Fiat G.55 Centauro

Fiat Aviazione

Industry	Aerospace
Founded	1908 in Turin, Italy
Headquarters	Turin , Italy

Overview

The Fiat G.55 Centauro (Italian for "Centaur") was a single-seat, single-engine monoplane fighter developed and manufactured by the Italian company Fiat Aviazione. It served with both the Regia Aeronautica and the Aeronautica Nazionale Repubblicana during the latter stages of World War II.

Development and Design

Constructed at Fiat's facility in Turin, the G.55 distinguished itself by employing an inline engine—a license-produced version of the German Daimler-Benz DB 605—rather than the more commonly used radial engines in Italian fighters. Its armament varied but typically included combinations of 20 mm MG 151/20 cannons and 12.7 mm (.5 in) Breda-SAFAT machine guns. The aircraft combined considerable power, speed, and durability. The initial prototype took to the skies on 30 April 1942, and after successful trials, it progressed into mass production and operational deployment in 1943.

Operational History

Since its service began late in the war, much of the G.55's combat role occurred following Italy’s armistice on 8 September 1943, predominantly under the control of the Italian Social Republic (Repubblica Sociale Italiana). Fiat pursued further enhancements such as the G.56, which featured a larger Daimler-Benz DB 603 engine; however, this variant did not enter large-scale production. Postwar, Fiat resumed manufacturing the G.55, which was subsequently exported to countries including Argentina and Egypt. The fighter remained active into the 1950s, and a trainer model designated G.59, powered by imported Rolls-Royce Merlin engines, was also developed.

Performance and Legacy

Although the Centauro was well-regarded by Italian pilots, fewer than 300 units were completed by war’s end—a modest figure compared to Germany’s production of approximately 35,000 Messerschmitt Bf 109 fighters. Despite limited numbers, the G.55 earned a reputation as an effective high-altitude interceptor over Northern Italy. In 1944, it frequently engaged Allied aircraft such as the Supermarine Spitfire, P-51 Mustang, P-47 Thunderbolt, and P-38 Lightning, demonstrating formidable combat capabilities. The G.55 is often cited as Italy’s finest wartime fighter—an assessment also attributed to the Macchi C.205 Veltro and Reggiane Re.2005 Sagittario. Notably, following comparative evaluations with the Messerschmitt Bf 109G and Focke-Wulf Fw 190 during 1943, Luftwaffe officials deemed the Fiat G.55 "the best Axis fighter" available at that time.

Background

During the 1930s, Italian military leadership opted exclusively for radial engines to power their aircraft. As a result, by the latter part of that decade, Italy’s aviation sector was largely discouraged from pursuing the development of more advanced, liquid-cooled inline engines, which were gaining popularity internationally. However, by 1939, major Italian aircraft manufacturers had started designing a new generation of monoplane fighters utilizing inline engines instead of the radial engines that had powered early World War II Italian fighters like the Fiat G.50 Freccia and Macchi C.200 Saetta. This transition involved updating first-generation radial-engine fighters with an Italian-produced version of the Daimler-Benz DB 601 engine, known as the Serie 1/2. The most notable aircraft in this category was the Macchi C.202 Folgore, essentially a streamlined iteration of the Macchi C.200—also referred to as Macchi C.201—fitted with a V-12 inline engine instead of a radial one. Aircraft in this series carried alphanumeric codes concluding with the digit "2".

The success of this re-engining effort encouraged further exploration along this path. Consequently, in 1941, designers concentrated on the development of the Fiat RA.1050, a license-produced variant of Germany’s Daimler-Benz DB 605 engine, which was larger and more powerful. Fighters fitted with this engine were categorized as "Serie 5," with model designations ending in "5," including examples such as the Macchi C.205, Reggiane Re.2005, and Fiat G.55. Meanwhile, Fiat’s chief designer, Giuseppe Gabrielli, while working on a DB 601-powered revision of his Fiat G.50, initiated a new project intended to utilize the DB 605.

