89'. The restoration continued, and by March 2008 it was complete, retaining the 'ZR-89' markings. As photographed in; 1996.

Savoia-Marchetti SM.79 Sparviero (Sparrow Hawk). The military version was designed to serve both as a conventional and a torpedo bomber, entering service with the 12° Stormo in 1936. With a crew of six and a range of 2,200 miles (3,500 km), it continued flying as a transport until the early 1950s, when it was retired. The example on display was recovered from Lebanon following its retirement from the Lebanese Air Force, where it served as L-112. It has been restored in an Italian Air Force scheme from 1942 as MM24327, coded '278-2', although it is reported to actually be MM45508.In 2019 it was showing cracks in the fuselage skin fabric requiring attention. In May 2023 a refurbished patch-up was revealled in an all over dark green colour scheme devoid of other markings. A new fabric skin had been applied over its original skin. As photographed in; 1990. 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. The only other complete SM.79 is at the Gianni Caproni Museum of Aeronautics, Trento.

The CRDA Cant Z.506S Airone (MM45425 '84-4'). A large seaplane of wooden construction, it made its first flight in August 1936 and immediately set eight world speed records and two altitude records for a seaplane. Originally designed for commercial transport, it could carry 12 passengers. It was later developed into the faster Z.506B for bombing and torpedo missions. The aircraft also saw service in the Spanish Civil War and in the Second World War. Between 1937 and 1943, 324 Z.506Bs were built. After the war, a few Z.506Bs were converted to the Z.506S standard for use as maritime search and rescue aircraft, serving with the 84º Gruppo based at Vigna di Valle. They carried a crew of five and had a range of 1,690 miles (2,700 km). The type remained in service until 1960. As photographed in; 1983 and 2002.

The Fiat G.212 'Flying Classroom' (MM61804 '142-5'). The Fiat G.212, known as the 'Flying Classroom', entered service in 1948 as a cargo aircraft, with a range of 1,560 miles (2,500 km). It was originally designed in early 1940 by Gabrielli as the G.12 at the Fiat factory in Turin. The example on display (MM61804, '142-5') was built in 1949 and used to train pilots. It was equipped for photo-reconnaissance and could carry 26 to 30 personnel. It is the only surviving three-engine aircraft produced by Fiat. As photographed in; 1988, 1994 and 2002.

Left to right: Reggiane Re.2000 Falco (MM8281). It first flew in May 1939 and was transferred to the Experimental Establishment of the Regia Aeronautica at Guidonia for evaluation. The test flights were impressive, achieving a speed of 322 mph (518 km/h) at an altitude of 17,224 feet (5,250 metres), outperforming other fighters then in production, including the MC.200 Saetta. However, the Directorate of Aeronautical Construction of the Air Ministry reported unfavourably on the tests, citing the integral fuel tanks within the wings as highly vulnerable and prone to leaks. The project was eventually superseded by the Reggiane Re.2002. MM8281 had crashed off the Ligurian coast during a reconnaissance training mission in 1943 while flying from Luni-Sarzana (La Spezia). It was discovered in April 2012, submerged in about 20 feet of water, and was immediately recovered and subjected to a desalinization process.

Left to right: The Macchi Castoldi 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 it very difficult to fly.

Reggiane Re.2002 Ariete MM8669 ('5-239') is an Italian fighter-bomber developed during the Second World War. The prototype first flew in October 1940 and immediately demonstrated excellent performance, in some respects surpassing its predecessor, the Re.2001. Deliveries of 100 aircraft began in March 1942, and total production reached 225, with 149 allocated to the Regia Aeronautica and the remainder to the Luftwaffe. Before the Armistice on 3 September 1943, Re.2002s took part in attacks on Allied landings in Sicily, suffering heavy losses. After the Armistice, around 40 Re.2002s, flying with the Italian Co-Belligerent Air Force, participated in attacks against German ships off the coast of Greece until 1944, while the Germans continued to operate them in France. The Re.2002 on display was originally a Luftwaffe aircraft discovered in Palermo in the 1970s. It is now painted in the livery of an aircraft from the 239th Squadron of the 102nd Group, 5th Wing of the Italian Co-Belligerent Air Force. The museum acquired it in 1970 when it was around 80% complete. Missing components, including the engine, propeller, cowling, and portions of the left wing, were either sourced or reconstructed to complete the restoration.

