An AEW development of the S-2 Tracker the E-1 Tracer was designated WF under the old US Navy system. The Tracer was fitted with the Hazeltine AN/APS-82 search radar in its radome. The radar featured an Airborne Moving Target Indicator (AMTI), which analyzes the Doppler shift in reflected radar energy to distinguish a flying aircraft against the clutter produced by wave action at the ocean’s surface. Separating a moving object from stationary background is accomplished by suitable hardware. The E-1 featured folding wings for compact storage aboard aircraft carriers. Unlike the S-2 and C-1 in which the wings folded upwards, the radome atop the fuselage necessitated the E-1 to fold its wings along the sides of the fuselage.
Variants:
XTF-1W/XWF-1 Aerodynamic prototype (BuNo 136792) without electronics, later rebuilt as a standard C-1A, retaining the twin tail.
WF-2 Airborne Early Warning version of the TF-1 Trader, redesignated E-1B in 1962, 88 built.
E-1B WF-2 redesignated in 1962.
Specifications:
E-1B Engines: 2 × Wright R-1820-82A Cyclone 9-cylinder radial, 1,525 hp (1,137 kW) Length: 45 ft 4 in (13.82 m) Wingspan: 72 ft 4 in (22.05 m) Height: 16 ft 10 in (5.13 m) Wing area: 506 sq ft (47.0 sq.m) Empty weight: 20,638 lb (9,381 kg) Loaded weight: 24,800 lb (11,273 kg) Max takeoff weight: 26,600 lb (12,091 kg) Maximum speed: 207 knots (238 mph, 383 km/h) at 4,000 ft (1,220 ft) Cruise speed: 142 knots (163 mph, 263 km/h) Service ceiling: 15,800 ft (4,800 m) Rate of climb: 1,120 ft/min (5.7 m/s) at sea level Range: 900 nmi (1,035 mi, 1,666 km) Endurance: 6.83 hrs (4.63 hrs on station at 150 nm (278 km) at 5,000 ft (1,500 m) Armament: None Crew: 4, two pilots, two RADAR/Intercept Controllers
Grumman’s S 2 Tracker was the first of the US Navy’s post Second World War aircraft to combine the ASW roles of ‘hunter’ and ‘killer’. Prior to its entry into operational service, no one aircraft with adequate perform¬ance and the capability to carry the necessary equipment to seek the sub¬marine, as well as the weapons to destroy it. The prototype was first flown on 4 December 1952 and S 2A Trackers entered service with the US Navy in 1954. The initial production version was designated S-2A (CP-121, formerly CS2F-1 for the Canadian version).
The mainplanes and tail surfaces are un-swept, with dihedral on the tailplane. Small ailerons are supplemented by long-span spoilers on the top surfaces of the wings. There are fixed leading edge slots on the outer wings and long span slotted trailing edge flaps. The rudder is divided vertically into two parts, the forward part being used only during take-off, landing and single-engine flight. The tricycle undercarriage has twin nose-wheels and single wheel on each main unit. All wheels retract rearward. A partially retractable bumper-wheel is under the rear fuselage, and an arrester hook is under the tail.
CP-121 Tracker 12195 of 880 Sqn RCAF, 1987
In production for the U.S. Navy and in Canada for the Royal Canadian Navy in 1955 as the S2F-1 Sentinel. The S2F-2 is similar, but has a large radar scanner, similar to that carried by AD4W “guppy” Skyraiders, built into the bottom of its fuselage under the cockpit. Both versions combine search and strike duties in a single aircraft. TF-1 trainer is similar. So is transport version, able to carry 8 passengers or over 1,600 lb. cargo for shore-to-ship supply.
Canadian de Havilland built Tracker
The S-2B had new anti-submarine detection equipment, and the TS-2B was a trainer.
