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Fiat G.91

From Alfawiki
Fiat Aviazione
Company typeSubsidiary
IndustryAerospace, Defence
Founded1908 in Italy
FateBecame part of Aeritalia
Headquarters
Italy
ProductsAircraft (including Fiat G.91)
"G91" redirects here. For the expressway in China, see G91 Liaozhong Ring Expressway.


Template:Infobox aircraft

The Fiat G.91 is a jet-powered fighter aircraft developed and manufactured by the Italian firm Fiat Aviazione, which later became part of Aeritalia.

This aircraft originated from the NATO-initiated NBMR-1 competition launched in 1953, which aimed to select a light fighter-bomber—officially described as a "Light Weight Strike Fighter"—to be standardised among NATO air forces. The G.91 was purpose-built to meet these criteria, emphasizing a lightweight design capable of operating from rudimentary airfields, while providing adequate armour and armament at a cost-effective price compared to many contemporary frontline fighters. The prototype completed its first flight on 9 August 1956. After evaluating several contenders, the G.91 was declared the winner of the NBMR-1 contest.

Operational deployment began in 1961 with the Italian Air Force, followed by introduction into service with the West German Luftwaffe the next year.[1] Additional operators included the Portuguese Air Force, which extensively employed the type during the Portuguese Colonial War in Angola and Mozambique. Production spanned 19 years, resulting in a total of 756 units built, encompassing prototypes and pre-production aircraft. Manufacturing ceased in 1977.[1] The G.91 also served as the foundation for a twin-engine variant: the Fiat/Aeritalia G.91Y. Its service life extended beyond the Cold War era, with final retirement occurring in 1995, supplanted by newer models such as the Dassault/Dornier Alpha Jet and the Aermacchi MB-326.

Origins

Following insights gained from the Korean War and evolving doctrines of air-ground coordination, NATO members identified a requirement to update their fleets with appropriate jet-powered attack aircraft.[2] In December 1953, NATO's Supreme Command issued specifications for a new lightweight tactical support plane.[3] European manufacturers were invited to propose designs fulfilling this Light Weight Strike Fighter role. Italian engineer Giuseppe Gabrielli designed the G.91 specifically to meet these guidelines, which explains its "G" designation. The competition sought an aircraft that was compact, expendable, equipped with fundamental weapons and avionics, and capable of operating with minimal ground infrastructure support. These criteria reflected two primary considerations: firstly, to mitigate vulnerability of large airbases to nuclear attack by dispersing smaller, less costly aircraft; secondly, to counteract trends favoring increasingly large and expensive aircraft.

An etching representing an Italian G 91R departing from Treviso airport
Etching commemorating the final flight of a G.91R from Treviso airport (April 9,1992)

The technical specifications mandated included a takeoff run of no more than 1,100 m (3,610 ft) over a 15 m (49 ft) obstacle; capability to operate from semi-prepared grass strips and roadways; maximum speed up to Mach 0.95; endurance of approximately 280 km (170 mi) with ten minutes over target; an empty weight limit of around 2,200 kg (4,850 lb); and a maximum takeoff weight near 4,700 kg (10,360 lb).[4][2] Pilot and fuel tank armour protection was also required alongside flexible armament options consisting of either four × 12.7 mm (.50 in) machine guns or two × autocannons of either 20 mm or 30 mm calibre.[4] Achieving these operational demands posed significant design challenges at that time.[2]

The powerplant challenge—finding an engine that balanced lightness, sufficient thrust, reliability, and ease of maintenance—was resolved by adopting the British Bristol Siddeley Orpheus turbojet engine then under development.[5] Development efforts benefited significantly from funding through the US Mutual Weapons Development Programme.[6] Nine out of ten submitted designs for this competition utilized this Orpheus engine.

