The US Navy's
requirement of 1936 for a new carrier-based fighter resulted in the
Brewster Aeronautical Corporation receiving an order for a prototype of
its Model 39 under the designation XF2A-1. This became the US Navy's
first monoplane fighter in squadron service, but so tentative was the
US Navy in its decision to order this aircraft that it ordered also a
prototype of Grumman's competing biplane design under the designation
XF4F-1. However, a more careful study of the performance potential of
Brewster's design, plus the fact that Grumman's earlier F3F biplane was
beginning to demonstrate good performance, brought second thoughts.
This led to cancellation of the biplane prototype and the initiation of
an alternative Grumman G-18 monoplane design. Following evaluation of
this new proposal, the US Navy ordered a single prototype on 28 July
1936 under the designation XF4F-2.
Rolled out of Grumman's
Bethpage, Long Island, assembly shed and flown for the first time on 2
September 1937, the XF4F-2 was powered by a 1,050 hp (783 kW) Pratt &
Whitney R-1830-66 Twin Wasp engine, and was able to demonstrate a
maximum speed of 290 mph (467 km/h). Of all-metal construction, with
its cantilever monoplane wing set in a mid-position on the fuselage,
and provided with retractable tailwheel landing gear, it proved to be
marginally faster than the Brewster prototype when flown during
competitive evaluation in the early months of 1938. Speed, however, was
its major credit. In several other respects it was decidedly inferior,
with the result that Brewster's XF2A-1 was ordered into production on
11 June 1938.
A Grumman F4F-3 Wildcat of VF-3 Squadron U.S. Navy onboard the USS
Saratoga - South East Pacific 1942
Although the new ship
was not a true "aerobatic" performer, it was stable and easy to fly and
displayed excellent deck-handling qualities. One problem that would
remain with the F4F throughout its life, however, was its manual
landing gear retraction mechanism. The gear required 30 turns with a
hand crank to retract, and a slip of the hand off the crank could
result in a serious wrist injury.
Clearly the US Navy
believed the XF4F-2 had hidden potential, for it was returned to
Grumman in October 1938, together with a new contract for its further
development. The company adopted major changes before this G-36
prototype flew again in March 1939 under the designation XF4F-3. These
included the installation of a more powerful version of the Twin Wasp
(the XR-1830-76 with a two-stage supercharger), increased wing span and
area, redesigned tail surfaces, and a modified machine-gun
installation. When tested in this new form the XF4F-3 was found to have
considerably improved performance. A second prototype was completed and
introduced into the test programme, this aircraft differing in having a
redesigned tail unit in which the tailplane was moved higher up the
fin, and the profile of the vertical tail was changed again. In this
final form the XF4F-3 was found to have good handling characteristics
and manoeuvrability, and a maximum speed of 335 mph (539 km/h) at
21,300 ft (6490 m). Faced with such performance, the US Navy had no
hesitation in ordering 78 F4F-3 production aircraft on 8 August 1939.
With war seemingly
imminent in Europe, Grumman offered the new G-36A design for export,
receiving orders for 81 and 30 aircraft from the French and Greek
governments respectively. The first of those, intended for the French
navy, powered by a 1,000 hp (746 kW) Wright R-1820 Cyclone radial
engine, flew on 27 July 1940 but by then, of course, France had already
fallen. Instead, the British Purchasing Commission agreed to take these
aircraft, increasing the order to 90, and the first began to reach the
UK in July 1940 (after the first five off the line had been supplied to
Canada), becoming designated Martlet Mk I. They first equipped No. 804
Squadron of the Fleet Air Arm, and two of the aircraft flown by this
squadron were the first American-built fighters to destroy a German
aircraft during World War 11, in December 1940.
