The Cougar was a swept-wing development of the earlier G-79 Panther. The fuselage was similar but the wings and tailplane were swept at 35°. First flown in prototype form on 20 September 1951, the initial production version was the F9F-6 armed with four 20 mm cannon and powered by a 32.25kN Pratt & Whitney J48-P-8 turbojet engine. The F9F-6P was an unarmed photographic-reconnaissance version with a longer nose to accommodate K-17 and tri-metrogon cameras. Next came the F9F-7, similar to the previous version except that it was powered by a 28.25kN Allison J33-A-16A engine.
The first production F9F-8 flew on 18 January 1954. Powered by J48-P-8 engine, it was a development of the F9F-6 with increased speed and range. Movable leading-edge slats were replaced by fixed cambered leading-edge extensions outboard of the wing fences. Total internal fuel capacity was increased by 530 litres. A photographic-reconnaissance version (the F9F-8P) flew for the first time on 21 August 1955 and had an extended nose for the cameras. The F9F-8 went out of production in 1957.
The final version of the Cougar was the F9F-8T two-seat fighter-trainer, first flown on 4 April 1956. Production of this version ended on the last day of 1959 after 399 had been built. Total production of the Cougar was 1,985 aircraft. Many F9F-8Ts were flown operationally in Vietnam.
Grumman F9F Cougar on YOUTUBE
3-View
A three-view drawing of F9F-8 Cougar (1278 x 926)
Specification
MODEL
TF-9J
ENGINE
1 x Pratt & Whitney J48-P-8A turbo-jet, 32.0kN
WEIGHTS
Take-off weight
9344 kg
20600 lb
DIMENSIONS
Wingspan
10.52 m
35 ft 6 in
Length
13.54 m
44 ft 5 in
Height
3.73 m
12 ft 3 in
PERFORMANCE
Ceiling
15240 m
50000 ft
Range
966 km
600 miles
ARMAMENT
2 x 20mm cannon, 907kg of weapons on external hardpoints
Gruaduated from jet engine school Feb. 1967 and by late August I was in Iwikuni Japan. We had two or three TF9J Cougars,I was plane captain on the flight line in MAG 15. I especially remember the pilots doing dual takeoffs, and having to start one for a pilot, because he keep missing the igniters while throttling up. Just found this web site, it brought back a lot of memories.
Hell i am 87 and i still can crank one,, The throttle had a micro switch in first detent you hit engine crank, slam throttle left three times and watch rpm at about 10% and bang ignition and then around the horn to idle detent, at 34 % switch to generator, Don't forget to push in ONE AND TWO Inverter breakers,
I have many, many hours in this bird. Flew with it in VF-124 out of Moffet Field, circa 1958-1960. Had many great dog fights of Monterray Bay. During holiday vacations those who didn't take leave, mounted in their birds and met over 'Mig Alley /Monterray Bay' for dog fights. Would have 6-8 aircraft goint at it for about a thrilling 30 minutes. Had on F-8 crusader try to turn with me in this bird, his F-8 departed flight, he flipped end over end for about 10,000 feet and pulled out at about 500 ft. Thought we lost him for a few minutes there. I taught swept wing spin recovery in this aircraft. Climb to 20,000 ft, spin to 10,000 ft about 3 times. It would beat you to pieces, slamming your helmet against the cockpit canopy. You had a full days work after one of those. Made my first hydraulic catapult shot in this aircraft on the USS Antietam in the Gulf of Mexico. Had to take 3 shots... almost didnt' come back aboard after the 2nd shot.... That catapult shot hurt like h...!!! Had an interesting landing at Miramar one night... strong cross winds at 40 kts. GCA had me crabbed 45 deg... after landing I would run to the left side of runway and the wind would blow me to the right... brakes were totally ineffective in all the water... after about 3 cycles trying to stop.... took the barricade.... wild ride, but the bird hele up nicely.
I flew the A and TF-9J at NAS Kingsville in 1965. Loved that old truck - solid as a tank and went supersonic from 40k to 20k for my first Mach ride. Then on to F-4Bs with VF-32. Great memories.