The Macchi Castoldi MC.202T-AS Folgore (MM9667 coded '73-7') The Macchi Castoldi 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 example exhibited, until the mid 1990s, was painted as 'MM7844' coded '91-3'. It is one of only two that remain, the other is at the National Air and Space Museum in Washington, USA. 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 from service in 1947.

Also on display is a Macchi Castoldi MC.205V Veltro (MM9546 coded '97-2' it was previously painted as MM9345 '155-6'). 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. When photographed in 1996.

Fiat G.55 Centauro. The aircraft was designed by Gabrielli as a single-seat fighter and produced at the Fiat factory in Turin from 1942. It remained in operation with the Italian Air Force until the Armistice on 8 September 1943. After that date, it was flown against the Allies by the National Republican Air Force (ANR) until all examples were destroyed. As no G.55s survived the war, the aircraft on display is based on a modified Fiat G.59 (MM53265), recovered in the 1980s from a Park of Remembrance in Novara. Restoration was begun by GAVS in Turin in 1995 and later continued by the 3º RTA (10º RMV) at Lecce, being completed in 2002. It is painted in the markings of '5' of the ANR's 'Montefusco-Bonet' Squadron.

Nardi FN.305 (MM52757 '3' it was previously I-DASM). 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. Early examples were powered by Fiat A70 radial engines of 190 hp, while later Italian Air Force versions were fitted with Alfa Romeo 115-1 engines of the same power and featured an enclosed cockpit. They were used as advanced trainers and for liaison duties during the war. Piaggio later produced these aircraft under licence. The example on display is painted in the colours of 1940–41, when it was based at Perugia. It was restored by GAVS in Rome between 1994 and 2000 and is the only surviving example. As photographed in; 1990 and 1993.

Supermarine Spitfire Mk.9 (painted as RAF MK805, it was previously MM4084). From 1944, Supermarine Spitfire Mk.5s and Mk.9s flew with the 20º Gruppo, 51º Stormo of the AMI. Later in 1946 additional Mk.9s were flown by the 5º and 51º Stormo. The Spitfire on display was restored by GAVS in 1989. It had flown with a Polish squadron during the D-Day landings. Later handed over to the AMI it flew from Bergamo with 8º Gruppo of 5º Stormo before being withdrawn from service in 1950.

North American P-51D Mustang (MM4323 coded 'RR-11') entered service with the AMI in 1948, it carries the personal insignia of General Ranieri Cupini who piloted it till 1953. By July 2012 it had been removed from display for restoration on-site and returned in a polished natural metal state in 2015.

Fieseler Fi 156 Storch 'Stork' (MM12822 '20' and registered G-FIST). This remarkable aircraft could take off in just 50 metres and land in under 30 metres. During the Second World War, 24 Fi-156s were operated by the Italian Air Force. The example on display was flown by Furlo Lauro, who was awarded the Gold Medal for his exploits in rescuing downed pilots and transporting personnel across the Italian front during 1944 and 1945.

Hall 4 'Skema' and Annex

In 1978, a plan was proposed to construct a fourth hall to accommodate the museum's expanding aircraft collection. Work on the massive concrete structure, known as Skema Hall, finally began in 1986. By 1993, the hall was ready to display around 25 aircraft across two levels, ranging from Italy's first jets to more modern types. While the hall is large and essential for protecting the collection from the elements, it is not aesthetically pleasing and is unfortunately out of keeping with the surrounding historic buildings. By 2004, all four halls were connected, providing a combined floor area of over 39,300 square feet (12,000 square metres). The exhibits are arranged in chronological order, from the oldest aircraft in the historic Troster Hall to the more modern jets in Skema Hall. 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 annex or pavilion to the front of the hall was partly constructed in 2008 and formally opened on June 18, 2009.

