DETAIL & SCALE SERIESThe "Detail & Scale" series of publications is uniquein aviation literature. Unlike other publications onmilitary aircraft, this series does not emphasize thehistory or markings carried by the aircraft featured.Instead, attention is focused on the many physicaldetails of the aircraft such as cockpit interiors, radarand avionics installations, armament, landing gear,wheel wells, and ejection seats. These details arecovered more thoroughly than in any other series,and are presented in the form of close-up photo­graphy and line drawings. Special consideration isgiven to the detail differences between the variantsand sub-variants of the aircraft.This detailed coverage is supplemented with scaledrawings that show five full views. Charts and tablesprovide extensive amounts of technical data, mak­ing this series one of the most complete technicalreferences 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 ofeach aircraft.For scale modelers, a modeler's section is providedthat reviews scale model kits of the aircraft, and liststhe decals available for these kits.The "Detail & Scale" series is detailed, technical,and accurate, providing the most comprehensivecoverage of this nature that is available anywhere inaviation publications.

ABOUT THE AUTHORBert Kinzey, author, and president of Detail & Scale,Inc. was born in Richmond, Virginia in 1945. Thefollowing year his family moved to Blacksburg, Vir­ginia where his father became a professor of archi­tecture at Virginia Tech (VPI). Until he was about sixyears old, Bert was often frightened by the loudpiston-driven military fighters that sometimes flewlow over his home while he was outside playing. Onmore than one occasion he came running into thehouse extremely frightened by an aircraft that hadjust flown over.His father took him to the VPI airport, where cadetswere learning to fly on J-3 Piper Cubs, and arrangedfor him to go for a flight. Bert sat on his father's lapfor a short trip around Blacksburg, and that foreverended his fear of airplanes. Later, Bert's father builta balsa and tissue model of the J-3 Cub, and Bert'sinterest 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-5Fafter returningfrom a Red Flag mission.

aviation, and he began scale modeling. Bert lookedat modeling (and still does) not as a hobby in and ofitself, but a small facet of his overall interest inaviation.In 1959 his family moved to Gainesville, Floridawhere his aviation interest took second place to histrumpet playing in high school. In 1964, he gradu­ated from P.K. Yonge High School, and returned toVirginia Tech specifically to fulfill his lifetime dreamto be in the Virginia Tech Regimental Band - The"Highty Tighties."Upon graduation he was commissioned a secondlieutenant in the Army, and he spent almost eightyears as an army officer. During this time he com­manded a Hawk guided missile battery in Korea,and later wrote and taught classes in airpower, theSoviet air threat, and air defense suppression at theArmy's Air Defense School at Ft. Bliss, Texas.In August 1976, he resigned from active duty in theArmy, but his reputation as being knowledgeable inall aspects of military airpower led to a job offer as acivilian with the Department of the Army. He servedin this position for four years as a "subject matterexpert" in military airpower, and was responsible forthe development of the Army's new program onaircraft identification, the first in the world to featuredynamic simulation. During this time he startedDetail & Scale as a part-time business to providedetailed reference material on military aircraft.Detail & Scale became so successful that Bertresigned from his position with the Army to devotefull time to his new company. Since then he haswritten several books as well as articles for severalmagazines. He is also an avid modeler and memberof 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 thatBert should now be so involved with aviation. He is alicensed pilot, and lives with his wife, Lynda, andtheir two children, Jan and Chip, in Peachtree City,Georgia near Atlanta.

£<~4 in detail &scale

.( \\'I 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 aretrieval 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 contentsand 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 AeroPublishers, Inc., and in London and Melbourne by Arms and Armour Press.

CONTRIBUTORS:

Grumman Aerospace Corp.National ArchivesLynn McDonnellAlwyn T. LloydU.S. Navy

Warren MunkasyCol. Bob WilliamsRon PiccianiRay LeaderU.S. Naval Aviation Museum, Pensacola, Florida

Detail & Scale, Inc. expresses a special thanks to Mr. H. J. "Schoney" Schonenberg andMrs. Lois Lovisolo of the Grumman History Center for their untiring help, patience, andgenuine friendliness displayed during the research conducted for this publication. Aspecial 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 atPensacola, 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 creditwere taken by the author.

Published in United States by

Aero Publishers, Inc.329 W. Aviation RoadFallbrook, CA 92028

Library of Congress Catalogingin Publication Data

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 358.4'383-224446ISBN 0-8168-5024-0

Published in Great Britain by

Arms and Armour PressLionel Leventhal Limited2-6 Hampstead High StreetLondon NW3 1QQand in Australasia at4-12 Tattersalls LaneMelbourne, Victoria 3000and in South Africa atSanso Centre8 Adderley StreetP.O. Box 94Cape Town 8000

Printed and Published in the USA by Aero Publishers

Front Cover: This spectacularphotograph shows F9F-BTnumber 7of 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 thisphotograph.

INTRODUCTION

--;----- ---

~-0;:'"

This front view of an F9F-B shows the Intakes, landing gear and wing fences to good effect. (Grumman)

Detail & Scale originally planned for both the F9FPanther and F9F Cougar to be covered in one book,but once work was begun on that book, it becamequite obvious that a separate volume would berequired on each aircraft if we were to do justice toeach design. Therefore we opted for a simultaneousrelease 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 aircraftthat is available anywhere.

The swept-wing Cougars were refinements to thePanthers that preceeded them on the productionlines. But the idea of a "swept-wing Panther" hadbeen developed since the time the first Panther proto­types took to the air. The F9F-6, which was the first inthe Cougar series, looked like and was a Pantherfuselage with swept wings and horizontal tail surfa­ces. But as the Cougar design developed, the laterF9F-8, and its photo reconnaissance and training ver­sions (F9F-8P and F9F-8T respectively), incorpo­rated many new design features in the wing and

fuselage which reduced the similarity in appearancethat they shared with the Panthers. However, thebasic family characteristics remained unmistakableas these two "cats" carried on in the proud tradition ofGrumman's earlier naval fighters.

On the pages that follow we have held the narrativeto an absolute minimum in an effort to include asmany photos as possible. As with the Panther book,Grumman's History Center provided many pre­viously unpublished photos that we are pleased topresent here. Every effort has been made to includeas much information as possible in the captions ofthese and the other photos that appear in this book.This approach has allowed us to include many moreof the interesting and rare photographs of the manydetails 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 theresearch for this publication. Their efforts havegreatly 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 earlyXF9F-6 does not yet have the wing fences Installed, but there are numerous vortex generators on the wings toassist In studying the airflow over the new swept wings. An F9F-5 Panther flies below offering a good compari­son between the two F9Fs. (National Archives)

DEVELOPMENTAL HISTORYThe F9F Panther, Grumman's first "cat" fighter to

be powered by a jet engine, had barely gotten into theair when studies were begun to develop a swept wingversion. Studies had already shown that sweepingback the flying surfaces of an aircraft would delaycompressibility, and this was an important consider­ation as speeds approached the sound barrier. Whatwas not known was whether swept wings would becompatible with shipboard requirements, most nota­bly those associated with approach and landingspeeds. With swept wing design work in its infancy, itwas thought in some circles that the emergence ofswept wing fighters would spell the obsolesence ofcarrier aviation. It was with this sense of urgency thatthe U.S. Navy began to commission studies for devel­opment of swept wing aircraft that would meet

4

requirements for carrier aviation. This urgency wasfurther dramatized when the F-86 and MiG-15, bothwith swept wings, clearly outclassed the straightwing Panther, F2H Banshee, F-80 Shooting Star, andF-84 Thunderjet in the skies over Korea.