The S 2E was powered by two 1,136.4kW / 1,525 hp Wright R 1820 82WA piston engines, and stores which can be deployed include sonobuoys, depth charges, a nuclear depth bomb, bombs, torpedoes, and rockets. The US Navy also operates an AEW version of this aircraft known as the E 1B Tracer. Other variants include: S-2G with enlarged bomb bays to house two homing torpedoes (most converted to US-2C or RS-2C) S-2D with improved anti-submarine equipment, wider cockpit and longer range S-2F with uprated submarine detection equipment S-2G, early version uprated with a Martin Marietta kit US-2A/C, S-2A/C converted for target towing US-2B utility/transport conversion of the S-2B RS-2C, S-2C converted for photo-reconnaissance/ survey work AS-2D, S-2D modified for night attack E-1B Tracer, AEW version with a radome on its back.
A number of Argentinian S-2E Trackers were up-graded by IAI, including replacing the engines with Garrett TPE331-15 turboprops and 5 blade Hartzell props, to be re-designated S-2UP. Starting in 1952, Grumman built nearly 1,200 S-2 Trackers, for US Navy and a dozen or so other users, including Argentina, Brazil, Peru, S Korea, Taiwan, Thailand, Turkey, Uruguay and Venezuela. The RAAF purchased 32 S-2E/G Trackers, the first was delivered on 9 Nov 1966 and last delivered on 16 Mar 1977.
Grumman, with Tracor, developed the S-2T with 1,650 shp (1 230 kW) Garrett TPE331-1-AW turboprops primarily to meet Taiwan¬ese interest.
The Canadian Government decided on the Grumman Tracker, and 100 examples were built by de Havilland Canada under license in Downsview, Ontario, with Wright R-1820 engines of 1530 hp. Originally designated CS2F, the Canadian Trackers flew their sub-hunting missions from land bases and the HMCS Bonaventure.
S2F-1 Sentinel
Conair Aviation’s Turbo Firecat conversion of a Grumman S-2 Tracker made its first flight at Abbotsford, BC, on 7 August 1988 and was delivered to the Securité Civile in France later in the month. A second prototype, using a French Agency aircraft during September, was to be used to obtain Canadian certification.
The Turbo Firecat is powered by 1424 shp / 1063 kW Pratt & Whitney Canada PT6A-67AF turboprops and has a revised fuel system with single-point underwing refuelling and 100 USG / 379 lt underwing tanks. An 870 USG / 3295 lt retardant delivery tank and 46 USG / 173 lf foam injection system are fitted.
Canada has a programme to fit 1,100 shp (820 kW) Pratt & Whitney PT6A-67Rs in its locally-produced CP-121 Trackers (28 in service). The Tracker continued active operation until April 1991, when the last Tracker was retired.
In 1990 both Marsh Aviation and Grumman produced turboprop conversion, with Garrett TPE331s.
