Fiat G.50

The Fiat G.50 ''Freccia'' ("Arrow") was a World War II Italian fighter aircraft developed and manufactured by aviation company Fiat. Upon entering service, the type became Italy’s first single-seat, all-metal monoplane that had an enclosed cockpit and retractable undercarriage.Ethell 1995, p. 64. On 26 February 1937, the G.50 conducted its maiden flight. During early 1938, the ''Freccias'' served in the ''Regia Aeronautica'' (the Italian Air Force) and with its expeditionary arm, the ''Aviazione Legionaria'', in Spain, where they compared well in speed and manoeuvrability with their adversaries in the theatre.Gunston 1988, pp. 250–253.

The fighter was extensively used on various fronts by Italy, including in Northern Europe, North Africa, the Balkans, and the Italian mainland. The G.50 commonly came up against the British Hawker Hurricane, which was fast enough to frequently outrun the Italian opponent, and could also outrange it. In addition, early in the Second World War it became apparent that the G.50 possessed inadequate armament, comprising a pair of Breda-SAFAT machine guns.Gunston 1988, p. 253. Later models of the fighter incorporated improvements, including an increase in fuel capacity that gave rise to a substantial increase in range.

The G.50 was exported to several overseas customers, small numbers being flown by the Croatian Air Force while 35 G.50 fighters were shipped to Finland, where they served with distinction during both the Winter War of 1939–1940 and the Continuation War of 1941–1944 against the Soviet Union. In Finnish service, the type reportedly achieved an unprecedented kill/loss ratio of 33/1.Arena 1996, p. 483.

Development

Background

The Fiat G.50 had its origins in a design produced by Italian aeronautics engineer Giuseppe Gabrielli. This represented a major change for Fiat, who previously relied on chief engineer Celestino Rosatelli. External to Gabrielli's influence, the fighter's design was also shaped by the issuing of a specification during 1936 which sought a modern interceptor aircraft for the ''Regia Aeronautica'' (the Italian Air Force).Cattaneo 1967, p. 3.

Gabrielli started work on the design in April 1935.''Avions Militaires 1919–1939 – Profils et Histoire'' 1979, p. 118.''Air International'' May 1988, pp. 251–252. The design was state-of-the-art for the era; on its introduction, it would become the most advanced fighter to be produced in Italy. Construction of two prototypes began mid-summer 1936. Manufacturing was turned over to CMASA (Costruzioni Meccaniche Aeronautiche S.A.), a subsidiary of Fiat at Marina di Pisa.

On 26 February 1937, the first prototype performed its maiden flight. Flown by Comandante Giovanni de Briganti, the chief test pilot for the G.50 program, it took off from Caselle airfield, Turin. During this flight, the prototype was recorded as having attained a top speed of as well as having climbed to an altitude of in the space of six minutes, 40 seconds.Malizia 2004, p. 17. During October 1937, it was officially unveiled to the public at the Milan International Aeronautical Show.

As a consequence of its new design, it was decided to conduct an extended flight evaluation program in order to validate its performance. During 1937, along with the first pre-series machines, a ''gruppo sperimentale'' (experimental group) was formed. Early flying experiences with the G.50 revealed it to possess relatively light controls and to be extremely maneuverable for a monoplane in comparison with prior designs. However, two separate issues were also identified, the limited power output of its radial engine and the lack of firepower, consisting of only a pair of machine guns.

Initial orders

During September 1937, Fiat received an order for an additional batch of 45 aircraft. In advance of the placement of a larger order, the Italian Air Ministry decided to hold a round of comparative 'fly-off' test flight between the type and the newly developed Macchi MC.200. On 8 November 1937, de Briganti was killed during the sixth evaluation flight of the second prototype (M.M.335), when the fighter failed to pull out of a high-speed dive.Malizia 2004, pp. 17–19. Flight tests conducted at Guidonia showed that the aircraft went too readily into an uncontrolled spin, a highly dangerous trait, especially at low level where recovery was impossible.

