The Aeritalia FIAT G.91 fighter-bomber – a forgotten hero of the Cold War
A decade after the end of World War II, the air forces of European states in the US sphere of influence were equipped with American and British-made combat aircraft: the Republic F-84 Thunderjet, North American F-86 Sabre, de Havilland DH.100 Vampire and Hawker Hunter.
After a number of restrictions on the production of weapons and military equipment imposed on Germany and Italy were lifted, and their restored scientific and technological potential reached a certain level, Bonn and Rome began considering the independent development and production of jet fighters capable of competing in the global arms market. As full NATO partners, the leaders of West Germany and Italy expressed a desire to develop their own defense industries, as this guaranteed additional jobs and the maintenance of a high level of technology, scientific, and engineering expertise.
The United States also had an interest in this matter, as it would reduce American defense spending on equipping the armies of NATO countries. France largely sided with Germany and Italy. Although this country was part of the anti-Hitler coalition, its aviation It took more than 10 years for the industry, which had been severely damaged by the fighting, to regain its global status.
Formulation of requirements for a first-generation European light fighter-bomber
Having studied the combat experience of tactical aviation in the Korean War, NATO Air Command approved the requirements for a promising lightweight single-seat combat aircraft designed for close air support of ground forces: NATO Basic Military Requirement No. 1 (abbreviated NBMR-1). The provisions of this document became the basis for an international competition announced in early 1954, in which all interested European and American aircraft manufacturers were invited to participate.
The jet combat aircraft developed under the NBMR-1 program was intended to operate over the battlefield, in the tactical depth of enemy defenses, and along lines of communication, conducting bombing and ground-attack strikes against enemy troop groups, airfields, and ammunition and fuel depots. Its maneuverability and cockpit visibility were to enable the effective destruction of moving, small targets. The American F-86F Sabre fighter was chosen as the benchmark for the prospective aircraft's air-to-air combat capabilities. In terms of vertical and horizontal maneuverability, the new fighter-bomber was to be equal to or even superior to the Sabre.
North American F-86F Sabre fighter
Special requirements were placed on protection. It was stipulated that the forward cockpit should be protected by a windshield with armored glass, as well as the lower and rear walls, and that the fuel tanks should be able to withstand penetration by 12,7mm bullets without leaking. Fuel lines and other critical equipment were proposed to be located in locations least vulnerable to anti-aircraft fire.
Thus, according to the requirements set out in the competition conditions, the air force generals of European NATO countries wanted a fighter-bomber with the performance characteristics of the American Sabre, but less vulnerable to anti-aircraft fire and with a better forward-downward view. The onboard electronic equipment of the light attack aircraft had to be as simple as possible: a radio, an identification system, a TAKAN short-range navigation system, or a radio compass. No provision was made for the installation of a radar, and the use of small arms, cannons, and unguided missiles was prohibited. missiles It was intended to use a gyroscopic sight.
The composition of the integrated small arms and cannon armament was not strictly regulated; it could include four to six 12,7mm machine guns, two to four 20mm, or two 30mm cannons. The external armament was as simple and inexpensive as possible, suitable for mass production during a protracted war: aerial bombs weighing up to 225 kg, unguided rockets, and incendiary tanks. This resulted in the lowest possible cost of production for a combat aircraft with high subsonic speeds, optimal combat performance at low and medium altitudes, and capable of holding its own in a defensive air battle.
Competition for a first-generation European light fighter-bomber
The competition participants were required to submit completed prototypes for testing by 1957. The winner would receive a contract for 1000 fighter-bombers. The finalists included the French Bréguet 1001 Taon and Dassault Mystere XXIV (developments from this aircraft were used in the carrier-based Étendard IV), as well as the Italian FIAT G.91.
The experimental fighter-bomber Bréguet 1001 Taon
The final competitive trials took place from September 16 to October 5, 1957, at the French test center in Brétigny-sur-Orge. The Italian G.91, which had flown the test program very successfully, was declared the winner. Its low cost also contributed to its success. The G.91's victory was greatly bolstered by an order from the Italian Air Force, placed before the competition results were announced.
Design features and flight characteristics of the FIAT G.91 fighter-bomber
To speed up and reduce costs, the G.91's design utilized a number of proven, well-established technical solutions borrowed from the American North American F-86K Sabre fighter, which was license-produced at the Fiat plant in Turin. The Italian G.91 was in many ways similar to a 15% smaller F-86K fighter.
