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.
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.
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
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.
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.
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
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.
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
The G 34 had potential applications with the Air Force as well and as the Type G 45 ordered as a back up to the Lockheed XP 49 in November 1939. A land based version of the shipboard XF5F-1 was offered to the US Army Air Corps as the G 46 while the prototype naval fighter was still under construction, and this was ordered as the XP 50 on 25 November 1939. The XP 50 was essentially similar to its shipboard counterpart, apart from having a lengthened nose to accommodate the nosewheel member of a tricycle undercarriage, and, powered by two turbo¬ supercharged Wright R 1820 67/69 engines, was intended to carry an armament of two 20 mm cannon and two 0.5 in (12,7¬ mm) machine guns.
The prototype XF5F-1 had a number of modifications, the most noticeable being an extension of the fuselage nose so that it terminated forward of the wing. Although failing to win a production order, the XF5F-1 soldiered on until withdrawn from use in December 1944, having done some useful work as a development prototype for the more advanced Grumman F7F. A land-based version of Grumman’s design interested the US Army Air Force, which ordered a single XP-50 prototype.
First flown on February 18 1941 at Bethpage, the XP 50 (40 3057) was powered by a pair of 1,200hp (893kW) R 1820-67s and had a longer nose, tricycle landing gear and turbocharged engines. Its potential seemed tremendous, with good manoeuvrability, excellent pilot view even astern, two 20-mm and two 0.5-in guns, plus bombs, a range of 1,250 miles, ceiling of over 40,000 ft and speed of 424 mph. This came to nothing, the planned P-65 pro¬duction version being com¬promised by the need also to meet navy requirements with the equivalent F7F, and in any case Grumman’s resources were being stretched to the limit. An in flight explosion of the turbosupercharger on May 14 1941 forced test pilot Bob Hall to bail out and with the loss of the prototype, this pro¬gramme also being aban¬doned in favour of the more advanced XP 65 (G 51), which, in the event, was also to be discontinued.
XP-50 manufacturer’s estimates Engine: 2 x Wright R-1820-67/-69 Max speed, 424 mph (682 km/h) at 25,000 ft (7 620 m). Range, 585 mls (941 km) at 317 mph (510 km/h) at 10,000 ft (3 050 m). Time to 20,000 ft (6 095 m), 5.0 min. Empty weight, 8,307 lb (3768 kg). Max loaded Weight, 13,060 lb (5 924 kg). Span, 42 ft 0 in (12,80 m). Length, 31 ft 11 in (9,73 m). Height, 12 ft 0 in (3,66 m). Wing area, 304 sq ft (28,24 sq.m). Armament: two 20-mm and two 0.5-in guns, plus bombs. Crew: 1
Ordered as a prototype on 30 June 1938 by the US Navy Bureau of Aeronautics, the XF5F-1 was of radical concept in that it was intended as a twin engined shipboard fighter, and this at a time when the first single engined shipboard fighter monoplanes were only just commencing flight test. Conceived as the G 34 Skyrocket, the XF5F-1 was flown on 1 April 1940, and, in its initial form, had a singular appearance resulting from an abbreviated forward fuselage, the wing leading edge extending ahead of the fighter’s nose. Powered by two 1,200 hp Wright XR 1820 40/42 radials and having provision for two 23 mm Madsen cannon, the XF5F 1 underwent some redesign as a result of testing, the engine nacelles being lengthened, the fuselage nose being extended, etc. Flight testing of the XF5F-1 provided information utilised in the development of the more advanced XF7F 1 (G 51). Despite the economic circumstances and America’s declining influence in world affairs, Congress loosened its purse strings wide enough to allow the Navy to modernise its naval air arm. As a result, the Navy became involved in three new fighter projects the Grumman XF5F 1 and similar USAAF XP 50, the Bell XF1 1 and the Vought XF4U 1. The long term intention was to bolster the Navy’s sagging carrier forces whose squadrons flew the Grumman F3F 2 biplane fighter harking back to the mid1930s
G-34 / XF5F-1 Skyrocket
The introduction of speedier and more heavily armed low wing fighters emerging from Europe such as Britain’s Supermarine Spitfire and Germany’s Messerschmitt Bf 109 capable of speeds well over 300mph (483km/h) made the Navy’s task ever more urgent. In addition, the changing military environment, along with the gathering storm clouds of impending war in Europe, spurred Navy officials to investigate new concepts in aircraft design the XF5F 1 Skyrocket. Ordered by the navy as the XF5F-1 [1442] on 30 June 1938, it was flown on 1 April 1940 piloted by R A “Bud” Gillies.
