2 Engines

Grumman F-14 Tomcat

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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

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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-51 / F7F Tigercat

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

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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

Grumman G-46 / XP-50

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XP-50

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

Grumman XP-50

Grumman G-34 / XF5F-1 Skyrocket

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G-34 / XF5F-1 Skyrocket

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

Grumman XF5F Skyrocket

Grumman G-21 / JRF Goose

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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.

Gallery

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

Grumman E-2 Hawkeye / W2F-1

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E-2C Hawkeye

The first of three Hawkeye prototypes flew on October 21, 1960, the Hawkeye became the primary early warning component of the US Navy carrier air wings.

Grumman E-2 Hawkeye Article

Delivery of the first member of the Hawkeye family, the E 2A (formerly known as the W2F-1) began on 19 January 1964 to the US Navy, entering service in 1965 as a replacement for the Grumman E 1B Tracer, an early warning derivative of the S 2 Tracker. The E 1B carried its radar aerial inside a fixed oval, aerofoil shaped radome, but the E 2 was the first AEW type to adopt the 7.32m diameter ‘rotodome’, with the antennae mounted rigidly inside a radome which itself rotates at 6 rpm in the case of the Hawkeye. Fifty nine E 2As were delivered to the US Navy, and the type quickly proved its worth off the coast of Vietnam. The Hawkeyes were sent out to patrol whenever there was a risk of the naval task force being attacked by enemy aircraft or ships; by extending the force’s detection range well beyond the normal horizon, even against low flying aircraft, the E 2As reduced the need for large numbers of intercepters to be kept on alert throughout the day and night.
In addition to their defensive role, the Hawkeyes were able to relay target information from the aircraft carriers to their distant attack formations. With the E 2A the US Navy began to appreciate the many advantages of a modern AEW aircraft, but the 1950s technology computer had to be physically modified every time the ATDS (Airborne Tactical Data System) needed new software. To overcome this problem the Hawkeyes were fitted with Litton L 304 general purpose digital computers, and several minor modifications were also made; the E 2As thus became E 2Bs, which flew for the first time in February 1969, all having been converted by 1971.
Grumman built 56 E-2As, later updated to E-2B, before introducing the E-2C. The first of the significantly more capable E-2C series flew in January 1971. By mid-1987 97 E-2Cs had been delivered to the US Navy, plus 21 to overseas customers.

Firm orders existed for a total of 47 aircraft, with procurement of 36 more by the end of 1985. Israel has four and in 1979 Japan released funds for the first four of an eventual total of about 15 for the JASDF. The Air Self-Defence Force accepted its first E-2C Hawkeye at Bethpage, Long Island, on 18 May 1982.

The E-2G has an advanced radar that is capable of detecting airborne targets anywhere in a three-million-cubic-mile surveillance envelope. It first entered service with the US Navy in November 1973 and went to sea on board USS Saratoga in late 1974. A training version is designated TE-2C.

By this time the first E 2Cs were flying, the prototype first flew in January 1971. Although virtually identical to its forebears externally, the E 2C is a very different under the skin. The improved APS 120 radar’ can detect and track aircraft over land as well as above the sea, and the APS 125 ARPS (Advanced Radar Processing System) is being incorporated in all E 2Cs to give long range detection of very small targets and automatic overland tracking. The APS 125 also incorporates a digital airborne moving target indicator (AMTI) in place of the E¬2B’s analogue unit. Communication equipment has been improved, and the E 2C has better hot day and single engine performance than its predecessors, and is four times as reliable.

