China had during the Interwar era a rather limited knowledge, skills and manufacturing capacity to produce planes. been a unstable country at that time, China was a waste land ruled by a dozen provincial government who’s struggle to control each other.
While the provincial government was often more of warlord than actual part of a government, the most powerful of them was having their own army and air-forces. the Guangdong Revolutionary Government was one of them controlling one of the most important provinces of China.
The Guangdong Revolutionary Government was founding the aircraft repair plant, and was more capable to import rather modern material. Due to the large variety of planes in China, there was a need to build up a few factories capable of repair and maintain the planes in flight condition. One of them, the Guangdong Aircraft Repair Factory, was created.
“Guangzhou” is the city called “Canton” in English. The Aviation Department of the autonomous Canton government set up a factory that built aircraft from 1928-37. They were of various designs and in several cases were based loosely on Western designs.
Late in 1928 the factory built its first airplane, a three-seat biplane called “Chengkung” (Success), powered by a Curtiss OX-5 V-8.
In 1929 the factory built four airplanes, called Yang Ch’eng (“City of the Five Rams”, i.e. Canton) 51-54.
It was with the return of Menongan in 1927, a Chinese engineer who went to study in USA, that the ambitious Yangcheng program was established. this program was to build new planes from whatever spare part they had in hand. The Yangcheng was the first large scale domestic plane family of China, with nearly 60 planes built in different variants from 1928 to 1936, the first was the Yangcheng No. 51 and the last was the Yangcheng Kesai No.108.
In 1930 the factory built another four aircraft, Yang Ch’eng 55-58. Both were powered by 200-hp Pratt and Whitney Wasp radials and carried a single rear-mounted machine gun.
By 1933, about 22 aircraft of various types had been built, including four copies of the Avro Avian called Yang Ch’eng 70-73.
In 1934, the factory built Yang Ch’eng 74-78, loose copies of the Douglas O-2MC.
In 1935, it built at least one parasol monoplane based on the O-2MC (designation not specified).
Due to the success of the “Yangcheng 77” and “Yangcheng 78”, in 1935 Lin Fuyuan succeeded Menongan as the third director of the Guangdong Aircraft Repair Factory and continued to manufacture this type of aircraft.
The Canton government then ordered six two-seat light bombers powered by 200-hp Wasps and resembling smaller Vought Corsairs. These weighed 725 kg empy and 1139 kg loaded.
At the same time, the government ordered a single-seat fighter powered by a 300-hp Wright Whirlwind.
Guangzhou/Kunming 1st Aircraft Manufacturer built the Yang Ch’eng(羊城號) series of 60 aircraft.
The development of the Yangscheng family was halted in 1936 in favor of funding the FuHsing family, who was another indigenous plane built by China.
Production continued in the First Aircraft Factory of Kun-Ming in Yunnan Province in 1938. After a new attack they moved to Loiwing by mid-1939, but the new location was destroyed in the bombing of 26 October 1940 and occupied by Japanese troops on May 1942.
In 1943 the Aircraft Factory was dispersed in several locations, around Kun-Ming, where seven Hawk 75 A-5 and two CW-21 were built using parts recovered from the destroyed factories. The Aviation Research Institute was installed in one Yangling cave, where General Major Chu Chia-Jen designed the new Chinese XP-0 fighter in 1941.
In 1943 the Aircraft Factory was dispersed in several locations, around Kun-Ming, where seven Hawk 75 A-5 and two CW-21 were built using parts recovered from the destroyed factories. The Aviation Research Institute was installed in one Yangling cave, where General Major Chu Chia-Jen designed the new Chinese XP-0 fighter in 1941.
In 1940 PD Grushin was given the task of creating a long-range escort fighter within the experimental aviation development program. Developed by Grushin during his period as the OKB ‘s chief builder at Kharkiv Aviation Plant No.135, the IDS heavy escort fighter name corresponds to the initials Long-Range Fighter (in Russian: Истребитель Дальнего Сопровождения), but it was also known as Gr-1 (Grushin No.1).