To assess submissions from various manufacturers responding to NATO’s call, an Advisory Group under AGARD (Aeronautical Research and Development) conducted comprehensive evaluations.[2] Designs were requested within two months after issuing requirements, resulting primarily in proposals from European companies including the G.91 alongside competitors such as the Northrop N-156, Dassault Mystère XXVI, Sud-Est Baroudeur, Aerfer Sagittario 2, and Breguet Br.1001 Taon.[3] Formal evaluation by AGARD commenced on March 18, 1953 under chairman Theodore von Kármán. The initial selection phase extended over approximately eighteen months before final decisions were made.

Fly-off and selection

On 3 June 1955, the Fiat G.91 was announced as the design deemed most promising.[2] Among the submitted proposals, the top two contenders were the Breguet Br.1001 Taon and the Fiat G.91, ranked respectively. Subsequently, a third design—the Dassault Mystère XXVI—was added to the competition.[3] Following the selection of the G.91, an immediate contract was awarded for three prototypes along with an initial batch of 27 pre-production units.[2] Fiat promptly advanced the project into the prototype stage; during this phase, significant modifications were introduced, including increases in maximum takeoff weight due to added equipment and reinforced structural elements.[2]

The G.91 prototype achieved its inaugural flight on 9 August 1956 at Caselle airfield near Turin, Italy, piloted by Chief Test Pilot Riccardo Bignamini.[7][2] This milestone gave the G.91 a lead of seven months over Dassault’s prototype and nearly a full year ahead of the Breguet Taon.[8] A rigorous test flight program ensued after the maiden sortie, encountering several challenges along the way. The most critical issue identified was aeroelastic vibrations, prompting a series of diagnostic flights to address this phenomenon. On 20 February 1957, during a test aimed at exploring the aircraft’s speed-load boundaries, complications resulted in the destruction of the first prototype. The failure was traced back to problems with the horizontal control system that caused structural breakdown; consequently, extensive testing of the tail unit was undertaken to determine the root cause.[2]

Extensive redesign efforts to resolve vibration issues led to significant changes on the second prototype, which featured a larger tail assembly, a canopy raised by six centimeters (two inches), and an added ventral fin. Additional upgrades included full armament integration and installation of a more powerful Orpheus engine delivering 4,850 lbf thrust.[2] The second prototype's first flight occurred in July 1957; however, it did not immediately enter final evaluation trials.[9] Later, both the third and fourth G.91 prototypes were dispatched to France to continue assessment flights.[7]

File:Fiat G.91.JPG
A preserved G.91 exhibited at Seattle's Museum of Flight.[10] Note the Frecce Tricolori's distinctive livery

The final decision regarding the competing aircraft was scheduled for late 1957.[3] In September of that year, all three contenders convened at France’s Centre d'Essais en Vol in Brétigny-sur-Orge for comparative evaluation trials. The Italian design reportedly demonstrated outstanding performance during these tests. By January 1958, the Fiat G.91 was officially declared the competition winner.[7][8]

Following a NATO defense ministers’ meeting in April 1958, it was agreed that the G.91 would become NATO’s initial lightweight strike fighter, with plans for an advanced variant of the Breguet Taon to follow in 1961.[11] In May 1958, a production conference was held to discuss manufacturing arrangements supported financially by the United States; American funds would assist production for French, German, and Italian aircraft and cover Turkish procurement as well.[11] Defense ministers concurred on ordering fifty aircraft per participating nation.[11]

Due to substantial economic and commercial stakes involved, this outcome sparked some controversy.[8] After losing their prototype early on, France opted to prioritize development of its indigenous Étendard instead.[12] Meanwhile, Britain chose not to engage in this competition and focused on producing Hawker Hunters for similar roles. Italy had already committed to acquiring the G.91 for its Air Force before competition results were finalized. These initial pre-production models would serve extensively with Italy’s aerobatic display team, the Frecce Tricolori, under the designation G.91 PAN.[13][14]

Production

By 1957, Fiat Aviazione had initiated the establishment of the inaugural production line for the G.91 at their facility located at Turin-Aeritalia Airport, Piedmont, Italy. Fiat ultimately manufactured a total of 174 G.91 units across various models for the Italian market, alongside an additional 144 G.91 R/3 variants intended for West Germany, which included 50 aircraft initially ordered but later cancelled by Greece and Turkey. The initial contract involved 50 aircraft from Aeritalia, followed by an order from Dornier and other German companies for 232 units, which was subsequently expanded to 294. The Luftwaffe (German Air Force) acquired 44 G.91T/3 two-seat trainers, with 22 more produced domestically in Germany before production ceased in 1972.

