Monoplane

Grumman F-14 Tomcat

TerryLeave a comment
F-14A

The F-14 Tomcat is a supersonic, twin-engine, variable sweep wing, two-place fighter designed to attack and destroy enemy aircraft at night and in all weather conditions.

Grumman F-14 Tomcat Article

The F-14 can track up to 24 targets simultaneously with its advanced weapons control system and attack six with Phoenix AIM-54A missiles while continuing to scan the airspace. It can also deliver free-fall or guided bombs.
Unique to the F-14 is the AWG-9 doppler radar which can track 24 targets simultaneously and engage six. These six targets can then be attacked with the AIM-54 Phoenix long range missile. The Phoenix can only be fired by the F-14 and it is the only long range standoff air-air missile employed by the United States armed forces. The F-14 also features a maximum speed of over Mach 2 and automatically sweeping wings which enhance the plane’s ability to maintain control in the air.
The first R&D aircraft was flown on 21 December 1970, and the production F-14A is powered by two Pratt & Whitney T1730-P-412A turbofans each having a maximum reheat rating of 20,900 lb (9 480 kg). Armament consists of an internally housed 20-mm M-61 A1 rotary cannon and (intercept mission) six AIM-7E/F Sparrow and four AIM-9G/H Sidewinder AAMs, or six AIM54A Phoenix and two Sidewinder AAMs.

US Navy F-14A

The first of 478 F-14A aircraft entered US Navy service in October 1972 and saw it’s first operational flight in September 1974. Tomcats first went to sea on board the aircraft carriers USS Enterprise and USS John F. Kennedy in 1974 75. By 1980 more than 340 of the 521 Tomcats expected to be purchased for the US Navy had been delivered. Power is provided by two 20,900 lb thrust (with afterburning) Pratt & Whitney TF30 P 412A turbofan engines, and armament can include one 20 mm General Electric M61A 1 cannon and four Sparrow or Phoenix air to air missiles under the fuselage, plus two more Sparrow or Phoenix missiles and two Sidewinders, or four Sidewinders under the fixed section of the wings. Alternatively, up to 14,500 lb (6,577 kg) of weapons can be carried for ground attack.

Delivered from September 1974, initial Pratt & Whitney TF30-P-414A-powered F-14As experienced problems from fan-blade failures and compressor stalls, the latter often at high angles-of-attack, leading to numerous irrecoverable “departures from controlled flight”. Usually in the form of flat spins, these contributed to annual losses peaking to 9-10 in the 1970s-80s, but diminishing somewhat when F110-GE-400 turbofans were introduced in F-14Ds.
GEC-Marconi digital flight-control systems and Martin-Baker zero-zero ejection-seats brought further F-14 safety improvements, although compressor stalls were not entirely eliminated.
A total of 377 had been delivered to service by the beginning of 1981.
A total of 79 F-14 A models were exported to Iran 1976-78. The Imperial Irani Air Force during the reign of the Shah of Iran ordered 80 aircraft, but only 79 were delivered, as the last unit was embargoed and turned over to the United States Navy.
The original F-14A was soon found to be slightly underpowered, and handicapped by engine reliability problems. Two prototypes were built with Pratt & Whitney F401-P-400 turbofans as F-14Bs, but the F-14B did not enter production. The F-14C was an unbuilt version with F401-P-400s and new avionics. One of the F-14Bs was later re-engined with the General Electric F101 (now F110-GE-400) as the F-14DFE to serve as the prototype F-14A (Plus). Thirty-eight of these aircraft are being newly built, and 32 F-14As are being re-engined. The F-14A+ (later designated F-14B) entered service in 1987.
The F-14D Super Tomcat first took to the air on February 9, 1980. The upgrade included enhanced APG-71 radar and cockpit, a dual IRST/TV undernose pod, and increased AAM capability. The Tomcat has now been equipped for night-attack bombing duty with the use of a LANTIRN (Low Altitude Navigation and Targeting InfraRed for Night) pod. The upgrade allows the F-14 to remain in service until the arrival of the F/A-18E/F Super Hornet.

Production of the F-14A ship-borne interceptor will switch to the A(Plus) model in FY1987, and to the D version in FY1988. The F-14A(Plus)/F-14D development programme was initiated in July 1984, and consists principally of upgrades to the F-14A radar, avionics, and power plant systems, together with integration of the ALQ-165 airborne self-protection jammer, the Jtids secure datalink, an infrared search and track sensor (IRST), and the LAR-67 threat warning and recognition system. The new radar, the APG-71, based on the F-14A’s AN/AWG-9 system, includes a high-speed digital signal processor.
These upgrades will be incorporated into production Tomcats in two stages. The first will involve the engine upgrade only, the F-14A’s TF30 power plant being replaced by the General Electric F110 turbofan in some FY1987/1988 procured aircraft which will be known as F-14A(Plus). The second step combines the engine upgrade with the new radar and avionics, the resulting aircraft becoming the F-14D. F-14D procurement begins in FY1988.
In September 1986 the US Navy revised its F-14A(Plus)/F-14D purchase plans. Only seven production A(Plus) will now be acquired, two in FY1987 and five in FY1988, to be followed by a total of 127 Ds instead of the 304 originally planned. Seven F-l4Ds are to be funded in FY1988, and 12 per year will be procured there¬after until the planned total is reached. The first production F-14A(Plus) is scheduled for delivery in November 1987, followed by the F-14D from March 1990. Approximately 400 F-14A/A(Plus) Tomcats will be retrofitted with F110 engines and upgraded equipment to give an all-D-model F-14 fleet by 1998.

On 4 January 1989 two US Navy F-14 downed two Libyan MiG-23.

The USN lost nearly 170, mainly from accidents rather than operational attrition over Iraq and elsewhere.

F-14 retirement was accelerated by it being the USN’s most costly combat aircraft to operate, from requiring 40-60 maintenance man-hours (MMH) per flight-hour. This compares with 10-15 MMH for the latest Boeing F/A-18E

The US Navy planned to retire its Mach 2.34 multi-role Grumman F-14s, when VF-31, the last Tomcat squadron, begins conversion to Boeing F/AA8E/F Super Hornets at NAS Oceana, Virginia, in September 2009. The F-14 was formally retired from the US Navy on 22 September 2006.

Gallery

F-14 Tomcat
Engines: 2 x GE F110 GE400, 27,800 lb
Wingspan Open: 64 ft. 0 in
Wingspan Swept: 38 ft. 0 in.
Length: 61 ft. 9 in
Weight Empty: 40,100 lb
Max. Weight: 74,350 lb
Payload: 14,500 lb
Range: 1,842 mi
Fuel External: 4,070 lb
Fuel, Internal: 17,340 lb
Ceiling: 55,000 ft
Climb Rate: 45,000 fpm
Max. Speed: 1,585 mph
Cruise Speed: 610 mph
Hardpoints: six
Cannons: 1x 20 mm
Crew: 2

F-14A Tomcat
Engines: 2 x P&W TF30-P-412A or -414A turbofan.
Installed thrust (reheat): 20,900 lb st. / 92.97 kN
Span (max), 64 ft 1.5 in (19,55 m), (min) 37 ft 7 in (11,45 m).
Length, 61 ft 11 in (18,90 m).
Height: 16 ft (4,88 m).
Wing area: 565 sq ft (52,50sq.m).
Tactical radius (internal fuel and four Sparrow AAMs), 450 mls (725 km).
Empty wt: 18,290 kg.
MTOW: 68,567 lb (31 101 kg).
Empty equipped wt: 40,070 lb (18 176 kg).
Warload: 8618 kg.
Max level speed at 10.975m (36,000 ft) Mach 2.37 or 2.517 km/h (1,564 mph)
Service ceiling: 17,070+m (56,000+ ft)
TO run: 427 m.
Ldg run: 884 m.
Fuel internal (external): 7174 kg (1720 kg ).
Air refuel: Yes.
Armament: 8 x AAM / 14225kg, 1 x 20 mm M61A1 Vulcan six-barrel cannon with 675 rounds.
Crew: 2

F-14A+ Tomcat
Engine: 2 x General Electric F110-GE-400 turbofan, 23,100 lb st.

F-14B Tomcat
Engine: 2 x Pratt & Whitney F404-P-400 turbofan

F-14D Tomcat
Engine: 2 x General Electric F110-GE-400 turbofan, 23,100 lb st.

