Fiat G.91

Fiat G.91 (Aeritalia G.91)
	; Fiat G.91 R / 3 in the MHM of the Bundeswehr
Type:	Ground attack and reconnaissance aircraft
Design country:	Italy
Manufacturer:	Fiat Aviazione S.pA
First flight:	August 9, 1956
Commissioning:	1958
Number of pieces:	770

Cockpit of a Fiat G.91R1

The Fiat G.91 (from 1969: Aeritalia G.91) was a single-engine , later twin-engine fighter aircraft from the Cold War era . The machine was developed by Fiat Aviazione in Italy and was originally intended to replace the US North American F-86 Saber aircraft within NATO . The "G" stands for the Fiat Avio chief designer Giuseppe Gabrielli (1903–1987).

After Fiat Aviazione merged with other Italian aircraft manufacturers to form Aeritalia SpA in 1969, the name changed to Aeritalia G.91.

history

The machine emerged as the winner of the “ NATO Basic Military Requirement 1 ” tender from December 1953 for a light fighter and tactical support aircraft.

The first flight of the first prototype took place on August 9, 1956 by Riccardo Bignamini. It crashed during a high-speed test flight on February 20, 1957. A second prototype with an enlarged tail unit, enlarged cockpit hood and additional keel fin followed, which flew for the first time on July 26, 1957. All other tests, which were carried out in France from September 16, 1957, passed the aircraft without any problems. Above all, the Fiat G.91 also demonstrated that it was able to take off and land on grass runways, a special requirement of the specifications in the context of the tender.

Although the G.91 won the comparison flight in 1958 against the competition, it was - probably for political reasons - never a standard aircraft within NATO , but only procured in larger numbers by Italy and the Bundeswehr . Later it was also used in the Força Aérea of Portugal. As one of the weapon systems of the Luftwaffe's secondary equipment , the G.91 gradually replaced the Republic F-84 Thunderstreak fighter-bomber in particular.

For this purpose, the Bundeswehr procured a total of 344 copies of the G.91 R / 3 and 66 copies of the T / 3 trainer version. To introduce this system, it bought the first 50 G.91 aircraft from Fiat on March 11, 1959, while at the same time driving forward the license replica in Germany. According to the agreement concluded with Fiat Avio in 1959 , 294 G.91 R / 3s and 22 trainers were manufactured under license in Germany by the Süd 91 consortium founded for this purpose by the companies Dornier, Heinkel, Siebel / ATG and Messerschmitt . This made the G.91, which the troops soon referred to as “Gina”, the first jet-powered aircraft to be mass-produced in Germany after the end of the Second World War .

The G.91 was flown in the Bundeswehr from 1960 to 1982. In these 22 years, the German Air Force lost 70 of these aircraft for various reasons.

The majority of the aircraft that had been retired by 1982 were demilitarized and scrapped, Portugal received 94 of the retired G.91s of both versions, a further 24 aircraft remained in service in Germany at the Condor Flugdienst company for targeting the Bundeswehr until 1992 , and other such aircraft remained in training workshops or as association symbols with the Air Force or were given to museums.

The successor to the aircraft in the Air Force was the Franco-German development Alpha Jet .

G.91 R / 3

G.91 T / 3

Fiat G.91, training workshop JaboG33

Aeritalia Fiat G.91 R at Fassberg Air Base

Fiat G.91 R / 3 in the Museum of Aviation and Technology in Wernigerode

technical description

In the NATO tender of 1953, a light single-seat ground attack aircraft with a two-seat trainer variant was required. Since FIAT had previously manufactured the North American F-86 Saber under license for Italy, an aerodynamic and technical relationship to it was unmistakable. The production quality was also very good for the time and the crash rate during its active service time was remarkably low due to the simple and very solid construction.

The Fiat G.91 was a single-jet low-wing aircraft in all-metal construction, was designed for the sound limit range and had a pressurized cabin. It was powered by the cartridge-launched jet engine Orpheus 803 D-11 and could also operate from unpaved launch sites.

