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AIRFIX 1/72 GRUMMAN F4F WILDCAT USN VF USMC VMF RN FAA MARTLET Kit #3-46 (1965) AIRFIX 1/72 GRUMMAN F4F WILDCAT USN VF USMC VMF RN FAA MARTLET Kit #3-46 (1965) OPEN BOX UNBUILT PLASTIC MODEL KIT INVENTORIED 100% COMPLETE IF YOU HAVE ANY QUESTIONS OR CONCERNS PLEASE ASK ME BEFORE BIDDING / PURCHASING I WANT EVERYONE TO BE 100% SATISFIED WITH NO SURPRISES OR MIS-UNDERSTANDINGS ——————————————– Additional Information from Internet Encyclopedia The Grumman F4F Wildcat was an American carrier-based fighter aircraft that began service with both the United States Navy and the British Royal Navy (as the Martlet) in 1940. First used in combat by the British in Europe, the Wildcat was the only effective fighter available to the United States Navy and Marine Corps in the Pacific Theater during the early part of World War II in 1941 and 1942; the disappointing Brewster Buffalo was withdrawn in favor of the Wildcat and replaced as units became available. With a top speed of 318 mph (512 km/h), the Wildcat was outperformed by the faster 331 mph (533 km/h), more maneuverable, and longer ranged Mitsubishi A6M Zero. But the F4F’s ruggedness, coupled with tactics such as the Thach Weave, resulted in an air combat kill-to-loss ratio of 5.9:1 in 1942 and 6.9:1 for the entire war. Grumman fighter development began with the two-seat Grumman FF biplane. The FF was the first U.S. naval fighter with a retractable landing gear. The wheels retracted into the fuselage, leaving the tires visibly exposed, flush with the sides of the fuselage. Two single-seat biplane designs followed, the F2F and F3F, which established the general fuselage outlines of what would become the F4F Wildcat. In 1935, while the F3F was still undergoing flight testing, Grumman started work on its next biplane fighter, the G-16. At the time, the U.S. Navy favored a monoplane design, the Brewster F2A-1, ordering production early in 1936. However, an order was also placed for Grumman’s G-16 (given the navy designation XF4F-1) as a backup in case the Brewster monoplane proved to be unsatisfactory. It was clear to Grumman that the XF4F-1 would be inferior to the Brewster monoplane, so Grumman abandoned the XF4F-1, designing instead a new monoplane fighter, the XF4F-2.[7][9] The XF4F-2 would retain the same, fuselage-mounted, hand-cranked main landing gear as the F3F, with its relatively narrow track. The unusual manually-retractable main landing gear design for all of Grumman’s U.S. Navy fighters up to and through the F4F, as well as for the amphibious Grumman J2F utility biplane, was originally created in the 1920s by Leroy Grumman for Grover Loening.[10][N 1] Landing accidents caused by failure of the main gear to fully lock into place were distressingly common. The overall performance of Grumman’s new monoplane was felt to be inferior to that of the Brewster Buffalo. The XF4F-2 was marginally faster, but the Buffalo was more maneuverable. It was judged superior and was chosen for production.[9] After losing out to Brewster, Grumman completely rebuilt the prototype as the XF4F-3 with new wings and tail and a supercharged version of the Pratt & Whitney R-1830 “Twin Wasp” radial engine.[9][12] Testing of the new XF4F-3 led to an order for F4F-3 production models, the first of which was completed in February 1940. France also ordered the type, powered by a Wright R-1820 “Cyclone 9” radial engine, but France fell to the Axis powers before they could be delivered and the aircraft went instead to the British Royal Navy, who christened the new fighter the Martlet. The U.S. Navy officially adopted the aircraft type on 1 October 1941 as the Wildcat. The Royal Navy’s and U.S. Navy’s F4F-3s, armed with four .50 in (12.7 mm) Browning machine guns, joined active units in 1940. On 16 December 1940, the XF4F-3 prototype, BuNo 0383, c/n 356, modified from XF4F-2, was lost under circumstances that suggested that the pilot may have been confused by the poor layout of fuel valves and flap controls and inadvertently turned the fuel valve to “off” immediately after takeoff rather than selecting flaps “up”. This was the first fatality in the type. After losing out to Brewster, Grumman completely rebuilt the