F-14DFE Tomcat
Engine: 2 x General Electric F101 turbofan

Grumman C-1 Trader

TerryLeave a comment
C-1A

Requiring a transport able to support aircraft carriers at sea with high-priority freight and personnel, the US Navy contracted with Grumman for a derivative of its S2F (later S-2) Tracker carrierborne anti-submarine plane for the COD (Carrier Onboard Delivery) role in succession to considerably more limited types such as the 12-passenger version of the Douglas AD-5 Skyraider. The G-96 design was based closely on the S2F with its fuselage remodelled for the transport role, and as such was fully compatible with 52F support equipment on board American carriers. The type appeared in 1955 as the TF-l Trader, and 87 aircraft were produced. In 1962 these were redesignated C-lA, and the machines were eventually supplemented and finally supplanted by the same company’s C-2A Greyhound.

Grumman C-1 Trader Article

Principal versions -TF-l (COD plane later redesignated C-1A) and TF-1Q (four aircraft modified for electronic countermeasures training, later redesignated EC-1A). Generally one C-lA Trader was permanently attached to each American carrier, and others were allocated at strategically placed naval air stations to support carriers operating round the USA, Europe, and the Far East.
The C 1A is run with a three man crew. All seats in the cabin face the rear, and the accommodations are far from plush. Double strap shoulder harnesses are standard. The C 1A is a relatively slow airplane indicating 150 knot cruise. The C 1A can make a deck run takeoff, but the catapult is preferable, because after a deck run the airplane goes off the end below its engine out minimum control speed. The C-1A leaves the cat at 112 knots, the best single engine rate of climb speed with one third flaps.

C-lA Trader
Two/three-crew carrier onboard delivery plane.
Engines: 2 x 1,525-hp (1,137-kW) Wright R-l820-82 Cyclone radial.
Maximum speed 290 mph (467 km/h) at 4,500 ft (1,370 m)
Initial climb rate about 1,800 ft (549 m) per minute
Service ceiling 22,000 ft (6,705 m)
Range about 800 miles (1,288 km)
MTOW: 27,000 lb (12,247 kg).
Wing span 72 ft 7 in (22.12 m)
Length 43 ft 6 in (13.26 m)
Height 16 ft 7 in (5.05 m)
Wing area 499.0 sq ft (46.36 sq.m).
Payload: nine passengers or freight.

E-1B Tracer –

Grumman G-98 F11F Tiger / F-11

TerryLeave a comment

The US Navy’s first transonic shipboard warplane, development of the G-98 was ordered on 27 April 1953 as a revised and improved F9F-6. In the event, there was no commonality with the earlier fighter, but nevertheless, when the first example was flown on 30 July 1954, it was designated YF9F-9, this being changed to F11F-1 in April 1955.

Grumman F11F Tiger Article

The airframe had mid-set wings sweptback at 30 degrees. There are swept-back tail surfaces, with an all-moving tailplane mid-set on the fuselage. No ailerons are fitted. Lateral control being by spoilers. Leading edge slats are fitted. Trailing-edge flaps are over the full span except for the folding tip portions. Finger type air-brakes are under the fuselage. Two underwing jettisonable fuel tanks may be fitted.

The tricycle under-carriage has a single wheel on each main unit and twin-wheel nose unit. The main wheels retract forward and into the fuselage, and the nose wheels retract rearward.

Able to fly supersonic in level flight, the F11F-9 Tiger was in production for the U.S. Navy in 1955. Six prototypes and 39 F9F-9 were ordered initially. Difficulties with the intended afterburning Wright J65-W-6 engine dictated installation of the derated J65-W-18 in the production F11F-1 with a maximum military thrust of 7,450 lb (3379 kg) and 10,500 lb (4 763 kg) with full reheat. In consequence, the F11F-1 failed to meet contractual performance guarantees.

F11F-1 Tiger

A small number of pre-production aircraft, each with a Wright J65-W-6 turbojet engine with afterburner, were followed by 39 production aircraft (ordered with J65-W-4 afterburning engines).

Grumman F11F-1

The last two Tigers of the initial production batch were fitted with the General Electric YJ79-GE-7 turbojet rated at 9,600 lb (4 355 kg) military thrust and 15,000 lb (6 804 kg) with reheat as F11F-1Fs.
One of the F11F-1Fs attained a speed of 1,963km/h and set a short-lived height record on 18 April 1958 of 23,449m.

A further contract for J65-W-18-engined Tigers placed for the US Navy brought the total number of F11F-1s built to 201, but these were gradually phased out of first-line service from 1959. Those which remained in second-line service when the tri-service designations became rationalised in 1962 were redesignated F-11A.

F-11A Tigers of Blue Angels 1965

Production was limited to 201 aeroplanes, the last being delivered in March 1957, service phase-out commencing in 1959.

F11F-9 Tiger

Gallery

F11F-1
Engine: 1 x Wright J-65-W-6, 33.8kN
Max speed, 753 mph (1212 km/h) at sea level.
Initial climb, 16,300 ft/min (82,8 m/sec).
Range, 1,108 mls (1783 km).
Service ceiling: 16700 m / 54800 ft
Empty weight, 13,307 lb (6 036 kg).
Max loaded weight, 23,459 lb (10 641 kg).
Span, 31 ft 8 in (9,65 m).
Length, 44 ft 10.75 in (13,68 m).
Height, 13 ft 2.75 in (4,03 m).
Wing area, 250 sq ft (23,22 sq.m).
Armament: four 20-mm cannon.
Crew: 1

F11F-1
Engine: 1 x Wright J-65-W-18, 10,500 lb
Span, 31 ft 8 in (9,65 m).
Wing area, 250 sq ft (23,22 sq.m).
Length, 44 ft 10.75 in (13,68 m).
Height, 13 ft 2.75 in (4,03 m).
Empty weight, 13,307 lb (6 036 kg).
Max loaded weight, 24,078 lb
Max speed, 740 mph / M1.12 at 35,000 ft
Service ceiling: 50,500 ft
Range, 600 mls
Armament: four 20-mm cannon.
Hardpoints: 4
Crew: 1

F11F-9 Tiger
Naval fighter
Crew: 1
Engine: Wright J65-W-7 Sapphire turbojet, with afterburner, 7500 lb. thrust.
Wingspan: 31 ft. 5 in
Length: 39 ft.
Loaded weight: approx. 14,000 lb.

Grumman G-93 F9F Panther / Cougar / G-99

TerryLeave a comment
F9F Cougar

The first jet-powered ‘cat’ to be produced by Grumman and the first carrier borne jet to get into combat, the F9F Panther performed Korea where it constituted the backbone of US Navy and US Marine Corps air power, and by the time production ceased in late 1952 close to 1,400 had been built.

The Cougar was a swept-wing development of the earlier G-79 Panther. The fuselage was similar but the wings and tailplane were swept at 35 deg. The original layout of this single-seat carrier-based fighter provided for the installation of four wing-mounted Westinghouse 19XB-2B (Navy J30) axial-flow jets. But this arrangement was abandoned in favour of one fuselage-mounted high-powered turbojet engine before prototype construction began, a change prompted by the successful tests conducted by the Navy in December 1946 with two imported Rolls-Royce Nene engines. Grumman then turned its attentions to a single-seat single engine jet day fighter, two prototypes duly being ordered with the designation XF9F-2. Powered by an imported Rolls-Royce Nene engine, the first of these made its maiden flight on 24 November 1947 and such was the promise shown that substantial orders were soon forth¬coming for production-configured F9F-2 aircraft fitted with the licence-built Pratt & Whitney J42 copy of the Nene turbojet and British made Stanley Model 22G ejection seat.

The second prototype was similarly fitted, but the third (the XF9F-3) had an Allison J33 engine. Production aircraft were divided between Nene and Allison-powered models, the former engines licence-built by Pratt & Whitney as J42s.

The first production F9F-2, powered by a 22.24kN J42-P-6, flew for the first time on 24 November 1948. The 20.46kN J33-A-8-powered prototype flew for the first time on 15 August 1948 and a total of 418 of both versions were built. However the F9F-2 proved to be the better version and the F9F-3s were re-engined to F9F-2 standard.

