Grumman F9F-8T TF-9J Two-seat Cougars (Naval Fighters Number 68)

At right, the Cougar driver patch states "The Last of the Grumman Cats" because it was produced and worn prior to the Navy's acquisition of the Grumman F-14A Tomcat and after the retirement of the Grumman F-11 Tiger.

PUBLISHER'S NOTE: The Grumman Cougar, like the Panther series before it, will be published in several volumes. The first volume (Naval Fighters Number 66), covers the Cougar's development as experienced by Corwin "Corky" Meyer, its structures, equipment and the Blue Angels. It just touches on the F9F-6P/8P photo-Cougars and the F9F-8T two-seat aircraft as each have their own volume in the Naval Fighters series (Naval Fighters Number 67 covers the photoCougars). In addition, a large volume will concentrate on the Navy and Marine single-seat Cougars in squadron and operational service in the Fleet, Reserves, and at shorebased Naval Air Stations· aval Fighters Number 69).

© 2005 by Steve Ginter

ISBN 0-942612-68-X Steve Ginter, 1754 Warfield Cir:, Simi Valley, California, 93063 All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form by any means electronic, mechanical, or otherwise without the written permission of the publisher. CONTRIBUTORS: Scot Bloom, Peter Bowers, Hisashi Ema, Fred Freeman, Harry Gann, Hill Goodspeed (National Museum of Naval Aviation, Gene "Mule" Holmberg, Hal Humphrey, Lloyd Jones, Craig Kaston, Clay Jansson, William T. Larkins, Bob Lawson, T. Matsuzaki, David Menard, Barry Miller, Wayne Morris, Stan Piet, Don Priest, Mick Roth, Fred Roos, San Diego Aerospace Museum, Larry Smalley, Bob Stolloff, William Swisher, Tailhook Association, Norm Taylor, and Nick Williams.

Bottom, 3-Grumman Cats in flight, Bearcat, Cougar and Tiger. (Grumman) 1.

I

Front Cover: VMT-1 F9F-8T BuNo 147:11 flight in 1962 while assigned to 2nd MA (USMC) Back Cover, left side: VMT-2 FIll on 15 September 1959. (NMNA) NAS I co Alamitos F9F-8T BuNo 147270 at NAS "I Mugu on 1 August 1959. (Swisher) VT-22 " 9J BuNo 147366 at NAS Lemoore on n September 1968. (Swisher) VA-126 F9F"' BuNo 146379 at NAS Lemoore on 30 M Iy 1962. (Swisher) RVAH-3 TF-9J BuNo 147937 II NAS Sanford on 26 May 1967. (Jansson) Righi side: VT-10 TF-9J BuNo 146405 at NAS Miramar on 13 October 1973. (Lawson) VT-26 TF-9J BuNo 142965 at MCAS EI Toro on 23 March 1968. (Swisher) VU-3 F9F-8T BuNo 147323 at NAAS Brown Field on 30 April 1960. (Swisher) H&MS-13 TF-9J BuNo 147377 at NAS North Island on 24 May 1968. (Swisher) Blue Angel TF-9J BuNo 142470 at NAF EI Centro on 11 March 1967. (Swisher) Bottom VT-25, VT-26 & VT-24 TF-9Js in flight. (NMNA)

landing Gear Emergency Air Bottle Filler Valve 2. Canopy Emergency Air Bottle Filler Valve 3. Forward Fuel Tonk Fillerneck 4. Aft Fuel Tonk Fillerneck 5. Hydraulic System Reservoir Fillerneck 6. Engine Oil Fillerneck 7. Flaperette System Reservoir Filler8. Electrical External Power Receptacle 9. Wing Tonk Pressure Fueling Valve l/R 10. Wing Tonk Fillerneck l/R

11. 12. 13. 14. 15. 16.

Pressure Fueling Valve Air Conditioning Turbine Oil Filler Port Battery Flaperette Emergency Air Bottle Filler Valve' Broke Emergency Air Bottle Filler Valve liquid Oxygen Filler Valve

GRUMMAN F9F-8TfTF-9J TWO-SEAT COUGAR

Because of the operational accident rate of swept-wing aircraft, Grumman began development of a two-seat trainer version in November 1953 as Design 105 to meet anticipated carrier training requirements. Grumman was in competition with the popular Lockheed TV-1 and T2V, straight-wing trainer versions of the USAF F-80 that had been in the Navy Training Command for years. After much salesmanship, Grumman was authorized by the Navy to redesign an F9F-8 airframe (Buno 141667) as a two-seat prototype. It flew on February 29, 1956. The failure of the T2V-1/T-1A (see Naval Fighters #42 Lockheed T2V-1/T-1A Seastar) to meet its requirements later boosted the production numbers of the F9F8T to 399 aircraft (BuNos 142437142532, 142954-143012, 146342146425, and 147270-147429). The two-seat Cougars were produced between July 1956 and February 1960. To provide space for the second cockpit, the fuselage was extended 34 inches. The additional second cockpit space also required that the size of the forward fuselage tank be reduced, giving the F9F-8T 296 gallons less than the standard F9F-8 fighter. A rear-sliding canopy was installed and the rear cockpit was given a very strong windshield to deflect the air blast when the canopy

was blown off during the crew ejection cycle. The aircraft also became the first Navy aircraft equipped with the Martin Baker ejection seat. To keep the empty weight close to that of the F9F-8, two of the four 20 mm cannon and their ammunition were removed. Provisions for a nose inflight refueling boom and four underwing Sidewinder missile stations also were incorporated. Some mechanical differences from the F9F-8 were beefed-up landing gear struts and fuselage carrythrough structure for the tail hook. Main wheel size also was increased to 25 x 6 from 24 x 5.5 and the brakes were redesigned. An automatic friction adjuster pulled the brake piston back .060 inches after application, causing pedal and piston travel to remain uniform. Goodyear provided a snap-on brake lining to cut maintenance time. To improve deck handling a mechanical up-lock for the tail skid was installed. The guns and 200 rounds of ammunition and nose-mounted avionic gear were serviced from three access doors on each side of the nose. The increased oxygen needed by the two-man crew was supplied without increasing space requirements. The gaseous oxygen mixture was 1

Above, prototype F9F-8T BuNo 141667 in its original all-metal finish. (NMNA)

replaced by liquid oxygen. The tank and lox converter fit into the same compartment formerly used for the gaseous bottles. The five F9F-8T/TF-9J Cougar squadrons had a splendid 17-year career with the Naval Training Command until the aircraft were finally phased-out by VT-4, the last operational squadron, in February 1974. They proved vital in training pilots who flew combat from carriers in the Vietnam War. SPECIFICATIONS: Engine: J48-P-8A of 7,2501b thrust Max Speed: 642mph at sea level 647mph 2,000 feet 593mph at 35,000 feet Cruise Speed: 516mph Landing Speed: 132mph Initial Climb Rate: 5,750 feet-per-min. Service Ceiling: 42,000 feet Range: 1,050 miles Normal 1,209 miles Combat 1,312 miles Max Wingspan: 34 feet 6 inches Length: 44 feet 4-1/4 inches Height: 12 feet 3 inches Weight: 11,866 empty 20,098 loaded

GENERAL ARRANGEMENT 3

1.) 2.) 3.) 4.) 5.) 6.) 7.)

4

5

Inflight Refueling Probe Radio Compass Loop Antenna 20mm Guns Gun Ranging Radar Antenna Forward Cockpit Instrument Panel MK 8 Mod 9 Sight Unit Fuse Panel

8.) 9.) 10.) 11.) 12.) 13.) 14.)

Aft Cockpit Instrument Panel Fuse Panel Main Fuel Tank Radio Compass Sense Antenna Aft Fuel Tank Engine UHF Navigation Antenna

15.) 16.) 17.) 18.) 19.) 20.) 21.)

Leading Edge Fuel Tank UR External Power Receptacles IFF Antenna Battery UHF Command Set Blade Antenna Ammunition Boxes UR UHF Homing Adapter Antenna

PROTOTYPE F9F-8T

I

At left, repainted in gull grey and white, the prototype F9F-8T BuNo 141667, banks toward the camera plane during an early test flight. Wing leading edges were silver. (SDAM) Below, BuNo 141667 during slow-flight tests with gear and flaps down. (SDAM) At right, two views of BuNo 141667 with canopy open during slow-flight tests. Note engine blow-in doors on the aft upper fuselage were open during slow flight. (National Archives and Grumman)

2

3

GRUMMAN

INBOARD

F9F-8TfTF-9J

EXTERNAL

STORES

~•

LIMITATIONS

.,t..

1(I!;_t

PY.LO_N

; I-;----AI-M--9 LAUNCHER

l

1

65432 1 MAXIMUM INDICATED AIRSPfED OR MACH, WHICHEVER IS LESS

STATION

STORES

1 2 3

4 5 6

CARRYING

RelEASE

Same as clean airplane

Same as clean airplane

5 inch HVAR

X

X

X

X

Sidewinder AAM-N-7

X

X

X

X

Mk 81 Mk 82

X X

X X

X X

X X

X X

X X

X

X

X

X

150-gal ext tanks

X

X

1000lb AN-M65Al

X

X

Mk 83 Aero 7D Rocket pack

X

X

See Note 5. See Note 5. See Notes 3 and 5.

X

Jettison with flaps up at 150 knots lAS or less.

X

See Notes 3 and 4. Jettison between 150-440 knots lAS. 525 Knots or 0.85M

AN bombs less than 1000 lb

X

X

X

X

X

X

Aero 5A bomb container

X

X

X

X

X

X

Aero X3B or X2A adapter

X

X

X

X

X

X

.. 0'11

NOTES

525 Knots or 0.85M

See Notes 3 and 5.

See Note 5. 480 Knots or 0.80M

480 Knots or 0.8OM

500 Knots or 0.80M

500 Knots or 0.80M

Maximum acceleration while carrying Mk 76 bombs 4. 5g.

11.

Maximum weight for stations 3 and 4 is 1250 pounds. Maximum weight for stations 1, 2, 5, and 6 is 500 pounds. For stores of 1000 pounds or greater, rolls are limited to 1/2 stick deflection, maximum acceleration is 6.0g's. 4. Stations 2 and 5 must be cleared prior to jettison of external tanks. 5. Aircraft Service Change Number 358 or Aero 65A ejector racks are required. 6. When carrying stores in combination, the limits of the most restricted store shall not be exceeded. 2. 3.

AERO 22A-1

AERO 15A

At left top, the prototype F9F-8T BuNo 141667 in flight with four Sidewinder missiles and two 150-gallon fuel tanks during stores testing. The prototype was repainted in white and red training command markings. (Grumman) At left bottom, BuNo 142440 shows off it's wing pylons and soot on the nose cone from test firing the nose cannons. (Grumman)

4

5

Above and below, second production F9F-8T BuNo 142438 in flight with nose probe installed. (Grumman) Bottom, F9F-8T BuNo 142440 in flight. (Grumman via Norm Taylor)

Above, six F9F-8T two-seat Cougars on the flightline at Grumman awaiting Navy acceptance. (Grumman) Below, F9F-8T BuNo 142480 awaits delivery in 1957. (Peter M. Bowers) Bottom, the third production F9F-8T BuNo 142439 on display at an open house in 1956. (Peter M. Bowers)

r---

6

~----'NAVY

7

F9F-8TfTF-9J

COCKPIT ACCESS

8

F9F-8TfTF-9J

FORWARD

FUSELAGE

9

AND

NOSE

GEAR

DETAIL

F9F-8TfTF-9J

MARTIN

BAKER

A5

EJECTION

SEAT

F9F-8TfTF-9J

~~---2

1---,~2~-3 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18.

18-----H

Face Blind Handle Controller Drogue Withdrawal Line Link Line Drogue Gun Seat Bucket Face Blind safety Pin Stowage Clip Shoulder Harness Loop Strap Snubber Release Lever Leg Restraint Cord Lock Release Lever Leg Restraint Cord Lock Leg Restraint Cord Garters Secondary Firing Handle Safety Guard (Safe Position) Emergency Oxygen System Manual Actuator Secondary Firing Handle Quick Release Box Emergency Oxygen System Hose Parachute Restraint Straps Wedge Pack

.d;~;wyA_'~~t - - - -

j

MARTIN

CONTROL STICK GRIP

BAKER

A5A

EJECTION

j

SEAT 13

14

4

17 --O::::-+-----l

25.--":::::::::::=----::Jii

23-------I-~~

.1----5

16----..