Not only was the G-34 an advanced concept, in its original form it was a most unusual-looking aircraft, with the leading edge of its low-set monoplane wing forward of the fuselage nose. The tail unit had twin endplate fins and rudders, and the landing gear was of the retractable tailwheel type, with the main units retracting aft into the wing-mounted engine nacelles. The engines were two Wright R-1820 Cyclones, each with a three-bladed propeller, these being geared to counter-rotate to offset the effects of propeller torque.
Flight test data early on in the Grumman G 34 (factory designation) revealed the Skyrocket was capable of outstripping in speed practically all other fighters then in both air services. At 16,000ft (4,877m), it achieved a top speed of 380mph and had an initial climb of 4,000ft (1,200m) per minute. Armament consisted of four 0.50 calibre Brownings.
In the summer of 1941, XF5F-1 was tested in competition against F2A, F4F, XF4U, XFL-1, P-39, P-40, and British Hurricane and Spitfire. After familiarization flights in each aircraft, pilots flew a specified series of maneuvers, then submitted pilot reports on each. LtCdr John Crommelin had this to say about F5F: “I remember testing against XF4U in a climb to 10,000’… I pulled away from the Corsair so fast I thought he was having engine trouble. F5F was a carrier pilot’s dream … opposite- rotating props eliminated all torque, and you had no engine in front to look around to see the LSO (Landing Signal Officer). Analysis of all data favored F5F, and Spitfire came in a distant second.” Availability of spare parts at the time and other particulars cancelled F5F, and the Navy chose F4F instead for production.
Despite the glowing performance figures the Skyrocket’s future was suddenly scrapped by the Navy, mainly for a combination of technical reasons and doubts over what some considered to be radical features. The Navy’s enthusiasm blunted by several problems in the Skyrocket testing programme such as engine cooling, instability in certain flight conditions and the wing’s odd position obstructing the view forward during carrier landings. Modified under a Dick Hutton design, the F5F received inward-rotating props, a new canopy and longer nose in 1941.
Grumman XF5F-1 long-nose
After completing 211 test flights, the XF5F 1 (BuNo 1442) was cancelled in early 1941. It did, however, lead to the XP-50 for the Army Air Corps.
Grumman XF5F-1 Third revision [1442]
XF5F-1 Engine: 2 x Wright XR-1840-40/42 Cyclone, 1,200-hp. Wingspan: 12.80 m / 42 ft 0 in Length: 8.75 m / 28 ft 8 in Height: 3.45 m / 11 ft 4 in Wing area: 28.19 sq.m / 303.43 sq ft Max take-off weight: 4599 kg / 10139 lb Empty weight: 3677 kg / 8106 lb Loaded weight, 10,138 lb (4599 kg). Max. speed: 616 km/h / 383 mph at sea level, 380 mph (611 km/h) at 16,500 ft (5030 m) Range: 1930 km / 1199 miles at 210 mph (338 km/h) Max climb, 4,00ceiling: 33,000′ ft Seats: 1
Designed in 1937 by Robert L. Hall, the company’s first carrier-based fighter of monoplane configuration was designed to meet a US Navy requirement which originated in 1935, but it was not until July 1936 that the Navy ordered this aircraft, under the designation XF4F-2 (G-18).
The model G-18 was powered by the Pratt & Whitney R-1830-66 Twin Wasp engine, a two-row, fourteen-cylinder radial. A Hamilton Standard two-position propeller was fitted. The armament installation was basically the same as that of the XF4F-1, with two 0.50 guns with 200 rounds each in the top of the engine cowling, and provision for two 100lb bombs under the wings. The gross weight of the aircraft was 5635lb, a substantial increase over the XF4F-1 biplane. The G-18 was ordered on 28 July 1936. Despite the substantial differences to the G-16, the designation XF4F-2 was applied. The prototype, BuNo 0383, was first flown on 2 September 1937. During trials it demonstrated a maximum level speed of 290mph, which was faster than the XF2A-1, but still below the USN requirement of 300mph.