Although the F9F-2 was the initial production model, the honour of being the first variant to enter service fell to the F9F-3, which used the slightly less powerful Allison J33 engine. This joined US Navy Fighter Squadron VF-51 during May 1949 but in the event only 54 F9F-3s were completed, most being modified later to F9F-2 standard. The next version to appear was the F9F-4 (73 of which were ordered originally) with the Allison J33-A-16, but none was completed and the contracts were combined with those for more than 580 27.80kN Pratt & Whitney J48-P-4/6A-engined F9F-5s (which flew for the first time on 21 December 1949). The F9F-2, -3, -4 and -5 were in service in 1955.

The most prolific variant was the F9F-5 which was powered by the Pratt & Whitney J48, a licence-built Rolls-Royce Tay, and redesigned fin and rudder. Over 600 were completed by the time production ceased at the end of 1952, this total including a small number of F9F-5P aircraft for photo reconnaissance duties. F9F-5P is long-nosed photo-reconnaissance version. Later machines can be seen with flight refuelling nose-probe.

F9F-5 Panther

The F9F-5 was the last version to see squadron service, being finally retired by VAH-7 in October 1958, although many Panthers continued to fly after that date with training units, and as F9F-5KD (from 1962 DF-9E) drone targets and controllers for missile trials.
The F9F-4 was powered by an Allison J33-A-16 engine. The F9F-5P was a photographic-reconnaissance version with a longer camera nose.

First flown in prototype form as the XF9F-6 on 20 September 1951, the Grumman F9F Cougar evolved from the earlier F9F Panther series of fighter aircraft. It differed mainly from its predecessors by virtue of posses¬sing swept wings and tailplane, thus earning the distinction of being the first swept-wing carrierborne type to enter service. Apart from this, changes were kept to a minimum to facilitate rapid production. Indeed, the new Cougar entered service just 14 months after its maiden flight took place, initial exam¬ples of the 32.25kN Pratt & Whitney J48-P-8-engined F9F-6 (later designated F-9F) joining VF-32 of the Atlantic Fleet naval air force during November 1951.

F9F-5 Cougar

Shortly after this, deliveries to Pacific Fleet units got under way, and the type was very soon introduced to combat in Korea. Production of the F9F-6 totalled 706 aircraft, 60 of which were completed as unarmed F9F-6P machines for reconnaiss¬ance duties with a longer nose to accommodate K-17 and tri-metrogon cameras, and these were followed by the F9F-7 (F-9H) which was pow¬ered by an Allison J33-A-16A turbojet. This proved to be only a temporary change, and after completing 168 F9F-7s Grum¬man reverted to the Pratt & Whitney J48 engine for the F9F-8 (which bore the Grumman design designation G-99) (F-9J), which became the definitive Cougar, well over 1,000 being completed in three basic variants. First to appear was the F9F-8 (601 built). Movable leading-edge slats were replaced by fixed cambered leading-edge extensions outboard of the wing fences. Total internal fuel capacity was increased by 530 litres. Large numbers were later modified to F9F-8B (AF-9J) standard with provision for air-to-surface guided missiles. The first production F9F-8 flew on 18 January 1954.

Grumman F9F Cougar / Panther Article

Some 110 of a photo-reconnaissance version designated F9F-8P (RF-9J) flew for the first time on 21 August 1955 and had an extended nose for the cameras.

F9F-5P

The Cougar also lent itself to the training of future naval aviators; a prototype two-seat YF9F-8T first flown on 4 April 1956 was followed by 399 F9F-8T (TF-9J) production examples, some of which remained in use with Naval Air Training Command until well into the 1970s. The F8F-8T was armed with two 20mm cannon and was 23 inch longer than the original cougar. Production of this version ended on the last day of 1959.

As far as front-line units were concerned, the Cougar disappeared from the scene early in 1960, the last operational version being the F9F-8P, but many continued to fly long after that date with the Reserve Force and with Air Training Command. Surplus aircraft became F9F-6K (QF-9F) and F9F-6K2 (QF-9G) target drones or F9F-6D (DF-9F) drone directors.

F9F-8T Cougar

Panthers are remembered for recording a victory against an enemy jet aircraft, a MiG-15, on 9 November 1950.

Replica: Gros F9F Panther

Gallery

F9F-5 Panther
Engine: one 3175-kg (7,000-lb) thrust Pratt & Whitney 148-P-6A turbojet
Maximum speed 932 km/h (579 mph) at 1525 m (5,000 ft)
Cruise speed: 774 km/h / 481 mph
Service ceiling 13380 m (43,900 ft)
Range 2092 km (1,300 miles)
Empty weight 4603 kg (10,147 lb)
Maximum take-off 8492 kg (18,721 lb)
Wingspan 11.58 m (38 ft 0 in)
Length 11.58 m(38 ft 0 in)
Height 3.73 m (12 ft 3 in)
Wing area 23.23 sq.m (250 sq ft).
Armament: four 20-mm cannon, plus up to 1361 kg (3,000 lb) of external ordnance.
Crew: 1

F9F-5 Cougar
Naval fighter
Engine: Pratt & Whitney J48-P-8 turbojet with afterburner, 7200 lb. thrust
Wingspan: 36 ft. 5 in
Length: 42 ft. 3 in
Loaded weight: approx. 20,000 lb.
Max. speed: 690 m.p.h.
Ceiling. 50,000 ft.
Range: approx. 1,000 miles.
Crew: 1
Armament: 4×20 mm. Cannon

F9F-5P
Naval photo-reconnaissance aircraft
Engine: Pratt & Whitney 148-P-6A turbojet, 6,250 lb. thrust
Wingspan: 38 ft
Max. speed: 625 m.p.h.
Loaded weight: 15,750 lb.
Ceiling: over 50,000 ft.
Max. range: 1,200 miles.
Crew: 1.
Armament: None

F9F-6
Engine: Pratt & Whitney J48-P-6A, 6,250 lb (2 835 kg).

F9F-7
Engine: Allison J33-A-16, 6,250 lb (2 835 kg).

F9F-8 Cougar
Engine: one 3289-kg (7, 250-lb) thrust Pratt & Whitney J48-P-8A turbojet.
Maximum speed 1033 km/h (642 mph) at sea level
Service ceiling 12800 m (42,000 ft)
Range 1690 km(l,050 miles)
Empty weight 5382 kg (11,866 lb)
Maximum take-off 11232 kg (24,763 lb)
Wingspan 10.52 m (34 ft 6 in)
Length 12.73 m(41 ft 9 in)
Height 3.72 m (12 ft 2.5 in)
Wing area 31.31 sq.m (337 sq.ft).
Armament: four 20-mm cannon, plus up to 1814 kg (4,000 lb) external ordnance

F9F-8P

TF-9J
Engine: 1 x Pratt & Whitney J48-P-8A turbojet, 32.0kN
Max take-off weight: 9344 kg / 20600 lb
Wingspan: 10.52 m / 34 ft 6 in
Length: 13.54 m / 44 ft 5 in
Height: 3.73 m / 12 ft 3 in
Service ceiling: 15240 m / 50000 ft
Range: 966 km / 600 miles
Armament: 2 x 20mm cannon, 907kg external

Grumman F9F Panther
Grumman F9F Cougar

Grumman G-83 / XF10F Jaguar

TerryLeave a comment

Greater success attended the development of variable-geometry wings, which allow the use of a minimum-sweep position for take-off and landing, an intermediate-sweep position for fuel-economical cruise, and a maximum-sweep position for high dash performance. The navy’s first essay in this field was the Grumman XF10F Jaguar, which was conceived in 1948 as a possible successor to the F9F Panther. The aerodynamic features of a variable-geometry type had already been explored in a number of aircraft, most notably the Westland Pterodactyl IV developed in the UK during the early 1930s, the Messerschmitt P.1011 designed in Germany during World War II, and the experimental Bell X-5 sponsored by NACA and the LTSAF with the ultimate purpose of validating a fighter-type wing with sweep variable between 20 deg and 60 deg. The X-5 had not flown when Grumman set to work on the Jaguar, but a considerable quantity of engineering data was available and this proved valuable to the Grumman engineers, who were faced with a host of problems.
Originally the XF10F had been planned as a development of the Panther with clipped delta flying surfaces. Designed as a transonic single-seat shipboard fighter with an internal armament of four 20-mm cannon and provision for an external bomb load of up to 4,000 lb (1814 kg). The sweep angle of the wings could be varied hydraulically between 13.5 and 42.5 deg, and high-lift devices consisted of full-span slats and an 80 per cent Fowler flap. The concept was then refined to the point at which a tilting variable-incidence wing was in adopted for reduction of the take-off and landing speeds. The navy then added additional responsibilities to the basic fighter-role, and these so increased the structure weight that the company came up with the notion of providing a variable-geometry wing. Further refinement was added after this when it was decided to allow the wing to be swept at any angle between the minimum- and maximum-sweep angles. The provision of such wings increased the type’s weight by 2200 lb (998 kg) but reduced landing speed from 132.5 mph (213 km/h) to 109 mph (175 km/h). The Jaguar was also provided with an advanced control system that included a delta surface forward of the fin to act as a servo for the all-moving tailplane and so improve control response at transonic speed.
The tailplane was operated by a novel arrangement where the pilot controlled a small delta-wing airfoil at the tip of the tail bullet. This in turn moved the main elevator Unfortunately, a lag in the response between stick and surface usually resulted in a Pilot Induced Oscillation (PIO) and the Jaguar was virtually uncontrollable much of the time.

