Tag Archives: Spain

Fiat G.50 In Spanish Service

Spanish Nationalist, , , ,

 Spanish Nationalist (1939)

Fighter:  Number operated 12

The Spanish Civil War, fought between 1936 and 1939, saw the use and testing of various new and modern military weapons, including the newest models of combat aircraft. Both the Nationalists and the Republicans employed different types of planes, supplied by their allies, to build up their arsenals and demonstrate these new weapons to foreign observers. The Nationalists, in particular, were heavily supported by Germany and Italy. As a result, the Spanish Nationalist Air Force utilized numerous fighter designs from their military patrons, including the Fiat G.50, which entered service near the end of the war in January 1939.

The Fiat G.50 fighter in the Spanish National Service. Source:  www.asisbiz.com

The Spanish Civil War

During the 1930s, Spain was plunged into a severe political and economic crisis after the military attempted a coup d’etat against the newly elected Republican government. The nation was deeply divided, with the leftist Republican bloc receiving support from communists and anarchists. These groups sought to radically change the political and economic system, which was largely controlled by the church and aristocracy. Opposing them were the Nationalists, determined to preserve the old order.

Launched in July 1936, the coup ultimately failed to secure key city centers in Spain, leading to an open civil war between the Nationalists and Republicans. This conflict would last for three bloody years. In many ways, the Spanish Civil War was a precursor to the Second World War, as foreign powers like Germany, Italy, and the Soviet Union became involved, supplying weapons, resources, and military advisors. New equipment was tested in combat and the results were being carefully observed.

The de facto leader of the Nationalist side was Francisco Franco, who managed to gather a substantial force of experienced soldiers under his command, stationed in North Africa. However, as the Republicans controlled the Spanish navy, Franco could not safely transport his troops back to Spain. This forced him to seek foreign assistance. He turned to Germany and Italy, both of which decided to provide aid. For example, the Germans supplied a group of three-engine Ju 52 aircraft that helped transport many of Franco’s men to Spain.

On the other side, the Republicans received aid from the Soviet Union, particularly in the form of modern tanks and aircraft. Once again, Franco sought assistance from his allies, and they agreed to support him. Over the next three years of fighting, various aircraft designs from across Europe were used in combat. While the majority of fighters were older biplane models, more modern, low-wing fighters made their combat debut in Spain, including the Fiat G.50.

The Fiat G.50 

In the years leading up to the outbreak of war in Spain, the Italian Air Force began the slow process of replacing its older biplanes with more modern low-wing monoplane fighters. In April 1935, engineer Giuseppe Gabrielli started work on a new low-wing, all-metal aircraft, which was designated the G.50. On 28th September 1935, Gabrielli submitted his design to the Ministry of Aviation. The military officials were impressed by his work and authorized him to continue development. Due to Fiat’s production facilities being overburdened, the project was transferred to the Costruzioni Meccaniche Aeronautiche (CMASA) facility at Marina di Pisa, which had been part of Fiat since 1931. By 1936, Gabrielli had completed the final drawings and compiled the necessary list of materials and equipment.

The prototype was completed in early 1937 and transported to Turin for further testing. Its first test flight took place on 26th February 1937. Despite its modern appearance, the overall performance was less satisfactory than its competitor, the Macchi C.200. Additionally, a flight accident during the prototype stage nearly led to the G.50’s cancellation. However, for various reasons, including the reluctance to abandon the already-built tooling and equipment, the Italian Air Force issued a small production order for 45 aircraft of this type.

Production began in late 1938, and the first G.50s were assigned to an experimental military fighter unit for further testing and training. This unit was based at the Ciampino airfield near Rome and was named Gruppo Sperimentale da Caccia (Experimental Fighter Group). Command of the unit was given to Major Mario Bonzano, a renowned ace pilot from the Spanish Civil War, where he flew the CR.32 biplane. Pilot training on the new aircraft lasted until January 1939, at which point a decision was made to send a group of 12 G.50 fighters to Spain for evaluation and further testing. By then, the Civil War was in its closing days.

In Spain

The experimental group arrived in Spain by air in either January or February 1939, depending on the source. They were stationed at Escalona Airport, near Madrid, and were integrated into the XIII Gruppo Caccia. Possibly due to poor weather, their first operational combat missions did not take place until March 1939. These missions were primarily bomber escorts conducted at altitudes above 7.5 kilometers. By this time, the opposing air force had been almost entirely destroyed.

