Last in the line of single-seat single-engined fighters to originate from the F4F Wildcat, the Bearcat had the distinction of being one of the most successful piston-engined aircraft to serve with the US Navy. The provision of significantly more power than the R-2800 engine of the F6F Hellcat was impractical, so the design team concentrated upon producing a smaller lightweight aircraft which would ensure the performance required of a carrier-based interceptor.
The prototype XF8F-1 flew for the first time on 27 November 1943, confirming at once that Grumman had produced a high-performance fighter, and deliveries of F8F-ls to the first operational squadron began in May 1945. Variants included F8F-1B with cannon armament; F8F-1N night fighter with redesigned power-plant section and revised radio and radar equipment; F8F-2 with an 1,863kW R-2800-E engine, fin and rudder height increased by 30.5cm to improve directional stability (made a controlled climb from take-off to 3,050m in 92 seconds); F8F-2N night fighter; and F8F-2P photo-reconnaissance aircraft. Entering service too late for operational deployment in World War II, ex-US Navy Bearcats were used by the French Armee de l'Air and the Royal Thai Air Force, playing a significant role in the conflict in Indo-China.
Grumman F8F Bearcat on YOUTUBE
Specification
MODEL
F8F-1B
CREW
1
ENGINE
1 x Pratt & Whitney R-2800-34W Double Wasp, 1566kW
WEIGHTS
Take-off weight
5873 kg
12948 lb
Empty weight
3207 kg
7070 lb
DIMENSIONS
Wingspan
10.92 m
36 ft 10 in
Length
8.61 m
28 ft 3 in
Height
4.22 m
14 ft 10 in
Wing area
22.67 m2
244.02 sq ft
PERFORMANCE
Max. speed
678 km/h
421 mph
Cruise speed
262 km/h
163 mph
Ceiling
11795 m
38700 ft
Range
1778 km
1105 miles
ARMAMENT
4 x 20mm cannons, 2 x 454kg bombs or 4 x 127mm missiles
3-View
A three-view drawing of F8F-1 Bearcat (1280 x 956)
In 1959 at age 15 I was at the Hayward California airport when a Grumman company owned F9F made an unscheduled landing due to an oil leak. I took some photos that I am willing to share. A low res version of one is at my donsafer dot com site.
The bearcat was born from specifications requiring an interceptor as small as possible to be built around the P&W R-2800 engine. The inital Grumman designation was G-58. This designation originated from Design 58 which was a report compiled by Grumman test pilot Bob Hall given to Grumman President Leroy Grumman after his experiences in a captured FW-190. I have never seen this report, so I do not know how much the F8F was influenced by the FW-190. But keep in mind that several (possibly most) fighter aircraft are in some way influence by another aircraft. The F6F being designed to battle the Zero is a perfect example.
TO RON, AND OTHERS. I WOULD LIKE TO HEAR THE EVIDENCE THAT THE F-8-F DESIGN WAS INFLUENCED BY CAPTURE OF AN FW-190. I KNOW THE BRITS DID HAVE ONE--HAVE SEEN PHOTOS OF IT, BUT DID GRUMAN NEED TO LEARN FROM THAT A.C. WHAT THEY NEEDED TO KNOW ABOUT HIGH PERFORMANCE A.C.DESIGN?
Jim, WOW, flew a Bearcat? Awsome! I never get to have that kind of fun...I could just cry. Good on you man. It must have been fantastic. The Hellcat a Buick, yea, sound right. A Bearcat a Maserati, OK, I could believe that. The Corsair a Cadillac? Well...I was thinking more like a Viper. Jim, did you ever get to fly a Corsair? If so, what was it like? I know it was no Bearcat, but it still must have taken your breath away in some form.
I have seen the generally published performance figures for the F8F-1, and for the most part they are correct. So all I have to add is what the Bearcat was capable of achieving in interceptor mode as apposed to fighter-bomber mode. I do not have the original tests report, just bits and pieces of the specification. The gross, fighter, full internal fuel: 9334lbs. Engine: R-2800-34W with water injection could produce 2400hp. /2800rpm. at 1,000ft. military power: 2100hp /2800rpm /S.L.-3400ft. and 2700hp(WEP) / 2800rpm /9,500ft-16,600ft. Speed (no pylons or shackles): 394mph /S.L. 434mph /19,800ft. Initial rate of climb as a fighter: 4600fpm /S.L. Maximum range: 1830mls. A test of an unmodified aircraft climbed to 10,000ft. in 94 seconds (6383fpm avg.). I have seen the initial climb rate in interceptor mode listed at 6500fpm., but no specifics listed of weight and conditions of the test. In other tests it was found that the F8F-1 could outturn the A6M5 at speeds above 200mph and match it down to 160mph. I have also read that the F8F would have been able to follow any Zero in a loop and shoot it out of the sky at the top of the loop. From what I have read to date, the F7F was the only WW2 fighter able to out accelerate the F8F in level flight. The F8F-1 was an extremely dynamic and responsive aircraft. I would love to see any military reports comparing it to the Ki.84, Ki.100 or N1K2-J. As a pure interceptor (if it had become fully operational) of WW2 it would have my vote. And only second to the F4U-4 as the best all around fighter of WW2. Its the ruggedness, fire power and load carrying thing.
Son Of LTJG Curt w Copeland US, e-mail, 29.05.2010 05:00
My father was a test pilot for the F-8 Bearcat and on the Lexington ,I still have his G-suit and desktop model from Grumman,Great airplane I;m told along with WW2 b /w photos .priceless.He's now gone .God Bless all of you guys.
4,570 fpm was the initial climb rate for the Bearcat with essentially the same engine as the Hellcat. Too bad it missed the party. Operational in May 1945, it didn't see combat. It was the result of testing a captured Fw 190 early on. Dimensions were reduced and weight saved. It could do a 7.5 g turn. It would have been interesting in a dogfight with a George 21 or Ki 100 Tony!
As a NavCad in '52, hoping to be assigned to the F8F for Advanced training,I drove all night from Pensacola to Corpus. It was certainly worth it, but I must admit that the transition from the SNJ to the Bearcat was quite impressive! It is still my all-time favorite airplane.
Jim Warner CDR USNR Ret., e-mail, 01.07.2008 20:53
During the early 50's I had 500 flying hours in this magnificent airplane. When flying it you felt like you were an integral part of the airplane. The Hellcat was like a Buick, the Corsair was like a Cadillac and the Bearcat was like a Maserati.
Don't reduce power below 17 inches or the engine dies! Straddling the accessory unit and with the bubble canopy, wear the lightest clothing possible - there's no AC!
