G-79C had a layout reminiscent of the Gloster Meteor and was powered by two Derwent VI engines in bulky wing nacelles, and G-79D was finally an overall smaller and lighter aircraft, similar in its outlines to the early Vought F6U Pirate, and powered by a single Nene in the rear fuselage, fed by air intakes in the wing roots. The other two designs were pure jet fighters, both with a tricycle landing gear. Even though both designs were big aircraft, initial calculations indicated a performance that would be superior to the Grumman F8F Bearcat, which had been designed as a thoroughbred interceptor. The G-79B was a similar aircraft, but its primary engine was a General Electric TG-100 turboprop in a more slender nose section. G-79A and B were traditional tail sitters, but both featured mixed propulsion for an enhanced performance: G-79A was powered by an R-2800 radial engine and a Rolls Royce Derwent VI jet booster in the tail, fed by a pair of dorsal air intakes behind the cockpit. The G-79 project comprised a total of four different layouts and engine arrangements for a single seat fighter aircraft. In order to keep Grumman in the US Navy’s procurement loop, BuAer, in a bureaucratic maneuver, did not cancel the G-75 contract, but changed the wording to include prototypes of the entirely different G-79, too. But the company had been working on a completely different day fighter, the G-79, which offered a higher potential. However, Grumman soon realized that the G-75 was a dead end. The Navy's Bureau of Aeronautics (BuAer) also issued a contract to Grumman for two G-75 prototype aircraft on 11 April 1946, in case the Skyknight ran into problems. In a competition for a jet-powered night fighter for the United States Navy, on 3 April 1946 the Douglas F3D Skyknight was selected over Grumman's G-75, a two-seater powered by four Westinghouse J30s. BEWARE!ĭevelopment studies at Grumman for jet-powered fighter aircraft began near the end of World War II as the first jet engines emerged.

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