SAI-Ambrosini (Super) S.7 Supersette (MM558). Also built for speed and competition was the SAI-Ambrosini S.7 Supersette, designed by Sergio Stefanutti. It first flew in July 1939, just in time to take part in the Avio Raduno del Littorio competition against similarly fast German aircraft. Unfortunately, it had not been fully tested and missed out on victory by only a few seconds, reaching a speed of 251 mph (402 km/h). After the war, the S.7 and the later Super S.7 were developed for pilot training with the Italian Air Force. The Super S.7 on display (MM558) is the second prototype, previously used by the Reparto Sperimentale Volo (RSV) test unit at Pratica di Mare. As photographed in; 1990 and 1996

Fiat G-59-4B (MM53276 'SE-7'). The G.59 was developed from the G.55 and produced from 1950 onwards, becoming the last piston-engine fighter to be manufactured in the world. Both single-seat and two-seat versions were built, serving with the fighter school until 1965. The aircraft arrived from the Museum of Flight in Turin in the 1970s, when the museum relocated south. In 2013, it was decided to carry out a restoration in the on-site maintenance hangar. During the process, it was discovered that the aircraft had previously carried the codes 'R-B+36' and later 'RM-41'. However, archival research revealed an earlier code, 'SE-7', from 1957, which was applied after restoration. The aircraft was repainted in a metallic sky-blue scheme and returned to display in November 2015. As photographed in; 1983 and 1996.

Left to right: Fiat G.46-4A (MM53286 'Z-17' ex I-AELM c/n 192). The G.46, of all-aluminium construction, was designed by Giuseppe Gabrielli as a two-seat trainer with tandem seating, although a single-seat version was also produced. The aircraft first flew in 1948 and went into production the following year. The Italian Air Force received 141 examples, of which 70 were later transferred to Italian flying clubs by the end of the 1950s and remained in use into the 1970s. Today, only five G.46s remain airworthy. In Italy, two survive: MM53491 (registered I-AEKT) and MM53304 (registered I-AEKA) at Montegaldella in November 2004. Elsewhere, there is G-BBII (ex MM52801, registered I-AEHU) with the Aircraft Restoration Company at Duxford since 1992, N46FM (MM53091, registered I-AEHX) in the United States, and OO-VOR (ex MM53293, registered I-AEKI) in the Vormezzele Collection in Belgium. Fiat G.46-4A (MM53283) was here in 1983. This exhibit was first observed in 1980 and was on display until noted in 1996 after which it went to Pratica di Mare where it performed taxi runs at air shows. It returned after restoration at Lecce/Galatina in October 2011.

Left to right: Aermacchi MB.308 Macchino (MM53058 'SG-8', previously registered I-GORI in 1950) was operated by the Ministero della Difesa – Aeronautica. It is a side-by-side basic trainer of wooden construction with tricycle landing gear and first flew from Venegono in 1947. The Italian Air Force ordered 80 MB.308s and operated them until 1950, when 40 aircraft were transferred to civilian flying clubs, where they continued to serve reliably until the late 1960s.

Left to right: Stinson L-5 Sentinel (MM52848 'S-1 2' it was previously I-AEEU registered in 1954) previously operated by Ministero della Difesa - Aeronautica it was recovered from the Aero Club at Turin and restored. Around 100 of these aircraft were used by the AMI for basic training from 1946. As photographed as I-AEEU in 1990.

Macchi M.416 (MM53762 'AA-48' it was previously I-AELY when registered in 1962) 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.416s were license built by Macchi, subsequently, following development of better performance aircraft, the AMI passed them on to aeroclubs throughout Italy. As photographed in 1996.

Left to right: SIAI-Marchetti (Aermacchi) SF.260AM (MM54436 '70-36'). This military variant of the trainer aircraft was designed by Stelio Frati in the 1960s and is fully aerobatic. In 1976, the Italian Air Force purchased 45 examples for basic flying training duties. The final flight took place on 19 September 2009 with the 70° Stormo at Latina. The 'AM' version, which had logged 235,500 flight hours, was replaced by the SF.260EA. The example on display was one of the last four to fly and arrived at the museum in December 2011.