The German procurement encompassed a licensed production agreement under which 294 G.91s were built within Germany by Flugzeug-Union Süd, a consortium formed from former rivals Messerschmitt, Heinkel, and Dornier. In this arrangement, Messerschmitt was responsible for manufacturing the forward fuselage and tail assembly, Dornier handled the center fuselage along with final assembly and flight testing, while Heinkel produced the wings. Notably, the G.91 became the first combat aircraft to be constructed in Germany since the conclusion of the Second World War. The maiden flight of the first German-built G.91 occurred on 20 July 1961 at Oberpfaffenhofen Airfield.

Aeritalia secured a comprehensive license manufacturing agreement covering the Orpheus engine that powered the aircraft. Additionally, Messier-Bugatti-Dowty was responsible for producing the landing gear.

Several countries, including Austria, Norway, and Switzerland, also evaluated the G.91. In early 1961, four G.91s were transported to the United States to undergo formal evaluation by the United States Army. These aircraft were subjected to multiple tests primarily conducted in Alabama and New Mexico. The US Army assessed the G.91 as a potential candidate for a Forward Air Control role; however, after deciding to transfer all fixed-wing aircraft operations to the United States Air Force, they discontinued plans to acquire the type.

Design

File:G.91cockpit.JPG
The cockpit of a G.91 R1 at the Istituto Tecnico Industriale Aeronautico A. Malignani, Udine, Friuli-Venezia Giulia, Italy

The Fiat G.91 is a lightweight tactical ground attack platform designed with simplicity and maneuverability in mind as a subsonic aircraft. Its design emphasizes short-field operation capabilities, featuring a robust airframe engineered to endure demanding combat conditions and operations from semi-prepared airstrips; this is complemented by low-pressure tires on its landing gear to facilitate such missions. The typical operational profile involves striking targets within approximately a 170-mile radius from its base, maintaining about ten minutes of loiter time while operating at maximum speed in combat zones and cruising at standard speeds during transit. Power is provided by a single Bristol Siddeley Orpheus turbojet engine.

Constructed entirely from metal using conventional methods, the fuselage is of semi-monocoque construction divided into three sections. The forward section is built separately before being riveted to the central fuselage and contains various radio navigation and communication systems such as a radio direction finder, transponder, ultra high frequency (UHF) radio, and identification friend or foe (IFF) equipment; typically three cameras are installed in the nose area. The cockpit is situated directly above the chin-mounted engine air intake and is shielded on three sides with steel armor plating; its windshield is also armored for protection. It features a Martin-Baker Mk.4 ejector seat and is both pressurized and equipped with manually controlled climate systems.

The armament bay resides beneath the cockpit within the center fuselage section alongside seven split fuel tanks protected by armor against ground fire damage. This compartment can carry up to four .50 caliber (12.7 mm) M2 Browning machine guns loaded with 300 rounds each or alternatively two 30 mm DEFA cannons supplied with 120 rounds per cannon. The aircraft can also be equipped with various rockets and bombs; wing hardpoints allow installation of gun pods and external drop tanks as well. The weapons and ammunition are mounted on panel doors designed for quick removal and replacement by two personnel during rearming operations on-site. Multiple access panels are integrated throughout to facilitate straightforward field maintenance.

