DETAIL & SCALE SERIES The "Detail & Scale" series of publications is unique in aviation literature. Unlike other publications on military aircraft, this series does not emphasize the history or markings carried by the aircraft featured. Instead, attention is focused on the many physical details of the aircraft such as cockpit interiors, radar and avionics installations, armament, landing gear, wheel wells, and ejection seats. These details are covered more thoroughly than in any other series, and are presented in the form of close-up photography and line drawings. Special consideration is given to the detail differences between the variants and sub-variants of the aircraft. This detailed coverage is supplemented with scale drawings that show five full views. Charts and tables provide extensive amounts of technical data, making this series one of the most complete technical references on aircraft that is available. Although a brief historical summary is always presented, it is not intended to be all inclusive. It will, however, provide the most important dates and. events in the development and operational life of each aircraft. For scale modelers, a modeler's section is provided that reviews scale model kits of the aircraft, and lists the decals available for these kits. The "Detail & Scale" series is detailed, technical, and accurate, providing the most comprehensive coverage of this nature that is available anywhere in aviation publications.
ABOUT THE AUTHOR Bert Kinzey, author, and president of Detail & Scale, Inc. was born in Richmond, Virginia in 1945. The following year his family moved to Blacksburg, Virginia where his father became a professor of architecture at Virginia Tech (VPI). Until he was about six years old, Bert was often frightened by the loud piston-driven military fighters that sometimes flew low over his home while he was outside playing. On more than one occasion he came running into the house extremely frightened by an aircraft that had just flown over. His father took him to the VPI airport, where cadets were learning to fly on J-3 Piper Cubs, and arranged for him to go for a flight. Bert sat on his father's lap for a short trip around Blacksburg, and that forever ended his fear of airplanes. Later, Bert's father built a balsa and tissue model of the J-3 Cub, and Bert's interest in modeling began. Bert's fear of aircraft soon gave way to a love of
~'-\:!\~4~~
The author in the rear seat of an F-5F after returning from a Red Flag mission.
aviation, and he began scale modeling. Bert looked at modeling (and still does) not as a hobby in and of itself, but a small facet of his overall interest in aviation. In 1959 his family moved to Gainesville, Florida where his aviation interest took second place to his trumpet playing in high school. In 1964, he graduated from P.K. Yonge High School, and returned to Virginia Tech specifically to fulfill his lifetime dream to be in the Virginia Tech Regimental Band - The "Highty Tighties." Upon graduation he was commissioned a second lieutenant in the Army, and he spent almost eight years as an army officer. During this time he commanded a Hawk guided missile battery in Korea, and later wrote and taught classes in airpower, the Soviet air threat, and air defense suppression at the Army's Air Defense School at Ft. Bliss, Texas. In August 1976, he resigned from active duty in the Army, but his reputation as being knowledgeable in all aspects of military airpower led to a job offer as a civilian with the Department of the Army. He served in this position for four years as a "subject matter expert" in military airpower, and was responsible for the development of the Army's new program on aircraft identification, the first in the world to feature dynamic simulation. During this time he started Detail & Scale as a part-time business to provide detailed reference material on military aircraft. Detail & Scale became so successful that Bert resigned from his position with the Army to devote full time to his new company. Since then he has written several books as well as articles for several magazines. He is also an avid modeler and member of the International Plastic Modelers Society (IPMS). In July 1982, he was presented with a special award by IPMS/USA in recognition for his contributions to the society. As a youngster who feared airplanes, it is ironic that Bert should now be so involved with aviation. He is a licensed pilot, and lives with his wife, Lynda, and their two children, Jan and Chip, in Peachtree City, Georgia near Atlanta.
£
<~4 .( \\ 'I
in detail & scale
Y
Bert Kinzey
Aero Publishers, Inc.
U.S.A.
Arms and Armour Press
London - Melbourne
l
COPYRIGHT
©
1983 DETAIL & SCALE, INC.
All rights reserved. No part of this publication may be reproduced in any form, stored in a retrieval system, or transmitted by any means, electronic, mechanical, or otherwise, except in a review, without the writtenconsenLof Detail & Scale, Inc.
'\
This book is a product of Detail & Scale, Inc. which has sole responsibilityforthe contents and layout, except that all contributors are responsible for the security clearance and release of all materials submitted. Published and printed in the United States by Aero Publishers, Inc., and in London and Melbourne by Arms and Armour Press.
CONTRIBUTORS: Grumman Aerospace Corp. National Archives Lynn McDonnell Alwyn T. Lloyd U.S. Navy
Warren Munkasy Col. Bob Williams Ron Picciani Ray Leader U.S. Naval Aviation Museum, Pensacola, Florida
Detail & Scale, Inc. expresses a special thanks to Mr. H. J. "Schoney" Schonenberg and Mrs. Lois Lovisolo of the Grumman History Center for their untiring help, patience, and genuine friendliness displayed during the research conducted for this publication. A special thanks is also due Mr. William Shultz, also of Grumman, for his help. Detail & Scale, Inc. also expresses appreciation to the U.S. Naval Aviation Museum at Pensacola, Florida, for their cooperation in allowing the author to take special photographs of their F9F-8T for use in this publication. Most photographs in this book are credited to their contributors. Photos with no credit were taken by the author.
Published in United States by
Published in Great Britain by
Aero Publishers, Inc. 329 W. Aviation Road Fallbrook, CA 92028
Arms and Armour Press Lionel Leventhal Limited 2-6 Hampstead High Street London NW3 1 QQ and in Australasia at 4-12 Tattersalls Lane Melbourne, Victoria 3000 and in South Africa at Sanso Centre 8 Adderley Street
Library of Congress Cataloging in Publication Data
P.O. Box 94
Cape Town 8000
Kinzey, Bert. F9F Cougar in detail & scale. (0 & S; v. 16) 1. Cougar (Jet Fighter Plane) I. Title. II. Title: F9F Cougar in detail and scale. UG1242.F5K5276 1983 358.4'3 83-224446 ISBN 0-8168-5024-0
Printed and Published in the USA by Aero Publishers
Front Cover: This spectacular photograph shows F9F-BT number 7 of the Blue Angels venting fuel from Its wing ~&
~a~~
Rear Cover: The Instrument panel and right console detail In the front cockpit of an F9F-BT are shown In this photograph.
INTRODUCTION
--;-----
---
~0;:'"
This front view of an F9F-B shows the Intakes, landing gear and wing fences to good effect.
Detail & Scale originally planned for both the F9F Panther and F9F Cougar to be covered in one book, but once work was begun on that book, it became quite obvious that a separate volume would be required on each aircraft if we were to do justice to each design. Therefore we opted for a simultaneous release of companion volumes, one on the Panther, and this one on the Cougar. Together these two publications are designed to give the best and most complete coverage of the Grumman F9F series of aircraft that is available anywhere. The swept-wing Cougars were refinements to the Panthers that preceeded them on the production lines. But the idea of a "swept-wing Panther" had been developed since the time the first Panther prototypes took to the air. The F9F-6, which was the first in the Cougar series, looked like and was a Panther fuselage with swept wings and horizontal tail surfaces. But as the Cougar design developed, the later F9F-8, and its photo reconnaissance and training versions (F9F-8P and F9F-8T respectively), incorporated many new design features in the wing and
(Grumman)
fuselage which reduced the similarity in appearance that they shared with the Panthers. However, the basic family characteristics remained unmistakable as these two "cats" carried on in the proud tradition of Grumman's earlier naval fighters. On the pages that follow we have held the narrative to an absolute minimum in an effort to include as many photos as possible. As with the Panther book, Grumman's History Center provided many previously unpublished photos that we are pleased to present here. Every effort has been made to include as much information as possible in the captions of these and the other photos that appear in this book. This approach has allowed us to include many more of the interesting and rare photographs of the many details of the Cougar. Special thanks are again due "Schoney" Schonenberg and Lois Lovisolo of Grumman's History Center for their generous help and patience during the research for this publication. Their efforts have greatly enhanced the quality of the final product.
3
The F9F-6 Cougar was basically an F9F-5 Panther with swept wings and horizontal tail surfaces. This early XF9F-6 does not yet have the wing fences Installed, but there are numerous vortex generators on the wings to assist In studying the airflow over the new swept wings. An F9F-5 Panther flies below offering a good compari(National Archives) son between the two F9Fs.