The XF4F-2 was delivered to NAS Anacostia on 23 December 1937 for evaluation. During trials the prototype suffered from a series of snags and accidents. None of these was particularly serious, but their undermined the confidence of the USN. The XF4F-2 suffered repeated engine crankshaft failures. The arrestor hook proved too weak. On 24 February 1938 there was an on board fire when ballast bags in the aft fuselage began to burn. And on 11 April 1938 the XF4F-2 suffered a crash when the engine failed during a simulated deck landing. As a result, the US Navy selected the more reliable Brewster F2A-1 Buffalo for production, after NACA tests had suggested that minor aerodynamic improvements could boost the speed of the XF2A-1 by 30mph. The USN ordered 54 F2A-1s on 11 June 1938. Despite this setback, the USN continued to show interest in the F4F. This was probably partly due to its unwillingness to rely fully on the production of Brewster: The order for the F2A-1 was the first production contract for Brewster, and the manufacturer did not even possess a factory which was adequate for the production of aircraft. Grumman had already built the FF, F2F and F3F for the Navy, and the F4F showed some promise. A development contract was awarded in October 1938. To overcome the shortcomings of the XF4F-2, a new prototype was built with a more powerful two-stage supercharged engine, and airframe revisions which increased wing span and brought changes to wingtips and tail surfaces. In this form the XF4F-3 flew for the first time on 12 February 1939. In July 1936 the navy ordered the prototype XF4F-2, with one of the new 900-hp Pratt & Whitney R-1830 Twin Wasps at the front of a rather tubby fuselage which carried the monoplane wing an inch or two below the mid position. The R-1830S C5 G went into production in 1940 to power the Grumman F4F 3 Wildcat fighter. This was the first production aircraft with two stage supercharging. The hand¬cranked landing gear was re¬tained, and the pilot could look down through two windows in the floor of the comfortable cockpit. Bob Hall, designer of the faintly similar Gee Bee racers, took the XF4F-2 on its first flight on 2 Sep¬tember 1937. Armed with two 0.5-in guns and two 100-lb bombs, this showed promise but suffered from prolonged engine problems. First flown on 12 February 1939, the XF4F-3 had a com¬pletely revised airframe, with broad square-tipped wings and a much-improved tail. It also had a far better Twin Wasp, with a two-stage two-speed supercharger. Armament was increased to two 0.3-in in the fuselage and two 0.5-in in the outer wings. Though by far the heaviest Grumman fighter yet, the Dash-3 proved a fine aircraft, with excellent manoeuvrability, a speed of 333 mph and service ceiling of 33,500 ft. In August 1939 the navy ordered the first batch of 54 F4F-3s, with a longer fuselage, four 0.5-in guns in the wings and, later, armour and self-sealing fuel tanks. This order was soon in¬creased. Grumman offered an export version of the F4F 3 ordered by the US Navy as the G 36A, a contract for 81 aircraft being placed on behalf of France’s Marine Nationale, and France added 81 of a version called the G.36A with Cyclone engines. Seven were in various stages of assembly when France fell and the entire batch was transferred to Britain which also placed a contract for 100 G 36As on its own account. Britain’s Fleet Air Arm put in British non-metric instruments and a throttle lever that worked in the normal sense (the French pulled the lever back for take-off). The six 7.5-mm French guns in the wings were retained.
They proved far better than any other fighter in the Fleet Air Arm, and opened their score on Christmas Day 1940 when two from 804 Squadron shot down a Ju 88 in the north of Scotland.
G-36A Martlet I
Whereas the French contract aircraft were powered by the 1,200 hp Wright R 1820 G205A Cyclone, Britain selected the Pratt & Whitney S3C4 G Twin Wasp of similar power. The first (French contract) G 36A flew on 11 May 1940 and entered British service as the Martlet I, a contractual change resulting in the British order being switched to the G 36B with folding wings, this entering service as the Martlet II (although the first 10 were accepted with fixed wings). The 30 F4F 3As that had been assigned to Greece were also taken into the Royal Navy inventory as Martlet IIIs, and with the passage of the Lend-Lease Act, 220 aircraft essentially similar to the F4F-4 but with the single stage R 1820 40B engine were assigned to the Royal Navy as Martlet IVs (F4F 4Bs), these becoming Wildcat IVs when British and US names were standardised in March 1944.
Churchill regarded the production of Fulmars vital and the greater need for land Spitfires, the diversion of resources to a new navalised variant would reduce Spitfire’s production numbers. To cover the gap until the Fulmar’s replacement (the Fairey Firefly) was able to enter service, Grumman Wildcats were ordered for the FAA. These entered service towards the end of 1940 as the Martlet, but these were unavailable in sufficient numbers, while Sea Hurricanes, without folding wings, were also not advanced enough as a solution.
