Grumman F4F Wildcat

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Grumman F4F Wildcat
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Model G-16/XF4F-1
The first Grumman fighter was ordered at the end of 1935, at a time when its predecessor XF3F-1 was just going through initial tests. In November 1935, the US Navy initiated a tender for a new onboard fighter, and in the following months decided to build prototypes of Grumman and Brewster. Grumman offered its Model G-16, a biplane continuing the line F3F-1 with smaller dimensions, but a more powerful Wright XR-1670 or P&W XR-1535 engine. This design was ordered on April 2, 1936 and was given the prototype designation of the US Navy XF4F-1. But because the development of F3F indicated the same results and because the planned performance of a competing project, the Brewster monoplane [ url=/viewtopic.php/t/1169/title/Brewster-F2A-1-Buffalo] XF2A-1[/url] showed a much more promising result, work on the original design was completed in favor single-surface modifications.


Model G-18/XF4F-2
On July 28, 1936, the Navy ordered a new prototype, XF4F-2, brand designation Model G-18. It was a modified original design, completely redesigned into a mid-plane with a Pratt & amp; Whitney R-1830-66 Twin Wasp with an output of 785 kW and non-collapsible wings and all-metal construction. The armament consisted of two 7.62 mm machine guns in the fuselage and the ability to place two more 12.7 mm machine guns in the wings and hang two 45 kg bombs under the wings. The chassis was based on a proven system used on its predecessors F2F and F3F. The first takeoff of the XF4F-2 took place on September 2, 1937 with pilot Robert L. Hall. In the tests, Grumman reached a higher speed, but due to problems with engine overheating, leading to damage to the standing position in an accident, Brewster's XFA-1 Buffalo.


Model G-36/XF4F-3
Due to promising results XF4F-2 but its manufacturer was given another chance and in October In 1938, Grumman won a contract to rebuild a damaged prototype into an improved Model G-36. In addition to the new XR-1830-76 Twin Wasp engine with a two-stage turbocharger, it also had longer wings and modified tail surfaces. February 12, 1939 as XF4F-3 started for the first time and the performance given by the new engine completely confirmed expectation. The result was an order for 54 serial machines F4F-3 from August 1939.


F4F-3
The first serial machines more or less corresponded to the prototype, differed mainly by a reinforced chassis and supplemented with armor. The armament was also modified, to two 12.7 mm machine guns in the fuselage and the same number in the wings. They were delivered from the end of 1940 and were placed on aircraft carriers USS Ranger a USS Wasp. Part of these first stands could also carry two 45kg bombs.


G-36A/Martlet Mk.I
Even before the first F4F-3 was taken over by France in 1939 export variant with the company designation G-36A, the main difference from the machines of the US Navy was the installation of the Wright R-1820-G205A Cyclone engine and the armament of six French machine guns Darne, which were to be installed after delivery to France. The first arrived in May 1940, but due to the defeat of France, all machines were taken over by the British naval air force as Martlet Mk.I and supplemented by British standard equipment and armaments.


G-36B/Martlet Mk.II
In 1939, the British also ordered their export version of the G-36B. This modification had engines R-1830-S3C4-G Twin Wasp. Originally, they were supposed to have fixed wings, but most were completed with a new folding wing. They were delivered from August 1941 and included in the FAA as Martlet Mk. II.


XF4F-5, XF4F-6
Two prototypes XF4F-5 were designed to verify the installation of the Wright R-1820-40 Cyclone engine in case of problems with Twin engines Wasp with two-stage turbocharger. These machines largely corresponded to G-36A. The same was created XF4F-6, which got the engine P & W; R-1830-90 Twin Wasp with a simpler single-stage turbocharger. Although this meant a loss of power at higher altitudes, according to this machine was ordered production of a serial version marked F4F -3A.


F4F-3A /Martlet Mk. III
Serial variant according to the prototype XF4F-6 up to the engine corresponding to the first F4F-3. 30 machines were sold to Greece, but before they could be delivered, Greece was also defeated. In Gibraltar, the British took over the machines as Martlet Mk.III. American machines were deployed at USS Enterprise.


F4F-3P
A number of machines were adapted for field reconnaissance in field conditions by installing a camera in the rear of the fuselage. All have retained their original weapons. They were deployed in the South Pacific and during the invasion of North Africa.


F4F-3S
Due to the air support of advanced units, the idea arose to modify the F4F-3 to a floatplane, able to do without the airfield. The prototype F4F-3S "Wildcatfish" took off on February 28, 1943. Due to limited performance and very rapid construction of airports, it was not necessary to begin series production.


F4F-4
The US Navy has shown interest in a variant with folding wings. This version was designated F4F-4 and the prototype first took off on May 14, 1941. After problems with the weight of the hydraulic system was replaced by manual tilting and the first serial machines were delivered in March 1942. Armament was expanded to six 12.7 mm machine guns. Additionally, it was also possible to use 220l additional tanks under the wings.


F4F-4B/Wildcat Mk.IV
A version of the Martlet Mk was developed for the British Naval Air Force. IV, different from the F4F-4 engine Wright R-1820-40B Cyclone. At least one machine has been modified to use unguided missiles. Due to the standardization of the names of aircraft of the British and American navies, the English adapted and the original British name Martlet was abandoned (from January 1944).


F4F-4P
Photographic adjustment similar version F4F-3P


General Motors FM-1/Wildcat Mk.V
Due to the importance of Wildcat for the Allied forces, it was decided to manufacture it at the General Motors Group in its branch of the Eastern Aircraft Division, which allowed the parent company to focus on a new F6F Hellcat. The order was placed on May 18, 1942. These machines corresponded to the F4F-4, but differed in the installation of only four half-inch machine guns. About a third of the machines were delivered to Britain under the designation Wildcat Mk.V.


F4F-7
At the beginning of 1941, Grumman began work on a remote photo-reconnaissance version, based on F4F-4. The new version did not have folding wings for lightening, a photo camera was placed behind the cabin and had an autopilot for long flights. Only 21 machines were built, deployed in the Solomon Islands.


XF4F-8
Due to the ever-increasing weight, caused by new and new modifications based on combat experience, performance deteriorated. That's why two prototypes of the XF4F-8 with a more powerful 1010 kW Wright XR-1820-56 Cyclone engine were created. There was also a lightening of the structure in an effort to allow takeoff from shorter decks of accompanying aircraft carriers. Due to the more powerful engine, the rudder had to be extended. According to these prototypes, serial production was started at General Motors.


General Motors FM-2/Wildcat Mk.VI
In mid-1943, after the end of production of the F4F at Grumman, the Eastern Division began production of a serial version of the XF4F-8 under the designation FM-2. These machines were given R-1820-56W engines with water injection. The new version had much better climb and access, but the single-stage turbocharger limited performance at higher altitudes. In addition to the 4,407 machines made for the US Navy, another 370 were handed over to the Fleet Air Arm under the designation Wildcat Mk.VI. The last thousand 1400 machines had launch pads for unguided missiles HVAR.


Source:
Jarski, Adam: F4F Wildcat, Monografie Lotnicze 20. Gdańsk, AJ-Press 1995. ISBN 83-86208-29-5
Swanborough, F. G., Bowers, P. M .: US navy Aircraft Since 1912, Putnam Aeronautical Books, London 1990. ISBN 0-85177-838-0
Linn, Don. F4F Wildcat in action, Aircraft Number 84. Carrollton, Squadron/Signal Publications 1988. ISBN 0-89747-200-4
www.aero-web.org
http://www.aerofiles.com/_grum.html
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