---17

·15--_1/

~---18

11r---6

14

1. SWITCH (NOT USED) 2. GUN TRIGGER SWITCH 3. BOMB RELEASE SWITCH

4. HORIZONTAL STABILIZEk TRIM AND WING TRIM C:ONTROl BunON S. ROCKET SWITCH

13

----19

12 =..2hc ~L\\ 11

.......- - - - 2 0

'-----9

27

'----10

12 1.) PERSONNEL PARACHUTE BACK PAD 3.) SHOULDER HARNESS ROCKET JET FITTINGS ~ 4.) LOWER HARNESS ROCKET JET FITTINGS 15.) SECONDARY FIRING HANDLE 6.) SECONDARY FIRING HANDLE SAFETY GUARD 7.) EMERGENCY OXYGEN SYSTEM MANUAL ACTUATOR :8.) MANUAL OVERRIDE LEVER PARACHUTE AND , HARNESS MANUAL RELEASE 9.) SEAT BUCKET ADJUSTMENT HANDLE 10.) EMERGENCY OXYGEN SYSTEM ;11.) TRIP RELEASE ROD ;12.) TIME RELEASE MECHANISM 13.) LINK LINE :14.) DROUGE GUN :15.) TRIP RELEASE ROD :16.) SEAT MAIN BEAM ASSEMBLY :17.) SEAT BUCKET :18.) FACE CURTAIN SAFETY STOWAGE CLIP 19.) HARNESS INERTIA REEL LOCK CONTROL 20.) LEG RESTRAINT CORD LOCK RELEASE LEVER .21.) LEG RESTRAINT CORD :22.) LOWER HARNESS ASSEMBLY ! 23.) PARACHUTE O-RING :24.) SHOULDER HARNESS ASSEMBLY ,25.) PARACHUTE RESTRAINT STRAPS 26.) FACE CURTAIN HANDLE ;27.) CONTROLLER DROGUE WITHDRAWAL LINE

!2.)

26

19. Canopy Breaker Peaks 20. Drogue Parachutes Container 21. Personnel Parachute and Harness Assembly 22. Leg Restraint Cord Snubber Finger Ring 23. Manual Override Lever 24. Seat Bucket Raising Handle 25. Emergency Oxygen System 11 CUBIC INCH BOTTlE 26 ,. Seat Main Beam Assembly 27 Time Release Mechanism 28. Face Blind Safety Pin Assembly

11--..j1

10---'-.

TO MASK CONNECTOR GAGE EMERGENCY OXYGEN QUICK DISCONNECT LANYARD STRIKER PIN

24

23

22

STRIKER PIN

BRACKET SHEAR R1m ---uit"'--=~ B£llCRANK W£TY PIN HOl[ MANUAl ACTUATOR FGHI·J6

10

11

FRONT COCKPIT PILOT'S INSTRUMENT PANEL

1.) Wheel and Flap Position Indicator 2.) Speed Brake Position Indicator 3.) Tailpipe Temperature Indicator 4.) Oil Pressure Indicator 5.) Angle-of-Attack Indicator 6.) Low Fuel Boost Pressure Warning Light 7.) LABS Control Box 8.) Fire Warning Lights 9.) Airspeed and Mach Number Indicator 10.) Ranging Knob 11.) Fixed Reticle Masking Lever 12.) Fire Warning Lights Circuit Test Switch 13.) Instrument Panel Emergency Light 14.) Sight Unit MK 8 Mod 9 15.) Fuel Quantity Gauge Press-To-Test Switch 16.) Dive and Roll Indicator 17.) Variable Reflector Knob 18.) Stand-By Compass Switch 19.) Clock 20.) Accelerometer 21.) Range Meter 22.) A.F.C. Meter 23.) Tracking Indicator Light 24.) Low Fuel Level Warning Light 25.) Emergency Instrument Light Switch

26.) 27.) 28.) 29.) 30.) 31.) 32.) 33.) 34.) 35.) 36.) 37.) 38.) 39.) 40.) 41.) 42.) 43.) 44.)

Absolute Stabilizer Position Indicator Fuel Flowmeter Fuel Quantity Indicator Hook Position Warning Light Arresting Hook Control Handle Arresting Hook Raising Push Button Cross-Pointer Course Indicator G-2 Remote Compass Indicator Course Indicator Range Indicator Gyro Horizon Indicator Turn-and-Bank Indicator Rate-Of-Climb Indicator Altimeter Radar Altimeter Tachometer Indicator Landing Gear Control, Down Lock Solenoid Manual Release Knob Airstart Emergency Igniter Control Landing Gear Normal Control Lever and Landing Gear Unlocked Warning Light 45.)Gun Charging Switch 46.) Armament Master Switch 47.) Landing Gear Up Warning Light Test Switch (hidden by canopy normal control lever in this view) 48.) Landing Gear-Up Warning Light

12

FRONT COCKPIT LEFT - HAND PILOT'S CONSOLE

1.) Oxygen Tube 2.) G-Suit Pressure Control Valve 3.) G-Suit Tube Receptacle 4.) Microphone and Headset Plug 5.) Cabin Pressure Dump Valve Lever 6.) Missile Audio Volume Control 7.) Range Audio Volume Control 8.) Emergency Flaperette Air Pressure Gauge 9.) MK 20 Mod 0 ACS Control Panel 10.) Gun Ranging Radar Control Panel 11.) Liquid Oxygen Quantity Gauge 12.) Inflight Refueling Switch 13.) Wing Tank Dump Switch 14.) Console Air Conditioning Outlet Control Handle 15.) Wing Flaps Control Lever 16.) Wing Tanks Selector Switches UR 17.) Fuel Flow Warning Lights 18.) Engine Emergency Fuel System Indicator Light 19.) Stores Arming Switch 20.) Fuel Boost Pump Cut-Off Switch 21.) Engine Fuel System Selector Switch 22.) Guns/Rockets Selector Switch 23.) Engine Fuel Pumps Warning Light 24.) Exterior Lights Master Switch 25.) Stores Emergency Release Handle

26.) 27.) 28.) 29.) 30.) 31.) 32.) 33.) 34.) 35.) 36.) 37.) 38.) 39.) 40.) 41.) 42.) 43.) 44.) 45.) 46.) 47.) 48.) 49.)

13

Station Selector Switch Canopy Normal Control Lever Declutch Control Lever Landing Gear Emergency Control Handle Store Selector Switch Oxygen Regulator and Control Panel Catapult Grip Throttle Friction Control Lever Speed Brake Switch Throttle Lever Microphone Switch Air Conditioning On-Off Switch Air Conditioning Increase-Decrease Switch Flying Tail Shift Circuit Breaker Stabilizer Electrical Trim Selector Switch Longitudinal Control System Selector Switch Stabilizer Emergency Trim Switch Aft Cockpit Emergency Trim Selection Indicator Light Rudder Trim Switch Rudder Trim Position Indicator Emergency Flaperette Power Control Lever Wheel Brakes Emergency Control Handle Speed Brakes Emergency Landing Override Switch Canopy Ground Control Switch

AFT COCKPIT PILOT'S INSTRUMENT PANEL

FRONT COCKPIT RIGHT - HAND PILOT'S CONSOLE

1.) Main Circuit Breaker Panel 2.) Cockpit Pressure Altimeter and Approach lights Panel 3.) Location ot Tail Skid Control Switch 4.) Blank Panel 5.) Exterior Lights Control Panel 6.) Interior Lights Control Panel 7.) Fuel Control Heat Switch 8.) G-2 Compass Control Switch 9.) Pitot and Airstream Direction Detector Heater Control Switch 10.) Engine Start Master Switch 11.) Fuel Master Switch 12.) Engine Crank Switch 13.) IFF Control Panel 14.) Coder Group Panel 15.) Fuse Panel 16.) Electronic Master Control Panel 17.) ARC-40 Radio Receiver Control Panel 18.) Flaperette Control Panel 19.) Flaperette Control Switch 20.) Wing Folding Control Lever 21.) Wing Locking Control Lever 22.) Spare Lamp and Fuse Panel 23.) Stabilizer Control Power Circuit Breaker Panel 24.) Utility Receptacle 25.) Auxiliary Hydraulic System Pressure Gauge 26.) Main Hydraulic System Pressure Gauge

14

27.) Auxiliary Hydraulic Pump Control Switch 28.) Combat Hydraulic System On-Off Control Lever 29.) UHF Command Set Control Panel 30.) ICS Control Panel 31.) Tacan ARN/21 Control Panel 32.) Battery Switch 33.) Generator Switch 34.) Generator Warning Light 35.) Voltmeter 36.) Inverter Changeover Switch 37.) Instrument Power Failure Warning Light 38.) Taxi Light Control Switch 39.) Aft Cockpit VGI Disabling Switch 40.) Radio Compass Control Panel ARN/6

RADAR CONTROL PANEL APG-30A :AI ~

A

R 0

- fE

:s

e

GATES

.~"'''I'''''

"

OUT

.,

-

ON

SlDIV MAN

Off

MAX RANGE

~-~ ......

1.) Wheels and Flaps Position Indicator 2.) Speed Brakes Position Indicator 3.) Tailpipe Temperature Indicator 4.) Oil Pressure Indicator 5.) Angle-Ot-Attack Indicator 6.) Low Fuel Boost Pressure Warning Light 7.) Fire Warning Lights 8.) Airspeed and Mach No. Indicator 9.) Armament Master Switch Selection Indicator Light 10.) Fire Warning Lights Circuit Test Switch 11.) Gyro Horizon Indicator 12.) LABS Selection Indicator Light 13.) Dive and Roll Indicator 14.) Accelerometer 15.) Low Fuel Level Warning Light 16.) Emergency Instrument Light Switch 17.) Absolute Stabilizer Position Indicator 18.) Fuel Flowmeter 19.) Fuel Quantity Gauge Press-To-Test Switch 20.) Fuel Quantity Indicator 21.) Hook Position Warning Light 22.) Arresting Hook Control Handle 23.) Arresting Hook Raising Push Button Switch 24.) Cross-Pointer Course Indicator 25.) Clock 26.) Course Indicator 27.) Range Indicator

28.) 29.) 30.) 31.) 32.) 33.) 34.)

Turn-and-Bank Indicator Rate-Of-Climb Indicator Altimeter Radar Altimeter Tachometer Indicator Airstart Emergency Igniter Control Landing Gear Normal Control Lever and Landing Gear Unlocked Warning Light 35.) Landing Gear Up Warning Light and Test Switch

UHF CONTROL PANEL AN/ARC-27A

15

AFT COCKPIT LEFT - HAND. PILOT'S CONSOLE

1.) Oxygen Tube 2.) G-Suit Pressure Control Valve 3.) Microphone and Headset Plug 4.) Emergency Flaperette Air Pressure Gauge 5.) Blank Panel 6.) Blank Panel 7.) Liquid Oxygen Quantity Gauge 8.) Console Air Conditioning Outlet Control Handle 9.) Wing Flaps Control Lever 10.) Fuel Flow Warning Lights 11.) Engine Emergency Fuel System Indicator Light 12.) Engine Fuel System Selector Switch 13.) Engine Fuel Pumps Warning Light 14.) Stores Emergency Release Handle 15.) Canopy Normal Control Lever 16.) Declutch Control Lever 17.) Landing Gear Emergency Control Handle 18.) Oxygen Regulator and Control Panel 19.) Catapult Grip 20.) Speed Brake Switch 21.) Throttle Lever 22.) Microphone Switch 23.) Stabilizer Electrical Trim Selector Switch 24.) Longitudinal Control System Selector Switch

25.) Stabilizer Emergency Trim Switch 26.) Forward Cockpit Emergency Trim Selection Indicator Light 27.) Rudder Trim Switch 28.) Rudder Trim Position Indicator 29.) Emergency Flaperette Power Control Lever 30.) Wheel Brakes Emergency Control Handle 31.) Speed Brakes Emergency Landing Override Switch 32.) G-Suit Tube Receptacle

Wing Fold Control Panel Front Right Console

16

AFT COCKPIT RIGHT - HAND PILOT'S CONSOLE

1.) Blank Panel 2.) Interior Lights Control Panel 3.) Engine Start Master Switch 4.) Fuel Master Switch 5.) Engine Crank Switch 6.) Blank Panel 7.) Fuse Panel 8.) Electronic Master Control Panel 9.) Radio Receiver Control Panel ARR-40 10.) Flaperette Control Switch 11.) Blank Panel 12.) Blank Panel 13.) Blank Panel 14.) Spare Lamp and Fuse Panel 15.) Utility Receptacle 16.) Auxiliary Hydraulic System Pressure Gauge 17.) Main Hydraulic System Pressure Gauge 18.) Auxiliary Hydraulic Pump Control Switch 19.) UHF Command Set Control Panel 20.) ICS Control Panel 21.) Radio Compass Control Panel ARN/6 22.) Battery Switch 23.) Generator Switch 24.) Generator Warning Light 25.) Voltmeter 26.) Instrument Power Failure Warning Light 27.) Cockpit Pressure Altimeter 28.) TACAN ARN/21

Alternate Fuel Control Panel Left-Hand Console

17

COMMUNICATIONS

AND

ASSOCIATED

ELECTRONIC

EQUIPMENT

AN/ARC-27A

Two way voice communication

Line of sight

Right console (both)

AN/ARA-25

Navigation or homing

Line of sight

Right console (both) (see note)

AN/ARN-6

Navigation (ADF)

200 statute miles

Right console (both) (Indicator on instrument panel!

