Profile Publications No. 134 The Fokker G-1

The Fokker G-1 prototype at the 1936 Paris Salon, where it caused great comment the Press hailed it as a sensation, although it had not flown at that time. 80-02 radial engines, giving 750 h.p. at 11,500 feet at 2,400 r.p.m. A maximum speed of 267-301 m.p.h. was quoted for the proto­type aircraft. INITIAL DEVELOPMENT After its successful appear­ance at the Paris Salon the G-1 was brought back to the Netherlands, to be prepared for its first flight. The “custard-and- chocolate” colour scheme used during the exhibition was replaced by a dark brown upper surface and a duck-egg blue undersurface, and the aircraft was also given the civil B-class registration X-2. (The X-group of registrations in the pre-war years was specially allotted to Fokker for use on prototypes and experi­mental aircraft). All this was done in a hanger at the small civil airfield of Welschap, near Eindhoven, which from the security point of view was considered a much more suitable place than Schiphol Airport near Amsterdam. The first flight with the G-1 prototype was made on 16th March 1937 from Welschap, the aircraft being piloted by Fokker’s Czech test pilot Mares, who after the flight expressed complete satisfaction with the aircraft’s behaviour. Later another Fokker test pilot, the German Emil Meinecke, also flew the aircraft. On 8th April he flew the aircraft to Amster­dam and on 13th and 14th April the G-1 was demon­strated before the Dutch Army Air Corps at Soester- berg AirBase. On later test flights Dutch military pilots were also allowed to fly the G-1. Although the Dutch military authorities were very interested in the Fokker G-1, which was at that time avery advanced fighter aircraft, they did raise some objections. For instance, they opposed the use of the Hispano-Suiza engines because the Fokker T.V bombers and D.XX1 fighters, which were already on order for the Army Air Corps, would be powered by Bristol Mercury engines and the introduction of a separate type of engine for the G-1 would result in undesirable complications in the Air Corps’ main­tenance and logistics system. Moreover the then rather new and untried Hispano Suiza engines had The prototype at Welschap aerodrome, shortly before its maiden /light this was on I6tli March 1937, with Mares at the controls. completely failed during a diving test, melted metal parts having been sucked into the exhausts and ejected against the tail surfaces !The prototype was then rc-engined with two Pratt &Whitney Twin Wasp engines, also of 750 h.p. Some other modi­fications were introduced on the prototype when it had to be rebuilt following an accident in which it rammed the doors of a hangar at Schiphol Airport after the brakes failed this happened on 4th July 1937. There also were some differences of opinion within the Army Air Corps regarding the G -l’s armament. Some of the experts believed that only machine guns should befitted, giving the aircraft a fixed eight-gun It is just possible to distinguish the experimental under wing dive-hrakes in this view o f G-1 A No. 302.4
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