The G.91 features swept wings constructed with an all-metal two-spar framework; detachable outer panels enable easier transport or replacement while the center section remains fixed to the fuselage. The wings have a sweep angle of 37 degrees at quarter-chord with a thickness-to-chord ratio of 10 percent and incorporate single-slotted flaps along with hydraulically actuated ailerons. The tailplane uses electrically operated controls with irreversible hydraulic elevators equipped with artificial feel systems; it also includes hydraulically controlled air brakes and a drogue parachute mounted at the rudder base for rapid deceleration.

To support operations from austere airfields, Fiat developed specialized ground support equipment designed for quick inspection, maintenance, resupply, and repair of the G.91 while emphasizing minimal weight and compact size for ease of transport. Additionally, Fiat conducted studies on fitting arresting hooks compatible with arresting gear and aircraft catapults to enhance short-field performance; several Luftwaffe aircraft were fitted accordingly during production runs.

Italy

File:G-91 at Malignani.JPG
A G.91 R1 displayed at the Istituto Tecnico Industriale Aeronautico A. Malignani in Udine, Friuli-Venezia Giulia, Italy, 2007

The initial pre-production G.91 took to the skies for its inaugural flight on 20 February 1958.[15] By August of the same year, the 103mo Gruppo within the 5a Aerobrigata, designated as "Caccia Tattici Leggeri" (Light Tactical Fighter Group), was established to carry out operational assessments of the aircraft, initially operating from Pratica di Mare Air Force Base. In 1959, this group relocated to Frosinone Airport to test the G.91’s capability to operate from austere environments and diverse terrains.[15] The unit also conducted exercises near Venice, including at Maniago and Campoformido, with NATO observers present; German pilots participated in these trials as well.[16]

In 1961, the formation of the 14mo Gruppo under the Seconda Aerobrigata occurred,[17] shifting its mission towards tactical support. This command encompassed the 14mo and 103mo groups (the latter reassigned from the 5 A/B) and maintained the 13mo group in reserve. All units were stationed at Treviso-Sant'Angelo Airport.[18]

By 1964, production-standard G.91 R/1 combat aircraft replaced the pre-production models within the 103mo Gruppo. Sixteen of these earlier aircraft were converted for use by Italy's national aerobatic team, the Frecce Tricolori, after removal of armaments and installation of modifications such as pitch dampers, additional ballast, and smoke generation tanks under the wings. These modified aircraft were known as the G.91 PAN.[13][19] The G.91 PAN reportedly logged approximately 1,500 flight hours annually with an operational availability exceeding 90 percent.[19]

Towards the end of 1964, deliveries began of two-seat G.91T/1 variants featuring extended fuselages to accommodate a second seat for training purposes. These were assigned to the Scuola Volo Basico Avanzato at Amendola for advanced jet pilot instruction following graduation from the Aermacchi MB-326 jet trainer.[19]

Italy retired its final G.91 aircraft in 1995.

Germany

File:Fiat G-91-R3 3267 LEKG 43 CHIV 07.08.71 edited-2.jpg
Fiat G.91R/3 from LeKG 43 of the Luftwaffe in service during 1971

The Luftwaffe took delivery of their first two Fiat-manufactured G.91 R/3 units in September 1960.[18] An initial five G.91R/3s were allocated to Erprobungstelle 61 for evaluation purposes, with subsequent units assigned to Aufklärungsgeschwader 53 (53rd Reconnaissance Group) based at Erding Air Base, near Munich, alongside Waffenschule 50 (Weapons School 50). Dornier produced its first G.91 in July 1961.[18] The G.91R/3 equipped four newly formed Leichte Kampfgeschwader (light attack wings), frequently replacing older platforms like the American-built Republic F-84F Thunderstreak.[20]

In October of that year, Aufklärungsgeschwader 53 became the first operational unit with active G.91 service; by late May 1962, it had commenced operational training flights.[18] Between 1962 and 1963, trials were conducted by the Luftwaffe to assess performance under austere conditions and harsh climates, including deployment overseas to Béchar Province, Algeria, to evaluate operational flexibility and effectiveness in such environments.[21]

