Grumman HU-16A Albatross
Building on their World War II experience with the JF-1 Duck and J2F Goose, Grumman began work on a large, two-engine amphibian for the US Navy, intended mainly for general duties and search and rescue, designated the XJR2F-1 Pelican. The prototype showed promise as a Goose replacement and flew in October 1947, but the US Navy ended up not placing an order due to cost. The newly independent US Air Force, however, did: it needed an amphibian to replace its aging ex-Navy OA-10 (PBY) Catalinas, and placed an order for 305 SA-16A Albatrosses, Grumman having dropped the Pelican name.
These would serve in the Military Air Transport Service’s Search and Air Rescue units alongside converted SB-17G Flying Fortresses; unlike the B-17s, which could only drop a lifeboat to downed aircrew, the Albatross could land and pick them up. One concern the USAF had was if it could take off again if loaded down with survivors, so Grumman provided Jet-Assisted Take-Off (JATO) bottle points that could be loaded from inside the aircraft through a fold-down rear door. The SA-16 began entering service in 1949, the same year the US Navy ordered the aircraft as the UF-1 and the Coast Guard as the UF-1G. The first production batch of Albatrosses carried search radar in an underwing pod, but this was switched to the nose halfway through the SA-16A series, and all previous aircraft were refitted.
The SA-16 entered service just in time for the Korean War, and detachments were based in both Japan and Korea, maintaining daylight patrols over the Sea of Japan in case UN pilots needed to ditch or bail out. Because they carried no armament, Albatrosses rarely ventured over land.
While the Albatross had proven its worth, Grumman felt that the aircraft could do still more. In 1955, it began an update program to convert SA-16A/UF-1s to SA-16B/UF-2 standard, which increased the size of all control surfaces to give better performance at minimal cost. Most SA-16As were converted to SA-16B standard, and were supplemented by new-build aircraft. Grumman also began to offer a dedicated antisubmarine aircraft, the SA-16B(ASW) which carried a more powerful search radar and underwing hardpoints for depth charges, torpedoes, and rockets. No American armed service ordered these, but they became particularly popular with foreign air forces. A small number of SA-16s were also used for insertion of special forces and were operated by Air National Guard units; these aircraft were painted black with red sigils, similar to USAF night intruder units. In 1962, all SA-16s and UF-2s were redesignated HU-16 Albatross.
By the time of the Vietnam War, the Albatross’ days were numbered. The advent of helicopters were making amphibians obsolete, as helicopters could hover over downed aircrew and pick them up in nearly any sea state, while amphibians needed calmer waters. The Navy only used their HU-16Ds as liaison aircraft, but the USAF’s remaining HU-16Bs were sent in detachments to Vietnam in the first years of the war to act both as command and control rescue aircraft, and to directly rescue survivors. In cases where helicopters were unavailable or could not move in to pick up survivors for one reason or another, USAF HU-16s would effect the rescue. Four HU-16Bs were lost during the Vietnam War.
By 1971, both the USAF and the US Navy had withdrawn their Albatrosses, ending amphibian operations for both services. The Coast Guard would continue using HU-16Ds until 1983, when they were replaced by HC-130 Hercules, also ending their amphibious operations. 22 nations also used the Albatross, and Greece did not retire their last HU-16s until 2002; Japan used the aircraft as the basis for their successful ShinMaywa US-1 amphibians. 466 were built, and a large number still exist, not only in museums, but in flyable condition with civilian operators.
This rather worn looking HU-16A is 51-0022. Its career started cold, assigned to the 6600th Air Defense Wing at Pepperell AFB, Newfoundland in 1952, then got hotter with assignments to Ellington AFB, Texas and Clark AFB in the Philippines. Most of 51-0022's career would be spent at Clark, from 1954 to 1957. As an older HU-16A, it was relegated to the 129th Troop Carrier Group (California ANG) at Hayward in 1957, and retired in 1963. In 1972, it was donated to the Pima Air and Space Museum.
51-0022 is painted as it appeared during its time with the 31st Air Rescue Squadron at Clark. It has seen better days: the fuselage is showing signs of corrosion, the de-icer boots are nearly nonexistent, and the markings are badly faded. The bare metal finish with yellow recognition stripes was common markings for USAF rescue aircraft before the Vietnam War.