Into flight

The initial G.55 prototype took to the skies on 30 April 1942, piloted by commander Valentino Cus, immediately demonstrating impressive flight qualities and performance. Its armament featured one 20 mm MG 151/20 cannon with 200 rounds mounted between the cylinder banks, firing through the propeller hub. In the initial "Sottoserie 0" airframes, there were also four 12.7 mm (.5 in) Breda-SAFAT machine guns: two positioned in the upper engine cowling and two in the lower cowling, all synchronized to fire through the propeller arc with an ammunition supply of 300 rounds per gun. This configuration soon revealed difficulties related to rearming and maintenance of the lower cowling guns. As a result, these two lower machine guns were removed in later production versions—the Serie 1—and replaced by a pair of 20 mm MG 151/20 cannons installed in each wing, resulting in a typical armament of three cannons and two 12.7mm machine guns, although some variants featured machine guns in place of wing cannons.

The prototype was transported to Guidonia for comparative testing against other Serie 5 fighters: the Macchi C.205V Veltro and the advanced Reggiane Re.2005 Sagittario, all powered by license-built Daimler-Benz DB 605 engines. These evaluations revealed that the Centauro ranked second overall and ultimately secured the procurement contract from the Regia Aeronautica. The C.205V excelled at low to medium altitudes, boasting speed and strong diving capabilities but suffered noticeable performance decline above 8,000 m (26,250 ft), particularly in maneuverability. The Re.2005 led at high altitude speed and dogfighting but experienced vibration issues linked to balance problems; although corrected later, its complex design made it slow and costly to produce during wartime conditions, reducing its appeal. Consequently, mass production focused on both the G.55 and C.205 models. The G.55 prototype achieved a top speed of 620 km/h (390 mph) fully loaded without employing WEP (war emergency power) at an altitude of 7,000 m (22,970 ft). While slightly below expectations in speed, it featured a robust airframe and superior handling and stability across all altitudes tested. Pilots noted pronounced leftward yaw during takeoff caused by strong engine torque—an issue partially mitigated by slightly offsetting the vertical stabilizer to counterbalance this effect.

File:FIAT G-55 Centauro (1).jpg

A Fiat G.55 painted in ANR markings displayed at the Museo storico dell'Aeronautica Militare di Vigna di Valle, located near Lake Bracciano in Italy's Lazio region.

By early 1943, intensified Allied bombing raids over Italy exposed a critical lack of effective high-altitude interceptors capable of countering these threats adequately. The Macchi C.202’s performance deteriorated above approximately 8,000 m (26,250 ft), which was typical bomber operating altitude, and its relatively light armament—two 12.7 mm (.5 in) and two 7.7mm (.31 in) machine guns—proved insufficient against heavily armored bombers. Amongst the Serie 5 fighters, the Centauro demonstrated superior high-altitude capabilities attributed to its larger wing area combined with powerful weaponry and ample ammunition capacity—the production-standardized Serie I carried 250 rounds for its central 20 mm cannon compared to only 120 rounds on the Re.2005—making it adequately equipped to engage US heavy bombers effectively.

Production

The Regia Aeronautica initially placed an order for 1,800 G.55 aircraft, later increasing this figure to 2,400. A preliminary batch of 34 pre-production units was requested; these planes closely resembled the prototype but incorporated slight modifications aimed at enhancing flight performance. Their armament configuration differed, as previously mentioned, with the two machine guns originally mounted in the lower cowling relocated to the wings. Of these 34 ordered aircraft, only 19 were completed, and six were subsequently upgraded to the Serie I standard at the manufacturing facility.

The standard production model, designated Serie I, was equipped with three 20 mm MG 151/20 cannons and two 12.7 mm (.5 in) Breda-SAFAT machine guns. Additionally, it featured two underwing hardpoints capable of carrying either a pair of bombs weighing up to 160 kg (350 lb) or two drop tanks with a capacity of 100 liters (26 US gallons). By the time of the Armistice on 8 September 1943, a total of 35 G.55s across all series had been delivered, including three prototypes. Among these, only one aircraft was flown to Southern Italy to join the Italian Co-Belligerent Air Force. Another G.55, identified as MM.91150, was seized by Allied forces in the summer of 1944 when test pilot Serafino Agostini defected, carrying an escaped British POW, an RAF officer, on his lap. This plane was subsequently taken into RAF service and assigned to the Central Fighter Establishment at Tangmere, Great Britain, on 17 March 1945 under the code VF204 before being stored at Ford; its ultimate disposition remains unknown.

