THE GRUMMAN AIRCRAFT COMPANY

AND THEIR FLYING CATS

A Prelude to the Grumman Cat Story       

Some where back in time around 1927 when I was 5 yrs old, little did I realize that one day I would be flying those rugged well made Grumman Aircraft.

You see, it was about that year the Company set forth their goals for the future. Most of the aircraft produced were fighters for the U.S.Navy and predominately aircraft carrier phased. An early exception was the J2F, an early amphib  which was operated from the navy cruisers and even the battleship. It was an observation scout-and-rescue during WWII operations, catapulted from a special built catapult.  It was launched with a series of explosive gun power charges and retrieved by hoisting aboard with a ship’s crane after the ship’s conning officer made a sea “slick” for the pilot to land in. They were operated from land also; by both the Navy and Coast Guard. In 1942 I had a flight, in the bilge (lots of exhaust fumes) for about one hour. I was not a pilot at this time.

The next exception (fighter series) was the TBF Avengers; a torpedo plane, but used more for glide-bombing with target strafing by 5” rockets  I flew these planes for about 3,000 hrs worth during my navy career on and off the USS Princeton (CV-37) an Essex Class straight deck carrier plus about five (5) CVEs after qualifying on a converted paddle wheel steamer on Lake Michigan. The ship was the USS Wolverine ( IX-64 ).  Another exciting time was when my plane and another were catapulted from the Princeton while the ship was at anchor in Havana, Cuba. This is the plane that former Pres George Bush, Sr.  flew from the USS San Jacino, a small CVE-during WWII.

The next exception ( to the fighter cat series) was the AF2-W and the AF2-S (the Grumman Guardians ) used in Anti-Submarine operations from the small CVE carriers...(the CV stands for carrier/airplanes and the E is for Escort). At the time (early 50s) this was the largest single engine carrier based plane in existence and we used them exclusively - both day and night - from the CVEs. Launch was always via a hydraulic catapult and a normal arrested landing when coming back aboard. These little ships had about 9 arresting cables and hopefully, the pilot would snag #2 or #3. If all were missed, then it was barrier bound, which always resulted in a severely damaged aircraft and sometimes the pilot was injured. I flew these planes for about 1,000 hrs...no barriers.

The final exception, as I recall, from the 'fighter cat series' was the various versions of the S2Fs, commonly called the “tracker” with the nickname of “stoof”. These planes were twin engine machines with a nose wheel instead of the tail-wheel. The S2s replaced the AFs in about 1956 or 57. By this time the carriers used were the Essex Class; designated CVS and with a flight deck over twice the length of the CVE.  I flew many hours in the S2 version both in squadron VS-24 and Air Group 60 consisting of  VS34, VS-39 and HS-9 (the helo squadron). Prior to the VS squadrons, I flew the Carrier-On-Board delivery version (a small 8 passenger)...commonly called the COD, while attached to FASRON-4 in San Diego and after the VS tours, from the USS Lexington in Pensacola (1967-68).

And now for the CATS...The FF-1 and the F3Fs were retractacle landing gear Bi-planes. They were before WWll but a few F3Fs were still, operational on 7 Dec 1941. I do not recall a cat name for these little fighters. The F4F WILDCAT was the 1^st line Navy fighter plane on Dec 7,1941. The Japanese “zero”, made by Mitsubishi, was more maneuverable and faster, but self-sealing fuel tanks and armor plating around the cock-pit  was an equalizer, which was a boost for WILDCAT pilots in defending our fleet. The aircraft was propelled with a Wright  R-1820 air cooled engine and mechanical activated retractable landing gear. The gear was cranked up and down by hand and awkwardly placed on the left side of the cockpit. Pilots naturally had to remove their left hand from the throttle to crank...not  a good plan. My high school classmate flew these planes from the USS Enterprise CV-6 and became a Navy Ace.  His name was   Capt Donald “Flash” Gordon, USN (ret) who passed away on Jan 4 this year.

In mid-1942, Grumman introduced the F6F HELLCAT which carried a larger engine, was faste , had hydraulic landing gear and replaced the WILDCAT (as a matter of interest the Corsair came out at this time also but not a Grumman Cat) My friend Don Gordon in VF-10 was cycled back to the states; squadron re-organized and back to the ENTERPRISE for more combat duty. Again, he was successful in destroying a number of enemy planes. In 1952 I had the pleasure, at NAS Quonset Point, R.I., to fly the famous HELLCAT and logged over 10 hrs. Even tangled...for fun...with a national guard F-51 over Boston at 12,000 ft.

