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The Grumman F4F Wildcat was an American carrier-based fighter aircraft that began service with both the US Navy and the Royal Navy's Fleet Air Arm (as the Martlet) in 1940. First used in combat by the British in Europe, the Wildcat was the only effective fighter available to the US Navy and Marine Corps in the Pacific Theatre during the early part of WWII in 1941 and 1942.
With a top speed of 318 mph, the Wildcat was still outperformed by the faster 331 mph, more manoeuvrable, and longer-ranged Mitsubishi A6M Zero. But the F4F's ruggedness, coupled with tactics such as the Thach Weave, resulted in an air combat kill-to-loss ratio of 5.9:1 in 1942 and 6.9:1 for the entire war.
Lessons learned from the Wildcat were later applied to the faster F6F Hellcat which, with the exception of range, and turn speed at low altitudes, could outperform the Zero on its own terms. The Wildcat continued to be built throughout the remainder of the war to serve on escort carriers, where larger and heavier fighters could not be used.
Eric 'Winkle' Brown, Britain's great test pilot, said "I would still assess the Wildcat as the outstanding naval fighter of the early years of World War II ... I can vouch as a matter of personal experience, this Grumman fighter was one of the finest shipboard aeroplanes ever created."
Seen in Fleet Air Arm colours at Duxford where it was coming in to land after completing its display.
German Air Force F4F at the end of the RAF Kinloss runway after diverting into the Moray base at part of a 4 ship.
A 1938 Grumman F3F-2 "Flying Barrel". Predecessor of the Grumman F4F Wildcat.
The Grumman F3F is a biplane fighter aircraft produced by the Grumman aircraft for the United States Navy during the mid-1930s. Designed as an improvement on the F2F, it entered service in 1936 as the last biplane to be delivered to any American military air arm. It was retired from front line squadrons at the end of 1941 before it could serve in World War II, and replaced by the Brewster F2A Buffalo. The F3F, which inherited the Leroy Grumman-designed retractable main landing gear configuration first used on the Grumman FF, served as the basis for a biplane design ultimately developed into the much more successful F4F Wildcat that succeeded the subpar Buffalo.
Grumman, wanting to take advantage of the powerful new 950 hp (708 kW) Wright R-1820 supercharged radial engine, began work on the F3F-2 without a contract; the order for 81 aircraft was not placed until 25 July 1936, two days before the type's first flight.The engine's larger diameter changed the cowling's appearance, making the aircraft look even more like a barrel, though top speed increased to 255 mph (410 km/h) at 12,000 ft (3,700 m).
The entire F3F-2 production series was delivered in between 1937 and 1938; when deliveries ended, all seven Navy and Marine Corps pursuit squadrons were equipped with Grumman single-seat fighters. Further aerodynamic improvements were made to an F3F-2 (BuNo 1031) based on wind tunnel studies in the NACA Langley 30' x 60' full-scale wind tunnel and became the XF3F-3. It featured a larger-diameter propeller, and a complete revision of the fuselage skinning forward of the aft cabane strut in order to improve aerodynamics and reduce carbon monoxide intrusion. On 21 June 1938, the Navy ordered 27 F3F-3s, as new monoplane fighters like the Brewster F2A and Grumman's own F4F Wildcat were taking longer to develop than had been planned.
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F4F-3 Grumman Wildcat N12260 US Navy BuNo 12260 NX12260
This aircraft crashed in May 1944 off USS Wolverine on Lake Michigan it was not until December 1991 that it was recovered from the river to be restored to an airworthy condition; it made it first flight after being restored on the 18th July 1994
Photo taken at EAA Airventure Wittman Regional Airport Oshkosh Wisconsin USA July 2022
BAI_5958
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General Motors FM-2 (Grumman F4F) Wildcat at the 2016 Oregon International Air Show held August 5-7, 2016, in Hillsboro, Oregon.
The Grumman Martlet is the British version of the US Grumman F4F Wildcat, a carrier based fighter plane in WW2.
Reposting pictures of another build I made in 2012.