The FIAT G.91 was a single-seat, subsonic, light strike fighter-bomber powered by a single turbojet engine. It was a monoplane with a low-mounted, swept wing and a single-fin tail. The primary materials used in the aircraft's construction were aluminum alloys and steel. The fuselage was an all-metal, oval-section, semi-monocoque structure with a stressed skin. Structurally, it consisted of three sections: the nose, center, and tail. The nose section of the fuselage, in front of the forward armor plate, housed the avionics and cameras.
The central fuselage housed the pressurized pilot's cabin, the weapons bay located beneath the cabin, and seven armored fuel tanks positioned along the cabin. The cabin was protected on three sides by steel armor and an armored windshield. An ejection seat was installed in the cabin. To maintain normal working conditions for the pilot, the cabin was equipped with climate control.
The tail section of the fuselage is attached to the central section with four bolts. Detaching the tail section provides access to the engine. The tail cone, above the jet nozzle, housed a drag parachute.
Fiat G.91 fighter-bomber prototype
The Fiat G.91 had a maximum takeoff weight of 5500 kg. Its unpowered Orpheus BOr.3 Mk.803 turbojet engine, producing a maximum thrust of 22,4 kN, could propel the fighter-bomber to a speed of 1050 km/h in level flight. Its ceiling was 13,000 m. Its combat radius was 320 km. Its ferry range was 1280 km. The first variant's built-in armament included four 12,7 mm machine guns.
Four underwing hardpoints carried a 680 kg payload of bombs or rockets. To increase range, two 450-liter droppable fuel tanks could be installed instead of weapons.
The FIAT G.91 fighter-bomber served in Italy.
But despite winning the competition, its low cost, and very good performance and flight characteristics for its time, the G.91 failed to become the single light fighter-bomber for NATO air forces in Europe. Although the members of the North Atlantic Alliance verbally demonstrated unity, in reality, every European country with a developed aircraft industry was competing for the spotlight. Thus, citing the G.91's unsuitability for carrier deployment, the French opted to improve the Dassault Mystere XXIV, while the British vigorously promoted their Hawker Hunter, which had not entered the competition, as the "single fighter."
Nevertheless, in January 1958, NATO Air Command officially certified the G.91's victory, much to the dismay of the British and French, who had been counting on their aircraft's success. Ultimately, the G.91 was accepted into service only in Italy and West Germany, where it was chosen to replace the American Republic F-84F Thunderstreak, which was difficult to operate and required long, permanent runways.
A Luftwaffe F-84F Thunderstreak fighter-bomber on display at a museum.
In the second half of 1958, the Italian Air Force accepted 27 G.91s into trial service. These aircraft differed from subsequent production aircraft in their pointed nose.
The G.91 was well received by flight and maintenance personnel. The new fighter-bomber proved itself to be easy to fly and maneuver; even less experienced pilots could quickly master it, and its operation presented no particular problems. In 1958–1959, pilots used the prototype batch to practice low-altitude strikes against ground targets and defensive air combat. Pilots noted that the G.91's behavior was predictable in all flight modes, and its performance and technical characteristics were fully consistent with its intended purpose.
During operational trials, as part of rehearsals for emergency relocation of an air unit while withdrawing it from a strike, special attention was paid to the ability to operate from highways and poorly prepared unpaved runways. The aircraft proved well suited for this purpose. All ground support equipment required for flight preparation was transported on standard trucks and quickly deployed at the new airfield. The aircraft engine was started using a starter with a squib and was independent of ground infrastructure. Preparation of the fighter-bomber for a new combat sortie (replenishment of ammunition, refueling, etc.) was completed within 20 minutes.
The G.91's operational trials with the Italian Air Force concluded in 1959, after which the decision was made to begin full-scale production. Four pre-production aircraft were converted into G.91R reconnaissance aircraft, while the remainder were upgraded for use by the Italian Air Force's 313th Aerobatic Squadron, the Frecce Tricolori (Italian for "Three-Colored Arrows"). These aircraft received the designation G.91PAN (Pattuglia Aerobatica Nazionale).
The "aerial acrobats'" aircraft were lightened as much as possible, their armament removed, and smoke generators installed. The lifespan of most of the aircraft flown in the aerobatic team proved surprisingly long; the blue-painted G.91PANs served until April 1982.
G.91PAN aircraft of the 313th Aerobatic Squadron of the Italian Air Force
The first large-scale production version was the armed reconnaissance aircraft G.91R-1. Italian Air Force representatives insisted on retaining the full armament complement on the reconnaissance version. This aircraft could operate in the same formations as purely attack aircraft and record the results of strikes on film, allowing command to more effectively plan the future course of combat operations. Subsequently, cameras became standard equipment on most production versions. They allowed for the capture of objects directly beneath the aircraft, from altitudes of 100 to 600 meters, or to the side of the aircraft, at a distance of 1000 to 2000 meters from the flight path.