During a visit by the Italian King Victor Emmanuel III and Prime Minister Benito Mussolini, another tragedy occurred at Guidonia. While performing a low, fast pass, three G.50s flown by experienced pilots, '' Maggiore'' (Squadron Leader) Mario Bonzano and Lieutenants Beretta and Marasco, got into difficulty. Beretta's aircraft spun uncontrollably and crashed into the ammunition laboratory, killing the pilot.Malizia 2004, p. 19. Despite the crashes, overall results from the flight test programme were deemed to be satisfactory and the ''Freccia'' proved to be more manoeuvrable than the faster Macchi MC.200, and the G.50 was declared the winner of the ''Caccia I'' ("Fighter One") competition on 9 June 1938. On account of its manoeuvrability, the ''Regia Aeronautica'' Commission decided to order the G.50 as well, rejecting the competition's third contender, the IMAM Ro.51.

The first production aircraft were delivered to the ''Regia Aeronautica'' in early 1939. Reportedly, Italian pilots did not like the enclosed canopy because it could not be opened quickly and, being constructed from plexiglas of relatively poor quality, was prone to cracking or abrasion by sand or dust, limiting visibility. In addition, exhaust fumes tended to accumulate in the cockpit, so pilots would often fly the fighter with the canopy locked open.''Air International'' May 1988, p. 255.Malizia 2004, p. 21. Consequently, an open cockpit was installed in the second batch of 200 machines.

After 1939, the bulk of production for the G.50 was transferred to the CMASA factory in Marina di Pisa, Tuscany.Gunston 1984, p. 222. The first versions of the G.50 could be outfitted with several different configurations of armaments: either a single, or a pair of, (.5 in) Breda-SAFAT machine guns in the nose and an additional pair of (.303 in) Breda-SAFAT in the wings. Later versions of the aircraft could be distinguished by the addition of a larger rudder.

Further development

During 1938, the ''Regia Aeronautica'' requested that two-seat trainer variant of the G.50 be developed, designated ''G.50/B'' (''Bicomando'' – dual control). The first of these were constructed during the second half of 1939. The student pilot sat in the front in a closed cockpit with two roll bars. The first five aircraft were part of the ''1a serie'' ("first series"). Further production was entrusted to CMASA, who completed 106 G.50/Bs.Cattaneo 1967, pp. 3–4. A single G.50/B was later transformed into a reconnaissance aircraft, which was equipped with a planimetric camera. Another G.50/B was adapted with a tailhook for the purpose of operating as a naval reconnaissance aircraft from the aircraft carrier ''Aquila'', but this vessel was never completed.Arena 1996, p. 455.

During September 1940, a slightly improved version, designated as the ''G.50 bis''. The primary advantage was the extended combat range, which was provided by an additional tank, increasing its range from to .

The ultimate version of the fighter was the ''G.50/V'' (''Veloce'' – fast) built in mid-1941 by CMASA and equipped with a Daimler-Benz DB 601 engine of 1,075 CV. During tests at Fiat Aviazione's airfield in Turin, it reached a top speed of in level flight and climbed to in five minutes 30 seconds. By this time, however, Gabrielli had already designed the Fiat G.55, and Fiat had obtained the licence to build the 1,475 CV Daimler Benz 605, so the G.50/V was used to test new equipment and then scrapped.Arena 1996, p. 456.

In total, production of the G.50 reached 784 aircraft; 426 of which having been manufactured by Fiat Aviazione and another 358 being built by CMASA. There were 58 fighters that were recorded as export sales: 13 G.50s had been sold to Spain, along with 35 aircraft to Finland and a final 10 to Croatia.Arena 1996, p. 459.

Two of the G.50 aircraft to be delivered were destroyed due to a lack of fuel before arriving in Finland. On 7 March, sergeant Asser Wallius forgot to switch the fuel pump to the main tank and the G.50 (FA-8) crashed, injuring the pilot. On 8 March, a Hungarian volunteer pilot, 2nd lieutenant Wilmos Belassy, apparently dived into the Baltic sea, after running out of fuel and failing to cross it from Sweden to Finland. The FA-7 and pilot have not been found. His fellow pilot, 2nd lieutenant Matias Pirity, had turned back and saved both the G.50 and himself.

Design

The Fiat G.50 was a low-wing single-engine monoplane fighter interceptor aircraft.Cattaneo 1967, p. 4. It featured all-metal construction, comprising a semi-monocoque fuselage with an exterior skin composed of light alloys. The structure of the fuselage was formed from four main longerons and 17 formers, closing into a load-bearing bulkhead forming the rear of the fuselage. The wings were divided into three separate sections, composed of a steel tube centre-section structure that was paired with duralumin outer wings and an alloy skin. The ailerons, which were both statically and aerodynamically balanced, had a metal structure covered by fabric. Hydraulically-actuated four-piece slotted- flaps were fitted to the aircraft's wings to improve its take-off and landing performance; these would automatically retract upon attaining a certain airspeed.