Grumman-built versions to serve with the FAA included the Twin
Wasp-powered folding-wing Martlet Mk II; 10 F4F-4As and the Greek
contract G-36A aircraft as Martlet Mk III; and Lend-Lease F4F-4Bs with
Wright GR-1820 Cyclone engines as Martlet Mk IV. In January 1944 they
were all redesignated as Wildcats, but retained their distinguishing
The first F4F-3 for the
US Navy was flown on 20 August 1940, and at the beginning of December
the type began to equip Navy Squadrons VF-7 and VF-41. Some 95 F4F-3A
aircraft were ordered by the US Navy, these being powered by the
R-1830-90 engine with single-stage supercharger, and deliveries began
in 1941. An XF4F-4 prototype was flown in May 1941, this incorporating
refinements which resulted from Martlet combat experience in the UK,
including six-gun armament, armour, self-sealing tanks, and
wing-folding. Delivery of production F4F-4 Wildcat fighters, as the
type had then been named, began in November 1941, and by the time that
the Japanese launched their attacks on Pearl Harbour a number of US
Navy and US Marine Corps squadrons had been equipped, As additional
Wildcats entered service they equipped increasing numbers of US Marine
and US Navy squadrons. In particular they served with the carriers USS
Enterprise, Hornet and Saratoga, being involved with conspicuous
success in the battles of the Coral Sea and Midway, and the operations
in Guadalcanal. They were at the centre of all significant action in
the Pacific until superseded by more advanced aircraft in 1943, and
also saw action with the US Navy in North Africa during late 1942.
The final production
variant built by Grumman was the long-range reconnaissance F4F-7 with
increased fuel capacity, camera installations in the lower fuselage and
armament deleted. Only 20 were built, but Grumman also produced an
additional 100 F4F-3s and two XF4F-8 prototypes. With an urgent need to
concentrate on development and production of the more advanced F6F
Hellcat, Grumman negotiated with General Motors to continue production
of the F4F-4 Wildcat under the designation FM-1. Production by General
Motors' Eastern Aircraft Division began after finalisation of a
contract on 18 April 1942, and the first of this company's FM-ls was
flown on 31 August 1942. Production totalled 1,151, of which 312 were
supplied to the UK under the designation Martlet Mk V (later Wildcat Mk
At the same time,
General Motors was working on the development of improved version,
designated FM-2 which was the production version of two Grumman XF4F-8
prototypes. Its major change was the installation of 1,350 hp (1007 kW)
Wright R-1820-56 Cyclone 9 radial engine, but a larger vertical tail
was introduced to maintain good directional stability with this more
powerful engine, and airframe weight was reduced to the minimum. A
total 4,777 FM-2s was built by General Motors, 370 of them supplied to
the UK these entering service with the FAA a designated Wildcat Mk VI
from the outset.
First combat for the
F4F was not with the U.S. Navy but with Britain's Royal Navy, and its
first victim was German. The British had shown great interest in the
Wildcat as a replacement for the Gloster Sea Gladiator, and the first
were delivered in late 1940. On Christmas Day 1940, one of them
intercepted and shot down a Junkers Ju-88 bomber over the big Scapa
Flow naval base. The Martlet, as the British also called it, saw
further action when 30 originally bound for Greece were diverted to the
Royal Navy following the collapse of Greece and were used in a ground
attack role in the North African Desert throughout 1941.
The Wildcat's American
combat career got off to a more inauspicious start. Eleven of them were
caught on the ground during the December 7, 1941, Pearl Harbour attack,
and nearly all were destroyed. It was with Marine squadron VMF-211 at
Wake Island that the Wildcat first displayed the tenacity that would
bedevil the Japanese again and again. As at Pearl Harbour, the initial
Japanese attacks left seven of 12 F4F3s wrecked on the field. But the
survivors fought on for nearly two weeks, and on December 11, Captain
Henry Elrod bombed and sank the destroyer Kisaragi and helped repel the
Japanese invasion force. Only two Wildcats were left on December 23,
but the pair managed to shoot down a Zero and a bomber before being
engaged the enemy soon after. On February 20, 1942, Lexington came
under attack from a large force of Mitsubishi G4M1 Betty bombers while
approaching the Japanese base at Rabaul. The F4F fighter screen swarmed
over the unescorted bombers, and Lieutenant Edward H. "Butch" O'Hare
shot down five of them. He was awarded the Medal of Honour and became
the first Wildcat ace.
During the Coral Sea
battle in May, F4Fs from the carriers Lexington and Yorktown inflicted
heavy losses on the air groups from Shokaku, Zuikaku and Shoho but
could not prevent the sinking of Lexington. While the air battles were
by no means one-sided, they were clearly a shock to many Zero pilots,
who had faced little serious opposition up to that time.