AN/ARN-21

Navigation ITACAN)

Line of sight for bearings, 195 nautical miles for range display

Right console (both) (Indicator on instrument panel!

AN/ARR-40

Navigation, homing or communication

Line of sight

Right console (both) (Indicator on instrument panel!

AN/APX-68

Identification

Line of sight

Right console (fwd only)

AN/APA-89

Identification

The Naval Air Test Center (NATC) is responsible for determining an aircraft's suitability for use in the fleet. Additionally, they supply an evaluation team to the contractor's plant for a Navy Preliminary

Evaluation (NPE), a formal series of tests with the prototype models prior to the production aircraft's arrival at PAX River. Once at NATC, the Board of Inspection and Survey (BIS) conducted fleet suitability evaluations. Once BIS trials were completed the aircraft were retained for further development work.

Right console

Range Indication for sight unit

AN/APG-30A

NAVAL AIR TEST CENTER (NATC), NAS PATUXENT RIVER MARYLAND

AN/APN-22

Altitude indication above terrain and water

GAEC designed model

Internal communication

3000 yards maximum

Left console (fwd only) (Tone control on anti-blackout panel!

(See AN/APN-22 paragraph, this section)

Indicator on instrument panel (both)

Right console (both)

~: Quantity In pounds Is based on a density of 6.5 Ib/gal for JP-4 fuel.

FUEL QUANTITY DATA-

100\ RPM

NO.

USABLE FUEL, LEVEL FLIGHT (each)

Gallons

POWlds

594.5

3664

Afl

236

1534

Wing

107.5

699

Forward Fuselage Fuselage

USABLE FUEL LEVEL FUGHT (each)

UNUSABLE FUEL LEVEL FLIGHT (each)

Gallons 16.5 0

UNUSABLE FUEL LEVEL FLIGHT (each)

EXPANSION SPACE (each)

TOTAL VOLUME (each)

Pounds

Gallons

Pounds

Gallons

Pounds

Gallons

Gallons

107

572.4

3721

38.6

251

19

630

236

1534

0

107.5

699

0.5

0

0.5

18

0

243 4

112

19

Above, F9F-8T BuNo 142441 was assigned to the System Test (ST) at NAS Patuxent River, MD, in 1959. (Nick Williams) Below, NATC Flight Test F9F-8T BuNo 142438 during carrier trials aboard CVA·59 with CDR Allan Shepard at the controls. (via Corky Meyer) Bottom, two NATC F9F-8Ts during carrier trials with BuNo 142463 in the foreground. (NMNA)

• PI_ C

I"

NAVY

Above, an NATC Systems Test F9F-8T BuNo 142442 conducts a refueling test from an NATC F4H-1 fitted with an experimental refueling pod. (USN) Below, Flight Test F9F-8T BuNo 142438 being hoisted aboard a carrier for carrier trials. (Grumman)

Above, USAF F-84F refuels a NATC F9F-8TfTF-9J near Patuxent River, MD. (National Archives)

1n2 Scale

"

DlIe&AI. •

l'~';,--------~

o'

NC1Ol1NCI

,U 1001, T• • lILO.C.

20

21

I MARINE

TRAINING

SQUADRON

Marine Training Squadron One (VMT-1) was established on 1 July 1958 with the primary mission of instrument flight training. The squadron became Marine Combat Crew Readiness Group when the Vietnam War began. During this period the Cougars were replaced with Douglas TA-4J two-seaters, a much more capable aircraft than the TF-9J. The unit was redesignated VMT-203

ONE,

VMT-1

on 4 December 1967 and latter became VMAT-203 on 1 May 1972.

Below, 2nd MAW VMT-1 F9F-8Ts BuNos 147317 and 147328 near MCAS Cherry Point, NC, in 1962. Aircraft were white with da-glo red trim. (USMC via Fred Roos) Bottom, VMT-1 F9F-8T BuNo 147328 inflight in 1962. (USMC)

Above and below, VMT-1 F9F-8TsfTF-9Js BuNos 142444, 142459, and 142451 in flight near MCAS Cherry Point, NC, on 20 June 1964. Da-glo red trim has faded to the point where it provides very little contrast to the aircraft's dirty white fuselage and wings. (USMC)

22

23

BE MARINES .. MT I

MARINE INSTRUMENT TRAINING SQUADRON TEN VMIT-10 VMIT-10 was established on 1 December 1951. During the Korean War, the squadron became part of the Marine Training Group (MTG); after the Warthe VMIT-10 designation was reinstated. The unit was disestablished at MCAS EI Taro, CA, in 1958 and its assets and those of VMAT-10 were acquired by the newly estab-

Above, VMT-1 BuNo 147316 in flight on 4 October 1960. (USMC) Below, VMT-1 TF-9J BuNo 147317 in May 1964. (Lionel Paul) Bottom, VMT-1 TF-9J BuNo 147420 at MCAS Cherry Point, NC. Aircraft was white with dark red trim. (William Swisher)

--- ----

24

25

lished Marine Training Squadron Two (VMT-2).

Below, VMIT-10 F9F-8T BuNo 142485 was painted white with red-orange trim. (Clay Jansson via William T. Larkins) Bottom, VMIT-10 F9F-8T BuNo 142474 in flight over the Pacific Ocean. (USMC via William T. Larkins)

MARINE TRAINING SQUADRON TWO VMT-2 VMT-2 was established in 1958 from assets of VMAT-10, VMFT-10 and VMIT-l0. The squadron was located at MCAS EI Taro, CA, until May 1966 when it transferred to MCAS Yuma, AZ. The squadron was redesignated VMT-103 on 1 July 1966.

Above, VMT-2 flightline at MCAS EI Toro, CA; BuNo 147279 is in the foreground followed by BuNo 146391. (USMC via Fred Roos) Below, VMT-2 F9F-8T BuNo 147280 at NAS Lemoore, CA, on 8 July 1961. (William Swisher) Below middle, VMT-2 TF-9J BuNo 147367 at NAS Alameda, CA, on 30 October 1965. (William T. Larkins) Bottom, all-white VMT-2 TF-9J BuNo 147378 at MCAS EI Toro, CA, on 14 March 1965. Note unusual red tail stripe covering the "SO" tail code. (William Swisher)

Above, freshly painted white and da-glo red VMT-2 F9F-8T with 1st Lt Michael P. Sullivan at the controls is directed to its parking spot at MCAS EI Toro, CA, on 15 September 1959. (NMNA) Bottom, VMT-2 flightline at EI Toro with BuNo 147279 in the foreground. (USMC)

26

27

MARINE TRAINING SQUADRON ONE-ZERO-THREE VMT-103 Marine Training Squadron Two (VMT-2) was redesignated Marine Training Squadron One Hundred and Three (VMT-103) on 1July 1966 at MCAS Yuma, AZ. The squadron's primary mission was that of advanced instrument training. The squadrons TF-9J Cougars were replaced with Douglas TA-4J two-seat Skyhawks.

HEADQUARTERS

&

MAINTENANCE

H&MS-11 was activated as Flight 1, 2nd Air Squadron, Marine Flying Field, Marine Barracks, Quantico, VA, on 1 December 1921. After numerous designation changes, the unit was named Headquarters Squadron Eleven at the end of WWII. On 15 February 1954, the squadron was redesignated H&MS-11 .

VMT-103 was disestablished on 31 May 1972. Below, VMT-103 TF-9J BuNo 146392 at MCAAS Yuma, AZ, on 11 March 1967. Aircraft was white and dark red. (William Swisher) Bottom, VMT-103 TF9J BuNo 147276 at MCAAS Yuma on 11 March 1967. (William Swisher)

In March 1958, the unit deployed in support of American efforts relating to the military crisis between Taiwan and mainland China. On 7 JUly 1965,

147;381

--:-;p 28

SQUADRON

29

ELEVEN,

H&MS-11

H&MS-11 relocated to DaNang, Viet Nam. The squadron's TF-9Js were operated in the Fast FAC role. The unit departed the war zone for MCAS EI Toro on 1 June 1971. H&MS-11 was redesignated MALS-11 in October 1988.

Below, H&MS-11 TF-9J BuNo 147411 at NAS North Island, CA, on 15 November 1967. (Clay Jansson) Bottom, H&MS-11 TF-9J BuNo 147381 over Mt. Fuji, Japan, in September 1968. (USN)

HEADQUARTERS & MAINTENANCE SQUADRON THIRTEEN,

H&MS-13

d

Above, H&MS-11 TF-9J BuNo 147384 landing at NAF Atsugi, Japan, on 20 August 1963. (T. Matsuzaki) Below, H&MS-11 TF-9J BuNo 147391 at NAS North Island, CA, on 15 November 1967. (William Swisher)

At the onset of the Korean Conflict, Headquarters and Service Squadron Thirteen was reactivated on 15 March 1951 at MCAS EI Toro, CA. It was transferred to MCAS Kaneohe Bay, HI, in 1952, where on 27 February 1954 it was redesignated Headquarters and Maintenance Squadron Thirteen. The squadron deployed for four

HEADQUARTERS

& MAINTENANCE

Above right, H&MS-12 TF-9J BuNo 147409 in white with da-glo red trim. (USN)

SQUADRON

H&MS-12 was formed at K-6 in Korea on 15 February 1954 during the Korean War. In 1955, H&MS-12 moved to MAF Iwakuni, Japan. The squadron stayed in Japan and during

30

TWELVE,

months to NAF Atsugi, Japan, in late 1958 and was reassigned to the 1st MAW at MCAF Iwakuni, Japan. The unit returned to Kaneohe Bay in February 1959. In September 1966, the Outlaws deployed to Chu Lai, Republic of Vietnam where the squadrons TF-9Js flew combat as Fast FAC aircraft. The squadron returned to EI Toro in October 1970 where they were redesignated MALS-

H&MS-12

the Vietnam War it operated out of Chu Lai from 1965 through 1970. Like most H&MS squadrons, the unit operated two-seat Cougars during the 1950s-1960s.

31

13 in October 1988.

Above, H&MS-13 TF-9J BuNo 147384 takes-off from Chu Lai with Zuni rocket pods under the wings. (USMC) Below, H&MS-13 TF-9J BuNo 147390 at Chu Lai. (USMC) Bottom, H&MS-13 family portrait with a TF-9J between a C-47 and an F-8A. (USMC)

I

HEADQUARTERS

&

MAINTENANCE

SQUADRON

FOURTEEN,

H&MS-14 I

MARINE AIR REPAIR SQUADRON SEVENTEEN, MARS-17 MARINE AIRCRAFT MAINTENANCE SQUADRON SEVENTEEN, MAMS-17

Headquarters and Maintenance Squadron Fourteen was established on 15 February 1954 at MCAS Edenton, NC, and was equipped with AD-4B, AD-5 and AD-5N Skyraiders. The squadron moved to nearby Cherry Point when Edenton closed. During the early 1960s, personnel from H&MS-14 serviced and flew the A4D-2, T2V, F9F-8T, AD-5, and R4D8 aircraft. H&MS-14 became a Marine Aviation Logistics Squadron (MALS14) on 30 September 1988.