In the early fifties, the Navy solicited and receivednumerous swept wing design proposals. From these,the Chance Vought F7U Cutlass and later versions ofthe North American Fury series were among the firstto actually become operational. But the idea of put­ting swept wings and tail surfaces on the existingPanther airframe seemed to be one of the best of allthe proposals. Work was begun on the design, whichGrumman designated G-93, almost as soon as thefi 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 enhancedby the swept wings. By this time the wing fences had been added to the wings. (Grumman)

Following the F9F-6/7 into production was the F9F-Bseries which featured several improvements. Herefour F9F-Bs in-flight refuel from a Convair Trade wind.

(National Archives)

In 1962, during the Cougar's operational life, a"standardization" of aircraft designations occurredthat, among other things, added confusion to whichversion was which. For the purposes of this publica­tion we will use the original designations, but forreference, the following chart compares the originalto the later designations.ORIGINAL LATER

airframe, the proposal was viewed as relatively lowrisk and low cost in that a lot of the tooling for thePanther could be used for the Cougar. Additionally,the time from paper to operational aircraft wasshortened.

The first three Cougars were in fact built fromF9F-5 Panther airframes. Thefuselages remained vir­tually unchanged, while wings of 35 degree sweepwere added as were swept horizontal tail surfaces.Rather than using conventional ailerons for lateralcontrol, Grumman made use of spoilers on the uppersurfaces of the wings. Although not fitted at first,wing fences were soon added, and the spoilersextended from these to the tips of the wings. Therudder pedals only controlled that part of the rudderbelow the horizontal tail surfaces, while the top por­tion was controlled by a yaw damper. This featureallowed one Cougar to fly quite easily and safelywithout the upper portion1of its tail. (See page 11).

With swept wing surfaces, the Cougar had muchbetter performance than the Panther at high machnumbers. These first Cougars, being the F9F-6 andF9F-7, began operational service in late 1952 andearly 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 increasingthe chord outboard of the fence and eliminating theleading edge slats. An in-flight refueling capabilitybecame a production standard. Other notablechanges included an increase in internal fuel capac­ity to 1063 gallons, and additional hardpoints undereach wi ng to expand the grou nd attack capabi Iity.Each version of the Cougar is examined in moredetail in its appropriate section in this book.

F9F-6DF9F-6KF9F-7F9F-8F9F-8BF9F-8PF9F-8T

DF-9FQF-9F & QF-9G

F-9HF9J & QF-9J

AF-9JRF-9JTF-9J

5

LANDING GEAR DETAIL

Looking up and forward into the nose gear well. Theupper portion of the strut and the rods that operatethe doors are clearly visible. . (Grumman)

This drawing shows the nose gear detail, and featuresthe earlier type spoked wheel.

Nose gear strut and taxi light as viewed from the rear.(Grumman)

Taxi light detail on the inside of the right nose gear(Grumman),

The nose landing gear on the early Cougars wasvirtually 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 spokedesign shown in the drawing at right. (Grumman)

Ion-

6

Inner left main gear well detail looking inboard. Thisarea was usually chromate green on blue aircraft, andwhite on aircraft painted in the gray over whitescheme. (Grumman)

Inner left main gear well looking forward.(Grumman)

Right main gear from the outside showing line con­nections, brakes, and outer door detail. (Grumman)

Right main landing gear detail as viewed from theinside looking out. Note that the inner main gear dooris closed when the aircraft is on the ground.

(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 wasoriginally an F9F-5 Panther, and was converted to the XF9F-6 as one of three prototypes. (Grumman)

XF9F-6F9F-6

The F9F-6 Cougar shared the most commonalitywith its straight winged predecessor. As mentionedearlier, the first three Cougars, which were desig­nated XF9F-6, were in fact modified from F9F-5Panther airframes, 126670,71, and 72. The first thirty-6s were powered by the same J48-P-6 that was usedin the -5 Panthers, but thereafter the J48-P-8 enginewith 7,250 pounds of military thrust became standardfor all Cougars except the F9F-7. The same internalarmament of four 20mm M-3 cannon was retained, aswas most of the Panther's avionics.

The F9F-6 first flew on September 20,1951, onlyseven months after the contract date of March 2. ByFebruary 1952, full flight testing of Cougars wasunderway at Patuxent River, Maryland. Before theend of 1952, Cougars were operational with VF-32.The short time from paper to operational aircraft wasclearly the result of adapting an existing design to aswept wing configuration rather than starting fromsquare one.

Empty weight for the F9F-6 was 11,483 pounds,

F9F-6 Cougars are shown being readied for a flightfrom a carrier. (National Archives)

8

with a maximum take-off weight from land being21,000 pounds. From a carrier, maximum take-off

weight was 18,450 pounds. The maximum speed atsea level was 650 mph, and 590 mph at 35,000 feet at acombat weight of 16,244 pounds. A range of933 mileswas possible on an internal fuel load of 919 gallons,and this could be extended with the addition of two150 gallon tanks carried under the wings.

Perhaps the most notable event in the life of theF9F-6 occurred on April 1,1954, when three Cougarsfrom VF-21 made a record-breaking transcontinentalflight from San Diego NAS to Floyd Bennet Field,New York. This was the first time the distance hadbeen covered in less than four hours. LtCdr. F. X.Brady had the best time of 3 hours, 45 minutes, and 30seconds. For this flight the Cougars were fitted within-flight refueling probes on their noses, a non­standard feature for the -6, but a production item forthe -8 Cougars.

Several F9F-6 Cougars were converted to drones,being designated F9F-6D, and to drone controllers,designated F9F-6K. These aircraft carried specialpaint schemes and radio equipment, and thus pro­vided the Navy with its first high speed maneuverabletarget drone.

F9F-6 COUGAR PRODUCTION

126670 thru 72*126257 th ru 126264127216 thru 127470128055 th ru 128294130920 thru 131062

TOTALS: XF9F-6 3 AircraftF9F-6 646 Aircraft

* The three XF9F-6 aircraft were converted from ex­isting F9F-5 Panther airframes.

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 extendedtall 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 thefuselage. (Williams via Lloyd)

The cannon and ammunition storage arrangementfor the F9F-6 was similar to that on the F9F-5 Panther.

(Grumman)

10

F9F-6 canopy detail is shown to good-effect in thisphoto. (Grumman)

Here a fuselage fuel bladder is shown being installedin 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 forcarrier landing. Hence the standard tail was restored to the aircraft. (Grumman)

THE "CAT"

With the advent of steam catapults, aircraft could belaunched at higher gross weights. However, thereduced visibility caused by escaping steam tooksome getting used to. (National Archives)

Contrary to reports published elsewhere, steam cata­pults were not used to launch fully armed Panthers inthe Korean War. The first steam catapults were notused until after Korea, with the first to go to sea beingin USS Hancock, CV-19. Here, an F9F-6, flown by LtOg) R. H. Caines of VF-24, is shown during "ProjectSteam" aboard Hancock on July 23, 1954.

(U.S. Navy Photo)

An F9F-6 is launched from a land-based catapult. (Grumman)

11• IIIIIiB _

F9F-6 COCKPIT DETAIL

Shown here are two instrument panel layouts used in the F9F-6. Above is the configuration· as installed In127216, while the photo below was taken In 130958. (Grumman)

12

These two photos show the left and right consoles In the cockpit ofan F9F-6. On blue aircraft, the cockpits wereblack 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

This F9F-6 Is shown carrying two 1000 pound bombs on wing pylons.