By the time of the
Midway engagement in June, the fixed-wing F4F-3 had been replaced by
the folding-wing F4F-4. Although the new wings enabled the carriers to
increase their fighter complement from 18 to 27, the F4F-4's folding
mechanism, coupled with the addition of two more machine guns, raised
its weight by nearly 800 pounds and caused a fall-off in climb and
Nearly 85 Wildcats flew
from Yorktown, Enterprise and Hornet during Midway, but it was the
Douglas SBD Dauntless dive bomber that was destined to be the hero of
the battle, sinking the carriers Akagi, Kaga, Hiryu and Soryu, and
dealing the Imperial Navy a disastrous defeat.
When news of the U.S.
invasion of Guadalcanal reached the Japanese on August 7, 1942, they
launched air strikes from Rabaul. Flying escort was the elite Tainan
Kokutai (air group), which counted among its pilots Sakai (64
victories), Nishizawa (credited with 87 before his death in October
1944) and other leading aces. But over Guadalcanal, the Zeros were
off-balance from the start. Their first glimpse of the new enemy came
when Wildcats of Saratoga's VF-5 dived into their formation and
scattered it. Sakai and Nishizawa recovered and claimed eight Wildcats
and a Dauntless between them, but they were the only pilots to score.
The Navy F4Fs, in return, brought down 14 bombers and two Zeros.
Although exact Japanese
losses over Guadalcanal are not known, they lost approximately 650
aircraft between August and November 1942 and an irreplaceable number
of trained, veteran airmen. It is certain that the F4Fs were
responsible for most of those losses. During the Battle of Santa Cruz
on October 26, 1942, Stanley W. "Swede" Vejtasa of VF-10 from the
carrier Enterprise downed seven Japanese planes in one fight. Marine
pilot Joe Foss racked up 23 of his 26 kills over Guadalcanal; John L.
Smith was close behind with 19; and Marion Carl, Richard Galer and Joe
Bauer were among other top Marine aces.
A large part of the
Wildcat success was tactics. The agile Zero, like most Japanese army
and navy fighter craft, had been designed to excel in slow-speed
manoeuvres. U.S. Navy aviators realized early on that the Zero's
controls became heavy at high speeds and were less effective in
high-speed rolls and dives. Navy tacticians like James Flatley and
James Thach preached that the important thing was to maintain speed,
whenever possible, no matter what the Zero did. Although the Wildcat
was not especially fast, its two-speed supercharger enabled it to
perform well at high altitudes, something that the Bell P-39 and
Curtiss P-40 could not do. The F4F was so rugged that terminal dive
airspeed was not redlined. The A6M2's 7.7 mm (0.303 in) cowl guns and
slow-firing 20 mm cannons were effective against an F4F only at
point-blank range. But F4F pilots reported that hits from their 12.7 mm
(0.50 in) calibre wing guns usually caused complete disintegration of a
The Zero and Wildcat
shared one serious liability, though. Neither could be modified
successfully to keep pace with wartime fighter development. It was
determined that the F4F airframe could not accommodate a larger engine
without an almost complete redesign, which ultimately did take shape as
the new 2,000 hp (1492 kW) F6F Hellcat. The Wildcat's air combat role
began to wane when the Chance-Vought F4U Corsair arrived at Guadalcanal
in February 1943. Nevertheless, the stalwart F4F was still the
front-line fighter when Admiral Isoroku Yamamoto launched Operation
I-Go against Allied forces in the Solomons in April, and Marine
Lieutenant James Swett shot down seven (and possibly eight) Aichi D3A1
Val dive bombers in a single combat.
As 1943 wore on, the
Wildcat gradually was relegated to a support role as the F6F replaced
it aboard fleet carriers. The F4F's small size, ruggedness and range
(enhanced by two 58 gallon drop tanks) continued to make it ideal for
use off small escort carrier decks. The little warrior, in both US and
Royal Navy markings contributed to eliminating the U-boat menace in the
A General Motorsbuilt
version of the F4F received a marginal boost when a Wright 1,350 hp
(1007 kW) single-row radial was installed in place of the 1,200 hp (895
kW) Pratt & Whitney. The first production models of the new variant,
designated the FM-2, arrived in late 1943. The FM-2's new engine,
coupled with a 350 pound weight reduction, produced improvements in
performance over the F4F. In fact, postwar tests revealed the
late-model A6M5 Zero to be only 13 mph (21 km) faster.
