Fiat G-91, G-95, aso ...

[apophenia]

I don't know much about it but the Fiat G.291 project was a final attempt to further develop the basic G.91 'Gina'. This was part of a programme called Studi 3-1x which introduced varying degrees of change to the base G.91Y 'Yankee' airframe. Of those 3-1x studies, the G.291 was proceeded by the equally elusive Fiat G.91E and G.91Y-2 models.

The ultimate Studio 3-1x concept was the G.291 which adopted a new wing. What little can be gleaned is that this new wing's trailing edge was kinked - looking less like a Sabre and more like an F-100. The key point seems to have been increasing flap effectiveness. Supposedly there was be two more wing pylons. I don't know what this new arrangement was meant to be (although I suspect a set of missile pylons set further outboard).

The 'Gina'  fuselage was said to be retained but I'm not sure how literally that is meant to be taken - the attached photo of the wind tunnel model seems to show a lengthened fuselage. The tailcone also looks less scalloped but, alas, I have no idea what engine type(s) was being considered.

Anyway, the G.291 was less dramatic a change than the various V/STOL 'Gina' schemes ... and certainly more readily 'modelable'. BTW, I got the attached image here:

-- https://www.secretprojects.co.uk/threads/fiat-aviazione-projects.31824/#post-351944

My take on the Fiat G.291 project can be seen here:
-- https://beyondthesprues.com/Forum/index.php?topic=351.msg215706#msg215706

[apophenia]

The entire Studi 3-1x series is mysterious enough to provide some decent whif-fodder. Rather than guessing at how to match Studi 3-1x models to Fiat model numbers, I'll just list the 3-1x numbers mention by The Aviationist in Ghiblis over the boot. These are:

- Studio 3-10 : Re-winged G.91Y.
-- Revised wing planform with kinked trailing edges in an attempt to increase flap effectiveness.

- Studio 3-11 : Higher-powered 3-10.
-- Revised wing planform combined with higher-output J85-GE-21 afterburning turbojets. [1]

- Studio 3-13A: Much higher-powered 3-11.
-- Wings as per 3-10 and 3-11. 2 x Rolls-Royce/Turbomeca Adour Mk.102 turbofans - producing 5,110 lbf dry and 7,300 lbf in full reheat. [2]

- Studio 3-15 : 'Bicycle' undercarriage arrangement; 2 x 30 mm DEFA cannons.
-- Presumably, that undercarriage was chose to free-up even more wing space for pylons. Engine was to be a single 9,275 lbf General Electric TF34 turbofan. [3]

- Studio 3-16 : Higher-powered, conventional undercarriage arrangement.
-- As per 3-13A, 2 x Adour Mk.102 turbofans. The model 3-16T was to be a 2-seat variant

- Studio 3-17 : Single-engined variant.
-- Powered by a single Turbo-Union RB.199 turbofan engine producing 9,100 lbf dry and 16,400 lbf wet.

No details are given for Studi 3-12 or 3-14. All of these concepts were intended to satisfy the AMI's CBR.80 (Caccia Bombardiere Ricognitore per gli anni 80) requirement. That would be eclipsed by the AM-X (Aeronautica Militare-X) requirement which was answered by Aeritalia 'clean sheet' Studio 3-20 which ultimately leads to today's AMX International ground-attack aircraft. For the full AMX development story, see:

-- https://theaviationist.com/special-reports/ghiblis-over-the-boot-the-story-of-the-amx-in-the-aeronautica-militare-italiana/

____________________________________

[1] Producing 3,500 lbf dry and 5,000 lbf wet versus 2,725 lbf dry and 4,080 lbf in reheat for the G.91Y's twin J85-GE-13As (which, I assume, were retained for Studi 3-10). The longer J85-GE-21 had a 9-stage compressor whereas the J85-GE-13A had 8-stages.

[2] Note, this is the same power as available to the Sepecat Jaguar but in a lighter airframe (Jag MTOW 15,700 kg; original G.91Y MTOW 8,700 kg).

[3] There is no mention of afterburning for the TF34 but that can probably be assumed.