Following this period, the Centauro operated with the Aeronautica Nazionale Repubblicana (ANR), the air force formed by Mussolini’s fascist regime in Northern Italy with German support. The precise number of "Centauros" appropriated by the Luftwaffe or acquired by the ANR is unclear. Approximately 18 units were seized by the ANR, while between 12 and 20—possibly up to 42 according to some official accounts—were requisitioned by German forces.

Under German control, Fiat’s Turin factory maintained production for roughly six months. On 25 April 1944, heavy bombing raids struck Fiat facilities, destroying 15 G.55s along with several trimotor Fiat G.12 transports, BR.20 bombers, and CR.42LW biplane fighters commissioned by the Luftwaffe. By that time, a total of 164 "Centauros" had been completed; of these, 97 were produced after the Armistice and delivered to the ANR. Following directives from the Rüstungs und Kriegsproduktion Stab (RuK), the German armaments and war production staff, manufacturing was decentralized to smaller towns in Monferrato. Component production was assigned to CANSA in Novara and AVIA in Vercelli, with final assembly taking place back in Turin where test pilots Valentino Cus, Rolandi, Agostini, and Catella conducted flight tests. Production significantly declined thereafter and was ultimately halted by German authorities in September 1944. In total, 148 G.55s were delivered to the ANR; when Allied forces captured the factory, an additional 37 aircraft were completed and ready for delivery while another 73 remained on various stages of assembly on the production line.

Operational history

The third prototype was the first Centauro model to be deployed operationally. On 21 March 1943, it was assigned to the 20° Gruppo (squadron) of the 51° Stormo (wing) CT, stationed at Roma-Ciampino, for operational testing. By May, the unit relocated to Capoterra near Cagliari, where it experienced combat for the first time on 5 June 1943 against Allied air raids targeting Sardinia. The initial two pre-production batches made their maiden flights on 10 April and in May 1943, respectively. Early in June, these aircraft were assigned to the 353^a Squadriglia (flight) CT based in Foligno, Umbria, where an additional nine units were delivered by August. Pilots expressed great enthusiasm upon receiving the new fighter during the summer of 1943.

In June, the first Serie I models were allocated to the Gruppo Complementare of the 51° Stormo at Foligno, close to Perugia. However, by July, eleven G.55s from this group were transferred to the 353a Squadriglia, which already operated the pre-series aircraft, and were based at Roma-Ciampino Sud airfield. Under the leadership of Capitano Egeo Pittoni, the 353a Squadriglia conducted numerous sorties against American bomber formations until operations ceased following Rome's declaration as an "open city" (Città aperta). On 27 August, the 351a and 352a Squadriglie departed Sardinia for Foligno to be re-equipped with G.55s; however, by 8 September, these aircraft had yet to be delivered.

During the first week of September, twelve Centauros were assigned to the 372a Squadriglia of the 153° Gruppo stationed in Torino-Mirafiori. As of 8 September 1943—the day of the Armistice—the Regia Aeronautica had received a total of 35 G.55s. Only a single aircraft flew southward to join Allied forces after accepting an invitation from Maresciallo d'Italia Pietro Badoglio to surrender.

Service with the Aeronautica Nazionale Repubblicana

Precise details regarding G.55s seized by the Luftwaffe or obtained by the Aeronautica Nazionale Repubblicana remain unclear. Approximately eighteen G.55s were acquired by ANR, while estimates suggest that between twelve and twenty—or even up to forty-two—were requisitioned by the Luftwaffe. The Centauro was introduced into ANR service, accompanied by plans to manufacture 500 units: 300 G.55/I and 200 G.55/II Serie II variants, which featured armament consisting of five 20 mm MG 151/20 cannons without machine guns (one mounted on centerline, two above cowling, two in wings). Ultimately, only 148 were delivered to ANR units that gradually transitioned to various versions of the Bf 109G as G.55 availability declined—despite Italian pilots' preference for the G.55 and widespread dissatisfaction over production cancellation.