prototype as the XF4F-3 with new wings and tail and a supercharged version of the Pratt & Whitney R-1830 “Twin Wasp” radial engine. Testing of the new XF4F-3 led to an order for F4F-3 production models, the first of which was completed in February 1940. France also ordered the type, powered by a Wright R-1820 “Cyclone 9” radial engine, but France fell to the Axis powers before they could be delivered and the aircraft went instead to the British Royal Navy, who christened the new fighter the “Martlet.” The U.S. Navy officially adopted the aircraft type on 1 October 1941 as the “Wildcat.” Both the Royal Navy’s and U.S. Navy’s F4F-3s were armed with four .50 in (12.7 mm) Browning machine guns. At the time of Pearl Harbor, only Enterprise had a fully equipped Wildcat squadron, VF-6 with F4F-3As. Enterprise was then transferring a detachment of VMF-211, also equipped with F4F-3s, to Wake. Saratoga was in San Diego, working up for operations of the F4F-3s of VF-3. 11 F4F-3s of VMF-211 were at the Ewa Marine Air Corps Station on Oahu; nine of these were damaged or destroyed during the Japanese attack. The detachment of VMF-211 on Wake lost seven Wildcats to Japanese attacks on 8 December, but the remaining five put up a fierce defense, making the first bomber kill on 9 December. The destroyer Kisaragi was sunk by the Wildcats and the Japanese invasion force retreated. In May 1942, the F4F-3s of VF-2 and VF-42, onboard Yorktown and Lexington, participated in the Battle of the Coral Sea. Lexington and Yorktown fought against the Zuikaku, Shkaku and the light carrier Shh in this battle, in an attempt to halt a Japanese invasion of Port Moresby on Papua New Guinea. During these battles, it became clear that attacks without fighter escort amounted to suicide, but that the fighter component on the carriers was completely insufficient to provide both fighter cover for the carrier and an escort for an attack force. The Wildcat was generally outperformed by the Mitsubishi Zero, its major opponent in the early part of the Pacific Theater but held its own partly because, with relatively heavy armor and self-sealing fuel tanks, the Grumman airframe could survive far more damage than its lightweight, unarmored Japanese rival.[21] Many U.S. Navy fighter pilots were saved by the Wildcat’s ZB homing device, which allowed them to find their carriers in poor visibility, provided they could get within the 30 mi (48 km) range of the homing beacon. In the hands of an expert pilot with a tactical advantage, the Wildcat could prove a difficult opponent even against the formidable Zero.[23] After analyzing Fleet Air Tactical Unit Intelligence Bureau reports describing the new carrier fighter, USN Commander “Jimmy” Thach devised a defensive tactic that allowed Wildcat formations to act in a coordinated maneuver to counter a diving attack, called the “Thach Weave”.[24] The most widely employed tactic during the Guadalcanal Campaign was high-altitude ambush, where hit-and-run manoeuvres were executed using altitude advantage. This was possible due to an early warning system composed of Coastwatchers and radar.[25] On rare occasions, when Wildcats were unable to gain altitude in time, they would suffer many losses. On 2 October 1942, a Japanese air raid from Rabaul was not detected in time and the Cactus Air Force lost six Wildcats to only one Zero destroyed.[26] During the most intense initial phase of the Guadalcanal Campaign, between 1 August and 15 November, combat records indicate that US lost 115 Wildcats and Japanese lost 106 Zeros to all causes; the Japanese lost many more pilots compared to the US. Four U.S. Marine Corps Wildcats played a prominent role in the defense of Wake Island in December 1941. USN and USMC aircraft formed the fleet’s primary air defense during the Battle of Coral Sea and the Battle of Midway and land-based Wildcats played a major role during the Guadalcanal Campaign of 194243.