The Grumman G-21 Goose is an amphibious aircraft that was designed by Grumman to serve as an eight-seat “commuter” transport seaplane. First taking flight in 1937, the Goose went into service in 1938 and was produced until 1945, with a total of 345 aircraft built. After World War II, many surplus Gooses found their way into commercial service. Over the decades, Goose numbers have dwindled due to accidents and retirements. Today, it is estimated that between 50 and 100 Grumman Gooses remain active worldwide. Determining a precise count is difficult due to changing registrations and incomplete records, but sources suggest somewhere around 75 operational aircraft remaining. This article will examine the history of the Grumman Goose and look at how many of these iconic amphibians are still flying today.
Development of the Grumman Goose
In the early 1930s, the Grumman Aircraft Engineering Corporation began development of a new amphibious aircraft to fill a niche for a rugged, versatile transport seaplane. Design work began in 1934 under Grumman’s chief aircraft designer William Schwendler. The new aircraft was given the internal designation G-21 and marketed under the name “Goose.” The Goose’s design took advantage of Grumman’s experience building floatplanes for the Navy, such as the SF-1 and JF-1. However, the Goose was intended as a civilian transport rather than a combat aircraft.
The Goose featured an all-metal fuselage and high-mounted monoplane wing. Power came from two air-cooled radial engines mounted on the leading edges of the wing. The Goose had two crew members – a pilot and copilot – and could carry six to eight passengers. One distinctive feature of the Goose was its retractable landing gear. Large float struts mounted under the fuselage allowed the aircraft to land on water, while conventional landing gear allowed it to operate from runways when conditions permitted.
First Flight and Production
The prototype XJF-1 amphibian (the Navy designation for the design) took flight on May 29, 1937. Following testing and evaluation, the refined design entered production in 1938 as the JRF-1 Goose. Just prior to America’s entry into World War II, the type designation changed to G-21 to reflect the aircraft’s civilian status.
A total of 345 Gooses were built between 1937 and 1945. The majority were constructed at Grumman’s Bethpage, NY factory, but 78 aircraft were produced under license by the Columbia Aircraft Corporation in Connecticut. The Goose was manufactured in several different configurations, including passenger transport, cargo hauler, air-sea rescue, and military variants. During WWII, the military used amphibious Gooses for transport, air-sea rescue, and anti-submarine patrols.
Commercial Service Postwar
Following WWII, surplus Gooses found their way into civilian hands. The adaptable amphibians were well-suited for a variety of commercial duties, such as charter service, regional airlines, air taxi, and bush flying operations. Their rugged construction and water flight capabilities allowed Gooses to access remote locations lacking runways. Performance was modest – cruise speed around 135 mph and service ceiling of 18,000 feet – but sufficient for short routes and undemanding customers.
Several small airlines and charter services arose in the 1950s-60s founded primarily on Goose equipment. Some famous early operators included Peninsula Airways (later Horizon Air), Catalina Air Lines (the inspiration for the TV show Tales of the Golden Monkey), and Mackey Airlines (the predecessor to Air Wisconsin). Goose fleets allowed these carriers to economically link small towns and off-airport locales before local runways were widespread.
The Goose also proved popular overseas, where floats allowed it access to areas with few developed ports. Commercial and military Gooses served widely across Europe, South America, Africa and Asia. Secondhand floatplanes changed hands frequently, resulting in Gooses appearing in the markings of dozens of exotic airlines over the years.
Gradual Decline in Use
While Grumman built the amphibious Goose to high standards, attrition began taking a toll over time. The complexities of maintaining radial engines and airframe corrosion posed problems for operators. Accidents inevitably resulted in losses, as the Goose lacked sophisticated instrumentation and safety systems.
Improvements in aviation infrastructure steadily reduced the Goose’s utility. Runways and improved airports allowed conventional landplanes to service more routes, reducing the need for floatplanes. Beginning in the 1960s, more modern turboprop aircraft like the de Havilland Canada DHC-6 Twin Otter offered better performance with similar capability.
The noisy, relatively slow Grumman amphibians nevertheless continued to soldier on into the 1980s and 90s. Upgrades such as turbine conversions extended the economic service lives of many Gooses. A devoted community of Goose enthusiasts kept the dwindling number of aircraft active, relying on the type’s inherent versatility and cargo capacity. But steadily, the population of working Gooses declined as airframe and engine overhauls grew increasingly difficult.
How Many Remain Today?