S2F-1 Sentinel Carrier-based anti-submarine aircraft Crew: 4 Engines: 2 x Wright R1820-76, 1,425 h.p. Wingspan: about 69 ft. Loaded weight: approx. 20,000 lb. Armament: 20 mm. guns in nose Bombload: 6,000 lb
S2F-3 Engines: 2 x Wright R-1820-82, 1525 hp Props: 3 blade Wingspan: 72 ft 7 in Length: 43 ft 6 in Height: 16 ft 7.5 in Wing area: 499 sq. ft Empty weight: 18,315 lb MTOW: 26,147 lb Max speed: 280 mph Service ceiling; 22,000 ft Endurance: 9 hr at 150 mph at 1500 ft Hardpoints: 6
S-2E Engines: 2 x Wright R-1820-82WA Cyclone, 1,530 hp (1141 kW) Max take-off weight: 13222 kg / 29150 lb Empty weight: 8505 kg / 18750 lb Wingspan: 22.12 m / 72 ft 7 in Length: 13.26 m / 43 ft 6 in Height: 5.05 m / 16 ft 7 in Wing area: 46.08 sq.m / 496.00 sq ft Max. speed: 426 km/h / 265 mph Cruise speed: 241 km/h / 150 mph Range w/max.fuel: 2092 km / 1300 miles Crew: 4
S-2E/G Engines: 2 x Wright Cyclone, 1,520 hp Wing Span: 72 ft 7 in Length: 43 ft 6 in Height: 16 ft 7 in Empty weight: 18,750 lb Loaded weight: 29,150 lb Ceiling: 21,000 ft Speed: 265 mph (sea level) Endurance: 9 hr Armament: 2 x torpedoes / 4 depth charges (bomb bay) Hardpoints: 6 x / 250 lb Crew: 4
The Grumman Aircraft Corporation designed the G-164 Ag-Cat in the middle of the l950s but only built two aircraft, the first, N74054 (#X1) being flown on 27 May 1957, as later that year Grumman contracted the Schweizer Aircraft Corporation of Elmira, in New York State, to build 100 aircraft. The first of these, N10200, was flown on 17 October 1958 and the Grumman G-164 Ag-Cat was certified by the FAA in the restricted category in January 1959. The engine for the prototypes and early production aircraft was the Continental W670-6N seven-cylinder radial of 220 hp. Because of its lighter weight than other engines, the longer engine mounts were cowled and gave the Ag-Cat a length of 24 feet and six inches. The wing-span was 35 ft8 in. The first twenty-odd aircraft had flat fuselage side panels, rather than the more familiar ribbed panels. These early model aircraft were fitted with 215 US gallon hoppers.
The G-l 64 was also certified for the 220-225 hp Gulf Coast W670-240 (a modified Continental tank engine) and the 245 hp L4M or L4MB, 275-300 hp Jacobs R-755. Once with operators, some aircraft were converted to the 450 hp Pratt & Whitney R-985 or the 600 hp R-1340, the latter readily recognised by extremely short engine mounts. Aircraft in the serial range 301-400 were built new with a 300 hp Jacobs R755 and an aluminium hopper of 245 US gallons installed. Nearly all of these aircraft were fitted with an enclosed canopy, which were also retrofitted to earlier aircraft. Production of the G-164A Super Ag-Cat, with the P&W R-985 and a 300 US gallon fibreglass hopper, began in 1966 with number 401, N895X. The R-1340 engine was also fitted to these aircraft. Production of the G-164A ended at number 1730 with N6894Q.
In 1974 Grumman American announced a new model Ag-Cat. The wingspan had been increased from 36 feet to 42 feet 3 inches, but the hopper size remained at 300 US gallons and the new model was introduced with the 450 hp R-985 and, again, the R-1340 was later fitted. The recognition feature of the G-164B was the broad cord fin and rudder. With the R-985 installed the length of the G-164B is 25 feet, 7 inches. N88348 (#1B) was the first G-164B completed and over 800 were manufactured before production ended. The G 164B was certified under the A model banner. In 1976 a stretched version, the G-164C, was flown and put into production. This was followed by the many turbine conversions. Grumman American introduced in 1978 the Ag Cat C duster, powered by a 600 hp Pratt & Whitney radial. It carries a 500 galIon hopper the biggest dustbin available in any production agplane. In February 1976 the Super Ag-Cat C was flown, and in November 1977 was certificated; it has a deeper and longer fuselage accommodating a 500 US gallon hopper.
The factory PT6 turbine conversion kit weighing in some 230 kgs lighter, is around 10 to 12 knots faster and the PT6 power will enable a full load of 1500 litres to be carried for most operations. Fitted will be a three bladed Harztell prop, providing for a quieter operation and a reversing capability if ever required. Although the Grumman Aircraft Engineering Company designed the Ag-Cat, built the two prototypes and marketed the type (subsequently through its subsidiary Grumman American Aviation Company), Schweizer Aircraft Corporation manufactured all the production Ag-Cats. Schweizer built 1400 aircraft between 1959 and 1975 and, with the exception of the engine fitted, the appearance of Grumman’s Ag-Cat hardly changed. In 1978 Gulfstream American bought Grumman American, and in 1979 a dual trainer Ag-Cat was shown at the Paris Air Show, although this was apparently designed and manufactured by some other company.