Un Grumman F4F Wildcat, com tot aviΓ³ de portaavions, podia "empaquetar-se" molt, per tal d'ocupar el minim tamany possible. Aquest exemplar estΓ plenament operatiu i pot volar. Foto feta al Imperial War Museum de Duxford.
ca.wikipedia.org/wiki/Grumman_F4F_Wildcat
===================================================
The F4F Wildcat was one of the most efective allied carrier fighters, specially in battles like Coral Sea or Midway. This one lives in the Imperial War Museum at Duxford and it's still flying.
The Wildcat was designed and built by the Grumman Corporation and was the first of Grumman's Cats (the F4F Wildcat, F6F Hellcat, F7F Tigercat, F8F Bearcat, F9F Cougar/ Panther, XF10F Jaguar, F11F Tiger and F-14 Tomcat). The US Navy's first production version of the Wildcat was the Grumman F4F-3. Based on Royal Navy combat experience, Grumman developed the F4F-4, with six machine guns instead of four in the earlier models and folding wings.
The Grumman F4F Wildcat was an American carrier-based fighter aircraft that began service with both the US Navy and the Royal Navy's Fleet Air Arm (as the Martlet) in 1940. First used in combat by the British in Europe, the Wildcat was the only effective fighter available to the US Navy and Marine Corps in the Pacific Theatre during the early part of WWII in 1941 and 1942.
The (very) disappointing Brewster Buffalo was withdrawn in favour of the Wildcat and replaced as units became available. With a top speed of 318 mph, the Wildcat was still outperformed by the faster 331 mph, more manoeuvrable, and longer-ranged Mitsubishi A6M Zero. But the F4F's ruggedness, coupled with tactics such as the Thach Weave, resulted in an air combat kill-to-loss ratio of 5.9:1 in 1942 and 6.9:1 for the entire war.
Lessons learned from the Wildcat were later applied to the faster F6F Hellcat which, with the exception of range, and turn speed at low altitudes, could outperform the Zero on its own terms. The Wildcat continued to be built throughout the remainder of the war to serve on escort carriers, where larger and heavier fighters could not be used.
Eric 'Winkle' Brown, Britain's outstanding test pilot, said "I would still assess the Wildcat as the outstanding naval fighter of the early years of World War II ... I can vouch as a matter of personal experience, this Grumman fighter was one of the finest shipboard aeroplanes ever created." Almost 1,000 of various marques were ordered for the Royal Navy between 1940 and 1944.
Seen in Fleet Air Arm colours on final approach at RAF Duxford.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Grumman F6F Hellcat was a carrier-based fighter aircraft conceived to replace the earlier F4F Wildcat in United States Navy (USN) service. The Hellcat was an erstwhile rival of the faster Vought F4U Corsair for use as a carrier based fighter. However, the Corsair had significant issues with carrier landing that the Hellcat did not, allowing the Hellcat to steal a march as the Navy's dominant fighter in the second part of World War II, a position the Hellcat did not relinquish. The Corsair instead was primarily deployed to great effect in land-based use by the U.S. Marine Corps.
Although the F6F resembled the Wildcat in some ways, it was a completely new design,[4] powered by a 2,000 hp Pratt & Whitney R-2800, the same powerplant used for both the Corsair and the United States Army Air Force's (USAAF) Republic P-47 Thunderbolt fighters. Some military observers tagged the Hellcat as the "Wildcat's big brother".
The F6F series were designed to take damage and get the pilot safely back to base. A bullet-resistant windshield and a total of 212 lb (96 kg) of cockpit armor was fitted, along with armor around the oil tank and oil cooler. A 250 gal (946 l) self-sealing fuel tank was fitted in the fuselage. Consequently the F6F was best known for its role as a rugged, well-designed carrier fighter which was able, after its combat debut in early 1943, to counter the Mitsubishi A6M Zero and help secure air superiority over the Pacific Theater.
The design proved to be very balanced, even though attempts were made to improve the Hellcat's perfromance. Late prototypes in the F6F series included the XF6F-4 (02981, a conversion of the XF6F-1 powered by an R-2800-27 and armed with four 20mm M2 cannon) which first flew on 3 October 1942 as the prototype for the projected F6F-4. This version never entered production and 02981 was converted to an F6F-3 production aircraft.