The Luftwaffe ordered an additional batch of forty-five Fiat-built two-seat G.91 T/3 trainers; thirty-five were assigned to Waffenschule 50, with remaining units distributed among operational squadrons.[22] Training courses for pilot instructors began at Waffenschule 50 in early 1961. Dornier constructed twenty-two further T/3 aircraft between 1971 and 1973; this variant was utilized for training Weapons Systems Officers destined for the F-4 Phantom.[23][24]

Fifty G.91 R/4 aircraft originally intended for a Greek/Turkish order were acquired but found unsuitable for frontline operations; these served exclusively as trainers within Waffenschule 50. After completing their training role by 1966, all R/4 models were retired and forty remaining airframes sold to Portugal. Some stayed in Germany for ground training or static exhibitions during recruitment events.[25]

Reports suggest that plans existed for equipping four additional wings with G.91R/3s; however, early operational feedback reportedly disappointed Luftwaffe leadership regarding performance, resulting in cancellation of further orders. Several Luftwaffe G.91s bore a “pig” emblem—interpreted as a critique of their underwhelming capabilities.[26]

By January 1970, Luftwaffe inventories included approximately three hundred ten G.91 R/3s and forty G.91T models; accident losses by that time numbered only twenty—an attrition rate near six percent.[20] During the early part of the following decade, the Dassault/Dornier Alpha Jet succeeded the G.91 R/3 in German service fulfilling similar roles;[27] official retirement of all remaining G.91s occurred in1982.[28]

Portugal

Beginning in 1961, Portugal became engaged in combat against nationalist insurgencies within its African overseas territories, a series of conflicts collectively referred to as the Portuguese Colonial War. Initially, in August 1961, Portugal deployed a contingent of F-86 Sabre jets to Portuguese Guinea before large-scale hostilities erupted. However, due to pressure from the United States and the United Nations, which imposed an arms embargo, these jet fighters were compelled to be withdrawn back to Europe. This withdrawal resulted in a deficiency in air support capabilities for Portugal’s African colonies, affecting both close air support and air defense operations.

By 1965, as hostilities intensified, Portugal sought to acquire 100 surplus Canadian-built Sabre Mk 6 aircraft from West Germany. Instead, it was offered 40 G.91R/4 jets originally manufactured for Greece and Turkey. These aircraft differed sufficiently from the standard Luftwaffe G.91s to create logistical and maintenance challenges. This arrangement was part of an agreement that permitted Germany to establish and utilize an airbase at Beja in Portugal for training purposes.

The G.91s were deployed to Portuguese Guinea in 1966, equipping Esquadra 121 Tigres stationed at Bissau. They were employed for reconnaissance missions and close air support, utilizing rockets, napalm, and bombs against PAIGC insurgents. In early 1973, the PAIGC began receiving Soviet-made Strela 2 (NATO codename SA-7 Grail) MANPADS, which posed a significant threat to Portuguese air dominance. On 25 and 28 March 1973, two Portuguese Air Force G.91s were downed by these missiles, with two additional aircraft lost later that year due to conventional anti-aircraft fire. This was notable given that only two G.91s had been lost in Guinea between 1966 and early 1973. A final G.91 was lost to a missile strike on 31 January 1974; Strela missiles were also responsible for shooting down a T-6 Texan and two Do.27K-2 aircraft.

File:Fiat G91.jpg
Portuguese Air Force G.91 preserved at Sintra Air Base

At the end of 1968, G.91s were dispatched to Mozambique, initially equipping Esquadra 502 Jaguares based at Beira, later relocating to Nacala. A second squadron, Esquadra 702 Escorpiões (Scorpions), was established in September 1970 at Tete, conducting operations against FRELIMO forces. Although FRELIMO also received Strela missiles in 1973, Portuguese aircraft losses to these weapons did not occur in Mozambique; however, pilots adjusted their tactics accordingly. The sole combat loss of a G.91 in Mozambique was aircraft serial number 5429, piloted by Lt. Emilio Lourenço, who was killed when his plane was destroyed by a premature bomb detonation during a strike on rebel positions on 15 March 1973.