HEADQUARTERS

& MAINTENANCE

SQUADRON

MARS-17 was established on 1 July 1953 at Itami, Japan, as part of Marine Wing Service Group 17. Its primary mission was to provide maintenance and repair facilities for Marine aircraft. The squadron relocated to MCAF Iwakuni, Japan, on 3 November 1954. From Iwakuni the squadron moved to various locations in the Far East for periodic excercises and maneuvers. The squadron was redesignated MAMS-17 on 1 January 1964 and the mission of furnishing logistical support to the wing was

FIFTEEN,

added. The US build-up in Vietnam dramatically increased the squadron's logistic flights in and around the war zone. The squadron relocated to Da Nang on 31 July 1966 and was redesignated H&MS-17 on 1 September 1966.

Below, MAMS-17 TF-9J BuNo 147391 at NAF Iwakuni, Japan, in 1965. Aircraft was white overall with black trim. (via Nick Williams) Bottom, MARS-17 BuNo 147395 in flight in May 1962. (NMNA)

H&MS-15 .1 ;

~

sz

."

..:::

~~~~147-391

,I M~~Rf./£5~:'--4:;;;;iiiiiiiiiiiiiiiiiiliiiiiiiiiiiiiiiiii

The unit was established on 1 March 1942 at Camp Kearney, San Diego, CA, as Headquarters and Service Squadron 15. On 1 July 1942, the squadron was redesignated Headquarters Squadron 15 and on 24

February 1954 the squadron became Headquarters and Maintenance Squadron 15 (H&MS-15). In August 1966, the squadron was transferred from MCAS EI Toro to MCAF Iwakuni, Japan, from where the squadron sup-

32

ported the Vietnam War. Above, HAMRON-15 F9F-8T near MCAS EI Toro, CA, in 1958. (Clay Jansson) Below, H&MS-15 F9F-9T at EI Toro. (USMC)

33

AIR FMF PAC

MARINE AIRCRAFT REPAIR SQUADRON 37 MARS-37 Headquarters Squadron 3rd MAW was redesignated Marine Aircraft Repair Squadron ThirtySeven (MARS-37) on 1 July 1953 at MCAS Miami, FL. The squadron transferred to MCAS EI Toro, CA, in July 1955. During the four years from 1957 to 1960, the squadron was the recipient of seventeen consecutive quarterly AIR FM PAC Safety Awards for flying a total of 31,784 hours without an accident. The squadron was redesignated MAMS-37 on 1 January 1964.

Below, AIR FMF PAC F9F-8T BuNo 147382 at MCAS EI Toro, CA, on 16 September 1961. (William Swisher)

TRAINING

SQUADRON

FOUR,

VT-4

"RUBBER

On 1 May 1960, Basic Training Group Nine (BTG-9) was redesignated Training Squadron Four (VT-4) at NAS Pensacola, FL. The squadron was formed around the new T2J-1 Buckeye jet trainer. In December 1965, the T-2A (T2J-1) was replaced by the twin-engined T-2B. The squadron's mission of providing jet air-to-air gunnery and initial carrier qualification training for all basic jet students was changed to jet transition, precision aerobatics, basic radio instruments, formation, night fly-

DUCKS"

ing, air-to-air gunnery, and carrier qualifications. In October 1972, the squadron also picked up the mission of advanced jet training. In preparation for this, the squadron acquired a number of TF-9Js starting in September. TA-4Js were acquired in November 1973 to fullfill this mission. The Cougars were only used through February 1974 with the last F-9 being transferred out on 1 March.

Below middle, MARS-37 F9F-8T BuNo 147319 at EI Taro on 16 September 1961. (Swisher) Bottom, MARS-37 F9F-8T BuNo 147319. (NMNA)

Above, BuNo 146386 in 1973. (Fred Roos) Below, BuNo 147287 in 1973 with blue rudder stripes. (Fred Roos) Bottom, BuNo 147356 at McGuire AFB on 14 April 1973. Note unusual slant of the #2 on the 2F tail-code. (Don Spering AIR)

34

35

TRAINING

SQUADRON

TEN,

VT-10

VT-10 was established at Sherman Field, Pensacola, FL, on 15 January 1968 when the Naval Aviation Flight Officer School was reorganized. The squadron was charged with two missions. The first was to provide basic academic and in-flight training for non-pilot aviation officers and officer candidates to prepare them for advanced training leading to eventual designation as Naval Flight Officers (NFOs). The second mission was to prepare students for advanced training leading to eventual designation as Air Intelligence Officers. To fulfill this mission VT-10

"WILDCATS" was equipped with eleven T-1 A jet trainers (see NF41 Lockheed T-1A) and UC-45Js. In 1970, the UC-45Js were replaced by North American T-39D Sabreliners and in 1971 the T-1 As were replaced by eight TF-9J Cougars. The first T-2B Buckeye arrived to replace the TF-9Js on 16 October 1973. The last Cougar training flight was conducted on 18 December 1973 with the last F-9 being turned over to the Naval Aviation Museum on 28 December 1973.

VT-4 Above, VT-4 TF-9J BuNo 147286 at McGuire AFB, NJ, on 7 September 1973. (Don Spering AIR) At right, VT-4 TF-9J BuNo 147344 after shearing its left main gear and nose gear in 1973. (via Burger) Bottom, VT-4 TF-9J BuNo 147402 at NAS Quonset Point on 1 July 1973. (Don Spering AIR)

-,AI

Above, VT-10 TF-9J BuNo 146405 at NAS Miramar, CA, on 13 October 1973. Note abscense of nose mounted refueling probe on VT-10 aircraft. (Bob Lawson via NMNA) Below, VT-10 TF-9J BuNo 147427. (Fred Roos)

36

37

ADVANCED

TRAINING

UNIT TWO - ZERO - TWO,

ATU-202

ATU-102 was established on 1 October 1952 at NAAS Kingsville, TX, flying the F6F-5 Hellcat. They started receiving the F9F-2 in September 1953 and were redesignated ATU202 in April 1954. In late August early September 1955, the F9F-5 started to replace the F9F-2. In January 1958, Grumman Cougars started replacing the Panthers. The Panthers operated alongside the F9F-8B/8T until June 1959. ATU-202 became VT-21 in May 1960. Above, VT-1 0 TF-9J BuNo 146355 on 8 June 1972 at McGuire AFB, NJ. (Don Spering AIR) Below, VT-1 0 TF-9J BuNo 147299 with speed brakes open. (Fred Roos) Bottom, VT-10 TF-9J BuNo 147412 at NAS Pensacola, FL, on 12 October 1973. (Fred Roos)

TRAINING

SQUADRON

TWENTY - ONE,

VT-21

On 12 May 1960, ATU-202 was redesignated VT-21 at NAAS Kingsville, TX. Within the first year, the squadron flew 15,216 consecutive accident-free hours, the first advanced jet training squadron to surpass 15,000 hours. In 1962, and 1965 while flying the Cougar, the squadron received the Chief of Naval Operations Aviator Safety Award. On 6 June 1969, VT-21 started receiving the training command's first TA-4J Skyhawks as replacements for its

38

39

"REDHAWKS"

Above, ATU-202 F9F-8T BuNo 142993 at MCAAS Yuma, AZ, on 19 March 1960. (William Swisher) Below, VT-21 TF-9J BuNo 146370 at MCAAS Yuma, AZ, on 16 March 1963. (William Swisher)

two-seat Cougars. The transition was completed by October 1969.

ADVANCED

Above VT-21 TF-9J BuNo 147374 at NAS Dallas, TX, on 4 May 1968. (Fred Roos) Below, VT-21 TF-9J settles off the angle on the US'S Lexington (AVT-16) in December 1968. (Don Priest) Bottom, two VT-21 TF-9Js with a TAF-9J inflight. (USN)

TRAINING

UNIT TWO - ONE - TWO,

The first jet training squadron, ATU-6, was established on 13 June 1949 at NAS Corpus Christi, TX. The unit was redesignated Jet Transition Unit One (JTU-1), and on 8 September 1949 began teaching a four week, 30-hour jet transition course.The course was open to newly designated Naval Aviators that had completed the VF advanced syllabus, were carrier qualified and had completed the All-Weather Flight School at Corpus Christi. On 20 August 1951, the squadron was transferred to NAAS Kingsville, TX, and redesig-

nated ATU-3. In October 1952, the squadron became ATU-200. The squadron was equipped with Lockheed TO-1/2s and continued to be part of the 148 hour jet syllabus for the next five years. In June 1955, the squadron was redesignated ATU212. In February 1958, it began to receive the F9F-8B/-8T Cougar. ATU212 became VT-22 in May 1960.

Below, ATU-212 F9F-8T BuNo 146359 (USN via Barry Miller)

Below, VT-22 TF-9J BuNo 147369 taxi is out for a training mission in December 1968. (Don Priest)

40

41

ATU-212

TRAINING

SQUADRON

TWENTY - TWO,

VT-22

VT-22 was established on 1 May 1960 when ATU-212 was redesignated Training Squadron Twenty-Two. In 1961, the squadron received the CNO Safety Award for Fiscal Year 1960. The unit also evaluated the F8U-H "Two-Sader" with four students given training and one becoming the first 1,000 mph student pilot in the Navy. In 1965, air-to-air and gunnery tactics were added to the training syllabus and VT-22's CO became the only F-9 CO to receive the 1,000 hour accident-free award. In August 1970, VT-22 transitioned to the TA-4J

"GOLDEN EAGLES" Skyhawk which were replaced with T45As in 1994. Currently the squadron is one of two T-45B Goshawk squadrons at NAS Kingsville, TX.

Below, white with red trim VT-22 TF-9J BuNo 147366 at NAS Lemoore, CA, on 21 September 1968. (William Swisher) Bottom, VT-22 TF-9J BuNo 143007 inflight over North Field, NAAS Kingsville, TX, on 9 January 1963. (USN)

Above, twelve VT-22 TF-9Js during a Midshipman indoctrination flight over Kingsville, TX, on 21 June 1963. (USN) Below, two VT-22 TF-9Js during carrier qualifications. (USN)

42

43

TRAINING

SQUADRON

TWENTY - THREE,

VT-23

ATU-222 was redesignated VT23 at NAAS Kingsville, TX, on 11 November 1958. The squadron specialized in advanced gunnery and missile tactics while equipped with the Grumman F11 F-1 Tiger.

Above, VT-22 TF-9J BuNo 147292 at NAS Moffett Field, CA, in September 1969. (Tom Roos) Below, VT-22 TF-9J BuNo 143012. (Fred Roos) Bottom, student pilot taxi is a VT-22 TF-9J in 1968 during carrier qualifications aboard the USS Lexington (AVT16). (Don Priest)

Below, VT-23 TF-9J launches from the deck of the USS Lexington (CVT-16). (NMNA)

44

In 1965, VT-23 was equipped with single-seat TAF-9Js and twoseat TF-9J Cougars. On 2 September 1966, CDR Warren H. Lowans relieved CDR Ralph E. Sykes as CO. CDR Lowans was relieved by CDR J. D. Anthony on 8 September 1967. During calender year 1967, VT-23 flew a total of 32,877.8 flight hours, an increase of nearly 4,000 hours over 1966. On 30 August 1968, CDR Charles C. Keathley relieved CDR Anthony as CO. In May 1969, while operating 64 aircraft, the squadron

45

"PROFESSIONALS" established an Advanced Training Command flight-hour record of 1,318.8 hours in a single week. In 1970, the Cougars were replaced with the TA-4J Skyhawk. The last Cougar was transferred out on 23 June 1970. The T-2C Buckeye replaced the Skyhawks in October 1972 and in July 1994, the unit transferred to NAS Meridian, MS. In October 1997, the squadron transitioned to the T-45 Goshawk. VT-23 was disestablished on 9-30-99. Known TF-9Js assigned to VT-23 in 1966 were: BuNos 142449 (300/3H), 142455 (301), 142516 (302), 142958 (303), 142993 (304), 142999 (305),147315 (306),146348 (307), 146368 (308), 146416 (309),

VT-23 PROFESS 0

142450 (310), 142493 (311), 142491 (312), 147405 (313), 142461 (314), 146403 (315), 142468 (316), 142453 (317), 142497 (318), 147336 (319), 146369 (320), 146405 (321), 142495 (322), 146418 (323), 147421 (324), 147418 (325),147300 (326),142487 (327), 146343 (328), 142524 (329), 147351 (330), 147286 (331), 147320 (332), and 147308 (333). In 1967, aircraft assignments were the same except for the following side numbers: BuNos 146364

