That's an awesome find thanks apophenia!
You wouldn't happen to know a time frame from when Fiat went from STOL G.95 to the actual production G.95?
Cheers
M.A.D ... and here's my CTOL variation of that theme:
https://beyondthesprues.com/Forum/index.php?topic=351.msg215553#msg215553The P.1127 concept to
Kestrel FGA.1 to
Harrier GR.1 gestation (under ASR.384) took just over a decade (Spring 1957 to Dec 1967). The vectoring-thrust BE53
Pegasus turbofan was radical but its core was the proven BS
Orpheus turbojet. By contrast, the Fiat designs were using unproven engine types ... which would likely extend development time.
So ... guesstimating ... from G.95 concept to production time might be 1963 to 1975 or thereabouts.
On powerplants, the early-ish G.95/3 was to have twin Bristol Siddeley BS.94s (
Orpheus replacements) for propulsion plus Rolls-Royce RB.162 liftjets (4 x RB.162s in drawings, mentions of x 5). The BS.94 was a turbojet derivative of the BS.75 turbofan (a scaled-down BS.58 'Straight-Through
Pegasus' - itself a mishmash of BS.53 and
Olympus 301). The RB.162 would eventually be flown in the
Mirage IIIV, VAK 191B, and Dornier Do 31 but was really only 'proven' as a boost engine for the
Trident airliner. You can see where this would go ...
Thing is, none of that could happen. A change at the top of Fiat resulted in a desire to divest the aviation side of the business. Of course, the Italian government couldn't allow Fiat Aviazone to disappear altogether. Their two moves were to fold the Fiat G.95/6 into the German VJ 101D programme (in April 1964) and to resurrect the stalled G.222 as a CTOL transport. Alfa Romeo Avio was also kept going (eventually forming a core part of Fiat Avio). So, Rome was able to keep Fiat Aviazione alive long enough to make it part of state-owned Finmeccanica (as Alenia). But the G.95 was Fiat's last aircraft design (and the G.222/C-27) their last production type.
