Grumman F9F Cougar

1951

Back to the Virtual Aircraft Museum
  CARRIER-BORNE TRAINING PLANEVirtual Aircraft Museum / USA / Grumman  

Grumman F9F Cougar

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.

F9F-8 Cougar

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.

3-View 
F9F-8 CougarA three-view drawing of F9F-8 Cougar (1278 x 926)

Specification 
 MODELTF-9J
 ENGINE1 x Pratt & Whitney J48-P-8A turbo-jet, 32.0kN
 WEIGHTS
  Take-off weight9344 kg20600 lb
 DIMENSIONS
  Wingspan10.52 m35 ft 6 in
  Length13.54 m44 ft 5 in
  Height3.73 m12 ft 3 in
 PERFORMANCE
  Ceiling15240 m50000 ft
  Range966 km600 miles
 ARMAMENT2 x 20mm cannon, 907kg of weapons on external hardpoints

Grumman F9F Cougar

Comments1-20 21-40 41-60 61-80
John Sexton, e-mail, 11.09.2021 11:34

I was a AM E-4 with VF111 and we got a F9F8T early 1957. I did acceptance check and also Installed In Flight Fueling Probe, As far a si know i was only or first enlisted to fly second seat in training for NAVCAD My skipper had a special interest in me for some reason and wanted me try for fighters, I was sent to all the requirement for jet flying certification seat ejection high altitude pressure chamber, and i had 60 hours in simulator, And on Sundays he sent his best pilot to take me up and give me the stick to do maneuver's, I loved it but failed eye exam so ended that idea and i staye enlisted and retired years later E-6 . I did fly lots of air crew and right seat with out wings as pilot like me since i had the training ,Later in VF111 we transitioned to FJ3 and the T bird went to NAS Miramar as NAS Alameda transferred all air groups out and to Miramar, I left the squadron in July 1957 just before its West Pac cruise, My F9F8 T , Nose number 199, Bu Number 42471. its on the list of Models, I still can remember how to crank it up and do the maneuvers,,

reply

Don Pearly, e-mail, 21.09.2021 John Sexton

1955, assigned to VF 782. Commander Miller in charge. Striker for jet mechanic, air traffic control , chose Aviation electronics Technician. Eventually made AT-2. Assignments included NAS Fallon, NV, NAS New Orleans but mostly NAS Barbers Point, Honolulu, Hawaii.

reply

Jesus gallegos, e-mail, 01.12.2020 15:33

Served with VMT-1 MCAS Cherry Point, N.C. 1962-1964
i have written to the Windsock (base newspaper) trying to get pictures of the F9F Cougar T with the designation BE on the tail. could you help with the matter ? I would appreciate it.

reply

Joseph H Sanders, e-mail, 19.05.2021 Jesus gallegos

If you send me your E-mail, I have a picture that you might like. I was at VMT-1 from !960-!964

reply

Gerald Sobel, e-mail, 30.08.2016 00:54

I had a number of flights in this bird in the winter of 1969 out of Beeville. Lots of fun. Got to dogfight in it, and it made me want to barf. Also, got to do a loop and immelman which made me want to vomit. After first dog fight we were looking for another plane to dogfight but couldn't find him, and I was sorta relieved, heh heh. I was an RIO candidate for F4-Js, but sadly, I washed out on my 12 check when I went starboard instead of port on my last intercept. Phooey. No farm in Vietnam, and no stay at the Hanoi Hilton. Shucks!

reply

Michael Hardy, e-mail, 06.06.2016 20:16

Went to VT 22 in 69 from ADJ A school, work line and P /C until I made AD3 just as Zommie took over. Was qualified form low /high power. We transitioned to the TA4J and I became low /high power turn qualified, also worked P /P and phase shop. Left in July 71.

reply

Bill Deskin, e-mail, 28.01.2016 04:20

My first squadron out of school at NAS Memphis was VMT-2 at El Toro, I was a seat mech and cross trained as a rigger by the Master Gunny who was NCOIC of Seat Shop and Flight Equipment. We had too many folks so I volunteered to work on the flight line. Made Plane Captain and then was allowed on many occasions to fly back set on Seat hops to play target for the F4's working up training to go on West Pac to Nam'. Great officers and many VERY senior enlisted personnel. Great Squadron under Rex Deasy and Jimmie Green.

reply

Glenn Schenenga, e-mail, 09.01.2016 23:20

Flew the F-9 in advanced training in Beeville, VT25, early 1971. Great, rugged (under powered) airplane. Tough to bring aboard, but other then that the thing could out turn almost anything and was very stable. Fun to fly.

reply

Bob Snyder, e-mail, 23.03.2015 21:00

Was assigned to VT-26 from May 1970 - July 1972, AMH-3. Plane Captain on the TF-9J. The Cougar was so rugged that they took the wings off and used it for a tank.

