Let Let Let – Warplanes

In 1931, at FIAT Aviazione, a second technical design office came into existence, directed by Gabrielli. His first activities were, at Piaggio, producing the all metal version of the S 55. Joining FIAT Aviazione, Gabrielli, with the establishment of a drawing office of his own, was able to develop his own project. The three- engined G 2 of 1932, designed to adapt itself readily to the use of different power units, was followed in 1933 by the G 5, a single engined monoplane equipped with flaps on the landing and trailing edges, and the G 8 biplane in 1934. Next year another civil aircraft followed, the G 18, a twin engined all-metal monoplane in the category of the Douglas DC2/DC 3 and subsequently, in 1936, the G 18 V.

In the April of the same year, Gabrielli drew up plans for his first military fighter, low winged, entirely of metal construction and retracting landing gear. The drawings up was based on the adoption of an 800 H.P. engine, not more than one meter in diameter- an engine which was not yet in existence, but in this moment FIAT were developed similar engine, based on American Pratt&Whitney R-1830. In view of interest which the project of this fighter was capable of offering, FIAT, at the same time, got down to turning out the engine which was apt, developing the A 74, fourteen cylinder radial engine in double row.

Meanwhile, in July the same year, Ministero dell’ Aeronautica invited the leading Italian companies to draw up plans for new fighter prototypes. Three categories were suggested: defense, fighter and combat, but a compromise answer was held to be preferable, capable that is, of satisfying the demands of different roles. While not being determining factor as regards evaluation, the air cooled radial engine was recommended; the armament had to consist of two 12, 7 mm machine guns, and cannon of 20 or 37 mm. In accordance with these terms and deriving it from the previous designs, Ing. Gabrielli proceeded to a preliminary project of the G 50 fighter aircraft, low winged monoplane, all metal, with retractable undercarriage, fitted with the new A 74 RC 38 engine. The armament was constituted of two Safat 12, 7 mm machine guns, ( one in the fuselage, and the other in the port wing) and of an Oerlikon 20 mm cannon in the starboard wing. Top speed of 460 km/h at 3500 m was estimated. This project, presented in September 1935, was subsequently subject of various modifications and improvements, which considerable altered and improved the pristine line; in the 1935/36 winter, progress was made from the preliminary project to the final design, with the drawing up of working blueprints for the factory. At the start of 1936, with a fresh contest, Ministero dell’ Aeronautica invited various Italian companies to prepare plans for an exclusively defense aligned aircraft, equipped therefore with lighter armament and not requiring the installation of internally carried bomb load.

Since design for the G 50 were in that moment at advanced stage, and the radical transformation would entail a postponement of finalization of more than six months, internal bomb load were refused and in that place were positioned fuel tank and lower side was simply covered by metal plate. In the summer of 1936, the CMASA works of Marina di Pisa started preparing the first example and, going all out, was able to complete it in the early weeks of 1937. For the better rigging out of the prototype, the first cycle of flight tests was arranged for the FIAT Aeritalia airport. In February, the G 50 NC 1 was consequently transferred to Turin, followed by CMASA-s test pilot De Briganti. The NC 1, which meanwhile had received the registration MM 334, affected its maiden flight in the afternoon of the 26. February, remaining airborne for 15 minutes. Soon, the second prototype was joining to the tests.

Flights at the Aeritalia air strip were extended over several months, during which the fitting out of the plane was proceeded to, and performances were ascertained. In the summer, the prototype was switched to the Pisa S. Giusto airport, where CMASA had their own airstrip and then to Guidonia.

In the meantime, on the basis of a first outline appraisal, the Ministry had forwarded CMASA the order for a batch of 45 airplanes, but massive production was to await the outcome of comparative tests with the Macchi MC 200. With the introduction of the all metal structure, the monoplane wing, retractable landing gear and new lines, the fighter speed had achieved a decided leap forward, touching 500 km/h in level flight, with the ability to surpass 700 km/h in the dive; a whole range of problems of stability and controllability, of structural vibration, of engine and propeller to strong bursts at high revs. Certain modifications to the tail fin and to the ailerons were worked out, to improve the stability and controllability- improvements which were incorporated into the aircraft intended for the comparative tests. Permanent problem presented vibrations at high revs and speed and from this reasons was lost second prototype (MM 335) at November 8. 1937 at San Giusto airfield, in 15.30, killing test pilot De Briganti. He was replaced by CMASA test pilot Enzio Guerra.

On the February of 1938, while at CMASA the fitting out of the first batch of 45 planes was already at an advanced stage, the appraisal and comparative testes between G 50 and MC 200 began at Guidonia. The different principles according to which the two aircraft had been designed, played a determining role, inevitably: while the Macchi had been developed exclusively in response to the demands of the fighter, pushing performances and manageability to the limit, in the G 50, anticipating it almost a year, and based on the multipurpose conception, the possibility was retained of carrying 600 rounds per weapon, and of installing internally bomb sticks or bomb of various calibers. The armament bay in fact constituted a weighty influence on the fuselage section, both as regards bulk and aerodynamics form; afterwards it was simply closed, since its “doing away with” would have required a more or less total redesigning of the fuselage, and new calculations regarding the entire aircraft. The G 50 moreover, was prepared for the addition of a further fuel tank and the possible addition of a 7, 7 mm caliber machine guns in the wings.

The outcome of the evaluation was favorable to the Macchi MC 200 as far as the various performances were concerned but certain characteristics, such as greater facility of check up’s, inspection and repair and the pilot’s ability to get out with the aircraft turned over, which in the event of military employment, were not negligible, were to be ascribed to the G 50 advantage’s. In effect, with the appraisals brought to a close, the study was requested of only four points in the case of the G 50; open cockpit, mechanical braking device for the undercarriage, self starter system for the engine, and the adoption of oxygen apparatus for great height flights. Initially were planed to manufacture winning C 200 in FIAT plants but thus could delay the productions for up to six months and moreover, for manufacture of Macchi fighter 20000 working hours are required.

Request to alter the cockpit of the G 50 (and similarly that of the MC 200) from closed to open, was no by means a minor modification requirement, representing a serious problem aerodynamically. Cockpit hood was deformed at high speed and presented problem to open and that could be very hazardous for possible rescue of pilot. That was the main reason to open cockpit. It was thus decided to bring out a sample aircraft, modifying a G 50 from pre series and, studying the results, to modify the series, for which the contract was in course of being implemented.

Related posts:

1. Fiat G.50 variants
2. Italian aircraft types
3. Ansaldo SVA
4. Dornier Do17K history
5. WW2 various RAF types

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