SIAI Marchetti SF.260
Design activity resumed with light aircraft. Although
established companies received military orders for piston trainers, Piaggio
correctly viewed the United States as the largest aviation market but achieved
only limited sales there. New designers like Stelio Frati (b. 1919) and Luigi
Pascale (b. 1923) made their debut. Their most successful designs were the SIAI
Marchetti SF.260 (1964) and Partenavia P.68 (1970), still in production
together with the F.22 (1989) and P.92 (1993).Meteor, founded by Furio Lauri
(b. 1918), went from light planes to remotely piloted vehicles before being
acquired by Aeritalia.
Although the air force funded a limited experimental
program, including the Aerfer family of light interceptors, the abundant supply
of Military Direct Assistance Program aircraft made domestic production of
aircraft pointless. The first postwar Italian combat aircraft to enter
production was the Fiat G.91 light tactical fighter (1956), designed to a NATO
specification drawing heavily upon F-86 experience. Other companies sought
success abroad. Piaggio sold its P.149 to Germany, but the real surprises came
from the Agusta-Bell helicopters and the Aermacchi MB.326/339 jet trainers.
The F-104G program involved virtually the entire Italian
aviation industry, raising its technology levels, production capabilities, and
ambitions. A decade later the Tornado was another milestone, but national
programs told a different story. Like the industry, research funding was
fragmented, and government viewed the sector as an opportunity to create jobs
rather than technology. As a result, new products were developed very slowly
(the Fiat G.222 was conceived in 1962, flew in 1970, and reached units in 1978;
the Agusta A-109 was conceived in 1969, flew in 1971, and was delivered to the
army in 1978); frequently, industry launched derivative designs at the expense
of sales potential, as with the SF.260 turboprop versions. Other aircraft, like
the G.222, were hampered by their high cost.
The so-called 1977 aviation bill funded the CBR-80, a
fighter-bomber/reconnaissance successor to the G.91, which eventually became
the AMX (1984). The most ambitious Italian aircraft ever built, the AMX was
also the most controversial. It suffered from cost overruns (in part caused by
production cutbacks) and technical troubles but was successfully used in the
Balkans in 1997–1999. A similar fate befell the Agusta A-129 antitank
helicopter, handicapped by the philosophy of lightness and unable to achieve
export sales despite the good performance demonstrated in Somalia, including
shipboard operations.
Weakened by the lack of commercial success and the collapse
of military markets that followed the end of the Cold War, industry attempted
to revamp older products and accelerated its strategy of partnerships and
participation in advanced international programs like the Eurofighter Typhoon.
Agusta launched three new helicopters, including the BA609 tilt-rotor with
Bell, but by 2001 the Aermacchi M-346 lead-in fighter, based upon the
experience of the Russian- Italian Yak-130 program, was the only significant new
fixed-wing project under way with Italian leadership.
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