E-2C

The E 2C entered service in 1974, its arrival more or less coinciding with the introduction of the US Navy’s new generation of carrier based aircraft: the F 14 Tomcat, S 3 Viking, EA 6B Prowler and A 6E Intruder.
The latest APS-138 surveil¬lance radar was introduced on the E-2C airborne early warning aircraft built in 1983, and will be retrofitted to earlier E-2Cs in place of the original APS-125. APS-138 has a low-¬side-lobe active-element-array antenna, an enhanced passive detection system with trian¬gulation and exotic emitter recognition, together with expanded computer memory allowing the simultaneous and automatic track¬ing of up to 600 targets. At an operating height of 9,150m (30,000ft), a Hawkeye can detect and assess any approaching aircraft over a range of 480km (260 nm) in all weathers.
From 1988 new E-2Cs will be fitted with uprated Allison T56-A-427 engines, and will receive the improved APS-139 radar system which can transmit on any one of ten UHF channels. General Electric is also developing an APS-145 radar for service in 1990 which will counteract the problem of overland clutter.
The Hawkeyes work closely with the Tomcats, orbiting on station between 110 km (68 miles) and 185 km (115 miles) from the carrier at heights of 4600 m to 9150 m (15000-¬30000 ft); a typical orbit begins at 7000 m (23 000 ft) and rises to 8500 m (28000 ft) as fuel is burnt off. At a height of 7600 m (24 930 ft) the radar has a horizon range of 375 km (235 miles) and can detect high flying aircraft out to 460 km (285 miles).
The radar can detect and track more than 200 targets simultaneously, supplying alti¬tude, range and velocity information. The crew of five includes three operators in the combat information centre, each of which has a main 25 cm (10 in) radar display and a 12.5 cm (5in) screen giving alphanumeric information. Targets detected by the AWG 9 long range fire control radar in the F 14 can be notified to an E 2C by data link; they are then correlated with the appropriate return on the Hawkeye’s own radar displays or are used to feed in new information, thus effec¬tively extending the range of the AEW cover-age. The intercepter may then be vectored automatically on to the rear of the target for a visual identification, or it can be manoeuvred into the optimum firing position. The US Navy claims that the use of an E 2C for airborne control can double the number of kills made by the intercepter force while substantially reducing losses of friendly air¬craft.
Hawkeyes can also control a carrier’s attack force, supplying navigation and turn¬ing instructions by data link.

Northrop Grumman undertakes production of E-2C Hawkeye in the Hawkeye 2000 form (first flown April 1998).

Gallery

E-2A Hawkeye

E-2B Hawkeye

E-2C Hawkeye
Engine: 2 x Allison T56-A-425 turboprop, 4910 shp.
Installed thrust: 6800 kW.
Span: 24.6 m.
Length: 17.5 m.
Wing area: 699.66 sq.ft / 65 sq.m.
Height: 18.34 ft / 5.59 m
Empty wt: 17,265 kg.
MTOW: 23,560 kg.
Max speed: 600 kph.
Cruising speed: 269 kts / 498 kph
Service Ceiling: 30840 ft / 9400 m.
Initial climb rate: 2519.69 ft/min / 12.80 m/s
T/O run: 609 m.
Ldg run: 439 m.
Fuel internal: 7050 lt.
Range: 320 km.
Endurance: 4 hr on station.
Air refuel: Yes.
Crew: 5

Engines: 2 x turbo-prop Allison T-56 A-8, 2980kW
Max take-off weight: 22450 kg / 49494 lb
Empty weight: 16358 kg / 36063 lb
Wingspan: 24.6 m / 80 ft 9 in
Length: 17.2 m / 56 ft 5 in
Height: 5.6 m / 18 ft 4 in
Wing area: 65.0 sq.m / 699.65 sq ft
Max. speed: 600 km/h / 373 mph
Cruise speed: 500 km/h / 311 mph
Ceiling: 9660 m / 31700 ft
Range w/max.fuel: 3000 km / 1864 miles
Crew: 5

Grumman C-2 Greyhound

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Derived from the E-2A Hawkeye, the first of two Greyhound prototypes flew on November 18, 1964.
19 were completed for the US Navy by the end of 1968, including the two prototypes converted from E-2A airframes. The C-2 shares wings and power plants with the E-2 Hawkeye, but has a widened fuselage with a rear loading ramp and replaced the piston-engined C-1 Trader in the COD role.

