Country of origin:

United States of America

Description:

General purpose utility amphibious flying boat

Power Plant:

Two 1,063 kw (1,425 hp) Wright R-1820-76A nine-cylinder air-cooled radial engines

Specifications:

Armament:

Anti-submarine homing torpedo; 6.98 cm (2.75 in) rocket pods; 12.7 cm (5 in) Zuni rocket pods; Mk 54 depth bomb or 12.7 cm (5 in) HVAR rockets under the wings

History:

In 1944 Grumman commenced design of a successor to the successful Goose amphibian and, known as the G-64 Albatross, the first of two prototypes flew on 24 October 1947. Of generally similar configuration to its predecessor, but somewhat larger, the Albatross was also very successful, being produced in a number of variants and seeing service with a dozen air forces. Compared to the Goose, the Albatross design was much refined to reduce drag. Other changes included cantilever tailplane, tricycle retractable undercarriage, and weapon or drop tank pylons outboard of the engines. A crew of four was the norm, and the cabin could accommodate ten passengers, stretchers, or cargo. Designed as a military aircraft, with the ability to land on the open sea, the type did not find much success in the civil role due to its small capacity and high operating costs.

Initial production variant was the HU-16. In its basic search-and-rescue role it had a crew of six, comprising a pilot, co-pilot, radar operator, navigator, flight mechanic and paramedic, plus four litters. Known as the SA-16A the initial order was for 258 aircraft, this later being modified to 305, the first aircraft going to the United States Navy (USN) in December 1949, and the first to the United States Coast Guard (USCG) being delivered in 1952. In 1956 the improved SA-16B, as it was known by the United States Air Force (USAF), was built, known as the UF-2 with the US Navy, and UF-2G with the Coast Guard.

In 1962 there was a unified designation system introduced which meant the USAF aircraft became HU-16A and HU-16B, the Navy aircraft HU-16C and HU-16D, and the Coast Guard HU-16E. To reduce take-off run when carrying a heavy load, or whilst engaged in open-sea or snow and ice operations, it could be fitted with two or four JATO rocket assisted bottles. Auxiliary fuel tanks could be fitted under the wings to extend endurance. The Albatross at one stage held numerous records for amphibious aircraft, including longest non-stop flight 4,995 km (3,104 miles) and an altitude of 10,023 m (32,883 ft).

Most of the SA-16B aircraft were in fact conversions of earlier models, the Company working to extend the life of the fleet, the first aircraft to be modified (51-7200) flying on 15 January 1956, changes including extension of the wing span by 5.08 m (16 ft 5 in), maximum payload, range, endurance and ceiling all being increased.

The type was sold to a number of other air forces, including Norway, Greece, Canada, West Germany, Chile, Spain, Italy, Brazil, Nationalist China, and the Japanese Maritime Self-Defence Force. It saw much service in the rescue role with American units during the Korean and Vietnam Wars.

In more recent years a number have been converted for civil use, one of the largest operators being Chalk International which operated from Miami, Florida to various resorts in the Caribbean such as Nassau, these aircraft carrying up to 28 passengers with a crew of three.

Two prototypes and 464 Albatross aircraft were built, of which about 150 survive. Approximately 40 of these are active, the majority being in the warbird or flying yacht category. One was re-engined with Rolls Royce Dart 510 turboprops driving four-blade propellers. A number were converted to Super Albatross configuration by the installation of Pratt & Whitney PT-6 turboprops.

On 13 February 1979 Grumman flew a new variant, known as the G-111, for tourist operators, being able to carry 28 to 30 passengers and powered by Garrett AiResearch TPE331 turboprops, some 40 HU-16s being converted to G-111 configuration at the Company’s Stuart, Florida, facility.

First operator was the US Navy, which used the initial production variant as the UF-1. This was followed by the UF-2, which had increased span (from 24.4 m [80 ft] to 29.4 m [96 ft 6 in]), increased area of the ailerons and tail surfaces, a modified de-icing system and an increase in loaded weight. In 1962, when US military designations were altered, they became known as the HU-16C and HU-16D, and the dual control version was changed from UF-1T to TU-16C.

A total of 305 was used by the USAF, mainly in the rescue role as the SA-16A and SA-16B, later known as the HU-16A and HU-16B. The US Coast Guard also used the Albatross as the HU-16E; and aircraft supplied to Canada were known as the CSR-110. One variant had a radome, MAD gear, ECM radomev and searchlight, being able to carry depth-charges.