The subsequent variants, the G.91R-1AC and G.91R-1B, received reinforced landing gear and an ADF-102 radio compass. The G.91R reconnaissance and attack aircraft remained in service with the Italian Air Force's operational squadrons until 1989.
Two-seater modification of the FIAT G.91T
Due to the large number of aircraft being supplied to the military for pilot conversion and training, production of a two-seat G.91T combat trainer version was launched in 1960. Its fuselage was lengthened by 1,3 m. To improve visibility, the instructor's seat was raised by 50 mm, and the canopy was given a more convex shape. The two-seat version retained the ability to carry weapons weighing up to 227 kg. Sources differ regarding the integrated small arms and cannon armament. The G.91T/T1 modifications were equipped with a pair of 12,7 mm machine guns with a total of 600 rounds of ammunition. Its speed, maneuverability, ceiling, and range were virtually identical to those of the single-seat prototype. However, the maximum takeoff weight increased to 6050 kg.
G.91T combat training aircraft
Serial production of the two-seat G.91T1 in Italy ended in 1974. A total of 76 aircraft were built, which were transferred to the same units that operated reconnaissance and attack aircraft. The "Sparky" aircraft flew much longer than single-seat aircraft, and their service ceased only after the airframe had completely exhausted its service life. These aircraft were used for training flights for Tornado IDS fighter-bomber pilots and for practicing the use of weapons against ground targets. The Italian Air Force retired the G.91T/T1 combat trainer aircraft in August 1995.
FIAT G.91 fighter-bomber service in West Germany
After Luftwaffe specialists studied the G.91R and the capabilities of the Italian aircraft's reconnaissance photo equipment, and German pilots completed a series of test flights, in March 1959, West German representatives signed a contract for the purchase of a pilot batch of 50 G.91R-3 and 44 G.91T-3.
Because West German aircraft manufacturers were unprepared to quickly ramp up production, the first 62 G.91R-3 fighter-bombers for the West German Air Force were built in Italy. In September 1960, the aircraft were ferried to West Germany. A year later, the 53rd Air Reconnaissance Squadron (Aufklarungsgeschwader AG 53) began to be deployed at the 50th Weapons School (50 Waffenschule) in Erding. Subsequently, 294 G.91R-3 fighter-bombers were assembled at the aircraft manufacturing plants of the Flugzeug-Union Sud GmbH consortium, which included Dornier, Messerschmitt AG, and Heinkel Flugzeugwerke.
Initially assembled in West Germany at the Dornier plant, the G.91R-3 was delivered from the Fiat plant in Turin as military transport aircraft kits. Full production in West Germany began in the first half of 1961. The German-built G.91R-3 first took off on July 20, 1961, from the runway of Oberfaffenhofen Airfield near Munich. The G.91R-3 fighter-bombers were the first combat aircraft built in West Germany after the war. Serial production of the German G.91R-3 continued until mid-1966.
West German fighter-bomber G.91R-3
In terms of combat capabilities, the German G.91R-3s were superior to the Italian aircraft. The West German-produced aircraft featured more sophisticated avionics and powerful strike armament. The German G.91R-3s were equipped with a TAKAN AN/ARN-52 radio navigation system, a DRA-12A Doppler airspeed and drift angle meter, a computer, and an attitude indicator. Instead of heavy machine guns, the West German Air Force G.91R-3s were armed with two 30mm DEFA 552 cannons with 152 rounds each, allowing them to effectively engage lightly armored vehicles.
The Germans added two additional underwing pylons to the reinforced wing for mounting weapons. The avionics were modified to accommodate AS-20 air-to-ground missiles, increasing the aircraft's ability to engage small targets. JATO solid-fuel boosters were installed to reduce takeoff roll. All of these improvements were later incorporated into the Italian G.91R-6 modification. The West German Air Force ordered nearly 400 aircraft, which were used as light attack aircraft and for training missions.
The G.91R-3 served in operational squadrons until the early 1980s. German pilots who flew these rugged, simple, and reliable aircraft were reluctant to switch to the supersonic Lockheed F-104G Starfighter and McDonnell Douglas F-4F Phantom II. The number and severity of flight accidents in units equipped with the G.91R-3 were significantly lower than those flying more modern combat aircraft. The G.91's high reliability and relatively low accident rate are largely due to its use of a successful turbojet engine, simple design, and avionics that were quite primitive by Western standards. Furthermore, the G.91 was originally designed for low-altitude flights, and, as is well known, the majority of F-104G crashes occurred during low-altitude flights.
