FLYING 78 CHARLIE

Air Classics, Mar 2005 by Ritzman, Tony

Tigercat! The very word brings an image of a ferocious prehistoric beast, ready to rip its prey to shreds and devour it. I am sitting in the cockpit of a Grumman FTP-3 Tigercat getting ready for my LOA-observed (Letter of Authorization) check ride while wondering if this beast is going to eat me alive. The cockpit (and fuselage) is barely wide enough to accommodate the seat and instrument panel. On either side of me are two 2100-hp Pratt & Whitney R-2800 radial engines swinging 13-foot diameter propellers. The tips are only 21 inches from the fuselage and right in line with my feet.

In typical Navy aircraft fashion, the seat only moves up and down but the rudder pedals are adjustable for my long legs and the stick feels right where it should be. I very carefully go through the checklist and get the engines running. A few thoughts go through my mind. First, the fuel tanks are in the fuselage and feed both engines from a common fuel selector valve. If the pilot runs the tank dry, BOTH engines quit. Second, I am incredibly lucky that owner Dick Bertea trusts we with his very valuable and rare aircraft. Third, with a lot of experience in B-25 Mitchells, I am finally getting some fighter experience. Fourth, I am completely alone! All my previous flying experience has been in single' and multi-engine aircraft with at least one other seat. In most cases, the aircraft had another set of flight controls and thus room for an instructor. Today, I am alone.

The startup is pretty basic. Most radial engines have a decent primer system and this Tigercat is no exception. In short order, I am taxiing to the runway. Ground handling is identical to the Mitchell. The free swiveling nose wheel is steered by differential brakes, rudder and throttles and the aircraft is very maneuverable on the ground.

Runup complete, checklist done, fuel selector on the fullest tank and I am ready to go. Takeoff clearance from the tower puts me on the runway and I elect to use only 48-inches of manifold pressure for takeoff as the water injection system has been removed and we only have 100LL fuel available.

I move the throttles to 30-inches MAP, scan the instruments and release the brakes. I move the throttles to 48-inches and work the rudder to keep the nose straight. First observation: This ain't no bomber! The aircraft is accelerating thiough 100 knots and we are smoothly lifting into the air. second observation: S**t, this ain't no bomber!

I instinctively signal gear up with my thumb (bomber mentality) and then remember I am alone. As the gear comes up and locks, the aircraft is accelerating through 170 knots and we are just passing the end of the runway. Power coming back for climb, and climb it does.

Chino Airport lies inside Class C airspace and I am restricted to 2700-ft until five miles south of the airport. We are at 2500-ft in less than a minute and at cruise power I am already indicating 200 knots! Third observation: This ain't no bomber!

Once clear of the busy airspace, I climb (quickly) to 8000-ft and do some air work. Pitch control is very responsive, steep turns require a lot of attention to altitude. Roll control is light due to the boost tab aileron control design. The rudder is very effective and hydraulic boost reduces the effort. With the boost turned off, the rudder effort is similar to a B-25. Stalls are typical and predictable with power on or off and sufficient warning buffet to prevent surprises. A few lazy eights showcase the effortless maneuverability of the aircraft's design.

I head back to the airport for a landing with the throttles back to 22-inches on the descent and I am still indicating 240 knots. This baby really likes to run. I am concerned about slowing to gear speed but as soon as I roll into a steep turn for the overhead break to land, and airspeed bleeds off nicely and the first notch of flaps is available at 225 knots if necessary. The gear speed is pretty high at 250 knots (!) but the big nose strut will not lock down above 180 knots.

Gear handle down as we slow to 180 KIAS and the gear extends with an audible clunk as the nose wheel strut locks in place. second notch of flaps comes in at 150 KIAS as we turn base and full flaps at 130 turning final. Retrim for 110 knots on approach. This is 10 knots faster than book speed but 1 am keeping a little energy in the bank and the runway is 7000 feet long.

Fortunately, the flare height is about the same as a B-25 and as I round out the flare and reduce power, the pitch effort goes up and I need two hands on the stick to hold the nose tire off the runway after touchdown.

As the airplane slows, the brakes are smooth and predictable. I taxi back for two more takeoffs and landings, the last with the left engine at 15-inches and 1500 rpm to simulate an engine failure. Rudder effort is less than a B-25 with very effective trim control and the other engine has more than enough power to continue flight and even climb.

My check airman was satisfied with the performance and endorsed my LOA and logbook. Since that day, I have enjoyed many wonderful hours at the controls of this amazing aircraft. It climbs like the proverbial homesick angel and is very light on the controls. Fuel management is important. The nose tank only holds 60 gallons of fuel and you can literally watch the fuel gauge go down. I am now comfortable at approach speeds down to 90 knots. The small elevator still requires two hands after touchdown to hold the nose wheel off but this is characteristic of the type unless Arnold Schwarzenegger is flying. I enjoy flying the Mitchell and it is probably my favorite aircraft type but there is nothing like a Tigercat!