The Fiat G.50 Freccia (Arrow) was an Italian fighter aircraft of the Second World War that was developed and manufactured by . On 26 February 1937, the G.50 conducted its maiden flight. On entering service, the type was Italy's first single-seat, metal monoplane, with an enclosed cockpit and retractable undercarriage. During early 1938, the served in the (the Italian Royal Air Force) and with its expeditionary arm, the (Air Force Legion) in Spain, where they compared well in speed and manoeuvrability with their adversaries.
The fighter operated in Northern Europe, North Africa, the Balkans and the Italian mainland. The G.50 was commonly opposed by the British Hurricane, that was fast enough frequently to out-run the G.50 and had longer range. Early in the war it became apparent that the pair of Breda-SAFAT machine guns on the G.50 as inadequate. Later models of the fighter incorporated improvements, including an increase in fuel capacity that gave a substantial increase in range.
The G.50 was exported to several countries, small numbers being flown by the Croatian Air Force and 35 G.50s were exported to Finland, where they served with distinction in the Winter War (1939–1940) and the Continuation War (1941–1944) against the Soviet Union. In Finnish service, the type reportedly achieved an unprecedented kill/loss ratio of 33/1.
Development Background The Fiat G.50 had its origins in a design produced for by Giuseppe Gabrielli an Italian aeronautics engineer in place of its chief engineer Celestino Rosatelli. The design was influenced by a specification during 1936 that sought a modern interceptor aircraft for the (Italian Royal Air Force). Gabrielli started work in April 1935 and his design was the most advanced yet produced in Italy for a fighter. Construction of two prototypes began mid-summer 1936 and manufacturing was turned over to CMASA ( S.A.) a subsidiary of Fiat at Marina di Pisa.
Design The Fiat G.50 was a low-wing single-engine monoplane fighter interceptor. 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 castoring tailwheel. It was the first front-line Italian fighter to be fitted with a retractable undercarriage, an enclosed cockpit, and a constant-speed propeller; 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.The G.50 was a "robust and viceless aircraft which marked the introduction of new concepts and techniques, of design and manufacture" (Cattaneo, 1967).
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 Hamilton-Fiat 3-bladed all-metal constant speed propeller.
The pilot sat in an enclosed cockpit under a sliding transparent canopy; the seat was adjustable in height and angle of inclination to suit the pilot. 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. 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 150 rounds of ammunition per gun. The machine guns, fitted directly forward of the cockpit, were fired using synchronisation gear to fire through the propeller arc; single-shot and salvo-fire were available.
Flight tests On 26 February 1937, at Caselle airfield, Turin, Comandante Giovanni de Briganti, the chief test pilot for the G.50 programme, flew the prototype on its maiden flight. The aircraft recorded a top speed of and climbed to in six minutes, 40 seconds. During October 1937, it was unveiled to the public at the Milan International Aeronautical Show. During 1937, along with the first pre-series machines, a (experimental group) was formed. Experience with the G.50 revealed it to possess relatively light controls and to be extremely manoeuvrable for a monoplane in comparison with prior designs. The limited power output of its radial engine and the lack of firepower, consisting of only a pair of machine guns were criticised.
During September 1937, Fiat received an order for 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 flights between the G.50 and the new 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. Flight tests conducted at Guidonia showed that the aircraft went too readily into an spin, a highly dangerous trait, especially at low altitude, where recovery was impossible.
During a visit by the King Victor Emmanuel III and the Prime Minister Benito Mussolini, another tragedy occurred at Guidonia. While performing a low, fast pass, three G.50s flown by experienced pilots, (Squadron Leader) Mario Bonzano, with pilots Beretta and Marasco, got into difficulty. Beretta's aircraft spun and crashed into the ammunition laboratory, killing the pilot. Despite the crashes, results from the flight test programme were deemed satisfactory. The proved to be more manoeuvrable than the faster Macchi MC.200 and the G.50 was declared the winner of the (Fighter One) competition on 9 June 1938. On account of its manoeuvrability, the Commission decided to order the G.50 as well, rejecting the competition's third contender, the IMAM Ro.51.
Initial orders Production aircraft commenced delivery to the 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 poor quality, was prone to cracking or abrasion by sand or dust, limiting visibility. Exhaust fumes tended to accumulate in the cockpit, so pilots would often fly the fighter with the canopy locked open. 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. The first versions of the G.50 could carry either one or a pair of Breda-SAFAT machine guns in the nose and a pair of Breda-SAFAT machine-guns in the wings. Later versions of the aircraft could be distinguished by a larger rudder.
Further development During 1938, the requested that two-seat trainer variant of the G.50 be developed as the G.50/B (, 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 (series 1). Further production was entrusted to CMASA, who completed 106 G.50/Bs. One G.50/B was later altered into a reconnaissance aircraft, which was equipped with a planimetric camera. Another G.50/B was adapted with a tailhook to operate as a naval reconnaissance aircraft from the aircraft carrier but the vessel was never completed. During September 1940, a slightly improved version, the G.50 bis was produced with longer range, from an extra tank, increasing its range from to .
The ultimate version of the fighter was the G.50/V (, fast) built in mid-1941 by CMASA and equipped with a Daimler-Benz DB 601 engine of 1,075 CV. During tests at 's airfield in Turin, it reached a top speed of in level flight and climbed to in five minutes 30 seconds. Gabrielli had already designed the Fiat G.55 and Fiat had obtained the licence to build the 1,475 CV Daimler-Benz DB 605, so the G.50/V was used to test new equipment and then scrapped. Production of the G.50 reached 784 aircraft; 426 built by and another 358 being built by CMASA. Thirteen G.50s were exported to Spain, 35 to Finland and ten to Croatia.
Two of the G.50 aircraft to be delivered to Finland were lost due to a lack of fuel en route. 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, 2nd Lieutenant Wilmos Belassy in FA-7, apparently dived into the Baltic Sea while crossing from Sweden to Finland after running out of fuel; the aircraft and pilot have not been found. His fellow pilot, 2nd Lieutenant Matias Pirity, had turned back, saving himself and his G.50.
Operational history
During the Spanish Civil War, about twelve G.50s, were dispatched to the . 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. After the war the G.50s were handed over to Spanish pilots and saw action in Morocco. In 1967, Cattaneo wrote "Little seems to have been learnt as nothing was done to increase the armament".
During 1938, the first operational Fiat G.50 fighters were delivered to the . The G.5 was widely regarded as highly manoeuvrable and was often considered to be one of Italy's best fighters. By the Second World War, the type was considered to be under-powered and under-armed. Before Italy joined the war further units of the were equipped with G.50s; these were heavily used in various exercises and war-games from November 1939. In June 1940, the had 118 G.50s; of these, 97 were operational while others were under repair or awaiting delivery. Most G.50s were in 51° , (group) which was based at Ciampino Airport (just outside Rome) and at Pontedera, with 22° (wing) of 52° . On 10 June, when Italy declared war on France and Great Britain, the 22° went into action, followed by the 48 aircraft of 20° . Operations were sporadic and varied, often escorting Savoia-Marchetti SM.79 bombers on raids against harbours and airfields on Corsica.
The Battle of Britain
During September 1940, the 351ª, 352ª, 353ª , 20° ( Bonzano) 56° CT, equipped with Fiat G.50s, formed to operate during the Battle of Britain in the (CAI, Italian Air Corps) based in Belgium, with the 18° flying Fiat CR.42s. The Italian government had decided to participate in the German air offensive against Britain out of political opportunism and in pursuit of prestige. The Air Staff would have preferred for the aircraft to be sent to Greece and North Africa where they were needed more.