The engineering of so complex an aeroplane took considerably longer than expected, and it was May 1953 before the XF10F prototype flew, three years behind schedule. The Jaguar was intended to be powered by a Westinghouse XJ40-WE-8 turbojet rated at 7,400 lb (3 357 kg) military thrust and 10,900 lb (4 944 kg) with full reheat, but when flight trials were initiated on 19 May 1952, a J40-WE-6 rated at 6,800 lb (3 084 kg) was fitted. The novel servo-control system for the tailplane proved far too slow in operation, and was replaced by a conventional powered tailplane, but it soon became clear that considerable revision of the basic design would have to be undertaken before production aircraft could be considered. Numerous problems arose during the test programme and as some of these could not be resolved, trials terminated with the 32nd flight on 25 April 1953. Orders had been placed for 112 production F10F-1s, but 100 of these were cancelled on 1 April 1953 and the remaining 12 on the following 12 June.

Empty weight, 20,426 lb (9 265kg).
Max loaded weight, 35,450 lb (16080 kg).
Span (min sweep), 50 ft 7 in (15,42 m), (max sweep), 36 ft 8 in (11, 17 m).
Length, 54 ft 5 in (16,59 m).
Height, 16 ft 3 in (4,95 m).
Wing area (min sweep), 467 sq ft (43,38sq.m), (max sweep), 450 sq ft (41,81sq.m).
Max. speed: 1143 km/h / 710 mph
Range: 2687 km / 1670 miles

Grumman TBF / TBM Avenger

TerryLeave a comment
TBM-3E

Two prototypes designated XTBF-1 were ordered on 8 April 1940, the first flying on 1 August 1941. The engine was a Wright R-2600-8 Cyclone 14-cylinder two-row radial rated at 1700 hp driving a Hamilton Hydromatic propellor. The extremely large wings folded to the rear about skewed hinges so that they lay along the sides of the fuselage, upper surfaces outwards. The main landing gear had a wide track yet retracted outwards into the wings. The fuselage accommodated a crew of three and an internal weapons bay, and the defensive and offensive armament was well planned. The pilot dropped the short 55.9 cm (22 in) torpedo, 907 kg (2000 lb) bomb or other internal load, fired the fixed guns (one 7.7 mm Browning in the upper right of the nose, and in the TBF 1C and nearly all subsequent versions two 12.7 mm in the outer wings) and rockets (eight 27.2 kg in the TBM 3). The bomb aimer sat in the lower fuselage behind the weapon bay, helped with navigation, sighted the torpedo or bombs in level bombing and manned the 7.7 mm machine gun in the rear ventral position. In the electrically operated turret with its 12.7¬mm gun sat the radio operator and turret gunner.

Grumman TBM Avenger Article

In December 1940 the US Navy placed an initial order for 286, subsequently multiplied, and deliveries began in January 1942 to VT 8. The same squadron took their TBF 1 Avengers into action for the first time during the Battle of Midway, where they did great damage for little loss, while 35 of the 41 old TBDs were shot down in a single engagement. By December 1943 Grumman had delivered 2293 Avengers, most of them being TBF 1Cs with the wing guns and provision for two underwing drop tanks. The Royal Navy received 402 of these Grumman built aircraft (for the first six months calling them Grumman Tarpons), with the US Lend/Lease designation of TBF 1B and the British name Avenger I. The first squadron, Fleet Air Arm No 832, was in action at the Battle of the Solomon Islands in June 1943, aboard the US carrier Saratoga. A further 63 TBF IBs were supplied to the RNZAF.

Grumman TBF-1C Avenger

Avenger NZ2505 was the first Avenger to arrive in NZ in 1943 and flew with RNZAF 30 Sqn. It was retired in 1959.

So important was the Avenger that a second source was arranged, to boost rate of output. As with the Wildcat fighter this second manufacturer was Eastern Aircraft division of General Motors. Between September 1942 and April 1944 Eastern delivered 2882 TBM 1 and 1C Avengers, almost identical to the Grumman 1 and 1C, and 334 TBM 1 were designated Avenger II when supplied to the Royal Navy.

In early 1943 Grumman built an XTBF 3 prototype with 1900 hp R 2600 20 engine. This version subsequently became the standard production Avenger, all made by East¬ern Aircraft (Grumman concentrating on the F6F Hellcat fighter). Between April 1944 and August 1945 Eastern delivered 4664 of this more powerful TBM 3 model, which also carried more fuel, had stronger wings equip¬ped to carry drop tanks, radar or rocket projectiles, and in most aircraft had the turret removed. The Royal Navy received 222 designated Avenger III.
The TBM-3E, almost the same as the earlier TBF, had a fuselage stretch of around one foot and a more powerful engine.

Flight 19 – Bermuda Triangle Article

In 1946 the Avenger was the first aircraft ever to carry early warning (AEW) radar, the Project Cadillac set that became APS 20. This became a standard interim service type, designated TBM-3W and 3W2, with no turret and rearranged interior.

TBF-3W

The TBM 3E was a post war rebuild which was put back into ‘remanufacture production’ during the Korean war, for the Royal Navy (100 Avenger AS.4), Royal Canadian Navy (115) and Aeronavale (96). The TBM 3S and 3S2 were antisubmarine strike versions for the Netherlands and Japan. The TBM-3U was a target towing version, and the TBM 3R was a seven seat COD (Carrier On Board Delivery) transport.
958 served with the Royal Navy.
All models were powered by Wright R-2600 Cyclone engine.
A total of 9839 aircraft were built.

Avengers in service with the Royal Canadian Navy in 1955 were ex-U.S.N. aircraft, modified by Fairey Aviation of Canada. Some retain original ballshape gun turret at rear of glasshouse. Others are unarmed. All carry a radome cannister under starboard wing.

Royal Canadian Navy TBM-3

Gallery

TBF-1
Engine: 1 x Wright R-2600-8 Cyclone 1700 hp.
Max speed: 278 mph / 445 kph.
Service ceiling: 22,600 ft / 6890 m.
Wing span: 54 ft 2 in / 16.5m
Width folded: 19 ft / 5.8 m.
Length: 40 ft / 12.2 m.
Height: 15 ft 5 in / 5 m.
Wing area: 490 sq.ft.
Empty wt: 10,600 lb.
MTOW: 7053 kg / 17,600 lb.
ROC: 1075 fpm / 376 m/min.
Range: 1450 km / 905 sm.
Crew: 3
Armament: One .30 mg in cowling, one fixed .50 mg in each outer wing, one .50 mg in power-operated turret, one .30 mg in ventral hatch, bomb bay / one torpedo, one 2000 lb bomb or four 500 lb bombs

TBF-1C Avenger
Engine: 1 × Wright R-2600-20 Twin Cyclone , 1,900 hp (1,420 kW)
Wingspan: 54 ft 2 in (16.51 m)
Length: 40 ft 11 in (12.48 m)
Maximum speed: 275mph (442 kph)
Maximum range: 1000 miles (1610 km)
Service Ceiling: 30,100 ft (9,170 m)

TBM 3 / TBF
Engine: Wright R-2600-20 Cyclone 14, 1726 hp / 1305kW
Span: 16.51 m (54 ft 2 in)
Length: 12.2 m (40 ft 0 in)
Height: 16 ft 5 in / 5.0 m
Wing area: 489.977 sq.ft / 45.52 sqm
Weight empty: 10105.5 lb / 4583.0 kg
Gross weight: 8278 kg (18 250 lb)
Max speed: 232 kts / 430 km/h (267 mph)
Cruising speed: 128 kts / 237 km/h / 147 mph
Service ceiling: 23392 ft / 7130 m
Wing loading: 37.31 lb/sq.ft / 182.00 kg/sq.m
Range: 982 nm / 1819 km
Crew: 3
Armament: 3x MG cal.50 (12,7mm), 1x MG cal.30 (7,62mm), 907kg ord.