It appears that the G.50 aircraft saw no air-to-air combat during the war, and none of the 12 planes were lost in combat. However, one aircraft was eventually written off, likely due to an accident. Although the group saw little active service, the planes were used in parades and served as propaganda tools. In the interests of the Italians, they would also be used to demonstrate the use of their new aircraft in field conditions.

An experimental group of 12 G.50 saw limited service in Spain. Source: www.asisbiz.com

Camouflage And Marking

The G.50 was painted with Italian-origin camouflage, featuring a blend of green, brown, and sand tones. In Spain, it received Nationalist markings, including a black circle painted on the fuselage sides with a large white stripe. A black St. Andrew’s cross was also added on the rudder over a white background. Some aircraft were marked with the so-called ‘Ace of Clubs’ emblem on the fuselage. Finally, the aircraft were designated with the number 1 followed by an individual number (from 1 to 12).

The Italian G.50 received similar markings as other Fascist aligned aircraft. This included a black circle and the black St. Andrew’s cross. It also received a two-digit designation with the first being 1 followed by a number of aircraft. Source: wikipedia

Experience Gained 

Following the compilation of the G.50’s brief participation in the Spanish Civil War, Major Bonzano issued a report detailing its overall flight performance. It was deemed an adequate fighter with good handling characteristics, particularly in terms of maneuverability at high altitudes and while taxiing in crosswinds. The armament, consisting of two heavy machine guns, was considered sufficient. The Italians preferred not to use cannons, believing that a machine gun’s higher rate of fire was more advantageous than the heavier, but slower-firing cannons. Given the need for rapid fire to bring down enemy aircraft, it was recommended that the ammunition load for each machine gun be around 700 to 800 rounds.

However, there were some downsides, including poor visibility and structural issues with the landing gear. The visibility problem could be partly attributed to the fact that Major Bonzano and many other Italian pilots were accustomed to flying older biplanes, which had open cockpits, unlike the newer low-wing fighters with enclosed cockpits. This was a similar complaint voiced by German pilots when they transitioned to flying the Me 109.

The experience gained from Italy’s first monoplane fighter was limited and inconclusive overall. However, it clearly demonstrated the potential of monoplane designs for future aircraft. Back in Italy, the fate of the Fiat G.50 was still uncertain. Although the Macchi C.200 was considered a superior design, it would take several months before it could enter mass production. As a temporary solution, the production of the G.50 was approved. Between 1938 and 1943, approximately 774 to 791 units of all G.50 variants were produced. The G.50 saw service in various theaters across the Mediterranean, but it was soon rendered obsolete when it encountered more modern enemy fighters.

In Spanish Service 

Following the end of the Spanish Civil War, the eleven surviving aircraft were allocated to Franco’s Nationalist regime. These planes were assigned to the 27th Gruppo Caza (Fighter Group) after June 1939. At that time, the Italians sent one additional aircraft to replace one that had been lost. The planes were stationed at Nador, near Melilla in Morocco, and remained there until 1943, when they were removed from service due to obsolescence and a lack of spare parts. By the end of the war, Franco’s government had acquired hundreds of new aircraft of various makes and models. In the years following, they would consolidate around the German Me 109G as their premier fighter aircraft, acquiring a license to build the airframe domestically and would employ them into the 1960s. The G.50s were primarily used as training aircraft by the Spanish Air Force, to transition pilots from trainers and older models.

In Spanish service, the G.50 retained its original Italian camouflage. The Spanish added a Falangist insignia, which was initially painted white but later changed to red, on a black circle located on the fuselage sides.

The Spanish Air Force employed the 12 supplied G. 50s for some time, mostly as training aircraft before being removed from service in 1943. Source: www.asisbiz.com

Technical characteristics

The G.50 was a single-seat, low-wing, all-metal fighter plane. The fuselage was made from four angular longerons. The wing construction was conventional and consisted of a center section, which was made of a steel tube connected to the lower fuselage, and two spars connected with ribs. The fuselage, wing, and tail were covered with duralumin sheets. The only fabric-covered parts of the aircraft were the movable control surfaces in the wings and the tail. The G.50 was powered by the 840 hp (626 kW) Fiat A 74 RC 38, a 14-cylinder radial piston engine, which drove an all-metal three-blade propeller produced by Fiat.

The G.50 was equipped, like most modern aircraft of the time, with inward-retracting landing gear, but the rear tail wheel was fixed. In later improved versions, the rear tail wheel was changed to a retractable type as well.

The armament consisted of two forward-firing 12.7mm Breda-SAFAT heavy machine guns, with 150 rounds of ammunition for each gun. The guns were placed behind the upper engine cowl and were synchronized in order not to damage the propeller.