By 1979 Schweizer had produced 2,455 Ag-Cats at its Elmira, New York factory: 1,730 G-164As, 659 G-164Bs, 44 G-164Cs, and 22 G-164Ds – Super Ag-Cat Cs with a PT6A turbo-prop.
Reported in March 1979 was the Gulfstream American Ag-Cat B fitted, by Page Industries, with a 600 shp Lycoming LTP 101 turboprop. First flight of the prototype was made on 22 November 1978 and the installation was notable for being 34 in / 86.4cm shorter than the PT6 in the Ag-Cat. Another installation in an Ag-Cat, flight tested late 1978, was a 650 hp liquid-cooed Vee engine developed by Stage II from the Chrysler “hemi-head” auto engine and offering less drag than the Ag-Cat’s usual radial. Mid-Continent of Hayli, Missouri fitted a 1200 hp Wright Cyclone R-1820 in an Ag-Cat to produce the King Cat, which will take off at its 9500 lb / 4313 kg gross weight from a 1000 ft / 305 m strip.
In 1981 Schweizer bought the Ag-Cat manufacturing and marketing rights from Gulfstream American, and produced an improved G-164B known as the Ag-Cat B-Plus and powered by either a 450-hp R-985 or a 600-hp R-1340 Pratt & Whitney nine-cylinder radial.
A Hershy FatCat modification widens the fuselage and raises the top wing some 8 inches. Some have been powered by a Walter 601-F-II turbine engine delivering 750 hp using a five-bladed propeller, or the 600 hp Polish PZL 3S radial, and at least one has been equipped with two Lycoming TIO-540s, in separate Piper Seneca cowlings, mounted side-by-side, in the nose.
Ethiopian Airlines sc Company’s Agro Aircraft Manufacturing division produced the Ag-Cat Corporation Ag-Cat G164B Turbine under the name Eshet for distribution and operation in Ethiopia and African countries except Algeria, South Africa, and Tunisia. Admas Air Service in Ethiopia has produced over 10 Grumman Ag-Cats under licence from Schweitzer.
G-164A Ag-Cat Engines: P&W R-985, 450 hp. Seats: 1. Wing loading: 18.52 lb/sq.ft. Pwr loading: 13.5 lb/hp. Max TO wt: 6075 lb. Empty wt: 2870 lb. Equipped useful load: 3168 lb. Payload max fuel: 2688 lb. Range max fuel/ 75% pwr: 244 nm/ 2.8 hr. Service ceiling: 13,000 ft. Hopper cap: 300 USG. 75% cruise: 89 kt. Working speed: 89 kt. Working endurance: 3.4 hr. Stall: 68 kt. ROC: 400 fpm. Min field length: 2320 ft. Fuel cap: 276/480 lb.
G-164A Super Ag-Cat Engine; 600-hp Pratt & Whitney R-1340 nine-cylinder radial. Wing span; 35 ft 11 in. Wing chord (constant); 4 ft 10 in. Length; 24 ft 3in. Height; l0 ft 9 in. Wing area; 328 sq ft. Empty, equipped; 3,159 lb. Certificated max T-O; 4,500 lb. Max TO wt: 6075 lb. Power loading; 7.5 lb/hp. Equipped useful load: 2893 lb. Payload max fuel: 2413 lb. Range max fuel/ 75% pwr: 171 nm/ 1.8 hr. Service ceiling: 16,000 ft. Hopper capacity; 33 or 40 cu ft. Fuel capacity; 46, 69 or 80 US galls. Never-exceed speed; 128 kt. 75% cruise: 98 kt. Abrupt manoeuvre speed; 102 kt. Working speed; 82-91 kt. Working endurance: 2.9 hr. Stall speed, power off; 59 kt. Stall clean: 69 kt. Rate of climb; 710 ft/min. Take-off run; 395 ft. Seats: 1. Wing loading: 18.52 lb/sq.ft. Fuel cap: 276/480 lb.