The ANR operated two Gruppi Caccia terrestre (fighter groups). The first initially flew Macchi C.205 fighters from November 1943 until May 1944 before re-equipping with G.55/I models in June 1944; this group then began transitioning to Bf 109G aircraft starting November 1944. The second Gruppo was primarily equipped with G.55s, fielding seventy examples between December 1943 and August 1944 before gradually converting to Bf 109G fighters.

The earliest ANR unit equipped with G.55s was the Squadriglia Montefusco, which operated from Piemonte beginning November 1943 until its integration into the first Gruppo on 29 March 1944 and subsequent relocation to Veneto. The second Gruppo, established at Bresso and initially commanded by Lt Col Antonio Vizzoto followed by Lt Col Aldo Alessandrini, comprised three squadrons: the fourth ("Gigi Tre Osei"), fifth ("Diavoli Rossi"), and sixth ("Gamba di Ferro"). This unit operated near Milan and Varese until April 1944 before moving near Parma and Pavia, then later around Lake Garda (Brescia and Verona). By late May, the second group transferred its G.55s to the first group and re-equipped with forty-six ex I./JG 53 and II./JG 77 Bf 109G-6/R6 aircraft.

While serving with ANR forces, G.55 fighters performed effectively against Allied aircraft such as Spitfires and Mustangs.

German interest

In December 1942, a technical delegation from the Regia Aeronautica was invited by the Luftwaffe to conduct evaluations of several German aircraft at Rechlin. This visit was part of a collaborative initiative aimed at harmonizing aircraft production among the Axis nations. Concurrently, Luftwaffe officers traveled to Guidonia, where they showed particular interest in the performance capabilities claimed by the Serie 5 fighters. On 9 December, these observations were reviewed during a Luftwaffe staff meeting, capturing the attention of Hermann Göring himself. Subsequently, in February 1943, a German test team was dispatched to Italy to assess the latest Italian fighter models. The group, led by Oberst Petersen and composed of Luftwaffe officers, pilots, and technical experts including Flugbaumeister Malz, brought along aircraft such as the Fw 190 A-5 and Bf 109 G-4 to perform direct comparative trials involving simulated dogfights.

Testing commenced on 20 February 1943, with the German delegation expressing strong admiration for the Italian fighters, especially the G.55. Generally, all Serie 5 fighters demonstrated excellent performance at low altitudes; however, the G.55 distinguished itself by matching its German counterparts in speed and climb rate at higher altitudes while maintaining superior maneuverability. The German commission’s final assessment rated the G.55 as "excellent," the Re.2005 also as "excellent" despite its complex manufacturing process, and the C.205 as only "average." Oberst Petersen proclaimed the G.55 as "the finest fighter within the Axis," promptly relaying his favorable opinion to Göring. Following consultations with Petersen, Milch, and Galland, Göring convened a meeting on 22 February 1943 where it was decided to initiate production of the G.55 in Germany.

Beyond favorable test outcomes, German interest stemmed from perceived development potential in both the G.55 and Re.2005 models. Notably, the larger and heavier G.55 was seen as an ideal platform for accommodating the new, substantially bigger and more powerful DB 603 engine—an engine considered too large for integration into the Bf 109’s airframe. Additional visits took place in Germany during March and May 1943 at Rechlin and Berlin. The G.55 underwent further testing at Rechlin in Milch’s presence, with FIAT representatives including Gabrielli invited to inspect German factories and discuss future aircraft developments. The German specifications for the G55/II incorporated the DB 603 engine, five 20 mm cannons, and a pressurized cockpit. The decision to limit wing armament to one 20 mm cannon per wing influenced the final layout of the Serie I, while fitting the DB 603 engine successfully resulted in what became known as the G.56 prototype. Demonstrating concrete German commitment to the G.55 project, the Luftwaffe procured three complete G.55/0 airframes (MM 91064-65-66) for evaluation and experimentation purposes; they supplied three DB 603 engines along with original tooling intended to establish an Italian production line for a licensed version of the DB 605 engine. Two of these Luftwaffe-owned G.55s remained at Turin’s Aeritalia facilities where German and Italian engineers collaborated on planned modifications and production optimizations before converting them into Serie I aircraft for delivery to the ANR. The third airframe was sent to Rechlin for testing within Germany. The DB 603 engines were utilized in producing prototypes of the G.56.