DEVELOPMENTAL HISTORY The F9F Panther, Grumman's first "cat" fighter to be powered by a jet engine, had barely gotten into the air when studies were begun to develop a swept wing version. Studies had already shown that sweeping back the flying surfaces of an aircraft would delay compressibility, and this was an important consideration as speeds approached the sound barrier. What was not known was whether swept wings would be compatible with shipboard requirements, most notably those associated with approach and landing speeds. With swept wing design work in its infancy, it was thought in some circles that the emergence of swept wing fighters would spell the obsolesence of carrier aviation. It was with this sense of urgency that the U.S. Navy began to commission studies for development of swept wing aircraft that would meet
4
requirements for carrier aviation. This urgency was further dramatized when the F-86 and MiG-15, both with swept wings, clearly outclassed the straight wing Panther, F2H Banshee, F-80 Shooting Star, and F-84 Thunderjet in the skies over Korea. In the early fifties, the Navy solicited and received numerous swept wing design proposals. From these, the Chance Vought F7U Cutlass and later versions of the North American Fury series were among the first to actually become operational. But the idea of putting swept wings and tail surfaces on the existing Panther airframe seemed to be one of the best of all the proposals. Work was begun on the design, which Grumman designated G-93, almost as soon as the fi rst Panthers were flying. By working with an existing
These two flying shots of the first XF9F-6 show how the clean sleek lines of the Panther were further enhanced by the swept wings. By this time the wing fences had been added to the wings. (Grumman) airframe, the proposal was viewed as relatively low risk and low cost in that a lot of the tooling for the Panther could be used for the Cougar. Additionally, the time from paper to operational aircraft was shortened. The first three Cougars were in fact built from F9F-5 Panther airframes. Thefuselages remained virtually unchanged, while wings of 35 degree sweep were added as were swept horizontal tail surfaces. Rather than using conventional ailerons for lateral control, Grumman made use of spoilers on the upper surfaces of the wings. Although not fitted at first, wing fences were soon added, and the spoilers extended from these to the tips of the wings. The rudder pedals only controlled that part of the rudder below the horizontal tail surfaces, while the top portion was controlled by a yaw damper. This feature allowed one Cougar to fly quite easily and safely without the upper portion1of its tail. (See page 11). With swept wing surfaces, the Cougar had much better performance than the Panther at high mach numbers. These first Cougars, being the F9F-6 and F9F-7, began operational service in late 1952 and early 1953, while back at Grumman, work was continued on improving the breed. The F9F-8, and its variants, the F9F-8P and F9F-8T, became the definative versions of the entire F9F series. In the F9F-8, the wing was changed by increasing the chord outboard of the fence and eliminating the leading edge slats. An in-flight refueling capability became a production standard. Other notable changes included an increase in internal fuel capacity to 1063 gallons, and additional hardpoints under each wi ng to expand the g rou nd attack capabi Iity. Each version of the Cougar is examined in more detail in its appropriate section in this book.
In 1962, during the Cougar's operational life, a "standardization" of aircraft designations occurred that, among other things, added confusion to which version was which. For the purposes of this publication we will use the original designations, but for reference, the following chart compares the original to the later designations. ORIGINAL LATER F9F-6D F9F-6K F9F-7 F9F-8 F9F-8B F9F-8P F9F-8T
DF-9F QF-9F & QF-9G F-9H F9J & QF-9J AF-9J RF-9J TF-9J
Following the F9F-6/7 into production was the F9F-B series which featured several improvements. Here four F9F-Bs in-flight refuel from a Convair Trade wind. (National Archives)
5
LANDING GEAR DETAIL
The nose landing gear on the early Cougars was virtually the same as had been used on the Panther. Later a different wheel was used as shown here, featuring round holes rather than the original spoke design shown in the drawing at right. (Grumman)
This drawing shows the nose gear detail, and features the earlier type spoked wheel.
Ion-
Taxi light detail on the inside of the right nose gear (Grumman)
,
Nose gear strut and taxi light as viewed from the rear. (Grumman)
6
Looking up and forward into the nose gear well. The upper portion of the strut and the rods that operate the doors are clearly visible. . (Grumman)
Right main gear from the outside showing line connections, brakes, and outer door detail. (Grumman)
Right main landing gear detail as viewed from the inside looking out. Note that the inner main gear door is closed when the aircraft is on the ground. (Grumman)
Inner left main gear well looking forward. (Grumman)
Inner left main gear well detail looking inboard. This area was usually chromate green on blue aircraft, and white on aircraft painted in the gray over white scheme. (Grumman)
7
F9F-6
This photo of the first XF9F-6 was taken on September 20, 1951, Just prior to the first flight. This aircraft was (Grumman) originally an F9F-5 Panther, and was converted to the XF9F-6 as one of three prototypes. The F9F-6 Cougar shared the most commonality with its straight winged predecessor. As mentioned earlier, the first three Cougars, which were designated XF9F-6, were in fact modified from F9F-5 Panther airframes, 126670,71, and 72. The first thirty -6s were powered by the same J48-P-6 that was used in the -5 Panthers, but thereafter the J48-P-8 engine with 7,250 pounds of military thrust became standard for all Cougars except the F9F-7. The same internal armament of four 20mm M-3 cannon was retained, as was most of the Panther's avionics. The F9F-6 first flew on September 20,1951, only seven months after the contract date of March 2. By February 1952, full flight testing of Cougars was underway at Patuxent River, Maryland. Before the end of 1952, Cougars were operational with VF-32. The short time from paper to operational aircraft was clearly the result of adapting an existing design to a swept wing configuration rather than starting from square one. Empty weight for the F9F-6 was 11,483 pounds,
with a maximum take-off weight from land being 21,000 pounds. From a carrier, maximum take-off weight was 18,450 pounds. The maximum speed at sea level was 650 mph, and 590 mph at 35,000 feet at a combat weight of 16,244 pounds. A range of933 miles was possible on an internal fuel load of 919 gallons, and this could be extended with the addition of two 150 gallon tanks carried under the wings. Perhaps the most notable event in the life of the F9F-6 occurred on April 1,1954, when three Cougars from VF-21 made a record-breaking transcontinental flight from San Diego NAS to Floyd Bennet Field, New York. This was the first time the distance had been covered in less than four hours. LtCdr. F. X. Brady had the best time of 3 hours, 45 minutes, and 30 seconds. For this flight the Cougars were fitted with in-flight refueling probes on their noses, a nonstandard feature for the -6, but a production item for the -8 Cougars. Several F9F-6 Cougars were converted to drones, being designated F9F-6D, and to drone controllers, designated F9F-6K. These aircraft carried special paint schemes and radio equipment, and thus provided the Navy with its first high speed maneuverable target drone.
F9F-6 COUGAR PRODUCTION 126670 thru 72* 126257 th ru 126264 127216 thru 127470 128055 th ru 128294 130920 thru 131062 TOTALS: XF9F-6 3 Aircraft F9F-6 646 Aircraft * The three XF9F-6 aircraft were converted from existing F9F-5 Panther airframes.
XF9F-6 F9F-6
F9F-6 Cougars are shown being readied for a flight (National Archives) from a carrier.
8
FROM ABOVE AND BELOW
This view from above of a production F9F-6 shows many details to good effect.
This underside view reveals more details. Note the perforated speed brake behind the nose gear, the extended tall hook, as well as the leading and trailing edge flaps. (Grumman)
9
An F9F-6, BuNo. 128062, Is shown here In the markings of VF-51. Note the lowered tall skid under the rear of the fuselage. (Williams via Lloyd)
F9F-6 canopy detail is shown to good-effect in this photo. (Grumman)
The cannon and ammunition storage arrangement for the F9F-6 was similar to that on the F9F-5 Panther. (Grumman)
10
Here a fuselage fuel bladder is shown being installed in an F9F-6 on the production line. (Grumman)
SHORT TAIL COUGAR
After the top portion of the vertical tall came off the XF9F-6 in tests, it flew satisfactorily and landed safely. Then, on test flights 209 and 210, the aircraft was flown in this configuration to evaluate its performance with this "short vertical tail." According to the test pilot, rudder control was sufficient for all phases of flight except for carrier landing. Hence the standard tail was restored to the aircraft. (Grumman)
THE "CAT"
With the advent of steam catapults, aircraft could be launched at higher gross weights. However, the reduced visibility caused by escaping steam took some getting used to. (National Archives)
Contrary to reports published elsewhere, steam catapults were not used to launch fully armed Panthers in the Korean War. The first steam catapults were not used until after Korea, with the first to go to sea being in USS Hancock, CV-19. Here, an F9F-6, flown by Lt Og) R. H. Caines of VF-24, is shown during "Project Steam" aboard Hancock on July 23, 1954. (U.S. Navy Photo)
An F9F-6 is launched from a land-based catapult. •
(Grumman) IIIIIiB
11
_
F9F-6 COCKPIT DETAIL
Shown here are two instrument panel layouts used in the F9F-6. Above is the configuration· as installed In 127216, while the photo below was taken In 130958. (Grumman)
12
These two photos show the left and right consoles In the cockpit of an F9F-6. On blue aircraft, the cockpits were black down to the floor, with the floor being painted chromate green. On gray aircraft, the cockpits were painted a medium gray. (Grumman)
13
EXTERNAL· STORES
(Grumman)
This F9F-6 Is shown carrying two 1000 pound bombs on wing pylons.