G 164B Engines: P&W R-985, 450 hp. Seats: 1. Wing loading: 15.5 lb/sq.ft. Pwr loading: 13.5 lb/hp. Max TO wt: 6075 lb. Empty wt: 3025 lb. Equipped useful load: 3023 lb. Payload max fuel: 2543 lb. Range max fuel/ 75% pwr: 283 nm/ 2.8 hr. Service ceiling: 14,000 ft. Hopper cap: 300 USG. 75% cruise: 103 kt. Working speed: 91 kt. Working endurance: 3 hr. Stall: 61 kt. ROC: 625 fpm. Min field length: 1820 ft. Fuel cap: 276/480 lb.
G-164B Engine: P&W R-1340, 600 hp.
Schweizer Super Ag-Cat 164B/600 Engine: P&W R-1340, 600 hp. TBO: 1200 hrs. Prop: Hamilton Standard 2-blade, 108-in. Seats: 1. Length: 25.9 ft. Height: 11.3 ft. Wingspan: 42.3 ft. Wing area: 392 sq.ft. Wing aspect ratio: 5.49. Maximum ramp weight: 6075 lbs. Maximum takeoff weight: 6075 lbs. Standard empty weight: 3255 lbs. Maximum useful load: 2820 lbs. Maximum landing weight: 6075 lbs. Wing loading: 15.5 lbs/sq.ft. Power loading: 10.1 lbs/hp. Maximum usable fuel: 480 lbs. Hopper capacity: 400 USG. Best rate of climb: 576 fpm. ROC @ 6000ft: 379 fpm. Service ceiling: 17,000 ft. Maximum speed: 128 kts. Working speed: 100 kts. Fuel flow @ working speed: 192 pph. Endurance at working speed: 2.4 hrs: Stalling speed clean: 50 kts. Stalling speed flaps down: 52 kts. Turbulent-air penetration speed: 102 kts. Fixed tail wheel undercarriage.
The Mallard was Grumman’s entry into the civilian/commercial use amphibian category. Based on the smaller Goose and Widgeon designs, the larger G73 featured tricycle landing gear. Only 59 Mallards were ever built, but some saw a new life as a turboprop with Pratt & Whitney PT6A out front. A supplemental type certificate was issued for the kerosene burning versions in 1960, but even the performance boost delivered by the more powerful engines was not enough to keep the Mallards in service. Only 59 were built.
In 1944 Grumman initiated design of its Grumman G-64 aircraft, which was to be named Albatross, and which saw service with the US Air Force, US Coast Guard and US Navy. The Albatross was first ordered as the XJR2F 1 utility transport for the US Navy and the prototype was flown first on 24 October 1947, and was of generally similar configuration to its predecessor. Fixed underwing floats were retained, but these and the entire structure had been considerably refined to reduce drag. Other changes included the provision of a cantilever, instead of strut-braced, tailplane; tricycle type retractable landing gear; and pylons beneath the wing, outboard of the engines, which could carry weapons, or drop-tanks to increase range. The wings and tailplane are unswept, the tailplane with dihedral. The controls are conventional and flaps are split trailing edge type. Additional fuel could also be carried in the underwing, non-retractable, floats. Accommodation was provided for a crew of four and the cabin could accommodate 10 passengers, stretchers, or cargo, according to requirements.
Initial production was of the UF-1 model, and a modified version introduced in 1955 was the UF-2. This latter aircraft had a 16 ft 6 in increased span, a cambered wing leading edge, ailerons and tail surfaces of increased area, and more effective de-icing boots for all aerofoil leading edges.