The Gr-1 was designed as a twin-engine monoplane of conventional structure with a twin-empennage tail and was powered by two water-cooled Mikulin AM-37s rated at 1,200 hp. The structure of the Gr-1 was metal. The wings featured spars of square section and the rib of shaped and welded pieces of steel forming a closed contour.
The Gr-1 cockpit featured armor plating using a steel slatted trunk and this was the primary cause for the single-seat configuration selection. During development Grushin asked his specialists to assess between a two-seater configuration with pilot and gunner and an armored single-seater configuration capable of fully defending the pilot. The results showed that the second configuration was 18 kg lighter than the first and from this analysis the Gr-1 emerged as a single-seater.
AM-37 engines featured exhaust manifolds located above the wing and the radiators were located in the lower part of the wing center and had a retractable configuration to reduce the probability of impacts during dogfights.
The IDS had in the nose two 7.62 mm ShKAS machine guns and two 20 mm ShBAK cannons. Two other ShKAS machine guns were located in the wings. All the machine guns had 1,250 rounds, while the cannons had 300 rounds per unit. It was also planned to install a station with a pair of 37 mm guns in the lower part of the fuselage with 200 rounds each.
In the wing, 4 supports capable of carrying eight 100 kg aviation bombs or four RS-82 or RS-132 unguided rockets could be located. Instead of installing guns, up to 500 kg of bombs could be hung under the fuselage.
The Gr-1 was designed and built in just 9 months. The static resistance tests took several days and in the spring of 1941 the plane was ready to fly. After a period of fine-tuning and fixing details, someone objected that the plane had not been tested in the TsAGI wind tunnel. Without this proof, flying was too risky, so the plane was disassembled and sent to Moscow.
After the tests, the plane was again disassembled and sent to Factory No.135 to correct the indications, but the war began.
The Factory was evacuated to the west and the plane was repacked. During the transfer the convoy was bombed. The Gr-1 suffered extensive damage and all the documentation was burned. Work on the fighter was never continued. Grushin was sent to Factory No.21, where he held the post of chief engineer and later replacement for builder Semyon Lavochkin.
Gr-1 Powerplant: 2 x 1,250 hp Mikulin АМ-37 Wingspan: 16.80 m Wing area: 42.00 m² Length: 11.60m Height: 3.88m Empty weight: 5420 kg Normal takeoff weight: 7650 kg Fuel capacity: 1860/2550 kg Wing loading: 182kg/m² Power load: 2.73 kg/hp Calculated Maximum speed at sea level: 448 km/h Maximum speed at 7200 m: 595 km/h Landing speed: 120 km/h Ascent time to 5000 m: 9.8 min. Range: 1890 km Practical range: 1380 km Practical ceiling: 11700 m Accommodation: 1 Armament: Four 7.62 mm ShKAS machine guns and two 20 mm ShKAS cannon Bombload: 500 kg or eight RS-82 and RS-132 rockets
Pyotr Dmitrievich Grushin (Russian: Петр Дмитриевич Грушин) was born in Volsk, Saratov Governorate, Russian Empire on January 2 (15), 1906.
He began his aeronautical construction activity while still a student at the Moscow Aviation Institute (MAI) with the Stal-MAI model that was developed between 1931 and 1934. His diploma work consisted of the project of a light aircraft, developed in 1932 jointly with Dmitr Babad and Afanasiev Marakazov and named ” Brigadny “. This project was presented in the contest developed by the OSOAVIAJIM on October 13, 1932, obtaining the first prize.
Grushin in 1932 as a student at the MAI.
After graduating as a mechanical engineer in aeronautical construction, Grushin remained at the MAI, being appointed from 1933 as main builder of the KB MAI.
Between 1934 and 1940 he worked on various developments including the Oktyabrionok light aircraft, the development of a “blind” cockpit for training flights, an experimental steam engine for the Polikarpov U-2, the ground attack aircraft Sh -Tandem and the BB-MAI light bomber.