[9] It was not until 1943 that more advanced naval fighters capable of taking on the Zero on more even terms, the Grumman F6F Hellcat and Vought F4U Corsair, reached the South Pacific theater. The Japanese ace Sabur Sakai described the Wildcat’s capacity to absorb damage: I had full confidence in my ability to destroy the Grumman and decided to finish off the enemy fighter with only my 7.7 mm machine guns. I turned the 20 mm cannon switch to the “off” position, and closed in. For some strange reason, even after I had poured about five or six hundred rounds of ammunition directly into the Grumman, the airplane did not fall, but kept on flying. I thought this very oddit had never happened beforeand closed the distance between the two airplanes until I could almost reach out and touch the Grumman. To my surprise, the Grumman’s rudder and tail were torn to shreds, looking like an old torn piece of rag. With his plane in such condition, no wonder the pilot was unable to continue fighting! A Zero which had taken that many bullets would have been a ball of fire by now. Saburo Sakai, Zero Grumman’s Wildcat production ceased in early 1943 to make way for the newer F6F Hellcat but General Motors continued producing Wildcats for U.S. Navy and Fleet Air Arm use. At first, GM produced the FM-1 (identical to the F4F-4 but with four guns). Production later switched to the improved FM-2 (based on Grumman’s XF4F-8 prototype, informally known as the “Wilder Wildcat”) optimized for small-carrier operations, with a more powerful engine and a taller tail to cope with the increased torque. From 1943, Wildcats equipped with bomb racks were primarily assigned to escort carriers for use against submarines and attacking ground targets, though they would also continue to score kills against Japanese fighters, bombers and kamikaze aircraft. Larger fighters such as the Hellcat and the Corsair and dive bombers were needed aboard fleet carriers and the Wildcat’s slower landing speed made it more suitable for shorter flight decks. In the Battle off Samar on 25 October 1944, escort carriers of Task Unit 77.4.3 (“Taffy 3”) and their escort of destroyers and destroyer escorts found themselves as the sole force standing between vulnerable troop transport and supply ships engaged in landings on the Philippine island of Leyte and a powerful Japanese surface fleet of battleships and cruisers. In desperation, lightly armed Avengers and FM-2 Wildcats from Taffys 1, 2 and 3 resorted to tactics such as strafing ships, including the bridge of the Japanese battleship Yamato, while the destroyers and destroyer escorts charged the enemy. Confused by the fierce resistance and having suffered significant damage, the Japanese fleet eventually withdrew from the battle. This floatplane version of the F4F-3 was developed for use at forward island bases in the Pacific, before the construction of airfields. It was inspired by appearance of the A6M2-N “Rufe”, a modification of the Mitsubishi A6M2 “Zeke”. BuNo 4038 was modified to become the F4F-3S “Wildcatfish”. Twin floats, manufactured by Edo Aircraft Corporation, were fitted. To restore the stability, small auxiliary fins were added to the tailplane. Because this was still insufficient, a ventral fin was added later. The F4F-3S was first flown 28 February 1943. The weight and drag of the floats reduced the maximum speed to 241 mph (388 km/h). As the performance of the basic F4F-3 was already below that of the Zero, the F4F-3S was clearly of limited usefulness. In any case, the construction of the airfields at forward bases by the “Seabees” was surprisingly quick. Only one was converted. At the end of 1939, Grumman received a French order for 81 aircraft of model G-36A, to equip their new Joffre-class aircraft carrier: Joffre and Painlevé. The main difference with the basic model G-36 was due to the unavailability for export of the two-stage supercharged engine of F4F-3. The G-36A was powered by the nine-cylinder, single-row R-1820-G205A radial engine, of 1,200 hp (890 kW) and with a single-stage two-speed supercharger. The G-36A also had French instruments (with metric calibration), radio and gunsight. The throttle was modified to conform to French pre-war practice: the throttle lever was moved towards the pilot (i.e. backward) to increase engine power. The armament which was to be fitted in France was six 7.5 mm (.296 in) Darne machine guns (two in the fuselage and four in the wings). The first G-36A was flown on 11 May 1940. After the Battle of France, all contracts were taken over