= 4 -(Grumman)

This F9F-6 is shown with two fuel tanks ofan unusualshape. It appears that these tanks were not used onproduction aircraft. This is BuNo. 127216, and, inaddition to the unusual tanks, it is being flown withthe prototype F9F-B wing. It also has the ANIARA-25adapter fairing under the nose. (Grumman)

••••••••••••

Shown here is XF9F-6, 126672, with external tankslike those carried by the FBF Bearcat and somePanthers. Again note the ANIARA-25 fairing underthe 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 tipare 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 thein-flight refueling probe on the nose and the AN/ARA adapter fairing added under the nose. This was one ofthree Cougars to make a record breaking transcontinental flight from San Diego to Floyd Bennett Field, NewYork on April 1, 1954. (Grumman)

15

THE F9F-6 ·AT SEA

F9F-6s of VF-191 are shown being launched fromthe hydraulic catapults of the USS Oriskany.

(via Munkasy)

This F9F-6 gets the launch signal while a rescuehelicopter hovers overhead in the event of a mishap.

(Williams via Munkasy)

16

Another -6 is shown on the "cat" just prior to launchfrom an Essex class carrier. (Grumman)

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 tallhook to good advantage. (Grumman)

The F9F-6 was used to control the Regulus I missileas shown here. The Cougar is ready for launch fromthe catapult, while the Regulus crew prepares it forlaunch after the Cougar is airborne.

(National Archives)

An F9F-6 is brought up to the flight deck on the deckedge elevator along with another of the Navy's earlyswept wing fighters, a North American Fury.

(National Archives)

This Cougar is shown catching the wire upon land­ing. (Williams via Munkasy)

Two Cougars sit next to yet anotherearly Navy sweptwing jet fighter. In this case the other aircraft is aChance 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 beingdesignated the F9F-6P. (Grumman)

Having experienced success with the Panther as aphotographic reconnaissance platform, the Navyordered sixty F9F-6Ps. These aircraft had the samecamera arrangement as the earlier Panthers that wereused in Korea, and they became the first swept wingphoto reconnaissance aircraft in Navy service. A totalof seven cameras were carried, and they could beoperated in daylight or night conditions. However,they did not possess the sophistication of the F9F-8Pthat 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 250pounds less than the fighter version. No armamentwas carried. It is interesting to note that the F9F-6version was produced between December 28, 1951and July 2,1954. However, production for the -6P didnot start until June 19, 1954, less than a month beforetermination of -6 production, and two and one-halfyears after the first -6 had been built. The productionof sixty -6Ps was completed on March 25, 1955, onlytwo months before production commenced on theF9F-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

In this close-up view, the left side camera window isshown in the closed position. The camera is notinstalled in this case. Also note the stencils pertainingto the camera and window. (Grumman)

This photo shows the right side camera bay in theopen position revealing the camera inside.

(National Archives)

Shown here Is F9F-6P, 134465, the last of sixty -6Psbuilt. (Grumman)

U. WIndow Waal'l1ni Filler14. Left Side Camera. Window (AIt Bay)15. Viewfinder Wlndo....U. Bottom Camera Window (Aft Bay)11. Sliding NOIII Section Latch18. Bottom Camera Window (Fwd Bay)HI. Scanner Window

1. PIntle NO:SII Cap2. Sliding NoslI Section3. Hatch Forward Support Arm4. Camera Access Hatch5. SOMe Ampllfler Curiale (Fwd Bay)e. Right Side Camera Window (Alt Bay)7. Right Door and Step8. Hatch Rear Support Armiii. Location of VlewUnder

10. Crash Barrier11. Lett Door and Stepn. Viewfinder Compartment Accelll

Cover (LH Only)

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 lowerphoto, a plate has been added over thescope. 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 theF9F-6 and F9F-7. (Grumman)

flexible deck experiments were so fitted, and it is thisproject that marks the one notable highlight in theotherwise obscure operational life of the F9F-7. Itshould be noted that the J48-P-8 not only poweredthe F9F-6, but was used in all versions of the F9F-8which was to follow. The first flight of the F9F-7 wasmade in March 1953, and production lasted fromApril 1953 to June 1954.

The F9F-3 and F9F-4 Panthers were built simply asalternate engine sources for the F9F-2 and F9F-5respectively. Continuing with this concept, Grum­man built the F9F-7 as the alternative engine sourc~

for the F9F-6. This was more of a political decisionrather than a true requirement by the Navy, since bythis time the Pratt & Whitney engine was no longer anunknown quantity. The Allison J33-A-16A had about1,000 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 itstake-off and climb figures. Undoubtedly, the Navywould have preferred all 168 F9F-7s to be fitted withthe J48, and indeed some were. The two used for the

F9F-7

F9F-7 COUGAR PRODUCTION

130752 th ru 130919TOTAL: 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 smalllights 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 lANDINGSThis head-on view clearly shows the cross-section of the modification to the lower fuselage as used for theFlexdeck Project. (Grumman)

Two F9F-7s, BuNos 130862 and 130863, received special modifications for evaluation ofa flexible deck landingsystem. Like the canted or angled deck, the flexible deck was a British Idea, but, unlike the angled deck, It wasnot a very good Idea. It was thought that by eliminating landing gear, up to a 33% savings In weight could berealized, 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 wheelsexcept 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

c::::::::::__•__~

, ..

8 INCH PENETRATION SHOWN

REWORKED FLAPS

This drawing shows the modifications to the F9F-7 for the f1exdeck project. Additionally, the aircraft receivedthe J48-P-8 engine rather than the Allison J33-A-16 as used in standard F9F-7s. (Grumman)

BuNo 130862 Is shown here on the f1exdeck after a successful landing. (Grumman)

•25

I fLEX11U DK~ mSPECTIVE IThe design of the flexible deck can be seen In this drawing.

BOLSTER MANIFOLD

1----......-'0" tIoUTt.-.__..,

(Grumman)

A special retention harness was used by the pilot during tlexdeck landings. This was to prevent Injury duringthe landing Impact which was more severe than In a regular carrier landing. Approach speed was 135 mph, butwith this harness, little discomfort was experienced. These two views show test pilot John Norris wearing thespecial harness. (Grumman)

26

Two views of 130862 on the off-loading dock. (Grumman)

F9F-6/7 DIMENSION DATADIMENSION ACTUAL 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 190.0 in. 2.64 in. 3.95 in. 5.94 in.(To top of folded wing)

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.

Wheel Tread 99.0 in. 1.38 in. 2.06 in. 3.10 in.

147.31$

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170

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F9F-6'I I

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. I ,',' '90 /f--IT~---"'."9,---.----.. - ,/"---/'--' //"-:-t - I