=
4
•••••••••• •
•
This F9F-6 is shown with two fuel tanks of an unusual shape. It appears that these tanks were not used on production aircraft. This is BuNo. 127216, and, in addition to the unusual tanks, it is being flown with the prototype F9F-B wing. It also has the ANIARA-25 adapter fairing under the nose. (Grumman)
Shown here is XF9F-6, 126672, with external tanks like those carried by the FBF Bearcat and some Panthers. Again note the ANIARA-25 fairing under the nose of this the third XF9F-6. (Grumman)
The Cougar was among the first aircraft In the world to be armed with guided air to air missiles. Here a Sidewinder Is shown under the left wing. (National Archives)
14
F9F-6 MARKINGS
F9F-6 Cougars from VF-24 fly In formation. Markings and fuselage band are white, while nose flash and tall tip are red. (National Archives)
VF-121 F9F-6 shows Its red lightning bolt nose markings. Note the open blow-In doors.(Wllllams via Lloyd)
This F9F-6, 131047, with red and white markings is shown with some updates added. Most noticeable are the in-flight refueling probe on the nose and the AN/ARA adapter fairing added under the nose. This was one of three Cougars to make a record breaking transcontinental flight from San Diego to Floyd Bennett Field, New York on April 1, 1954. (Grumman)
15
THE F9F-6 ·AT SEA
F9F-6s of VF-191 are shown being launched from the hydraulic catapults of the USS Oriskany. (via Munkasy)
Another -6 is shown on the "cat" just prior to launch from an Essex class carrier. (Grumman)
This F9F-6 gets the launch signal while a rescue helicopter hovers overhead in the event of a mishap. (Williams via Munkasy)
16
A Cougar taxis forward after landing. (National Archives)
This view of an F9F-6 moving forward after landing also shows the extended flaps, blow-In doors, and the tall hook to good advantage. (Grumman)
The F9F-6 was used to control the Regulus I missile as shown here. The Cougar is ready for launch from the catapult, while the Regulus crew prepares it for launch after the Cougar is airborne. (National Archives)
This Cougar is shown catching the wire upon landing. (Williams via Munkasy)
An F9F-6 is brought up to the flight deck on the deck edge elevator along with another of the Navy's early swept wing fighters, a North American Fury. (National Archives)
Two Cougars sit next to yet another early Navy swept wing jet fighter. In this case the other aircraft is a Chance Vought F7U Cutlass. (National Archives)
17
F9F-6P
.... As with the F9F-2 and F9F-5 before It, the F9F-6 Cougar was also built as a photo recon aircraft being designated the F9F-6P. (Grumman) Having experienced success with the Panther as a photographic reconnaissance platform, the Navy ordered sixty F9F-6Ps. These aircraft had the same camera arrangement as the earlier Panthers that were used in Korea, and they became the first swept wing photo reconnaissance aircraft in Navy service. A total of seven cameras were carried, and they could be operated in daylight or night conditions. However, they did not possess the sophistication of the F9F-8P that was to follow. The -6P was flown by both the Navy and Marines, and often carried more colorful schemes than thei r
fighter counterparts. Engine, fuel qualities, and dimensions for the -6P remained the same as for the -6, but it weighed 250 pounds less than the fighter version. No armament was carried. It is interesting to note that the F9F-6 version was produced between December 28, 1951 and July 2,1954. However, production for the -6P did not start until June 19, 1954, less than a month before termination of -6 production, and two and one-half years after the first -6 had been built. The production of sixty -6Ps was completed on March 25, 1955, only two months before production commenced on the F9F-8P.
An F9F-6P of VC-61 Is shown In flight. The vertical and right side camera windows are visible In this view. (National Archives) 18
Shown here Is F9F-6P, 134465, the last of sixty -6Ps built. (Grumman)
In this close-up view, the left side camera window is shown in the closed position. The camera is not installed in this case. Also note the stencils pertaining to the camera and window. (Grumman)
1. PIntle NO:SII Cap Sliding NoslI Section Hatch Forward Support Arm Camera Access Hatch SOMe Ampllfler Curiale (Fwd Bay) Right Side Camera Window (Alt Bay) Right Door and Step Hatch Rear Support Arm Location of VlewUnder Crash Barrier Lett Door and Step n. Viewfinder Compartment Accelll Cover (LH Only)
2. 3. 4. 5. e. 7. 8. iii. 10. 11.
U. 14. 15. U. 11. 18. HI.
WIndow Waal'l1ni Filler Left Side Camera. Window (AIt Bay) Viewfinder Wlndo.... Bottom Camera Window (Aft Bay) Sliding NOIII Section Latch Bottom Camera Window (Fwd Bay) Scanner Window
This photo shows the right side camera bay in the open position revealing the camera inside. (National Archives)
19
F9F-6P COCKPIT DETAILS
These two photographs were both taken In F9F-6P, 134465, the last of the type to be built. In the upper photo, the Instrument panel Is shown In Its standard configuration. In the lower photo, a plate has been added over the scope. It contains two Instruments and a four-way switch. Just what purpose this panel served Is not known. (Grumman)
20
Above: Right console in an F9F-6P. (Grumman)
Right: Left console detail. (Grumman)
•
21
The tenth F9F-7 Is shown In Its acceptance flight. There were no noticeable external differences between the F9F-6 and F9F-7. (Grumman) The F9F-3 and F9F-4 Panthers were built simply as alternate engine sources for the F9F-2 and F9F-5 respectively. Continuing with this concept, Grumman built the F9F-7 as the alternative engine sourc~ for the F9F-6. This was more of a political decision rather than a true requirement by the Navy, since by this time the Pratt & Whitney engine was no longer an unknown quantity. The Allison J33-A-16A had about 1,000 pounds less of thrust than did the Pratt & Whitney J48-P-8 in the F9F-6, and hence had considerably less in the way of performance, particularly in its take-off and climb figures. Undoubtedly, the Navy would have preferred all 168 F9F-7s to be fitted with the J48, and indeed some were. The two used for the
flexible deck experiments were so fitted, and it is this project that marks the one notable highlight in the otherwise obscure operational life of the F9F-7. It should be noted that the J48-P-8 not only powered the F9F-6, but was used in all versions of the F9F-8 which was to follow. The first flight of the F9F-7 was made in March 1953, and production lasted from April 1953 to June 1954.
F9F-7 COUGAR PRODUCTION F9F-7
130752 th ru 130919 TOTAL: 168 Aircraft
One of the last eight -7s built, this aircraft, 130912, has the AN/ARA-25 adapter fairIng under the nose. (Grumman) 22
This rear view of F9F-7, 130848, shows details of the split rudder, tail hook housing, bumperskid, and two small lights on the trailing edge of the vertical tall. (Grumman)
Instrument panel detail In an F9F-7.
(Grumman)
23
F9F-7 "FLEX DECK" PROJECT
F9F-7 MODIFIED FOR FlEXDECK lANDINGS This head-on view clearly shows the cross-section of the modification to the lower fuselage as used for the (Grumman) Flexdeck Project.
Two F9F-7s, BuNos 130862 and 130863, received special modifications for evaluation ofa flexible deck landing system. Like the canted or angled deck, the flexible deck was a British Idea, but, unlike the angled deck, It was not a very good Idea. It was thought that by eliminating landing gear, up to a 33% savings In weight could be realized, thus Increasing range and performance. Note the cranked probe on the vertical tal/In the photo at left. This was a feature on both aircraft. At right, the aircraft sits on Its cradle which had standard Cougar wheels except that the main wheels were reversed. (Left, Grumman; Right, National Archives)
Here 130863 Is hoisted off of the flexible deck after a landing.
24
(National Archives)
FLEX DECK REWORKED FLAPS
,
..
8 INCH PENETRATION SHOWN
c::::::::::__ • _ _~
This drawing shows the modifications to the F9F-7 for the f1exdeck project. Additionally, the aircraft received (Grumman) the J48-P-8 engine rather than the Allison J33-A-16 as used in standard F9F-7s.
BuNo 130862 Is shown here on the f1exdeck after a successful landing.
(Grumman)
25
BOLSTER MANIFOLD
1 - - - -...... -'0" tIoUTt.-._ _..,
I
fLEX11U
DK~
mSPECTIVE
I
The design of the flexible deck can be seen In this drawing.
(Grumman)
A special retention harness was used by the pilot during tlexdeck landings. This was to prevent Injury during the landing Impact which was more severe than In a regular carrier landing. Approach speed was 135 mph, but with this harness, little discomfort was experienced. These two views show test pilot John Norris wearing the special harness. (Grumman)
26
Two views of 130862 on the off-loading dock.
(Grumman)
F9F-6/7 DIMENSION DATA ACTUAL
DIMENSION
1172nd SCALE
1/48th SCALE
1/32nd SCALE
Wingspan (Extended)
414.0
in.
5.75 in.
8.63 in.
12.94 in.
Wingspan (Folded)
147.375 in.
2.05 in.
3.07 in.
4.61 in.
Length (Normal)
492.749 in.
6.84 in.
10.27 in.
15.40 in.
Length (Nose Extended)
532.749 in.
7.40 in.
11.10 in.
16.65 in.
Height (To top of tail)
147.5
in.
2.05 in.
3.07 in.
4.61 in.
Height (To top of folded wing)
190.0
in.
2.64 in.
3.95 in.
5.94 in.
Tail Span
170.0
in.