Grumman C-2 Greyhound Article

The original C-2A aircraft were overhauled to extend their operational life in 1973.
The C-2A was produced 1965-1968, followed by the C-2A(R) 1985-1989
58 were built at a unit cost of US$38.96 million
C-2As built after production was resumed in 1983 are based on the E-2C, and have the uprated engines and avionics of the latter. Production C-2As also have a new auxiliary power unit to reduce the need for ground support equipment at remote locations.
Grumman received a $678 million multi-year production contract for 39 additional C-2A twin-turboprop carrier on-board delivery (COD) aircraft from the US Navy in 1983. The first of these was delivered in 1985, and production was to run until 1989.
The C-2A was originally powered by two Allison T56-A-425 turboprop engines and four-bladed Hamilton-Sundstrand constant-speed propellers.
An undercarriage with main gears is fitted to each engine nacelle and at the fuselage’s forward-most portion, a nose wheel is fitted. The wing systems are foldable and twist down, and then fold towards the empennage, just outboard of each engine nacelle, thus improving the carrier storage. Fitted into streamlined nacelles, the engines are mounted under each wing.
Straight-in rear cargo loading and downloading are enabled by the inclusion of a large aft cargo ramp and door, and a powered winch in the design to allow for fast turnarounds. A cage system helps to tie down the cargo and restrain it from the arresting and loads during carrier operation.

Northrop Grumman has equipped the aircraft with modified fowler-type flaps, and hydraulically powered irreversible flight controls with an independent hydraulic backup system.

Ultra-high-frequency (UHF) radio navigation aids such as GPS, TACAN (tactical air navigation), dual VOR (VHF omni-directional range), UHF/DF (ultra-high-frequency / direction finder), LF/ADF (low-frequency / automatic direction finder) and weather radar; and communications equipment such as high frequency (HF) and very high frequency (VHF) were provided in the aircraft. The TCAS, TAWS and ARC-210 (airborne radio communication) radios were added later.
The C-2A has open-ramp flight capability which enables airdrop of personnel and cargo or other supplies from a carrier-launched aircraft. Ground power self-sufficiency in remote areas and an auxiliary power unit onboard for starting the engine give the C-2A high operational versatility.

The C-2A is also an approved special warfare asset. It can airdrop the inflatable combat rubber raiding craft of a SEAL (sea air land) platoon out of its ramp. It deploys the platoon after the release has been made, thus enabling the SEALs to operate in close proximity to enemy camps. The airdrop capability also enables the aircraft’s utility as a search and rescue (SAR) platform to airdrop life rafts and provisions.
In 1984, the Navy ordered 39 new C-2A aircraft to replace older airframes. Dubbed the Reprocured C-2A (C-2A(R)) due to the similarity to the original, the new aircraft has airframe improvements and better avionics. The older C-2As were phased out in 1987, and the last of the new models was delivered in 1990.
Powered by two Allison T56 turboprop engines, the C-2A can deliver up to 10,000 pounds (4,500 kg) of cargo, passengers or both. It can also carry litter patients in medical evacuation missions. A cage system or transport stand restrains cargo during carrier launch and landing. The large aft cargo ramp and door and a powered winch allow straight-in rear cargo loading and unloading for fast turnaround.

Its ability to airdrop supplies and personnel, fold its wings, and generate power for engine starting and other uses provide an operational versatility found in no other cargo aircraft.

The fact that this aircraft has four vertical stabilizers is due to aircraft carrier hangar deck height restrictions. Only three of these stabilizers have working rudders. For adequate directional control of an aircraft of this size, a single rudder would have been too tall. It also places the outboard rudder surfaces directly in line with the propeller wash, providing effective yaw control even as the plane’s airspeed approaches zero, as during takeoff and landing.

Between November 1985 and February 1987, VR-24 (the former Navy Transport Squadron) and its seven reprocured C-2As demonstrated the aircraft’s exceptional operational readiness. The squadron delivered 2,000,000 pounds (910 t) of cargo, 2,000,000 pounds (910 t) of mail and 14,000 passengers in the European and Mediterranean theatres. The C-2A(R) also served the carrier battle groups during Operations Desert Shield and Desert Storm, as well as during Operation Enduring Freedom.

Production of the modernised version began in 1985. Delivered in 1990, the aircraft’s modernisation process included several improvements in the airframe and avionic systems over those in the C-2A.