Due to the United Nations' arms embargo imposed on Portugal in 1973, acquiring additional close air support aircraft became problematic for the Portuguese Air Force. An attempt was made to procure more Fiat G.91s from Germany by having Dornier disassemble them and sell the components as spare parts to Switzerland and Spain; these parts would then be reassembled in Portugal under different serial numbers. Nevertheless, this plan was ultimately blocked by the German government.

Following the April 1974 Carnation Revolution that ended the Portuguese Estado Novo regime, the new government pursued decolonization policies granting independence to its African territories. Consequently, Portugal withdrew its G.91s from Guinea upon its independence in 1974 and also pulled out forces from Mozambique. One squadron of G.91s was briefly deployed to Angola late in 1974 in an effort to prevent clashes between rival factions—the National Liberation Front of Angola (FNLA) and the National Union for the Total Independence of Angola (UNITA)—before being fully withdrawn back to Portugal by January 1975.

In 1976, Portugal completed a second acquisition of aircraft from Germany consisting of 14 G.91 R/3 models and seven G.91 T/3 trainers. This purchase was supplemented by additional planes transferred following the retirement of the G.91 from Luftwaffe service between 1980 and 1982, bringing the total inventory to approximately 70 R/3s and 26 T/3s; however, not all entered active service as many were cannibalized for spare parts. The Portuguese Air Force ultimately retired its remaining G.91 fleet in 1993.

Others

The initial G.91 R/4 was delivered to the Hellenic Air Force (HAF) on 6 September 1961 for assessment purposes. This R/4 model, planned for a total of 25 units to be supplied to both Greece and Turkey, carried the same armament as the G.91 R/1 while utilizing the equipment suite of the R/3 variant. Nevertheless, neither Greece nor Turkey incorporated any G.91 aircraft into their fleets, and these units were subsequently transferred to Germany's arsenal.

Variants

File:Italian G-91T.jpg
An Italian Fiat G.91T trainer from the 60° Stormo (60th Wing) positioned on the flight line during transit at Bitburg Air Base, Rhineland-Palatinate, West Germany, 1988
File:G91R (13455569113).jpg
A German G.91 configured for aerial target towing at Hohn, Schleswig-Holstein, West Germany, April 1986
File:Malta Aviation Museum 240915 Fiat G.91R 01.jpg
Fiat G.91R/1B displayed at the Malta Aviation Museum
File:5454 Fiat G-91R-3 (cn D532) Portuguese Air Force. (7094348077).jpg
Portuguese G.91R/3 exhibited statically at RAF Fairford, Gloucestershire, England, during the International Air Tattoo (IAT), July 1993

Source: Warpaint No.49:Fiat G.91

From the outset of production, trainer and reconnaissance variants of the G.91 were manufactured; however, the fundamental airframe design remained largely consistent throughout its production lifespan. A primary distinction is that R series models were single-seat aircraft, whereas T series variants featured two seats, necessitating a marginally extended fuselage in T models to accommodate the additional cockpit.

