Page 11 - October 2017

On its first flight test on 17 December 1938 Can-Car Initial rate of climb was an exceptional 3,500 ft/1,070 m
Test pilot George Adye put the FDB-1 through a per min, compared to Grumman F2F's 2,050 ft/625 m
preliminary flight test program carried out at per min. with same engine. Service ceiling was
Montreal and not at Thunderbay as previously estimated at 32,000 ft/9,800 m, 5,000 ft/1,520 m higher
thought. It can assume that the test pilot Adye's than the F2F's. FDB-1 had a cruise of 205 mph/330 km,
findings are correct. Ayde immediately noted the a low-speed capability of 72 mph/116 km clean and,
upper gull wing was a major defect as on takeoff and with flaps and slats open, 58 mph/93 km. All these
landing, a pilot's vision was severely limited figures were reached without armament, ammunition,
downward and forward. Ted Smith who tested the armor plate and other military equipment including
FDB-1 in 1941 was more succinct when describing self-sealing fuel tanks.
visibility over the gull wing, "blind as hell”.
Designed, built and tested in less than eight months,
the FDB-1 Model 10 was sent to Saint-Hubert Air Base,
near Montreal, for preliminary service testing with the
Royal Canadian Air Force. After extensive trials, pilot
evaluations complained of severe canopy vibration at
speed and during strenuous aerobatics, and it was
recommended that all testing be restricted until this
bothersome defect had been remedied. Unfortunately
for Gregor and Can-Car, further tests undertaken by the
While expressing enthusiasm over its RCAF showed that his first projections were extremely
maneuverability, Ayde warned that the controls optimistic and doubted further refinements would
were far too sensitive and the angles of the lowered make a difference.
flaps too great. His assessment was correct; on a
subsequent landing, the prototype flipped on its
back, although the damage was kept to a minimum
due to its rugged construction.

Among the new devices incorporated within the
FDB-1 was an anti-spin parachute in its tail cone.
The pilot activated the parachute from the cockpit
by a three-position switch. The first opened the
cone, the second deployed the chute behind the
aircraft, and the third released the connecting
cable.
The FDB-1 did demonstrate amazing maneuverability;
Recorded top speed was only 261 mph/420 km at below 15,000 ft/4,600m. In spite of an adversary's
13,100 ft/3,990 m), with the old P&W R-1535-72 superior speed, no contemporary single-seat, low-wing
engine of 700 hp, which had powered the monoplane could successfully engage Gregor's design
Grumman F2F-1. But that aircraft, with a slightly which climbed like a "homesick angel," with an initial
lower empty weight, had only reached a top speed rate of 3,500 ft/1,070m per min, one third better than
of 230 mph/ 370 km. With the installation of an the new Hurricane and Spitfire. Ted Smith, test pilot,
improved P&W R-1535-SB4-G of 750 hp, top speed thought that the FDB-1 was intended for "mountain"
was expected to rise to 300 mph/500 km. fighting once he sampled its phenomenal climbing
Meanwhile, Gregor had already programmed his ability.
fighter to accept the 1200 hp. P&W R-1830 Twin
Wasp then being installed in Grumman's new
monoplane fighter, the XF4F-3; and with it, he fully
anticipated a top speed of 365 mph/587 km and
aircraft was highly maneuverable.