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F9F-6/7 STATIO·N DIAGRAM

149-3/4144

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1~~~~~~2~58~~247 252-1/2

236_1/4 241 -1/2

225_1/2231

~~~~~~~~~~218-1/2213 209203-1/2

198192 186-1/2181

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1/72nd SCALE DRAWINGS

28

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170-3/ 152 151

162 153 142 141

149 132-3/8 131141-1/ 138 127-5/8 119-7/16

128-1/2 121 11'-'/'121 /

112-1/2 115-1 2 108-1/2

104 104-1/2 106

92 94-3/4 96

85 87

75-3/4 77-3/460

41. 36254.71859.96869.68779.56291.072101. 312107.687118.812128.812140.875148.000154.593161. 281

95.82289-9/1680-3/1672-11/1668-15/1657-7/850-3/844-11/1842-7/835-11/32

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1. 23711. 00 8.172

28.943 20-7/32

40.166 30.279

62.071 53-5/16~63.196

~79-5/3274-21/32

-:'89_7/32 85 - 5/ 8

I 101. 562 100. 226~ -- 111-1/18

113.235-125.703

F9F~6 & -7 ·COUGAR1/72nd SCALE DRAWINGS

DETAIL &SCALE, INC.

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Five-view drawings of the F9F-6/7 Cougar and many other air­craft are available separately in 1I48th scale at a nominal price.Write to Aero Publishers, Inc., 329 West Aviation Road, Fallbrook,California 92028 for details.

o

•F9F-6P NOSE

DivE BRAKEVIEWED fROM BElOw

COLORING NOTES .,ENTIRE AIRPLANE .... GLOSSY SEA BLUEALL LETIERING AND MARKINGS UNLESSOTHERWISE INDICATED . _ . . .. WHITEARRESTING HOOK .•• BLACK AND WHITESTRIPES NATIONAL INSIGNIA .... REDAND WHITE (INSIGNIA BLUE OMITIED ONBLUE NAVY PLANES)'

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30

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EJECTION SEAT

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)15. Bomb Release Switch (F9F.6 Airplanes)

Extr.a Picture Switch (F9"F-6P Airplanes)16. Horizontal Stabilizer Trim and Wing Trim

Control ButtonRocket Switch (F9F-6 Airplanes)P-2 Strike Camera Swilch (F9F.6P Airplanes)

1. Electric Seat Height Control2. Ejection seal Knee Brace (2)3. Stabilizer Power Circuit Breaker Panel4. Ejection Seat Face Cover Handle5. Headrest .6. Emergency Ejection Seat Arminj Control

Handle7. Canopy Defrosting Tube8. Cabin Pressure Dump Valve Control Lever9. Cabin Pressure Regulator

10. Speed Brake Manual Override Control Handle 17.11. Shoulder Harness inertia Reel Lo<:k Control

Lever

••

20mm CANNON ARRANGEMENT

F9F-6P NOSE

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•

32

COUGARS IN COLOR

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 verticalstabilizer. (Williams via Munkasy)

(Grumman)

Marine F9F-6P, 127492, is shown as it appeared at anair 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 andmarkings enthusiasts should particularly note how·the red and white marking on the tip of the vertical tall Isrepeated on the wing tips. (Plcclanl)

This photograph of the seventh F9F-B, 131069, has been published numerous times, but seldom in color. Itcarried high visibility orange markings on an overall blue scheme, and was used for tests with the Sidewindermissile 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 ofthe wings are gold Instead of the usual silver, and the trailing edges are likewise trimmed In a thin band ofgold.The tip of the vertical tall Is gold as Is the trailing edge, and there Is a gold and white design on the nose. Alsonoteworthy 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. Thisaircraft 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 colorfulschemes 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. (Plcclanl)

Two VT-23 Cougars taxi with wings folded after a training mission. (via Munkasy)

This F9F-B, redesignated TAF-9J, Is shown In Its final resting place after years of service. (Plcclanl)

37

F9F-8T COLORS

The prototype F9F-BT Is shown In Its overall natural metal finish. (Grumman)

A VT-23 F9F-BT is ready for launch from the USSLexington, CVT-16, while a VT-22 Cougar awaits itsturn. (U.S. Navy)

With tail hook down, F9F-BT, .142491, is about tocatch the wire on Lexington. By this time the F9F-BThad 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 toF11F 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 ofthe ejection seat.

F9F-BT rear cockpit showing instrument panel andleft console.

The rear cockpit had its own windscreen so that theaircraft could be launched and recovered with thecanopy open, which was standard Navy practicewhen the Cougar was designed. This feature alsoprotected the person in the rear cockpit in the eventthe canopy was lost in flight.

Instrument panel and right console detail in the aftcockpit.

39

COUGAR DRONES

Several F9F-8s were converted to QF-9J remotely controlled drones which sported bright red paint schemes.Here a man-piloted aircraft Is shown In flight. (U.S. Navy)

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 theextra blade antennas on the top of the nose, justahead of the windscreen, and below, in front of thenose 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 droneconfiguration, 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 laterchanged to DF-9F. F9F-6 drone controllers were F9F-6Ks, to become QF-9F and QF-9Gs after 1962. When thisphotograph was taken this aircraft stili bore the designation F9F-6D. Marking on the nose Indicates that It hasbeen 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 missilelInder 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 DATADIMENSION

Wingspan (Extended)

Wingspan (Folded)

Length (F9F-8 Normal)

Length

(F9F-8 Nose Extended)

Length (F9F-8P)

Length (F9F-8T)

Height (To top of tail)

Height(To top of folded wing)

Tail Span

Wheel Track

Wheel Tread

ACTUAL 1/72nd SCALE

414.0 in. 5.75 in.

188.0 in. 2.61 in.

500.875 in. 6.96 in.

540.875' in. 7.51 in.

572.516 in. 7.95 in.

532.25 in. 7.39 in.

146.88,

in.')

2.04 in.

186.375 in. 2.59 in.

170.0 in. 2.36 in.

155.12 in. 2.15 in.

99.0 in. 1.38 in.

1/48th SCALE

8.63 in.

3.92 in.

10.43 in.

11.27 in.

11.93 in.

11.09 in.

3.06 in.

3.88 in.

3,54 in.

3.23 in.

2.06 in.

1/32nd SCALE

12.94 in.

5.88 in.

15.65 in.

16.90 in.

17.89 in.

17.57 in.

4.59 in.

5.82 in.

5.31 in.

4.85 in.

3.10 in.

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~Five-view drawings of the F9F-8 Cougar and many other aircraftare available separately in 1/48th scale at a nominal price. Writeto Aero Publishers, Inc., 329 West Aviation Road, Fallbrook, Cali­fornia 92028 for details.

44

DIVE BRAKEVIEWED FROM BELOW

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.j:>.(J'l

F9F-8

BuNo 131063 was the first F9F-B.

The final development of the entire F9F series wasthe F9F-8 which was known as design G-99 at Grum­man. This version displayed more changes over theearlier aircraft, the most noticeable of which was thewing design. Wing chord outboard of the fences wasincreased 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 acamber, and this new design improved stability andhandling at low speeds and at high angles of attackwhich is most important in carrier approaches andlandings. A larger trailing edge fillet at the wing rootextended all the way back to the end of the fuselage.Additionally, the larger wing offered more capacityfor internal fuel which was raised to 1,063 gallons.Two additional 150 gallon tanks could be carriedunder the wings. In-flight refueling capabilitybecame a production standard with the -8 as evi­denced by a detachable probe on the nose.

During the production run of the F9F-8, a boundarylayer splitter plate was fitted between the air intakesand the fuselage. Details of this feature can be seen

(Grumman)