C-2A BuAer 162148 of VRC-30 gets a wave-off on USS Kitty Hawk off Perth, Australia, August 1988

Northrop Grumman is currently working on the resupply of the upgraded C-2A version. In November 2008, the company also obtained a $37m contract for the maintenance, logistics and aviation administration services over five years for the C-2A fleet assigned to air test and evaluation squadron 20 (VX-20) at Patuxent River.
Greyhound service life extension programme (SLEP)

A service life extension programme (SLEP) is being carried out to improve the operating service life of the reprocured aircraft, achieving a viable and economically maintainable platform until it is replaced. The programme will increase its service life from 15,020 to 36,000 landings and from 10,000 to 15,000 flight hours. The SLEP involves structural enhancements to the centre wing, an aircraft rewire, a new propeller system and improvement of the avionics systems.

The eight-bladed NP2000 propeller is another part of this upgrade and was expected to be installed by 2010.
Navigational upgrades such as the addition of a global positioning system (GPS), the dual CAINS II navigation system, crash-survivable flight incident recorders and a ground proximity warning system are also included in the programme.

Further, a mandate issued by Congress and the chief of naval operations provided for incorporation of two passenger-carrying safety requirements, namely the traffic alert and collision avoidance system (TCAS) and the terrain avoidance warning system (TAWS) in the extension programme. The landing limit of most of the airframes is quickly approaching and the SLEP, upon successful completion, will improve the operational life of the aircraft till 2027.

While all the existing fleet of 36 C-2As is being upgraded in the SLEP, the first upgraded C-2A(R) took off from the NAVAIR Depot North Island on 12 September 2005. Development and installation of the SLEP for this aircraft took three and a half years. As of 2009, a second airframe is close to completion, and the rest of the 34 aircraft are anticipated to take off in the following five years.
As of September 2009, the USN was exploring a replacement aircraft for the C-2, including the V-22 Osprey.

The C-2 was operated by Carrier Airborne Early Warning Squadron One Two Zero (VAW-120), Fleet Logistics Support Squadron 30 (VRC-30) and Fleet Logistics Support Squadron 40 (VRC-40). ‘Providers’ at NAS North Island and Detachment Five (at NAF Atsugi, Japan) of VRC-30 are also flying the C-2As. VRC-40 is using the aircraft for its ‘Rawhides’ stationed at NAS Norfolk, while VAW-120 is using the aircraft for its ‘Greyhawks’ stationed at the same location.

VAW-120, the US Navy Fleet Replacement Squadron, was engaged in training aircrew men, naval flight officers and new pilots for the C-2A Greyhound as well as E-2C Hawkeye aircraft.

Variants:
C-2A
C-2A(R)
“Reprocured” C-2A

C-2 Greyhound
Primary Function: Transport
Engines: Two Allison T-56-A-425 turboprop, 4,600hp (3,400 kW)
Length: 56 feet, 10 in (17.30 m)
Wingspan: 80 feet, 7 in (24.60 m)
Folded span: 29 feet, 4 in
Height: 15 feet, 10.5 in (4.85 m)
Wing area: 700 sq.ft (65 sq.m)
Empty weight: 33,746 lb (15,310 kg)
Useful load: 20,608 lb (9,350 kg)
Max takeoff weight: 60,000 lb (24,655 kg)
Payload: 10,000 lb cargo or 26 passengers / 12 litter patients
Wing loading: 77.6 lb/sq.ft (378.9 kg/sq.m
Maximum speed: 343 knots (394 mph, 553 km/h) at 12,000 ft (3,660 m)
Cruise speed: 251 knots (289 mph, 465 km/h) at 28,700 ft (8,750 m)
Stall speed: 82 knots (94 mph, 152 km/h) at idle power
Range: 1,300 nm (1,496 mi, 2,400 km)
Service ceiling: 33,500 ft (10,210 m)
Rate of climb: 2,610 ft/min (13.3 m/s)
Crew: 2 pilots, 2 aircrew