2.36 in.
3.54 in.
5.31 in.
Wheel Track
146.125 in.
2.03 in.
3.04 in.
4.57 in.
1.38 in.
2.06 in.
3.10 in.
99.0
Wheel Tread
in.
147.31$
"
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F9F-6'
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141.5
' I
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170
1
~
27
F9F-6/7 STATIO·N DIAGRAM
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COLORING NOTES
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F9F-6P NOSE
Marking Details Courtesy of Grumman Aerospace Corp.
30
ENTIRE AIRPLANE .... GLOSSY SEA BLUE ALL LETIERING AND MARKINGS UNLESS OTHERWISE INDICATED . _ . . .. WHITE ARRESTING HOOK .•• BLACK AND WHITE STRIPES NATIONAL INSIGNIA . . . . RED AND WHITE (INSIGNIA BLUE OMITIED ON BLUE NAVY PLANES)'
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INNER FLAP DETAIL
EJECTION SEAT
1. Electric Seat Height Control 2. Ejection seal Knee Brace (2) 3. Stabilizer Power Circuit Breaker Panel 4. Ejection Seat Face Cover Handle
12. Ejection seat Foot Rest (2) 13. Aulo Pilot Emergency OU Switch (F9F-6P
Only) 14. Gun Trigger Switch (F9F-6 Airplanes) Camera Trigger Switch (F9F-6P Airplanes) Handle 15. Bomb Release Switch (F9F.6 Airplanes) 7. Canopy Defrosting Tube Extr.a Picture Switch (F9"F-6P Airplanes) 8. Cabin Pressure Dump Valve Control Lever 16. Horizontal Stabilizer Trim and Wing Trim 9. Cabin Pressure Regulator Control Button 10. Speed Brake Manual Override Control Handle 17. Rocket Switch (F9F-6 Airplanes) 11. Shoulder Harness inertia Reel Lo<:k Control P-2 Strike Camera Swilch (F9F.6P Airplanes) Lever
5. 6.
32
Headrest . Emergency Ejection Seat Arminj Control
COUGARS IN COLOR
(Grumman)
F9F-7 In flight showing extended dive brakes.
This VF-~91 F9F-6, 127395, has red and white markings on the nose and tips of the wing and vertical stabilizer. (Williams via Munkasy)
Marine F9F-6P, 127492, is shown as it appeared at an air show in Philadelphia during September 1955. (Picciani)
A mechanic works In the camera bay of an F9F-6P In unusual orange and white markings.
(U.S. Navy) 33
F9F-8 COLORS
This F9F-B from VF-B1 has red and white markings leading from the Intakes up over the nose. Modelers and markings enthusiasts should particularly note how·the red and white marking on the tip of the vertical tall Is repeated on the wing tips. (Plcclanl)
This photograph of the seventh F9F-B, 131069, has been published numerous times, but seldom in color. It carried high visibility orange markings on an overall blue scheme, and was used for tests with the Sidewinder missile at China Lake. (U.S. Navy) 34
This beautiful F9F-B, 141073, Is from VF-112, and carries gold and white markings. Even the leading edges of the wings are gold Instead of the usual silver, and the trailing edges are likewise trimmed In a thin band of gold. The tip of the vertical tall Is gold as Is the trailing edge, and there Is a gold and white design on the nose. Also noteworthy Is the unusual large BuNo on the tall. (via Munkasy)
The Blue Angels flew the F9F-B, and, as always, their aircraft were marked In a beautiful blue and gold. This aircraft was the leader's mount. (U.S. Navy)
35
A VT-21 F9F-B (by then redesignated F-9J) dumps fuel from Its wing tip vents to lighten Its welght.(U.S. Navy)
A colorful VF-22 Cougar Is shown In overall white with red markings. Cougars carried some of the most colorful schemes ever worn by Naval aircraft. (Plcclanl)
This F9F-B belongs to the USNR based out of Miami.
36
(Williams via Munkasy)
AN F9F-B, 134243, Is shown as It appeared In August 1960.
Two VT-23 Cougars taxi with wings folded after a training mission.
This F9F-B, redesignated TAF-9J, Is shown In Its final resting place after years of service.
(Plcclanl)
(via Munkasy)
(Plcclanl)
37
F9F-8T COLORS
The prototype F9F-BT Is shown In Its overall natural metal finish.
A VT-23 F9F-BT is ready for launch from the USS Lexington, CVT-16, while a VT-22 Cougar awaits its turn. (U.S. Navy)
(Grumman)
With tail hook down, F9F-BT, .142491, is about to catch the wire on Lexington. By this time the F9F-BT had been redesignated TF-9J. (U.S. Navy)
The number 7 aircraft for the Blue Angels was an F9F-BT. It was retained even after the team translt/oned to F11 F Tigers. This was because there was no two-seat version of the F11 F. (via Munkasy)
38
F9F-8T COCKPITS
Front cockpit detail In an F9F-BT (TF-9J), showing the Instrument panel and left console. For further details, see the rear cover.
The right console detail is shown here as is the top of the ejection seat.
The rear cockpit had its own windscreen so that the aircraft could be launched and recovered with the canopy open, which was standard Navy practice when the Cougar was designed. This feature also protected the person in the rear cockpit in the event the canopy was lost in flight.
F9F-BT rear cockpit showing instrument panel and left console.
Instrument panel and right console detail in the aft cockpit.
39
COUGAR DRONES
Several F9F-8s were converted to QF-9J remotely controlled drones which sported bright red paint schemes. (U.S. Navy) Here a man-piloted aircraft Is shown In flight.
----.,
QF-9J, 144316, appears to have more of a faded dayglow orange finish than the usual red. (U.S. Navy)
---
"China Lake Redbird" is shown in this photo. Note the extra blade antennas on the top of the nose, just ahead of the windscreen, and below, in front of the nose gear. (U.S. Navy)
The BuNo of this aircraft, 130893, Indicates that It was originally an F9F-7. It Is being used here In the drone configuration, and has an unusual device on Its right wingtip. (U.S. Navy)
40
F9F-6 Cougars were also converted to drones. Originally designated F9F-6D, the designation was later changed to DF-9F. F9F-6 drone controllers were F9F-6Ks, to become QF-9F and QF-9Gs after 1962. When this photograph was taken this aircraft stili bore the designation F9F-6D. Marking on the nose Indicates that It has been used successfully several times. (U.S. Navy)
Here, another "China Lake Redbird," is shown sporting a mouth full of teeth and a Shrike anti-radiation missile lInder Its wing. Also note the name "Pink Panther," on the nose. QF-9Js were used for far more than Just ~~~
~~~~
41
F9F-8/-8P/-8T DIMENSION DATA ACTUAL
DIMENSION
1/72nd SCALE
1/48th SCALE
1/32nd SCALE 12.94 in.
Wingspan (Extended)
414.0
in.
5.75 in.
8.63 in.
Wingspan (Folded)
188.0
in.
2.61 in.
3.92 in.
5.88 in.
Length (F9F-8 Normal)
500.875 in.
6.96 in.
10.43 in.
15.65 in.
Length
540.875' in.
7.51 in.
11.27 in.
16.90 in.
Length (F9F-8P)
572.516 in.
7.95 in.
11.93 in.
17.89 in.
Length (F9F-8T)
532.25
7.39 in.
11.09 in.
17.57 in.
2.04 in.
3.06 in.
4.59 in.
(F9F-8 Nose Extended)
,
in. ')
Height (To top of tail)
146.88 in.
Height (To top of folded wing)
186.375 in.
2.59 in.
3.88 in.
5.82 in.
Tail Span
170.0
in.
2.36 in.
3,54 in.
5.31 in.
Wheel Track
155.12
in.
2.15 in.
3.23 in.
4.85 in.
Wheel Tread
99.0
in.
1.38 in.
2.06 in.
3.10 in.
