Fiat G.55

Infobox Aircraft
name = G.55 "Centauro"

---

caption = The second prototype G.55, MM 492, in Regia Aeronautica markings
type = Fighter
national origin = Italy
manufacturer = Fiat
designer = Giuseppe Gabrielli
first flight = 30 April 1942
introduced = 1943
retired =
status = Retired
primary user = Regia Aeronautica
more users = Argentina, Egypt
produced = 274 (wartime), 75 (postwar) [ Mondey 2006, p. 60-61.]
number built =
unit cost =
variants with their own articles =

The Fiat G.55 "Centauro" (Italian: "Centaur") was a single-engine single-seat World War II fighter aircraft used by the Italian Air Force in 1943-1945. It was designed and built in Turin by Fiat.

Along with the Reggiane Re.2005 and Macchi C.205, the Fiat G.55 was one of the three "Serie 5" Italian fighters built around the powerful Daimler-Benz DB 605 engine.

Design and development

By 1939, all the main Italian aircraft factories had begun designing a new series of fighter, with inline engines as opposed to the radial engines that powered the Italian fighters in early WWII. This process brought to the first generation of Italian fighters equipped with the Italian built copy of the Daimler-Benz DB 601 engine, the so-called Serie 1/2, whose most prominent representative was the Macchi C.202 Folgore. However, the process didn't stop, and already in 1941 designers shifted their attention on the new Daimler-Benz DB 605. Fiat designer Giuseppe Gabrielli, while experimenting a new version of his Fiat G.50 fighter, equipped with the DB 601, started a new design that was to be powered by the Daimler-Benz DB 605.

The first G.55 prototype flew on 30 April 1942, Green 1961, p. 167.] immediately showing its good performance and flight characteristics. It was armed with one Mauser MG 151/20 20 mm cannon, installed in the hub with 200 rounds, and four Breda-SAFAT 12.7 mm machine guns, two in the upper engine cowling and two in the lower part, with 300 rounds each, in "Sottoserie O" airframes. This layout soon proved to be troublesome, both for rearming and for the servicing of the lower machine guns: for this reason, the two lower machine guns were removed, and replaced with a Mauser MG 151 20 mm cannon in each wing, in the later production series, the Serie 1.

The prototype flew to Guidonia, where it was put into trials against the other fighters of the so-called Serie 5 Macchi C.205N Orione and the Reggiane Re.2005 Sagittario. The trials showed that the Centauro was the best performer, and it won the tender set by the Regia Aeronautica. The C.205N was good at low and medium altitudes, fast and with good diving characteristics but its performance dropped considerably over 8,000 meters, particularly in handling. The Re.2005 was the fastest at high altitudes, but suffered from structural weakness. The G.55 prototype reached 620 km/h full loaded, a little less than expected, but had a strong airframe and was the best one regarding handling and stability at every altitude. The only negative assessment noted by G.55 pilots was the pronounced left-hand yawing at takeoff. This was partially remedied by a slight offset positioning of the vertical stabiliser to counteract engine torque.

Production

By early 1943 increased Allied bombing raids over Italy had showed that there was no suitable high altitude fighter to deal with them effectively. The Macchi C.202 performance decreased above 8,000 m (25,000 ft), the typical altitude of the bombers and the MC.202's armament of two x 12.7 mm machine guns was hardly adequate to bring down the large American bombers. Of the Serie 5 fighters, the Centauro showed the best high altitude performance, due to its large wing surface area. Also its powerful armament, along with the generous ammunition supply (the G.55 had 250 rounds of 20 mm ammunition in the hub cannon as opposed to 120 rounds in the Re.2005) standardized in the production Serie I, was enough to bring down the US bombers.

The Regia Aeronautica commissioned the production of 1,800 G.55s, later raising that number to 2,400. Green and Swanborough 1974, p. 238.] A pre-production series of 34 examples was ordered: these aircraft were mostly based on the prototype, with minor changes to improve its flying characteristics. They had a different weapon layout, as stated above, with the two lower cowling machine guns moved into the wings. Only 19 of the 34 commissioned aircraft were built, and six of them were converted to the Serie I standard at the factory.

