The Grumman Wildcat

8/13/2019 The Grumman Wildcat

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The Grumman Wildcatin FAA Service

by Bruce Archer

Martlet I BJ570. This view shows the spotting features of the Martlet I. Short chord Cyclone cowl

ith no cowl flaps, carburetor intake at the 12 oclock position and the Hamilton Standard

Hydromatic prop. Note the ring site on the forward decking. The bead site was located on the cockpit

combing inside the windscreen. Also note the prop is polished aluminum on the front face and flat

black on the rear face. This aircraft is probably painted in Extra Dark Sea Grey, Dark Slate Grey (of

American manufacture) paint and a light blue shade of Sky. Copyright is unknown.

I n t r o d u c t i o n

I really do not know why, but I always seem to take on very confusing subjects. Spitfires, for example can

and will make your head hurt with the variations between aircraft of the same Mark, let alone the differing

Marks. The Grumman F4F Wildcat/Martlet appeared to be no different. For what is supposedly a simpleaircraft there are so many variables it appeared even the Admiralty gave up on giving coherent Mark

numbers to the Martlet. This article hopes to clarify the apparent confusing Marks, sub-marks and confusing

serials of the Martlet/Wildcat in the FAA.


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In 1939, the FAA was not ready to fight a war. With no Bureau of Aeronautics (BuAer) like the USN, and

only recently getting their Air Arm back from the RAF, the FAA was straddled with a series of obsolete or

close to being obsolete aircraft (such as the Skua, and Sea Gladiator). Though the US Navy was still using

bi-planes, the winds of change were apparent. The F2A, TBD, SBD, F4F and SB2U monoplanes were all in

development or were in squadron service. Japan, the third naval air power was developing the Zero fighter,

the Kate torpedo bomber and the Val dive-bomber. The newest fighter the FAA had was the Blackburn Roc.

In addition, the FAA persisted in the outmoded thinking that you needed a second seat in naval fighters,

which led to heavy, slow fighters (the Fulmar and Firefly). With the Sea Hurricane (not really suitable as a

carrier fighter) and the Seafire (not at all suitable) a couple of years away the Royal Navy needed aircraft.

With the war raging, the British Purchasing Commission was given a blank check and sent looking for

aircraft. The Martlet and Wildcat was one type chosen.

With the war in Europe, France approached Grumman in October of 1939 for Wildcats for their two carriers

which were under construction (Reference 3). The only engine that was approved, for export by the US

Government was the Wright R-1820 Cyclone . This was fitted into the G-36A (as the Wildcat was known by

Grumman), the flight tests were successful and machines started down the line. However, France fell before

the aircraft production was completed and delivered. The British Purchasing Commission (BPC) quickly

acquired these planes for the FAA deliveries starting in July of 1940 (Reference 3). Martlet I, II, III and

Wildcat IV, V, and VI were built for the FAA in substantial numbers. At the end of the war, the FAA wasthe second largest user of the Wildcat, with an apparent bewildering array of versions.

G r u m m a n W i l d c a t / M a r t l e t V a r i a n t s i n F A A

S e r v i c e

M a r t l e t M a r k I( s e e t i t l e i m a g e )

The Martlet Mark I was aircraft originally ordered by France and Belgium. The Belgians ordered Martlets

(Reference 10) which, according to Grumman records, were absorbed into the French order when Belgium

fell.The Martlet (G-36A) was from the these two orders, which could not be delivered because of the fall of

France.

Martlet Is came equipped with a Wright R-1820-G205A Cyclone engine with a single-stage, two-speed

supercharger. The Cyclone was shorter than the Twin Wasp so the cowl was shorter in chord and did not

have any cowl flaps, and with the overall length being the same (approximate) length as a Wildcat with a

Pratt and Whitney engine, the distance between the wing and rear of the cowl was longer. This is true of all

Cyclone powered Martlets/Wildcats. With the Mk.I, this distance was 22 inches (as measured on the FAAMuseums sole surviving Mk.I). It has to be mentioned here, that the single row Cyclone had either baffle

plates or air intakes between the cylinders. This forced air over the cooling fins and cooled the engine more

efficiently. All single row radials in a cowl were configured like this. The twin row Twin Wasp did not need

the baffles for cooling.