TBM-3
Engine: 1,750 h.p. Wright R2600-20
Wingspan: 54 ft. 2 in
Length: 40 ft. 11.5 in
Loaded weight: 16,761 lb
Max. speed: 261 mph
Ceiling: 22,600 ft.
Typical range: 1,130 miles at 151 mph
Crew: 2-3.

TBM-3E
Engine: 1 x Wright R-2600-20 Cyclone

TBM-3

Grumman G-58 F8F Bearcat

TerryLeave a comment
Grumman F8F-l Bearcat

Conceived as a replacement for the earlier Grumman F6F Hellcat, the Grumman F8F Bearcat was also intended to surpass the Japanese Mitsubishi A6M ‘Zeke’ and later fighters. The provision of significantly more power than the R-2800 engine of the F6F Hellcat was impractical, so the design team concentrated upon producing a smaller lightweight aircraft which would ensure the performance required of a carrier-based interceptor. But although deliveries began before VJ-Day the Bearcat played no part in World War 2, most of the 8,000 or so examples on order being cancelled following the return of peace Despite being overtaken by events, the Bearcat did see service with the US Navy in substantial numbers, a total of 1,263 eventually being completed for this service, and many of these were later passed on to the air arms of France, Thailand and South Vietnam.

Standard production machines were capable of speeds well in excess of 644 km/h (400 mph), whilst the specially modified aircraft flown by stunt pilot Al Williams actually achieved a speed of 805 km/h (500 mph) at 5790 m (19,000 ft). Even more startling, however, was the rate of climb, one F8F-1 reaching 3050 m (10,000 ft) in just 94 seconds from brakes-off during November 1946 and setting a national record in the process.
Two prototypes, designated XF8F-1 and named Bearcat, were ordered on 27 November 1943, and the first flew on 31 August 1944. It marked a complete break with previous Grumman fighters, the only points of similarity being the portly fuselage and bluff engine, and the broad wing of generous area. Apart from those characteristics the XF8F was new, quite apart from being remarkably compact. The wing span was only 35ft l0in and the overall length 28ft 3in, and it was an extremely simple and uncluttered design. The single main spar ran straight from tip to tip and the engine firewall was in line with it. The centre of gravity of the loaded aircraft was eight inches in front of this point, emphasising how close-coupled the whole aircraft was. The wing was made in one piece, only the tips being arranged to fold straight up and over, and the top of the wing formed the floor of the cockpit. The seat was mounted straight on the wing, and pilots added their own personal cushion(s) so that they had a good view from the high teardrop canopy. The main landing gear retracted straight inwards, the small wheels with high-pressure tyres being housed in the wing root leading edge. A novel idea, later abandoned, was to arrange that, if the wing suffered vertical acceleration exceeding 8.5g, the outer 3ft of each wing would break off (preventing a catastrophic breakage at the root).
Figures taken during trials with the prototype Bearcat included a speed of 424 mph at 17,300ft and an initial rate of climb of 4,800 ft/ min. In October 1944 an initial series of 3,899 F8F-ls was ordered, with the 2,100-hp R-2800-34W engine, four 0.5-in guns and 169 lb of armour.
Deliveries of F8F-ls to the first operational squadron began in May 1945.

Thou¬sands were cancelled at VJ-Day, 770 built, and the first navy squadrons were still working up at this time (so the Bearcat’s baptism of fire came with the French in Indo-China and with Thailand. Grumman actually built 674 Dash-1s, followed by 224 F8F-lBs with four 20-mm cannon and finally 365 F8F-2s, similar to the -lB but with a taller fin (by 30.5cm), extra armour, a modified cowling and other changes. This total includes some (believed to be 12) -2N night-fighters with APS-19 radar were and a larger number (believed to be 60) -2Ps with only two cannon but a reconnaissance camera.
With an 1,863kW R-2800-E engine, an F8F-2 made a controlled climb from take-off to 3,050m in 92 seconds.

In addition to these new-build aircraft, close to 50 Bearcats were later retrofitted with APS-19 radar for night-fighter tasks as the F8F-1N and F8F-2N, whilst 60 more acquired cameras and became F8F-2P photographic reconnaissance aircraft, these having only two cannon installed.

Still in service with U.S.N reserve units in 1955, the F8F-2 Bearcat was in use as a “director ” for drones.

F8F-2 Bearcat

Ex-US Navy Bearcats were used by the French Armee de l’Air and the Royal Thai Air Force, playing a significant role in the conflict in Indo-China.

Some 30 years later a Bearcat took the world piston-engined speed record at 482 mph.

Gallery

XF8F-1
Wing span: 35ft l0in.
Length: 28ft 3in.

F8F-1 Bearcat
Engine: one 2,100-hp (1566-kW) Pratt & Whitney R-2800-34W radial
Maximum speed 678 km/h (366 kts / 421 mph) at 6005 m (19,700 ft)
Cruising speed: 141 kts / 262 km/h
Service ceiling 11795 m (38,700 ft)
Range 960 nm / 1778 km / 1,105 miles
Empty weight 3207 kg (7,070 lb)
Maximum take-off 5873 kg (12,946 lb)
Wing span 10.92 m (35 ft 10 in)
Length 8.61 m (28 ft 3 in)
Height 4.22 m (13 ft 10 in)
Wing area 22.67 sq.m (244 sq ft)
Wing loading: 53.10 lbs/sq.ft / 259.00 kg/sq.m
Armament: four 12.7-mm (0.5-in) machine-guns.
Crew: 1

F8F-1B
Engine: 1 x Pratt & Whitney R-2800-34W Double Wasp, 1566kW
Max take-off weight: 5873 kg / 12948 lb
Empty weight: 3207 kg / 7070 lb
Wingspan: 10.92 m / 35 ft 10 in
Length: 8.61 m / 28 ft 3 in
Height: 4.22 m / 13 ft 10 in
Wing area: 22.67 sq.m / 244.02 sq ft
Max. speed: 678 km/h / 421 mph
Cruise speed: 262 km/h / 163 mph
Ceiling: 11795 m / 38700 ft
Range: 1778 km / 1105 miles
Armament: 4 x 20mm cannons, 2 x 454kg bombs or 4 x 127mm missiles
Crew: 1

F8F-2D Bearcat
Engine: 2,500 hp Pratt & Whitney R2800-34W
Span: 35 ft. 7 in.
Weight: 9,537 lb.
Max speed: 425 mph
Armament: 4 x 20 mm. cannon
Range: 1,650 miles.

F-8F-2
Engine: Pratt & Whitney R2800-W, 2100 hp.

