Grumman Aircraft Engineering
Corporation
From Beginnings Through
World War II
The Grumman Aircraft
Engineering Corporation of Bethpage, New York, was one of the most
important builders of military aircraft in the 20th century. From the
company's beginning in 1930, through the end of World War II, Grumman
designed and built several U .S. Navy aircraft that established the firm's
reputation for outstanding aeronautical engineering. Although the Long
Island company also contributed significantly to commercial aviation, it
was Grumman's navy planes, particularly its series of World War II combat
aircraft, that assured the company's success. As Rear Admiral John S.
McCain would note in 1942: "The name Grumman on a plane…[had] the same
meaning to the Navy that 'sterling' [had] on silver." To the Navy, Grumman
aircraft were the highest quality planes that money could buy.
Six men started the
Grumman Corporation on January 2, 1930, in a small garage in Baldwin, New
York. Leroy Grumman (a former naval aviator) and William Schwendler headed
the operation. They were both former engineers at the Loening Company,
another successful builder of navy planes during the 1910s and 1920s, and
the two understood the challenges of naval aircraft design. Albert Loening
had sold his business in 1928, and Grumman believed it stood a good chance
of filling the void left behind.
Grumman's first major
technological improvement occurred between 1931 and 1933 when Grumman and
Schwendler convinced the Navy to let them develop a new fighter and a new
scout plane. These aircraft had an innovative type of retractable landing
gear that allowed the plane to touch down on an aircraft carrier, and also
land and float on water—something that had not been done before. They
placed this lighter retractable gear design (which contained Grumman's
specially patented aluminium) on their new fighter, the FF-1 "Fert'l
Myrt'l," a two-seat, bi-wing that primarily launched from airfields and
carriers but which could also land on water and stay afloat if necessary.
The JF-1 "Duck" was Grumman's scout plane version of the FF-1, with a
special flotation device attached. Both planes, and the subsequent F3F, a
single seat version of the FF-1, pleased navy officials immensely and
became key naval aircraft during the 1930s.
Grumman had a close
relationship with the Navy, but by the mid 1930s, company officials were
worried about the firm's sole reliance on military business and decided to
also design planes for the commercial market. The company's first ventures
into the non-military realm occurred in 1936 when it developed the G-21
"Goose" and the G-22 "Gulfhawk." The Goose filled the needs of a small
group of New York businessmen who wanted a water taxi service for
commuting more efficiently between their Wall Street waterfront offices
and their remote Long Island estates. It was a two-engine, mono-wing
seaplane that held eight passengers and two crew members. By World War II,
the Goose had proved itself versatile enough that both the Navy and Army
Air Corps were using modified versions.
The Gulfhawk was
made-to-order for the famous stunt pilot and one time air speed record
holder Major Al Williams. A former naval aviator, Williams had long
admired Grumman engineering, and when he needed a new acrobatic plane, he
had Grumman build it. The Gulfhawk was a highly manoeuvrable
single-engine, biplane with a maximum speed of 290 miles per hour (467
kilometres per hour), and in Williams's hands, it performed brilliantly.
During the late 1930s, it was a major attraction at air shows worldwide.
Unlike several aircraft
companies whose businesses suffered during the Great Depression, Grumman
had to increase its factory space and workforce considerably during the
1930s because of its military business. In 1937, the company moved to
Bethpage, Long Island, and built a new factory. By the fall of 1941,
Grumman had grown to approximately 6,500 workers. But the expansion did
not stop there. To produce all of the planes the Navy needed during World
War II, Grumman's workforce grew at a rate of 1,000 workers a month until
it peaked in September 1943 at about 25,500 employees. Its floor space
also increased by a factor of 25 to approximately 2.65 million square feet
(246,193 square meters). Grumman plants operated 24 hours a day and
produced more military planes than any other company during the war. In
March 1945 alone, Grumman set the war record for the most deliveries by a
single factory when it cranked out 664 aircraft.
Grumman's first major
warplane was the innovative F4F Wildcat, a single-seat, single-engine,
carrier-based strike fighter equipped with a unique Grumman invention
called "sto-wings, which allowed a plane's wings to fold in half for easy
storage on cramped aircraft carriers. It had six machine guns and two
100-pound (45-kilogram) bombs and was also Grumman's first mono-wing
fighter. Unfortunately, the Japanese Zero airplane was faster and often
outperformed it. Nevertheless, many U.S. pilots still held their own in
dogfights because of the Wildcat's excellent diving and rolling ability.
In fact, New York Times correspondent Foster Hailey believed the
Wildcat "did more than any single instrument of war to save the day for
the United States in the Pacific."