Hello! I would like to tell everybody about my Navy combat experience in Vietnam while flying the Cougar. In Oct. of 1965 I was flying a FAC mission over northern S. Vietnam calling in air support for a platoon of US Marines about to be overrun by hundreds of North Vietnamese supported by several t-34 tanks. My copilot and I called in a couple dozen Navy, Air Force and Marine aircraft of various types. Our smoke /marking rockets were right on the mark according to after action reports and at least 300 enemy soldiers were confirmed dead, mostly from air to ground munitions. My co-pilot and I also participated in the attacks with our 20 mm cannons, knocking out one t-34 tank and disableing another. As we were about to head back to Da Nang air base I recieved a distress call asking any aircraft in the area for help. An F-1oo Super Sabre was down about 10 miles north of the DMZ in N. Vietnam. The pilot ejected and was OK but enemy troops were closing in fast. As I arrived on scene I saw at least 20 various American aircraft bombing and strafing the area. I saw the rescue Green giant helicopters coming in but they radiod in that they could not find the location of the pilot. I saw him crossing a small bridge and directed the choppers to him. Just then I my co pilot spotted about 2 dozen enemy troops on the other side of the bridge so I swooped down with my 20mm cannon blazing. The ones that were not killed ran like hell into the jungle. One of the helicopters then arrived and picked up the F-100 pilot followed by 3 or four other F-100s dropping bombs and then followed by 2 A-4 Skyhawks strafing the area. Just when I thought all was well and most of the American planes were gone I saw 2 Mig 17s heading straight at our planes heading south. I had to do something! I turned head-on at the Migs at about 1000 feet and blazed away with my 20mm hitting one and sending it down in flames, no ejection. The other one zoomed past me so I did a tight U turn and sprayed it with a short burst of 20mm, blowing its wing completely off and killing the pilot. Upon return to base My co-pilot and I were given a heroes welcome by hundreds of American servicemen. I later recieved the distinguished flying cross, air medal and recommended for the medal honor. Most of you reading this know that what I just wrote is a bunch of BS. I never left the USA, was in the Army and the war was mostly over. I wrote this to bring attention to the problem of fake Vietnam Veterans and how disgusting they are. I have cought several men lying to me over the last 30 years or so. Usually I press them for more details about their combat service and they drop the subject or "have to leave". I ask them what base they served on or ask questions about the plane, vehicle or weapon they were talking about. One guy told me he flew attack helicopters in Vietnam, Apaches! Another told me he flew F-101 voodoos in Vietnam as a back seater[ only one seat rf-101s were used in Vietnam]. Another told me he helped with the evacuation in 1975 from Sagon, as an American Army MP, he would have been about 15 years old. Another fraud said he served 2 tours in Vietnam as a US Navy Seal but forgot to do the math because it would have made him about 13 on his last tour. Still another chap in my Army National Guard unit said he lost his thumb at Khe San, in 1959. Another fraud said he just got out of the Navy and just got back from afghanistan. He was about 130 lbs overweight, a heavy smoker and living on welfare. I am sick and tired of frauds in this world, especially claiming to be combat veterans of Americas wars. Getting back to my days flying the Cougar. I forgot to mention that I also shot down a mig 21 while I was............... Tom in Michigan
Flew the TF-9J at Beeville in 1971. 6 carrier landings on the Lex.Never wanted to get "low and slow" landing on the carrier. Throttle response was an eternity.
TF-9J was the plane that VA127 out of Lemoore, Calif. flew when I joined the squadron in mid 60's until we rec'd F4 Phantoms under the command of CMR. Duck. I'm now 66 & look back at those years as some of my best times. We were a 20 plane attack training squadron.
TF-9J was the plane that VA127 out of Lemoore, Calif. flew when I joined the squadron in mid 60's until we rec'd F4 Phantoms under the command of CMR. Duck. I'm now 66 & look back at those years as some of my best times. We were a 20 plane attack training squadron.
I was an AE-2 with VA-76 based in Oceana, VA in '58-'59. We had F9F-8's when I joined, A4D's sometime later. The Cougar had a start relay problem that could be fixed by crawling up the left intake and banging on the relay with a hammer. A little windy and noisy while backing out.
I was a proud member of VF-121 pacemakers.Was a plane Captain for our overseas trip to japan,Our skipper was Commander Rhodes,a former Blue angel,our exec was LT . Commander Sedaker who took over as Skipper. Both were Great Skippers. I made third class on the cruise and was promoted to the Metal shop.I ended my career in Kingsville texas as am2..i.v. Gray
I was a plane captain with VT-25 in Beeville,Texas 1967-1970 was able to take many a hop on training missions with gun and bomb runs in thr F-9. Lots of memories.
spent a couple years with vt-21 at kingsville. fueler,plane captain,then the powerplant shop.pretended to hate the airplane because everyone else pretended to as well-but like many others secretly loved the work and the airplane.wish i had a nicle for each time i was down that intake,engine at 80%,bleeding the fuel filters to eliminate surge.
