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Description
| Manufacturer: | Grumman |
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| Base model: | F9F | ||
| Designation: | F9F | ||
| Version: | -8T | ||
| Nickname: | Cougar | ||
| Equivalent to: | TF-9J TF9JTF-9J | ||
| Designation System: | U.S. Navy / Marines | ||
| Designation Period: | 1922-1962 | ||
| Basic role: | Fighter | ||
| Modified Mission: | Trainer | ||
| See Also: |
Specifications
| Length: | 44' 4" | 13.5 m | |
| Height: | 12' 3" | 3.7 m | |
| Wingspan: | 34' 6" | 10.5 m | |
| Wingarea: | 337.0 sq ft | 31.3 sq m | |
| Empty Weight: | 12,787 lb | 5,799 kg | |
| Gross Weight: | 16,698 lb | 7,572 kg | |
| Max Weight: | 20,574 lb | 9,330 kg | |
Propulsion
| No. of Engines: | 1 | ||
| Powerplant: | Pratt & Whitney J48-P-8A | ||
| Thrust (each): | 7,250 lb | 3,287 kg | |
Performance
| Range: | 600 miles | 966 km | |
| Cruise Speed: | 475 mph | 764 km/h | 412 kt |
| Max Speed: | 630 mph | 1,014 km/h | 548 kt |
| Climb: | 4,800 ft/min | 1,462 m/min | |
| Ceiling: | 43,000 ft | 13,106 m | |
Recent comments by our visitors
| Marvin E. Coffey Indianapolis, IN | I was station at USMC Airstation El Toro California from 1961 to 1964 and was a 6611 Airborne Electronics Technician primarily working on TACAN (tactical air navigation - range and direction from a station)I was also qualified to do runups. Occasionally I was allowed to fly in the back seat. I grew up aroud aircraft and learned to fly when I was eight years old and even got some stick time in the F-9. Great aircraft to fly. Very manuverable and would out dog fight even the lastest planes of the time. Just lacked an afterburner and heavy arms of the other aircraft. I will up load two pics of one of our planes.
Marv 08/28/2008 @ 11:58 [ref: 22570] |
| Terry Schwerdtfeger Coquille, OR | I was stationed VA-125 at NAS Lemoore,from 1963 to 1964, were I served as a Yoeman, assigned to operations. While we flew the F4's, we used the TF9J's for two seat trainers. I was fortnuate enough to have been approved for ground school so that I could be one of 13 observer pilots at that time. I did get an opprotunity to fly in the trainer with a pilot who needed more flight hours to qualify for his flight pay. Oh, yes, I did have an in as I also kept his flight log as one of my duties. This was one of the most thrilling events in my life, the next one down would be serving as Operations Yeoman on a few carriers that we deployed to for two weeks at a time for carrier qualifications.... working the Ready Room was fantastic. 09/26/2007 @ 11:49 [ref: 18014] |
| L/CPL BRIAN O\'SULLIVAN NORTON, MA | I worked in the engine shop of VMT-1 from 64-67,and remember my most harrowing experience being a day when I had to go down the intake of the plane that had just come out of overhaul to adjust the fuel control, (a device much like a carburator).A plane captain was at the controls and as the aircraft started, we got what was known as a wet start (which was a long flame coming from the tailpipe) because it was getting too much raw fuel from mis-adjustment of the fuel control.The only way to put out the flame was to run the plane up to 100%.I thought I would be sucked into the engines spinning turbine, but there was a screen fence around the turbine blades preventing that from happening. It was the scariest event I can remember.I thought the beast may have gotten a meal that day. As happened, once the throttle was run up to about 80% the flame was extinguished, much to my delight. Needless to say I had to check my shorts that day!Semper FI 12/30/2006 @ 14:59 [ref: 15045] |
| Jerry Mixon Islandton, SC | I was a plane captain in Kingsville Tx. in 1968, VT22...The f9s still had alot to offer the students,the f9s still carry a good punch. it was always a trusted plane to fly or take that back seat ride...then came the A4s........god bless 11/24/2006 @ 19:37 [ref: 14836] |