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 & WhitneyJ48-P-8A, as it had been for the F9F-6 Cougar. Per­formance was almost identical to the -6, with a topspeed of 647 mph at sea level, and 593 mph at 35,000feet. This was at a combat weight of 17,328 pounds.Basic weight for the F9F-8 was 12,474 pounds, with amaximum take-off weight being 24,763 pounds.

In addition to the external drop tanks, the F9F-8could also carry four AIM-9 Sidewinder missiles orfour 500 pound bombs on additional racks under thefolding portion of the wing. The F9F-8B, later calledthe AF-9J, was optimized for nuclear attack using theLow Altitude Bombing System (LABS). An Aero 22Arack was used to carry the special store, and washung under the right wing. Both nuclear and conven­tional weapons could be delivered using the LABStechnique. Conversion to the F9F-8B from existingF9F-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 initiallyunarmed. (Grumman)

A production F9F-B is shown in flight. Note the yawstring and indicator mark ahead of the windscreen.

(Grumman)

Cougar's early swept wing contemporaries (theCutlass and Fury) had flown their last missions. Infact, the F11 F Tiger and F3H Demon, which followedthe Cougar into service, were also long gone whenmany Cougars remained in service. There is some­thing to be said for a rugged, durable, and dependa­ble ai rplane.

being built as such by Grumman. For details of theseexternal stores and racks, see pages 56 and 57.

The Blue Angels received F9F-6 Cougars for ashort while, but never performed in them, reverting toF9F-5 Panthers. The only Cougarto be used in showswas the F9F-8, with one -8T also being used. TheF9F-8s served from 1955 to 1958, but the -8T con­tinued on with the team after they converted to F11 FTigers.

For a fighter developed in the early 1950s, the F9F-8enjoyed a remarkably long service life. Althoughthere was no true prototype, F9F-6, 127216, was fittedwith a -8 wing and flown for testing. It first flew onDecember 18,1953. The first production F9F-8 madeits maiden flight on January 18,1954, with the last ofthe series not being phased out until the early 1970s,almost twenty years later. This was long after the

F9F-8

F9F-8 COUGAR PRODUCTION

131063 th ru 131251134234 thru 134244138823 th ru 138898141030 thru 141229141648 thru 141666144271 thru 144376

TOTAL: 601 Ai rcraft

This top view of a later F9F-B shows the gray andwhite scheme. Note that the white areas are not thesame on the right wing as on the left, and that theentire top of the horizontal tail is white. (Grumman)

This underside view shows the white undersurfacesof the F9F-B. The splitter plate is an added featureahead of the intake. The ANIARA-25 fairing is visibleunder the nose, and was a standard feature on the -B.Also clearly visible is the perforated speed brake justaft of the nose gear doors, and the refueling probe isin place on the nose. (Grumman)

47

Ii

ON THE "CAT"

An F9F-8 from the Naval AIr TraInIng Command steps off the deck ofa carrier. It was standard Navy practice forpilots to take off and land with the canopy open In order to facilitate a hasty exit In the event the aIrcraft woundup In the water. (National ArchIves)

~

Here VA-76 F9F-BBs prepare to launch from the waistcatapults of a carrier while VA-15 Skyraiders awaitthe signal for take-off in the foreground.

(National Archives) .

~

~

The USS Essex, CV-9, launches a VF-112 F9F-8 fromher starboard "cat." A North American Savage is inthe foreground. (N~tionalArchives)

ThIs -8 Is beIng prepared for launch from the USS Saratoga, CVA-60. The nose ofa Fury can be seenJust abovethe rIght wIng. (Grumman)

48

COMING ABOARD

Having caught a wire, this VF-112 F9F-B Is brought to a stop aboard the USS Essex, CV-9. (National Archives)

Another VF-112 Cougar experiences a bolter. A bol­ter occurs when the hook fails to engage any of thearresting cables, and the aircraft must go around foranother try. (National Archives)

While retracting its tail hook, this VF-24 F9F-B taxisforward aboard the USS Lexington, CVS-16. A wordof 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 Grummanproduct, 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 paintedoverall glossy sea blue. (Grumman)

50

Left console detail in an F9F-B. (Grumman)

Right console and circuit breaker panel. The graycolor of the cockpit indicates that these photos weretaken in an aircraft that was painted in the gull grayover white scheme. (Grumman)

•

Right side view of an ejection seat removed from anF9F-B. In the background the front view of anotherseat can be seen. (Grumman)

"""" ~OOOOOOOOO()()

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 wingfillets than earlier Cougars. Clearly visible In this photograph Is the trailing edge of the left fillet, and It can benoted that the trailing edge became more and more blunt as It got closer to the fuselage. (Grumman)

•

This drawing shows the outboard and inboard leftflap detail of an F9F-B. (U.S. Navy)

This photograph shows the spine of the aircraft withportions of the skin removed to reveal some of theplumbing. One of the blow-in doors has beenremoved, and a portion of the engine Is visible.

(Grumman)

52

1. Ovlbpard Fl:ap2. nap Stop Bolt (l)3. Hhlff Insert (3)4. Flap Hinge Pin (2)5. Wing Hinge FlttllliG. Flap Actuating Link1. Horn FHtlnii:8. Inboard Flap Hinge Fitting9. Aft Speed Brake Hydraulic: LInea

10. Boncl.lng Wire11. Inboard Flap12. Aft Speed Brakes13. Actuating Cylinder Piston Rod

H. Horn fk>arlng15. Inboard Flap Horn16. Flying Tall Tab ShUt Push Rod (LH only)17. Flying Tall Tab S!tllt Push Rod Fitting (LH only)18. lnb03.rd Hinge Assembly19. Horn Fitting20. Flap Position Transmitter (RH only)21. PoSition Transmitter ActuaUna; LInk. (RH only)22. Position Transmitter Link FitUng (RH only)23. Outboard Flap Actuating CyUnder24. Fb.p Actuating Idler

WING FOLD DETAIL

\IIi

1M:;;1M......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 detailphoto 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 thesetwo views. Production proceeded past the days of the all blue scheme Into the era of the gull gray over whitescheme with the Intakes In this configuration. Howeveran occasional photograph Is found ofa Cougar In the allblue 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 andfuselage. Shown at left Is the right side plate after Installation, and at right Is the completed and painted left sideplate. (Grumman)

This In-flight view shows the Installation of the splitter plate to good effect and forms a comparison to the twophotos 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 fourammunition 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 Isan 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 Aero65A 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 wingof an F9F-B. This rack was fitted to F9F-BBs, and wasused 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 arecarried on two Aero 15A racks under each wing. This Is one of the rare Instances where a Cougar In the overallblue 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. (Grumman)

This Cougar is armed for the air-to-air mission withtwo fuel tanks and four Sidewinder missiles.

(Grumman)This F9F-8 at China Lake carries a rocket pod on itsinboard 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-8Pphoto reconnaissance version of the Cougar. (Grumman)

•

As with the earlier Panthers and Cougars, the Navyfollowed precedent and ordered a photographicreconnaissance version of the F9F-8. However thisversion showed a marked difference from earlierphoto versions. An entirely new nose was designed,and fourteen cameras could be carried. This wastwice the number that any of the Panthers or F9F-6PCougar 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, andalthough longer and much more cumbersome look­ing than the standard nose, the F9F-8P performancecharacteristics were almost identical to that of theF9F-8.