In Spain, the G.50 did not receive any major changes. The only visual difference from the later procured aircraft was the lack of landing gear doors. To compensate for the poor visibility forward and aft, Italian pilots preferred flying with an open cockpit.

The G.50 used in Spain lacked the landing gear doors. Source: P. Verganano, Fiat G.50

Conclusion

By the time the G.50 arrived in Spain, the Spanish Civil War was largely decided in favor of Franco’s forces. The few remaining Republican aircraft were mostly out of service by that point. The G.50 saw limited action, primarily as an escort fighter. However, the war’s greater significance lay not in its combat use, but in how it misled the Italians regarding the G.50’s capabilities. The aircraft was mistakenly viewed as a modern, effective fighter, despite its insufficient armament and overall shortcomings. In Spanish service, it served mostly as an advanced trainer, with a short wartime career.

Specification G.50 Fighter
Wingspan 10.9 m /35 ft 11 in
Length 8 m / 26 ft  3 in
Height 10 ft 7 in  3.28 m
Wing Area 18.25 m² /196.5 ft²
Engine One 840 hp (626 kW) Fiat A.74 RC.38, 14-cylinder radial piston
Empty Weight 1,975 kg / 4,353 lbs
Maximum Takeoff Weight 2,415 kg / 5,324 lbs
Fuel Capacity 316 l
Maximum Speed 470 km/h / 292 mph
Range 445 km /267 mi
Maximum Service Ceiling 10,700 m / 35,100 ft
Climb speed Climb to 6,000 m / 19,700 ft in 7 minutes and 30 seconds
Crew One pilot
Armament
  • Two 12.7 mm Breda-SAFAT heavy machine guns

Illustration

Fiat G.50 “1-1” belonging to Mario Bonzano in Spain

Credits

Sources 

  • A, Brioschi (2000) I Colori Del Fiat G.50, La Bancarella Aeronautica
  • C. Shores (1979) Regia Aeronautica Vol. I, Signal Publication
  • C. Shores (1977) Spanish Civil War Forces, Osprey Publishing
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
  • D. Nesic (2008)  Naoružanje Drugog Svetsko Rata-Italija. Beograd
  • P. Verganano (1997)  Fiat G.50, La Bancarella Aeronautica
  • G. Cattaneo, The Fiat G.50, Profile Publication
  • Z. Bašić (2018) Vazdušnbi Rat U Španiji 1936-1939, Ćigoja štampa

 

 

 

EF-18 Hornet in Spanish Service

Modern Aviation, Spain, , ,

Spanish flag Spain (1985)
Multirole Fighter Aircraft – 96 Built

The first European customer for the F/A-18 Hornet multirole fighter was the Spanish Air Force, the Ejercito del Aire Espanol (EdA). Spain did not join NATO until May of 1982, but even before that date the Spanish government had issued a requirement for a new fighter/attack aircraft that would replace its fleet of F-4C Phantoms, F-5 Freedom Fighters, and Mirages. In response to the announced requirement, the US government initially offered Spain an interim loan of 42 ex-USAF F-4E Phantoms, followed by the sale of 72 F-16s. However, the F-18 entered the competition in 1980, offering the benefit of a twin-engine safety margin.

History

In December of 1982, Spain announced that they had selected the Hornet and made plans to order 72 single-seaters (F/A-18A) and 12 two-seat (F/A-18B) versions. However, this proved more than the Spanish government could afford, and the order was reduced to only 60 A variants and 12 B variants on May 31, 1983. An option was put aside for 12 additional Hornets, but due to budgetary restrictions, they were not taken up.

As part of an offset agreement reached with Spain, Construcciones Aeronauticas SA (CASA) at Gefale is responsible for the maintenance of the EdA Hornets. CASA is also responsible for major overhauls of Canadian Hornets based in Europe, as well as the Hornets of the US 6th Fleet in the Mediterranean.

EF-18 on takeoff at exercise Anatolian Eagle, Turkey (USAF)

The Spanish Hornets are sometimes referred to as EF-18A and EF-18B, the “E” standing for “España” (Spain) rather than for “Electronic” as would normally be the case for an official Department of Defense designation. They have local EdA designations C.15 and CE.15 respectively. Serial numbers are C.15-13 through C.15-72 and CE.15-01 through CE.15-12 respectively.