The G.50 was equipped with retractable landing gear, consisting of inwardly-retracting mainwheels and a fixed, castoring tailwheel.''Air International'' May 1988, pp. 253–254. It was the first front-line Italian fighter to be fitted with a retractable undercarriage, an enclosed cockpit, and a constant speed propeller;''Air International'' May 1988, p. 251. these improvements have been credited with enabling the G.50 to achieve a maximum speed that was faster than its contemporary, the Fiat CR.42 biplane. According to aviation author Gianni Cattaneo, the G.50 was a "robust and viceless aircraft which marked the introduction of new concepts and techniques, of design and manufacture".

Powered by a single Fiat A.74 R.C.38 14-cylinder air-cooled supercharged radial engine, rated at for take-off and at , enclosed in a NACA cowling and mounted upon a chrome-molybdenum steel tubular structure attached with flexible mounts. Access for maintenance of the engine was provided via large cowling doors and panels on the fuselage aft of the firewall gave access for fuel tanks and armament. The engine incorporated a reduction gear which drove the Hamiliton-Fiat 3-bladed all-metal constant speed propeller.

The pilot sat in an enclosed cockpit under a sliding transparent canopy; the seat was adjustable both in height and angle of inclination to suit the pilot's preferences.Cattaneo 1967, pp. 4–5. Despite the canopy possessing favourable transparency, including a relatively unobstructed rearward view, pilots were unenthusiastic about the enclosed arrangement, leading to various types of open canopies being trialled and eventually a set of hinged transparent side-flaps were standardised upon.Cattaneo 1967, p. 5.

A reflector sight was present for the purpose of aiming the fighter's armament, which comprised a pair of 12.7 mm (.5 in) Breda-SAFAT machine guns with 300 rounds of ammunition per gun.''https://docviewer.yandex.ru/?url=ya-disk%3A%2F%2F%2Fdisk%2FFiat_G50.pdf&name=Fiat_G50.pdf&c=53624123f2d6&page=77'' The machine guns, fitted directly forward of the cockpit, were fired using synchronisation gear to fire through the propeller arc; both single-shot and salvo-fire modes were available.

Operational history

Introduction

During 1938, the first operational Fiat G.50 fighters were delivered to the ''Regia Aeronautica''. During the Spanish Civil War, about a dozen G.50s were dispatched to Spain to reinforce the ''Aviazione Legionaria'', Italy's contribution to the conflict. The first of these were delivered to the theatre during January 1939. The value of its presence in the Spanish theatre is questionable as none of the fighters sent saw actual combat. At the civil war's end, the G.50s in the region were handed over to Spanish pilots and subsequently saw action in Morocco. Cattaneo summarised of the experience: "Little seems to have been learnt as nothing was done to increase the armament".

Upon the G.50's entry to service, it was widely regarded as being an extremely manoeuvrable aircraft and was often considered to be one of Italy's best fighters. However, by the time of the outbreak of the Second World War, rapid advancements in the field of aviation had contributed to the type being considered to be both underpowered and underarmed in comparison to competing frontline fighters then in use by the main powers. In spite of this, in the buildup to the Second World War, further units of the ''Regia Aeronautica'' were equipped with newly delivered G.50s; these were heavily used in various exercises and war-games from November 1939 onwards as it became increasingly clear that Italy would likely soon be at war with the Western democracies.

Upon Italy's entry into the Second World War in June 1940, the ''Regia Aeronautica'' possessed a total of 118 G.50s that were available for operations; of these, 97 aircraft were available to perform front line duties while others were either in maintenance or awaiting delivery. The majority of these were assigned to 51° ''Stormo'', (group''Stormo'' means "group" in British English; the equivalent in US English is "wing". Conversely, ''Gruppo'' is "wing" in British English and "group" in US English.) which was based at Ciampino Airport (just outside Rome) and at Pontedera, with 22° ''Gruppo'' (wing) of 52° ''Stormo''. On 10 June 1940, when Italy issued its declaration of war against both France and Great Britain, the G.50s of 22° ''Gruppo'' went into action, followed by the 48 aircraft of 20° ''Gruppo''. Operations during the first few days were sporadic and varied, often serving as escorts for Savoia-Marchetti SM.79 bombers on attack missions against harbours and airfields on the island of Corsica.Cattaneo 1967, pp. 5–6. These operations were quickly brought to an end when France signed the Armistice of 22 June 1940, officially capitulating to the Axis powers.Cattaneo 1967, p. 6.