Left to right: North American T-6G Texan (MM54097 'RR-67'). The Italian Air Force received the T-6 under the MDAP agreement to bring their pilot training in line with new NATO standards. Deliveries, which included the T-6C, AT-6D, T-6G, and T-6H, ran from 1949 to 1958 and totalled over 200 aircraft, most of which were operated by training units. The T-6Cs and T-6Ds were eventually converted to T-6G standard and remained in service until the late 1970s. 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 it is exhibited in the colours of that unit. It was restored by GAVS Vicenza between 2001 and 2002. As photographed in; 1983 and 1996.

de Havilland DH.113 Vampire NF.54 (MM6152 'ST-63'). From 1950, the AMI began taking delivery of Vampire aircraft before domestic production commenced, with 150 built in total under license by Fiat and Macchi. The two-seat night-fighter variant, fitted with a radar nose, served with the Scuola Caccia Ogni Tempo (All-Weather Fighter School) at Amendola. Night-fighter training with the NF.54 began following the reopening of Amendola Air Base in 1947. After retirement, surplus aircraft were sold to the Egyptian Air Force. Initially MM6152 was preserved museum in Turin, when that closed it was acquired by te Museo Storico. By December 2025 it had been repainted, now with unit markings and the serial applied to the top of each tail boom and so only visible from above!

Ambrosini Aerfer Sagittario 2 'Ram' (MM561). The first of two prototypes, it made its maiden flight in May 1956 and became the first Italian aircraft to break the sound barrier, reaching Mach 1.1 in a controlled dive. Ultimately, it was an unsuccessful prototype fighter. After several years away from the museum—it was last seen in April 2002—it returned by August 2009. As photographed in 1988.

Left to right: Ambrosini Aerfer Ariete (MM569) another prototype fighter, which was based on the Aerfer Sagittario II 'Ram'. Built in 1958 it first flew in March of that year. With less than expected results the project was cancelled and no further examples were built.

Fiat G-80 (MM53882 'RS-22'). Built by Fiat, the G-80 was designed by Gabrielli as an advanced two-seat jet trainer. The first of the two initial prototypes flew in December 1951. In May 1953, one of the two G-82 prototypes made its first flight, followed by four more G-82s, which were transferred to the jet training school at Amendola. They eventually joined the Reparto Sperimentale di Volo (RSV) in 1957. The Italian Air Force was not particularly impressed by the performance of the G-80 and G-82, and with the MB-326 preferred instead, no further orders were placed. The Fiat G-80 on display is one of three pre-production aircraft built and tested by the RSV at Pratica di Mare, and it still carries the unit's markings. MM53882 'RS-22' 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-82s (MM53886 'RS-19' and MM53888 'RS-21') were also stored outside the museum from it's earliest days until the mid 1990s when they returned to Pratica di Mare where they are now held in open store.

Republic RF-84F Thunderflash (MM27458 '3-05') on display for a number of years but had gone by March 2008 for restoration by 156º Gruppo, 36º Stormo at Gioia del Colle to be returned by July 2014.

Republic F-84F Thunderstreak (MM53-6892 '36-38'). This aircraft was on display for several years but had been removed by November 2005. It returned in March 2009 following restoration by the 936º GEA, painted in the authentic colours of the 156º Gruppo, 36º Stormo, based at Gioia del Colle. The 'Diavoli Rossi' (Red Devils) became an official aerobatic team in 1958, flying seven Republic F-84F Thunderstreak aircraft. It was displayed for a number of years, removed in November 2005, and returned once more by August 2009.

Left to right: Canadair CL.13 Mk.4 (F-86E) Sabre (MM19792 '13-1'). The North American F-86 first flew in 1947. Over 1,800 were built under licence by Canadair as the CL.13, and in 1955, 179 surplus RCAF CL.13s were transferred to the Italian Air Force. The example at the museum was sent to Vicenza in October 2004 for restoration and returned by August 2009. North American F-86K Sabre (MM55-4868 '51-62'). Derived from the F-86E, the F-86K was built under licence by Fiat in Turin and first flew in May 1955. A total of 221 were eventually produced in Italy. The F-86K on display was part of a batch received from France in 1962 to supplement the Italian-built aircraft. It served with the 23º Gruppo, 51º Stormo at Istrana-Treviso before being transferred to the museum in 1971. It was on display for several years, removed by November 2005, and returned by August 2009.