Grumman HU-16A Albatross
Building on their World War II experience with the JF-1 Duck and J2F Goose, Grumman began work on a large, two-engine amphibian for the US Navy, intended mainly for general duties and search and rescue, designated the XJR2F-1 Pelican. The prototype showed promise as a Goose replacement and flew in October 1947, but the US Navy ended up not placing an order due to cost. The newly independent US Air Force, however, did: it needed an amphibian to replace its aging ex-Navy OA-10 (PBY) Catalinas, and placed an order for 305 SA-16A Albatrosses, Grumman having dropped the Pelican name.
These would serve in the Military Air Transport Service’s Search and Air Rescue units alongside converted SB-17G Flying Fortresses; unlike the B-17s, which could only drop a lifeboat to downed aircrew, the Albatross could land and pick them up. One concern the USAF had was if it could take off again if loaded down with survivors, so Grumman provided Jet-Assisted Take-Off (JATO) bottle points that could be loaded from inside the aircraft through a fold-down rear door. The SA-16 began entering service in 1949, the same year the US Navy ordered the aircraft as the UF-1 and the Coast Guard as the UF-1G. The first production batch of Albatrosses carried search radar in an underwing pod, but this was switched to the nose halfway through the SA-16A series, and all previous aircraft were refitted.
The SA-16 entered service just in time for the Korean War, and detachments were based in both Japan and Korea, maintaining daylight patrols over the Sea of Japan in case UN pilots needed to ditch or bail out. Because they carried no armament, Albatrosses rarely ventured over land.
While the Albatross had proven its worth, Grumman felt that the aircraft could do still more. In 1955, it began an update program to convert SA-16A/UF-1s to SA-16B/UF-2 standard, which increased the size of all control surfaces to give better performance at minimal cost. Most SA-16As were converted to SA-16B standard, and were supplemented by new-build aircraft. Grumman also began to offer a dedicated antisubmarine aircraft, the SA-16B(ASW) which carried a more powerful search radar and underwing hardpoints for depth charges, torpedoes, and rockets. No American armed service ordered these, but they became particularly popular with foreign air forces. A small number of SA-16s were also used for insertion of special forces and were operated by Air National Guard units; these aircraft were painted black with red sigils, similar to USAF night intruder units. In 1962, all SA-16s and UF-2s were redesignated HU-16 Albatross.
By the time of the Vietnam War, the Albatross’ days were numbered. The advent of helicopters were making amphibians obsolete, as helicopters could hover over downed aircrew and pick them up in nearly any sea state, while amphibians needed calmer waters. The Navy only used their HU-16Ds as liaison aircraft, but the USAF’s remaining HU-16Bs were sent in detachments to Vietnam in the first years of the war to act both as command and control rescue aircraft, and to directly rescue survivors. In cases where helicopters were unavailable or could not move in to pick up survivors for one reason or another, USAF HU-16s would effect the rescue. Four HU-16Bs were lost during the Vietnam War.
By 1971, both the USAF and the US Navy had withdrawn their Albatrosses, ending amphibian operations for both services. The Coast Guard would continue using HU-16Ds until 1983, when they were replaced by HC-130 Hercules, also ending their amphibious operations. 22 nations also used the Albatross, and Greece did not retire their last HU-16s until 2002; Japan used the aircraft as the basis for their successful ShinMaywa US-1 amphibians. 466 were built, and a large number still exist, not only in museums, but in flyable condition with civilian operators.
This rather worn looking HU-16A is 51-0022. Its career started cold, assigned to the 6600th Air Defense Wing at Pepperell AFB, Newfoundland in 1952, then got hotter with assignments to Ellington AFB, Texas and Clark AFB in the Philippines. Most of 51-0022's career would be spent at Clark, from 1954 to 1957. As an older HU-16A, it was relegated to the 129th Troop Carrier Group (California ANG) at Hayward in 1957, and retired in 1963. In 1972, it was donated to the Pima Air and Space Museum.
51-0022 is painted as it appeared during its time with the 31st Air Rescue Squadron at Clark. It has seen better days: the fuselage is showing signs of corrosion, the de-icer boots are nearly nonexistent, and the markings are badly faded. The bare metal finish with yellow recognition stripes was common markings for USAF rescue aircraft before the Vietnam War.