Belgian deployment and the Battle of Britain

During September 1940, the 20°'' Gruppo'' (351/352/353 Squadrons), commanded by ''Maggiore'' Bonzano and equipped with Fiat G.50, was part of 56° ''Stormo'', formed to operate during the Battle of Britain as part of the ''Corpo Aereo Italiano'' (Italian Air Corps, CAI) based in Belgium, together with the 18° ''Gruppo'' flying Fiat CR.42s. According to Cattaneo, the Italian government had decided to participate in the German air offensive against the British mainland due to political opportunism and in pursuit of prestige; he alleged that the Air Staff would have rather directed those aircraft towards other fronts where they would have stood a better chance of making a meaningful contribution.

In this theatre, the G.50 was normally hampered by its relatively slow speed, open cockpits and short range. Cattaneo also noted that the presence of poor weather conditions and the use of relatively unprepared personnel were additional factors that undermined the fighter's effectiveness. Those G.50s that were deployed were early models and thus furnished with an open canopy, which was useful in a typical Mediterranean climate but led to the pilots suffer heavily in the colder weather of northern Europe. The aircraft was also under-equipped, provided with a mediocre radio set (powered by batteries that were prone to freeze at altitude) and lacking any armour protection.

The experiences of the early G.50s over Britain soon showed their inadequacies in combat. Their operations were considered to be next to useless during the campaign, in part because they were too short-ranged and stationed too far from enemy territory. The G.50 possessed relatively limited endurance, thus missions rarely exceeded one hour. The G.50 bis, which was equipped with larger fuel tanks, was already in production, but it was not sent to 20° ''Gruppo'' in time to participate. Its performance was also lacking: during one incident on 5 November 1940, a formation of 22 G.50s intercepted several British Hawker Hurricanes, resulting in the RAF fighters escaping with ease. On 21 November 1940, when a Bristol Blenheim attacked the airfield at Maldegem, Belgium, a pair of G.50s were scrambled, but they lost the bomber in the clouds. On 23 November, several G.50s followed a flight of four Hurricanes, but were unable to close on them. On 31 January 1941, another fruitless interception occurred when a number of G.50s were evaded by a single Blenheim that escaped into the clouds.

At the beginning of 1941, the CAI were redeployed back to Italy, leaving behind a pair of G.50 squadrons that stayed in Belgium alongside ''Luftflotte 2'' until April 1941. Overall, the G.50s flew a total of 429 missions, 34 escorts and 26 scrambles for the CAI, but failed to engage any enemy aircraft during these actions. A single aeroplane was lost and seven more were damaged during the deployment. While operating with ''Luftflotte 2'', 20° ''Gruppo'' lost four additional fighters and two pilots were killed. A pair of G.50s were recorded as having been damaged by friendly fire from German fighters and flak.Arena 1996, pp. 489–491.

In Belgium, 20° ''Gruppo'' had the opportunity to see the German Messerschmitt Bf 109 in action; several G.50 pilots are known to have been trained to fly the type as well. Around the same time, a pair of Bf 109E pilots were attached to the ''Gruppo'' in mid-January 1941. On 8 April 1941, the last sighting of enemy aircraft by the G.50 occurred, during which the targets, identified as fighters, eluded them yet again.

The North African campaign

On 27 December 1940, the first 27 G.50s, belonging to 150ª and 152ª ''Squadriglia'', 2° ''Gruppo Autonomo C.T.'', arrived in Libya, where they operated out of Brindisi and Grottaglie airfields. On 9 January 1941, these fighters performed their first combat mission in the theatre when ''Capitano Pilota'' (Flight Lieutenant) Tullio De Prato, commander of 150ª ''Squadriglia'', was attacked by a Hawker Hurricane Mk I on the front line, forcing him to crash-land in the desert.Malizia 2004, pp. 82–83. On 31 January 1941, a new G.50-equipped unit, 155° ''Gruppo Autonomo C.T.'', consisting of 351ª, 360ª and 378ª Squadrons, commanded by ''Maggiore'' Luigi Bianchi, arrived in Libya. Caught up in the chaotic retreat of the Italian Army during the winter of 1940–41, however, the G.50s saw relatively little actual action.Shores, Masimello and Guest 2012, pp. 120, 148.