reply

Dean Woodman, e-mail, 17.02.2015 03:37

I got my wings out of Navcad school in November 1982 and was assigned to VF191 (Commander Bob Elder) at Moffett, which was the second squadron on the west coast to receive the Cougar. Later, while CarQualing at Barber's Point on the way to Korea, I transferred to VF143 (Commander Paul Paul) at Miramar, which had lost several pilots to accidents and several consequent resignations by scared former prop reservists, who were never became comfortable in jets. VF143 toured on the Essex, and my most memorable moment occurred after an auto acceleration at 40k forced me to shut down the engine over the South China Sea 200 miles from the ship, on top of a high overcast. SOP for an air start was to fire one of three shotgun shells at 25k....no joy on # 1. No luck on #2 at 15k either. Thank God I got a start on my final try at 10k, so I didn't have to eject and hope to survive in a poopy suit in frigid water in the middle of nowhere. Afraid to shift from the emergency manual throttle control back to auto, I realized that the manual control gave me extremely rough RPM control for the carrier approach, and I so informed the ship. But the ship neglected to tell the LSO, so he waved me off several times with some nasty comments about my unusually rough approaches (in a heavy sea). Finally I was so low on fuel I told him to bring me aboard no matter what, which he did.... I had to dive for the deck and caught a wire but crunched my left landing strut. When the authorities sorted out my predicament, I received zero pilot error and pats on the back from Cdr. Paul and the ship's captain. In VF143 I was proud to be the wingman of Lt. Valentine Schaeffer ("Prince Valient"), an admiral's son, Annapolis grad and a great pilot and friend for life. He hung in there with me all through my flameout adventure. I later instructed jet instrument flying in TV2's at FAWTUPAC at Moffett and then flew Reserve Cougars and Furys at Floyd Bennett through 1962. The FJ4 Fury (Air Force Sabre F86) was the Porsche of the skies in those days....one of the finest fighters of all time.

reply

john, e-mail, 11.09.2021 Dean Woodman

I was on USS Princeton in Korean war, and VF191 had been assigned the original Blue Angels .I have the Korean War Patch of Satan Kittens,, LCDR J Magda was only Blues that was killed in Combat,

reply

B.J. O'Sullivan, e-mail, 23.12.2014 19:45

Worked in the engine shop of Marine Training Squadron One ( VMT-1) from 1962-1965. The squadron trained pilots of reciprocals or helos on how to fly jets, and the Corps wasn't about to let them fly anything expensive, so hence the TF9J.They were very reliable, and we had very few problems with them. Stationed at Cherry Point N.C. the largest Marine Air Station.If any others on here are from that base, e-mail me.

reply

David Fox, e-mail, 26.09.2014 05:37

I have come across a picture of a Cougar hanging over the side of an Aircraft Carrier, being held only by the tail hook with both pilots in the cockpit with canopy open.
If interested, let me know how to attach the picture or visit Facebook, Terry McGinnis, Tonkin Gulf Yacht Club, posted 9-25-14

reply

George Haloulakos, CFA, e-mail, 28.06.2014 23:25

The F9 Cougar was an important asset in our arsenal of freedom throughout the 1950s and 1960s. The F9 Cougar was also an important part of TV science fiction during that same period. In a 1960 Twilight Zone episode titled "King Nine Will Not Return" an F9 Cougar jet is briefly seen flying overhead near the end of the episode. The storyline featured a WWII B25 pilot suffering survivor's guilt transported to the crash site in a North African desert where his bomber went down in 1943. The episode largely deals with his unsuccessful efforts in trying to locate his missing crew. Upon finding a grave for one of the missing crewmen, he sees an F9 Cougar flying overhead. The pilot realizes that this particular aircraft does not exist in WWII. Filled with anguish and regret that he was not able to have been with the ill-fated mission due to suffering from a fever, he collapses in the sand. When he awakens we learn that the pilot is now in a hospital bed 17 years after the crash. He apparently hallucinated his return to the crash site upon seeing a newspaper headline noting the discovery of the long lost B25. Reading the headline caused him to faint on the city street, when he was then taken to a nearby hospital. The pilot comes to terms with the reason for his not being part of the ill-fated mission but also notes that it felt as if he had actually been traversing about the North African desert. His doctors concur that it was all in his mind, but one mystery remains: how did the pilot's clothes and shoes get filled up with sand when all of this supposedly occurred on a city street in a great metropolitan area [nowhere near a desert or beach area]?

Believe it or not, when I learned that the jet aircraft seen flying at the end of that TZ episode was an F9 Cougar, it inspired me to learn more about it. At the Flying Leatherneck Aircraft Museum at MCAS Miramar [San Diego, CA] there is an F9 Cougar on static display. Ironically there is also a B25 [PBJ version] also there, but at the moment it is under refurbishment and will be returned to public display at a later time.