(307), 147304 (324), 142437 (334), 146346 (335), 147375 (336), 146371 (337), 146411 (338), 147305 (339), 147382 (340), 147362 (341), 146384 (342), 142456 (343), and 147400 (344). In 1968, the foillowing nose number changes occurred: 147315 (306), 147393 (309), 147405 (313), 147400 (314), 142506 (316), 147351 (330), 142449 (333), 142472 (343), and 147425 (344). In 1969, the following nose number changes were made: 146396 (310), 146361 (317), 142470 (318), 146372 (334), 147303

46

A

S

Above, VT-23 TF-9J BuNo 147300 landing at NAS Willow Grove, PA. The late VT-23 scheme was very colorful. Nose marking and aft fuselage stripes were a medium metallic style blue. (Picciani) Below, VT-23 TF-9J during carrier qualifications. (USN)

(336), 146416 (345), 142443 (346), 147374 (347), 142454 (348), 146365 (349), and 146363 (350).

Above, VT-23 TF-9J 310/3H banks away from TF-9J BuNo 142481 in flight with TAF-9J BuNo 131136 near NAAS Kingsville, TX. (USN) Below, VT-23 TF-9J BuNo 142455 with all-red tail. (Fred Roos via Steve Ginter) Bottom, VT-23 TF-9J BuNo 147405 at McGuire AFB, NJ, in March 1970. (Don Spering AIR)

47

ADVANCED

TRAINING

UNIT TWO - ZERO - THREE,

The Navy's first all-jet training base was NAAS Chase Field, Beeville, TX, home for the Grumman F9F-8/8B Cougar Advanced Training Squadrons ATU-203 and ATU-213. ATU-203 was established on 1 July 1954 with F9F-2 Panthers. By the end of 1959, ATU-203 had followed in NAAS Kingsville based ATU-222's footsteps by equipping with the supersonic Grumman F11 F-1 Tiger for advanced training and Sidewinder missile familiarization. In June 1960,

48

ATU-203

Advanced Training Unit 203 was redesignated Training Squadron Twenty-Four (VT-24).

Above, ATU-203 F9F-8T BuNo 142519 at NAS North Island, CA, ON 12 September 1959. (William Swisher) Below, Above, VT-24 F9F-8T BuNo 142526 at NAS Alameda on 14 May 1961. (NMNA)

TRAINING

SQUADRON

TWENTY - FOUR,

VT-24 was established, under the command of CDR S. H. Tharp, on 1 May 1960 from elements of ATU-203. The Bobcats adopted the motto "Top Quality" during its F9 years and frequently painted the motto on the aft fuselage of its Cougars. In September 1964, the squadron received the CNO Safety Award. In June 1972, the unit received a second CNO award for flying 47,000 accident-free hours in the preceeding 21-months. The TF9J Cougar was replaced at VT-24

49

VT-24

"BOBCATS"

with the Douglas TA-4J Skyhawk in late 1971 and the squadron was disestablished on 18 September 1992.

Below, well-worn VT-24 TF-9J BuNo 142479 at NAS Moffett Field, CA, on 16 October 1964. Note squadron insignia aft of cockpit. (William Swisher) Bottom, VT-24 TF-9J BuNo 147325 taxies at NAS Willow Grove, PA, in 1972. (Picciani)

:J:

3K

Above, VT-24 TF-9J BuNo 142474 takes the emergency wire on runway 14L at NAS Oceana on 19 April 1964. (NMNA) Below, all-white VT-24 TF-9J BuNo 142524 at NAS Alameda, CA, on 20 July 1963. (William Swisher) Bottom, VT-24 all-white with red lower rudder stripes TF-9J BuNo 147307 traps aboard the USS Lexington (AVT-16) in 1968. (Don Priest)

Above, VT-24 TF-9J BuNo 143000 at MCAS Yuma, AZ, on 19 March 1966. (William Swisher) Below, VT-24 TF-9J BuNo 147356 at Scott AFB on 6 November 1971. Rudder stripes were red. (Fred Roos) Bottom, VT-24 CAG bird, TF-9J BuNo 146396 with scalloped nose and tail trim at McGuire AFB on 27 March 1971. (Don Spering AIR)

50

51

ADVANCED

TRAINING

UNIT TWO - ONE - THREE,

ATU-213

Originally established on 1 July 1954 as ATU-204, the squadron was stationed at NAAS Chase Field, TX, with F9F-2 Panthers. In June 1955, the unit was redesignated ATU-213 to bring the squadron in line with the new numbering system based on base location (XX3 for Chase). ATU203's TV-2s were merged into ATU213 in July 1957. The F9F-2s were retired in December 1957, leaving only the TV-2s until the F9F-8T arrived in May 1958. In May 1960 ATU-213 was redesignated VT-25. Above, VT-24 TF-9J BuNo 147401 at McGuire AFB, NJ, on 10 May 1970. "TOP QUALITY" is stencilled aft of VT24 on the fuselage side. This legend was found frequently on VT-24 aircraft. (Don Spering AIR) At right, VT-24 TF-9J BuNo 142437 trapping aboard the USS lexington (CVT-16). Note outer weapons pylons under the wings. (USN) Below, VT-24 TF-9J BuNo 142483 at NAS lemoore, CA, on 26 October 1968. (William Swisher) Bottom, VT-24 TF-9J BuNo 142460 at NAS Miramar, CA, on 14 March 1970. Rudder stripes were red. (William Swisher)

TRAINING

SQUADRON TWENTY - FIVE VT-25 "COUGARS"

VT-25 was established under the command of CDR L. R. Bemis on 1 May 1960 when ATU-213 was redesignated Training Squadron TwentyFive. NAAS Chase Field was redesignated a Naval Air Station in July 1968 and VT-25 was selected "Top Jet" Squadron in 1969. The TF-9J Cougar was replaced with the Douglas TA-4J Skyhawk starting in late 1971. The last Cougar at Chase was retired from

from VT-25 in January 1973. The squadron was disestablished on 18 September 1992. Below, Training Wing Three CAG bird, VT-25 TF-9J BuNo 146395, was with green wing-tip stripes. Rudder stripes were top-to-bottom: blue, orange, yellow, green, red, then three green stripes on the lower rudder. (via Burger)

~NAVY VT-25

... •

52

53

146395 "L

.

!!I!II

~.

__

--

Above, VT-25 F9F-8T BuNo 142981 at NAS Point Mugu, CA, on 22 April 1961. (William Swisher) Below, during student carrier qualifications on 20 September 1967, a VT-25 TF-9J crashed into the sea after a catapult launch from the USS Lexington (CVT-16). Another VT-25 TF-9J waits its turn. (NMNA)

54

~-~-

~-.

"-

-

At left, VT-25 TF-9J BuNo 142979 missed all wires and hangs by its tailhook from the catwalk on 24 May 1966. The pilot jumped free of the cockpit and was recovered. (USN) At top, VT-25 TF-9J BuNo 142976 at NAS Point Mugu, CA, on 10 November 1963. (William Swisher) Above, VT-25 TF-9J BuNo 146417. Rudder stripes were green. (Fred Roos via Ginter) Below, VT-25 TF-9J BuNo 147359 at Scott AFB on 23 May 1970. (Fred Roos) Bottom, VT-25 TF-9J BuNo 147345 at McGuire AFB, NJ, on 4 September 1971. (Don Spering AIR)

55

TRAINING

SQUADRON

TWENTY - SIX,

VT-26

familiarization training (FAM) prospective Blue Angels.

On 1 May 1960, ATU-223 was redesignated VT-26 while equipped with 45 F11 F-1 (TF-11 A in 1962) Tigers. The primary mission at VT-26 was training students in advanced aerial weapons and tactics. The squadron was assigned two other collateral duties: augmenting NORAD in the interceptor role, and providing

ADVANCED TRAINING SQUADRON ATU-223

JET TRANSITIONAL TRAINING UNIT (JTTU)

In mid-1955, ATU-223 was established at NAAS Chase Field, TX, with the F9F-2 Panther. In March 1957, it became the first advanced training unit to receive the F9F-8 Cougar. In May 1960, ATU-223 was redesignated VT-26.

Originally established in 1954, JTTU based at NAS Olathe, KS, was disestablished in November 1959 and its assets and duties were transferred to Chase Field and ATU-223.

In 1967, the aging TF-11As were replaced by the Grumman TF-9J Cougar. The first TF-9J, BuNo 146378, was received from VT-21 on 2 March and the first F-9 class started on 7 March 1967. The final F-11 student completed flight training on 26 June and the last Tiger was transferred out on 13 July 1967. On 28 July, the first student, 1st LT T. R, Irvine, USMCR, completed the F-9 syllabus

Below, Jet Transitional Training Unit (JTTU) flightline in late 1959 with unmarked F11 F-1 at left, white and red da-glo Tiger in the center, and white and red da-glo F9F-8T at right. The squadron tail-code was "3U". (via S. Nicolau)

Above, Training Wing Three CAG birds VT-25 BuNo 147414, VT-24 BuNo 147371, and VT-26 BuNo 147299 in flight near Beeville, TX. (NMNA)

f

56

for

57

"FLYING

TIGERS"

Above, VT-26 TF-9J BuNo 147425. Tail was red with medium blue stripes above and below. Below, similarly trimmed TF-9J BuNo 142965 at MCAS EI Toro, CA, on 23 March 1968. (William Swisher) Bottom, VT-26 TF-9J BuNo 146376 in flight on 18 March 1968. (NMNA)

With the change to the TAF9JfTF-9J came a change in the student's syllabus. The squadron's Air Defense commitment was deleted and the student training mission was

expanded to encompass familiarization, low level navigation, instruments, tactics, air-to-ground weapons delivery, night flying and carrier qualifications. CDR R. P. Prichard assumed command on 29 May 1967 and suppeNised the transition out of 52 F11A Tigers and their replacement by 62 TF-9J Cougars. A series of serious accidents caused by material failures in the aging Tiger fleet had plagued the squadron in 1966-67. The transition to the Cougar would hopefully reverse this trend, but on 30 September 1967, ENS J. L. Hains suffered fatal injuries when he ejected from his F-9 in the landing pattern at Chase. In early 1968, the accidents continued with the loss of instructor under training LT James B. Connaughton on 29 January during a night formation flight in a TAF-9J. Two days later, a student pilot, LTJG Andrew L. Sekan, was also killed when he failed to pullout of a dive during an air-to-air engagement which started at 22,000 feet. Cause of the crash was never determined. On 26 April, CDR M. C. Pouls, Jr., took command. A non-fatal accident and ejection occurred on 10 August, due to an inflight fire in a TF9J flown by student pilot 1stLT R. J. Eisenlohr, USMCR. On 30 October, LTJG J. C. Williamson was forced to eject from his TF-9J after an engine fire had damaged the stabilizer control box relay during rocket firing runs. Another student pilot was killed on 4 November when an apparent lateral control malfunction in a TAF-9J

caused 1st LT Salibury to roll into the ground while in the landing pattern. At top, BuNo 147337 at an air show. Above, VT-26 TF-9J takes off from Willow Grove. (Picianni) Below, all-white VT-26 TF-9J BuNo 147332 misses all wires on the USS Lexington in 1968. (Don Priest) Bottom, all-white VT-26 BuNo 142274 on 1 February 1969 at NAS Alameda, CA. (NMNA)

58

In 1969, three more accidents occurred. On 18 February, LTJG Robert L. North died when he crashed his TF-9J on his final VT-26 training flight. The cause of the accident was never determined. On 6 September, LTJG Terry N. Roberts and his TF-9J were lost during a cat-

apult launch from the USS Wasp (CVS-18). Three days later, 1st LT Lawrence M. Rennell bingoed to NAS Corpus Christi after several wave-offs and landed with gear and flaps up and no fuel. The aircraft was heavily damaged. The squadron finished the year with CDR Alexander L. Kivlen in command. On 8 January 1970, CDR Eugene

59

Above, Chase Field Cougars with VT26 flanked by VT-25 and VT-24 on 19 March 1969. (USN) Below, VT-26 TF-9J BuNo 142509 on the USS Lexington's elevator in 1968. (Don Priest)