I reported to VT-21 at Kingsville, TX in Dec of 1966 straight out of boot camp. Worked as a plane captain, tire changer and then AE shop. Saw the first snow in Kingsville in 26 years in 1967. Only us Minnesotan's dared to drive! Also went through hurricane Beulah which took out every car window in the parking lot when the gravel blew off the roof. Left VT-21 in Dec of 1968 for VF-103 NAS Oceana, Va. Beach, Va. F-9's to F-4J's
High Ron, I just stumbled upon this link because I was looking up pictures of the f9 cougar. I also, was stationed in VT-21 after my ATN school in Millington Tn. I was at Kingsville when the hurricane hit. I was living in the brick barracks, and didn't have a car yet. You are so right, every window on every car was broken out. As you know, the Cougars had been flown out ahead of the storm. I had a friend who parked his car on the flight line, his windows were saved. I also remember walking to the chow hall in knee-deep water. I see your email was dated in 2011, hope you are still here and doing well.
VF 32 was 1st sqdn to get the Cougar We deployed on a 'round the world cruise Sept. '53 to Sept.'54 Mayport, Fla. USS Tarawa CVA 40, straight deck.Very exiting! Shortly after returning we received the new F9F8.A beauty!
I too am a lover of the F9F-8T. I originally flew the -8T as an instructor in FAWTUPAC at North Island refreshing returning deployed pilots the latest in the FAA, vertical gyro usage doing the loft maneuver and spacial disorientation recovery. School was transferred to VF-121 as part of the new RAG training concept at Miramar. Flew as CAG Dale's driver. Later flew as instructor in VT-25, Chase Fld. Great memories in a great airplane.
I was in the Navy during the Korean War and we started out with F4U Corsairs then F9F Panthers and finally F9F Cougars. In my opinion they were all great Aircraft and helped us immensly to win the war, so to speak. Was sationed at Miramar Naval Base in San Diego Cal when ashore and on Carriers for half the year when at Sea.I'll say it again we did have great Aircraft.
I waqs the "pool" reporter for the Radio-TV area around Barksdale AFB, when I rode the rear seat. My pilot, learning I was a private pilot, allowed me to fly for a few minutes. I did a chandelle and then went inverted and pulled back on the stick, and the energy when I pulled out absolutelly scared me. I did not black out, but the hour I spent with the Blue Angels is still an exerience I live over and over now in my "golden years". Thank you, U.S. Navy for the chance to fly in 1968, at the 50th Anniversary of Barksdale AFB. May God bless our current force!
I, too, was at NAS Kingsville with Holden from 1968-70 at VT-23. I worked in ground support, driving tow tractors, NC-5 jet starters, and the "Stud Mobile" van that took instructors and student pilots out to the line. I was able to fly back seat through the OMIAS program whenever there was an open seat and a willing instructor. What a ride! Got to ride along on gunnery & bomb training runs, tactgical dog-fights, navigation hops, and formation flying training. I learned early on to not eat much before going out with Lt. Alvarez...he loved hearing me groaning back there, and that I never asked him to back off.
I was at NAS Kingsville Feb. 68- Oct. 70 in VT-23. Can't remember the exact date, but somewhere toward the end of this time we went to the TA-4J, but the old F-9s were always my favorites. Tear 'em down, fix 'em and put 'em back together in a heartbeat. Probably couldn't crawl down the intake with the engine running like I used to do, but I'll never forget it. Whole lot more stories than I can tell here, but I'll bet all of you do, too.
I was the flight surgeon for VF-126 at Miramar 1966-67, when we were still flying the TF-9J. I taught Spatial disorientation Avoidance and was fortunate enough to be augmented to the Front seat and logged quite a few flights. Cdr Russ Mc Junkin was the Skipper and monitored my first cross country to Beale AFB in CA and we sent pheasant hunting with my relatives. We used to make 'Crab runs to Whidbey IS to load the nose with 10# boxes of King Crab, then costing $5 per box. Life was good. Handle " Quack".
Larry Haatvedt
Hell i am 87 and i still can crank one,, The throttle had a micro switch in first detent you hit engine crank, slam throttle left three times and watch rpm at about 10% and bang ignition and then around the horn to idle detent, at 34 % switch to generator, Don't forget to push in ONE AND TWO Inverter breakers,
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