Identifying real aircraft featured in TV or motion picture fiction is part of my love for aviation. The love for aviation inspired me to write this book:

HIGH FLIGHT
Aviation as a Teaching Tool for Finance,
Strategy and American Exceptionalism
By George A. Haloulakos, MBA, CFA
ISBN: 9780-1007-2738-0
Order your copy online at: ucsandiegobookstore.com
Or by phone: 858-534-4557
"Partial proceeds support aviation heritage"

reply

Hansell Schaefer, e-mail, 05.03.2014 00:24

I was in VU-4 NAAS Chincoteague VA 1957 /59. We had F9F6s and 9s.as well as several other types of aircraft. Worked in the engine shop and spent may hours in the intake preparing for tail removal and pump adjustment. I will never forget my first turn up. Didn't light off in time and had to shut down and mop all the fuel out of the tailpipe.

When it did light off I just barely escaped going over max tp temp.

reply

DENNIS LIND, e-mail, 03.03.2014 21:42

I was a rigger at Oceana VA in NAS Fleet All Weather Training from 1956 to 1958.Iwent for my OMYASS and flew about 9o hrs. in the back seat. It was one my best lifetime memories in the Navy along with my first jump.

reply

John, e-mail, 17.12.2013 20:10

I was with VF111 Sundowneres from 1955 thru to July 1957, We Transitioned from F9F /6 to F9F /8 Cougars about the time I arived in squadron. I was an AB /AN at first then skipper said I had to change to Aviation Metal smith, I also got involve with the Cougar fast as I got trained on my own in the NAMO trainer for Cougar Flight qualifications. I was recomened by skipper for Flight school after some education advances. We got one of the first Trainer Cogars early in 1957 and Lt Pete Petterson would pick me up at the barracks on Sundays and take me up for a spin,, I had completed Egr4ess, night vision and High Alt, Pressure chamber and was qualified. He would give me the stick and l;et me do several combat moves and stunts. I9t was a thrill as I may have beem the first or only Elisted to fly the T bird at that time. The Cougar is of course always my favorite Air craft as I served 30 years in the Navy and flew air crew and worked on many many aircraft. I didnt pass Physical so didnt make fighter pilot but did make air crew. My time in the Cougar and with the Sundowners has never left my memory and Is still my best years in The Navy. I was also a bad kid at that Time and even told the skipper CDR Medic that i should be thrown out of the Navy,, He chewd my butt and said if he ever saw a 30 year sailor I was it,, I didnt think he knew what he was talking about but guess what,,Ha,Ha,, He went on and made Admiral and I did my 30 years.

reply

jim barnes, e-mail, 28.11.2013 00:16

The only F9F-8 I ever flew was Zeke Cormiers #1 aircraft when I tried out for the Blues in 1956. It was the cadilac of any a /c I had flown. It would still look good at todays airshows.

reply

john w sexton, e-mail, 11.09.2021 jim barnes

I remember the original Blues when assigned to VF191 on my Ship the uss Princeton cv37 in Korea,, I was a flight deck AB,, I later became a AM and three of my pilots became blues .. one was killed in Training and one was a good friend and my Div. Officer, JG Danny McIntyre, 1961 Blues, He later flew Crusader in Viet Nam as LCDR,

reply

cecil walker, e-mail, 26.11.2013 23:44

pc on f9f8t mid 50s at miramar / vf124. got some back seat time. erceived omass quals.ac had nose gear problems /desinged fix and solved problem.great time of my life

reply

Bill Dobra, e-mail, 02.11.2013 05:51

I was at NAS Chase Aug.1970-Nov.1973 in VT-25.
Started in Line Div. as plane captain, went to fuel crew, then went to Power Plant Shop. Worked on TF-9J and TA-4J, and a few old Chevys. Made a couple of trips out to the Lex for 'quals'. Nearly got blown off the flight deck while greasing a tailhook when the JBD came up to soon!
Made lots of friends, still see a few from time to time, and it is still HOT-HUMID here in Beeville !!

reply

Dennis Jennings, e-mail, 26.08.2013 06:04

VT-23 Kingsville TX, I was a plane captain for the Cougar and was later transferred TID to AMD as a aviation structural mechanic. Got out in 72 as an E-5. I went to Corpus Christie and did my ejection seat check and Oxygen tank training. I think I logged about 30 hours back seat time. I really cherish those memories. I loved that old bird. I probably logged as many hours in the back seat of the A-4 Skyhawk. There's an old VT-23 Cougar sitting out in the desert at one of the aviation museums in Tucson AZ. If I could post pictures here I share them with you.

reply

Glen Hutchinson, e-mail, 21.01.2013 03:04

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.

reply

john, e-mail, 11.09.2021 Glen Hutchinson

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,

reply

Bill Smith, e-mail, 10.01.2013 22:37

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.

reply

1-20 21-40 41-60 61-80

Do you have any comments?

Name    E-mail


COMPANY
PROFILE


All the World's Rotorcraft


All rhe World's Rotorcraft AVIATION TOP 100 - www.avitop.com Avitop.com