Left to right: Aermacchi MB-326E (MM54389 '68') Designed by Bazzocchi at Macchi, the first of two MB-326 prototypes (MM571 and MM572) made their maiden flights on 10 December 1957. The MB-326 ultimately won the competition against the Fiat G.80 to be adopted by the Italian Air Force. An initial order of 15 pre-production aircraft was followed in 1960 by an order for 100 more. It entered service on 15 January 1962, replacing the T-6 Texan for primary jet training with the 214º Gruppo flying school at Lecce-Galatina, which was simultaneously renamed the Scuola Volo Basico Iniziale Aviogetti (see badge on the tail). The aircraft was powered by a Rolls-Royce Viper engine. A further twelve MB-326Es were ordered later, including the aircraft now on display. After 20 years and more than 400,000 flying hours, the MB-326 was replaced by the MB-339A in 1982.

Left to right: 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-33As from 1952 and 14 single-seat RT-33As. 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. As photographed in 1990.

Fiat Aviazione (later Aeritalia) G-91R (MM6280 '2-33') which has the panels cut away on the port side only.

Left to right: Fiat Aviazione (later Aeritalia) G-91T (MM6344 'SA-47' previously exhibited as '32-44'), two-seat. Fiat Aviazione (later Aeritalia) G-91Y (MM6959 '8-66') is painted in 8º Stormo, 101º Gruppo markings from when it was based at Cervia.

Left to right: Panavia Tornado F.3 ADV (MM7210 '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 when last noted in November 2005.

Left to right: Lockheed F-104G Starfighter (MM6501 '3-11'). The first F-104A Starfighter flew in 1954. Production of this multi-role, all-weather strike fighter was undertaken in several countries that adopted the type, including Fokker in the Netherlands, Messerschmitt in Germany, and SABCA in Belgium, as well as by Fiat/Aeritalia in Italy. The initial batch of 12 two-seat TF-104G Starfighters was manufactured by Lockheed and assembled by Fiat from 1965. The first F-104G, RF-104G, and TF-104G Starfighters entered service with the Italian Air Force in 1963, replacing the F-86 and F-84. Fiat eventually produced 164 F-104G, 119 RF-104G, and 245 F-104S aircraft, 40 of which were exported to Turkey. The F-104S, known as the 'Sparrow' variant, was an improved F-104G capable of performing the air-to-ground attack role using the R21G/H ground-mapping radar. 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 missiles from 1988. The F-104Gs remained in service until 1983, while the final AMI Starfighter was not withdrawn until 2004. As photographed in 1994. Aeronautica Lombarda CVV.6 (MM100028) On display in Hall 4 'Skema' it had been flying in Turin in 2006 in all white scheme. It is inscribed '24 September 1964 Primato Internazionale Di Quota'.

Left to right: Agusta Bell AB-47G (MM80113 '12') 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 1970s.

Left to right: Agusta Bell AB-47J (MM80187 'SE-38') which was operated by the Scuola Volo Ellcotteri. Agusta Bell AB-204B (MM80357 'RM-112') Based on the Bell UH-1, it is a utility helicopter including Search and Rescue (SAR) and first appeared here in 2009.

Left to right: Agusta-Bell HH-212 (MM81161? '9-61'). Sikorsky HH-3F Pelican (MM80986 '15-15'). Agusta-Sikorsky SH-3D/TS (MM80973) It has been especially equipped for VIP transport with the 31° Stormo and was better known as 'the Pope's Helicopter' as it was in service as such for 35 years up to it's retirement following it's final flight from Ciampino to Vigna di Valle on October 17, 2012.

Hall 5 'Hangar 100'

Republic F-84G Thunderjet (MM111049 '51-18' now painted as MM116746 '51-29'). The F-84G first flew in 1946, with a total of 4,400 built and used throughout NATO. From May 1952, the Italian Air Force received 254 F-84Gs, assigning them to the 5º, 6º, and 51º Stormo. They were popular aircraft due to their impressive performance and handling. Two display teams flew the F-84G: the Getti Tonanti in 1953 with 5º Stormo at Villafranca air base, and the Tigre Bianche from 1953 to 1956 with 51º Stormo. The AMI F-84Gs were replaced by the F-84F and RF-84F versions from 1956. The F-84F Thunderstreak was a swept-wing development of the F-84G, with over 2,700 built, mostly for NATO countries. The aircraft on display was originally stored at Capodichino Airport, Naples, for many years following a crash, before being restored by 51º Stormo. It was painted in the special scheme applied for the 1956 Fiumicino Air Show and displayed as such until February 2008. It returned from restoration by 51º Stormo at Istrana in February 2009 in a different special scheme, with the nose marked 'Tigri Bianche' (White Tiger).