After 80+ years of service, the number of active Grumman Gooses has dwindled to just a fraction of the 345 originally built. But sources disagree on exactly how many remain. Changing registrations, overseas movements, and unclear flying status contribute to the uncertainty. Estimates in aviation publications generally fall between 50-100 examples still potentially airworthy. A reasonable consensus suggests approximately 75 Grumman Gooses remain active globally. This includes both pristine restored aircraft and old workhorses still eking out bush flying jobs.
Accurately tracking the status and whereabouts of surviving Gooses is complicated by several factors:
Changing Registrations
Aircraft registrations change more frequently than automobile license plates. Gooses switch operators and often move between countries, resulting in periodic re-registration. For example, a Goose currently flying in Canada may have worn multiple US registrations previously in its career. While theoretically documented in registration databases, transfers are not always recorded systematically.
Overseas Movement
A significant number of Gooses are registered outside the US and Canada. Floatplanes trade hands globally and may end up registered in remote countries like Indonesia, South Africa, or Brazil. Unlike larger aircraft, these localized floatplane transfers are not closely tracked. Locating the current registry of a Goose last noted in Africa 20 years ago proves challenging.
Unclear Status
Some Gooses listed on historic registries may no longer actually fly. Derelicts and incomplete airframes get removal from active aircraft rolls. Conversely, some Gooses presumed scrapped or retired may have been restored to flight without updates reflected in databases. Unless an owner affirmatively reports a change in status, record-keeping lags behind actual aircraft activity.
Despite the record-keeping fuzziness, trusted subject matter experts who track the Grumman Goose fleet estimate approximately 75 remain potentially operational worldwide. A core group likely accounts for the majority of routine flying activity, while perhaps two dozen more may still exist as restorable airframes or in uncertain condition. Allowing for a margin of error given the tracking challenges, an estimate of around 75 Gooses remaining represents the best available knowledge.
Notable Remaining Operators
While Gooses fly for private owners and niche operators globally, some higher-profile businesses still utilize the venerable amphibians:
– Kenmore Air – This Seattle seaplane airline flies both vintage and modern turboprop Gooses on charter flights and scheduled service from Lake Union.
– California Seaplane Service – Goose flights offered in San Francisco Bay including tours and charters. Operates a beautifully restored 1945 example.
– Tropic Ocean Airways – Flies primarily Cessna Caravans, but maintains a handful of Gooses for special charters from its Miami seabase.
– Harbour Air – Large seaplane airline based in Vancouver, BC. Maintains a few Gooses alongside modern aircraft like the deHavilland Otter.
– Ellis Air – Longtime Goose operator on San Diego Bay offering public tours and private charters.
While no longer produced, the Grumman Goose continues to soldier on into its ninth decade thanks to a handful of operators who value the aircraft’s capabilities and appeal. Approximately 75 of the unique amphibians remain registered worldwide, though tracking the exact number is complicated. But despite dwindling fleets, the iconic Goose still carves an enduring niche in aviation – one with open water.
The Future of the Grumman Goose
The advancing age of the remaining Gooses will continue to drive down the population in years ahead. But a core fleet of the amphibians meticulously maintained by enthusiasts will likely remain active for some time. Periodic restoration of stored airframes may trickle in limited replacements.
Secondhand floats will stay in demand for one-off conversions. The Goose’s versatility and water flight capabilities generate interest despite equivalent performance from more advanced aircraft like the Twin Otter and newer composite designs.
The appeal of the Goose also makes it a candidate for electrification. Harbour Air in Canada is pioneering electric floatplane development and views the Goose as a promising testbed. An electric Goose could deliver the classic aesthetics and practicality but with modern reliability and reduced noise.
Between ongoing service of original airframes and the promise of electric conversions, the Grumman Goose seems poised to leave its mark for decades to come. The population count will gradually decline, but devoted owners will ensure the unique amphibian remains a living legend of aviation.
Conclusion
Very few of the 345 Grumman Gooses originally built remain flying today, but the exact number still airworthy remains uncertain. Sources estimate approximately 75 examples may still operate worldwide in various roles ranging from tourist flights to rugged bush planes. Tracking the status of Gooses is challenged by changing registrations, overseas movements, and outdated records. But despite dwindling fleets, the Goose’s capabilities and appeal should ensure the iconic amphibians continue gracing waterfronts for years to come. Though no longer in production, ongoing restoration efforts and promising new technologies like electric propulsion may keep the Grumman Goose aloft well into its centennial and beyond.