All Martlet Mk.Is had the F4F-3 straight pitot tube and a Hamilton Standard Hydro-matic uncuffed prop.

Mk.Is had fixed wings and 4 wing guns, 46 and 117 from the centerline of the fuselage with 430 rounds

per gun. Otherwise, these Martlets were similar to F4F-3Bs.

Contrary to popular belief Martlet Is didgo to sea. They were equipped with hooks, but the holdback was

not fitted. Serials included AL231-AL262, AX824-AX829, BJ507-BJ527, and BJ554-BJ570.

Lost at sea whilst being delivered were Martlet I serials BT447-BT456 (Reference 10, 11).


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M a r t l e t M a r k I I

The Martlet II was the first Martlet actually ordered by the British Purchasing Commission for the FAA. The

contract was for 100 F4F-4A equivalent aircraft with folding wings and 3 guns per wing with 240 rounds per

gun. The first ten Mk.IIs were delivered to F4F-3 standards with fixed wings and 4 wing guns. These 10,

Serials AM954to AM963were redesignated as Mark IIIs (References 2,4,7,8,10,11). These are covered in

the Mark III section. The remaining Mark IIs were differentiated by the pitot tubes. AM964to AM 999had

a unique pitot. This pitot was located on the port upper wing, near the inner edge of the aileron. This pitot

angled to the rear and upwards. These aircraft were the only Wildcat/Martlet to use this pitot. The remaining

Mark IIs, serial range AJ100to AJ153used the standard F4F-4 pitot.

Martlet II, AJ104 P, AM976 N, AM977 A, and AMxxx E of No. 880 Sqn, HMS

Formidable in 1942. This image shows the spotting features of the Martlet II and the major

difference between the two series of Martlet II. Note the lack of carburetor intake on the cowl,

the lack of intercooler scoops, the 6-gun folding wings, wide chord Pratt and Whitney cowl

ith one cowl flap per side and the Curtiss Electric prop with a pointed hub. AJ 104 has the

F4F-4 style pitot and the three AMxxx serialed Martlets have the unique pitot over the port

ing. All appear to be painted in Extra Dark Sea Grey, Dark Slate Grey and Sky. The codes

appear to be in either sky or white. P and A have a painted spinner (P in red?) and

colored wheel hubs. Possibly, the wheels are in the spinners color. N and E have sky

colored wheel hubs, and unpainted spinners. Imperial War Museum, via the Smithsonian

Institution.

The Martlet II (from this point onwards, I am not speaking of the first 10 Mk.IIs which became Mk.IIIs)

were powered by a Pratt and Whitney R-1830-90 Twin Wasp single stage two speed supercharged radial.

This engine had the magnetos on the rear of the engine, next to the carburetor. The cowl was the standard

chord Pratt and Whitney cowl, which had one large cowl flap on each side. The distance from the wing

leading edge to the rear of the cowl is 14 5/8 inches on all Pratt and Whitney powered Martlets/Wildcats.

The cowl did not have the carb intake on the top, and the intercooler scoops were deleted. The propeller was

a cuffed Curtiss Electric three blade, with a domed (similar to the dome found on P-43s and P-47s with

Curtiss props) hub. All had folding wings with 3 guns per wing and had 240 rounds per gun. Some aircraftin the AM serial range had an extended lower fairing, which may have had something to do with the fuel

system; AJ series aircraft did not have this extension. Serials for Martlet Mk.II are AM964-AM999and


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AJ100-AJ153. Aircraft lost at sea whilst being delivered were AM954, AJ105, AJ106, AJ138-AJ145, and

AJ124-AJ126.