by Britain. The throttle was modified again, four 0.50 in (12.7 mm) guns were installed in the wings and most traces of the original ownership removed. Even before the Wildcat had been purchased by the U.S. Navy, the French Navy and the Royal Navy Fleet Air Arm (FAA) had ordered the Wildcat, with their own configurations, via the Anglo-French Purchasing Board. The F4F initially known in British service as the Martlet was taken on by the FAA as an interim replacement for the Fairey Fulmar. The Fulmar was a two-seat fighter with good range but operated at a performance disadvantage against single-seater fighters. Navalised Supermarine Spitfires were not available because of the greater need of the Royal Air Force.[14][page needed] In the European theater, its first combat victory was on Christmas Day 1940, when a land-based Martlet destroyed a Junkers Ju 88 bomber over the Scapa Flow naval base.[15] This was the first combat victory by a US-built fighter in British service in World War II. The type also pioneered combat operations from the smaller escort carriers.[16] Six Martlets went to sea aboard the converted former German merchant vessel HMS Audacity in September 1941 and shot down several Luftwaffe Fw 200 Condor bombers during highly effective convoy escort operations.[17][18] These were the first of many Wildcats to engage in aerial combat at sea. The British received 300 Eastern Aircraft FM-1s giving them the designation Martlet V in 194243 and 340 FM-2s, (having changed to using the same name as the US) as the Wildcat VI.[19] Nearly 1,200 Wildcats were flown by the FAA and by January 1944, the Martlet name was dropped and the type was identified as the Wildcat.[20][16][N 2] In March 1945, Wildcats shot down four Messerschmitt Bf 109s over Norway, the FAA’s last Wildcat victories. I would still assess the Wildcat as the outstanding naval fighter of the early years of World War II … I can vouch as a matter of personal experience, this Grumman fighter was one of the finest shipboard aeroplanes ever created. Eric M. “Winkle” Brown, British test pilot The last air-raid of the war in Europe was carried out by Fleet Air Arm aircraft in Operation Judgement on May 5, 1945. Twenty eight Wildcat VI aircraft from 846, 853 and 882 Naval Air Squadron, flying from escort carriers, took part in an attack on a U-boat depot near Harstad, Norway. Two ships and a U-boat were sunk with the loss of one Wildcat and one Grumman Avenger torpedo-bomber. The Martlets were modified for British use by Blackburn, which continued to do this for all later marks. British gunsights, catapult spools and other items were installed. After attempts to fit British radio sets, it was decided to use the much superior American equipment. The first Martlets entered British service in August 1940, with 804 Naval Air Squadron, stationed at Hatson in the Orkney Islands. The Martlet Mk I did not have a wing folding mechanism and was therefore only used from land bases. In 1940, Belgium also placed an order for at least 10 Martlet Mk 1s. These were to be modified with the removal of the tailhook. After the surrender of Belgium, none were delivered and by 10 May 1940, the aircraft order was transferred to the Royal Navy. Operators Belgium Belgian Air Force: at least 10 Martlet Mk I’s ordered, never delivered, transferred to Royal Navy after surrender. France Aeronavale: 81 aircraft ordered, never delivered, transferred to Royal Navy after French defeat. Greece Hellenic Air Force: 30 Martlet Mk III’s ordered, delivered to Gibraltar, transferred to Royal Navy after defeat. Canada Royal Canadian Navy: RCN personnel assigned to the Royal Navy HMS Puncher, were to provide the RCN with experience in aircraft carrier operations. The RCN flew 14 Martlets as part of 881 (RN) Squadron from FebruaryJuly 1945. United Kingdom Royal Navy Fleet Air Arm United States United States Navy United States Marine Corps FREE scheduling, supersized images and templates. Get Vendio Sales Manager.Make your listings stand out with FREE Vendio custom templates! FREE scheduling, supersized images and templates. Get Vendio Sales Manager. Over 100,000,000 served. Get FREE counters from Vendio today!
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