Another experimental prototype was the XF6F-2 (66244), an F6F-3 converted to use a Wright R-2600-15, fitted with a Birman manufactured mixed-flow turbocharger, which was later replaced by a Pratt & Whitney R-2800-21, also fitted with a Birman turbocharger. The turbochargers proved to be unreliable on both engines, while performance improvements were marginal. As with the XF6F-4, 66244 was soon converted back to a standard F6F-3. Two XF6F-6s (70188 and 70913) were converted from F6F-5s and used the 18-cylinder 2,100 hp (1,567 kW) Pratt and Whitney R-2800-18W two-stage supercharged radial engine with water injection and driving a Hamilton-Standard four-bladed propeller.
The last and most radical change was the XF6F-7, which introduced a Wright R-3350 Cyclone radial in a totally new nose section as well as further modifications like a bubble canopy that offered, together with a lowered spine, a much improved field of view for the pilot. Armament was beefed up to four 20mm M2 cannons, plus the standard external ordnance. The XF6F-7s were the fastest version of the Hellcat series with a top speed of 417 mph (671 km/h) and with a much improved rate of climb. The F6F-7 was ordered into production in early 1945, primarily as a fighter bomber alongside the F8F Bearcat. Serial production was very limited, though, since R-3350 production priority was allocated to B-29 bombers. The war ended before this final variant could be mass-produced and none of these aircraft reached the front lines.
The few produced F6F-7 (about 50 were completed) survived WWII, though, and eventually fulfilled their duty in a second career during the Korean War with the USMC. About 20 F6F-7 were fitted with the new AN/APS-19 radar in the fuselage, which combined the best features of the former AN/APS-4 and AN/APS-6 radars to provide both a search and an intercept capability in one equipment for night fighting.
The respective antenna dish was mounted in a bulbous fairing on the leading-edge of the outer right wing.
Re-painted all-black, these Hellcats were assigned to USMC's VMF-513 βFlying Nightmaresβ and exclusively deployed from land bases for night intruder and bomber escort missions, together with the squadronβs F4U-5Ns and F7F-3Ns. The type proved to be very successful during low altitude attacks, due to its good handling characteristics, wide range of payload options and rugged structure that could take a lot of punishment. The USMCβs F6F-7Ns were highly effective, being credited with the destruction of 850 vehicles, 21 locomotives and 170 railway trucks in the course of the Korea conflict. Eight aircraft were lost, five of them through AA gunfire, two were shot down in air combat and one was lost during a taxiing accident.
After the Korean War, all surviving F6F-7s were quickly phased out or turned into unmanned target drone.
General characteristics
Crew: 1
Length: 33 ft 7 in (10.24 m)
Wingspan: 42 ft 10 in (13.06 m)
Height: 13 ft 1 in (3.99 m)
Wing area: 334 ftΒ² (31 mΒ²)
Airfoil: NACA 23015.6 mod root; NACA 23009 tip
Empty weight: 9.515 lb (4.320 kg)
Loaded weight: 16.200 lb (6.115 kg)
Max. take-off weight: 15,415 lb (7.355 kg)
Fuel capacity: 250 gal (946 L) internal; plus up to 3Γ 150 gal (568 L) external drop tanks
Zero-lift drag coefficient: 0.0211
Drag area: 7.05 ftΒ² (0.65 mΒ²)
Aspect ratio: 5.5
Powerplant:
1Γ Wright βCycloneβ R-3350-24W 18 cylinder two-row radial engine with water injection, rated at 2.200 hp (1.600 kW) at standard power and at 2,500 hp (1,900 kW) with water injection, driving a four-blade Hamilton Standard propeller of 13 ft 1 in (4.0 m) diameter
Performance:
Maximum speed: 330 kn (417 mph, 671 km/h)
Stall speed: 73 kn (84 mph, 135 km/h)
Combat radius: 850 nmi (980 mi, 1.575 km)
Ferry range: 1.380 nmi (1.585 mi, 2.550 km)
Service ceiling: 39.305 ft (12.000 m)
Rate of climb: 4.100 ft/min (21 m/s)
Wing loading: 38.9 lb/ftΒ² (190 kg/mΒ²)
Time-to-altitude: 7.0 min to 20,000 ft (6,100 m)
Lift-to-drag ratio: 12.2
Takeoff roll: 738 ft (224 m)
Armament:
4 Γ 0.79 in (20 mm) M2 cannons, with 225 RPG in the outer wings
Up to 4,000 lb (1,814 kg) of external loads, including 6Γ 5 in (127 mm) HVARs, 2Γ 11ΒΎ in (298 mm) Tiny Tim unguided rockets, 1Γ 2,000 lb (907 kg) bomb or 1 Γ Mk.13-3 torpedo on the fuselage centerline rack or 2Γ 1,000 lb (450 kg), 4Γ 500 lb (227 kg) or 8Γ 250 lb (110 kg) bombs on two weapons racks on either side of fuselage on wing center-section
The kit and its assembly:
Originally I just had the idea of a bubble canopy fitted on a F6F, but this turned into more as work progressed and went partly wrong. I recently bought a Hobby Boss Hellcat in a kit bundle, and thought I could abuse this basis for my planβ¦
The donation canopy comes from a P-51, and due to the Hobby Bossβ massive kit structure the lowered spine was easily sculpted, even though fitting the canopy took some putty sculpting.