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F9F-8
(Grumman)
BuNo 131063 was the first F9F-B. The final development of the entire F9F series was the F9F-8 which was known as design G-99 at Grumman. This version displayed more changes over the earlier aircraft, the most noticeable of which was the wing design. Wing chord outboard of the fences was increased giving the leading edge a saw tooth. Leading edge slats, used on earlier Cougars and on Panthers, were deleted. The new leading edge also had a camber, and this new design improved stability and handling at low speeds and at high angles of attack which is most important in carrier approaches and landings. A larger trailing edge fillet at the wing root extended all the way back to the end of the fuselage. Additionally, the larger wing offered more capacity for internal fuel which was raised to 1,063 gallons. Two additional 150 gallon tanks could be carried under the wings. In-flight refueling capability became a production standard with the -8 as evidenced by a detachable probe on the nose. During the production run of the F9F-8, a boundary layer splitter plate was fitted between the air intakes and the fuselage. Details of this feature can be seen
on page 54. While some things changed, others remained the same. Armament consisted of four M-3 20mm cannon, as it had been since the first production Panthers. The engine for the -8 was the Pratt & Whitney J48-P-8A, as it had been for the F9F-6 Cougar. Performance was almost identical to the -6, with a top speed of 647 mph at sea level, and 593 mph at 35,000 feet. This was at a combat weight of 17,328 pounds. Basic weight for the F9F-8 was 12,474 pounds, with a maximum take-off weight being 24,763 pounds. In addition to the external drop tanks, the F9F-8 could also carry four AIM-9 Sidewinder missiles or four 500 pound bombs on additional racks under the folding portion of the wing. The F9F-8B, later called the AF-9J, was optimized for nuclear attack using the Low Altitude Bombing System (LABS). An Aero 22A rack was used to carry the special store, and was hung under the right wing. Both nuclear and conventional weapons could be delivered using the LABS technique. Conversion to the F9F-8B from existing F9F-8s was accomplished by the Navy rather than
Left side view of the first F9F-B as it appeared on February 7, 1957. 46
(Grumman)
The second F9F-B, 131064, is shown upon comple. tion. Like the first -B, this aircraft was initially unarmed. (Grumman)
A production F9F-B is shown in flight. Note the yaw string and indicator mark ahead of the windscreen. (Grumman)
being built as such by Grumman. For details of these external stores and racks, see pages 56 and 57. The Blue Angels received F9F-6 Cougars for a short while, but never performed in them, reverting to F9F-5 Panthers. The only Cougarto be used in shows was the F9F-8, with one -8T also being used. The F9F-8s served from 1955 to 1958, but the -8T continued on with the team after they converted to F11 F Tigers. For a fighter developed in the early 1950s, the F9F-8 enjoyed a remarkably long service life. Although there was no true prototype, F9F-6, 127216, was fitted with a -8 wing and flown for testing. It first flew on December 18,1953. The first production F9F-8 made its maiden flight on January 18,1954, with the last of the series not being phased out until the early 1970s, almost twenty years later. This was long after the
Cougar's early swept wing contemporaries (the Cutlass and Fury) had flown their last missions. In fact, the F11 F Tiger and F3H Demon, which followed the Cougar into service, were also long gone when many Cougars remained in service. There is something to be said for a rugged, durable, and dependable ai rplane.
This top view of a later F9F-B shows the gray and white scheme. Note that the white areas are not the same on the right wing as on the left, and that the entire top of the horizontal tail is white. (Grumman)
F9F-8 COUGAR PRODUCTION F9F-8
131063 134234 138823 141030 141648 144271 TOTAL: 601 Ai rcraft
th ru thru th ru thru thru thru
131251 134244 138898 141229 141666 144376
This underside view shows the white undersurfaces of the F9F-B. The splitter plate is an added feature ahead of the intake. The ANIARA-25 fairing is visible under the nose, and was a standard feature on the -B. Also clearly visible is the perforated speed brake just aft of the nose gear doors, and the refueling probe is in place on the nose. (Grumman) 47
Ii
ON THE "CAT"
An F9F-8 from the Naval AIr TraInIng Command steps off the deck of a carrier. It was standard Navy practice for pilots to take off and land with the canopy open In order to facilitate a hasty exit In the event the aIrcraft wound up In the water. (National ArchIves)
~
~ ~
The USS Essex, CV-9, launches a VF-112 F9F-8 from her starboard "cat." A North American Savage is in the foreground. (N~tional Archives)
Here VA-76 F9F-BBs prepare to launch from the waist catapults of a carrier while VA-15 Skyraiders await the signal for take-off in the foreground. (National Archives) .
ThIs -8 Is beIng prepared for launch from the USS Saratoga, CVA-60. The nose of a Fury can be seen Just above (Grumman) the rIght wIng.
48
COMING ABOARD
Having caught a wire, this VF-112 F9F-B Is brought to a stop aboard the USS Essex, C V-9. (National Archives)
Another VF-112 Cougar experiences a bolter. A bolter occurs when the hook fails to engage any of the arresting cables, and the aircraft must go around for another try. (National Archives)
While retracting its tail hook, this VF-24 F9F-B taxis forward aboard the USS Lexington, CVS-16. A word of caution appears just ahead of the aircraft's nose. This photo was taken on February 13, 1963. (National Archives)
A Cocigar from VF-111Is shown completing recovery aboard a carrier. VF-111 now flies another Grumman product, the F-14 Tomcat. (National Archives)
49
F9F-8 COCKPIT DETAILS ~.
These two photos show the Instrument panel of an F9F-8. In the lower photo a cloth hood has been attached. The black Interior of the cockpit with chromate green floor reveals that the exterior of this aircraft was painted overall glossy sea blue. (Grumman) 50
Left console detail in an F9F-B.
(Grumman)
Right console and circuit breaker panel. The gray color of the cockpit indicates that these photos were taken in an aircraft that was painted in the gull gray over white scheme. (Grumman)
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Right side view of an ejection seat removed from an F9F-B. In the background the front view of another seat can be seen. (Grumman)
The details of the area behind the seat can be seen in ' this view. The canopy has been removed. (Grumman)
51
•
F9F-8 DETAILS
The outboard left flap Is seen In the third position In this view. The F9F-B had much larger trailing edge wing fillets than earlier Cougars. Clearly visible In this photograph Is the trailing edge of the left fillet, and It can be noted that the trailing edge became more and more blunt as It got closer to the fuselage. (Grumman)
This photograph shows the spine of the aircraft with portions of the skin removed to reveal some of the plumbing. One of the blow-in doors has been removed, and a portion of the engine Is visible. (Grumman)
52
1. 2. 3. 4. 5. G. 1. 8. 9. 10. 11. 12. 13.
Ovlbpard Fl:ap
nap Stop Bolt (l) Hhlff Insert (3) Flap Hinge Pin (2) Wing Hinge Flttllli Flap Actuating Link Horn FHtlnii: Inboard Flap Hinge Fitting Aft Speed Brake Hydraulic: LInea Boncl.lng Wire Inboard Flap Aft Speed Brakes Actuating Cylinder Piston Rod
H. Horn fk>arlng 15. Inboard Flap Horn 16. Flying Tall Tab ShUt Push Rod (LH only) 17. Flying Tall Tab S!tllt Push Rod Fitting (LH only) 18. lnb03.rd Hinge Assembly 19.
Horn Fitting
20. Flap Position Transmitter (RH only) 21. PoSition Transmitter ActuaUna; LInk. (RH only) 22. Position Transmitter Link FitUng (RH only) 23. Outboard Flap Actuating CyUnder 24.
Fb.p Actuating Idler
This drawing shows the outboard and inboard left flap detail of an F9F-B. (U.S. Navy)
WING FOLD DETAIL
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e~~ . The angle of the folded wing on the F9F-B can be seen on this aircraft being towed.
(Grumman)
t
These two views show the wing fold detail on the right wing of the first F9F-B, 131063.
(Grumman)
At left Is a close-up view of the forward portion of the left wing fold on F9F-B, 141140, and at right Is a detail photo of the lighting Installation next to the wing fold on the left wing. (Grumman)
53
•
SPLITTER· PLATE
As originally produced, the Inner wall of the Intakes on the F9F-B was simply the fuselage skin as seen In these two views. Production proceeded past the days of the all blue scheme Into the era of the gull gray over white scheme with the Intakes In this configuration. Howeveran occasional photograph Is found of a Cougar In the all blue scheme with the plate Installed as described below. (Grumman)
\
Later In the production of the F9F-B series, a boundary layer splitter plate was added between the Intake and fuselage. Shown at left Is the right side plate after Installation, and at right Is the completed and painted left side (Grumman) plate.
This In-flight view shows the Installation of the splitter plate to good effect and forms a comparison to the two photos at the top of the page. (Grumman)
54
F9F-8 CANNON ARMAMENT
Like the Panthers and earlier Cougars, the F9F-B was armed with four 20 mm cannon. However all four ammunition boxes were mounted above the guns as seen In these two photos. (Grumman)
55
, PYLON DETAILS
The Inner Aero 65A pylon was wet, and was used to carry fuel tanks, bombs, flares, and rockets. In the center Is an AIM-9 Sidewinder missile adapter and launch rail, while the outboard pylon Is an Aero 15A bomb rack. (Grumman)
In this close-up photo, the details of the curved Aero 65A racks can be seen. The view is looking forward, and the wing is in the folded position. (Grumman)
56
r'"
The Aero 22A rack is shown here under the right wing of an F9F-B. This rack was fitted to F9F-BBs, and was used to carry a nuclear weapon. (Grumman)
EXTERNAL STORES
An F9F-8 Is ready for launch from a carrier. On the Aero 65A pylons are external fuel tanks, while bombs are carried on two Aero 15A racks under each wing. This Is one of the rare Instances where a Cougar In the overall blue scheme Is seen with the Intake splitter plate Instal/ed. (National Archives)
F9F-8, 141140, Is shown with six bombs carried on both the Aero 65A and Aero 15A racks.
