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Curtiss Condor Bomber and Civilian Condor

by | Nov 11, 2025 | 0 comments

Curtiss Condor Bomber and Civilian Condor
A 1929 black and white photo of a Curtis Condor bomber

This original photo of the Curtiss Condor B-2 bomber was taken at the Curtiss Aerospace development plant in Garden City, N.Y. The image is dated Aug. 14, 1929. (Photo from the Paul S. Maynard archive)

The Curtiss Condor B-2 bomber became known as a ‘Flying Battleship’

BY MARK MAYNARD

Long before the current-generation B2 Spirit “Stealth Bomber” by Northrop Grumman there was the Curtiss Condor B-2 bomber built for the U.S. Army.

It was an enormous fabric-covered biplane aircraft with a wingspan of 90 feet and a length of 47 feet 4 inches. With its armaments, it became known as a “Flying Battleship,” but its use was short-lived.

According to its page in Wikipedia, the B-2 Condor’s two engines sat in nacelles between the wings, flanking the fuselage. It had a twin set of rudders on a twin tail, a configuration that was becoming obsolete by that time. At the rear of each nacelle was a gunner position. And there was another gunner in the nose.

As a twin-engine heavy bomber, the B-2 Condor was powered by two 650-horsepower Curtiss GV-1570-7 Conqueror V-12 water-cooled piston engines.

In a report by Joe Baugher (Encyclopedia of American Aircraft), the engines were housed inside nacelles mounted on top of the lower wing. “The engines were cooled by rather angular radiators that jutted up vertically from each nacelle.

“One of the more unusual innovations introduced by the [second prototype] XB-2 was the addition of a defensive gunner position in the rear of each nacelle. It was hoped that this arrangement would offer a clearer field of fire for the gunners than the more conventional fuselage-situated positions. An additional gunner position was provided in the nose. Each position was provided with a pair of Lewis .30-06 machine guns.”

According to the Baugher report, the Condor’s bombload was typically 2,508 pounds but could be increased to 4,000 pounds on short flights.

Curtiss Condor Competitors

The Curtiss Condor B-2 competed against the Keystone XB-1B, the Keystone XLB-6, the Sikorsky S-37B, and the Atlantic-Fokker XLB-2, according to the Baugher report.

“When an Army board of review met in February of 1928 to decide which design was to be awarded a contract, they immediately ruled out the XB-1B, the XLB-2, and the S-37. However, the board was unable to decide between the XB-2 and the XLB-6. The XB-2 had the better performance, but the XLB-6 was only $24,750 per unit.

“The per-unit cost of the B-2 was $76,373, more than three times the cost of a Keystone bomber. In a split decision, the Board opted for the Keystone design, but on June 23, 1928, Curtiss was given a contract for two B-2s (Serial nos. 28-398/399). A further 10 were ordered in 1929 (29-28/37).

“The twelve production B-2s were delivered from May 1929 to January 1930. Notable differences from the XB-2 included the use of three-bladed propellers and somewhat shorter and wider radiators mounted on top of the engine nacelles.

At sea level, the Curtiss Condor had a maximum speed of 132 mph — though many reports say it struggled to reach that max V — and 128 mph at 5,000 feet. The plane had a cruising speed of 105.5 mph and a cruising range of 805 miles.

End of the Condor Line

During the early 1930s, the advances in bomber design were so rapid that canvas-covered biplanes such as the B-2 rapidly became obsolete, Baugher wrote.

“Consequently, the B-2 served only briefly with the Army, being taken out of service in 1934. The last B-2 was surveyed in July of 1936. So far as I am aware, none survives today.”

After production of the B-2, Curtiss Aircraft left the bomber business, concentrating on the Hawk series of pursuit aircraft in the 1930s.

A 1929 black and white photo of a civilian version of the Curtis Condor bomber

The civilian version of the Curtiss Condor, circa 1944,  was the first airliner in the world to provide sleeping berths. (Photo from the Paul S. Maynard archive)

The Civilian Curtiss Condor

The Model 53 was an airliner version of the Model 52 Condor B-2 bomber. The Condor was the first airliner in the world to provide sleeping berths.