Many SA-16A were modified to SA-16B standard.
In the tri-service rationalisation of designations in 1962, these aircraft became HU-16C and HU-16D respectively.
Winterised aircraft for Antarctic service were designated UF-1L (later LU-16C), and five UF-1T dual-control trainers were re-designated TU-16C.
The US Navy’s UF-2 general duties amphibian and Coast Guard’s UF-2G were similar to the SA-16B. In 1965 the Coast Guard operated 71 UF-2Gs.
Also operated by the US Navy as the UF-1F and UF-1L. The UF-2S was a modification of the UF-2 for anti-submarine hunter-killer duties. It utilizes much of the equipment developed for the S2F Tracker. Norway ordered 16 examples of the UF-2S. More than 450 Albatross were built.
The USAF found the G-64 attractive for rescue operations, the majority of the 305 ordered serving with the MATS Air Rescue Service under the designation SA-16A. Most of which were converted to SA 16B form with extended wings and tail for operation at greater weight. An improved version, equivalent to the US Navy’s UF-2, entered service in 1957 as the SA-16B; in 1962 these became HU-16A and HU-16B respectively. HU-16E was the designation (originally UF-1F) of Albatross aircraft operated by the US Coast Guard, and 10 supplied to Canada were designated CSR-110.
In service in 1955 with air-sea rescue units of the U.S.A.F. (SA-16A) and with the U.S.N. (UF-1) and U.S.C.G. (UF-1G) for general utility duties. One version has a sprung ski under the hull and small skis under the wing-tip floats, to permit operation from land, water or ice without modification.
An anti-submarine version with nose radome, retractable MAD gear, ECM radome and searchlight was introduced in 1961, and was equipped to carry a small number of depth charges. The versatile Albatross continues in service with a few air forces and navies, but its powerful and fuel-hungry engines have meant that surplus aircraft which became available for use were not a particularly attractive proposition to airline operators, and in consequence few were adapted for such a role.
Several nations used the Albatross, including Argentina, Brazil, Canada, Chile, Greece, Indonesia, Italy, Japan, Norway, Philippines, Portugal and Spain. Many still in service are of the anti-submarine type first flown in 1961, with nose radome, tail MAD boom, underwing searchlight, ECM installations and provision for carrying antisubmarine depth charges, torpedoes or other stores. Full all weather electronics and anti icing equipment are standard.
Grumman HU-16C N7025J
The unique capabilities of the big amphib have caused numerous attempts to modernize the basic hull. In the 1970s, Grumman reconfigured the military design to make room for 28 passengers, and added a galley for food and room for a fight attendant. The new airplane was designated the G111 and awarded FAA certification in 1980. Other Albatrosses have been converted to turbine power.
The Grumman G-111, civilianised version of the HU-16 Albatross, entered service on 1 July 1981 with Chalks International Airline to operate scheduled service between Fort Lauderdale and Paradise Island, Nassau. Chalks is a subsidiary of Resorts International, which has arranged the programme to convert U-16 to G-111 standard. Sub-contracted to Grumman, Chalks took two of the initial batch of five G-111. Up to 50 more were available for conversion.
Transland Aircraft modified HU-16B for civilian use with ATC A2GL.
Principal versions – UH-16A (short-span navy model), UH-16B (long-span navy model), UH-16C (short- span air force model), UH-16D (long-span air force model), and UH-16F (coast guard model).
UF-1 Air-sea rescue amphibian. Engines: 2x 1,425 h.p. Wright R1820-76B Wingspan: 80 ft Length: 62 ft. 2 in. Loaded weight: 27,025 lb. Max. speed: 247 mph Typical range: 2,700 miles at 225 mph with 2×300 USG external tanks. Armament: None. Crew: 4-6 Capacity: 10 passengers or 12 stretchers.