C-2A / C-2(R)
Engines: 2 × Allison T56-A-425 turboprop engines; 4,800shp (3,400kW)
Propeller NP2000 eight-blade propeller
Length 56ft 10in (17.3m)
Height 17ft 2in (5.28m)
Wingspan 80ft 7in (24.56m)
Wingspan Folded 29ft 4in (8.94m)
Wing area: 65 sq.m.
Maximum Gross Take-Off Weight 57,500lb (26,082kg)
Empty Weight 35,000lb (15,875kg)
Internal Fuel 12,000lb (5,443kg)
Payload 10,000lb (4,536kg)
Carrier Landing Weight 49,000lb (22,226kg)
Field Take-Off Weight.60,000lb (27,216kg)
Field Landing Weight 52,000lb (23,587kg)
Airspeed 260kt (true cruising airspeed)
Maximum Speed 343kt
Range 1,300nm
Climb Rate 2,610ft a minute (13.3m/s)
Ceiling 30,000ft (9,144m)
T/O run: 665 m.
Ldg run: 435 m.
Fuel internal: 6905 lt.
Range/payload: 1930 km with 4500 kg.
Crew 4 (two pilots and two air-crew)
Capacity 38 (26 passengers and 12 litter patients)

Grumman A-6 Intruder / A2F

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EA-6B

Tasked with finding and attacking targets under night or all weather conditions for the U.S. Navy/Marine Corps, A2F-1 Intruders were designed and developed by the Grumman Aerospace Corporation. The first trials aircraft flew on 19 April 1960 and eight YA2F-1 Intruder prototypes were delivered to the US Navy for evaluation, with original tilt able tailpipes and powered by two Pratt & Whitney J52-P-6 engines of 8500 lb.

Grumman A-6 Intruder Article

The A2F-1 was designed to deliver nuclear or conventional weapons with great accuracy on targets that are completely obscured by bad weather or darkness. A digital integrated attack navigation system enables the pilot to set course for the target and then leave the aeroplane to fly itself. Two TV-type screens enable him to “see” the ground and target whatever the conditions. At the target the aircraft is capable of dropping its weapons and turn for home automatically.

The slightly swept tail surfaces have a variable incidence tailplane. Lateral control is by inset spoilers forward of the trailing edge flaps which extend over almost the full wing span. Full span leading edge flaps are fitted. The outer wings fold upward and inward for ship-board stowage. Sideways opening air-brakes are on each side of the rear fuselage. The tricycle undercarriage has twin nose-wheels and a single wheel on each main unit. The nosewheel retracts rearward and main units forward.

The first prototype flew in November 1960.

A2F-1 Intruder

The first US Navy attack squadron to receive the Grumman A 6A Intruder, VA 42, re-equipped with the type at Oceana NAS, Virginia, in 1963.

In August 1964 it was reported that South Africa, rebuffed by the US State Department in bid to buy Grumman Intruders because of its race policies, was buying British Buccaneers instead.

From the A 6A was evolved the initial EA 6A ECM version for the Navy, its potential such that an advanced ECM version was developed in late 1966.

A development contract was issued in autumn 1966 and the EA-6B Prowler is externally similar to basic A-6 except longer nose enclosing four-seat cockpit and large pod on fin. First flown on 25 May 1968, delivery of first 12 production aircraft started January 1971. The first flew with an ALQ-99 jamming system which has evolved from being able to cope only with individual emitters (EXCAP), through several emitters (ICAP), to groups of weapons systems such as an air defence complex (ICAP¬ 2). The last of 170 was delivered on 29 July 1991.

The Grumman EA 6B was the Navy’s first aircraft to be purpose designed and built for tactical electronic warfare, two of the crew being ECM officers to operate the airborne equipment which can detect, identify, locate, and jam the emissions of hostile radars.
Eight Prowlers were deliv¬ered to the US Navy in 1986, and plans call for production of the current ICAP-2 (Improved Capability) EA-6B shipborne electronic warfare aircraft to continue until at least 1991. Earlier EA-6Bs are being upgraded to ICAP-2 standard, which includes power management, improved emitter identification and correlation, and better reliability and maintainability. The first ICAP-2 flew in June 1980. EA-6Bs can now carry Harm anti-radiation missiles.

The A-6E began to enter service in 1972.

On 22 March 1974 Grumman flew the first A-6E TRAM version of the Intruder, this incorporating a turreted electro-optical sensor package for the delivery of laser-guided weapons; the TRAM target recognition attack multi-sensor) added infra-red and laser equipment to the full A-6 avionics systems.