Grumman G-51 / F7F Tigercat

TerryLeave a comment
F7F-3 Tigercat

Still infatuated with developing a more advanced twin engined fighter to fly off the coming newer and larger carriers the Navy, in early 1941, again called on Grumman to design and build two twin engine prototypes. The Navy’s directive, projected into the future, required that the fighter be powered by powerful 2,100hp (1,566kW) Pratt & Whitney Double Wasps and have a combination of armament consisting of four 20mm cannon and four 0.50 calibre machine guns. Additionally, the aircraft would carry a torpedo underneath the fuselage or two 1,000 lb (453kg) bombs hung under the wings.
Following the familiar ‘Cat’ line of aircraft produced for the Navy, Grumman called it the Model G 51 F7F Tigercat. Already proposed by the Navy was the future Midway class carriers that the F7F would fly off.
In June 1941, Navy officials authorised Grumman to start the G-51 programme and to build two prototypes.
Though the originally planned XF7F-1, naval counterpart of the XP-65, never got off the drawing board, a modified version of it was ordered, to the tune of two prototypes, on 30 June 1941. The new XF7F-1 was much more powerful; indeed it promised to be the most powerful fighter in the world with two 2,000-hp Pratt & Whitney R-2800 Double Wasps (the same engine as used in the F6F). The concept of so powerful a fighter was made practical by the 45,000-ton Midway class carriers, which were being built in 1941. Called the G-51 by Grumman, and allotted the name Tigercat, the XF7F owed much to the earlier twins, the XF5F and XP-50.
Design and construction took nearly 2½ years, up to December 2, 1943. On that day test pilot Bob Hall took off in the prototype XF7F (BuNo 03549) on its maiden flight. Unfortunately, the test programme was delayed somewhat by a non fatal accident that damaged ‘549 beyond repair. Luckily by this time the second prototype (03550) was about ready to fly and the test programme continued without let up. The Tigercat’s flight data and resultant sterling performance convinced the Navy to immediately order 500 aircraft.
Sitting high off the ground on tricycle landing gear, it had a stubby squared-off wing carrying two huge nacelles for the 2,100-hp R-2800-22W engines. Just ahead of the leading edge, the pilot was surrounded by four 20-mm cannon in the wing roots and four 0.5-in guns in the nose! Under the slim fuselage could be hung a 21.7-in torpedo, and provision was made for two 1,000-lb bombs under the inner wings. This time the wing folds could be simple, a straight up and over with the tips at the same height as the fin. Range, rate of climb and speed (425 mph) all promised to set new levels of performance for carrier-based aircraft.
When the production F7F 1s began coming off assembly lines in quantity in April 1944, Naval strategists decided to operate the Tigercat primarily from land bases due to the length of time to carry out carrier qualification trials at sea. Thus the Tigercat was given to the land based Marine squadrons who used them as fighter bombers in tactical ground attack operations. The plan turned into an exchange programme whereby 12 USMC squadrons were to be equipped with ‘Tigers’ while the Marines would give up an equal number of F4U Corsair squadrons and return them to the Navy. The Corsairs then be transferred to Naval squadrons aboard fleet carriers in the Pacific who needed them in the final assault on the Japanese home islands.
By December 1944, Tigercat production suddenly came to a screeching halt owing to the rapidly changing conditions on the battlefront. By the end of 1944 only 35 examples were completed which was blamed on technical problems that unexpectedly cropped up. As the war progressed toward completion in the Pacific, by February 1945, Navy and Marine air squadrons began bombing and strafing targets of opportunity over the home islands; and it called for a change in aerial strategy.
This changed the F7F 1 combat role as previously envisioned by Naval tacticians. This led to the development of a modified night fighter version of the Tigercat. The third production XF7F 1 served as the prototype for the XF7F 2N. The major and most noticeable modification included a second seat for a radar operator located over the mid point of the wing (a fuel tank being removed to provide room) and a more prominently revised nose to accommodate the radar. This change required the removal of the four machine-guns located under and behind the nose cone but the F7F-2N was still heavily armed, possessing four 20-mm cannon buried in the wing leading edges. Other modifications included rocket launching stubs under the wings and a king size Tiny Tim 11.75in rocket shackled under the fuselage. For safety reasons, the rocket had to be dropped from the Tigercat before ignition to eliminate the blast that could damage the metal skin. This was accomplished by unwinding a short umbilical cable simultaneously with the rocket which was electronically fired severing the cable.
Since the war’s beginning, Pratt & Whitney had been busy developing a more powerful engine to keep pace with the newer, advanced aircraft coming off the assembly lines. The recently completed night fighter version of the Tigercat became the recipient of the new R 2800 34 giving it a top speed of 445mph (716km/h).
Next phase of the project involved sea trials aboard an aircraft carrier. In April 1945 a select group of Tigercat pilots was temporarily assigned to the USS Antietam and in the ensuing days practised more than 30 night landings. Despite the Tigercats’ flawless performances, the Navy strangely let the project die without explanation. The Navy dropped the idea of using twin engine night fighters on carriers and continued using modified Corsair and Hellcat night fighters that had long proven themselves on fleet carriers.
VMF(N) 533 had the distinction of becoming the first squadron to be equipped with the new Tigercat, arriving in the war zone on August 14, 1945 ironically the final day of hostilities in the Pacific. The Tigercats were sent up on patrols but they never saw or engaged any enemy aircraft. Shortly after the war ended, the squadron was sent to China where it served for several years with various models of Tigercats. The final conversion of the 3N into the F7F 4 incorporated strengthening of the landing gear and airframe, advanced radar, and arresting gear required for carrier landings. Aware of the fast changing air environment in the postwar era with the new jet designs coming on line, the Navy built only 12 4Ns before closing down the Tigercat line.
In 1950 when the Korean War exploded on the world scene, two Tiger equipped Marine squadrons, VMF 513 and 542, left the US for the battle zone. Soon after arriving, an F7F 3N fighter piloted by Major E A Crundy shot down an obsolete Polikarpov PO 2 Mule biplane of the Korean Air Force. During the course of the war, only one other PO 2 was downed by a Tigercat. Despite the Tigercat’s superlative performance, it was usually sent on such missions rather than tangle with the newly introduced Russian MiG-15 fighter.
Unfortunately, the Tigercat had been designed to fight in a different kind of war. It became the victim of the sudden arrival of the jet era that ended the reign of piston powered aircraft. Unusual for many World War Two fighters, no Tigercats were sold to foreign countries except two 2Ns that were delivered to the UK for evaluation.
Production of the Tigercat continued throughout 1945 and into November 1946 when it was ended for good. During this time a day fighter version emerged as the F7F 3 powered by Pratt & Whitney R 2800 34Ws. This variant attained the distinction of being the most prolific 250 were built, all of them between March and June 1946 when production ceased.
The Navy’s interest in turning the Tigercat into a night fighter persisted, hence it called on Lockheed Air Service whose long experience was well known for modifying other company’s aircraft to convert 60 F7F 3s into the F7F-3N night version. The single most identifying feature of the 3 was its redesigned fin that blended smoothly into the fuselage required because of the more powerful engine. Most of the fighter variants retained the second cockpit and the enlarged nose containing the SCR 720 radar as on the original 2N.
Other conversions appeared in the field such as the two-seat F7F 2D drone controller and the F7F P photo reconnaissance modification with several camera locations.

F7F-2D

The Navy broke new ground with the Tigercat because it was the first operational tricycle landing gear aircraft in their inventory. All other Navy and Marine aircraft during World War Two were traditional ‘tail draggers’. The unique landing gear configuration made ground handling a breeze and greatly expanded the pilot’s forward vision over the nose. Pilots, particularly those above average stature, found the cockpit roomy and comfortable; that coupled with an autopilot and twin engine safety, greatly eased fatigue on long over water missions. The cockpit layout and instrumentation was similar to the F6F Hellcat and the F4U Corsair, except for the engine controls and the twin set of instruments.
Although too late for World War II, the Tigercat did see action in Korea, VMF(N)-542’s F7F-3Ns entering com¬bat in October 1950 and performing both day and night in the inter¬diction task.
The XF7F 1 Tigercat was Gordon Israel’s happiest achievement. Even during the beginning of the jet age, the big twin was one of the Navy’s best performing airplanes. With 5,600 horsepower on hand with water injection, the Tigercat was a climbing fool. The airplane also had a remarkable range that made a 2,600 mile cross country hop literally across the country routine for the Navy units equipped with the Tigercat.
The airplane never fired a shot in World War II, but it served in an attack role in Korea. One F7F made it into legend when it came home dragging two 500 pound chunks of concrete attached to cable the North Koreans had rigged as a kind of homemade antiaircraft measure. If the F7F had one drawback, it was the Vmc of 160 knots. Proper takeoff technique called for the pilot to wait for 160 before pulling the gear.
Grumman built but 363 F7Fs of all types. In the postwar period, it served with the Marines and Naval Reserve until the late 1950s. In civil life, the Tigercat’s versatility showed up well as an air tanker to fight forest fires or as an agricultural sprayer.
A total of 45 F7F-2Ns was built. Grumman built only 34 F7F-1 single-seat day fighter/attack aircraft, followed by 66 two-seat F7F-2N night-fighters with radar replacing the nose guns, 190 F7F-3 single-seaters with uprated engines, a taller fin and more fuel, 60 F7F-3Ns with two seats and a very long radar nose, and finally 12 F7F-4Ns with full carrier equipment and a revised radar nose and second cockpit. The next version to appear was the F7F-3. The last delivery was made in December 1946.

Some 189 were built, a few being fitted converted with cameras by Lockheed Air Service for reconnaissance as the F7F-3P, whilst 60 two-seat F6F-3N night-fighters were also completed before production came to a close in November 1946 with 13 F7F-4N aircraft featuring an enlarged vertical tail, im¬proved radar and other refinements. The F7F-3N version was still used in small numbers by the U.S. Marine Corps in 1955.