| Ronald Johnson Westbrook, ME | I entered the Navy in June 1962. Did boot camp at San Diego,Ca. Sent to Millington, Tenn. for Jet engine training. Then was assigned to Training Squardon 25 (VT-25). Started out on the flight line as a plane captian. Was moved to power plant shop to work for a fellow named ADJC Tolliver. He inquired of if I would be intrested in training on intensive course AF9J/TF9J Grumman engine, which lead up to being one of only three enlisted people qualified for engine turnup in squardon. Did trouble shooting on flight line during launchs and also did my share of high power run ups after engine changes or adjustments on fuel pumps/fuel control. Reupped in 1966 and was sent to NAS Brunswick, Maine. Departed Navy in 1970. 09/18/2006 @ 18:08 [ref: 14205] |
| JOHN BURGIN BIRMINGHAM, AL | We are in the process of moving a cougar from one museum to the southern museum of flight in Birmingham, this aircraft has been on outside display for about 25 years and I need some information on getting the wing folding pins released were they hydraulic or electric released. any info would be greatly appreciated john 12/02/2005 @ 16:47 [ref: 11861] |
| Roger Jacobson Minneapolis, MN | I worked on the flight line for VMT-1 (2nd MAW) 1963-1966.
We had all TF-9J aircraft. One of the more "exciting" memories was of changing the emergency ignitor cartridges. We lived in fear of the pin coming out while trying to unscrew the top cap. Eventually, it finally happened! The pin came out! Fortunatly I was holding the bottom portion with water pumps. It flared beautifully! Unfortunatly I laid it on the flap edge. It buckled the metal considerably while going off. It seem to return to a normal state after cooling off (the wing metal). So, I let it go. (Lucky I guess!) 07/29/2005 @ 15:59 [ref: 10880] |
| Jim Young Austin, TX | My grandfather, LCDR William F. Augustine was in VT-23 in '68-69 (or longer). He passed away 2 weeks ago; and he left me all his flight logs. Any chance anyone happened to know him? I'd love an old "war story"... 07/19/2005 @ 17:55 [ref: 10791] |
| robert d. alderman ft. lauderdale, fl 33334, FL | i was an instructor in vt-23 from sept 1965 to feb 1967. i am trying to locate any photo of the tf-9j(two place trainer. if any one has one could you please notify me by e-mail or call me at 954-564-4651 08/09/2004 @ 18:52 [ref: 8016] |
| Jim Stavely Lexington, TN | I was stationed in Beeville Texas in VT-24 from 1969 to 1971.
Once I was on the back row of 24's line tieing down aircraft and securing them for the weekend. It was the end of the shift and it was raining. I was securing the cockpit and decided to close the canopy in order to keep the seat and chute dry. When I was done, I tried to open the canopy. The canopy only moved about an inch when the battery died. I tried to de-clutch the canopy and slide it back.......no go.I could see the line crew leave for the weekend and the lights went out in the line shack. They thought I had split and did not bother to look for me. I was stuck in the cockpit out on the fourth row. I waited a while to let the battery build up a little then tried again. The battery would last long enough to move the canopy about a quarter inch at a time. I did this for an hour or two and after getting out, I was able to release the canopy from the outside and push it closed. I never did see a line watch. I left a note on the door of maint. control. Would have been a bad deal if a pilot found out the canopy would not manualy open in an emergency situation. We had a new guy in 24 who would come up "missing " in the middle of the shift just about evey night. One night somebody saw where he was going. He would crawl into an intake and take a nap. When we discovered this, I ran and got an NC-5 and a turn qualled troubleshooter jumped in the cockpit. A couple of other guys grabbed a duct plug and held it in place. Somebody stomped around on the wing to wake him up. I cranked up the NC-5 and the troubleshooter windmilled the engine. The new guy about peed his pants. He was so scared he about knocked the two guys down when he kicked the duct plug out. We didn't have that problem with him again. Jim 07/02/2004 @ 13:47 [ref: 7735] |
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