In the magazine "Vliegwereld" of 19 November 1936 an extensive report was published about the 15th aviation salon which had been held in Paris. The first impressions of the G-1 are discussed in this article too. The article is reprinted, in full, below. 

The G-1, the fighter plane Nbr. 1, is a plane, designed and build by the factory, before it had been ordered by somebody. That's why it could be built by the designers completely to their own opinion. And the result proved that their opinion was right. The experienced manufacturer, who experienced the World War showed to know the military side of aviation very well, and was able to adapt his creation to these experiences. One can clearly see from the G-1, that it is a logical merger between aerodynamics and the demands of a dogfight. Only a few planes share the same advantages, because the design of a military aircraft is very often started from the wrong point of view. The military client will bring everything he demands to be realised in the new aircraft, and subsequently the will postulate the performance requirements. It is then up to the manufacturer to build a plane based on these high demands. One can imagine that the result does not always meet the expectations. In recent years the system is changed. Especially in England all new acquisitions of the Royal Air Force are factory own designs. Once the planes are finished, the R.A.F. is requested to test them. And in many occasions the factory is proved to be right. In which, one should not forget that the factories acquired the cooperation of experienced former soldiers. 



The G-1 is of a mixed construction, however not completely according the known way of working of Fokker construction. The fuselage is rather short and the mid-section, containing the wing and nacelles, is made of wood and should be handled as one piece. The wing consists of two wing spars that run through the fuselage. The plywood coating of the fuselage and the wing is very well applied, you cannot discover any juncture and the finish is very smooth. The ailerons are very small, which is necessary because of the high speed the machine is capable to reach. And that is why at the topside in front of the ailerons interceptors are applied to help the transverse control. The wing is also equipped with hydraulically operated airbrakes. The front sides of the nacelles carry the engine bucks, is made of welded steel tubes. Engine power is delivered by two Hispano Suiza double radial engines, each counting for 750 hp. The engine is covered by very modern NACA-hoods, of which the backside consists of a number of segments that can be adjusted from the cockpit in order to regulate the cooling. The nacelles evolve to the back into slim tail booms. The complete tail-section is made of riveted alloy. And we noticed how properly the construction was done. As well the elevator as both rudders are equipped with little trim tabs, operated from the cockpit. Centered under the horizontal stabilizer is the tailwheel. The actual fuselage is very small and accommodates the pilot and the observer. We climbed into the cockpit and were immediately amazed, how spacious the pilot can sit, and how well thought the many handles and instruments, needed for the modern aircraft, are placed. The pilot can possess of a powerful armature, namely two rapid-fire cannons and two machine guns, all aiming straight forward. As the shooting is not hindered by shooting through a propeller circle, the high speed firepower of the modern machine guns can be used. For aiming a normal circle visor is placed outside on the hull. However in the front windshield a modern lighted visor is mounted, which makes aiming even more easy. The impractical riflescope, which was used until now, is renounced. The different fire arms are operated completely by mechanical means by using the pneumatically system of Messier. This system provides the possibility to operate every combination of fire arms with only one shoot handle.

The cockpit is completely modern equipped with an oxygen supply and a heating system, while a connection for electric heated clothing is available too. The canopy can be thrown off by pulling a handle, which the pilot will do in case of a forced landing. This preventing him to be locked in as a mouse in a trap when the plane is rolling over. Behind the pilot is the large petrol tank and there under the bomb rack. In the exhibited machine two bombs of two hundred kilos were mounted. The bombs are completely enclosed in the hull. Before the moment of dropping the bombs the observer can hydraulically open the two big bomb doors in the bottom of the hull, which will close after dropping the bombs. Behind the bomb bay lives the observer, who has a spacious cockpit. The whole rear point is made of cellon [Perspex, red.] and can rotate. The machine gun protrudes through slot-like opening. This cupola is well balanced, which we could ascertain ourselves, that while only by turning the machine gun the complete cupola is rotating accordingly without any effort. 

In case of a bomb attack aiming by the observer is easy because of the clear view in front and downwards. At the same time there is a small hatch enabling making air photos. And further a modern Philips radio transmitting and receiving system is mounted in this cockpit. 

The whole aeroplane gives the impression to be a powerful military weapon. The construction looks very simple, which provides the opportunity to be built in licence. Something many small countries still prefer to do, when they don't have a large aviation industry of their own. Factories to produce wooden constructions and steel tubes are commonly available, while the construction of the tail boom is possible by relatively simple tools. 

Many military experts visited the Fokker factory, and we observed many aviator-generals leaving the Fokker booth while carrying a Fokker catalogue under his arm. After the show the plane will have to endure a large number of flying and shooting tests. That's when the Dutch military aviation section will be able to test the plane intensively.