Interest in advancing the G.55 program persisted even after Italy’s Armistice. In October 1943, Kurt Tank, who had personally flown a G.55 during tests at Rechlin and expressed high regard for it, visited Turin to discuss production matters related to this fighter. Nevertheless, wartime developments—including Allied bombing campaigns targeting Italian aviation factories—and an unrefined manufacturing process ultimately led to Luftwaffe abandonment of the G.55 program. Early stages of G.55 production demanded approximately 15,000 man-hours per unit; although projections suggested this could be reduced to around 9,000 man-hours, experienced German factories were capable of assembling a Bf 109 in merely 5,000 man-hours. Meanwhile, DB 603 engines were allocated for use in Tank’s own Focke-Wulf Ta 152C design.

Torpedo fighter

File:Fiat G.55 Torpedo.jpg

G.55 S prototype circa 1945

The Regia Aeronautica often deployed torpedo bombers to launch torpedoes in flight, exemplified by the trimotor SIAI-Marchetti SM.79 Sparviero medium bomber. Early in the conflict, these aircraft achieved notable success, causing significant damage to Allied naval forces in the Mediterranean. However, by the end of 1942, the aging Sparviero struggled against increasingly advanced Allied fighters and strengthened anti-aircraft defenses. This prompted Italian military planners to investigate the use of robust, single-engine heavy fighters as platforms for torpedo delivery—a concept that would later be recognized as the "torpedo fighter." Positioned near Italy’s coastline, such fighters could operate within a 300–400 km (190–250 mi) radius, carry a 680 kg (1,500 lb) torpedo (a more compact variant of that used by the SM.79), and possess superior speed and maneuverability to evade or engage enemy aircraft effectively.

Although there was some discussion about modifying the G.55 for this role, Fiat proceeded with designing the G.57—a distinct model powered by the 930 kW (1,250 hp) Fiat A.83 R.C.24/52 radial engine—intended to better accommodate torpedo carriage. Ultimately, after abandoning the G.57 project and due to the ANR’s ongoing requirement for an SM.79 replacement, engineers took on adapting the Centauro specifically for torpedo attacks.

A production G.55 (military serial MM. 91086) was altered to carry a 920 kg (2,030 lb), 5.46 m (17.91 ft) long torpedo. The original single engine coolant radiator, typically mounted beneath the cockpit on the fuselage underside, was split into two separate units installed under each wing root—mirroring the configuration found on the Bf 109—freeing up 90 cm (35 in) of space between them for dual torpedo racks. The tailwheel strut was extended and reinforced with a sturdier shock absorber to prevent contact between the torpedo’s tailfins and the ground during takeoff and landing. Additionally, a streamlined cowling was fitted ahead of the tailwheel to reduce aerodynamic drag caused by the lengthened strut. Armament on the G.55/S remained consistent with that of the G.55/I, featuring three MG 151/20 cannons alongside two Breda-SAFAT machine guns.

Designated G.55/S, this variant took its maiden flight in August 1944 and underwent successful trials by January 1945, with pilot Adriano Mantelli at the controls. Despite carrying a bulky external load, it demonstrated commendable performance and manageable handling characteristics. The ANR placed an initial order for 10 pre-production units followed by a batch of 100 production aircraft; however, the end of hostilities halted further development. The surviving prototype was restored to Serie I specifications post-war and became the first G.55 delivered to the newly established Aeronautica Militare Italiana (AMI).