The production version, named Serie I, had the standard armament of three MG 151/20 cannons and two Breda-SAFAT machine guns, plus two underwing racks to bring either two bombs (up to 160 kg/ 353 lb) or two drop tanks (100 liter/26.4 US Gal). At the date of the Armistice, 8 September 1943, 35 G.55s of all Series had been delivered , including three prototypes. Of these, only one flew to South Italy to join the Italian Co-Belligerent Air Force. (A second G.55 was obtained by the Allies in 1944, when its pilot defected with an escaped RAF POW on his lap. Green and Swanborough 1974, p. 239.] From that date on, the Centauro served with the Aeronautica Nazionale Repubblicana (or ANR), the air force of the fascist state created by Mussolini with the Germans' help in North Italy.

The FIAT factory, in Turin continued the production under German control, although it was heavily bombed on 25 April 1944, which destroyed 15 G.55s and resulted in production being dispersed. The bombing and dispersal slowed production markedly, and production was ordered to be stopped by the German authorities in September 1944. Green and Swanborough 1974, p. 261.] A total of 148 G.55s were delivered to the ANR and, when the factory was captured, 37 more examples were ready, while 73 were still on the production line, at various degree of completion.

Operational history

After initial testing in spring 1943, the G.55 prototype was detached to the 353rd Squadriglia (flight - very similar in composition to the Luftwaffe Staffel -) of XX Gruppo (squadron), 51st Stormo (wing), for operational trials. In May, the Squadriglia transferred to Sardinia, as a home defence unit with the G.55 having its baptism of fire on 5 June 1943, along with the C.202s and C.205s. In the same month, 12 G.55/0 were delivered to the IV Gruppo complementare, a reserve squadron assigned to support with aircraft and personnel the 51st, 52nd and 53rd Stormi and the CLXI Gruppo autonomo. Soon, these fighters were delivered to the 353rd Squadriglia, reassigned to Ciampino airport, near Rome to help in the defence of the capital. In July and August, the Squadriglia flew several missions over Rome, joined by the remaining flights of the XX Gruppo, that was to be equipped with the Centauro. In August, the first examples of the G.55/I were delivered by FIAT to the 372nd Squadriglia. In September, at the date of Armistice, all the existing G.55s were captured by the Germans or flown to North Italy by their crews.

The Centauro entered in service with the ANR: it was decided to produce 500 G.55s, of which 300 were G.55/I and 200 G.55/II Serie II, armed with five MG 151/20 and no machine guns. Only 148 were delivered to the ANR units that, as the number of available G.55s dwindled, were progressively re-equipped with the Bf 109G, of various sub-versions, even though Italian pilots preferred the G.55 with cancellation of production being extremely unpopular.

The ANR had two Gruppi Caccia terrestre (fighter squadrons), the first was initially equipped with the Macchi C.205, from November 1943 to May 1944, then, re-equipped with the G.55/I in June 1944 until it switched to the Bf 109G starting from November 1944. The 2nd Gruppo was the main unit equipped with the G.55, of which it had 70 examples between December 1943 and August 1944, before being progressively re-equipped with the Bf 109G.

The first unit in ANR to be equipped with G.55 was the Squadriglia Montefusco, in November 1943, operating from Piemonte until 29 March 1944, when it was absorbed by the 1st Gruppo and transferred in Veneto.The 2nd Gruppo, with its three squadriglie (the 4th, Gigi Tre Osei, the 5th, Diavoli Rossi, and the 6th, Gamba di Ferro) operated near Milan and Varese until April 1944, then it was transferred near Parma and Pavia, then again near the Lake Garda (Brescia and Verona).

German interest

In December 1942 a technical commission of the Regia Aeronautica was invited by the Luftwaffe to test some German aircraft in Rechlin. The visit was part of a joint plan for the standardization of the Axis aircraft production. In the same time some Luftwaffe officers visited Guidonia where they were particularly interested in the performance promised by the Serie 5 fighters. On 9 December these impressions were discussed in a Luftwaffe staff meeting and raised the interest of Goering himself. In February 1943, a German test commission was sent in Italy to evaluate the new Italian fighters. [ [http://kurfurst.allaboutwarfare.com/Tactical_trials/109G-4_Guidonia/109G-4_vergl_Estelle-Guidonia_de.html Guidonia flight comparison] ] The commission was led by Oberst Petersen and was formed by Luftwaffe officers and pilots and by technical personnel, among them the Flugbaumeister Malz. The Germans also brought with them several aircraft including a Fw 190 A-5 and a Bf 109 G-4 for direct comparison tests in simulated dogfights.