A. Corbett assumed command of VT26 and on 25 April he dedicated the squadron's new maintenance hangar. On 17 June, LTJG William G.

FLEET ALL WEATHER TRAINING UNITS FAWTULANT AND FAWTUPAC FAWTULANT and FAWTUPAC operated F3D SkyKnights, F4D Skyrays, TV2s, R4Ds and F9F-8Ts. In June 1958, NAS Key West based FAWTULANT merged with VF-101 to provide replacement pilot training for the Atlantic Fleet all weather fighter squadrons. NAS North Island based FAWTUPAC was redesignated VF(AW)-3 in May 1958.

Below, FAWTULANT F9F-8T BuNo 142469 in 1956/57. (via F. W. Roos) Bottom, FAWTUPAC F9F-8T BuNo 142468 in April 1958 at Van Nuys, CA. (Bude Donato via NMNA)

Meldrum ejected from his Cougar after completing carrier qualifications aboard the USS Lexington. On 27 July, the last single-seat AF-9J, BuNo 141633, was transferred out of VT26. CDR Corbett was relieved by CDR John R. Dunn on 18 November 1970.

In 1971, with the advent of the single-base concept, VT-26 was assigned the mission of the basic jet training squadron for Training Air Wing Three. With the change of mission came the T-2C Buckeye. The last F-9 was transferred out on 15 October 1971.

60

Above, VT-26 TF-9J BuNo 142965 at Scott AFB, on 17 July 1971. (Fred Roos) Below, VT-26 TF-9J BuNo 142978 at Eglin AFB, FL, in early 1971. (Tom Brewer via Fred Roos) Bottom, VT-26 TF-9J BuNo 147318 at NAS Miramar, CA, on 25 October 1967. (D. Kasulka via Fred Roos)

61

I FLEET AIR

RECONNAISSANCE SQUADRON ONE, VQ-1 "WORLD WATCHERS" I VO-1 's origins date back to 1951 (see NF37 Martin P4M-1/-10) and after a number of obscure designation changes became Electronic Counter-measures Squadron One (VO-1) on 1 June 1955. On 1 January 1960, while flying A3D-10/-20 Skywarriors (see NF46 Douglas A3D part 2, Fleet Whales), the squadron became Fleet Air Reconnaissance Squadron One (still VO-1). About this same time the squadron received a couple of F9F-8T two-seat Cougars. Throughout its life the squadron was

62

based in Japan with Dets in the Phillipines, Guam, and aboard most large West Pac CVAs.

Below, VQ-1 F9F-8T BuNo 147389 landing at NAF Atsugi, Japan, on 14 July 1960. The aircraft was faded da-glo red and white. (T. Matsuzaki) Bottom, VQ·1 F9F-8T BuNo 147397 at Atsugi on 1 August 1961. (T. Matsuzaki)

UTILITY SQUADRON

THREE,

VU-3 was established in December 1948 at NAS Santa Ana, CA, and was assigned the mission of furnishing radio-controlled drone aircraft for fleet target practice. After moves to NAS Miramar in 1950, NAAS Ream Field, Imperial Beach, in 1951, and NAAS Brown Field, San Ysidro, in 1956, VU-3 settled-in at NAS North Island, in 1961. While stationed at Brown Field, the squadron utilized KDA jet targets and FJ-3D2 control aircraft. These

63

VU-3 were replaced in 1962 with 02C targets and F4D-1 control aircraft. During the late '50s and early '60s a few F9F-8T/TF-9Js also were assigned to the squadron.

Below, VU-3 F9F-8T BuNo 147314 at NAAS Brown Field, CA, on 30 April 1960. (William Swisher) Below middle, VU-3 F9F-8T BuNo 147323 at Brown Field on 30 April 1960. (William Swisher) Bottom, VU-3 F9F-8T BuNo 142497 on 5 September 1961. (NMNA)

NAVAL AIR DEVELOPMENT CENTER JOHNSVILLE, PA. (NADMC)

•

UTILITY SQUADRON FIVE, VU-S UTRON FIVE "WORKHORSE OF THE FLEET" In order to provide utility services to the fleet in and around the islands of Japan, Utility Squadron Five (VU5) was established on 16 August 1950. UTRON Five was stationed at NAF Atsugi, Japan, with a detachment at NAS Cubi Point, PI. VU-5's primary mission was to provide targets for both the aerial and surface components of the fleet. The

I

squadron was redesignated Fleet Composite Squadron Five (VC-5) on 1 July 1965.

Below, VU-5 F9F-8T BuNo 147394 landing at NAF Atsugi, Japan, 6 September 1960. (Hisashi Ema)

Right, radar-nosed NTF-9J BuNo 146410 landing at NAS Willow Grove, PA. (Picianni)

VAH-3 I RVAH-3

"SEA

DRAGONS"

FIGHTER SQUADRON TWENTY - ONE, VF-21 "MACH BUSTERS" VAH-3 was established at NAS Jacksonville, FL, on 15 June 1956 from the assets of VP-34. An A3D squadron, VAH-3 merged with HATULANT on 10 June 1958 and took over the Atlantic Fleet A3D training responsibilities. This change in mis-

sion brought the F9F-8T to the unit in late 1958. In June 1961, VAH-3 became the A3J replacement squadron, too. The A3J/A-5A evolved into the RA-5C and the squadron was redesignated RVAH-3 on 1 July 1964. On 17 August 1979, the squadron

Above, RVAH-3 TF-9J BuNu 147337 with external boarding ladders in white with red trim. (via Burger) Below, RVAH-3 TF-9J BuNo 147362 at Andrews AFB, VA, in 1965. (NMNA)

was disestablished.

On 1 April 1945, VF-74A was established at Otis Field, MA, with the F4U Corsair. The squadron was redesignated VF-21 on 1 September 1948. In late 1957, the unit transitioned from the FJ-3 Fury to the F11 F Tiger. In June 1958, the squadron was assigned to Carrier Air Group Four and became responsible for training Atlantic Fleet aviators in advanced fighter tactics. VF-21 absorbed the disestablished FAWTULANT Det B personnel and aircraft and had the dual mission of fighter

-

~-----64

65

training and instrument training. The unit was flying Grumman F11 F-1 Tigers and Grumman F9F-8T Cougars when in November the first Skyhawks were received. VF-21 was redesignated Attack Squadron FortyThree (VA-43) on 1 July 1959.

Below, VF·21 F9F-8T BuNo 142467 in flight near NAS Oceana, FL, in March 1959. Aircraft was white with redorange trim. (NMNA)

ATTACK

SQUADRON

FORTY - THREE, VA-43

"CHALLENGERS"

,

Attack Squadron Forty-Three was established on 1 July 1959 when VF-21 was redesignated VA-43. Initially, the squadron provided replacement pilot training for both the F11F-1 and A4D-1/2. VA-43 only trained eight Tiger pilots before retiring the F11 F-1 s. The squadron took on a new mission which was to take over the instrument training mission from VA-44. For this mission TF-9Js were added to the squadron's complement of aircraft. On 1 June 1973, VA-43 was redesignated VF-43.

Below, VA-43 flightline at NAS Oceana, VA, with F9F-8T BuNo 147288 in the foreground on 15 January 1960. (USN via Barry Miller) Bottom, VA-43 TF-9J BuNo 146412 in flight near Oceana in 1965/66 with blue rudder trim on a white aircraft. (USN) Next page top, VA-43 TF-9J BuNo 147287 at NAS Oceana on 31 May 1967. (William SWisher) Next page middle, VA-43 TF9J BuNo 146351 in flight over NAS Oceana on 11 October 1966. The aircraft is being flown by VA-43's Executive Officer CDR Russell D. Kaulback. (USN)

ATTACK

SQUADRON

FORTY - FOUR,

(VA-44)

VA-44 was established on 1 September 1950 as Fighter Squadron Forty-Four (VF-44) with F4U Corsairs. The Corsairs were replaced with F2H-2 Banshees in December 1953. The squadron was redesignated VA-44 on 1 January 1956 and received F9F-8 Cougars in April 1956. Tandem-seat F9F-8T Cougars began replacing the single-seat versions on 23 January 1958. The twoplace Cougars were utilized to fulfill the squadron's new mission as a fleet replacement training squadron for

66

67

"HORNETS"

attack pilots. With receipt of A4D-1/2 Skyhawks in September 1958, the squadron took on the responsibility of training replacement Skyhawk pilots for the East Coast squadrons. The TA-4F replaced the Cougars in August 1966. VA-44 was disestablished on 1 May 1970.

Below, VA-44 TF-9J BuNo 147399 in flight over the Atlantic Ocean. (NMNA)

ATTACK

SQUADRON

FORTY - FIVE,

VA-45

VA-45 was established at NAS Jacksonville, FL, on 15 February 1963. This was the second VA-45 to be established and it took over the insignia and traditions of the first VA-45 which was disestablished in March 1958. The new Blackbirds were responsible for training future Skyraider aircrews and maintenance personnel. In this role they flew A-1 E/H Skyraiders and T-28B Trojans. In April 1964, the squadron's mission changed from the A-1 RAG to the Atlantic Fleet instrument training squadron. With this change in mission, the Skyraiders were replaced with Grumman TF-9J Cougars. They contin-

"BLACKBIRDS"

ued to operate the T-28Bs alongside the TF-9Js and moved to NAS Cecil Field, FL. The squadron started phasing out their TF-9Js in March 1967 when their first TA-4Fs arrived. The T28Bs left in 1969. The squadron was redesignated VF-45 on 7 February 1985 and was disestablished in March 1996. Below, VA-45 TF-9J BuNo 142465 at NAF Andrews in 1965. (Esposito via NMNA) Bottom, CAG-4 TF-9J BuNo 147339 at NAS Cecil Field on 23 May 1967. Rudder stripes were black, red, yellow, blue, orange and black. (William Swisher)

COMPOSITE

PHOTOGRAPHIC

SQUADRON

On 20 January 1951, VP-61 (the second VP-61) was established from elements of VC-61. On 5 March 1952, VP-61 was redesignated Photographic Squadron Sixty-One (VJ-61) and equipped with the AJ-2P Savage. VJ-61 became VAP-61 on 2 July 1956 and the squadron replaced its AJs with A3D-2P Skywarriors. VAP61 was redesignated Composite Photographic Squadron Sixty-One (VCP-61) on 1 July 1959. As VCP-61, the squadron picked up the light photgraphic mission and the F8U-1 P

....p ............'--------~--

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69

SIXTY - ONE,

VCP-61

Crusader. The unit was based at NAS Agana, Guam, and on 1 July 1961 reverted back to its former VAP-61 designation.

Below, VCP-61 F9F-8T BuNo 147390 landing at NAF Atsugi, Japan, on 21 May 1961. Note fully extended length of oleos during landing. (Hisashi Ema) Bottom, VCP-61 F9F-8T BuNo 147380 near San Diego in 1959. Note the black anti-glare panel extended aft of the canopy. (NMNA)

FIGHTER

PHOTOGRAPHIC

SQUADRON

SIXTY - ONE,

The parent squadron for VFP-61 was Composite Squadron Sixty-One (VC-61) which was established on 20 January 1949. VC-61 flew F8F-2P Bearcats, F4U-4P/5P Corsairs, F6F5P Hellcats, PB4Y-1 B Liberators and SNB-2Ps. These were followed by F9F-2P Panthers and F2H-2P Banshees. After the Korean War, F9F-6P and F9F-8P Cougars were added. On 2 July 1956, VC-61 was redesignated Fighter Composite Squadron Sixty-One (VFP-61) and acquired F8U-1 P Crusaders starting

VFP-61

in September 1957. VFP-61 became Composite Photographic Squadron Sixty-Three (VCP-63) on 1 July 1959.

Below, VFP-61 F9F-8T over its home base, NAS Miramar, CA, on 17 July 1957. (National Archives) Bottom, VFP61 F9F-8T BuNo 142466 at NAS Miramar, on 10 August 1957 with a squadron F9F-8P in the background. (William T. Larkins)

COMPOSITE PHOTGRAPHIC SQUADRON SIXTY - THREE, VCP-63 On 1 July 1959, Fighter Photographic Squadron Sixty-One (VFP-61) was redesignated Composite Photographic Squadron SixtyThree (VCP-63) when the Douglas A3D-2P Skywarrior joined the unit's F9F-8P photo-Cougars and F8U-1 P photo-Crusaders. The squadron was tasked with both the light photographic and heavy photographic missions.