The appearance of the A6M2 N float fighter in the Aleutians prompted US Navy interest in a float equipped version of the F4F 3 shipboard fighter. One example was therefore fitted with Edo designed and manufactured single step metal floats, and with auxiliary rudders mounted near the tips of the tailplane flew on 28 February 1943. The need for additional keel area aft was revealed by initial trials and a large ventral fin was added to improve yaw stability. The floats and their bracing struts raised the fighter’s weight by only some 500 lb (227 kg), and from calm water at normal loaded weight the F4F 3S could take off within 34 seconds. However, the dramatic effect of float drag on speed performance led to an earlier contract to complete 100 F4F 3 Wildcats as float fighters being cancelled. Altogether Grumman built 369 F4F-3s for the US Navy, followed by 95 Dash-3As with the R-1830-90 engine. Some were converted to F4F-3P photo air¬craft and BuNo 4038 was fitted with twin floats. The navy allotted the name Wildcat, thereby estab¬lishing the famous series of Grum¬man ‘cat’ fighters, and the British changed to the same name in January 1944. The chief drawback of the otherwise outstanding F4F-3 was its size, which did not fit too well with the constricted decks of the new escort carriers. Leroy Grum-man took two paperclips and, after bending them in various direc¬tions, stuck them into a pencil eraser. He thus proceeded to demonstrate the principle of what at first was called the ‘sto-wing’. By attaching the outer wings by oblique skewed hinges they were made to fold back on each side of the fuselage, upper surface out¬wards. The company made abso¬lutely sure it worked before com¬mitting it to production at the 163rd aircraft, subsequent delive¬ries being designated F4F-4s, or Martlet IIs. These had the 1,200-hp R-1830-86 engine and the heavy armament of six 0.5-in guns in the outer wings. They were by far the most important Allied fighters in the Pacific from Pearl Harbor until the summer of 1943. Grumman completed the last of 1,971 F4F-4s on the last day of 1942, subsequently needing every inch of floor for the TBF and F6F. Small numbers were built of the experimental Dash-5 to -8. In January 1942 General Motors formed its Eastern Aircraft Divi¬sion to build aircraft in under-used car factories. In 1942 the manufacture of the Wildcat was transferred to the Eastern Aircraft Division of the General Motors Corporation. The first FM-1 Wildcat, assembled from parts supplied by Grumman, flew on 1 September 1942. The FM-1, fitted with a Pratt & Whitney R-1830-86 engine, was virtually the same as the F4F-4 (Wildcat IV). By 11 April 1944 the Eastern Aircraft Division had produced its 2,500th Wildcat. Manufacture of the F4F-4 continued in slightly modified form as the FM 1 Wildcat, the R 1830 86 Twin Wasp engine being retained but wing armament being reduced from six to four 0.5 in (12,7¬ mm) guns and ammunition capacity being raised (from 1,440 to 1,720 rounds). The first FM 1 was flown on 31 August 1942, at Linden, New Jer¬sey, a total of 1,151 subsequently being built of which 312 were assigned to Britain as Martlet (later Wildcat) Vs.
The version of the Wildcat built in largest numbers by General Motors, however, was the FM 2, the first version of the fighter produced for the US Navy to standardise on the 1,350-hp R-1820-56 Cyclone engine. The FM 2 was the production version of the XF4F 8, two prototypes of which were built by Grumman with the first flying on 8 November 1942. Distinguished by its short cowling and redesigned, taller tail. FM-2 Wild¬cats had the oil coolers removed from the under surface of the centre-section to the cowling, which was revised in shape. The removal of the oil coolers permitted the installation of universal racks under the inner wings for bombs or auxiliary fuel tanks, six 0.5-in guns, and (from No. 3,301) six 5-in rockets. This version was called the Wildcat V by the Fleet Air Arm.
FM-2 Wildcat
A total of 4,777 FM 2 Wildcats was built, the last delivery in August 1945, of which 370 were assigned to Britain as Wildcat VIs. Excluding prototypes a total of 7,898 F4Fs and FMs were built.
These were used operationally by the US Navy on a wide scale in the Pacific (FM-2 in particular serving as light escort carrier fighters), participating in the battles of the Coral Sea and Midway, and were used extensively in the attack on Guadalcanal. The type remained in first-line service until the end of the war. British Martlets initially replaced Sea Gladiators and, like their US Navy counterparts, remained operational until the end of the war.