The tests began 20 February 1943. The German commission was very impressed by the Italian aircraft, the G.55 in particular. In general, all the Serie 5 fighters were very good at low altitudes, but the G.55 was also competitive with its German opponents in term of speed and climb rate at high altitudes still maintaining superior handling characteristics. The definitive evaluation by the German commission was "excellent" for the G.55, "good" for the Re.2005 and "average" for the C.205. Oberst Petersen defined the G.55 "the best fighter in the Axis" and immediately telegraphed his impressions to Goering. After listening the recommendations of Petersen, Milch and Galland, a meeting held by Goering on 22 February 1943 voted to produce the G.55 in Germany.

German interest, apart from the good test results, derived also from the development possibilities they were able to see in the G.55 and in the Re.2005. Particularly, the G.55 was bigger and heavier and was considered a very good candidate for the new DB 603 engine, which was considered too large for the Bf 109's airframe. Other visits were organized in Germany during March and May 1943 in Rechlin and Berlin. The G.55 was again tested at Rechlin at the presence of Milch. Gabrielli and other FIAT personnel were invited to visit German factories and to discuss the evolution of the aircraft. The specifications of the German G55/II included the DB 603 engine, five 20 mm guns and a pressurized cockpit. The suggestion of weapons in the wings, limited to one 20 mm gun for each wing, originated the final configuration of the Serie I, while the DB 603 engine was successfully installed in the what became the G.56 prototype. As a concrete results of the German interest in the G.55, the Luftwaffe acquired three complete G.55/0 airframes (MM 91064-65-66) for evaluations and experiments giving in change three DB 603 engines and original machinery for the setup of other production line of the Italian copy of DB 605. Two of the Luftwaffe G.55s remained in Turin, at the Aeritalia plants, where they were used by German and Italian engineers to study the planned modifications and the possible optimizations to the production process. Later these two were converted to Serie I and delivered to the ANR. The third one was transferred to Rechlin for tests and experiments in Germany. The DB 603 engines were used to build the G.56 prototypes.

The interest in the G.55 program was still high after the Armistice: in October 1943, Kurt Tank, who previously personally tested a G.55 in Rechlin, having nothing but praise for the aircraft, was in Turin to discuss G.55 production. However, war events and the not yet optimized production process were the reasons for which the G.55 program was eventually abandoned by the Luftwaffe. Early production of G.55 required about 15,000 man-hours; while there were estimations to reduce the effort to about 9,000 man-hours, the German factories were able to assemble a Bf 109 in only 5,000 man-hours. The DB 603 were instead to be used in Tank's own Ta-152 C.

Torpedo fighter

One of the most renown and important branch of the Regia Aeronautica was the torpedo bomber one. In the early years of war, Italian pilots, mostly flying the three-engined, medium bomber SIAI-Marchetti SM.79 Sparviero, inflicted considerable losses to Allied shipping in the Mediterranean Sea. Despite this, it was soon clear that the aging Sparviero design was no match for the always improving Allied fighters and anti aircraft defences: thus, in winter 1942, the Regia Aeronautica Staff conceived the idea of using a fighter aircraft torpedo attacks. This would have given the pilots an aircraft capable of delivering a torpedo at high speed and evade enemy fighters or engage them after the attack run, with an operational range of 300/400 km out of Italian coasts.

Fiat was asked to begin studies for a G.55 conversion, meant to carry a 680 kg Whitehead torpedo, a shorter and less cumbersome version of the standard weapon used by the SM.79. However, soon, the decision to develop a G.57, whose specifications included from the beginning the capability of carrying torpedoes, led to the suspension of all similar work on the G.55.

Later, after the G.57 project was dropped, and given the continuing need for the ANR crews of an aircraft that could replace the SM.79, the ANR engineers undertook the task of converting the Centauro for the torpedo attack role. A production aircraft (military serial number "MM. 91086") was chosen to be transformed to carry a 920 kg, 5.46 m long, Whitehead torpedo. The radiator for the engine liquid cooler, positioned in the fuselage belly, under the cockpit area, was split in two, gaining a 90 cm slot where two racks were mounted to carry the torpedo. The tailwheel strut was lengthened and equipped with a strengthened shock absorber, and a protective cone was added in front of the tailwheel. The two Breda-SAFAT machine guns were removed, leaving the plane with the three 20mm cannons only as fixed armament.