This Cougar is armed for the air-to-air mission with two fuel tanks and four Sidewinder missiles. (Grumman)
(Grumman)
This F9F-8 at China Lake carries a rocket pod on its inboard left pylon. (National Archives)
57
•
F9F-8P
The first F9F-8, 131063 was fitted with an elongated camera nose, and became the first prototype for the F9F-8P photo reconnaissance version of the Cougar. (Grumman) As with the earlier Panthers and Cougars, the Navy followed precedent and ordered a photographic reconnaissance version of the F9F-8. However this version showed a marked difference from earlier photo versions. An entirely new nose was designed, and fourteen cameras could be carried. This was twice the number that any of the Panthers or F9F-6P Cougar carried. A VF-34 viewfinder replaced the. usual gunsight, and no guns were carried in the -8P. The design of the nose was thoroughly tested, and although longer and much more cumbersome looking than the standard nose, the F9F-8P performance characteristics were almost identical to that of the F9F-8. Flight testing of the F9F-8P began in February 1955, and 110 were built between August 1955 and July 1957. Except for the camera nose, the specifications for the -8P were the same as for the -8. Even the
F9F-8P COUGAR PRODUCTION F9F-8P
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. HI. 17. 18. 19. 20. 21. 22.
58
141668 thru 141727 144377 th ru 144426 TOTAL: 110 Ai rcraft
CA_13B Camera with CtL-8 Cone CA-17A Camera Inte-;ral Lens Cone Dehydrator and Motor SCanner Converter, Mod HA By.tem Relay Unlt Forward Station Relay Unit Overrun Control Window WUlhing Tank and FUler VF-34 Viewfinder Statton Relay Units, AB Servo Power VIlU Central Computer Scanner Battery Maga%lne Reay Unit Rotary Mount STA 3 Camera Window STA 3 Rotary Me-.mt STA 2 Camera WIndow STA 2 Ca.men Mount STA 1 ACCU8 Door STA 1 Forward Camera Window
in-flight refueling capability was retained in the -8P. This version served until being replaced by the RF-8 Crusader and RA-5C Vigilante.
To evaluate the airflow over the new nose shape, dozens of small streamers were taped to the side of the nose. Note the name "Banana Nose" painted on the side. (Grumman)
CAMERA NOSE DETAILS
~----
Crewmen are shown here working In the lower camera bay of an F9F-BP. The two right side camera windows and the forward-looking window are clearly visible. (National Archives)
These two views show the right and left side bays open for maintenance.
(National Archives)
59
F9F-8P COCKPIT DETAILS r
~ ~
Instrument panel In an F9F-8P.
(Grumman)
Left and right console details In an F9F-8P.
(Grumman)
60
FLYING STUDY
These four flying vlewB of the F9F-8P present an Interesting In-flight study, and reveal many of the aircraft's features and details. (Bottom right, National Archives; All other photos are courtesy of Grumman) 61
F9F-8T
The prototype F9F-BT, 141667, is shown here on its first flight. For some time it had a natural metal finish, but was later paInted In the gull gray over white scheme. Note that the F9F-BT had the Intake splitterplate from the begInnIng. (Grumman) The only member of the entire F9F family to have two seats and serve as a trainer was the F9F-8T. It had a lengthened fuselage to allow for a second cockpit in tandem with the first, and it was armed with only two of the 20mm cannon with only 130 rounds per gun. Otherwise the aircraft was the same as the F9F-8, using the same engine, wing, and tail surfaces. Like the F9F-8, it had the in-flight refueling capability, and could carry the external fuel tanks, AIM-9 Sidewinders, and bomb load of the standard -8. Gross weight was 400 pounds above that of the -8. The F9F-8T first flew on April4, 1956, and remained in service longer than any other of the Cougar variants. It was retired from service by VT-4 in February 1974, being replaced by the TA-4 Skyhawk. During the war in Vietnam, at least four F9F-8Ts (then designated TF-9J) were used by the Marines as forward ai r control aircraft.
F9F-8T COUGAR PRODUCTION F9F-8T 142437 142954 146342 147270 TOTAL: 400 Aircraft 62
thru th ru th ru thru
141667 142532 143012 146425 147429
This top view of an F9F-BT shows the large canopy and cockpit to good effect. (Grumman)
An F9F-BT from the Naval Air Training Command Is In-flight refueled from an F-4 Phantom.
(U.S. Navy)
This F9F-BT Is shown being hoisted aboard a carrier.
(Grumman)
63
1/72nd SCALE DRAWINGS
COURTESY OF GRUMMAN AEROSPACE CORP.
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DIHEDRAl 0° INCIDENCE ROOT AND TIP O· 25% CHORD SWEEP BACK 35" AIRFOil SECTION MACA 64A010 MODifiED
AREAS WING (INCLUDING 61.0
sa.
FT. fUS. EXClUDING FillETS) 337 SQ. FT.
sa.
FLAPS-INBOARD (INC. DIVE SRAKES) 13.4 SQ. FT. OU'!'BOARD 59.4 FT. TOTAL 72.8 SO. FT. elVE BRAKES-FWD (INC. AREA OF HOLES) 8.3 SQ. FT., AFT 8.5 SQ. FT. TOTAL 16.8 SQ. F't.
fLAPERONS (INC. FLAPEREITE AREA 9.24 SQ. FT.) TOTAL 18.48 SQ. FT. WING TRIMMER 2.36 SQ. FT.
ANGULAR MOVEMENT DIVE FLAP 46" OOW~ INBOARD FLAP 40" DOWN FLAPERON 55" UP FlAPERmE 55° UP
flAP 21" DOWN WING TRIMMER 15· UP 15" DOWN
STATION DESIGNATIONS
HORIZONTAL TAIL DIHEDRAl O· INCIDENCE O· ROOT CHORD AT (56.375 (4'-8-3/8'j AIRFOil NACA 64A009 STREAMWI$f TIP CHORD 28.187 (1'... \87")
AREAS
sa.
(INC. 51ABILIZER. ELEVATOR TASS & 2 SQ. FT. FUS.) 49.56 FT. ELEVATORS (INC. 48 sa. FT. BALANCE & 2.08 SQ. FT. TABS) 11.50 SQ. FT.
ANGULAR MOVEMENT STABILIZER 04.112 0 UP 6-112 0 DOWN 0 ELEVATOR 30 UP_15° DOWN (TOTAL FROM NEUTRAL ST AB) ElEV RIGGED 0 AT 0 FROM STAB. NEUTRAl POSITION WITH FLYING TA IL POWEll: ON 0 0 ELEVATOft TAB 12 UP 20 DOWN (FLYING TAIl)
64
1.
SIXTEEN INCH£S HAVE BfEN ADDEO BETWEEN FUSRAGE STATIONS 172 & 181. THEREFOU: THE DISTANCE &ETWEEN THESE STATIONS IS ACT\JALlY 25!NCHF.s. AlL STATIONS aETWEEH 172 & 181 ARE DESKiNATED 172 INCHES AFT OF STA. 172.
2.
TO OBTAIN THE TRUE LOCATtON OF FUSELAGE STATIONS flK.lM 5TATION 0 (AIRPlANE DATUM lINE): A. STATIONSFQlWARD Of STATK)N DARE DESlGNA.TED-IH(HES fORWARD OF STATION 0 B. FOR All STATIONS FROM D THRU 172, SUBTRAO 16 INCHES fROM STATION NUMIER. • C. FOR STATK>NS BETWEEN 172 & lBl, ADD THE PlUS FIGURE TO 172 & THEN SUBTRACT 16 INCHES. D. STATION 181 & AFT ARE TRUE DIMEN~ONS FROM STATION O.
+
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VERTICAL TAIL SYMMETRICAl VERT 11 %-9% THICK; HORIZ. NACA 64AOO9 STREAMWlse
AREAS ABOVE STAB. (~. fiN, UPPER RUDDER AND TAA) 21.52 SQ. FT. UPPER RUDDER 6.15 SQ. FT. LOWER RUDDER 5.06 SQ. FT.
ANGULAR MOVEMENT 0
RUDDER 25 EACH WAY RUDDER TAB 10° EACH WAY
POWER PlANT PRATI & WHITNEY J4P-8A STATIC seA LEVEL THRUST (MILT. RATED DRY) 7,250# FUEL CAPACITY-FUseLAGE TANKS 847 GALS. WING TANKS 216 GALS. TOTAL (INCLUDING 2-150 GAL. DROP TANKS) 1063 GALS.
O' 0I11fOVt.l. .. 0' INCIDlNC! AT lOOT. TW .. M.G.C
GROUND LINES AT 50% C l MAX. 3.7° WITH GROUND AFFECT AT 75% C L MAX. 9.2° WITH GROUND AFFECT AT 90% C L MAX. 12.9° WITH GROUND AFFECT
NOSE WHEEL
.