Grumman's TBF "Avenger"
also contributed significantly to the Allied victory over Japan and
Germany. The Avenger was a single-engine, mono-wing, torpedo bomber that
held a pilot, a turret gunner, and a radioman/bombardier. When fully
loaded with bombs and torpedoes, the TBF was twice the weight of the
Wildcat. With a machine gun turret mounted behind the pilot, the Avenger
was a formidable combat plane and performed extremely well on low-altitude
attacks and dive-bombing runs. The Navy used the Avenger effectively
against enemy submarines, particularly in tandem with Wildcats. Grumman
delivered the first TBFs to the Navy in January 1942.
Grumman built one of the
classic combat planes of World War II, the F6F "Hellcat." Essentially a
more sophisticated version of the F4F Wildcat, Grumman engineers
specifically designed it to defeat the Japanese Zero. It could fly about
60 miles per hour (97 kilometres per hour) faster than the Wildcat, about
300 miles (403 kilometres) farther without refuelling, and carry more
armament. Like the F4F, the Hellcat was a single-seat, single-engine,
strike fighter with sto-wings. The first Hellcats saw action in the
Pacific in September 1943 and quickly gained a reputation for outstanding
performance and craftsmanship. Many sustained extensive combat damage and
still returned their pilots safely home. Airmen often referred to the
Grumman company as the "Iron Works" because its planes seemed
indestructible. Grumman produced 12,272 Hellcats from June 1942 to
November 1945, the largest number of fighters ever made in a single
aircraft factory. Naval aviators racked up an impressive record with the
Hellcats; of the 6,477 aerial victories they claimed during the war, 4,947
went to F6F pilots. In short, the Hellcat was a terrific and highly
reliable plane and U.S. aviators loved it. One unidentified pilot simply
noted about his beloved F6F: "If my Hellcat could cook, I'd marry it."
From its humble beginnings
in 1930, to its impressive production records and designs during the
Second World War, Grumman established itself as one of the most important
military aircraft builders of the century. But with the end of the war,
the company would go through some substantial changes. Although Grumman
would continue to secure navy business after the war, the government's
needs would change enough to force the company to reshape itself. By the
late 1950s, Grumman would suddenly be building spacecraft and designing
more planes for the commercial market.
Grumman: Post World War II
to 1994
The Grumman Corporation of
Bethpage, New York, has been one of the handful of military aircraft
builders since the 1940s. During World War II it manufactured a series of
U.S. Navy fighter planes that were highly dependable and resilient.
Grumman was the Navy's prime aircraft manufacturer in the early 1940s and
most of its business came from the Navy. But after the war, as other
companies began vying for navy contracts, Grumman decided to diversify and
build some non-military planes. It also entered the new field of space
flight. Still, from the late 1940s to the company's demise in 1994,
Grumman maintained a strong relationship with the Navy and built several
key aircraft for the seafaring service.
As World War II was
ending, the aviation industry began developing the jet engine. A new era
of flight was dawning, and Grumman engineers worked on perfecting the new
technology. By 1949, they had created the F9F Panther, the company's first
combat jet and the Navy's primary fighter plane of the Korean War. It was
a carrier-based aircraft that used several weapons systems and handled a
variety of missions ranging from protecting heavy bombers to
photoreconnaissance. It also excelled at individual strafing and bombing
runs. During the war, F9Fs would fly more than 78,000 combat missions.
In the mid 1950s,
competition among various aircraft companies for military business became
intense. One corporation, McDonnell, was particularly interested in
securing a navy contract for an all-purpose fighter. McDonnell edged
Grumman out as the Navy's top supplier of jet fighters with its superior
Phantom. It would take Grumman more than a decade to design a plane that
would supplant the Phantom.
Despite Grumman's loss to
McDonnell, the company continued to build some key naval aircraft,
especially surveillance and detection planes. In 1953, Grumman introduced
the S2F Tracker, a hunter/killer aircraft. This twin-engine plane excelled
at electronic tracking and antisubmarine warfare; it would "hunt" down its
enemy using its detection equipment and then "kill" it with its vast array
of weapons. The Tracker was the first U.S. carrier-based hunter/killer.
In February 1958, Grumman
produced its second major naval surveillance plane. The WF-2 Tracer was
the first carrier-based airborne early-warning aircraft. It could detect
enemy offensive weapons at great distances and coordinate friendly
aircraft for a counter-attack. One of the most remarkable aspects of the
Tracer was the large radar dish that rested on top of the plane's
fuselage. The
radar looked like a huge mushroom and was almost two-thirds the size
of the actual plane. The Tracer became one of the premier intelligence
planes of the late 1950s and remained that way until Grumman improved it
and built the Hawkeye.