Flight testing of the F9F-8P began in February1955, and 110 were built between August 1955 andJuly 1957. Except for the camera nose, the specifica­tions for the -8P were the same as for the -8. Even the

in-flight refueling capability was retained in the -8P.This version served until being replaced by the RF-8Crusader and RA-5C Vigilante.

To evaluate the airflow over the new nose shape,dozens of small streamers were taped to the side ofthe nose. Note the name "Banana Nose" painted onthe side. (Grumman)

F9F-8P COUGAR PRODUCTION

1. CA_13B Camera with CtL-8 Cone2. CA-17A Camera Inte-;ral Lens Cone3. Dehydrator and Motor4. SCanner Converter, Mod HA5. By.tem Relay Unlt6. Forward Station Relay Unit7. Overrun Control8. Window WUlhing Tank and FUler9. VF-34 Viewfinder

10. Statton Relay Units, AB11. Servo Power VIlU12. Central Computer13. Scanner14. Battery15. Maga%lne Reay UnitHI. Rotary Mount STA 317. Camera Window STA 318. Rotary Me-.mt STA 219. Camera WIndow STA 220. Ca.men Mount STA 121. ACCU8 Door STA 122. Forward Camera Window

F9F-8P 141668 thru 141727144377 th ru 144426

TOTAL: 110 Ai rcraft

58

CAMERA NOSE DETAILS

~----Crewmen are shown here working In the lower camera bay of an F9F-BP. The two right side camera windowsand 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 DETAILSr

Instrument panel In an F9F-8P.

~~

(Grumman)

Left and right console details In an F9F-8P.

60

(Grumman)

•

FLYING STUDY

These four flying vlewB of the F9F-8P present an Interesting In-flight study, and reveal many of the aircraft'sfeatures 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, butwas later paInted In the gull gray over white scheme. Note that the F9F-BT had the Intake splitterplate from thebegInnIng. (Grumman)

F9F-8T COUGAR PRODUCTION

The only member of the entire F9F family to havetwo seats and serve as a trainer was the F9F-8T. It hada lengthened fuselage to allow for a second cockpit intandem with the first, and it was armed with only twoof 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. Likethe F9F-8, it had the in-flight refueling capability, andcould carry the external fuel tanks, AIM-9 Sidewind­ers, and bomb load of the standard -8. Gross weightwas 400 pounds above that of the -8.

The F9F-8T first flew on April4, 1956, and remainedin service longer than any other of the Cougar var­iants. It was retired from service by VT-4 in February1974, being replaced by the TA-4 Skyhawk. Duringthe war in Vietnam, at least four F9F-8Ts (then desig­nated TF-9J) were used by the Marines as forward ai rcontrol aircraft.

F9F-8T

62

141667142437 thru 142532142954 th ru 143012146342 th ru 146425147270 thru 147429

TOTAL: 400 AircraftThis top view of an F9F-BT shows the large canopyand 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.

AUl )T"'.III()AIlO WING

liGoN' eLK. WIl'OG ONlY)

I

rI

'+"'_-\\ ..L ~ s,.... )f7.3U

.~~

.! '-''''' ...... ovnn

".

N"'VIG...11ON lIGHT1101101 SIOU)

WINGDIHEDRAl 0°INCIDENCE ROOT AND TIP O·25% CHORD SWEEP BACK 35"AIRFOil SECTION MACA 64A010 MODifiED

AREASWING (INCLUDING 61.0 sa. FT. fUS. EXClUDING FillETS) 337 SQ. FT.FLAPS-INBOARD (INC. DIVE SRAKES) 13.4 SQ. FT. OU'!'BOARD 59.4 sa. 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 MOVEMENTDIVE FLAP 46" OOW~INBOARD FLAP 40" DOWNFLAPERON 55" UPFlAPERmE 55° UPflAP 21" DOWNWING TRIMMER 15· UP 15" DOWN

HORIZONTAL TAILDIHEDRAl O· INCIDENCE O·ROOT CHORD AT (56.375 (4'-8-3/8'j AIRFOil NACA 64A009 STREAMWI$fTIP CHORD 28.187 (1'... \87")

AREAS(INC. 51ABILIZER. ELEVATOR TASS & 2 SQ. FT. FUS.) 49.56 sa. FT.ELEVATORS (INC. 48 sa. FT. BALANCE & 2.08 SQ. FT. TABS) 11.50 SQ. FT.

ANGULAR MOVEMENTSTABILIZER 04.112 0 UP 6-112 0 DOWNELEVATOR 30 0 UP_15° DOWN (TOTAL FROM NEUTRAL ST AB) ElEV RIGGED

AT 00

FROM STAB. NEUTRAl POSITION WITH FLYING TA IL POWEll: ONELEVATOft TAB 12 0 UP 20 0 DOWN (FLYING TAIl)

64

.....-

STATION DESIGNATIONS1. SIXTEEN INCH£S HAVE BfEN ADDEO BETWEEN FUSRAGE STATIONS 172 & 181.

THEREFOU: THE DISTANCE &ETWEEN THESE STATIONS IS ACT\JALlY25!NCHF.s. AlL STATIONS aETWEEH 172 & 181 ARE DESKiNATED172 + INCHES AFT OF STA. 172.

2. TO OBTAIN THE TRUE LOCATtON OF FUSELAGE STATIONS flK.lM5TATION 0 (AIRPlANE DATUM lINE):

A. STATIONSFQlWARD Of STATK)N DARE DESlGNA.TED-IH(HESfORWARD OF STATION 0

B. FOR All STATIONS FROM D THRU 172, SUBTRAO16 INCHES fROM STATION NUMIER. •

C. FOR STATK>NS BETWEEN 172 & lBl, ADD THE PlUS FIGURETO 172 & THEN SUBTRACT 16 INCHES.

D. STATION 181 & AFT ARE TRUE DIMEN~ONS FROM STATION O.

-r. -- •...Y __ _ ......,. _,.0; --:' ~

,,"

'U!L D..... IN IO(),M,

/

".."

I IIlAIN. WHU~ TIEOO_ST.... 2U-3/~

_'!~

UGH'T [TO!"" Kl'TTC»I\ Of PUS..)

HOISTIHQ SUNO

[T~ TO 10"01ol

STA.~!~_'

O' 0I11fOVt.l. .. 0' INCIDlNC!

AT lOOT. TW .. M.G.C

m.l'(...·.~.1I'"

I ~~~~,~~ ~f~~SC ~,~~~~~_S~X'"n~~l"5T~~S.-----------i2O.~".SI'fC.433"T

,us, S'lA. 0AlICILVl D"'TUM UN!!

STAnc olOUHD uta ,'22-"

F»~n----l

"""

ANGULAR MOVEMENTRUDDER 25 0 EACH WAYRUDDER TAB 10° EACH WAY

AREASABOVE STAB. (~. fiN, UPPER RUDDER AND TAA) 21.52 SQ. FT.UPPER RUDDER 6.15 SQ. FT.LOWER RUDDER 5.06 SQ. FT.

C·-'2,'·~UNl!W'l'01Hl»1'W'HftI.

STIUT 'Ul~Y COWltUMO & TIll! I'\.AT­MAIN WHIR STIUTS .. TIllD,TATlCAUY 6PucrtD

I ..n ,.......,,,,,., 10 0U000l ....,. ...

~"..,,~/'ttO'll~TA~lO-lG__-- ~"l.....·.·lfr\ros.n.... 211.S

MAIN WHEELSTIRE 25 X 6.00 TYPE VII B 1.4 PlY RATING, NnON

VERTICAL TAILSYMMETRICAl VERT 11 %-9% THICK; HORIZ. NACA 64AOO9 STREAMWlse

NOSE WHEELTIRE 10 X 5.50 TYPE VII 6 12 PlY RATING, NnON

POWER PlANTPRATI & WHITNEY J4P-8ASTATIC 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.

GROUND LINESAT 50% C l MAX. 3.7° WITH GROUND AFFECTAT 75% C L MAX. 9.2° WITH GROUND AFFECTAT 90% C L MAX. 12.9° WITH GROUND AFFECT

\

"UI.IGHT HrU'llNO

IOOofII !..us. Hr. UNE II ",."ri 7'

0>CJ1

WEIGHTSTAKE 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 andthe landing gear extended. (Grumman)

This time wearing a red and white paint scheme, the first F9F- T Is shown carrying fuel tanks and Sidewindermissiles. The -8T had only two 20 mm cannon, as compared to four In the standard -8, butcould carry the sameexternal stores. (Grumman)

The upper surface markings for the common red and white scheme are shown In this photo of F9F-8T, 142438.(Grumman)

66

)

)

I,t)'

Solid white F9F-BTs of VT-22 are shown here con­ducting operations aboard the USS Essex, CVS-9 onNovember 7, 1964. (U.S. Navy)

Oops! This F9F-BT, by then redesignated TF-9J,shows just how strong the tail hook is. The aircraftwent over the side of the USS Lexington, but wassaved with no injuries to the pilot except for his pride.

(U.S. Navy)

An F9F-BT as seen on the USS Saratoga, CVA-60. Inthe background is the next Grumman "Cat," an F11 FTiger. (Grumman)

With wings folded, an F9F-BT waits on the flight deckof the USS Saratoga for its next mission.(Grumman)

67

MODELER'S SECTIONPRODUCT REVIEW POLICY. In each of our publi­cations we will try to review kits and decals that areavailable to the scale modeler. We hope to be able toreview every currently available kit that is useable bythe scale modeler. Kits produced in the past that areno longer generally available, and those moreintended to be toys than accurate scale models willnot 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 whatis available to the modeler, and point out some of thegood and not-sa-good points of each kit or product.In this way we hope to give an overall picture of whatthe 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 oldestand smallest Cougar kit, and the only one that repre­sents an F9F-6. With a length of about six inches and aspan of just over 5.1 inches, this model measures outto around 1/82nd scale, so unfortunately it does notfit into any common scale category. It was issued firstby Comet and later by Aurora.