Lieut. Millard Thrash USNR 1944 at Guadalcanal after WASP sinking
XF4F-2 Engine: Pratt & Whitney R-1830-66 Twin Wasp, 900-hp. Wing span: 34 ft. Armament: two 0.5-in guns & two 100-lb bombs.
XF4F-2 Engine: Pratt & Whitney R-1830-66 Twin Wasp, 1050 hp Wingspan: 38 ft 0 in / 11.6 m Length: 28 ft 9 in Height: 11 ft 11 in / 3.6 m
XF4F-3 Engine: Pratt & Whitney R-1830 Twin Wasp. Armament: 4 x 0.5-in mg. Max speed: 333 mph. Service ceiling: 33,500 ft.
G.36A Martlet I / Wildcat Engine: Wright R-1820G 205A Cyclone, 1200 hp Wingspan: 38 ft 0 in / 11.6 m Length: 28 ft 9 in Height: 11 ft 11 in / 3.6 m Armament: six 7.5-mm mg.
F4F-3 Engine: Pratt & Whitney R-1830-76 Twin Wasp, 1200 hp Wingspan: 38 ft 0 in / 11.6 m Length: 28 ft 9 in Height: 11 ft 11 in / 3.6 m Empty weight: 4425 lb Loaded weight: 5876 lb Max speed: 325 mph / 523 kph
F4F-3A Engine: R-1830-90.
F4F-3P Photo air¬craft.
G-36 / F4F 3S Max speed, 266 mph (428 kph) at 20,300 ft (6 185 m). Initial climb, 2,460 ft/min (12,5 m/sec). Max range, 600 mls (965 km). Empty weight, 5,804 lb (2 633kg). Loaded weight, 7,506 lb (3405 kg). Span, 38 ft 0 in (11,59 m). Length, 39 ft 1 in (11,91 m). Height, 18 ft 13 in (5,53 m). Wing area, 260 sq ft (24,15 sq.m).
F4F-4 / Martlet II / Wildcat Engine: Pratt & Whitney R-1830-36/40 Twin Wasp, 1,200-hp / 895kW Wing span: 38 ft / 11.58 m Length: 8.76 m / 28 ft 9 in Height: 2.81 m / 9 ft 3 in Wing area: 24.15 sq.m / 259.95 sq ft Max speed, 293mph (471 km/h) at 13,000 ft (3 965 m). Cruise speed: 249 km/h / 155 mph Initial climb, 3,050 ft/min (15,49 m/sec). Ceiling: 12010 m / 39400 ft Max range (clean), 890 mls (1432 km). Empty weight, 5,425 lb (2461 kg). Normal loaded weight, 7,580 lb (3 438 kg). Armament: six 0.5-in mg, 2 x 45kg bombs. Crew: 1
F4F-5
F4F-6
F4F-7
F4F-8
FM-1 Wildcat Engine: Pratt & Whitney R-1830-86 Twin Wasp, 1200 hp Wingspan: 38 ft 0 in / 11.6 m Length: 28 ft 9 in Height: 11 ft 11 in / 3.6 m Max speed: 318 mph / 509 kph Armament: 4 x 0.5-in mg.
FM-2 Wildcat V Engine: Wright R-1820-56 Cyclone, 1,350-hp. Armament: six 0.5-in guns, and (from No. 3,301) six 5-in rockets. Max speed, 289 mph (465 km/h) at sea level, 319 mph (513 km/h) at 19,600 ft (5 980 m). Time to 10,000 ft (3 050 m), 4.5 min. Max range (clean), 780 mls (1255 km). Empty weight, 5,542 lb (2 516 kg). Max loaded weight, 8,221 lb (3 732 kg). Span, 38 ft 0 in (11,59 m). Length, 28 ft 9 in (8,77 m). Height, 11 ft 5 in (3,48 m). Wing area, 260 sq ft (24,15 sq.m).
Wildcat VI Engine: Pratt & Whitney R-1830-56 Twin Wasp, 1350 hp Wingspan: 38 ft 0 in / 11.6 m Length: 28 ft 9 in Height: 11 ft 11 in / 3.6 m
Virtually a two seat adaptation of the F3F-2 fighter, the G-32 Gulfhawk III was sold to Gulf Oil in May 1938 as a high speed transport. NC1051 was drafted into the USAAF in 1942, and designated UC-103.