The cell was made of aluminum in a half-shell construction. The wings with a maximum of four underwing stations were divided in the middle and bolted to the fuselage on both sides. For assembly and maintenance work, the stern could be quickly separated from the fuselage with four screws at the level of the turbine stage of the engine and pulled backwards. This made the machine very light, inexpensive and modular to manufacture, which was beneficial for ease of maintenance. The cockpit with the large Plexiglas cabin roof allowed an excellent all-round view, especially to the rear. The rudders were controlled directly from the joystick or by pedals via push rods and reversing levers without additional power assistance. As with the Me 262 a good ten years earlier, the elevator trim worked through an electric servomotor on the entire elevator . The landing flaps were (designed as highly effective Fowler flaps ) each with an electrically driven threaded spindle in two guides extended downwards to the rear. The trimming of the aileron was also carried out electrically. Slats (slats) were not available. The ailerons were relatively large, which was reflected in good maneuverability and high roll rate . The two large airbrakes under the fuselage were operated hydraulically coupled with a cylinder. Due to this positioning, the extended flaps did not hinder the pilot in the rearward view. The tripod nose wheel landing gear was also operated hydraulically. The landing gear could also be extended with nitrogen in emergency mode. The cylinder of the nose landing gear was self-locking and thus securely fixed in its end position even without pressure. For reasons of space, the nose wheel was automatically rotated 90 ° when swiveling in, as it was later on the F-16 . The hydraulic pressure as well as the electrical energy were supplied by the engine.

Apart from variant Y, the G.91s were equipped with only one engine from Bristol Siddeley Orpheus . This axial flow single-shaft jet engine with a seven-stage axial compressor, seven pot combustion chambers and a single-stage axial turbine delivered a maximum thrust of 22,240 Newtons (2,277 kp / 5,000 lbs). Starting was done by a starting turbine driven by starting cartridges. The company at the time, Klöckner-Humboldt-Deutz AG, received the order to manufacture these engines under license in Germany and set up its plant in Oberursel accordingly. From July 1961 to August 1966, 358 engines ordered by the Bundeswehr were manufactured. By 1983, a total of 3,044 Orpheus engines had been completely overhauled, repaired or converted in Oberursel , most recently the engines intended for Condor flight service.

In an emergency, the pilot was able to catapult himself out of the aircraft using an ejection seat from the British manufacturer Martin-Baker . The plexiglass pulpit was thrown off beforehand. This required a minimum speed and height.

The low weight (only about 5.5 tons, with about two tons of thrust) and the robust chassis allowed the required take-offs and landings on grass runways. However, due to the high stress and risk, this was only carried out extremely rarely during the active period. In Germany, the G.91 flew as a fighter-bomber until the early 1980s and later as a target tug for Condor Flugdienst . The R / 3 was unarmed at the target tow. Instead of the two 30mm cannons to the right and left of the cockpit, steel weights were installed to maintain the center of gravity.

The cell, which was very small compared to the American models of the time, did not allow the installation of complex avionics, navigation or even a radar device. Thus, the equipment with complex armament such as radar-guided missiles, the development of which was already well advanced in the 1960s, was not possible. With two detachable external tanks , the range was sufficient by European standards, but too small on the North American continent and globally. As a result of these restrictions, the USA ceded the 50 machines it had ordered before they were delivered to Germany.

variants

G.91PAN

Aerobatic variant for the Italian aerobatic team Frecce Tricolori . Derived from pre-production models with reinforced hulls. Without armament and camera nose, but with multi-colored smoke generators and small external tanks as ballast. Initially, 20 machines were rebuilt, later R / 1 was also downgraded.

G.91R

G.91R / 1

The suitability of the G.91 for conversion as a photo reconnaissance was recognized very early on . In 1957, the G.91R / 1 variant was created, a standard G.91 with a slightly shortened nose and equipped with three 70 mm cameras for front and angled shots (also suitable for vertical shots at great heights).

Ten of these machines were tested by the US Air Force in the early 1960s .

One version designated as G.91R / 1A was a G.91R / 1 equipped with additional navigation devices and additional weapon carriers on the wings.

A G.91R / 1 with a reinforced cell and a modified chassis (stronger wheel brakes and tubeless tires) was designated as G.91R / 1B.

G.91R / 3

The West German Air Force called for tests of the G.91 slight changes in the armament (MG were replaced by two 30-mm cannons) and navigation devices. Of the total of 344 G.91R / 3s manufactured, 270 were manufactured in Germany under the license agreement with Fiat Avio. The maiden flight of the first G.91R / 3 manufactured by Dornier took place on July 20, 1961, production ended in May 1966.

G.91R / 4

The R / 4 was an R / 3 with the weapons equipment of the R / 1. In 1962/1963 the Bundeswehr took over 50 of these single-seat G-91 R / 4s, which were originally intended for the NATO partners Greece and Turkey. Until they were soon retired in 1966, they were used exclusively at the weapons school 50 in the training company; 40 pieces were then given to the Portuguese Air Force .

G.91T

The G.91T was a two-seat version of the basic design, developed as a training aircraft, but also for use as a two-seat combat aircraft. The development of this variant began in 1958, the first flight was on May 31, 1960. The Italian Air Force received 76 of these aircraft as the G.91T / 1. 66 slightly modified machines designated as G.91T / 3 went to the German Air Force, 22 of which were manufactured by Dornier .