Left to right: Piaggio P.166ML1 (MM61933 '53-34'). The design of the P.166 followed on from the P.136 amphibian, examples of which were on display at the museum until the mid-1990s, when they were placed into storage at Guidonia. The first prototype P.166 flew in 1957. The P.166 was used for multi-engine pilot training at Latina with the Scuola Volo Basico Avanzato Elica (SVBAE), as well as for transport, liaison, and search and rescue (SAR) duties. The 303º Gruppo at Guidonia operated the P.166M/APH for aerial surveys until its retirement in 1997. Piaggio P.166ML-1s MM61874 and MM61890 were here in 1986 but had gone by 1993. 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 it had been moved towards the car park to make room to the extension to Skema hall.

Left to right: Aermacchi MB-339A/PAN (MM54485 '0') painted as display team Frecce Tricolori '0', it arrived at the Museum on December 4, 2012. Deliveries of the MB-339A began in 1979. Fiat Aviazione (later Aeritalia) G-91PAN (MM6250 '9') painted as display team Frecce Tricolori '9'.

Left to right: Panavia Tornado IDS MLU (MM7071 '71'). Painted in a 1991 Gulf War desert yellow 'Canarino' scheme, as applied for Operazione Locusta when part of Operation Desert Storm. Alenia/Aermacchi/Embraer AMX (MM7125 'RS-11') The AMX was an Italian–Brazilian joint venture designed for ground-attack, close air support, and reconnaissance roles. In Italy, it was introduced to replace the G.91. Under a 1981 agreement between the Italian and Brazilian governments, Italy ordered 187 aircraft and Brazil 100, with all components manufactured in the respective countries. The prototype first flew in May 1984, and by 1988 the first production aircraft were completed. In 1989, the 51° Stormo, 103° Gruppo began receiving its first AMX aircraft. A two-seat version, the AMX-T, was developed from 1986 and made its first flight in 1990.

General Dynamics F-16A Fighting Falcon (MM7251 '37').

Outside

Grumman HU-16A Albatross (MM50-179 coded '15-5'). These aircraft were used for search and rescue (SAR) operations by the Italian Air Force (Aeronautica Militare Italiana, or AMI) from 1958. The example on display served with the 85º Gruppo of the 15º Stormo, based at Rome Ciampino. Its final flight took place in 1978, landing on Lake Bracciano en route to the museum. After years exposed to the elements, its paint had deteriorated by 2006, and it was repainted in March 2008. Once again suffering from exposure, it was repainted in 2025. As photographed in; 1980 and 1993.

Douglas C-47A (MM61776 '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-47s were supplied to the Italian Air Force from the 1950. They were used for multi-engine training, VIP transports and numerous other duties.

Grumman S-2F Tracker (MM136556 '41-6'). The prototype Tracker (XS-2F 1) first flew in 1952 and entered service two years later. The aircraft was used for anti-submarine warfare (ASW) by several countries. Deliveries of the S-2F to the Italian Air Force began in 1957 under the United States Military Defense Aid Program (MDAP). The S-2F 1 was later redesignated the S-2A, although the AMI continued to use the original designation. The first six were delivered to Capodichino in 1957, followed by 14 more in 1959, and a further ten in 1961, all to Brindisi. A final delivery of 15 aircraft occurred in 1964. The Trackers were later operated by two squadrons, the 30º and 41º Stormo, based at Sigonella in Sicily, and remained in service until their gradual withdrawal in the 1970s, replaced by the Bréguet Atlantic. The last AMI Tracker flew on August 31, 1978. The Museo Storico also displays the nose of another Tracker (MM148295, '41-35'), part of a batch that did not have the wing folding mechanism. This exhibit was first seen at the museum in 2004, more than 20 years after the complete example, the first aircraft delivered to the AMI, was put on display. As photographed in 1996.

