Article 3202 of rec.aviation.military:
Xref: ssbunews rec.aviation.military:3202
Newsgroups: rec.aviation.military
Path: ssbunews!not-for-mail
From: jfb@usgp1.ih.att.com (Joe Baugher)
Subject: Grumman F-9 Panther/Cougar (2 of 13)
Message-ID: <CxD3ys.88x@ssbunews.ih.att.com>
Summary:  F9F-2 Panther
Sender: news@ssbunews.ih.att.com (Netnews Administration)
Nntp-Posting-Host: usgp1.ih.att.com
Reply-To: jfb@uscbu.ih.att.com
Organization: AT&T
Date: Sat, 8 Oct 1994 16:18:28 GMT
Lines: 156

The first production version of the Panther was the F9F-2.  The 
powerplant planned for the F9F-2 was the Rolls-Royce Nene jet engine, 
which was to be built under license in the USA by the Taylor Turbine 
Corporation as the J42-TT-2.  

Just in case the adaptation of the Nene to production in the USA 
turned out to be more difficult than expected, Grumman developed a 
version of the Panther to be powered by the Allison J33 turbojet.  The 
J33 engine was somewhat less powerful than the J42, but it was 
considered to be a safer risk.  The J33-powered version was to be 
designated F9F-3 and was to be manufactured in parallel with the 
J42-powered F9F-2.  

Since the the J42 was not going to be ready in time to be installed in 
the XF9F-2, Taylor Turbine Corporation supplied six imported 
Rolls-Royce Nene turbojets to Grumman.  

By the time that the mockup was ready for inspection in January and 
February of 1947, the G-79 design had been further revised.  The 
cockpit had been moved further aft, the exhaust had been extended 
further to the rear, and the tail surfaces had been redesigned.  The 
first XF9F-2 prototype (BuNo 122475) began engine ground running tests 
in October of 1947.  The maiden flight took place from Bethpage on 
November 21, 1947, test pilot Corwin H. "Corky" Meyer being at the 
controls.  The landing took place at Idlewild Airport (now the John F.  
Kennedy International Airport), since the runway at Bethpage was 
thought to be too short to risk a first landing of a jet-powered 
aircraft.  The second XF9F-2 prototype (BuNo 122477) flew five days 
later.  

Neither XF9F-2 prototype was fitted with armament nor was it fitted 
with an ejector seat.  The wings folded upward hydraulically.  A 
single tailhook retracted into the rear fuselage underneath the jet 
exhaust.  Internal fuel capacity was 597 US gallons.  

During company and Navy trials, the two XF9F-2 prototypes were found 
to snake markedly at all speeds and were longitudinally unstable at 
all speeds.  The snaking problem was addressed by increasing the area 
of the fin and rudder, and the longitudinal instability problem was 
attacked by adding baffles to the fuel tanks.  One of the prototypes 
shed its tail section during an arrested landing at Patuxent River, 
Maryland, which required some strengthening of the rear fuselage.  

In February of 1948, non-jettisonable fuel tanks were added to the 
wingtips of the first prototype.  This feature became standard with 
the 13th production aircraft, and non-jettisonable wingtip fuel tanks 
were to be a feature of the Panther through its entire production run.  

Since the Navy was fearful that the Taylor Turbine Corporation might 
not be able to deliver sufficient numbers of engines in a timely 
fashion, the Navy encouraged Taylor to negotiate an agreement whereby 
the Nene manufacturing license would be transferred to a 
more-established engine manufacturing company.  This was done as 
requested, and the Nene license was purchased from Taylor by Pratt & 
Whitney.  

The first production F9F-2 flew in August 1949.  The production F9F-2 
was externally similar to the XF9F-2 prototype but with wingtip tanks.  
However, it was equipped with an armament of four 20-mm cannon with 
190 rounds per gun and the cockpit was provided with a Martin-Baker 
ejector seat.  With the wingtip tanks, the total fuel capacity was now 
923 US gallons.  Because of the additional equipment and fuel, it was 
substantially heavier than the XF9F-2.  

The first F9F-2s began their trials powered by J42-P-4 turbojets, but 
initial production F9F-2s were powered by J42-P-6s.  Most F9F-2s were 
powered by J42-P-8s with a modified ignition system.  All of these 
engines offered a maximum wet takeoff-thrust of 5750 pounds and a dry 
take-off thrust of 5000 pounds.  