G.91
Prototype and initial pre-production units.
G.91A
Sole prototype developed to evaluate wing slats and wing-integrated fuel tanks.
G.91BS/1
(BS – Battle Surveillance) Conceptualized from the G.91T with enhanced avionics and photographic gear; never constructed.
G.91BS/2
Two-seat iteration of BS/1; not produced.
G.91E
Proposed AMI variant based on the G.91Y; remained unbuilt.
G.91N
One modified pre-production airframe equipped with advanced navigation systems including Decca Navigator and Rho-Theta devices.
G.91R/1
Light attack and reconnaissance model featuring a redesigned nose housing three cameras.
G.91R/1A
Updated cockpit instrumentation.
G.91R/1B
Reinforced structural frame.
G.91R/3
Single-seat ground-attack and reconnaissance variant tailored for the Luftwaffe, armed with two 30 mm (1.181 in) DEFA cannons.
G.91R/3SATS
A unique R/3 modified with JATO rockets and an arrestor hook for Luftwaffe operations.
G.91R/4
Comparable to the R/3 but equipped with four 12.7 mm (0.5 in) Colt-Browning machine guns.
G.91R/5
Planned long-range model intended for Norway.
G.91R/6
Proposed Italian version featuring upgraded landing gear, improved avionics, increased fuel capacity, and enhanced weapons load.
G.91RS or G.91S
Conceptual design featuring revised wings and powered by a 7,050 lbf (31.4 kN) B.Or.12 Orpheus or Fiat 4032 engine; never realized.
G.91T/1
Trainer variant of the G.91R/1 for use by the Italian Air Force.
G.91T/3
Trainer model developed for Luftwaffe service.
G.91T/3 Logair
Single conversion of a Luftwaffe T/3 incorporating a data acquisition probe.
G.91T/4
Proposed trainer equipped with cockpit instruments similar to those in the Lockheed F-104 Starfighter; not produced.
G.91TS
Planned supersonic version of the G.91T that was never built.
G.91PAN
Aerobatic display aircraft adapted from pre-production G.91s for use by Frecce Tricolori.
G.91 target tug
Variant designed for target towing duties featuring an under-wing pylon-mounted winch with a trailing-edge drogue extension above the wing, a large blade antenna atop the central fuselage, and an anti-collision light on the forward dorsal fin tip.
G.91Y
Main article: Fiat G.91Y
A substantially redesigned single-seat model produced by Aeritalia in a batch of 67 units, based on the lengthened trainer airframe and nicknamed "Yankee". This version replaced the original single Bristol Siddeley Orpheus engine with two General Electric J85 turbojets integrated into an extensively re-engineered airframe, delivering a 60% power increase alongside doubled fuel capacity for extended range and a 75% higher payload capacity.[29][30] The maiden flight occurred on 12 December 1966, showcasing enhancements in speed, operational range, payload capacity, and agility.[31] Maximum velocity reached 1,110 km/h (690 mph, Mach 0.91). The armament was updated to two DEFA 552 30 mm cannons with 125 rounds each. All units served exclusively with the Italian Air Force.
G.91YT
Proposed two-seat trainer variant of the G.91Y that was not constructed.
G.91YS
One unit built as a proposed export model for Switzerland based on the G.91Y design.

Operators

File:Fiat G.91 operator.png
G.91 operators shown in dark blue, canceled orders in light blue, and evaluation users in yellow
Template:Country data West Germany
Template:GRE
  • Hellenic Air Force – Conducted evaluations with four aircraft; subsequently withdrawn from service.
Template:ITA
Template:POR
Template:USA

Aircraft on display

Specifications (G.91R)

File:G91R-ENG.JPG
Close-up view of a Bristol Siddeley Orpheus engine fitted on a Fiat G.91 with its rear section removed
File:Airforce Museum Berlin-Gatow 207.JPG
Matra Type 116M rocket launcher installed on a G.91 displayed at the Luftwaffenmuseum der Bundeswehr, Berlin

