Grumman Goose Aircraft Photos and Information Including McKinnon Turbines
Grumman G-21, G-21A, G-21G, JRF, OA-9, OA-14 and McKinnon Turbine Goose aircraft
Photo Page
Last revised Dec. 28, 2012
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In sequence by SN - Many have multiple photos
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Grumman G-21A Goose N327, 1939 cn 1051

1/9/11 - A seaplane in the water is always sorta special, but a Grumman has its own touch. N327 is probably the oldest Goose flying. It was the 51st one built; was delivered to the Peruvian Air Force in December, 1938; flew for Avalon Air Transport; and was later "Cutter's Goose" in the 1982-83 TV series "Tales of the Gold Monkey." Predictably it has a history of operating in Alaska, Washington and Florida in years gone by.

Photo 2 - Those 9-cylinder, 450-hp, P&W R985's up there are a big part of the success of the Goose. The three-blade Hartzell is one of the few obvious deviations from original on this aircraft. It was built with counterweighted Hamilton Standard 2D30, non-feathering props, but has had the 3-blade full-feathering Hartzells installed.Photo 3 - Many people have been in and out of that door over the years! I saw N327 at the 2003 International Seaplane Fly-In, at 52B Greenville Seaplane Base, Greenville, ME. The base is on Moosehead Lake. It's quite an event if you like seaplanes!

Photo 4 - More facts and history. Bob & Kimberly Redner, of Killa Katcha, owned N327 at the time of these 2003 photos, and shortly thereafter moved up to B-125, 1226, N70AL below. N327 suffered major damage on a training flight in Feb. 2005, near Penn Yan, NY, but is being rebuilt. Photo 5 - It says "Grumman" all the way! Photo 6 - Time to go - - see 'ya latter!

Grumman G-21A Goose, sn 1077, JRF-2,USCG V185, G-21A N95400, C-FUAZ
According to, V185 was based at CGAS Salem, Massachusetts, and Baugher says it was WFU (Withdrawn From Use) in 1946.

My 1963 FAA Register shows it as N95400 to Gilbert A. Hensler Jr., Churubusco, IN. It went to Canada in 1966 as Charlie Fox Uniform Alpha Zed and has been there ever since. It was operated by Trans Provincial Airlines in 1971 and was with Air B. C. Ltd., Jim Pattison Industries and probably others along way until Pacific Coastal Airlines picked it up by at least 1996. The V185 photo is a Grumman factory photo, and the Pacific Coastal shot is a June 2005 slide taken at Port Hardy, BC. Both are from my collection. Here's a USCG page on their JRF Gooses.

Grumman G-21A Goose, 1943 sn 1164

2/9/11 - This Goose went from the original P&W R985 radial engines, to the P&W PT-6A turbine, and then back to the radials!

'1164 has "been around" in more than one way. It started off as USN 66336, and went to the RAF as FP214. It came back to the USN and was surplused. From at least 1963-68 it was N95431 for Alaska Coastal Ellis Airlines, of Juneau, AK, who converted it to PT-6A-20 turbine engines (left photo) with help from McKinnon. As you can see, it retained the fixed floats, and the original windshield and nose. It carried the G-21A model and SN rather than being given new ones as in the case of the conversions that McKinnon did themselves.

By 1977 it was N72PR, for Robert G. Sholton, in Anchorage, and by 1989 it was owned by Wilton R. Probert of Oakland, OR. I'm not sure when it was converted back to piston engines (center photo) and at some point the retractable float mod was done. It subsequently became P2-JWB (Papua New Guinea), VH-MBA (Australia), RP-C864 (Philippines) and then DQ-AYL (Fiji).

Grumman G-21A Goose N742PC, sn B-34, USN 37782

2/9/11 - This is an interesting Goose! For openers, it is in the FAA Register under its USN BuNo 37782 instead of factory CN B-34. There are presently at least six Gooses on the register that way, and then another one that is really strange.