FM-2s were normally
teamed with TBF Avengers in so-called VC "composite" squadrons on small
escort carriers. During the Battle of Savo on 25 October 1944, FM-2s
and Avengers from several "baby flattops" aided destroyers in
disrupting an overwhelming Japanese battleship task force that
surprised the American invasion fleet off the Philippines. The
aircraft, although handicapped by a lack of anti-shipping ordnance, so
demoralized the Japanese that a potential American disaster was
for air combat were few, FM-2s notched a respectable 422 kills (many of
them kamikaze aircraft) by the end of the war. On 5 August 1945, a
VC-98 FM-2 from USS Lunga Point shot down a Yokosuka P1Y1 Frances recon
bomber to score the last Wildcat kill of the war.
biplane design with the Navy designation XF4F-1. This was cancelled in
favour of the monoplane design.
XF4F-2: Grummans first
monoplane design (Grumman G-18) with the Navy ordering one example
development of the XF4F-2 led to the XF4F-3 (Grumman G-36) with many
new design changes. Powered by a XR-1830-76 Twin Wasp engine and a
given to the production aircraft of XF4F-3 prototype.
given to US Navy aircraft with the R-1830-90 engine with a single stage
G-36A: export version
which flew as the Martlet Mk I, II, III, IV. Later they all reverted
back to the Wildcat designation.
incorporating changes learned from Marlet combat experiences.
F4F-4: US Navy
production aircraft of the above.
F4F-7: final production
variant built as a long range reconnaissance aircraft. Only twenty were
XF4F-8: two prototype
FM-1: F4F-4 aircraft
built by General Motors Eastern Aircraft Division. Export aircraft of
this type served as the Martlet V (later the Wildcat V).
FM-2: The General
Motors built production aircraft based on the XF4F-8 prototypes.
Powered by a 1,350 hp (1007 kW) Wright R-1820-56 Cyclone 9 radial
Seat Carrier Based Fighter
Design Team Manufacturer: Grumman Aircraft Engineering Corporation and
also built by the General Motors Eastern Aircraft Division
(XF4F-2) One 1,050 hp (783 kw) Pratt & Whitney R-1830-66 Twin Wasp
14-cyclinder two row radial engine. (G-36A, Martlet I) One 1,200 hp
(895 kw) Wright R-1820-G205A Cyclone 9-cyclinder radial engine. (F4F-3)
One 1,200 hp (895 kw) Wright R-1830-76 Twin Wasp 9-cylinder radial
engine. (F4F-4, FM-1) One 1,200 hp (895 kw) Pratt & Whitney R-1830-86
Twin Wasp radial engine. (FM-2) One 1,350 hp (1007 kW) Wright R-1820-56
Cyclone 9-cylinder radial engine.
Maximum speed 318 mph (512 km/h) at 19,400 ft (5915 m); cruising speed
155 mph (249 km/h); service ceiling 39,400 ft (12010 m).
Range: 770 miles
(1239 km) with internal fuel stores.
5,785 lbs (2612 kg) with a maximum take-off weight of 7,952 lbs (3607
38 ft 0 in (11.58 m); length 28 ft 9 in (8.76 m); height 9 ft 2 1/2 in
(2.81 m); wing area 260 sq ft (24.15 sq m).
12.7 mm (0.50 in) Browning-Colt machine guns, and underwing racks for
two 250 lbs (113 kg) bombs.
(biplane design prototype), XF4F-2 (monoplane design prototype), XF4F-3
(initial production aircraft), XF4F-4A, XF4F-4B, G-36A (export model),
F4F-7 (long range reconnaissance), XF4F-8 (built by General Motors as
the FM-2). British designations - Martlet I (XF4F-3), Martlet II
(XF4F-3 with upgraded engines and folding wings), Martlet III
(XF4F-4A), Martlet IV (XF4F-4B), Martlet V (FM-1). A floatplane version
of the F4F-3 was also made in limited numbers.
flight (XF4F-2) 2 September 1937; (XF4F-3) 12 February 1939; production
(G-36 and F4F-3) February 1940; (FM-2) March 1943; final delivery
RN, USMC, USN, France, Greece.