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6/12

The ex-Greek Martlets is where the confusion with serials and numbers of aircraft have resulted. It seems

previous authors have added approximately 36 aircraft which do not exist. I have confirmed only 40 Martlet

IIIs. These include the first Mark IIs, and the Greek order. The reason for the confusion was the way the

Greek F4F-3As received serials. Local air depots were assigned serials for locally acquired aircraft. Here is

where the confusion started. The local air depot assigned serials AX725-AX747, AX753-AX754, AX761,

AX824-AX829and HK841-HK842, (a total of 36 serials) (references 4, 8, 10, 12). The problem is some of

these serials were not used. Known BuAer numbers and a correlation with British serials are shown on Table

Number 2.

Martlet III 3876 (FAA Serial AX746) H of 805 Sqn. This aircraft is from the ex -Greek

order. Note the fixed wings, and 4 wing guns. Note the Curtiss Electric prop with a stepped

hub, wide chord Pratt and Whitney cowl with one cowl flap per side, and the F4F-3 type pitot.

Missing are the intercooler intakes. This aircraft is in its delivery scheme of Non-Specular

Light Grey (USN). In addition, the photographer used ortho film. The AMxxx serialedMartlet III were F4F-3 aircraft. The ex-Greek order were F4F-3A aircraft. Copyright is

unknown.

W i l d c a t M a r k I V

These aircraft were supplied under Lend-Lease, and were the last Wildcats built for the FAA by Grumman,and the first to be called Wildcats. The Mk.IV reverted to the Wright R-1820-40 Cyclone with a single

speed, two-stage supercharger. Why this change was made, I do not know. However, it was equipped with a

short chord cowl with one small cowl flap on either side. All of the scoops for the intercooler and carburetor

were moved to in-between the cylinders. A Hamilton Standard Hydromatic uncuffed propeller was used.

All Mk.IVs had folding, 6 gun wings with 240 rounds per gun. All had the F4F-4 style pitot. These were

equivalent to the F4F-4B. The serials assigned were FN100to FN319. Wildcat IV lost at sea whilst being

delivered were FN205-FN207and FN240-FN241 (Reference 10, 11).


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Martlet (Wildcat) IV FNx80 at NAS Anacostia. The Mk.IV has a short chord Cyclone cowlith one flap per side, Hamilton Standard Hydromatic prop, six gun folding wings and a F4F-

4 pitot. Note what appears to be a ring sight on top of the front fuselage decking. This is the

last mark of Wildcat built by Grumman for the FAA. The aircraft appears to be finished in

Extra Dark Sea Grey, Dark Slate Grey and Sky. Official US Navy Photograph.

W i l d c a t M a r k V

The Wildcat V was the first Wildcat produced by Eastern Aircraft for the FAA. All were delivered underLend-Lease. These were FM-1s, a F4F-4 with 4 wing guns. All were powered by a Pratt and Whitney R-

1830-86 Twin Wasp with a two-speed, two-stage supercharger and had a Curtiss Electric cuffed propeller

with a stepped hub. The cowl was the longer Pratt and Whitney style, with both the carburetor and

intercooler scoops. There were 4 small cowl flaps per side. Wings were folding but the Mk.V/FM-1 reverted

to 4 wing guns with 430 rounds per gun. The pitot was the F4F-4 style. Serials ranged from JV325-JV636.


8/12

Wildcat V JV578 F of 852 Sqn in June or July 1944. Though the quality of image is not

as good as in previous images, it is still useful. The aircraft is very similar to a F4F-4, but

ith 4 gun wings, the outer guns being deleted. Note the vertical radio mast, not canted as

in previous versions. JV578 has the long chord Pratt and Whitney cowl with the intercooler

scoops, carburetor intake and 4 cowl flaps per side. It appears the ring and bead sights had

been deleted. A Curtiss Electric prop with a stepped hub was fitted. Though early FM-1s

(Wildcat V) were painted as were the Grumman built aircraft, this aircraft is most likely in

the US equivalent scheme of Olive Drab and Sea (US) Grey with Light Grey (USN Non-

Specular Light Grey) undersides. This was the first version of the Wildcat built by EasternAircraft for the FAA. Copyright is Unknown.