The kit provides only the basics, with no landinggear, cockpit, or external stores provided. With nolanding gear included, a two-piece stand is providedso that the model may be displayed in the in-flightconfiguration. Typical of kits from the fifties, you canlook in the intakes and see out the exhaust, therebeing nothing inside the fuselage. Another charac­teristic of those early plastic kits was the scribing ofthe locations for the decals. This model has this fea­ture, clearly showing where all eight decals go. Theseconsist 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 theaircraft 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 includefoot holes and canopy latches on both sides of thenose rather than on just the left side, and perhaps anextra 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. Theother missing item in the scribing department is theinner main gear doors.

In building our review model, we decided to makesome improvements. First, inside walls to the airintakes were added from plastic card. A tail pipe wasadded inside the aft fuselage. Together these twoimprovements 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 kitof the F9F-6/7 Cougar produced. Today it is quitehard to find.

floor, consoles, instrument panel, seat, and pilot fig­ure. Except for the pilot, all work was done usingplastic stock. The pilot came from the parts box, andwas an undersized figure from some forgotten 1/72ndscale kit. The scribing for the decal locations wasfilled in and sanded smooth, after which other scrib­ing, removed during the sanding process, was re:­scribed.

Assembly of the kit was straight forward, andincluded only eight pieces. These included two fusel­age halves, two outer wing panels, two wing fences, ahorizontal tail, and a canopy. The two pieces of thedisplay stand bring the total to ten parts for the entirekit. Needless to say, it all went together rather quicklywith pretty good fit. Some filling and sanding wasneeded, particularily on the joints where the wingsare attached to the fuselage.

Once completed, the finished product is a veryattractive though small model. It could easily bepainted in any number of colorful schemes applied tothe real Cougars, and either an F9F-6 or F9F-7 couldbe modeled. Also possible would be an F9F-6P, with

conversion than was the -8P. The Airmodel kit doesnot provide a complete fuselage for the F9F-8T.Instead, only the forward portion from just behind thecockpits forward is included. The modeler is sup­posed to cut the standard F9F-8 fuselage in two justbehind the cockpit, then splice the -T nose on. Sincethe wing fillets are part of the wing assembly on theAirmodel kit, and part of the fuselage on the Minicraftkit, the problems of completing this conversion areapparent. But it can be done with perserverance if themodeler is willing.

General comments about the Airmodel kit wouldinclude the problem with the flat canopies which arebetter 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, refuelingprobe, speed brakes, pylons, external stores, etc.,must be added by the modeler. In our estimation, thevalue of this kit now lies in its usefulness in providingconversion parts for the Minicraft kit.

MINICRAFT/HASEGAWA 1/72nd SCALE F9F-8

J971 ••~- ~- .-::.:::::==..~ <III....

AIRMODEL 1/72nd SCALE VACU-FORMED F9F-81

-8P/-8T

For some time this was the only kit available in1/72nd scale, and, being a vacu-formed kit, itrequired much work, a lot of which was beyond theskills of the younger and the average modeler.

We had purchased this kit with the intention ofbuilding an F9F-8 Cougar, but before we ever gotaround to it the Minicraft/Hasegawa injected moldedkit became available, so we built that instead. But theAirmodel kit, having parts for the -8P and -8T,remained worthwhile for conversion parts. We tookthe -8P nose from the Airmodel kit and spliced it to aMinicraft kit to build a nice F9F-8P. The fit betweenthe two was quite good, and the conversion was verysimple. At several model contests we have seen the-8T nose from the Airmodel kit used with a Minicraftmodel to build a beautiful F9F-8T. We have not triedthis conversion yet, but will probably do so in thefuture. Suffice it to say that it will be a more difficult

only some additions of camera windows in the noserequired for the conversion.

With only a bit more work, it would be interesting tosee the model built with landing gear. This should befairly easy to accomplish. Doors could be made fromplastic card, while the gear itself could probably befound in so me 1/1 OOth scale kit or even a smal11 172ndscale model.

Though more of a collector's item, this modelremains the only way to build an early Cougar from abox. About the only other wa-y would be to convert aPanther kit. Like the actual aircraft, the model is sim­ple but most attractive. We recommend this kit.

1/72nd SCALE KITS

Beautifully done, this kit is better than the MinicraftPanther kit that came out at about the same time. It iseasily the best Cougar kit available in any scale.Shape, outline, and fit are all excellent. If care is takenduring assembly, the entire model can be built with­o)Jt the need of putty except around the intakes. Thenonly a light sanding is required to remove all seams.

The cockpit area is nicely done, and includes afloor with consoles, a two-piece seat, aft bulkhead,instrument panel, and control column. If desired, apilot fig ure is also incl uded. Decals for the instrumentpanels and consoles are provided, and will be suffi­cient for many modelers. Those who want to addsome further detailing will find this easy using thephotographs in this book for reference. A gunsightglass and two-piece canopy complete the details forthe cockpit area.

The intakes have interior ducts that eliminate thesee-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 thefront, 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 bluescheme is to be molded.

} Airmodel produced a 1/72nd scale vacu-formed kit This kit has many nice features and extras thatI with parts for the F9F-8T and F9F-8P Cougars, The show the people at Hasegawa really had it well) nose for the F9F-8P was used with a Minicraft F9F-8 thought out before they started tooling the molds.

l, .k.it.t.O_b.U.i1.d.t.h.is_c.o.n.v.e.rS.i.o.n., .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 openposition. An interior to the speed brake well is pro­vided as part of the nose gear well, and this addsrealism to the model. The tail hook and its housingmount on the engine tail pipe, and, once assembled,fits nicely into the aft fuselage. Landing gear strutsand wheels are nicely done, and fit into detailed wells.The inner main gear doors are molded in the closedposition which is correct for when the aircraft is onthe ground. For the front end, two noses are provided,one for a standard aircraft, which has a hole in whichthe in-flight refueling probe is to be added, and asecond without the hole if the Blue Angel aircraft is tobe modeled.

External stores included two Aero 65A racks with150 gallon fuel tanks and four pylons with AIM-9Sidewinders. These could easily be modified to carrybombs by studying the photographs and drawings ofthe Aero 15A racks in this book. All that is necessaryis a little reshaping of the pylon so that the leadingand trailing edges are vertical, and then a piece ofsprue can be added to the rack just behind the trailingedge of the pylon.

The only shortcoming in the kit is the instructionsheet. The brief Cougar history has some errors, andwould lead one to believe that the F9F-7 was the firstCougar. The author evidently confused the F9F-6with the F9F-7. The drawings for the "Marking andPainting Guide" are poor, particularly for the VF-81aircraft, but the assembly instructions on the reverseside are excellent. Since the problems with theinstruction sheet do not effect the quality of themodel itself, they are really of no great concern. Thisis an excellent kit and we highly recommend it.