Aermacchi MB.323 (MM554 'RS-10'). This is the only prototype of the all-metal trainer, constructed in 1952. It was initially flight tested at Guidonia and evaluated against the Fiat G.49. The project was eventually cancelled in favour of the T-6 Texan. In the 1970s, it was on display at the Palazzo della Vela in Turin. It remained on display until 2001 before being removed for restoration and returned in 2009. By June 2023, it had been removed again, but it returned by May 2024. Stored outside from 2024, by the end of 2025 the paintwork, including both undercoat and topcoat, was peeling from parts of the fuselage. This is particularly unfortunate as there is space inside two of the hangars where the exhibit could be displayed, assuming it is to remain at the museum. As photographed in; 1983 and 1988.

Bréguet 1150 Atlantic (MM40118 '41-03') was retired on November 22, 2017 after its final flight from Sigonella, home of the 41° Stormo the final AMI unit to operate the Atlantic. It arrived on October 18, 2018, airlifted in sections by a S-64 Skycrane.

Piaggio P.136 or P.166? For years I have been trying, without success, to locate the stored P.136s. They were present in the 1980s and were later kept at the 6º Deposito Centrale AM Barracks and/or Torricola, but by 2022 or 2023 they may have been moved to Piacenza Air Base. Some reports suggest that at least one of them is missing its wings. This raises the question: is the winged monument currently on the base using wings from one of those P.136s, or are they from a P.166? The wings are painted silver but appear more like those of a P.166.

Restoration A number of airframes were put on display as they were recovered. However, with the help of volunteer groups, some aircraft have 'disappeared' only to reappear fully restored following extensive work. One such group is the Gruppo Amici Velivoli Storici (GAVS), a non-profit aircraft restoration society founded in 1983 in Turin. GAVS has restoration centres in Turin, Vicenza, Rome, Genoa and Lombardy, and over the past three years its volunteers have contributed 6,000 hours restoring aircraft for various museums. GAVS publishes a magazine for its members, Ali Antiche, dedicated to aircraft restoration and preservation. The society has undertaken much of the museum's painstaking restoration work, notably the Ansaldo SVA-5 in 1988 and the G-55 'Centauro' in 1995. The Rome section of GAVS more recently restored the Spanish-built Fiat CR.32 (Hispano HA 132L) in Spanish Civil War colours. The F-86E Sabre (MM19792, code 13-1) was sent to GAVS at Vicenza for restoration in October 2004 and returned by August 2009. The 3rd RTA (10th RMV) at Lecce has also made valuable contributions, including completing the conversion of a Fiat G-59 to a G-55 in 1997. More recently, the restoration of the Macchi M.67 was carried out in part by the Associazione Aeronautical Restoration of Varese. I have been visiting this museum most years for the past 30 years, ever since marrying my long-suffering Italian wife in 1979. From the very beginning in the late 1970s, construction work was carried out on the site, albeit at a slow pace. Over the years, I have witnessed many changes to both the buildings and the aircraft themselves. Originally, visitors had to enter through the main gate of the adjoining military camp, leave their passports with the guards, and were expected to make a 'donation' to the soldiers on duty. In those early days, several aircraft were stored outside by workshops within the military camp. As the museum grew, an increasing number of aircraft were left exposed to the elements, either just outside the main buildings or further towards the new car park. Following the construction of Skema Hall, nearly all the exhibits are now undercover and fully protected from the weather. There were extended periods in the 1990s when Hall 4, which housed the 1950s jets, was closed to the public. In 1998, the Italian Air Force held their 75th Anniversary air show at Pratica di Mare. For the occasion, 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, Savoia-Marchetti SM.79, and the Fi-156. It was a rare opportunity to see these aircraft out in the sunlight. The museum was completely closed to the public at the end of the 1990s, reopening on 5 August 1999. Later, Hall 3, known as Badoni, remained closed throughout 2001 and into 2002 for refurbishment. Today, all four halls are fully open and connected by adjoining doors and, more recently, walkways. The result is an impressive display of around 60 aircraft set 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. CLOSED on Mondays, New Year’s Day, Easter and Christmas. The Museum was closed to the public for renovation (MUSAM 2023) from October 2021 and is not due to reopen until 2023. Note: Please check out the museum's website to confirm opening times. Over the years there has been extended periods where the museum has been part or fully closed.