The E-2B Hawkeye, which
first came into service in October 1960, has remained one of the most
important US military planes to date. With state-of-the-art surveillance
equipment, and the ability to refuel in flight, the Hawkeye was, and newer
models continue to be, one of the most advanced surveillance aircraft. In
the mid 1970s, its ATDS (airborne tactical data system) could track as
many as 200 enemy targets at once and develop a logical counter strike
plan. In 1991, the Hawkeye played a key role in the Persian Gulf War and
in 2002, is poised to make some vital contributions to America's war on
terrorism.
When Grumman lost its hold
as the prime manufacturer of the Navy's first strike fighter, it decided
to diversify and build products for the commercial market. One of its
first successes was the 1956 Ag-Cat, a single-seat, crop-dusting biplane.
In 1958, Grumman unveiled its Gulfstream, a small corporate, land-based
transport plane that held 19 passengers. The Gulfstream was a huge
commercial success. In fact, it did well enough to warrant another model,
the Gulfstream II, a twinjet that debuted in October 1966. Grumman even
built canoes, a few experimental hydrofoil boats, a submarine, and
delivery trucks in the 1950s and 1960s.
Despite Grumman's move
into the commercial market, it still kept entering design competitions for
navy combat planes. In the late 1950s, the strategy paid off when the Navy
selected Grumman to build a new all-weather, low-altitude attack plane.
Although not the top-of-the-line fighter that Grumman most desired, the A6
Intruder was still a key combat plane. Able to hold a pilot and
bombardier, this carrier-based, subsonic attack aircraft entered service
in April 1960 and became an important weapon during the Vietnam War. With
an electronic attack-navigation system, the Intruder faired quite well
against the enemy. It also carried approximately nine tons of bombs and
missiles. By 1965, the Navy was so pleased with the A-6 that it asked
Grumman for a more advanced model—the EA-6B Prowler. Essentially a more
sophisticated version of the Intruder, it incorporated a more advanced
electronic countermeasures system and a crew of four. The Prowler saw
heavy service during the Persian Gulf War and will undoubtedly be an
important weapon in the war on terrorism.
When Grumman was
diversifying in the late 1950s, a huge new market—space flight—opened up.
Grumman entered any space design competition it could. In 1960, it won the
contract for the Orbiting Astronomical Observatories (OAO). These
observatories were the first space telescopes, the direct forerunners of
the Hubble Space Telescope. They were serious scientific instruments that
provided scientists with new views of the universe. Grumman built four
OAOs in all.
Grumman's experience with
the OAOs helped it win the contract for the Apollo Lunar Module (LM), the
spacecraft that the U.S. astronauts used to land on the Moon. The LM was
the world's first true spacecraft because it operated totally
outside the Earth's atmosphere. Many contemporaries called it the "bug"
because of its four insect-like looking landing legs that attached to a
gold Mylar-covered, cube-shaped descent stage. This stage held the engine
that allowed it to descend to the lunar surface. On top of the descent
unit rested the ascent stage with the ship's control room and the engine
that lifted it off the Moon. Perhaps the most important LM was not the
first one that landed on the moon during the July 1969 Apollo 11 mission
but rather the one the Apollo 13 astronauts used as a "lifeboat" during
their ill-fated mission in April 1970. In all, Grumman built 12 LMs, six
of which landed on the Moon.
While Grumman was busy
manufacturing the LMs, the company was also trying to regain its position
as the Navy's top supplier of jet fighters. Grumman engineers began
working on a new fighter design almost as soon as the McDonnell Phantom
appeared. Their new concept, a variable-sweep-wing fighter, first surfaced
in a design for the F-111B in 1964, but because the F-111B never made it
past the prototype phase, due to military inter-service quarrelling,
Grumman engineers added the variable-sweep-wing concept to their new F-14
Tomcat. The Navy was impressed with the plane and agreed to make it their
front-line jet fighter. In September 1972, the Tomcat began replacing the
Phantom on U.S. aircraft carriers and naval bases. Because it could travel
at Mach 2.5 at both ground and sea level, and its extremely flexible and
superior weapons system, the F-14 remained the Navy's best all-around
fighter for well over 20 years.
Grumman began to run into
serious financial difficulties in the 1980s. Although it continued to
build Tomcats and Hawkeyes well into that decade, the end of the Cold War
seriously hurt the military aviation market and Grumman suffered
accordingly. Even though the company had endured massive layoffs after
World War II, with its workforce falling from approximately 25,500 to
3,300, it had still built itself back up to around 37,000 workers by the
mid 1960s. Nevertheless, by 1994, the company was facing serious enough
financial problems that it could no longer stand on it own. Northrup, a
competing company, purchased and subsumed Grumman, forming the Northrop
Grumman Corporation. For more than 60 years, Grumman had been one of
America's most important military aircraft builders and had also built the
spacecraft that put humans on the moon. But shortly after the Cold War
ended, a war that had helped Grumman thrive, the Long Island company met
its demise.
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