'782 was used as a hydrofoil test aircraft. Here's a photo of it in action, from the 'net and obviously out of a magazine. There is a long report on hydrofoil studies, prepared by Thurston Aircraft, of Sanford, ME. You can read it here (large file, it opens slowly), but here are a couple of excerpts that relate specifically to 37782.

"Edo Aircraft began some studies in 1957 and developed the JRF-5G amphibian equipped with a Grunberg supercavitating hydrofoil system. This configuration was extensively evaluated by Edo and at the U. S. Naval Air Test Center, Patuxent River, Maryland through 1964. The Grunberg foil system as adapted to the JRF-5G consisted of a supercavitating hydrofoil near the airplane center of gravity and two planing bow skids; this arrangement was used to permit evaluation of the hydrofoil while providing safety in the event of foil failure. This system used the largest supercavitating hydrofoil built up to that time and the first supercavitating foil mounted on a seaplane. The bow skids served the dual purpose of (1) properly trimming the airplane during transition through the hump speed regime and (2) preventing the airplane from diving if the submerged foil failed. Both the large hydrofoil and the bow skids were retracted hydraulically to permit ramp approaches and land operations, and were locked in the up and down positions."

37782 is still on the FAA register. It had a Standard Airworthiness Certificate issued in 7/78, and has been in the present owner's name since 1986. As of 2/9/11 the registration is "Undel Tri" which means that the Triennial Report form is undeliverable. A report on ASN says this aircraft was destroyed by a bomb in a hanger in August 1987.
Grumman G-21A Goose N121GL, 1944 sn B-49

1/9/11 - Baugher says that N121GL was built as a U.S. Navy JRF, Bureau Number 37796. In 1951 it was U.S. registered as N3945C; in 1970 as N755G; as Canadian C-GRCZ from 1983-90; and finally N121GL in 1990. Such aircraft have a lot of stories to tell - - and probably some secrets to keep.

Photo 2 - Not the streamlined, sleek look of some aircraft but certainly the envy of many pilots! The cabin door is well above the water line. It's not the easiest airplane in the world to get in and out of but most of us would cheerfully accept a little inconvenience for the privilege of a ride! Photo 3 - There's something about the exhaust system and cowling there that give it an "old time" look. The P&W R-985's are among the world's most reliable engines. I flew behind them in 450-Stearman and Twin Beech sprayers. Photo 4 - An evening shot. Most of these photos were taken at the 2003 International Seaplane Fly-In, at 52B Greenville Seaplane Base, Greenville, ME, but this one was 2005. The Goose parked up at 3B1, Greenville Municipal, because of lack of space down on the water.

Grumman G-21A Goose N600ZE, 1943 sn B-100, JRF-5 or 6 USN 84805

1/9/11 - This Goose was not surplused until late 1956. The Contracting Officer, U.S. Naval Air Station, North Island, San Diego, CA., sold it to Beldex Corp. of St. Louis, MO for $22,222.22. The bill of sale from the Navy called it a JRF-6, but most resources call it a JRF-5. I understand that the only difference is in the configuration of the aircraft.

Photo 2 - The Goose gear retracts into the fuselage much like the Widgeon. N600ZE has been modified to electrically actuated gear. This is an outstanding and well-equipped Goose! It has many mods and updates including modern avionics. My guess is that "zero zulu echo" is the object of a lot of affection. The retractable floats really clean it up, as you can see in this shot from N121GLx Photo 4 - What a goregous airplane. The cargo door on the right side there was installed by Kodiak Western Airlines in 1975. Photo 5 - Many mods were done in 1980, including this water rudder. Be sure to have your drool cup in hand if you run across N600ZE somewhere!

See notes below for more history on N600ZE. The original FAA registration was N88U. Several resources including Goose Central indicate that it was originally N9543C, but I believe that is in error. I purchased the FAA file and that number doesn't show up anywhere.