The G-21A eight-seat commercial amphibian first flew on 29 May 1937 and was Grumman’s first aircraft produced for the private and commercial market. Proving successful, 20 were delivered prior to 1 October 1938. The G-21 was adopted by the US Navy, under the designation JRF, first entering service in 1939, and by the US Navy as the JRF-5. However most of the 300 or so aircraft built went into military service, The US Navy initially received JRF-1s and the US Coast Guard JRF-2s in 1939-40. The series included JRF-1A aircraft, fitted for target towing and photography and JRF-3 fitted with anti-icing equipment and autopilot for use in northern waters by the US Coast Guard. The JRF-4 was a development of the JRF-1, and JRF-5 (OA-9) for the USAAF and fitted for photography. The JRF-6B was a navigational trainer. The JRF-5s also served with the RCAF and the JRF-5 and -6 with the RAF as the Goose.
JRF-5 Goose
Production of the JRF ceased in September 1945, but the type continued to serve as a general/utility amphibian with the US Navy and Coast Guard. More than 300 of the G-21A Goose series with 450 hp Pratt & Whitney engines were built just before and during World War II. Large numbers of’ these amphibians were still used by the U S Navy and Coast Guard for an-sea rescue and transport duties in 1955. After the war McKinnon Enterprises began a conversion programme, replacing the original 335kW Pratt & Whitney R-985-AN-6 engines with four 253kW Lycoming GSO-480s and incorporating other refinements to produce executive transports. This programme was superseded by the turboprop-powered G-21C, D and G Turbo-Goose conversions, initiated in 1966. The turboprop version is powered by two 680 shp / 507kW Pratt & Whitney Aircraft of Canada PT6A turboprop engines. Other improvements include retractable wing floats and increased fuel capacity.
Grumman G 21 A / JRF Goose Engine: 2 x Pratt&Whitney R-985-AN6 Wasp Junior, 450 hp Length: 38 ft 4 in / 11.68 m Height: 15 ft / 4.57 m Wingspan: 49.016 ft / 14.94 m Wing area: 375.018 sq.ft / 34.84 sq.m Max take off weight: 7955.6 lb / 3608.0 kg Weight empty: 5426.5 lb / 2461.0 kg Max. speed: 174 kts / 323 km/h / 201 mph Cruising speed: 166 kts / 307 km/h Service ceiling: 21,000 ft / 6400 m Cruising altitude: 5003 ft / 1525 m Wing load: 21.32 lb/sq.ft / 104.0 kg/sq.m Range: 556 nm / 1030 km Fuel capacity 220. Crew: 2 Seats: 4-6
JRF-5 Goose Engines: two 450 h.p. Pratt and Whitney R-985-N-6 Span: 49 ft Weight: 8,500 lb Max Speed: 180 mph Maximum range: 800 miles approx Crew: 2-6
McKinnon Turbo Widgeon G-21E Engines: 2 x P&WAC PT6-27, 715 hp. Wing loading: 33.1 lb/sq.ft. Pwr loading: 7.3 lb/hp. Max TO wt: 10,500 lb. Empty wt: 6635 lb. Equipped useful load: 3507 lb. Payload max fuel: 0 lb. Range max fuel/ cruise: 1131 nm/5.8 hr. Service ceiling: 20,000 ft. Max cruise: 174 kt. Stall: 73 kt. 1.3 Vso: 95 kt. ROC: 2000 fpm. SE ceiling: 12,000 ft. Min field length – land: 1500 ft. Fuel cap: 3956 lb. Seats: 10.
McKinnon G-21G Turbo Goose Engines: 2 x Pratt -Whitney Canada PT6A-27, 507kW / 680 shp Wingspan: 15.49 m / 50 ft 10 in Length: 12.06 m / 39 ft 7 in Wing area: 35.08 sq.m / 377.60 sq ft Max take-off weight: 5670 kg / 12500 lb Empty wt: 6635 lb Equipped useful load: 5507 lb. Payload max fuel: 1551 lb. Fuel cap: 3956 lb Wing loading: 33.1 lb/sq.ft. Pwr loading: 9.19 lb/hp. Max. speed: 391 km/h / 243 mph Max cruise: 174 kt. Stall: 73 kt. 1.3 Vso: 95 kt. ROC: 2000 fpm. Service Ceiling: 6095 m / 20000 ft SE ceiling: 12,000 ft. Min field length – land: 1500 ft. Range max fuel/ cruise: 1131 nm/5.8 hr. Seats: 13