W i l d c a t M a r k V I

The Wildcat VI, a FM-2, was an attempt to improve the performance of the Wildcat. A Wright R-1820-56

Cyclone with a single speed, two-stage supercharger was fitted and had an additional 150 horsepower over

previous versions. A Curtiss Electric propeller without cuffs was fitted and could have either a domed or a

stepped hub. The cowl had a longer chord than the Mk.I and IV, but was shorter than the Pratt & Whitney

cowl. There were no external scoops on the cowl; all of the scoops were between the cylinders. The cowl

had one cowl flap per side. The exhausts were routed out a cutout on the fuselage (one per side) and out the

bottom. The oil coolers were removed from the lower wings and moved into the accessory bay. The wings

were folding and had 4 guns with 430 rounds per gun. To counter the added torque of the new engine, the

fin and rudder were enlarged. In addition, the windows on the underside of the airframe were deleted. Serials

ranged from JV637-JV902, JW785-JW836and JZ860-JZ889.


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10/12

Light Grey, and most soon acquired a coat of camouflage color(s) on the upper surface. Most received a Mid

Stone upper surface, but there are images which show a two color upper surface, and at least one aircraft

received a dark undersurface. All Grumman Martlet/Wildcat interiors were Bronze Green (close to FS24050

or 20452), and the majority of the remaining interior was painted in Grumman Grey This is close to

FS6440. This included the cowls interior. The fuel tank was either aluminum of a dull steel color. The

lower parts of the landing gear was a heat resistant black, the remainder could be either Grumman Grey or

Sky. The notches where the wheel sat was in the underside color. Areas, which were out of sight, were in

Zinc Chromate Yellow or Grumman Grey. Props were either polished aluminum with USN stripes, or black

with 4 yellow tips. The wheel hubs were the underside color on the outer cover and aluminum on the inner.

E a s t e r n A i r c r a f t

Eastern Aircraft took over the manufacture of the Wildcat from Grumman as Grumman was busy making

Hellcats. The Wildcat was manufactured in Linden, NJ (near my home) and towed across the street to the

Linden Airport for test flying and delivery. The first Eastern built Wildcats for the FAA, the Mk.V, mayhave worn two schemes. The first off the line are reportedly were painted according to Grumman specs,

which include the primers, interior color and the correct shades for the Temperate Sea Scheme. However,

the majority of Mk.Vs (FM-1s) were painted in the US ANA substitute colors of Olive Drab, Sea Grey and

Light Grey. The cockpit was in Interior Green, and the remainder of the primed surfaces was in Zinc

Chromate, either green or yellow.

The Wildcat VI was painted in two differing schemes. The first was in the US ANA Substitute Scheme of

Olive Drab, Sea Grey and Light Grey. The Interior and primed areas of the aircraft were as above. The

second scheme was overall Glossy Sea Blue, with a Non-Specular Sea Blue anti-glare panel. An Eastern

Aircraft painter (reference 12) interviewed by me stated that the Non-Specular Sea Blue was used initially

because Eastern had quite a bit of this color in stock. When stocks of the Non-Specular Sea Blue wereexhausted, a flat varnish was used to paint the anti-glare panel. The cockpit and interior were like the late

Wildcat Vs.

A c k n o w l e d g e m e n t s

I want to extend special thanks to my wife, the lovely and de-liteful Dana for putting up with me, to Joe

Lyons for keeping me focused, Steve Eisenman who furnished me with the postings I was missing from theold FAASIG (US), to the members of the old FAASIG US, and the FAASIG UK for the help they have

given me, and to the Southern New Jersey Scale Modelers who allow their President to rant on and on about

not only Martlets but Spitfires as well. My thanks to all!