Template:Aircraft specs

See also

Template:External media Template:Aircontent

Citations

  1. ↑ 1.0 1.1 Angelucci and Matricardi 1980, p. 272.
  2. ↑ 2.00 2.01 2.02 2.03 2.04 2.05 2.06 2.07 2.08 2.09 Apostolo 1966, p. 3.
  3. ↑ 3.0 3.1 3.2 3.3 Angelucci and Matricardi 1980, p. 273.
  4. ↑ 4.0 4.1 Ferrari 1992, p. 83.
  5. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  6. ↑ "NATO Choice Highlights Orpheus Success." Flight, No. 2618 Volume 75, 27 March 1959. p. 22.
  7. ↑ 7.0 7.1 7.2 Cite error: Invalid <ref> tag; no text was provided for refs named niccoli p168
  8. ↑ 8.0 8.1 8.2 Cite error: Invalid <ref> tag; no text was provided for refs named Angelucci Matricardi p. 274
  9. ↑ Ferrari 1992, p. 85.
  10. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  11. ↑ 11.0 11.1 11.2 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  12. ↑ Crosby 2002, p. 183.
  13. ↑ 13.0 13.1 Green 1964, p. 35.
  14. ↑ Apostolo 1966, p. 2.
  15. ↑ 15.0 15.1 Cite error: Invalid <ref> tag; no text was provided for refs named apostolo 5
  16. ↑ Apostolo 1966, pp. 5–6.
  17. ↑ Apostolo 1966, pp. 6–7.
  18. ↑ 18.0 18.1 18.2 18.3 Cite error: Invalid <ref> tag; no text was provided for refs named apostolo 7
  19. ↑ 19.0 19.1 19.2 Cite error: Invalid <ref> tag; no text was provided for refs named apostolo 12
  20. ↑ 20.0 20.1 Jackson 1974, p. 25.
  21. ↑ Apostolo 1966, pp. 7–8.
  22. ↑ Jackson 1974, p. 24.
  23. ↑ Jackson 1976, p. 33.
  24. ↑ Jackson 1976, p. 96.
  25. ↑ Jackson 1974, p. 84.
  26. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named doll 19
  27. ↑ Jackson 1976, p. 35.
  28. ↑ Fiat G.91 – Luftwaffe history www.geschichte.luftwaffe.de Retrieved: November30,2010 (in German)
  29. ↑ Taylor 1969, p. 216.
  30. ↑ "Fiat G.91Y." Flight International, 20 June 1968, p. 931.
  31. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named niccoli p178

Bibliography

  • Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).Template:Fix/category[permanent dead link], 20 May 1961
  • Angelucci, Enzo and Paolo Matricardi. Combat Aircraft 1945–1960. Maidenhead, Berkshire, UK: Sampson Low Guides, 1980. ISBN 0-562-00136-0.
  • Apostolo, Giorgio. The Fiat G.91. Leatherhead, Surrey, UK: Profile Publications Ltd., 1966.
  • Crosby, Francis. "Fiat/Aeritalia G91." Fighter Aircraft. London: Lorenz Books, 2002. ISBN 0-7548-0990-0.
  • Doll, Peter and Herman Dorner. The New Luftwaffe in Action (In Action No.1013). Carrollton, Texas: Squadron/Signal Publications, 1974.
  • Ferrari, Massimo. "Addio G.91R" (in Italian). RID magazine, August 1992.
  • Green, William. The World's Fighting Planes. London: Macdonald, 1964.
  • Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  • Jackson, Paul A. German Military Aviation 1956–1976. Hinckley, Leicestershire, UK: Midland Counties Publications, 1976. ISBN 0-904597-03-2.
  • Lambert, C. M. "Fiat Aviazione" Flight International, 25 January 1957. pp. 111–114.
  • Lopes, Mario Canongia. "Portugal's Ginas". Air Enthusiast, No. 36, May–August 1988, pp. 61–72. Template:ISSN.
  • Niccoli, Riccardo. "Fiat G.91, NATO's Lightweight Fighter." International Air Power Review. Volume 7, Winter 2002.
  • Niccoli, Riccardo. "Gina's Story: The Aeritalia-Fiat G.91 Family, Part One". Air Enthusiast, No. 65, September–October 1996, pp. 48–57. Template:ISSN.
  • Taylor, John W. R. "Fiat G.91". Combat Aircraft of the World from 1909 to the Present. New York: G.P. Putnam's Sons, 1969. ISBN 0-425-03633-2.

External links

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