Fiat G.56

File:Prototype van de Fiat G 56 Centauro met Duitse emblemen op een onbekend vliegveld 2157 001-042.jpg

Fiat G.56

The Fiat G.56 represented an adaptation of the Fiat G.55, equipped with a more powerful German Daimler-Benz DB 603 engine. Two prototype units were constructed, with flight trials beginning in March 1944. On 30 March that year, test pilot Commander Valentino Cus achieved speeds between 690 and 700 km/h (430 to 440 mph). Officially, the aircraft's top speed was rated at 685 km/h (426 mph). Its armament consisted of three 20 mm MG 151/20 cannons—one mounted to fire through the propeller hub and two installed in the wings. The G.56 demonstrated exceptional flight capabilities, outperforming both the Bf 109K and Bf 109G as well as the Fw 190A in agility during evaluations. Despite its promising performance, German authorities prohibited its mass production.

Postwar service

Fiat resumed manufacturing the G.55 in 1946 by utilizing a substantial inventory of partially assembled airframes and components retained in its facilities. This production included two variants: the G.55A, designed as a single-seat fighter and advanced trainer, and the G.55B, a two-seat advanced trainer. The prototypes for these models first flew on 12 February and 5 September of that year respectively.

The Italian Air Force (AMI) procured nineteen G.55A units alongside ten G.55B trainers, while the Argentine Air Force acquired thirty single-seat G.55As and fifteen two-seat G.55Bs. In September 1951, during an attempted military coup against President Juan Perón, forces from the Argentine Navy and Army rebelled. Aircraft from Grupo 2 de Caza—including several G.55s and a lone Argentine G.59—tried to join the insurgents by flying to Punta Indio Naval Air Base. However, upon landing, pilots were detained and their planes grounded, preventing further involvement in the failed uprising which was ultimately suppressed by loyalist troops.

G.59

File:Fiat G.59-4B MM53276 (6570938729).jpg

Fiat G.59

Due to shortages of the Italian license-produced DB 605 engines required for fulfilling Italian and Argentine orders of the G.55, a decision was made to adapt the aircraft to incorporate the more accessible Rolls-Royce Merlin engine instead. The initial Merlin-powered conversion took flight in early 1948. This modification proved successful, prompting the AMI to convert its existing fleet of G.55s to Merlin engines; these updated aircraft re-entered service at the Lecce training facility beginning in 1950 under the designations G.59-1A (single-seat) and G.59-1B (two-seat). The AMI continued operating these models until their retirement in 1964.

Syria ordered thirty similar aircraft manufactured entirely from new components due to depletion of original G.55 parts stocks. Among these were twenty-six single-seat versions (designated G.59-2A) and four two-seat trainers (G.59-2B). Argentina also obtained one G.59-2A for evaluation purposes but did not proceed with further acquisitions. The final iterations were the bubble-canopied versions: twenty single-seaters labeled G.59-4A and ten two-seaters designated G.59-4B produced by Italy.

Variants

G.55

Three prototype models.

G.55/0

Sixteen aircraft produced during the pre-production phase.

G.55/1

First series of production units.

G.55/2

Modified version designed as a bomber interceptor.

G.55/S

Variant equipped for torpedo attacks, with "S" representing silurante (torpedo).

G.55/A,B

Trainer models with single and dual seats, developed post-war.

G.56

Two prototypes powered by 1,300 kW (1,750 hp) Daimler-Benz DB 603A engines.

G.57

Planned variant featuring an A 930 kW (1,250 hp) Fiat A.83 R.C.24/52 radial engine.

G.59-1A

Single-seat advanced trainers converted from G.55s, powered by Rolls-Royce Merlin engines.

G.59-1B

Two-seat trainer conversions from G.55s, also utilizing Rolls-Royce Merlin powerplants.

G.59-2A

Twenty-six newly produced single-seat aircraft with Rolls-Royce Merlin engines, delivered to Syria.

G.59-2B

Four newly manufactured two-seat trainers powered by Rolls-Royce Merlin engines for the Syrian Air Force.

G.59-4A

Twenty new production single-seat fighters equipped with Rolls-Royce Merlin engines and bubble canopies, operated by the Aeronautica Militare Italiana.

G.59-4B

Ten newly built two-seat trainers featuring Rolls-Royce Merlin engines and bubble canopies for the Aeronautica Militare Italiana.