T a b l e s

T a b l e 1 : M a r t l e t V a r i a n t s a nd C h a r a c t e r i s t i c s


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Mk.I Mk.II Mk.II Mk.III Mk.III Mk.IV Mk.V Mk.VI

Serials

Al231-AL262;AX824-AX829;BJ507-BJ527;

BJ554-BJ570

AM964-AM999

AJ100-AJ153

AM954-AM963

AX725-AX747;AX753-AX754;

AX761;AX824-AX829;

HK841-HK842

FN100-FN319

JV325-JV636

JV637-JV902;JW785-

JW836**;

JZ860-JZ889**

USN Equivalent None* F4F-4A F4F-4A F4F-3 F4F-3A F4F-4B FM-1 FM-2

Engine

WrightR-1820-

G205Cyclone

Pratt &WhitneyR-1830-90 TwinWasp




WrightR-1820-

40Cyclone


WrightR-1820-56Cyclone

Supercharger

SingleStage-

twoSpeed

SingleStage-

twoSpeed

SingleStage-

twoSpeed

TwoStage-Two

Speed

SingleStage-

twoSpeed

SingleStage-

twoSpeed

TwoStage-Two

Speed

SingleStage- two

SpeedCowl Short Long Long Long Long Short Long Unique

Cowl Flaps Per Side None 1 1 1 1 1 4 1

Carb Scoop on Top? Yes No No Yes Yes No Yes No

Intercooler Scoops? No No No Yes No No Yes No

Propeller Ham. Std. Curtiss Curtiss Curtiss Curtiss Ham. Std. Curtiss Curtiss

Prop Hub Domed Domed Domed Domed Stepped Domed Stepped EitherCuffed? No Yes Yes Yes Yes No Yes Either

Wings Fixed Folding Folding Fixed Fixed Folding Folding Folding

No. of Guns 4 6 6 4 4 6 4 4

Rounds per Gun 430 240 240 430 430 240 430 430

Pitot F4F-3 Type Unique F4F-4 TypeF4F-3 TypeF4F-3 TypeF4F-4 TypeF4F-4 TypeF4F-4 TypeSource French BPC BPC BPC Greece Lend-Lease Lend-Lease Lend-Lease

Lost at SeaBT447-BT456 AM954

AJ105-AJ106;AJ138-AJ145;AJ124-AJ126 None None

FN205-FN207;FN240-FN241 None None

*= The closest US Equivalent would be the F4F-3B

**= These serials may not have been delivered

T a b l e N o . 2 E x - G r e e k M a r t l e t I I I S e r i a l s

BuAer No. FAA SerialBuAerNo.

FAA

Serial3875 AX727 3893 Unknown3876 AX746 3894 AX7433878 AX738 3896 Unknown3879 AX725 3898 Unknown3880 AX735 3899 AX7543881 AX731 3900 AX744

3882 AX733 3901 AX7453883 AX734 3902 AX7473884 AX728 3903 AX7363885 AX726 3904 AX7533886 AX730 3877(?) AX761


12/12

3888 AX742 3887 or3897

AX737

3889 AX729 3887(3897?)

AX741

3890 AX724 Unknown AX7393891 AX732 Unknown AX7403892 Unknown Unknown HK840

Unknown HK841

(References 4,10,11)

R e f e r e n c e s

1 F4F Wildcat in Action, Squadron/Signal Publications-2004

2 Warpaint No.9- Grumman F4F Wildcat. Hall Park Books Ltd.-1997(?)

3 In Detail and Scale No.65, F4F Wildcat. Squadron Signal Publications-2000

4 Air Arsenal North America, Pages 210-211

5 The Grumman Martlet, by Wesley Moore, IPMS Update, date unknown

6 Nine Lives by Brian Derbyshire. IPMS UK, date unknown

7 The Martlet and Wildcat by Scott Spencer, FAA SIG website, both US and UK

8 Aircraft of the FAA 1939-1945, Air Britain

9 Dana Bells Aviation Color Primers- No.1: US Export Colors of WWII, Meteor Productions -

2002

10 Discussion Board Postings FAA SIG (US and UK)

11 E-Mail conversations with Dave Fleming, Claudio Narduzzi, Jim Bates, Roger Andrews, and

Terry McGradey

12 Conversation with Dale Peters, painter with Eastern Aircraft, Linden Plant 1943-1945

13 The Fleet Air Arm Museums Martlet Mk.I , serial No. AL 246

14 Mr. Russell Lee, Curator The National Air and Space Museum, who supplied information on the

Museums FM-1 Wildcat

Text & Images Copyright 2006 byBruce Archer

Page Created 06 March, 2006

Last Updated

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