Following withdrawal from service many were stored at the Davis Monthan storage centre in Arizona. From here a few have been obtained by warbird enthusiasts. A number have been fitted with turboprop engines and a few entered service with Chalk Airlines.

A couple of US Navy UF-1Ls visited New Zealand in 1955 during Operation Deep Freeze I, these being specially adapted and winterised models.

A couple of US civil examples visited both Australia and New Zealand in the late 1990s, these including N4WT which was being flown around the world by its owners John and Joyce Proctor from the United States. Later Dr Richard Sugden with his HU-16C Albatross N3HU (BuAer 131906) visited. Later again American Linda Finch in a Lockheed 10E re-enacted the flight of aviatrix Amelia Earhart around the world, at one stage visiting Papua New Guinea. During this re-enactment her aircraft was accompanied by an Albatross N44RD (Bu Aer 137932).

An HU-16C N143DB built as a UF-1G (Bu Aer 142361 – c/n G368) arrived in Brisbane, QLD in December 1997, later becoming VH-MAH on 3 August 1998, taking up residence with Air Champagne at Tocumwal, NSW. This aircraft was built in 1954 and served with the US Coast Guard, the Icelandic Coast Guard and the US Navy before being sold. After retirement it was purchased by Grumman Aerospace for possible civil conversion but remained in storage until July 1987 when it became N143DB with an owner in Nevada, in September 1992 being sold to an owner in Newark, Delaware.

The aircraft was ferried to Australia from Santa Rosa in California, being fitted with a 1,135 litre (250 Imp gals) long-range fuel tank to increase fuel load to 7,480 litres (1,645 Imp gals). Flight time from Santa Rosa to Hilo in Hawaii was 14.75 hours, and it then made its way to Brisbane via Christmas Island, Apia and Nadi, the Pacific Ocean crossing being made in less than 46 hours. It still carried US Navy markings from its old base at Kodiak in Alaska.

Ownership of the aircraft was transferred to Gordon McCormack of Piesse Brook, WA and it was operated by Catalina Airlines Pty Ltd of Belmont, WA. On 21 June 2017 the registration was changed to VH-HSQ² still owned by Mr McCormack and operated by Catalina Airlines.

A further example N42MY (c/n 148329) arrived in Newcastle, NSW on 22 April 2012 by ship where it was unloaded. It was then flown to Sydney, NSW where it landed on the harbour before proceeding to Bankstown, NSW for a period of maintenance. It was registered on 16 April 2013 as VH-NMO to its owner, Lissa Pty Ltd of Belmont, WA, taking up residence at Jandakot, WA, and later commenced tourist flights in the area operated by Catalina Airlines. At one stage it was announced it would carry out tourist operations from Broome, WA. In early 2017 it was flown to and placed on display at the Australian International Air Show at Avalon, VIC.

In September 2016 the Premier of New South Wales announced an aircraft manufacturing facility would be built at Warnervale on the NSW central coast by Amphibian Aerospace Industries (AAI). It was stated this company would relocate its manufacturing operations from the United States, having secured a 40 year lease of land at the Warnervale airport. AAI was the Type Certificate holder for the Albatross HU-16 Models A to E and the G-111 Albatross amphibian aircraft.

It was expected that the facility would be up and running in three to five years subject to necessary approvals. The new aircraft would be upgraded with new turboprop engines, a state-of-the-art glass cockpit and extra comfort in the cabin. However, by late 2020 the production facility had not yet been built.

The Warnervale facility did not proceed and in 2021 AAI announced it had bought in 2016 aerospace design engineering company Five Rings Aerospace, the two companies woking together to re-engine with the Pratt  Whitney PT6 and put the aircraft back into production. The Amphibious Aerospace Group of companies stated a supplemental type certificate (STC) under  Australian CASA (Civil Aviation Safety Agency) and the United States FAA regime.

Power plant selected is the Pratt & Whitney PT6-67F turboprop which provides 1,268 kw ( 1,700 shp), the max take-off weight being 15,200 kg (33,510 lb) and has an endurance of 12 hours and a range of 2,700 km  (1,677 miles). It announced the first aircraft to be converted would be VH-NMO (c/n 148329) already owned by the Company, this being the last G-111 manufactured.

in December 2021 Amphibian Aircraft Technologies Pty Ltd announced it had reached an agreement with the Northern Territory Government to build a facility in the Territory to manuacture the Albatross as an air yhacht or as a 28 seat amphibious airliner.