UF-2S Engines: 2 x Wright R-1820-76A, 1425 hp Props: 3 blade Wing span: 96 ft 8 in Length: 62 ft 10 in Height: 25 ft 10 in Wing area: 1035 sq.ft MTOW: 37,500 lb Fuel capacity centre section: 562 Gal Float fuel capacity: 2 x 166 Gal Underwing fuel capacity: 2 x 250 Gal Service ceiling: 21,500 ft Range: 2850 mi at 124 mph Wing Hardpoints: 4
HU-16C Albatross Engines: 2 x 1,425-hp (l,063-kW) Wright R-l820-76A Cyclone Max range: 2200 nm. Crew: 4-6
HU-16D Albatross Engines: 2 x 1,425-hp (l,063-kW) Wright R-l820-76 Cyclone Maximum speed 236 mph (205 kts / 380 km/h) Cruise speed: 360 km/h / 224 mph Service ceiling 21,500 ft (6,555 m) Range 2,850 nm (4,587 km) Empty wt.: 22,883 lb (10,380 kg) MTOW: 35,700 lb (16,193 kg) Wing span: 96 ft 8 in (29.46 m) Length 61 ft 3 in (18.67 m) Height 25 ft 10 in (7.87 m) Wing area 1,035.0 sq ft (96.15 sq.m). Crew: 4-6
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.
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.
Two prototypes designated XTBF-1 were ordered on 8 April 1940, the first flying on 1 August 1941. The engine was a Wright R-2600-8 Cyclone 14-cylinder two-row radial rated at 1700 hp driving a Hamilton Hydromatic propellor. The extremely large wings folded to the rear about skewed hinges so that they lay along the sides of the fuselage, upper surfaces outwards. The main landing gear had a wide track yet retracted outwards into the wings. The fuselage accommodated a crew of three and an internal weapons bay, and the defensive and offensive armament was well planned. The pilot dropped the short 55.9 cm (22 in) torpedo, 907 kg (2000 lb) bomb or other internal load, fired the fixed guns (one 7.7 mm Browning in the upper right of the nose, and in the TBF 1C and nearly all subsequent versions two 12.7 mm in the outer wings) and rockets (eight 27.2 kg in the TBM 3). The bomb aimer sat in the lower fuselage behind the weapon bay, helped with navigation, sighted the torpedo or bombs in level bombing and manned the 7.7 mm machine gun in the rear ventral position. In the electrically operated turret with its 12.7¬mm gun sat the radio operator and turret gunner.
In December 1940 the US Navy placed an initial order for 286, subsequently multiplied, and deliveries began in January 1942 to VT 8. The same squadron took their TBF 1 Avengers into action for the first time during the Battle of Midway, where they did great damage for little loss, while 35 of the 41 old TBDs were shot down in a single engagement. By December 1943 Grumman had delivered 2293 Avengers, most of them being TBF 1Cs with the wing guns and provision for two underwing drop tanks. The Royal Navy received 402 of these Grumman built aircraft (for the first six months calling them Grumman Tarpons), with the US Lend/Lease designation of TBF 1B and the British name Avenger I. The first squadron, Fleet Air Arm No 832, was in action at the Battle of the Solomon Islands in June 1943, aboard the US carrier Saratoga. A further 63 TBF IBs were supplied to the RNZAF.
Grumman TBF-1C Avenger
Avenger NZ2505 was the first Avenger to arrive in NZ in 1943 and flew with RNZAF 30 Sqn. It was retired in 1959.
So important was the Avenger that a second source was arranged, to boost rate of output. As with the Wildcat fighter this second manufacturer was Eastern Aircraft division of General Motors. Between September 1942 and April 1944 Eastern delivered 2882 TBM 1 and 1C Avengers, almost identical to the Grumman 1 and 1C, and 334 TBM 1 were designated Avenger II when supplied to the Royal Navy.