The first EdA Hornet, EF-18B CE.15-01, was presented in a formal ceremony at St Louis on November 22, 1985, and made its first flight on December 4. The first few two-seaters were sent to Whiteman AFB in Missouri, where McDonnell Douglas personnel assisted in the training of the first few Spanish instructors. The first two-seater was flown to Spain on July 10, 1986. By early 1987, all 12 two-seaters had been delivered to Spain, after which the single-seaters were delivered. A total of 60 EF-18As and 12 EF-18Bs were delivered to Spain, the last planes being delivered in July of 1990.

The Hornet serves with Escuadron (Squadron) 151 and Escuadron 152 of Ala de Caza (Fighter Wing) 15 at Zaragoza-Valenzuela and with Escuadron 121 and Escuadron 122 of Ala de Caza 12 at Torrejon de Ardoz. Escuadron 151 was established first and declared combat-ready in September of 1988. In EdA service, the Hornet operates as an all-weather interceptor sixty percent of the time and as a night and day fighter-bomber for the remainder. In case of war, each of the four front-line squadrons is assigned a primary role. 121 is tasked with tactical air support for maritime operations, 151 and 122 are assigned the all-weather interception role, and 152 is assigned the suppression of enemy air defenses (SEAD) mission.

Spain has ordered 80 Texas Instruments AGM-88 HARM antiradiation missiles and 20 McDonnell Douglas AGM-84 Harpoon anti-shipping missiles. The Spanish Hornets carry the Sanders AN/ALQ-126B deception jammer and, on the last 36 aircraft, Northrop AN/ALQ-162(V) countermeasure systems. For air-to-ground work, EdA Hornets carry low-drag BR and Mk 80 series bombs, Rockeye II cluster bombs, BME-300 anti-airfield cluster bombs, BEAC fuel-air explosive bombs, GBU-10 and GBU-16 Paveway II laser bombs, AGM-65G Maverick air-to-surface missiles, and AGM-88 HARM antiradiation missiles. In the air-to-air missions, EdA Hornets carry a 20-mm M61A1 cannon, AIM-9L/M Sidewinders and AIM-7F/M Sparrows. The Sparrows were supplemented from late 1995 onward by AIM-120 AMRAAMs. Spanish Hornets can also carry AN/ALE-39 chaff/flare dispensers, ALR-167 radar homing and warning systems and ALQ-126B Jammers which have been supplanted in most of the aircraft by the more advanced ALQ-162. EdA Hornets can carry the AN/AAS-38 Nite Hawk FLIR/laser designator pod on the port fuselage stores station. Air refueling for the Spanish Hornets is provided by KC-130Hs from Grupo (Group) 31 and Boeing 707TTs from Grupo 45.

In 1993, plans were announced for the EdA’s fleet of EF-18A/B Hornets to be upgraded to F/A-18C/D standards. McDonnell Douglas reworked 46 of these planes, with the remainder being upgraded by CASA. Most of the changes involved computer improvements and new software, although some changes were required to the weapons delivery pylons. Following the rework, the planes were redesignated EF-18A+ and EF-18B+.

Worried about a “fighter gap” opening up early in the next century because of delays in the Eurofighter 2000 program, Spain searched for additional fighter aircraft, acquiring some additional Mirage F1s from Qatar and France. The USAF offered Spain 50 surplus F-16A/B Fighting Falcons and the US Navy offered about 30 F/A-18As. These F/A-18s had the advantage in the contest, since Spain already operated the Hornet, and in late 1995 the Spanish government approved the purchase of 24 US Navy surplus F/A-18A/Bs. This marked the first sale of US Navy surplus Hornets. There was a separate deal for new F404-GE-400 engines, which were being contracted directly from General Electric.

The US Navy surplus Hornets were intended to equip the 211 Escuadron of Grupo 21 based at Moron. Escuadron 211 had been operating the F/RF-5A fighter, but these planes had been phased out of front-line service and transferred to Ala 21, while the Moron-based unit was temporarily equipped with CASA C-101 Aviojets. The first six were delivered in late 1995. They bore EdA serials C.15-73 to C-15-78 (being ex-US Navy BuNos 161936, 162415, 162416, 162426, 162446, and 162471 respectively). The remainder would follow at a rate of six per year until 1998. After a period of service, they were retrofitted in Spain and later subjected to a mid-life update.

With the withdrawal of USAFE and Canadian squadrons from Europe, Spanish F-18s (and Mirage F1s) have been in demand for NATO exercises and are frequent visitors to air bases in Europe and the UK. In 1994, eight EF-18s participated in a Red Flag exercise at Nellis AFB in Nevada. Eight EF-18s participated in Deny Flight operations out of Aviano, Italy beginning in December of 1994. On May 25, they received their first taste of combat when they participated in an attack against a Serb ammunition depot near Pale (currently in Bosnia and Herzegovina).