TIRE 10 X 5.50 TYPE VII 6 12 PlY RATING, NnON
""
MAIN WHEELS TIRE 25 X 6.00 TYPE VII B 1.4 PlY RATING, NnON
WEIGHTS 0> CJ1
TAKE OFF-WITH 2 PILOTS & WITHOUT EXTt:RNAl STORES,
20,450#
I
I
Sf'AN_~'.~ (~:-4~.;-----------------------------l
The first F9F-8T, now fully painted In the gull gray over white scheme, Is seen In flight with the canopy open and the landing gear extended. (Grumman)
This time wearing a red and white paint scheme, the first F9F- T Is shown carrying fuel tanks and Sidewinder missiles. The -8T had only two 20 mm cannon, as compared to four In the standard -8, but could carry the same external stores. (Grumman)
The upper surface markings for the common red and white scheme are shown In this photo of F9F-8T, 142438. (Grumman)
66
Solid white F9F-BTs of VT-22 are shown here conducting operations aboard the USS Essex, CVS-9 on November 7, 1964. (U.S. Navy)
An F9F-BT as seen on the USS Saratoga, CVA-60. In the background is the next Grumman "Cat," an F11 F Tiger. (Grumman)
Oops! This F9F-BT, by then redesignated TF-9J, shows just how strong the tail hook is. The aircraft went over the side of the USS Lexington, but was saved with no injuries to the pilot except for his pride. (U.S. Navy)
With wings folded, an F9F-BT waits on the flight deck of the USS Saratoga for its next mission.(Grumman)
)
)
,
I
t )'
67
MODELER'S SECTION PRODUCT REVIEW POLICY. In each of our publications we will try to review kits and decals that are available to the scale modeler. We hope to be able to review every currently available kit that is useable by the scale modeler. Kits produced in the past that are no longer generally available, and those more intended to be toys than accurate scale models will not usually be covered. Additionally, we do not
intend to give a complete step-by-step correctionby-correction account of how to build each kit. Instead we intend to give a brief description of what is available to the modeler, and point out some of the good and not-sa-good points of each kit or product. In this way we hope to give an overall picture of what the modeler has readily available for his use in building the particular aircraft involved.
KIT REVIEWS SMALL SCALE KIT COMET AND AURORA 1/82nd SCALE F9F-6 This hard-to-find kit from the 1950s is the oldest and smallest Cougar kit, and the only one that represents an F9F-6. With a length of about six inches and a span of just over 5.1 inches, this model measures out to around 1/82nd scale, so unfortunately it does not fit into any common scale category. It was issued first by Comet and later by Aurora. The kit provides only the basics, with no landing gear, cockpit, or external stores provided. With no landing gear included, a two-piece stand is provided so that the model may be displayed in the in-flight configuration. Typical of kits from the fifties, you can look in the intakes and see out the exhaust, there being nothing inside the fuselage. Another characteristic of those early plastic kits was the scribing of the locations for the decals. This model has this feature, clearly showing where all eight decals go. These consist of four national insignia, two NAVY markings, and two BuNo blocks reading F9F-6, NAVY, 126257. This indicates that the first production F9F-6 was the aircraft represented by this model. The shape and outline of the model seem correct. Surface scribing is recessed, and, although somewhat sparse, it seems correct. Exceptions include foot holes and canopy latches on both sides of the nose rather than on just the left side, and perhaps an extra row of perforations on either side of the speedbrakes. There are no gun ports scribed in the nose, however vents for the gun gasses are present. The other missing item in the scribing department is the inner main gear doors. In building our review model, we decided to make some improvements. First, inside walls to the air intakes were added from plastic card. A tail pipe was added inside the aft fuselage. Together these two improvements eliminated the see-through problem. Second, we cut open the cockpit area and added a 68
This small Comet kit was the only injected molded kit of the F9F-6/7 Cougar produced. Today it is quite hard to find.
floor, consoles, instrument panel, seat, and pilot figure. Except for the pilot, all work was done using plastic stock. The pilot came from the parts box, and was an undersized figure from some forgotten 1/72nd scale kit. The scribing for the decal locations was filled in and sanded smooth, after which other scribing, removed during the sanding process, was re:scribed. Assembly of the kit was straight forward, and included only eight pieces. These included two fuselage halves, two outer wing panels, two wing fences, a horizontal tail, and a canopy. The two pieces of the display stand bring the total to ten parts for the entire kit. Needless to say, it all went together rather quickly with pretty good fit. Some filling and sanding was needed, particularily on the joints where the wings are attached to the fuselage. Once completed, the finished product is a very attractive though small model. It could easily be painted in any number of colorful schemes applied to the real Cougars, and either an F9F-6 or F9F-7 could be modeled. Also possible would be an F9F-6P, with
only some additions of camera windows in the nose required for the conversion. With only a bit more work, it would be interesting to see the model built with landing gear. This should be fairly easy to accomplish. Doors could be made from plastic card, while the gear itself could probably be found in so me 1/1 OOth scale kit or even a smal11 172nd scale model. Though more of a collector's item, this model remains the only way to build an early Cougar from a box. About the only other wa-y would be to convert a Panther kit. Like the actual aircraft, the model is simple but most attractive. We recommend this kit.
1/72nd SCALE KITS AIRMODEL 1/72nd SCALE VACU-FORMED F9F-81 -8P/-8T
For some time this was the only kit available in 1/72nd scale, and, being a vacu-formed kit, it required much work, a lot of which was beyond the skills of the younger and the average modeler. We had purchased this kit with the intention of building an F9F-8 Cougar, but before we ever got around to it the Minicraft/Hasegawa injected molded kit became available, so we built that instead. But the Airmodel kit, having parts for the -8P and -8T, remained worthwhile for conversion parts. We took the -8P nose from the Airmodel kit and spliced it to a Minicraft kit to build a nice F9F-8P. The fit between the two was quite good, and the conversion was very simple. At several model contests we have seen the -8T nose from the Airmodel kit used with a Minicraft model to build a beautiful F9F-8T. We have not tried this conversion yet, but will probably do so in the future. Suffice it to say that it will be a more difficult
971 • •
J ~- ~- .-::.:::::==..~
} I )
Airmodel produced a 1/72nd scale vacu-formed kit with parts for the F9F-8T and F9F-8P Cougars, The nose for the F9F-8P was used with a Minicraft F9F-8
l,
.k.it.t.O_b.U.i1.d.t.h.is_c.o.n.v.e.rS.i.o.n.,
conversion than was the -8P. The Airmodel kit does not provide a complete fuselage for the F9F-8T. Instead, only the forward portion from just behind the cockpits forward is included. The modeler is supposed to cut the standard F9F-8 fuselage in two just behind the cockpit, then splice the -T nose on. Since the wing fillets are part of the wing assembly on the Airmodel kit, and part of the fuselage on the Minicraft kit, the problems of completing this conversion are apparent. But it can be done with perserverance if the modeler is willing. General comments about the Airmodel kit would include the problem with the flat canopies which are better replaced with home made vacu-formed pieces. The scribing is a bit sparse, though generally correct. All detail work, such as for the cockpit, wheel wells, engine tail pipe, landing gear, intakes, refueling probe, speed brakes, pylons, external stores, etc., must be added by the modeler. In our estimation, the value of this kit now lies in its usefulness in providing conversion parts for the Minicraft kit.
MINICRAFT/HASEGAWA 1/72nd SCALE F9F-8 Beautifully done, this kit is better than the Minicraft Panther kit that came out at about the same time. It is easily the best Cougar kit available in any scale. Shape, outline, and fit are all excellent. If care is taken during assembly, the entire model can be built witho)Jt the need of putty except around the intakes. Then only a light sanding is required to remove all seams. The cockpit area is nicely done, and includes a floor with consoles, a two-piece seat, aft bulkhead, instrument panel, and control column. If desired, a pilot fig ure is also incl uded. Decals for the instrument panels and consoles are provided, and will be sufficient for many modelers. Those who want to add some further detailing will find this easy using the photographs in this book for reference. A gunsight glass and two-piece canopy complete the details for the cockpit area. The intakes have interior ducts that eliminate the see-through problem of earlier kits, and this is certainlya nice feature. The inner parts of this ducting have the splitter plate (see page 54) molded on the front, but with a little reworking this can be removed, and an earlier F9F-8 without the plate can be built. This is almost essential if a Cougar in the earlier blue scheme is to be molded. This kit has many nice features and extras that show the people at Hasegawa really had it well thought out before they started tooling the molds.