On 1 July 1961, the squadron was redesignated Fighter Photographic Squadron Sixty-Three (VFP-63) and its A3D-2Ps were transferred out and the squadron reverted back to the light photographic mission only.

Below, VCP-63 F9F-8T BuNo 147414 near Yuma, AZ, in December 1959.

FIGHTER SQUADRON ONE - ZERO - ONE VF-101 "GRIM REAPERS" VF-101 was established on 1 May 1952 with F2H Banshees. Skyrays arrived in August 1956 and in April 1958, under a reorganization plan for carrier aviation, VF-101 became the East Coast's F4D-1 and F3H RAG. In this role, VF-101 was equipped with F4D-1 Skyrays, F3H-2 Demons, and F3D-2T2 SkyKnights (from merged FAWTULANT). In 1959, two TV-2s were added and in

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71

1960 a number of F9F-8Ts were acquired When the F4D-1 sand F3Hs were retired the squadron became the F-4 RAG. By 1962, the only aircraft assigned were F-4B Phantoms and some TF-9Js.

Below, VF-101 F9F-8T BuNo 147282 prepares for a training mission with a student and instructor aboard. (USN)

FIGHTER

SQUADRON

ONE - ELEVEN,

VF-111

VF-111 was originally established as Fighter Squadron Eleven (VF-11) on 10 October 1942 at NAS North Island, CA. During the war, the squadron flew F4F-4 Wildcats and F6F Hellcats while downing fifty-six Japanese aircraft. While flying F8F-1 Bearcats in July 1948, the squadron was redesignated VF-111. The squadron transitioned to F9F-2 Panthers in 1950 and took them to war in Korea. After the war, VF-111 transitioned to swept-winged F9F-6 and F9F-8 Cougars. It was during this

"SUNDOWNERS"

I

REPLACEMENT CARRIER AIR GROUP I WING TWELVE, CVG-12 I CVW-12 I

period that at least one F9F-8T was also assigned to the unit. In June 1957 the FJ-3 Fury replaced the Cougars and the squadron was redesignated VA-156 on 19 January 1959.

In April 1958, Readiness Attack Carrier Air Wing Twelve was established. It had eight squadrons assigned: VF-121, VA-122, VAH-123, VF-124, VA-125, VAlVF-126, VA127 and VA-128. Of these, VF-121, VF-124, VFIVA-126 and VA-127 flew the 2-seat Cougar.

Below, two views of VF·111 F9F-8T BuNo 142471 in 1957. The photo with the large VF·111 insignia on the aft fuselage was taken at NAS Oakland, CA, on 15 September 1957.

Below, CVG-12 F9F·8T BuNo 147372 at NAS Miramar, CA, on 25 June 1960. (William Swisher) Bottom, CVW-12 TF9J BuNo 147312 at NAS Miramar, CA, on 1 August 1964. (William Swisher)

---

72

73

FIGHTER

SQUADRON

ONE - TWENTY - ONE, VF-121 "PACEMAKERS" and shortly thereafter the F9F-2 Panther. F9F-5s replaced the F9F-2s and the squadron was redesignated VF-121 on 4 February 1953. In late 1953 the unit received F9F-6 Cougars, which later were replaced with F9F-8s. These were followed by FJ-3M Furys in 1956 and F11F-1 Tigers in 1958.

VF-121 started out life as NAS Los Alamitos, CA, reserve squadron VF-781 on 1 July 1946. The squadron was initially equipped with F6F-5 Hellcats. The squadron volunteered for active duty during the Korean War and transitioned to the F4U-4 Corsair

In April 1958, under a reorganization plan for carrier aviation, VF-121 became the West Coast's F1 tF and F3H RAG. In this role, VF-121 was equipped with F11 F-1 Tigers, F3H-2 Demons (from merged VF-124), F2H4 Banshees, and F3D-2T2 SkyKnights (from FAWTUPAC). When the F11 Fs and F3Hs were retired the squadron became the F-4 RAG. By 1965, the only aircraft assigned were F-4B Phantoms and some TF-9Js.

Six F9F-8Ts were on hand with FAWTUPAC Detachment A at NAS North Island when they were transferred to VF-121 on 2 May 1958. Detachment A was responsible for instrument training of Pacific Fleet fighter pilots. The squadron had 25 F9F-8Ts assigned at the end of 1959. The instrument training mission was transferred to VA-126 in 1960 and the two-seat Cougars were transferred out.

FIGHTER SQUADRON ONE - TWO - FOUR, VF-124 "CRUSADER COLLEGE" The West Coast F8U Crusader RAG was the second Navy squadron to be designated VF-124. The unit was established on 11 April 1958 at NAS Moffett Field, CA, from elements of Fighter VF-53 and VF-194. On 30 June 1961, the squadron transferred to NAS Miramar, CA, where it was known as the "Crusader College". The squadron was assigned three missions: providing F8 combat flight training for fleet replacement pilots; providing basic and refresher allweather training for pilots of COM-

Below, VF-121 F9F-8T BuNo 147307 at MCAAS Yuma, AZ, on 3 December 1959. (William Swisher) Bottom, CVG12 F9F-8T from an unknown squadron (posibly VAH-123, the A3D RAG) at Vancouver, BC, in 1959. (Peter M. Bowers)

\

I

74

75

NAVAIRPAC; and offering maintenance training for enlisted ratings. In the post-Vietnam years the F-14A Tomcat replaced the F-8 Crusaders and VF-124 became the West Coast F-14 RAG.

Below, VF-124 TF-9J BuNo 147370 at NAS Moffett Field, CA, in 1963. (NMNA) Bottom, VF-124 F9F-8T BuNo 142486 at NAS Oakland, CA, on 1 September 1958. (William T. Larkins)

ATTACK SQUADRON ONE - TWO - SIX, VA-126 "FIGHTING SEA HAWKS", FIGHTER SQUADRON ONE - TWO - SIX, VF-126 VA-126 was established on 6 April 1956 and assigned to CVG-12. The squadron was originally equipped with the F7U-3 Cutlass, which it flew until March 1957. Transition to the F9F-88 occurred in early 1958 and shortly thereafter the FJ-48 Fury took over. In 1959, the Navy established Fleet Replacement Air Groups and VA-126 became the training squadron for the Pacific Fleet FJ-48, A4D-1/2, and AD-5/6/7 aircraft. Then, in 1960 the squadron took on the added responsibility of providing jet transition and instrument

training to the Pacific Fleet. To fulfill this mission, the squadron received the F9F-8T two-seat Cougar. The squadron was redesignated VF-126 in October 1965 and by 1970 was doing the adversary mission full-time with a mixed bag of A-4 Skyhawks. The Cougars were replaced in April 1967 by TA-4F Skyhawks. Below, VA-126 F9F-8T BuNo 147307 at NAS Miramar, CA, on 15 July 1960. Bottom, VA-126 TF-9J BuNo 147372 at NAS Miramar on 19 January 1963. (Clay Jansson)

VA-126 Above, VA-126 F9F-8T BuNo 146371 at NAS Miramar, CA, on 25 June 1960. (William Swisher) At right, VA-126 F9F-8T BuNo 146371 at Miramar in May 1961. (William Swisher) Below, VA-126 TF-9J BuNo 147307 over Southern California on 1 April 1964. (USN)

""-- - 76

77

Above, VA-126 F9F-8T BuNo 146379 at NAS Lemoore, CA, on 30 May 1962. (William Swisher) Below, two VF-126 TF-9Js in flight over California with BuNo 147376 (624/NJ) in the foreground and BuNo 147382 (620/NJ) in the background. (NMNA)

Above, VA-126 F9F-8T BuNo 147312 traps aboard the USS Antietam (CVS-36). (USN) Below, VA-126 TF-9J BuNo 147347 also traps aboard Antietam. (USN)

78

79

ATTACK SQUADRON ONE - TWO - SEVEN VA-127 "BATMEN I ROYAL BLUES" With the mission of jet instrument training for Pacific Fleet Attack Squadrons, VA-127 was established on 15 June 1962. The unit was formed around the personnel and assets including TF-9J aircraft of VA126 Det Alpha which was disestablished that same day. A secondary mission included jet transition and

ATTACK

SQUADRON

ONE - TWO - SIX

DET ALPHA,

On 12 July 1961, an advance party of one officer and seventeen enlisted personnel arrived at NAS Lemoore, CA, to establish a jet instrument training detachment at the new Master Jet Base. This group became VA-126 Det Alpha on 24 July 1961. In this capacity the Det flew the Grumman TF-9J Cougar. On 15 June 1962, the detachment was disestablished and its personnel and assets formed the nucleus for VA-127,

VA-126

Det

Below, VA-127 TF-9J BuNo 147370 at NAS Lemoore, CA, on 19 July 1963. (William Swisher) VA-127 TF-9J BuNo 147296 with faded da-glo red trim at NAS Lemoore, CA, on 21 August 1965. (William Swisher)

A

established that same day.

Above, VF-126 TF-9J BuNo 147341 with dropped flaps at NAS Miramar, CA, on 26 August 1967. (William Swisher) Below, VA-126 Det Alpha F9F-8T BuNo 147327 in flight near NAS Miramar in January 1962. VF-126 Det A became VA-127 on 15 June 1962.

---- -

80

refresher training. On 1 May 1970,

---------- - -

81

--

NAVAL SCHOOL OF

PHOTOGRAPHY,

NAS

PENSACOLA,

The Naval Air Technical Training Unit known as the Naval School of Photography at NAS Pensacola, FL, utilized the F9F-8T, F9F-6P and the F9F-8P for training aircraft. The aircraft were painted white with redorange trim for high visibility.

Below, BuNo 142957 at Pensacola on 14 May 1963. NATECHTRAU PNCLA was displayed below Navy on the fuselage. (NMNA) Bottom, BuNo 142957 in 1960 at Forest Sherman Field. (NMNA)

the unit became the only A-4 replacement training squadron in the Navy. In August 1966, TA-4Fs started replacing the Cougars in the instrument training role. In 1970, VA-127 became the Pacific Fleet A-4 RAG.

On 1 October 1983 all the squadron's missions except Dissimilar Air Combat Maneuvering were dropped. The squadron was redesignated VFA-127 on 1 March 1987 to reflect its new mission of an aggressor squadron. VFA-127 was disestab-

Above, VA-127 TF-9J BuNo 147349 flyies over a heavy cloud-deck. (USN) Bottom, four VA-127 TF-9Js in flight. (USN)

lished on 31 March 1996.

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83

FLORIDA

NAVAL PARACHUTE FACILITY (NPF) I NAVAL AEROSPACE RECOVERY FACILITY (NARF)

NAVAL AIR SPECIAL WEAPONS NAVAL WEAPONS EVALUATION

FACILITY (NASWF) FACILITY (NWEF)

Around 1952, a unit was formed at Kirkland AFB called the Naval Air Special Weapons Facility (NASWF). The unit's designation was changed around 1963 to the Naval Weapons Evaluation Facility (NWEF). The main purpose of the unit was to test, develop and evaluate hardware and procedures for mounting and using new nuclear and other special weapons on current and new Navy and Marine aircraft.

At right, NWEF TF-9J BuNo 142442 taxiis at Albuquerque in 1963. (Steve Brown) Below, NASWF F9F-8T BuNo 142442 in 1959. (Ginter Collection) Bottom, all white NWEF NTF-9J radar test ship BuNo 146425 at NAS Lemoore, CA, on 21 September 1968. (William Swisher)

At right, NTF-9J BuNo 142448 in flight over EI Centro. (NMNA) Below, F9F-8T BuNo 142439 at EI Centro on 19 March 1960. (William Swisher) Bottom, TF-9J BuNo 142440 at EI Centro on 8 May 1971. Aircraft was white with a yellow/orange triangle on the tail. (William Swisher)

84

85

US

/'

NAVY FLIGHT

'+

NAVAL

MISSILE

CENTER,

PT.

MUGU,

NAVAL

WEAPONS

CENTER,

Both the Naval Missile Center, Pt. Mugu, CA, and the Naval Weapons Center, China Lake, CA, operated DTF-9J drone control aircraft for a short period of time.

86

CHINA

TEAM,

flew a Douglas C-54 support aircraft designated Navy 8.

CALIFORNIA

The "Coug"

At top, all-white NWEF TF-9J BuNo 147358. (William Swisher) Above right, Naval Missile Center DTF-9J BuNo 142442 at Pt. Mugu in 1973. Blade antenna forward of the windscreen was part of the drone control package. (via Burger)

DEMONSTRATION

LAKE,

CA