In early 1943 Grumman built an XTBF 3 prototype with 1900 hp R 2600 20 engine. This version subsequently became the standard production Avenger, all made by East¬ern Aircraft (Grumman concentrating on the F6F Hellcat fighter). Between April 1944 and August 1945 Eastern delivered 4664 of this more powerful TBM 3 model, which also carried more fuel, had stronger wings equip¬ped to carry drop tanks, radar or rocket projectiles, and in most aircraft had the turret removed. The Royal Navy received 222 designated Avenger III. The TBM-3E, almost the same as the earlier TBF, had a fuselage stretch of around one foot and a more powerful engine.
In 1946 the Avenger was the first aircraft ever to carry early warning (AEW) radar, the Project Cadillac set that became APS 20. This became a standard interim service type, designated TBM-3W and 3W2, with no turret and rearranged interior.
TBF-3W
The TBM 3E was a post war rebuild which was put back into ‘remanufacture production’ during the Korean war, for the Royal Navy (100 Avenger AS.4), Royal Canadian Navy (115) and Aeronavale (96). The TBM 3S and 3S2 were antisubmarine strike versions for the Netherlands and Japan. The TBM-3U was a target towing version, and the TBM 3R was a seven seat COD (Carrier On Board Delivery) transport. 958 served with the Royal Navy. All models were powered by Wright R-2600 Cyclone engine. A total of 9839 aircraft were built.
Avengers in service with the Royal Canadian Navy in 1955 were ex-U.S.N. aircraft, modified by Fairey Aviation of Canada. Some retain original ballshape gun turret at rear of glasshouse. Others are unarmed. All carry a radome cannister under starboard wing.
TBF-1 Engine: 1 x Wright R-2600-8 Cyclone 1700 hp. Max speed: 278 mph / 445 kph. Service ceiling: 22,600 ft / 6890 m. Wing span: 54 ft 2 in / 16.5m Width folded: 19 ft / 5.8 m. Length: 40 ft / 12.2 m. Height: 15 ft 5 in / 5 m. Wing area: 490 sq.ft. Empty wt: 10,600 lb. MTOW: 7053 kg / 17,600 lb. ROC: 1075 fpm / 376 m/min. Range: 1450 km / 905 sm. Crew: 3 Armament: One .30 mg in cowling, one fixed .50 mg in each outer wing, one .50 mg in power-operated turret, one .30 mg in ventral hatch, bomb bay / one torpedo, one 2000 lb bomb or four 500 lb bombs
TBF-1C Avenger Engine: 1 × Wright R-2600-20 Twin Cyclone , 1,900 hp (1,420 kW) Wingspan: 54 ft 2 in (16.51 m) Length: 40 ft 11 in (12.48 m) Maximum speed: 275mph (442 kph) Maximum range: 1000 miles (1610 km) Service Ceiling: 30,100 ft (9,170 m)
TBM 3 / TBF Engine: Wright R-2600-20 Cyclone 14, 1726 hp / 1305kW Span: 16.51 m (54 ft 2 in) Length: 12.2 m (40 ft 0 in) Height: 16 ft 5 in / 5.0 m Wing area: 489.977 sq.ft / 45.52 sqm Weight empty: 10105.5 lb / 4583.0 kg Gross weight: 8278 kg (18 250 lb) Max speed: 232 kts / 430 km/h (267 mph) Cruising speed: 128 kts / 237 km/h / 147 mph Service ceiling: 23392 ft / 7130 m Wing loading: 37.31 lb/sq.ft / 182.00 kg/sq.m Range: 982 nm / 1819 km Crew: 3 Armament: 3x MG cal.50 (12,7mm), 1x MG cal.30 (7,62mm), 907kg ord.
TBM-3 Engine: 1,750 h.p. Wright R2600-20 Wingspan: 54 ft. 2 in Length: 40 ft. 11.5 in Loaded weight: 16,761 lb Max. speed: 261 mph Ceiling: 22,600 ft. Typical range: 1,130 miles at 151 mph Crew: 2-3.
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