The export and combat potential of the FIAT G.91 fighter-bomber, its testing in other countries and comparison with other strike aircraft
In terms of cost-effectiveness, the G.91 was practically ideal for the role of a light European fighter-bomber in the 1960s. The refusal to adopt this aircraft in other NATO countries was primarily due to political reasons and "national egoism." The fact that several G.91 aircraft were tested at flight research centers in the United States, Great Britain, and France confirms that it was a truly successful aircraft.
The G.91 fighter-bomber undergoing testing in the United States.
After extensive testing, the G.91 received positive reviews from all sides, but it never went any further. This is understandable: it's hard to imagine a combat aircraft designed and built in Italy, even if it was highly successful, being accepted into service in the United States, Great Britain, or France in the 1960s. Orders for their own air forces were always too lucrative for those countries' aircraft manufacturers, and they were unwilling to share the profits with anyone.
In the mid-1960s, a contract was signed to supply G.91R-4s to Turkey and Greece. However, these agreements were subsequently cancelled as the Americans pushed ahead with their supersonic Northrop F-5A Freedom Fighter.
Turkish Air Force F-5A fighter jets
In fairness, it should be noted that the light F-5A fighter had greater air-to-air combat capabilities and was better suited for interception, but the more expensive and complex Freedom Fighter had no advantage in low-altitude air-to-ground missile and bomb strikes. Before the deal was cancelled, West Germany had built fifty G-91R-4s, and in 1966, 40 of these aircraft were sold to Portugal. The Americans reimbursed the remaining aircraft, and they joined the West German Air Force. Ultimately, despite numerous positive reviews, the G.91 was not widely used, and production was limited to 770 aircraft.
Having been burned by the complex, expensive, and ill-suited close air support Starfighters and Phantoms, the Luftwaffe eventually returned to the concept of an inexpensive, highly maneuverable subsonic combat aircraft designed for low-altitude operations.
A worthy replacement for the decommissioned G.91 in West Germany was the Alpha Jet light attack aircraft, whose serial production began in 1978.
Alpha Jet A light attack aircraft of the German Air Force
By the mid-1980s, 176 Alpha Jet A aircraft had been built for the Luftwaffe, arming three light bomber wings and a West German training unit stationed at Beja Air Base in Portugal.
Very similar story This occurred in the Soviet Union. After the abolition of attack aviation in 1956, the tasks of providing close air support to ground forces on the battlefield and providing firepower to the enemy's immediate rear were assigned to aviation regiments equipped with subsonic MiG-15bis and MiG-17F fighters, where they remained in service until the early 1970s.
A similar situation developed in the Warsaw Pact countries. For example, Poland continued to operate Lim-6bis light attack aircraft until 1993. These aircraft, a licensed version of the MiG-17 adapted for ground attack, were used. These aircraft, armed with powerful cannon armament, could also carry rocket pods and bombs weighing up to 250 kg, with a total external payload of up to 500 kg, which partially made it possible to replace specially designed attack aircraft. However, the first-generation subsonic fighters lacked armor, and their design did not reduce their vulnerability to anti-aircraft fire.
The Polish Lim-6bis on display at a museum
The Su-7B supersonic fighter-bomber, as well as the Su-17, MiG-23B, and MiG-27 variable-wing aircraft, were fully consistent with Soviet military doctrine of the 1960s and 1970s, which called for the massive use of armored vehicles combined with tactical nuclear strikes. However, due to their high speed and limited visibility, it was difficult for a supersonic fighter-bomber pilot to detect and strike a pinpoint target along the line of contact. Ultimately, the decision to eliminate attack aircraft was deemed erroneous, and serial production of the specialized Su-25 attack aircraft began in the early 1980s.
FIAT G.91 fighter-bomber service in Portugal
It can be concluded that the G.91 fighter-bomber is a greatly underestimated aircraft, which, due to circumstances beyond its control, failed to realize its combat potential. Only the Portuguese G.91R-4 saw combat. In 1967, eight aircraft based at Bissau Airfield in Portuguese Guinea carried out regular combat sorties against guerrillas operating in the border areas with Senegal and French Guinea. Two more squadrons, starting in 1968, bombed units of the Mozambique Liberation Front (FRELIMO) in Mozambique. Bombs, napalm tanks, and unguided rockets were used in these attacks.