The aircraft, designated G.55 S, first flew in August 1944 and was successfully tested in January 1945. Despite the cumbersome external load, performance was good and the handling acceptable. The ANR ordered a pre-series of 10 examples and a production series of 100 aircraft, but the events of the war put an end to the project. The G.55 S prototype survived the war and, after being converted back to the Serie I standard, it became the first G.55 to be delivered to the newly formed Aeronautica Militare Italiana (AMI).

Fiat G.56

The Fiat G.56 was basically a Fiat G.55 with a German Daimler-Benz DB 603 engine. Two prototypes were built, flight tests starting in March 1944. Maximum speed was 685 km/h (426 mph} and the aircraft was armed with three German Mauser MG 151/20 20 mm cannons, one firing through the propeller hub, the other two installed in the wings. Green and Swanborough 1994, p. 210.] While performance was excellent, the aircraft proving superior to the Bf 109K and Fw 190D in testing, production was not allowed by the German authorities.

After World War II

In 1946, Fiat restarted production of the G.55, using the large stock of partly complete airframes and components remaining in its factories. It was available in two versions, the G.55A, a single seat fighter/advanced trainer, and the G.55B, a two seat advanced trainer, whose prototypes flew on 5 September 1946 and 12 February 1946 respectively.

The AMI acquired 19 G.55As and 10 G.55Bs, while the Argentine Air Force purchased 30 G.55As, of which 17 were later sold to Egypt and 15 G.55Bs. [cite web |url=http://www.century-of-flight.freeola.com/Aviation%20history/photo_albums/timeline/ww2/Fiat%20G.55%20I%20Centauro.htm |title= Fiat G.55 I Centauro|accessdate=2008-01-19 |format= |work=Century of Flight ]

G.59

The production of these orders for G.55s for Italy and Argentina caused the available stocks of the Italian licence-built version of the DB 605 engine to run short. As there was still a demand for the aircraft, it was decided to convert the type to use the more readily available Rolls-Royce Merlin engine, with the first conversion flying in early 1948.Green and Swanborough 1994, p. 211.] The conversion was successful, and the AMI decided to convert its G.55s to Merlin power, these re-entering service at the Lecce flying school in 1950 as the G.59-1A and G.59-1B (single and two seat versions). Green and Swanborough 1974, p. 262.]

Syria placed an order for 30 similar aircraft, which by this time, were completely from new production as the stocks of G.55 components had been exhausted. Of these, 26 were single seaters (designated G.59-2A) and the remaining four two seaters (G.59-2B). A single G.59-2A was acquired by Argentina for evaluation, but no further orders followed from the South American republic.

The final versions were the G.59-4A single seater and G.59-4B two seater, which were fitted with bubble canopies for improved visibility. Twenty G.59-4As and ten G.59-4Bs were purchased by Italy.

Variants

* G.55/0 : 16 pre-production aircraft.
* G.55/1 : 15 initial production aircraft.

Operators

;ARG
* Argentine Air Force;EGY
* Egyptian Air Force;flag|Italy|1861
* Regia Aeronautica
* Aeronautica Nazionale Repubblicana;ITA
* Aeronautica Militare;flagicon|Syria Syria
* Syrian Air Force

pecifications (G.55/I)

aircraft specifications

ref= "Centauro - The Final Fling" Green and Swanborough 1974, p. 236.]
plane or copter?=plane
jet or prop?=prop
crew=One
length main=9.37 m
length alt=30 ft 9 in
span main=11.85 m
span alt=38 ft 10 in
height main=3.13 m (without the antenna mast)
height alt=10 ft 3¼ in
area main= 21.11 m²
area alt= 227.23 ft²
empty weight main=2,630 kg
empty weight alt=5,798 lb
loaded weight main=3,520 kg
loaded weight alt=7,760 lb
max takeoff weight main=3,718 kg
max takeoff weight alt=8,197 lb
engine (prop)=Fiat R.A 1050 "Tifone" (license-built Daimler-Benz DB 605A-1)
type of prop=liquid-cooled inverted V-12
number of props=1
power main=1,085 kW
power alt=1,475 hp
max speed main=623 km/h
max speed alt=387 mph, 337 knots
max speed more= at 7,000 m (22,970 ft)
range main=1,200 km or 1,650 km with two 100 liter (26.4 US Gal) drop tanks under wings
range alt=627 miles, 545 NM (or 1,025 mi, 891 NM with drop tanks )
ceiling main=12,750 m
ceiling alt=41,830 ft
climb rate main=
climb rate alt=
loading main=154.0 kg/m²
loading alt= 34.15 lb/ft²
power/mass main=0.308 kW/kg
power/mass alt= 0.190 hp/lb
more performance =
*Climb to 7,000 m (22,970 ft): 8.57 min
armament=G.55 Serie 0:
*One x 20 mm Mauser MG 151/20 cannon, engine-mounted (250 rounds)
*Four x 12.7 mm Breda-SAFAT machine guns, two in the upper engine cowling, two in the lower cowling/wing roots. (300 rounds each)