The next CAT was the F7F TIGERCAT- a twin engine plane and, to my knowledge, the first carrier based fighter with a nose wheel vice the tailwheel. It was used mostly by the Marines as a night fighter. It  was introduced at the end of WWll. I never flew the TIGERCAT.

Next was the F8F BEARCAT, appropriately named, to be sure.  I am proud to announce that I  have over 50 hrs in this plane while attached to NAS Olathe, KS, back in 1951. It came to the Navy as a replacement for the HELLCAT, but WWII had ended. It was the fastest single engine prop fighter plane in the Navy and the world. The BEARCAT, a tail wheeled machine sported a Pratt & Whitney R-2800 engine, driving a huge 4 bladed propeller, with a top speed of 450 knots and a service ceiling of 35,000 ft.

Before we could fly this aircraft, 5 hrs in the BEARCAT simulator was required.  As I recall, this was the first real honest-to-goodness simulator the navy had. Landing gear had to be retracted before reaching 160 knots after take-off which at first seemed reasonably easy, then we found out it was difficult. The plane on a normal take off, and not climbing steep, would reach 175 knots by the end of a 7,000 ft runway. Furthermore, the engine and prop produced so much torque, if power was applied rapidly as in most planes, the rudder tabs and pilot’s right leg could not overcome said torque. Prior to that, a favorable Mag check before take off was not possible - else the tail would rise - and ,of course with brakes on, a nose stand could be produced...consequently a rolling Mag Check was the norm and if checked ok - on with more power and if not then abort. Without use of a fuel drop tank only 2 hrs of flight was possible. Finally- the BEARCAT was the first carrier plane (before jets) where speed brakes were used to slow, either in a dive or even approaching the break, for a landing.

Enter the Jet Age and, although late coming into the Navy with Jet Fighters, GRUMMAN  F9F PANTHERS carried the brunt of the Korean war. The PANTHER was a straight wing plane and operated from the straight deck Essex Class Carriers. The angle deck (invented by the British) had not yet been added to our carriers. I did not fly the PANTHER. Incidentally, the BEARCAT could reach 10,000 ft quicker than the PANTHER.

Next was the F9F- COUGAR series. COUGARS with awept back wings and more power were natural replacements for the PANTHERS. Most of our carriers now had the angle deck and landing signal mirrors. I was fortunate enough-in 1959 after a T-33 (not a Grumman) check out - to fly the F9F-8; last of the COUGAR series while attached to FASRON-4 at NAS North Island in San Diego. I flew the F9F-8T, the T standing for the training version, a two seater tandem machine.  After take off and at 400 knots with an IMN climb schedule; it wasn’t long until we reached 40,000 ft called a flt level. Although, a sub-sonic aircraft, our indicated mach # for cruise of .76 - fifty (50) yrs ago was as fast as the jet airliners of to-day...YEA!!!

The F11F was the next CAT and since the name TIGERCAT had already been used on the F7F- the F11 was called merely the TIGER. The TIGER was Grumman’s replacement for the COUGARS. For some un-known reason Navy Squadrons didn’t use this plane long (maybe 5 yrs) but the “Blue Angels” flew this plane for almost 10 yrs. I never flew the TIGER.

The last Cat was the super-sonic F14 TOMCAT a very fast heavy twin engine jet that was flown for many years from all of the new big Nuclear carriers. The TOMCAT was replaced by the F18 Hornet, not a Grumman aircraft. Their(Grumman) hay day was about over.

The Blue Angels started in 1946 with the HELLCATS in Jacksonville, FL, then went to the BEARCATS, then to the PANTHERS, followed by the COUGARS, then to the TIGER all encompassing  20 years or more.

The Blues also flew the skyhawks, the F4 Phantom, back to the Skyhawks and for the past 20 yrs the F18 Hornet but none of these were Grumman CATS. Naturally I was too old, retired and antiquated for the F14 TOMCAT, so never got to fly it.

All the CATS are now in the Naval Aviation Museum at NAS Pensacola for us to enjoy...May they rest in Peace.

Brown, Floyd H CDR USN, Captain (retired)