T
hree historic ‘ rsts’ were racked up
by this early Cold War ghter, which
was nicknamed Gina. It also marked
a fundamental step in the re-building
of the Italian and German aviation industries
along the path of establishing a strong
European aviation industry.
It was the rst Italian combat jet to be
manufactured in series, the initial all Italian-
designed ghter to enter service with the
Aeronautica Militare (AM – Italian Air Force)
and it was number one in the list of aircraft
designed, developed and manufactured in
accordance with a NATO speci cation.STRIKE FIGHTER
A NATO planning conference in Lisbon in
1952, decided how the alliance’s air forces
should be reorganised; particularly, to use
what was then an original air power concept
of close air support (CAS). A new aircraft was
required which would be deployed to semi-
prepared airstrips, close behind the combat
area, reducing to a minimum the en route and
refuelling/re-arming times between two sorties.
In spring 1953, the AGARD (Advisory
Group for Aeronautical Research and
Development), led by Professor Theodore von
Karman, announced a competition: the NATO
Light Weight Strike Fighter (LWSF) NBMR-1
contest. The idea was to introduce into service
a simple and cheap aircraft, to be produced in
great numbers for all NATO air forces.
It had to have a maximum take-off weight of4,846lb (2,200kg), maximum speed of Mach
0.95, range of 280km (151nm) plus eight to ten
minutes over the target, capability to take off
and land from unpaved runways or motorways
of no more than 3,630ft (1,100m). The new
British Bristol Siddeley Orpheus turbojet was
the suggested powerplant.
The AGARD team quickly saw that the
most suitable aircraft was an Italian design,
put forward by Fiat on July 30, 1955. NATO
asked the company to produce 27 pre-series
aircraft, constructed after the nal decision.
The rst prototype of the G.91 (G for Gabrielli,
the designer), designated NC.1 (construction
number 1 – with no military serial) logged its
maiden ight on August 9, 1956 at Turin-
Caselle Airport, piloted by Riccardo Bignamini.
The aircraft, powered by an Orpheus
B.Or.801 engine delivering 4,046lb st, was
about 20% heavier than the speci cations and
carried test instruments in place of armament.
It performed well and also was able to exceed
the sound barrier, but on February 26, 1957
the aircraft crashed during high-speed trials at
low altitude. Bignamini ejected.
Analysis revealed that, at high speeds,
the aircraft suffered from strong utter at the
tailplanes, which resulted in a loss of control.
A series of modi cations were incorporated
in the second prototype (NC.1bis, MM.565),
which ew for the rst time on July 26, 1957.
It was tted with a larger stabiliser, a lower
n, and a new small ventral strake under
the tail. Other modi cations included aFIAT G.91
IN ITALIAN SERVICE
http://www.aviation-news.co.uk 49Main: Two G.91Ys from 101° Gruppo over
the Appenines in 1988. The lead (aircraft
8-55) wears the markings for the squadron’s
50,000hrs on the type. Italian Air Force –
Troupe Azzurra via Riccardo Niccoli
Right: One of the last G.91T/1s, MM.54399
(code 32-07) from 204° Gruppo of 32°
Stormo, at Cameri air base in January 1994.
Mocchetti via Riccardo Niccoli
Below right: G.91 prototype NC.3 (MM.567)
at Ceselle at the beginning of September- In the foreground is the nose of
NC.1bis, and in the background two
USAF F-86Ds. Alenia Aeronautica via
Riccardo Niccoli
48-54_fiatDC.mfDC.mfDC.mf.indd 49 08/01/2018 16:36