Grumman A-6/TRAM Intruder Article

An advanced version of the Intruder subsonic all-weather carrier-borne strike aircraft, the A-6F, was scheduled to fly during 1987. Production deliveries will begin in 1989, against US Navy/USMC requirements for 150 aircraft. A-6F improvements include a new Norden high-resolution synthetic-aperture radar, stand-off ASM, and AIM-120 Amraam/ AIM-9 Sidewinder AAM capability. The A-6F will be powered by two 40.07kN General Electric unreheated F404 turbofans, will have a new wing designed by the Boeing Military Airplane Company, and will be fitted with a new CRT¬ based cockpit and digital avionics. Much of the avionics being carried in five external pods.

The new Boeing wing, which is to be retro-fitted to all existing A-6E/KA-6Ds from 1987, will offer an 8,000hr service life. A-6E target recognition and attack multisensor (Tram) production continues, and 12 were delivered in 1986. The modification of earlier A-6Es to accept Tram turrets also progresses. The tram turret houses both a Flir system and a laser tracker/designator.
The KA-6D is a flight-refuelling tanker converted from the original A-6A Intruders or from older A-6Es.

On 3 April 1989 an A-6E made its first test flight fitted with Boeing-built composite wings.

A total of 482 A 6 were built.

Northrop Grumman undertook EA-6B Prowler remanufacturing,

The US Navy continued to fund the A-6F in 1988 although production was no longer planned. Two A-6Fs were flying, the third, intended as a test-bed for the digital avionics suite, entered testing in late August 1988.

Gallery

A2F-1
Engines: 2 x Pratt Pratt & Whitney J52-P-6, 8500 lb
Wingspan: 53 ft
Length: 53 ft 5 in
Height: 15 ft 1.75 in
Empty weight: 24,000 lb
MTOW: 54,000 lb
Max speed: 720 mph at SL
Max cruise: 685 mph at SL
Hardpoints: 4 wing, 1 fuselage

A-6
Engines: 2 x Pratt & Whitney J-52-P-8A, 41.3kN
Weight empty : 26008.0 lb / 11795.0 kg
Max take-off weight: 27500 kg / 60627 lb
Wingspan: 16.2 m / 53 ft 2 in
Length: 16.3 m / 53 ft 6 in
Height: 15.584 ft / 4.750 m
Wing area: 49.2 sq.m / 529.58 sq ft
Wing loading: 114.39 lb/sq.ft / 558.00 kg/sq.m
Max. speed: 1000 km/h / 621 mph
Cruise speed: 770 km/h / 478 mph
Ceiling: 12700 m / 41650 ft
Range w/max.fuel; 5000 km / 3107 miles
Crew: 2
Armament : 6804kg ext. (5 pt.)

EA-6A Prowler

KA-6D Intruder

A-6E Intruder
Engine: 2 x P&W J52 P 8A, 9,300lb turbojet.
Installed thrust (dry): 83 kN.
Span: 16.2 m.
Length: 16.7 m.
Wing area: 49.1 sq.m.
Empty wt: 12,000 kg.
MTOW: 26,580 kg.
Warload: 8165 kg.
Max speed: 1040 kph.
Initial ROC: 2300 m / min.
Ceiling: 12,950 m.
Fuel internal: 9030 lt.
Max range: 4399 km.
Air refuel: Yes.
Combat radius hi-lo-hi: 1415 km.

A-6F Intruder

EA-6B Prowler
Engine: 2 x P&W J52-P-408 turbojet, 11,200 lb thrust.
Installed thrust: 99.6 kN.
Span: 16.2 m / 53 ft 2 in
Length: 18.2 m
Wing area: 49.1 sq.m / 528.51 sq ft
Height: 5.0 m / 16 ft 5 in
Empty wt: 15686 kg / 34582 lb
MTOW: 26535-28655 kg / 58500 – 63174 lb
Max speed: 965 km/h / 600 mph
Cruise speed: 850 km/h / 528 mph
Initial ROC: 2540 m / min.
Ceiling: 11,600 m / 38050 ft
T/O run: 815 m.
Ldg run: 655 m.
Fuel internal: 8870 lt.
Range: 535 km.
Endurance: 1 hr loiter.
Range w/max.fuel: 4000 km / 2486 miles
Crew: 4

A2F-1
Engines: 2 x Pratt & Whitney J52-P-6, 8500 lb

Grumman EA-6B Prowler