.T.h.e_s.p.e.e.d_b.ra.k.e.s_a.r.e.p.e.r.f.O.ra.t.e.d_a.n.d.a.r.e_se.p.a.r.a.:.:
_
pieces allowing them to be displayed in the open position. An interior to the speed brake well is provided as part of the nose gear well, and this adds realism to the model. The tail hook and its housing mount on the engine tail pipe, and, once assembled, fits nicely into the aft fuselage. Landing gear struts and wheels are nicely done, and fit into detailed wells. The inner main gear doors are molded in the closed position which is correct for when the aircraft is on the ground. For the front end, two noses are provided, one for a standard aircraft, which has a hole in which the in-flight refueling probe is to be added, and a second without the hole if the Blue Angel aircraft is to be modeled. External stores included two Aero 65A racks with 150 gallon fuel tanks and four pylons with AIM-9 Sidewinders. These could easily be modified to carry bombs by studying the photographs and drawings of the Aero 15A racks in this book. All that is necessary is a little reshaping of the pylon so that the leading and trailing edges are vertical, and then a piece of sprue can be added to the rack just behind the trailing edge of the pylon. The only shortcoming in the kit is the instruction sheet. The brief Cougar history has some errors, and would lead one to believe that the F9F-7 was the first Cougar. The author evidently confused the F9F-6 with the F9F-7. The drawings for the "Marking and Painting Guide" are poor, particularly for the VF-81 aircraft, but the assembly instructions on the reverse side are excellent. Since the problems with the instruction sheet do not effect the quality of the model itself, they are really of no great concern. This is an excellent kit and we highly recommend it.
was released again a few years ago in a Blue Angel scheme, this time by Lodella, which is Revell of Mexico. Regardless of release, it remains to date the only 1/48th scale model of the Cougar. The model represents an early F9F-8 without the splitter plates between the intakes and the fuselage. While general shape and outline are correct, there are a number of problems with the kit. Most noticeable is the fact that the main gear axles mount the wheels outboard of the struts rather than inboard. This then causes the outer main gear doors to be mou nted at an angle rather than vertically as they should be. In short, Revell put the wheels on backward! Gear doors are too thick, struts are not accurate, and wells are plugged. This of course was the standard for kits of the fifties, and it is easy to be overly critical. Other problems include a tail bumper that is merely a bulge with a cut in it, and the hollow interior that allows one to look into the intakes and see out the exhaust. As originally issued, the locations for the decals were scribed into the plastic, but in the later releases, these were replaced with a fine rivet pattern. From what has been said, it should be obvious that this kit falls far short of today's standards. But the outline and shape are generally good, and with extensive rework this can be made into an excellent model. Filling in the intakes, adding a tail pipe, detailing the cockpit, and building new landing gear and wells would be the minimum required for transforming this kit into a good model. The landing gear work could be eliminated if a "flying" desk stand model were built. Thus, while showing its age, the potential is there for an excellent Cougar in 1/48th scale if the modeler is ready for a lot of work.
o ..
'>-
This Minicraft kit is finished in one of the many colorful sets of markings used with the gray over white scheme.
1/48th SCALE KIT REVELL 1/48th SCALE F9F-8 This kit was released several times in both the overall blue and the white and orange training scheme. It 70
Revell had several releases of its 1I4Bth scale Cougar which represented an F9F-B. It is shown here with some rework, and built in the in-flight configuration. It is mounted on one of the old swivel stands provided in Revell kits of the '50s.
DECAL SUMMARY Note: It is impossible to completely review decals unless the reviewer has actually used the decals on a model to see how they fit. Additionally, markings on a given aircraft can be changed from time to time, so it is possible that the decals may be accurate for one point in time and not another. Therefore, this section is more of a listing of decals available than a review. Review comments are.made only in regard to fit when we have actually used the decals or as to accuracy when the evidence clearly indicated an error. 1/82nd Scale Kit Comet/Aurora F9F-6 Kit: Contains only basic markings for the first production F9F-6, BuNo 126257. The national insignia has the blue surround which is incorrect for an aircraft in the overall blue scheme. 1/72nd Scale Kit Minicraft/Hasegawa F9F-8, Kit Number 1139: Provides markings for three aircraft. • F9F-8, 131036, VF-81, in a gull gray over white scheme. This was the first production F9F-8. • F9F-8, 138891, VT-26, in an orange and white training scheme. The aircraft is designated a TAF-9J. • F9F-8, 131205, in the Blue Angels scheme. Aircraft number 1 is represented .. Note: This kit also contains basic stencils as well as decals for the instrument panel and consoles. 1/48th Scale Kit Revell F9F-8 Kit: As originally released, this model had basic markings for a Cougar in the overall blue scheme. A later release had a white and orange training scheme. The aircraft number was 128140, which is the number for an F9F-6, not an F9F-8. "NAVY/MARINE" is on the fuselage sides, and the aircraft has a tail code of 7V. The Lodella release has Blue Angel markings. 1172nd SCALE SHEETS Microscale Sheet Number 72-207: Provides markings for five Cougars. • QF-9J, 144272, in an overall red scheme with teeth on the nose. • F9F-8, 139712, VF-13, in a gull gray over white scheme. • F9F-8, 141217, VA-46, in a gull gray over white scheme. • F9F-8, 141068, VF-81, in the overall blue scheme. • F9F-6, 127383, VF-191, in the overall blue scheme:. Notes: On this sheet Microscale used photographs rather than drawings for four of the five aircraft. While photographs are excellent to provide proof of markings and to show the modeler marking details, these are so poor that it leaves some doubt as to the location of some markings. It would have been much better if these had been supplemented with drawings. Several errors and omissions should be mentioned. • QF-9J, 144272. The instructions do not indicate that the small blade antennas should be added on the nose just ahead of the windscreen on top, and just ahead of the nose gear door on the bottom. If the model represented on a decal sheet has differences than what is provided in the recommended kit, we believe that these should be pointed out to the modeler. See pages 40 and 41 in this book for reference. • F9F-8, 141068. A color photograph of this ai rcraft appears at the top of page 34 in this book, and can be used for reference. The red and white design at the top of the tail is incorrect in that it should be completely outl ined in wh ite. Fu rther, th is same design is also on the tops and bottoms of the wing ti ps, and decals are not provided for this. No mention of it is on the instruction sheet. The red nose flash should be completely outlined in white, but is not at the end where it meets the top of the intake. The BuNos are not included for the nose. The nose number 111 is repeated on the main gear doors, but decals are not provided. There is a flat black walkway above each intake, but no mention is made about it on the instruction sheet. It is visible on the photo, but it is difficult to tell what it is. We know of one modeler that interpreted it to be a bare metal area like that used on Blue Angel aircraft. • F9F-6, 127383. Just what model is to be used with these decals is not known. There is no 1/72nd scale kit of the F9F-6, and the instructions do not give any information in this regard. The decals would be incorrect for the M inicraft kit. Microscale Sheet Number 72-329: Provides markings for two aircraft, one of which is an F9F-8, 141106, from VA-66. The aircraft is in the gull gray over white scheme. The nose number is 307, and the tail code is AF. 71
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24 25 26 27 28 29
• ENLARGED 104-PAGE SERIES. BOEING B-52 "Stratofortress" GRUMMAN F-14 "Tomcat" GENERAL DYNAMICS F-16 CONVAIR F-I06 "Delta Dart" McDONNELL DOUGLAS F-15 "Eagle" GENERAL DYNAMICS F-l11
$3.95 $3.95 $3.95 $3.95 $3.95 $3.95 $3.95 $3.95 $3.95 $3.95 $3.95 $3.95 $3.95 $3.95 $3.95 $3.95 $3.95 $3.95 $3.95 $3.95 $3.95 $1.95 $3.95 $3.95
ISBN 0-8168-0500-8 ISBN 0-8168-0504-0 ISBN 0-8168-0508-3 ISBN 0-8168-0512-1 ISBN 0-8168-0516-4 ISBN 0-8168-0520-2 ISBN 0-8168-0524-5 ISBN 0-8168-0528-8 ISBN 0-8168-0532-6 ISBN 0-8168-0536-9 ISBN 0-8168-0540-7 ISBN 0-8168-0544-X ISBN 0-8168-0548-2 ISBN 0-8168-0552-0 ISBN 0-8168-0556-3 ISBN 0-8168-0560-1 ISBN 0-8168-0564-4 ISBN 0-8168-0568-7 ISBN 0-8168-0572-5 ISBN 0-8168-0576-8 ISBN 0-8168-0580-6 ISBN 0-8168-0582-2 ISBN 0-8168-0584-9 ISBN 0-8168-0586-5
(8 pages of color) $7.95 $7.95 $7.95 $7.95 $7.95 $7.95
ISBN 0-8168-0588-1 ISBN 0-8168-0592-X ISBN 0-8168-0596-2 ISBN 0-8168-0600-4 ISBN 0-8168-0604-7 ISBN 0-8168-0606-3
Watch for these forthcoming books in the Aero Series: F-18 Hornet and XB-70 Valkyrie
AERO PUBLISHERS, INC.
Volumes in the DETAIL & SCALE SERIES Vol. Vol. Vol. Vol. Vol. Vol. Vol. Vol. Vol. Vol. Vol. Vol. Vol. Vol. Vol. Vol. Vol. Vol.
1 F-4 Phantom II, Pt. 1 2 B-17 Flying Fortress, Pt. 1 3 F-16 A&B Fighting Falcon 4 F-111 Aardvark 5 F-5 E&F Tiger II 6 F-18 Hornet 7 F-4 Phantom II, Pt. 2 8 F-1 05 Thunderchief 9 F-14A Tomcat 10 B-29 Superfortress, Pt. 1 11 B-17 Flying Fortress, Pt. 2 12 F-4 Phantom II, Pt. 3 13 F-1 06 Delta Dart 14 F-15 Eagl~ (Nov. '83) 15 F9F Panther 16 F9F Couger 17 F11 F Tiger 18 B-47 Stratojet
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