In 1940 Grushin was transferred to Factory No.135 in Kharkov as the main builder of the OKB JAZ. The IDS escort aircraft project, also known as Gr-1 (Grushin – 1), stands out in this period.
After the evacuation of 1941 Grushin went to work at Factory No.21 as a senior engineer in Semyon Lavochkin ‘s construction bureau, later being appointed as his replacement.
At the end of 1953 Grushin became head of the Special Construction Bureau No.2 (OKB-2) which since 1967 has been renamed KB “Fakel”. The first major work of this bureau was the development of the 1D (V-750) missile. for the S-75 anti-aircraft system developed by the OKB-1, which entered service with the PVO in December 1957. For the development of this missile on June 25, 1958, Grushin was awarded the title of Hero of Socialist Labor and the Order of Lenin.
Anti-aircraft systems developed by Grushin saw service in Vietnam, Egypt, Syria, and Cuba.
Piotr Grushin died in Moscow on November 29, 1993, at the age of 87.
The former OKB-2, which since 1967 was called KB Fakel today bears the name of Grushin: OAO Bureau of Machine-Building Fakel academician PD Grushin.
In 1987 Grushin gave 140,000 rubles from his private funds to build the “Comprehensive” House of Young Technicians in the city of Khimki, Moscow district, where he lived and worked from 1953 until his death.
A bust of Grushin was erected in his hometown of Volsk, in the Saratov District.
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
The Widgeon was a military utility version of the four-five-seat commercial Model G-44 amphibian. The four seat G 44 Widgeon was test flown by LeRoy Grumman himself and Bud Gilkes on June 28, 1940. It first went into service with the US Coast Guard as the J4F-1 in 1941 and as the J4F-2 with the US Navy in the following year. It also served with the USAAF (as the OA-14) and with the RCAF and Royal Navy as the Gosling. In 1946 the G-44A appeared incorporating a number of improvements, including a deeper bow, step vents to improve hydrodynamics and modified internal equipment. The Widgeon originally seated four, but the G-44A was built with five seats, and some have been converted to seat six with the middle row of seats facing aft and their backs against the wheel wells. Grumman built 76 G44As. Production of the Widgeon, with 200 hp Ranger inline engines, totalled more than 200.
Société de Aéro-Navale / SCAN of France built 40 aircraft as the SCAN 30, after the war circa 1956, most of which had their 149kW Ranger L-440-5 engines replaced by 223kW Lycoming R-680s. McKinnon Enterprises converted more than 70 Widgeons into Super Widgeon executive transports powered by two 201kW / 270 hp Lycoming GO-460-B1D engines. Gannet Aircraft at Sun Valley, California, in late 1950s produced a modified version of Grumman Widgeon amphibian known as Super Widgeon and powered by two 300 hp Lycoming engines. The company used SCAN 30 airframes (license-built in France) for initial conversions.
G-44A Engines two 200 hp Ranger 6-440-C5 Wingspan: 40 ft Length: 31 ft 1 in Height: 11 ft 5 in Wing area: 245 sq.ft Empty wt. 3,240 lb Gross wt. 4,525 lb Fuel capacity 108 USG Top speed 153 mph. Cruise 65%: 138 mph. Initial climb rate 700 fpm. Range 920 sm. Ceiling 14,60 ft.