Because of the elongated front fuselage, this variant had the peculiarity that the nose landing gear often jammed for inexplicable reasons. The pilots were prepared for such emergency landings, which were completely unspectacular in an emergency. With correct control (if the pilot did not brake and held the aircraft bow up to the end) the lower part of the front fuselage (the engine inlet) was only depressed 3 to 4 cm and abraded. These parts were riveted out and replaced in hours with a repair kit developed by Dornier, so that the aircraft was operational again after an inspection.

A variant called T / 4 was also planned, a T / 1 that was to be equipped with the avionics of the Lockheed F-104 "Starfighter" . However, the T / 4 was not built.

G.91 Y

Fiat / Aeritalia G.91Y

G.91Y

In 1965, Fiat Avio began developing a twin-engine version of the G.91, based on the G.91T variant and equipped with two General Electric turbines. With this configuration, an increase in performance of around 60% was achieved, and the second turbine was available in the event of an engine failure. After the construction of two prototypes, which differed from the later models by a wider stern with keel fins, the Italian Air Force decided to procure this type. Initially, 55 machines were ordered. Later the number was increased to 75, ultimately 67 copies of the G.91Y called "Yankee" (2 prototypes, 20 pre-series machines, 45 series machines) were produced. The first aircraft of the pilot series flew in July 1968, the last series aircraft was delivered in mid-1976; the "Yankees" were in service until the early 1990s.

Other planned variants, which did not get beyond the development stage, were the G.91Y / T, a twin - engine two- seater for training purposes, and the G.91Y / S, a version based on a tender by the Swiss Air Force .

commitment

The only combat missions saw the G.91 in the Portuguese colonial war , especially in Guinea-Bissau , where it was used by Portugal as a reconnaissance aircraft and as a ground attack aircraft. This also came napalm used. The Soviet Union supplied the independence movement in 1973 with portable surface-to-air missiles ( MANPADS ) of the Strela-2 type , with which seven G.91s were shot down; a total of eleven machines were lost.

G.91 had also been stationed in Mozambique since 1968 . The independence movement there also owned Strelas from 1973, but did not score a kill. Portugal lost only one copy in an accident in this theater of war. Towards the end of the colonial wars, G.91 were also stationed in Angola .

Users

G.91 of the Portuguese Air Force

Germany Germany

Station locations in Germany and Portugal

Germany Germany: Erding Air Base , October 1961 to May 1962, Reconnaissance Wing 53; Fürstenfeldbruck Air Base , early 1964 to March 1982, Luftwaffe 50 / Fighter Bomber Wing 49 weapons school; Hohn Air Base , 1975 to January 1993, Condor Flugdienst GmbH; Husum Air Base , 1963 to February 1982, Jagdbombergeschwader 41 / Leichtes Kampfgeschwader 41; Leipheim Air Base , May 1962 to April 1975, Reconnaissance Wing 53 / Light Combat Wing 44; Horsesfeld Air Base , April 1966 to April 1975, Leichtes Kampfgeschwader 42; Oldenburg Air Base , May 1966 to 1981, Leichtes Kampfgeschwader 43 / Jagdbombergeschwader 43
Portugal Portugal: Base Aérea de Beja (Base Aérea Nº 11) , until July 1980, German Air Force Command Beja; Base Aérea do Montijo (Base Aérea Nº 6) , August 1974 to July 1993, G.91 R / 3, G.91 T / 3, G.91 R / 4, Esquadra 62 (from 1978 301 "Jaguares"); Base Aérea das Lajes (Base Aérea Nº 4) , January 1981 to 1989, G.91 R / 3, G.91 T / 3, Esquadra 303 "Tigres"; Overseas provinces; Base Aérea do Bissau (Base Aérea Nº 12) , Guinea-Bissau , July 1966 to September 1974, G.91 R / 4, Esquadra 121 "Tigres"; Base Aérea de Luanda (Base Aérea Nº 9) , Angola , September 1974 1961 to January 1975, G.91 R / 4, Esquadra 93; Aeródromo-Base do Nacala (Aeródromo-Base Nº 5) , Mozambique , January 1969 to September 1974, G.91 R / 4, Esquadra 502 "Jaguares"; Aeródromo-Base do Tete (Aeródromo-Base Nº 5) , Mozambique , 1970 to September 1974, G.91 R / 4, Esquadra 702 "Escorpiões"