One of the few initial claims of enemy aircraft being downed by ''Freccia'' pilots occurred on 9 April 1941, when ''Tenente Pilota'' Carlo Cugnasca (an expert pilot, and the first to deliver a G.50 to Finland), attacked a flight of three British Hurricane Mk Is from No. 73 Squadron and claimed to have downed one, although this loss was not confirmed.Malizia 2004, pp. 82–84, 85–88. On his return, he was forced to crash-land his G.50, flipping the aircraft over on the airstrip but remaining unharmed.

At low level, the aerial clashes were often confused and had unpredictable effects. Tactical surprise was often a decisive factor in a given engagement, as shown on 14 April when a formation of 66 Axis aircraft, including eight G.50s from 351ª ''Squadriglia'', attacked British forces stationed in the vicinity of Tobruk. The RAF defenders of No. 73 Squadron were outnumbered in this engagement, resulting in the Hurricanes, which were only marginally faster than the G.50, having to ignore the Axis fighters and concentrate their efforts upon attacking incoming bombers, which posed the greatest threat. Flying their G.50s, both Cugnasca and Marinelli attacked H.G. Webster's Hurricane while he was shooting at a Stuka dive bomber, resulting in Webster being finally shot down and killed over Tobruk. A Canadian pilot, ace Flight Lieutenant James Duncan ‘Smudger’ Smith (P2652), saw the engagement and subsequently shot down and killed both Cugnasca and Marinelli as well as damaging another G.50 before being shot down himself by the 351ª ''Squadriglia'' commander, ''Capitano'' Angelo Fanello.

On 27 May, 20° ''Gruppo'' was reinforced by 151ª ''Squadriglia'', which was equipped with the new Fiat G.50 bis. This new version had almost two hours of flight endurance, due to the addition of an extra fuel tank in the internal fuselage section (which had been originally configured as a bomb bay). The normal tactic with the G.50 was to dive from , but they never flew very high over North Africa, usually not exceeding . The aircraft still lacked radio sets and, despite their air filters, the desert sand could reduce the engine's lifespan to only 70–80 hours.

Although the G.50s were mainly outperformed by Desert Air Force fighters, their pilots sometimes managed to shoot down the faster and better-armed Hurricanes and P-40s. In the hands of expert pilots, the G.50 was even capable of scoring multiple kills during a single sortie. For instance, on the evening of 9 July 1941, ''Sergente Maggiore'' Aldo Buvoli of 378ª ''Squadriglia'', 155° ''Gruppo Autonomo'', took off from Castel Benito airfield to patrol Tripoli harbour and intercepted a flight of seven Blenheim light bombers, which had been engaged in a low-level attack on the ships. Two Fiat CR.42 biplanes from 151° ''Gruppo'' were already pursuing the Blenheims when Buvoli attacked, shooting at each bomber in sequence. One Blenheim ditched in the sea while another was shot down a few miles north of Tripoli. Two more failed to return to Luqa airfield in Malta and were posted as missing. For these successes, Buvoli was awarded the Silver Medal of Military Valor and subsequently credited with four kills. No. 110 Squadron reported the loss of a similar number of Blenheim IVs on its first mission since arriving in Malta from the British mainland during early July.Malizia 2004, pp. 107–109.

During the Battle of Sidi Barrani, the first major British offensive of the Western Desert Campaign, a number of G.50s operating out of Martuba Airbase, Derna District, attacked the British-held airfield at Sidi Barrani. On 18 November 1941, during Operation Crusader, the Desert Air Force was responsible for destroying 13 aircraft on the Ain el Gazala airfields, 10 of these being G.50s. On 19 November 20° ''Gruppo'', based at Sid el Rezegh, suffered heavy losses when British armoured forces suddenly attacked the airfield. Of the 19 G.50s, only three escaped, with 80 pilots and ground crew taken prisoner. Altogether, 26 G.50s were lost and ''20 Gruppo'' was left with only 36 G.50s, of which 27 were serviceable. Mario Bonzano, now a ''Tenente Colonnello'' and commander of 20° ''Gruppo'', was among the captured, and his deputy, Furio Niclot Doglio

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