The production by Pratt & Whitney of the J42 adaptation of the 
Rolls-Royce Nene proceeded on schedule and with relatively few snags.  
The J42 engine was, in fact, so successful in service that the F9F-3 
alternative J33-powered version was deemed not to be necessary and the 
few F9F-3s that were built were retrofitted with J42 engines and thus 
became indistinguishable from F9F-2s.  A total of 564 Panthers were 
delivered as F9F-2.  

A substantial number of early production F9F-2s were modified as 
F9F-2B fighter bombers by the addition of four bomb racks underneath 
each wing.  The inboard rack could carry either a 150-gallon drop tank 
or a 1000-pound bomb, whereas the three outboard racks could carry 
250-pound bombs or 5-inch HVAR rockets.  Maximum load was 2000 pounds.  
Beginning with the 365th F9F-2 (BuNo 125083), these racks were 
installed at the factory.  After most F9F-2s had been brought up to 
F9F-2B standards, the B suffix was usually dropped.  

When the Korean War began in June 1950, the Navy had no jet-powered 
reconnaissance aircraft, since the McDonnell F2H-2P Banshee still had 
not undergone its first flight trials.  As a stopgap measure, a small 
number of F9F-2s were modified as unarmed photographic reconnaissance 
aircraft under the designation F9F-2P.  The four 20-mm cannon were 
removed and replaced by oblique and vertical cameras.  

Following the withdrawal of the F9F-2 from service, a few F9F-2s were 
modified as unarmed radio-controlled drones under the designation 
F9F-2D.  A few F9F-2s were modified as drone controllers under the 
designation F9F-2KD.  

Serials of Grumman F9F-2 Panther

122475 		Grumman XF9F-2 Panther 
122477 		Grumman XF9F-2 Panther 
122563 		Grumman F9F-2 Panther 
122567 		Grumman F9F-2 Panther 
122569 		Grumman F9F-2 Panther 
122570 		Grumman F9F-2 Panther 
122572 		Grumman F9F-2 Panther 
122586/122589 	Grumman F9F-2 Panther 
123016/123019 	Grumman F9F-2 Panther 
123044/123067 	Grumman F9F-2 Panther 
123077/123083 	Grumman F9F-2 Panther 
123397/123713 	Grumman F9F-2 Panther 
125083/125155 	Grumman F9F-2 Panther 
127086/127215 	Grumman F9F-2 Panther 

Specification of the Grumman F9F-2 Panther:  

One Pratt & Whitney J42-P-6/P-8 turbojet, rated at 5000 lb.s.t.  for 
takeoff dry and 5950 lb.s.t. for takeoff with water injection.  
Performance:  Maximum speed 575 mph at sea level, 545 mph at 22,000 
feet, 529 mph at 35,00 feet.  Cruising speed 487 mph Landing speed 105 
mph .  Initial climb rate 5140 feet per minute.  Service ceiling 
44,600 feet.  Normal range 1353 miles.  
Dimensions:  wingspan 38 feet 0 inches, length 37 feet 5 3/8 inches, 
height 11 feet 4 inches, wing area 250 square feet.  
Weights:  9303 pounds empty, 14,235 pounds combat, 16,450 pounds 
gross, 19,494 pounds maximum takeoff.  
Internal fuel capacity 923 US gallons 
Armament:  four 20-mm cannon.  Underwing loads of up to 2000 pounds of 
bombs and rockets could be carried on eight underwing racks.  

Sources:

    United States Navy Aircraft Since 1911,  Gordon Swanborough and
    Peter M. Bowers, Naval Institute Press, 1990.

    The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987.

    Grumman Aircraft Since 1929, Rene J. Francillon, Naval Institute
    Press, 1989.

    American Combat Planes, 3rd Enlarged Edition, Ray Wagner,
    Doubleday, 1982.


Joe Baugher			  **************************************
AT&T Bell Laboratories		  *  "For a succesful technology,      *
1000 E. Warrenville Road	  *  reality must take precedence over *
Room 1N 311			  *  public relations, for Nature      * 
P. O. Box 3013			  *  cannot be fooled."		       *
Naperville, Illinois 60566-7013	  *              - Richard P. Feynman  *
USA				  **************************************
Phone: (708) 713 4548
jfb@uscbu.ih.att.com
			    Who, me?  Speak for AT&T?  Surely you jest!	