The Hornet is extremely popular with its EdA crews and is reportedly a pure joy to fly, stable and yet highly maneuverable and with good acceleration. By 2002, only six Spanish Hornets had been lost in accidents. This is the best safety record of any EdA fighter that ever served, and as good, if not better, than that of any other F/A-18 operator.

Active Service

Spanish Hornet at a NATO Tiger Meet exercise (FloxPapa)

After the Bosnian War began in 1992, the UN Security Council passed a resolution prohibiting military flights in Bosnian Airspace. Despite this no-fly order, hundreds of violations were committed. As a result, enforcement of the UN no-fly zone over Bosnia and Herzegovina by NATO began in 1993 as Operation Deny Flight, which was successful in denying unauthorized airplane access over Bosnia, but was ineffective with regards to helicopters. However, Operation Deny Flight was extended beyond the enforcement of the no-fly-zone, with ground air strikes in support of UN forces being made in the operation. As a NATO member state, the Spanish Air Force was involved and flew missions jointly with the U.S. Air Force, with eight EF-18s, two KC-130s and one CASA 212 participating in 23,000 fighter sorties, 27,000 close air support missions, 21,000 training sorties and 29,000 SEAD and other types of sorties.

The next military operation of the Spanish Forces was Operation Deliberate Force, aimed at weakening the military power of the Bosnian Serb Army which had perpetrated the Srebrenica massacre in July 1995, in which 8300 Bosnians were murdered. The air campaign lasted for three weeks, with eight EF-18s and several other Spanish aircraft involved in operations flying over 3500 sorties.

Spanish Air Force EF-18 Hornets have also flown Ground Attack, SEAD, and combat air patrol (CAP) combat missions in Kosovo, under NATO command, in the Aviano detachment (Italy). They shared the base with Canadian and USMC F/A-18s. Over Yugoslavia, eight EF-18s, based at Aviano AB, participated in bombing raids in Operation Allied Force in 1999, a NATO military campaign directed against the Federal Republic of Yugoslavia as part of the Kosovo War. The operation was carried out without UN approval due to China and Russia vetoing it. The end of the campaign lead to the withdrawal of Yugoslav forces from Kosovo and end to the Kosovo War.

During the 2011 Libyan Civil War, a coalition of nations imposed a no-fly zone over the country in order to prevent Muammar Ghadaffi’s Lybian Armed Forces from using the air force to bomb the rebels, along with an arms embargo. Six Spanish Hornets, along with a few other Spanish planes, participated in enforcing the no-fly zone. Spain also allowed the use of its Rota, Morón and Torrejón bases by the coalition. The total costs for Spain over the 7-month operation ammounted to more than 50 million euros.

Variants

  • EF-18A – Single seat version, locally designated C.15
  • EF-18B – Two seat version, locally designated C.15E
  • EF-18A+ – Single seat version upgraded to F-18C standard
  • EF-18B+ – Two seat version upgraded to F-18D standard*Note: The “E” in “EF-18” stands for “España” rather than “Electronic [warfare]” as typically designated by the U.S. Department of Defense

EF-18A Specifications
Wingspan 40 ft 5 in / 13.5 m
Length 56 ft 0 in / 16.8 m
Height 15 ft 4 in / 4.6 m
Engine 2x General Electric F404-GE-402 turbofan engines
Maximum Takeoff Weight 51,900 lbs / 23,540 kg
Climb Rate 833 fps / 254 m/s
Maximum Speed Mach 1.7+
Range 1250 mi / 2,000 km
Maximum Service Ceiling 50,000 ft / 15,240 m
Crew 1 pilot
Armament
  • One M61A1/A2 Vulcan 20mm cannon
  • AIM 9 Sidewinder, AIM 7 Sparrow, AIM-120 AMRAAM
  • Harpoon, Harm, SLAM, SLAM-ER, Maverick missiles
  • Joint Stand-Off Weapon (JSOW)
  • Joint Direct Attack Munition (JDAM)
  • various general purpose bombs, mines and rockets

Gallery

llustrations by Haryo Panji https://www.deviantart.com/haryopanji

Two Hornets prepare for takeoff at exercise Anatolian Eagle, Turkey (USAF)
Armed EF-18, with laser guided GBU-10 Paveway II bombs and and AIM-9 Air to Air missiles (USAF)

Sources