o

.. '>-

This Minicraft kit is finished in one of the many color­ful sets of markings used with the gray over whitescheme.

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

was released again a few years ago in a Blue Angelscheme, this time by Lodella, which is Revell of Mex­ico. Regardless of release, it remains to date the only1/48th scale model of the Cougar.

The model represents an early F9F-8 without thesplitter plates between the intakes and the fuselage.While general shape and outline are correct, there area number of problems with the kit. Most noticeable isthe fact that the main gear axles mount the wheelsoutboard of the struts rather than inboard. This thencauses the outer main gear doors to be mou nted at anangle rather than vertically as they should be. Inshort, Revell put the wheels on backward! Gear doorsare too thick, struts are not accurate, and wells areplugged. This of course was the standard for kits ofthe fifties, and it is easy to be overly critical. Otherproblems include a tail bumper that is merely a bulgewith a cut in it, and the hollow interior that allows oneto look into the intakes and see out the exhaust. Asoriginally issued, the locations for the decals werescribed into the plastic, but in the later releases, thesewere replaced with a fine rivet pattern.

From what has been said, it should be obvious thatthis kit falls far short of today's standards. But theoutline 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 thecockpit, and building new landing gear and wellswould be the minimum required for transforming thiskit into a good model. The landing gear work could beeliminated if a "flying" desk stand model were built.Thus, while showing its age, the potential is there foran excellent Cougar in 1/48th scale if the modeler isready for a lot of work.

Revell had several releases of its 1I4Bth scale Cougarwhich represented an F9F-B. It is shown here withsome rework, and built in the in-flight configuration.It is mounted on one of the old swivel stands providedin Revell kits of the '50s.

DECAL SUMMARYNote: It is impossible to completely review decals unless the reviewer has actually used the decals on a modelto see how they fit. Additionally, markings on a given aircraft can be changed from time to time, so it is possiblethat the decals may be accurate for one point in time and not another. Therefore, this section is more of alisting of decals available than a review. Review comments are.made only in regard to fit when we have actuallyused 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. Thenational 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 bluescheme. A later release had a white and orange training scheme. The aircraft number was 128140, which is thenumber for an F9F-6, not an F9F-8. "NAVY/MARINE" is on the fuselage sides, and the aircraft has a tail code of7V. 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. Whilephotographs are excellent to provide proof of markings and to show the modeler marking details, these are sopoor that it leaves some doubt as to the location of some markings. It would have been much better if these hadbeen 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 thenose just ahead of the windscreen on top, and just ahead of the nose gear door on the bottom. If themodel represented on a decal sheet has differences than what is provided in the recommended kit, webelieve 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 beused 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, anddecals are not provided for this. No mention of it is on the instruction sheet. The red nose flash shouldbe completely outlined in white, but is not at the end where it meets the top of the intake. The BuNos arenot included for the nose. The nose number 111 is repeated on the main gear doors, but decals are notprovided. 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 thatinterpreted 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 scalekit of the F9F-6, and the instructions do not give any information in this regard. The decals would be in­correct for the Minicraft kit.

Microscale Sheet Number 72-329: Provides markings for two aircraft, one of which is an F9F-8, 141106, fromVA-66. The aircraft is in the gull gray over white scheme. The nose number is 307, and the tail code is AF.

71

MODELERS • COLLECTORS • HISTORIANS

MILITARY ENTHUSIASTS • AVIATION BUFFS

SCHOOLS AND LIBRARIES

START YOUR AERO SERIES COLLECTIONNOW!

The latest in the Aero Series General Dynamics F-l11 by Jay Miller. AeroSeries, Vol. 29. Known to its intimates as the" Aardvark," the F-l11 re­mains perhaps the most controversial warplane of our time. All facets of theF-l11's advanced technology are described in detail. This book will be ofreal value to modelers, aviation buffs and aviation historians.

F-111GENERAL DYNAMICS

Great Volumes of this Collection!

Vols. 1-23 52 pages (4 pages of color)

Vol. 1 MESSERSCHMITT ME 109 $3.95 ISBN 0-8168-0500-8Vol. 2 NAKAJIMA KI-84 $3.95 ISBN 0-8168-0504-0Vol. 3 CURTISS P-40 $3.95 ISBN 0-8168-0508-3Vol. 4 HEINKEL HE 162 $3.95 ISBN 0-8168-0512-1Vol. 5 BOEING P-12, F4B $3.95 ISBN 0-8168-0516-4Vol. 6 REPUBLIC P-47 $3.95 ISBN 0-8168-0520-2Vol. 7 KAMIKAZE $3.95 ISBN 0-8168-0524-5Vol. 8 JUNKERS JU87 "Stuka" $3.95 ISBN 0-8168-0528-8Vol. 9 DORNIER 00-335 "Pfeil" $3.95 ISBN 0-8168-0532-6Vol. 10 SUPERMARINE SPITFIRE $3.95 ISBN 0-8168-0536-9Vol. 11 CHANCE VOUGHT F4U "Corsair" $3.95 ISBN 0-8168-0540-7Vol. 12 HEINKEL 100, 112 $3.95 ISBN 0-8168-0544-XVol. 13 HEINKEL 177 "Greif" $3.95 ISBN 0-8168-0548-2Vol. 14 MESSERSCHMITT 262 $3.95 ISBN 0-8168-0552-0Vol. 15 NORTH AMERICAN P-51 "Mustang" $3.95 ISBN 0-8168-0556-3Vol. 16 MESSERSCHMITT Bf 110 $3.95 ISBN 0-8168-0560-1Vol. 17 MESSERSCHMITT 163 $3.95 ISBN 0-8168-0564-4Vol. 18 FOCKE-WULF 190 $3.95 ISBN 0-8168-0568-7Vol. 19 LOCKHEED P-38 "Lightning" $3.95 ISBN 0-8168-0572-5Vol. 20 GRUMMAN F8F "Bearcat" $3.95 ISBN 0-8168-0576-8Vol. 21 GRUMMAN TBF/TBM "Avenger" $3.95 ISBN 0-8168-0580-6Vol. 21 GRUMMAN TBF/TBM Supplement $1.95 ISBN 0-8168-0582-2Vol. 22 BOEING P-26 "Peashooter" $3.95 ISBN 0-8168-0584-9Vol. 23 DOUGLAS TBD-l "Devastator" $3.95 ISBN 0-8168-0586-5

• ENLARGED 104-PAGE SERIES. (8 pages of color)

Vol. 24 BOEING B-52 "Stratofortress" $7.95 ISBN 0-8168-0588-1Vol. 25 GRUMMAN F-14 "Tomcat" $7.95 ISBN 0-8168-0592-XVol. 26 GENERAL DYNAMICS F-16 $7.95 ISBN 0-8168-0596-2Vol. 27 CONVAIR F-I06 "Delta Dart" $7.95 ISBN 0-8168-0600-4Vol. 28 McDONNELL DOUGLAS F-15 "Eagle" $7.95 ISBN 0-8168-0604-7Vol. 29 GENERAL DYNAMICS F-l11 $7.95 ISBN 0-8168-0606-3

A detailed look at many of the world's most famous and noteworthy military aircraft. Eachbook contains historical commentary, selected photographic material covering all aspects of theaircraft, technical data and specifications, four pages of color drawings in the 52 page volumesand 8 pages of color in the 104 page volumes, plus much more. Provides an unprecedentedsource of material for the modeler, military enthusiast, collector and historian.

Watch for these forthcoming books in the Aero Series:

F-18 Hornet and XB-70 Valkyrie

AERO PUBLISHERS, INC.

Volumes in theDETAIL & SCALE SERIES

Vol. 1 F-4 Phantom II, Pt. 1Vol. 2 B-17 Flying Fortress, Pt. 1Vol. 3 F-16 A&B Fighting FalconVol. 4 F-111 AardvarkVol. 5 F-5 E&F Tiger IIVol. 6 F-18 HornetVol. 7 F-4 Phantom II, Pt. 2Vol. 8 F-1 05 ThunderchiefVol. 9 F-14A TomcatVol. 10 B-29 Superfortress, Pt. 1Vol. 11 B-17 Flying Fortress, Pt. 2Vol. 12 F-4 Phantom II, Pt. 3Vol. 13 F-1 06 Delta DartVol. 14 F-15 Eagl~ (Nov. '83)Vol. 15 F9F PantherVol. 16 F9F CougerVol. 17 F11 F TigerVol. 18 B-47 Stratojet

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Aviation Books Since 1939