But I did not stop there. At first, only a different cowling was envisioned β I had a F4U-5 piece that I tried to graft on the F6F opening, but it went wrongβ¦ also, due to the massive kit construction!
While looking for a plan B I stumbled upon a vintage Airfix Skyraider nose section in the scrap pile, held it onto the F6F fuselage⦠and it was a good match! A leftover propeller from a Heller P-47 was added, too, and the F6F-7 was born.
The resulting aircraft looks very different from the Hellcat one is used to and the lowered spine creates a very unusual profile.
The rest was taken OOB, though. Only additions are the radar pod on the right wing (leftover from an Italeri F4U-5N) and the weapon hardpoints with HVARs and a pair of scratched βTiny Timβ missiles under the inner wings (just pieces of thick sprue with fins cut from styrene sheet). These are placed behind the propeller disc, yes, but the Tiny Tim was actually carried by F6F in this position. Due to the massive rocket motor pressure the missiles had to be released before it was fired up, so the forward movement would start way off of the aircraft.
Painting and markings:
I wanted to keep the F6F-7 in American hands, but not in the standard, post-WWII all dark blue USN or USMC livery. Since I recently worked on the F3D I was aware that some USMC aircraft had been repainted all flat black with red tactical codes, for night missions, e .g. some F4U, F7F and even F3D. While a uniform black aircraft is IMHO not really exciting I settled for this night intruder role.
Since these aircraft had been re-painted in the field, stencils were minimal and I assume that interior surfaces still bore the original paint β in this case the standard FS 15042.
To create a makeshift and worn look, I painted the leading edges in the blue tone first and then applied a flat acrylic black basic coat with a rattle can. When the paint was still fresh, some of the black was wiped away to let the blue shine through. Furthermore I emphasized panels with a mix of black with maybe 20% dark red added. Some dry-painted aluminum simulates additional chipped and worn paint. Soot stains around the exhausts and the guns were made with dark gray and grinded graphite, which adds a nice metallic/oily shine to these areas on the black background.
All interior surfaces were kept in USN/USMC standard, so that the landing gear wells and wheel discs remained Dark Blue, and the cockpit interior as well as the landing gear struts and cover insides chromate Green.
The markings were puzzled together from the scrap box and an Aeromaster aftermarket sheet with red USAF 45Β° typo.
Finally, the kit was sealed with matt acrylic varnish.
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The McDonnell Douglas F-4F Phantom II was retired from Luftwaffe service during an airshow at Wittmund AFB in summer 2013. Depicted here is 37+01, the first airframe delivered in 1973. 40 years later it received a special celebratory paint scheme. #PhantomPharewell #F-4Phantom
Categories:
McDonnell Douglas - F-4 Phantom - Cold War Aircraft - Luftwaffe - Bundeswehr - Wittmund 2013
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Later during the war, with Grumman focusing on their more modern F6F Hellcats, General Motors' Eastern Aircraft Division took over production of the Wildcat. Their first model, the FM-1, was little different from the F4F-4, except for the armament, which was reduced to four guns again (with more ammunition per gun, however). Even though the more powerful and faster aircraft were in service, Hellcats continued to serve aboard smaller escort carriers. The final version was the Eastern Aircraft FM-2, which featured a more powerful engine and larger tailfin to counter its torque. Because of its improver performance, it was known as the Wilder Wildcat.