Société de Aéro-Navale G-44A Engines: 2 x 270h.p. Lycoming GO-480-B1D, 260 hp. Wing Span: 40′ 0″ Length: 31′ 1″ Height: 13ft (4 m) Speed: 153 mph Seats 4-5
J4F-2 Crew: 5 Engine: 2 x Ranger L-440C-5, 149kW Max take-off weight: 2040 kg / 4497 lb Empty weight: 1447 kg / 3190 lb Wingspan: 12.19 m / 39 ft 12 in Length: 9.47 m / 31 ft 1 in Height: 3.48 m / 11 ft 5 in Wing area: 22.76 sq.m / 244.99 sq ft Max. speed: 246 km/h / 153 mph Cruise speed: 222 km/h / 138 mph Ceiling: 4450 m / 14600 ft Range: 1480 km / 920 miles
McKinnon Super Widgeon G-44 Engines: 2 x Lycoming GO-480-B1D, 270 hp. Seats: 6. Wing loading: 22.4 lb/sq.ft. Pwr loading: 10.2 lb/hp. Max TO wt: 5500 lb. Empty wt: 4000 lb. Equipped useful load: 1401 lb. Payload max fuel: 321 lb. Range max fuel/ 75% cruise: 915 nm/5.7 hr. Service ceiling: 15,000 ft. Max cruise: 143 kt. Stall: 54 kt. 1.3 Vso: 70 kt. ROC: 1500 fpm. SE ceiling: 5000 ft. Min field length – land: 1200 ft. Fuel cap: 648/1080 lb.
Gannet Super Widgeon Engines: 300 hp Lycoming R-680-E3 Wingspan: 40 ft Length: 31 ft 1 in Height: 11 ft 5 in Wing area: 245 sq.ft Empty weight: 3800 lb Loaded weight: 5500 lb Useful load: 1700 lb Max speed: 190 mph Cruise speed: 170 mph ROC: 1850 fpm Range: 1000 mile Fuel capacity: 158 USgallons Water take-off: 10 seconds
The G 34 had potential applications with the Air Force as well and as the Type G 45 ordered as a back up to the Lockheed XP 49 in November 1939. A land based version of the shipboard XF5F-1 was offered to the US Army Air Corps as the G 46 while the prototype naval fighter was still under construction, and this was ordered as the XP 50 on 25 November 1939. The XP 50 was essentially similar to its shipboard counterpart, apart from having a lengthened nose to accommodate the nosewheel member of a tricycle undercarriage, and, powered by two turbo¬ supercharged Wright R 1820 67/69 engines, was intended to carry an armament of two 20 mm cannon and two 0.5 in (12,7¬ mm) machine guns.
The prototype XF5F-1 had a number of modifications, the most noticeable being an extension of the fuselage nose so that it terminated forward of the wing. Although failing to win a production order, the XF5F-1 soldiered on until withdrawn from use in December 1944, having done some useful work as a development prototype for the more advanced Grumman F7F. A land-based version of Grumman’s design interested the US Army Air Force, which ordered a single XP-50 prototype.
First flown on February 18 1941 at Bethpage, the XP 50 (40 3057) was powered by a pair of 1,200hp (893kW) R 1820-67s and had a longer nose, tricycle landing gear and turbocharged engines. Its potential seemed tremendous, with good manoeuvrability, excellent pilot view even astern, two 20-mm and two 0.5-in guns, plus bombs, a range of 1,250 miles, ceiling of over 40,000 ft and speed of 424 mph. This came to nothing, the planned P-65 pro¬duction version being com¬promised by the need also to meet navy requirements with the equivalent F7F, and in any case Grumman’s resources were being stretched to the limit. An in flight explosion of the turbosupercharger on May 14 1941 forced test pilot Bob Hall to bail out and with the loss of the prototype, this pro¬gramme also being aban¬doned in favour of the more advanced XP 65 (G 51), which, in the event, was also to be discontinued.
XP-50 manufacturer’s estimates Engine: 2 x Wright R-1820-67/-69 Max speed, 424 mph (682 km/h) at 25,000 ft (7 620 m). Range, 585 mls (941 km) at 317 mph (510 km/h) at 10,000 ft (3 050 m). Time to 20,000 ft (6 095 m), 5.0 min. Empty weight, 8,307 lb (3768 kg). Max loaded Weight, 13,060 lb (5 924 kg). Span, 42 ft 0 in (12,80 m). Length, 31 ft 11 in (9,73 m). Height, 12 ft 0 in (3,66 m). Wing area, 304 sq ft (28,24 sq.m). Armament: two 20-mm and two 0.5-in guns, plus bombs. Crew: 1
All Aero 