Technical specifications

Parameter	G.91 R / 3	G.91 T	G.91 Y
Conception	Ground attack and reconnaissance aircraft	Jet training aircraft	Fighter bomb and reconnaissance aircraft
First flight	August 9, 1956 (prototype)	May 31, 1960	December 27, 1966
crew	1	2	1
span	8.56 m		9.01 m
length	10.29 m	11.67 m
height	4.00 m	4.45 m	4.43 m
Wing area	16.42 m²		18.13 m²
Empty mass	3100 kg	3865 kg	3682 kg
Takeoff mass	5500 kg		7800 kg
drive	a Bristol-Siddeley Orpheus 803 Turbojet jet turbine (license FIAT, 22.2 kN)		two General Electric J85 -GE-13A jet turbines (12.1 kN each, with afterburner 18.1 kN)
Top speed	1075 km / h (Mach 0.88) near the ground, 1086 km / h (Mach 0.91) at 1500 m altitude	1030 km / h at an altitude of 1524 m	Mach 0.93 near the ground
Marching speed	850 km / h		Mach 0.75
Service ceiling	13,100 m	12,200 m	12,500 m
Transfer range	1800 km	1800 km	3500 km
Armament	two 30 mm DEFA cannons , each with 125 rounds, four outstations under the wings	two 12.7 mm MG Colt Browning two outstations under the wings	two 30 mm DEFA guns four outstations under the wings

Received aircraft

G-91 in the engine factory in Oberursel

In Germany an airplane can be seen in the " Dornier Museum " in Friedrichshafen . The " Military History Museum of the Bundeswehr " at Gatow Airfield in Berlin has three G.91s in different versions. The G.91 R / 3 with the tactical license plate is located in the Leipheim Air Base Museum 31+38. There is also an airplane that is 32+56in the parking lot of a rifle club in Neu-Ulm ⊙ . The Museum of Aviation and Technology Wernigerode also has an R / 3 that . It is hidden from outside in the air force barracks in Cologne-Wahn. In airfield Museum Cottbus is to visit a G.91 R / 3 of the IEGM 43. In addition, the Hermeskeil flight exhibition has two G.91 R3s. The Aeritalia Fiat G-91 R / 3 with the registration number 31 + 05 is located in the entrance area of the Faßberg Air Base, and one of the last two G-91s flown in Germany with the registration number 31 + 99 has been externally restored by the "Werksmuseum Motorenfabrik Oberursel" and presented there on a pedestal in 2008. 48.372956 10.04346431+3931+2932+15

Some “Ginas” survived in Italy and Portugal as well. These include the one 30+04at Ota airfield , the one 30+80in Horta de Numão , the one 30+83in Carvoeira , all R / 3s and the 34+27one T / 3, in Santo André das Tojeiras .

In the "Malta Aviation Museum" in Ta 'Qali ( Attard ) a G.91 R / 1B is issued and Montelimar is the 98+58, a T / 3, in the "Musée Européen de l'Aviation de Chasse".

The 34+39Luftwaffe, a G.91 T / 3, manufactured by Fiat Avio under the serial number 49, is owned by the "Luftwaffe USA Flying Museum" in Ormond Beach (Florida, USA) and is currently being used by volunteers for flight operations in Germany prepared.

Web links

Commons : Fiat G.91 - album with pictures, videos and audio files

Individual evidence

↑ Patrick Hoeveler: Fiat G.91. In: Classics of Aviation No. 01/2015, pp. 10–17.
↑ ^a ^b ^c ^d ^e ^f Helmut Hujer: 125 years of the Oberursel engine factory - 1892–2017. Oberursel 2017, Chapter 7.1 The Orpheus engine and a new factory as well as Chapter 27 The reconnaissance aircraft and light fighter-bomber FIAT G.91 R / 3 .
↑ Steve Harding: US Army aircraft since 1947. An illustrated reference . Schiffer Pub, Atglen, PA 1997, ISBN 0-7643-0190-X , p. 128 .
↑ aviastar.org
↑ Technical data according to Luftwaffe information
↑ Flight exhibition Peter Junior ( Memento from December 31, 2015 in the Internet Archive ), list of all aircraft in the exhibition
↑ Engine factory in Oberursel

[1] Patrick Hoeveler: Fiat G.91. In: Classics of Aviation No. 01/2015, pp. 10–17.

[:0-2] ↑ ^a ^b ^c ^d ^e ^f Helmut Hujer: 125 years of the Oberursel engine factory - 1892–2017. Oberursel 2017, Chapter 7.1 The Orpheus engine and a new factory as well as Chapter 27 The reconnaissance aircraft and light fighter-bomber FIAT G.91 R / 3 .

[3] Steve Harding: US Army aircraft since 1947. An illustrated reference . Schiffer Pub, Atglen, PA 1997, ISBN 0-7643-0190-X , p. 128 .

[Aviastar-4] viastar.org

[5] Technical data according to Luftwaffe information

[6] Flight exhibition Peter Junior ( Memento from December 31, 2015 in the Internet Archive ), list of all aircraft in the exhibition

[7] Engine factory in Oberursel