History from 2005 FAA files: 10/56, Grumman Goose JRF-6, s/n B-100 sold to Beldex Corp., St. Louis, MO, by Contracting Officer, U.S. Naval Air Station, North Island, San Diego, CA., for $22,222.22; 12/56, Aircraft registered as N88U; 3/57, Application for Original Airworthiness shows 2192-hours total time airframe. Aircraft has 2D30 constant speed, non-feathering props at this time. Gross weight was #8000, empty #6682 and useful load #1318. 12/57, Sold to Remmert-Werner of Florida, Pompano Beach, FL;

9/58, Sold to Keystone Helicopter, Philadelphia, PA; 10/58, To Joseph Speidel III, Wheeling, WV; 11/58, Fabric removed from wings and replaced with .025, 24ST aluminum; 7/60, To Fleet Rental Company, Clarksburg, WV; 3/61, To American-Bahamian Air Service, Lantana, FL; 11/61, To A. C. Clewis, Jr., Tampa, FL; 9/62, To Warner H. Kimball, Ft. Lauderdale, FL; 11/62, to Windjammer Air Taxi, Miami Beach, FL; 10/64, To Mercantile National Bank of Dallas, Dallas, TX. 1/65, To Dean H. Franklin, Miami, FL; 3/66, Removed 22D30 Hamilton Standard Hydromatics and installed 3-Bladed Hartzells; 3/70, To Robert L. Hall and Helen C. Hall, Kodiak, AK, for $60,000; 3/72, Installed electrically operated landing gear retraction system.

12/73, To Kodiak Western Airlines, Kodiak, AK; 6/75, Major overhaul of aircraft. Wings and centersection removed, firewalls, landing gear, tail removed, overhauled and reinstalled. Installed cargo door on right side; 1/75, Replaced streamlined wires on inboard and outboard of wing floats, with 3/16" stainless steel cable; 9/75, Accident. Took off from Akalura Lake AK. headed for Kodiak, stalled in initial climb. Aircraft had a fish tank in the fuselage, which leaked and got excess water in the hull, shifting the CG aft on takeoff. Substantial damage; 1/78, To Foreign & Domestic Enterprises, Seattle, WA.

1/80, Complete overhaul of aircraft. Repaired first 16" of nose, installed all new bottom skins, chines and keels, overhauled wings with McKinnon retractable float mod, new interior, Cleveland wheels and brakes and lots more; 5/80, To Collins Brothers Corp., Las Vegas, NV, who changed the registration to N600ZE; 7/80, Lots of major repairs and mods including McKinnon picture window, water rudder, co-pilot control wheel and more. 5/84, STC for auto fuel; 1/86, To Richmor Aviation (Liberty Air ?), Hudson, NY; 8/87, To William R. Rose, S. Barrington, IL; 12/97, Installation of S-Tec autopilot; 10/03, Installation of Goodrich SkyWatch Traffic Advisory System (TAS) and Goodrich WX-500 Stormscope system in conjunction with a Garmin GNS-530, and lots more.

Grumman G-21A Goose, sn B-125, sn 1226
  USN JRF-5 87731
JMSDF 9013
McKinnon G-21G cn 1226, N60AL, N70AL

1/9/11 - Above left, Grumman JRF-5 BuNo 87731 as 9013 for the JMSDF (Japan Maritime Self-Defense Force), probably in the late 1960's, as it came back to the U.S. in 1969. My 1970 FAA register shows it as N60AL, to McKinnon, as G-21G cn 1226. I suspect it was never FAA certificated as G-21A cn B-125. My 1977 thru 91 registers show it as N70AL, to Chevron Oil. 1992 FAA shows Northern Air, in Reno, NV; FAA 2003 shows Aeroplanes LLC of Hillsboro, OR since 1999; and Killa Katchka of West Bloomfield, MI has had it since 2004

Above, right photo, as spectacular N70AL, at Oshkosh in 2005. The transformation is symbolic of what God is ready to do for us when we bring our brokenness to Him and allow Him to make us all new, through Jesus Christ. It's the John 20:31 thing and what a difference it makes! Photo 3 - Those 1050-SHP, P&W PT-6A-60A's give the Goose a very different profile than the 450-hp P&W R-985 radials! Photos 4 and 5 - No old-time looking exhaust system on top of this Goose! And this is how N70AL looked some years back, with a different paint scheme.


More coming!


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