F7F-1 Tigercat
Engine: Pratt & Whitney R-2800-22W Double Wasp, 2000 hp.
Height: 15 ft 2 in / 4.6 m
Empty weight: 13,100 lb / 5943 kg
Loaded weight: 22,560 lb / 10,235 kg
Max speed: 427 mph / 689 kph
ROC: 4530 fpm / 1380 m/min
Service ceiling: 36,200 ft
Range int. fuel: 1170 mi / 1885 km

F7F-1D Tigercat
Wingspan: 51 ft
Length: 45 ft
Speed: 427 mph
Range: 1170 miles
Armament: 4 x 20mm cannon
Bombload: 2 x 1000lb bomb or 1 x torpedo
Crew: 1

F7F-2 Tigercat
Engine: Pratt & Whitney R-2800-22W Double Wasp, 2000 hp.
Height: 15 ft 2 in / 4.6 m

F7F-2N
Loaded weight: 26,194 lb / 11,880 kg
Max speed: 421 mph
Service ceiling: 39,800 ft / 12/131 ft
Range int. fuel: 960 mi / 1885 km

F7F-3 Tigercat
Engines: two 2,100-hp (1566-kW) Pratt & Whitney R-2800-34W radial piston engines.
Maximum speed: 700 km/h (435 mph) at 6705 m (22,000 ft)
Service ceiling 12405 m (40,700 ft)
Range 1931 km (1,200 miles)
Empty weight 7380 kg (16,270 lb)
Maximum take-off 11667 kg (25,720 lb)
Wing span 15.70 m (51 ft 6 in)
Length 13.83 m(45 ft 4.5 in)
Height 5.05 m(16 ft7 in)
Wing area 42.27 sq.m (455 sq ft).
Armament: four 12.7-mm (0.5-in) machine-guns and four 20-mm cannon.
Vmc: 130 to 140 kts (149 to 161 mph or 239 to 259km/h).
TO speed: 75 kt, 53in, 2,800rpm.
ROC: 3500 fpm @ 150 mph.
Stall: 60-70mph.
Ldg Gear extension speed: 100 mph.
Max X-wind: 30 mph.
Crew: 1

F7F-3N Tigercat
two seat night fighter
Engines: two 2,100 hp Pratt & Whitney R2800-22
Span: 51 ft. 6 in
Empty weight: 16,270 lb / 7379 kg
Range: over 1,500 miles
Max Speed: 425 mph

F7F-3P

-4
Engine: 2 x Pratt & Whitney R-2800, 2400 hp
Length: 16 ft 7 in / 5.06 m
Height: 16 ft 7 in / 5.06 m

F7F-4N
Empty weight: 16,270 lb / 7379 kg
Loaded weight: 26,167 lb
Max speed: 430 mph
Service ceiling: 40,450 ft
Range int. fuel: 810 mi

F7F-5 Tigercat
Engine: Pratt & Whitney R-2800-10W Double Wasp, 2200 hp.

F7F-3

Grumman F6F Hellcat

TerryLeave a comment

In early 1941 Grumman designers had been studying the next generation, using one of the much more powerful engines that were available, such as the 1,600-hp Wright R-2600 Cyclone 14 or the 2,000-hp Pratt & Whitney R-2800 Double Wasp.

Grumman F6F Hellcat Article

The fuselage was made much bigger, with a cross-section no longer circular but resembling a pear-shape. The huge squarish wing was lowered, partly to keep the landing gear reasonably short and still provide ground clearance for the larger propeller. The main landing gears were moved out to the wings, retracting rearwards with the wheels turning to lie flat just in front of the slotted flaps. The outer wings, with six 0.5-in guns, folded about skewed hinges as before. The overall impression was one of bluff pugnacious strength, accentuated by the blunt nose, with ducts for the oil cooler and supercharger intercooler under the engine. Contracts for the prototypes were placed on June 30, 1941, which meant that reports of aerial combat in Europe played a part in the design, and the first prototype, designated XF6F 1 and powered by a 1700 hp Wright R 2600 10 Cyclone, flew for the first time on June 26, 1942 from the Bethpage, Long Island factory, piloted by Selden A Converse. In the same month, a Zero had been forced down in the Aleutians and captured, so that further lessons could be incorporated, and the revised prototype, now designated XF6F 3 (another prototype, XF6F 2, later XF6F-4, was also built), made its first flight on 26 June 1942, powered by the R-2800. The bigger engine was the obvious choice, and — even though Grumman was building a completely new Plant 3 in order to make the new fighter — mass production got under way with amazing rapidity. Even as the factory was being built, assembly lines of F6F-3s took shape inside it, the first coming off the line and into the sky on 4 October 1942.
Orders for production F6F 3s had been placed in May 1942, and by the end of the year the first examples were being delivered to US Navy Squadron VF 9 on the newly commissioned USS Essex.
Designed to outperform the Zero in everything but manoeuvrability achieved in the A6M only at the expense of heavy armament and armour protection for the pilot and fuel tanks the F6F 3 was powered by a Pratt & Whitney R 2800 10W Double Wasp 18 cylinder air cooled two row radial engine with water injection. Construction was simple and robust for case of both production and maintenance, an all metal semi-monocoque with stressed skin incorporating armour protection for the pilot and a turnover structure. The wings used the characteristic Grumman folding system, pivoting about the front spar and folding back parallel with the fuselage, leading edge down. The operation was carried out manually, the locking pins being operated hydraulically from the cockpit and made safe by hand. The six 0.50 in (12.7¬mm) machine guns, mounted just outboard of the break line, were thus accessible with the wings folded. The main undercarriage legs also rotated through 90O to retract backwards into wing wells, covered by plates attached to the legs.
Compared with the Wildcat, the F6F 3 had 800 hp more power, was 97 km/h (60 mph) faster and had two more guns with almost double the ammunition (400 rounds per gun). Although considerably heavier, the Hellcat could climb to 4572 m (15000 ft) in under eight minutes and had a service ceiling of over 8230 m (37000 ft). Compared with the Zero it was faster, better armed and far more resistant to battle damage.
In order to concentrate on the Hellcat, Grumman sub contracted production of the Wildcat and the TBF Avenger to General Motors, and deliveries to both the US Navy and Marine Corps and the Fleet Air Arm, which named the type Hellcat I, mounted rapidly.
Named Hellcat, the F6F-3 was almost right from the start, the only major modifications being to tilt the engine slightly downwards, simplify the main landing-gear fairings and fit a Hamilton propeller with no spinner. Then production really rolled, starting with 4,403 F6F-3s, including 16 converted as F6F-3E night-fighters with an APS-4 radar pod on the starboard wing and 205 F6F-3N night-fighters with an APS-6 radar in a pod on the starboard wing. Late Dash-3s had the R-2800-10W rated at 2,200hp with water injection, and a flat bulletproof windshield.
During 1944 the F6F 3 (an eventual total of 4646) was replaced on the production lines by the F6F 5, using the same engine but with modified cowling and windshield and improvements to the control surfaces with spring-tab ailerons, strengthened tail surfaces, additional armour behind the pilot and a waxed high-gloss skin finish. Armament was increased, with fittings for a 454 kg (1000 lb) bomb under each wing centre section, racks for six rockets under the outer wings and, on later models, the inboard machine guns replaced by 20 mm cannon. The F6F-5 carried a search radar as the F6F-5E. This was the final produc¬tion version of the Hellcat, a total of 7860 being produced by November 1945, including 1189 F6F 5N night fighters with wing podded APS 6, photographic-reconnaissance (F6F-5P) versions, and 930 FAA Hellcat IIs.
The F6F-5K was a long-range radio-controlled pilotless drone conversion of the Hellcat. The modification was undertaken by the Naval Aircraft Modification Unit at Johnsville. Several were used in the Bikini operations.
The remaining variant was the F6F 6, powered by a 2100 hp R 2800 18W, which first flew in mid1944, but only two were built.
At the same time as the Hellcat began to enter service, the US Navy’s new Essex Class fleet carriers and Independence Class light carriers were coming into commission, and new aircraft and new carriers saw their first operational use in the summer of 1942 in a strike against the Japanese held Marcus Island. Alongside the Avenger torpedo bomber and Dauntless dive bomber and in partnership with the later F4U Corsair fighter, Hellcats fought their way across the Pacific as the island by island drive towards Japan continued.
Some late F6F-5s had two 20-mm cannon and four 0.5-in guns. The overall figure of 7,870 included 1,529 F6F-5N night fighters and about 200 conversions as F6F-5P photo aircraft. The totals for the F6F, like, those for the F4F, correct many that have been accepted since 1945.
In combat with the F6F, the Zero was at an enormous disadvantage. The unarmoured fuel tanks of the Japanese fighter were easily ignited by a short burst from the Hellcat’s six Brownings, and the Zero’s superior manoeuvrability was outweighed by the American fighter’s greater power and strength. Their most dramatic combat came in the Battle of the Philippine Sea, a carrier battle fought at extreme range on June 19/20, 1944. In the course of this epic encounter, 402 Japanese aircraft were destroyed, while six Hellcats were lost in the vicinity of the Japanese fleet and a further 17 splashed down with empty fuel tanks on the return journey. This decisive victory was known as the ‘Marianas Turkey Shoot’ by the US Navy and Marine pilots.
As well as flying from carriers, F6Fs were operated by shore based US Marine squadrons. The type also distinguished itself in Fleet Air Arm service, flying anti shipping strikes off the Norwegian coast, providing fighter cover during night attacks on the German battlecruiser Tirpitz, and becoming the standard FAA fighter in the Pacific. The Royal Navy received over 900 Hellcats including approximately 70 night fighters. These were designated F Mk II and NF Mk II. US Navy carrier borne Hellcats claimed a total of 4947 enemy aircraft shot down over 75% of all US Navy combat victories of the Second World War, and with a kill to loss ratio of over 19: 1. A total of 6477 Japanese aircraft were shot down by American carrier pilots. 4947 were destroyed by Grumman F6F Hellcats. The virtual annihilation of Japanese naval aviation represented the suc¬cessful completion of the Hellcat’s mission.