G.91R-4 fighter-bombers of the Portuguese Air Force
After the partisans acquired Soviet-made Strela-2M MANPADS, as well as 12,7-14,5 mm DShKM and ZPU-1 anti-aircraft machine guns, six Portuguese G.91R-4s were shot down.
G.91R-4 light attack jets formed the backbone of the Portuguese Air Force for a long time. In the late 1970s, 33 used G.91R-3 combat aircraft and 11 G.91T-3 trainers arrived from West Germany.
In the late 1970s and early 1980s, most of Portugal's G.91s underwent a major upgrade, bringing them up to date. The aircraft were equipped with new avionics, and their armament included AIM-9 Sidewinder air-to-air missiles and AGM-12 Bullpup air-to-ground missiles. The G.91 remained in service with the Portuguese Air Force until 1993.
In impoverished Portugal, G.91 fighter jets were a source of pride and prestige. The unusually painted aircraft of the 121st Squadron, the "Tigers," invariably attracted spectators at various air shows and exhibitions.
The modernized fighter-bomber FIAT G.91Y
Drawing on experience using jet strike aircraft in local conflicts, Fiat specialists began developing a radically improved version of the G.91 in the mid-1960s, using the G.91T-3 trainer and combat aircraft with a more robust and capacious fuselage as a basis. The development of this improved modification was carried out without regard for other countries, and from the outset, the Italian Air Force was the sole customer.
G.91Y fighter-bomber
The modernized G.91Y first flew in 1966. During test flights, its speed at high altitude approached the sound barrier, but its cruising speed did not exceed 700 km/h. It was still a light fighter-bomber, but with significantly improved performance and combat capabilities. Externally, it was virtually indistinguishable from other G.91 variants, but in many ways it was a new aircraft.
To improve survivability and thrust-to-weight ratio, the G.91Y received two General Electric J85-GE-13 turbojet engines, which had proven themselves on the F-5A fighter. The G.91Y's maneuverability and takeoff and landing performance were enhanced by the use of a larger wing with full-span automatic slats. Compared to the G.91, takeoff weight increased by more than 50%, while the combat load increased by 70%. Despite increased fuel consumption, the aircraft's range was increased by 1500 liters, thanks to the increase in fuel tank capacity.
The G.91Y featured modern avionics by the standards of the time. The use of a sighting and navigation system with a HUD, where all key navigation and targeting information was displayed on the windshield, allowed the pilot to concentrate on the combat mission. The aircraft carried a very powerful artillery — two 30mm DEFA-552 cannons (rate of fire: 1500 rounds per minute) with 125 rounds per gun. Four pylons, in addition to unguided rockets, bombs, and incendiary tanks, could carry AIM-9 Sidewinder air-to-air missiles and AS-30 air-to-ground missiles. The wing's strength allowed for the number of hardpoints to be increased to six in the future.
Fiat actively promoted the G.91Y as a light, subsonic, all-purpose combat aircraft that, in addition to destroying ground targets on the battlefield and in the tactical depth of enemy defenses, could successfully combat attack helicopters and conduct defensive air combat at low altitudes with modern fighters.
According to Italian developers, the G.91Y was superior in cost-effectiveness to the supersonic F-5E and Mirage 5 in fulfilling the above-mentioned missions. At air shows, the G.91Y, thanks to its low cost and impressive flight and combat performance, consistently attracted the attention of air forces from European NATO countries and countries that traditionally purchased Western aircraft with hard cash. However, the only order for this generally very capable aircraft came from the Italian Air Force, primarily due to a desire to support its own aircraft industry. A total of 67 aircraft were built between 1971 and 1976.
The G.91Y's superior combat performance as an attack aircraft and close air support aircraft has been repeatedly demonstrated at training ranges during joint NATO air force exercises. Overall, the development history and career of the G.91 family of aircraft confirms the fact that trade weapons is inextricably linked to politics and the lobbying interests of major arms corporations. For example, the Americans managed to push Lockheed's F-104 Starfighter onto their allies as a multirole fighter, even though the US Air Force abandoned the aircraft after a short period of service.
Had the G.91 been developed by a major American aircraft manufacturer, it would have been much more widely used, could have participated in many armed conflicts, and perhaps would still be flying into the 21st century. Subsequently, a number of technical and conceptual solutions developed on the G.91Y were implemented in the creation of the Italian-Brazilian AMX light attack aircraft, adapted for low-altitude operations.
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