G.55 Serie I:
*Three x 20 mm Mauser MG 151/20 cannons, one engine-mounted (250 rounds) and two wing-mounted (200 rounds each)
*Two x 12.7 mm Breda-SAFAT machine guns in the upper engine cowling (300 rounds each)
*Provision for two 160 kg (353 lb) bombs on underwing racks. (N.B. Egyptian and Syrian aircraft used Machine guns in the wings instead of cannon.)

ee also

aircontent
related=
* Fiat G.50
similar aircraft=
* Macchi C.205
* Messerschmitt Me 109G
* North American P-51D Mustang
* Reggiane Re.2005
lists=
* Italian aircraft production 1935 to 1945

References

Notes

Bibliography

* Arena, Nino. "I Caccia Della Serie 5, Re2005, Mc205, Fiat G.G5" (in Italian). Modena, Italy: STEM-Mucchi, 1976. ISBN 90-70310-11-2.
* Arena, Nino. "Fiat G55 Centauro - Fiat G59". Modena, Italy: Mucchi Editore, 1994.
* Beale, Nick, D'Amico, Ferdinando and Valentini, Gabriele. "Air War Italy, Axis Air Forces from Liberation of Rome to the Surrender". Shrewsbury, UK: Airlife, 1996. ISBN 1-85310-252-0.
* D'Amico, Ferdinando and Valentini, Gabriele."Pictorial History of the Regia Aeronautica Vol.2 – Pictorial History of the Aeronautica Nazionale Repubblicana and the Italian Co-Belligerent Air Force 1943-1945". Carrollton, Texas: Squadron/Signal Publications, 1986. ISBN 87-981206-7-0.
* Di Terlizzi, Maurizio. "Fiat G.55 Centauro" (bilingual Italian/English). Roma, Italy: IBN Editore, 2001. ISBN 88-86815-35-2.
* "Dimensione Cielo: Aerei Italiani nella 2° Guerra Mondiale, Caccia Assalto 3" (in Italian). Rome, Italy: Edizioni Bizzarri, 1972.
* Green, William. "War Planes of the Second World War: Fighters, Volume Two". London: Macdonald & Co. (Publishers) Ltd., 1961.
* Green, William and Swanborough, Gordon, eds. "Centaur - The Final Fling." "Air Enthusiast International". Volume 6, Number 5, May 1974. p. 233-239, 261-262.
* Green, William and Swanborough, Gordon. "The Complete Book of Fighters". New York: Smithmark Publishers Inc., 1994. ISBN 0-8317-3939-8.
* Malizia, Nicola. "Fiat G.59". Roma, Italy: IBN Editore, 2004. ISBN 88-7565-018-7.
* Mondey, David. "The Hamlyn Concise Guide to Axis Aircraft of World War II". London: Bounty Books, 2006. ISBN 0-753714-60-4.
* Sgarlato, Nico. "Italian Aircraft of World War II". Warren, Michigan: Squadron/Signal Publications, Inc., 1979. ISBN 0-89747-086-9.
* Thompson, Jonathan W. "Italian Civil and Military Aircraft, 1930-1945". Fallbrook, CA: Aero Publishers, 1963.
* Vergnano, Piero and Alegi, Gregory. "Fiat G.55." "Ali D'Italia #10" (in Italian/English). Torino, Italy: La Bancarella Aeronautica, 1998.
* Winchester, Jim. "Fiat G.55 Centauro." Aircraft of World War II: The Aviation Factfile. Kent, UK: Grange Books plc, 2004. ISBN 1-84013-639-1.

External links

* [http://xoomer.alice.it/g55/index.htm Virtual G55 project]
* [http://www.comandosupremo.com/G55.html Fiat G.55 Centauro]