The Fleet Air Arm received 252 Hellcat Is (F6F-3), 930 Hellcat IIs (F6F-5) and 80 Hellcat NF.IIs (F6F-5N). Some were modified as FR.IIs (fighter-reconnaissance) or as unarmed PR.IIs. The combat record of the Hellcat speaks for itself. Though it did not get into action until 31 August 1943 this fighter destroyed 5,155 (not 4,947) of the US Navy total carrier-based score of 6,477 against the Japanese. Though perhaps not entirely typical, it gives a flavour of the F6F’s long-awaited ascendancy to note that in its first big battle, in the Kwajalein/Roi area on 4 December 1943, 91 F6F-3s met approximately 50 A6M Zeros and destroyed 28 for the loss of two aircraft.
After the war Hellcats continued in service, some as camera equipped F6F 5Ps, others as F6F 5K target drones and 5D drone directors. One of their last and least-known missions came during the Korean war, by which time they were obsolete as fighters. Remote controlled F6F 5Ks, filled with explosives, were launched from USS Boxer by Guided Missile Unit 90 in six attacks against North Korean targets, the first attack being carried out on August 28, 1952. The 5Ks were guided during the attacks by Douglas AD 2D Skyraider drone director aircraft.

The F6F-5 was the last operational version of the Hellcat, which was finally withdrawn from production in November 1945. The 10,000th Hellcat was delivered to the US Navy in March 1945 and final production amounted to 12,275.

Gallery

F6F 3
Span:13.06 m (42ft 10 in)
Length:10.24 m (33 ft 7 in)
Gross weight: 5643 kg (12441 lb)
Maximum speed: 604 km/h (375 mph).

F6F-5
Engine: 1 x Pratt & Whitney R-2800-10W Double Wasp, 1491kW / 1973 hp
Max take-off weight: 6991 kg / 15413 lb
Empty weight: 4152 kg / 9154 lb
Wing loading: 46.13 lb/sq.ft / 225.0 kg/sq.m
Wingspan: 13.06 m / 42 ft 10 in
Length: 10.24 m / 33 ft 7 in
Height: 4.11 m / 13 ft 6 in
Wing area: 31.03 sq.m / 334.00 sq ft
Max. speed: 330 kts / 612 km/h / 380 mph
Cruise speed: 146 kts / 270 km/h / 168 mph
Service Ceiling: 11370 m / 37300 ft
Range w/max.fuel: 1329 nm / 2462 km / 1530 miles
Armament: 6 x .50in / 12.7mm machine-guns, 2 x 454kg bombs or 6 x 127mm missiles
Crew: 1

Grumman G-44 Widgeon / J4F / SCAN 30 / Gannet Super Widgeon

TerryLeave a comment
G-44A widgeon

The Widgeon was a military utility version of the four-five-seat commercial Model G-44 amphibian. The four seat G 44 Widgeon was test flown by LeRoy Grumman himself and Bud Gilkes on June 28, 1940.
It first went into service with the US Coast Guard as the J4F-1 in 1941 and as the J4F-2 with the US Navy in the following year. It also served with the USAAF (as the OA-14) and with the RCAF and Royal Navy as the Gosling.
In 1946 the G-44A appeared incorporating a number of improvements, including a deeper bow, step vents to improve hydrodynamics and modified internal equipment. The Widgeon originally seated four, but the G-44A was built with five seats, and some have been converted to seat six with the middle row of seats facing aft and their backs against the wheel wells. Grumman built 76 G44As.
Production of the Widgeon, with 200 hp Ranger inline engines, totalled more than 200.

Société de Aéro-Navale / SCAN of France built 40 aircraft as the SCAN 30, after the war circa 1956, most of which had their 149kW Ranger L-440-5 engines replaced by 223kW Lycoming R-680s.
McKinnon Enterprises converted more than 70 Widgeons into Super Widgeon executive transports powered by two 201kW / 270 hp Lycoming GO-460-B1D engines.
Gannet Aircraft at Sun Valley, California, in late 1950s produced a modified version of Grumman Widgeon amphibian known as Super Widgeon and powered by two 300 hp Lycoming engines. The company used SCAN 30 airframes (license-built in France) for initial conversions.

Gallery

G-44A
Engines two 200 hp Ranger 6-440-C5
Wingspan: 40 ft
Length: 31 ft 1 in
Height: 11 ft 5 in
Wing area: 245 sq.ft
Empty wt. 3,240 lb
Gross wt. 4,525 lb
Fuel capacity 108 USG
Top speed 153 mph.
Cruise 65%: 138 mph.
Initial climb rate 700 fpm.
Range 920 sm.
Ceiling 14,60 ft.

Société de Aéro-Navale G-44A
Engines: 2 x 270h.p. Lycoming GO-480-B1D, 260 hp.
Wing Span: 40′ 0″
Length: 31′ 1″
Height: 13ft (4 m)
Speed: 153 mph
Seats 4-5

J4F-2
Crew: 5
Engine: 2 x Ranger L-440C-5, 149kW
Max take-off weight: 2040 kg / 4497 lb
Empty weight: 1447 kg / 3190 lb
Wingspan: 12.19 m / 39 ft 12 in
Length: 9.47 m / 31 ft 1 in
Height: 3.48 m / 11 ft 5 in
Wing area: 22.76 sq.m / 244.99 sq ft
Max. speed: 246 km/h / 153 mph
Cruise speed: 222 km/h / 138 mph
Ceiling: 4450 m / 14600 ft
Range: 1480 km / 920 miles

McKinnon Super Widgeon G-44
Engines: 2 x Lycoming GO-480-B1D, 270 hp.
Seats: 6.
Wing loading: 22.4 lb/sq.ft.
Pwr loading: 10.2 lb/hp.
Max TO wt: 5500 lb.
Empty wt: 4000 lb.
Equipped useful load: 1401 lb.
Payload max fuel: 321 lb.
Range max fuel/ 75% cruise: 915 nm/5.7 hr.
Service ceiling: 15,000 ft.
Max cruise: 143 kt.
Stall: 54 kt.
1.3 Vso: 70 kt.
ROC: 1500 fpm.
SE ceiling: 5000 ft.
Min field length – land: 1200 ft.
Fuel cap: 648/1080 lb.

Gannet Super Widgeon
Engines: 300 hp Lycoming R-680-E3
Wingspan: 40 ft
Length: 31 ft 1 in
Height: 11 ft 5 in
Wing area: 245 sq.ft
Empty weight: 3800 lb
Loaded weight: 5500 lb
Useful load: 1700 lb
Max speed: 190 mph
Cruise speed: 170 mph
ROC: 1850 fpm
Range: 1000 mile
Fuel capacity: 158 USgallons
Water take-off: 10 seconds