Operators

File:Syrian Fiat G.55.jpg

Syrian-operated Fiat G.55

Template:ARG

• Argentine Air Force

Egypt

• Royal Egyptian Air Force

Template:Country data Kingdom of Italy

• Regia Aeronautica

Template:Country data Italian Social Republic

• Aeronautica Nazionale Repubblicana

Template:ITA

• Italian Air Force operated 74 Fiat G.59 aircraft, retiring them in 1965

Template:Country data Syria

• Syrian Air Force

Surviving aircraft

File:Fiat G-59-4B AN2163885.jpg

MM53774 at Duxford in 1995

No original G.55 models remain intact, but a G.59-2A, bearing the serial MM53265, has been modified to resemble a G.55 and is exhibited at the Italian Air Force Museum in Vigna di Valle, Lazio.

Several other G.59 aircraft survive in their postwar configurations, including:

• MM53136 – G.59-2B displayed statically in a damaged state at the Lonate Pozzolo War Memorial in Varese, Lombardy.
• MM53276 – G.59-4B exhibited at the Italian Air Force Museum located in Vigna di Valle, Lazio.
• MM53278 – An airworthy G.59-4B owned privately and based in Hartheim am Rhein, Baden-Württemberg.
• MM53525 – G.59-A held in storage at the Italian Air Force Museum in Vigna di Valle, Lazio.
• MM53526 – Another G.59-4B preserved in storage at the same museum.
• MM53530 – G.59-4B on static display at the Museum of Engines and Mechanisms in Palermo.
• MM53774 – Airworthy G.59-4B operated by Nucleo Aereo Acrobatico Parmense in Parma, Emilia-Romagna.
• MM53778 – G.59-4B currently undergoing restoration for the Military Aviation Museum in Virginia Beach, Virginia.

Specifications (G.55/I)

File:Fiat G.55 OR.jpg

Diagram highlighting the G.55's armament

Further reading

• Arena, Nino. I Caccia Della Serie 5, Re2005, Mc205, Fiat G.G5. Modena, Italy: STEM-Mucchi, 1976. ISBN 90-70310-11-2.
• Baldini, Atilio, and Sergio Bontti. Fiat G55A/B Centauro & G59-1A. Edited by Jorge Felix Núñez Padin. Bahía Blanca, Argentina: Fuerzas Aeronavales, Serie Fuerza Aérea Argentina, vol. 10, 2006.
• Beale, Nick, Ferdinando D'Amico, and Gabriele Valentini. Air War Italy, Axis Air Forces from Liberation of Rome to the Surrender. Shrewsbury, UK: Airlife, 1996. ISBN 1-85310-252-0.
• D'Amico, Ferdinando, and Gabriele Valentini. Pictorial History of the Regia Aeronautica Vol.2 – Pictorial History of the Aeronautica Nazionale Repubblicana and the Italian Co-Belligerent Air Force 1943–1945. Carrollton, Texas: Squadron/Signal Publications, 1986. ISBN 87-981206-7-0.
• Green, William. War Planes of the Second World War: Fighters, Volume Two. London, UK: Macdonald & Co. (Publishers) Ltd., 1961.
• Malizia, Nicola. Fiat G.59. Roma, Italy: IBN Editore, 2004. ISBN 88-7565-018-7.
• Nicolle, David. "Arab-Italian Fighters: Fiats and Macchis in Egyptian and Syrian Service 1948–1956." Air Enthusiast, no. 55 (Autumn 1994): 32–36.
• Sgarlato, Nico. Italian Aircraft of World War II. Warren, Michigan: Squadron/Signal Publications, Inc., 1979. ISBN 0-89747-086-9.
• Thompson, Jonathan W. Italian Civil and Military Aircraft, 1930–1945. Fallbrook, CA: Aero Publishers, 1963.
• Vergnano, Piero and Gregory Alegi. Fiat G.55. Ali D'Italia #10. Torino, Italy: La Bancarella Aeronautica, 1998.
• Winchester, Jim. Fiat G.55 Centauro. Aircraft of World War II: The Aviation Factfile. Kent, UK: Grange Books plc, 2004. ISBN 1-84013-639-1.

External links

• Virtual G55 project (Archived version from October 11, 2008)
• Fiat G.55 Centauro