By LCDR Scotty Ross: I served as Maintenance Officer for the Blue Angels during the 196365 seasons. At that time the team had six Grumman F-11 Tigers, designated Navy 1 through 6, and a Grumman TF-9J Cougar designated Navy 7. Our Public Relations Officer LCDR Bob Cowles flew the Cougar and I

Navy 7, affectionately known as the "Coug", was primarily used to give press rides to the news media, mostly at show sites. In my opinion, Navy 7 was the most important aircraft the Navy owned. The Team got eightyfive percent of its publicity from the job done by Navy 7 and its crew. If one of the six Tigers went down and could not fly, it was a "five plane show" -- but a show nonetheless. If Navy 8 was down, any support facility in the entire Naval Air Training Command could transport the support crew and parts to the show site. In a pinch, the Coug could fly out in advance with the pilot/announcer and rear seat man; they could improvise and go on with the air show until the support aircraft arrived. But if the Coug was down we lost a "ton". The Coug was a very reliable aircraft to start with, but special efforts were taken to ensure it was never

Above, NWC "Red Bird" DTF-9J BuNo 142441 landing. (Ron Picciani) Below, same aircraft at NAS China Lake, CA. The fuselage was white with red trim and had a Naval Weapons Center insignia on the tail. (via Burger)

87

THE

BLUE

ANGELS

down at the wrong time. I will admit, we took some liberty with SOPs (Standard Operating Procedures) to keep the Cougar ready to meet its schedule. The Coug's pilot also operated a sort of "You call, we haul" charter service. He was forever flying hither and yon for a scarce part to keep the Tigers up for the shows. Our Grumman Tech Rep, Mr. Dave Scheuer, had Pensacola's Overhaul and Repair Facility modify a drop tank

Below, Blue Angels F9F-8T BuNo 142470B in 1956 with the squadron's R7V-1 Constellation in the background. (via Burger) Bottom, Blue Angels F9F-8T BuNo 142470 at NAS Oakland, CA, on 1 September 1958. Instead of number seven, the aircraft carried a zero on the tail during 1958. In the background is the first R5D assigned to the squadron; it remained in standard Navy transport scheme until it was replaced. (William T. Larkins)

was relieved by Mike "Red" Kennedy. Together these people had the job of presenting the U.S. Navy in the most favorable light in the news media. In the three years I was with the "Blues", Navy 7 and its crew never failed us once. NAVY 7 ENGINE CHECK By Len Mazey

to haul the larger parts. The crew called it "The Bliver". I also remember our PIO flew the Coug from an air show site to NAS Lemoore, CA, and picked up ATN-3 Tom Bispo who had orders to the Team. Talk about expediting orders! We had desperately needed Tom's expertise and The Coug and crew had delivered again. The Coug's pilot also was the Team's announcer. On one occasion, even though he had the flu, he flew to the air show at NAS Key West in the venerable Coug, arriving just in time to announce the air show. I do not casually mention this, because if Bob was not available, for whatever reason, yours truly was "it" as the air show announcer. Thankfully, it never happened.

We had two Navy 7 plane captains, who usually rode the back seat in transit. We had two during my three years with the team; the first was Len Mozey, who was relived by Ron Beeler. No one ever operated on his own with more responsibility on his shoulders than the rear seat man in Navy 7. This man had to be a jet mechanic with intimate knowledge of the Cougar, a ground equipment operator familiar with all service equipment, and have more than average working knowledge of the Tigers as well. When the jets transited, at the fuel stops, one pilot was designated to get fuel trucks to the jets. The rest was up to the Coug's rear seat man. He had to see that all aircraft were properly serviced and launched.

88

Above, Blue Angels 7 TF-9J BuNo 142470 on 30 October 1965 with LCDR Bob Cowles' name painted under the canopy rail. In the background is the second R5D/C-54 assigned to the unit, BuNo 50868. (William T. Larkins) Below, F9F-8T BuNo 142470 with smoke on over NAS Pensacola, FL, in 1959. (USN)

At show sites came the Press Rides. Now the Coug's crew consisted of the pilot, plane captain/mechanic and a photographer. Other Tiger ground crew filled in as needed. The plane captain doubled as the man giving our guest passenger a complete checkout, including a safety briefing, without scaring them out of their wits. Our regular photographer was George "Bugs" Randle. Bugs

I had just reported to the "Blues", and I was assigned as Plane Captain of Navy 7. which really meant I got to do all the maintenance on the F9F-8T Cougar. Come time for the 90-day check of pUlling the engine out, I got very little help from the shop, which was not that big a deal, because I had fun pUlling the engine. Unlike the "regular Navy" I had three engines for the F9. One was in it, one was builtup ready to be a replacement, and one was in pieces being checked out. After pUlling the engine, I began the check. I asked a first-class how to go about doing this, and he promptly told me to go get a bunch of long 2X4s, some hammers, and some more 2X4s. You put the engine in its stand, point the tailpipe to the hangar ceiling, and commence beating on the jugs to get them off the J48. Well, I was hammering but trying to be cautious taking these off, because I certainly didn't want to break anything on my first pUll-job when an AEC {chief) came by and asked me why I was beating on this engine! He promptly chewed me out for man-handling the engine and told me to go get the first class to show me how to do it properly. As he waited, I got the first-class over there, and he certainly did show

me ..... he started pounding on it twice as hard as I had been! The Chief looked aghast, shook his head, and walked away. It worked like a charm, as I had only broken loose one combustion chamber and the first-class had done three.

89

Above, BuNo 142470 restored aboard the USS Lexington (CVT16). (Len Mozey) Below, Navy 7 BuNo 147404 in flight while dumping fuel. Pilot's helmets were painted yellow to match the aircraft's trim. (USN)

NAVAL AIR

STATION

\_------~-

GLENVIEW,

ILLINOIS

NAS

BARBERS

POINT,

HAWAII

Above, NAS Barbers Point, HI, base hack and proficiency aircraft, F9F-8T BuNo 147300, in white and da-glo red paint scheme. (NMNA)

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NAVY

NAF ATSUGI,

GLENVIEW

JAPAN

Below, Naval Air Facility Atsugi, Japan, Base Flight F9F-8T BuNo 147410 landing at NAF Atsugi on 24 July 1961. (T. Matsuzaki)

I NAVAL

AIR

STATION

LOS

Like the Lockheed TV-1 and TV2 tandem seat training aircraft, the F9F-8T was used as a general hack and proficency aircraft by Naval Reserve Air Stations. It was not extensively used, though, because of its heavy commitment to the Advanced Training Command. Los Alamitos' F9F-8T was replaced by a TV-2/T-1 A, and then by a much older TV-1/T-33.

90

ALAMITOS,

CALIFORNIA I

At Top, NAS Glenview, IL, based F9F8T BuNo 146413 in 1961. (Fred Dickey via Nick Williams) Above, NAS Glenview flightline with F9F-8Ts BuNos 146416 and 146413 in the foreground in 1961 while surrounded by at least twenty single seat F9F-8/8B aircraft. (NMNA) Below, NAS Los Alamitos, CA, based F9F-8T BuNo 147270 on display at NAS Point Mugu, CA, open house and air show on 1 August 1959. (William Swisher)

91

ARGENTINA

NAVY

F9F-8T TWO - SEATER

RVHP 1fl2

SCALE TF-9J

RESIN

CONVERSION

KIT

At right, 0157 in Argentine service. (via Louis Santos) Below, rebuilt in the United States, it taxis-out for take off at the Santa Monica airport. (via Burger)

Argentina received two F9F-8T Cougars 3-A-151 (Argentine serial number 0156) and 3-A-152 (0157) to support its training efforts for its Panther fleet. They were assigned to the 1st Esquadrilla Aeronaval de Ataque and based at Aeronaval Comandante Esporta. By late 1964, the dark sea blue two-seaters were grounded due to lack of spares. 3-A152 was eventually brought to the United States and 3-A-151 was used

as a gate guard in Buenos Aires. 3-A152 was rebuilt and offered at auction at Santa Monica, CA, in 1991. After the sale, the aircraft was being ferried back to Don Willington at World Jet in Florida when it disappeared enroute. The aircraft was last seen 10 miles west of New Orleans and was never located. The ferry-pilot was ex-Marine fighter pilot John Verdi who had more than a thousand hours in F9F-8/F9F8T (AF-9J/TF-9J) Cougars.

The all-resin RVHP conversion kit is made for the Hasegawa F9F-8 Cougar kit. The kit consists of two resin fuselage halves, a cockpit tub with a second ejection seat and a vacuform sliding canopy section. Decals are included for a Marine Fast

FAC aircraft as operated by H&MS13 out of Chu Lai Vietnam in 1967. Our model was built by Lee Reinitz and was an easy build for a resin conversion kit as no modification to the Hasegawa pieces were

needed. The only recommendation is to obtain two identical ejection seats for the kit instead of using one Hasegawa and one from the RVHP kit.

MARINES

".1'5.13. .- - - - -

-.

MARINES

92

COLLECT - AIRE 1/48 SCALE F9F-8TITF-9J

RESIN

F9F-8TfTF-9J

KIT

TOP RIGHT WING VT-25

TOP LEFT WING VMF-222

An Unique Model of This 1950's-70's Grumman 2-Seat Training Jet! KII Conslsta 01 HI-TecII R_ CnIIngsI Fully Engraved dlllU) Fully IlttIIIed CoUplt!l) WItb Speclllc MlrtllI/Blker 8111I1 FalInlIbIEIIIulIllplllIIJrllpped Ind Olliaed FIIPI Ind Spe.d Bnult Dtlded WbetI WIDII Und.rwIIIg S1Dre1 Inclldlng Onp TlnD IIId Sldnlnd.r

LOWER RIGHT WING VT-25

PyIonsI NUllII..1MIlII Portal CI.lr Vlculorm CIIIOpJII Thn. Hug. DecII S...II lor Gny/Wlllle; Onngl/Wblte; Blul Mgels Ind Arg.llllni Plul AI StencilingI Recommended lor c:oIlKton 8Jld experienced modelers. PRO-TECH SERIES: KIT #4843

A CUSTOM 1/48 Scale UMITED PRODUCTION KlTI

Model by Lee Reinitz COLLECT AIR MODELS:

The Collect Aire 1/48 scale resin F9F-8TfTF-9J kit comes with lots of resin detail parts as well as some metal parts too. Also included are poseable speed brakes, and flaps as well as optional drop tanks. Decals included are those for two VT-25 aircraft including an all white CAG bird, VMF-222, H&MS-13 and a Argentine aircraft.

1n2 Scale TOP RIGHT WING VMF-222 EARLY TRAINING TRIM DESIGN

The company also produces a 1/48 scale resin kit of the F9F8/8B/8P versions of the Cougar (see Naval Fighters #66 for the F9F-8 and #67 for the F9F-8P). For the most part, the kit is well done, and comes with great cockpit detail. Two gliches were main landing gear mounting difficulties and ejection seats that were too tall for the canopy height.

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The kit can be ordered from Collect-Aire Models: 166 Granville Lane, North Andover, MA,01845. Phone: (978) 688-7283 Fax: (978) 685-0220

LOWER RIGHT WING VMF-222

LOWER LEFT WING VMF-222

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