The Army permitted this development in 1928, and the first of the new aircraft made its maiden flight in June 1929. The civilian B-2 was an 18-seat passenger aircraft called the Condor 18 (also known as the Condor T32), according to HistoryOfWar.org.

At the time, there was a need for sleeper-transports, and the simplicity of design allowed for quick production and delivery to serve this market, according to HistoryOfWar. The Curtiss Condor could carry 12 passengers as a sleeper-transport or 15 passengers for day transport.

Luxury Cabin Accommodations

The Condor was the first multi-engine airliner with an electrically operated retractable landing gear. To help absorb vibration, the Condor was the first to have its engines mounted on rubber bushings.

The passenger cabin was appointed in fabric and leather, and each seat had individual hot and cold air vents.

The lavatory featured a basin with hot and cold running water, a mirror, and a vanity. However, the Condor remained in airline service for only three years, making it the last biplane purchased for civil transport.

Only a short time afterward, the all-metal airliners, the Boeing 247 and Douglas DC-1, made their debut in 1933. The only competing factor that the Condor had with the modern airplanes was that it had retractable landing gear.

Two 710 hp Wright SCR-1820-F3 Cyclone, 9-cylinder radial engines powered the passenger Condor.

Condor Flight History

The first civilian Condor converted from a military Model 52, flew for the first time on July 21, 1929. Including the prototype, six were built. Of these, the first three were converted from bomber model 52s. They operated with TAT and Eastern Air Line, though only for about a year. The Conqueror’s development was never quite completed, and in 1932 the US Army, after spending large sums on it, withdrew support and turned to air-cooled engines.

CURTISS B-2 CONDOR SPECIFICATIONS

Twin-engine heavy bomber biplane. Initial production version; 12 built.

Crew: 5; two wing gunners, the nose gunner, pilot, and co-pilot.

Length: 47 feet 4 inches

Wingspan: 90 feet

Empty weight: 9,300 pounds

Gross weight: 16,951 pounds

Powerplant: 2 × Curtiss GV-1570-7 Conqueror V-12 water-cooled piston engine, 600 hp each

PERFORMANCE

Maximum speed: 132 mph

Cruising speed: 105.5 mph

Range: 805 miles

Service ceiling: 17,100 feet

Rate of climb: 850 feet/minute

ARMAMENT

Guns: 6 .30-06 caliber Lewis machine-guns

Bombload: 2,508 pounds

Note: This is another image from my dad, Paul Smith Maynard, who worked four decades in aviation as an engineer. Dad began his career in about 1943 after graduating from West Virginia University. He started with Curtiss-Wright Corp., a pioneer in making flying machines. He went on to work at North American Aviation and Rockwell International.

See more of his vintage plane pics here.

 

1929 Curtiss Thrush J-6

by | Apr 9, 2025 | 0 comments

1929 Curtiss Thrush J-6

Several Thrush J-6 airplanes were flown by female pilots during the early 1930s to make record-breaking endurance flights, including one in which the aircraft stayed aloft for almost 10 days.

A black and white photo of a 1929 Curtiss Thrush J-6 parked on a Curtiss Aeroplane airfield.

The 1929 Curtiss Thrush bridged the gap between small personal aircraft and larger commercial airliners. (Photo from the Paul S. Maynard archive)

BY MARK MAYNARD

The Curtiss Thrush exemplified the transitional phase of aviation in the late 1920s. The 1929 Thrush bridged the gap between small personal aircraft and larger commercial airliners. Its design innovations and contributions to endurance flying underscore its significance in aviation history.

Introduced in 1929, the Curtiss Thrush is a six-passenger, high-wing monoplane developed by the Curtiss Aeroplane and Motor Co. Based on an enlarged version of the Curtiss Robin, the Thrush aimed to serve as a light transport and utility aircraft. Its development featured both Curtiss and Wright engines, reflecting the era’s rapid advancements in aviation technology.

Aviation historian Joseph P. Juptner, in his work “U.S. Civil Aircraft: Vol. 3,” noted that “the fuselage of the Thrush formed the basis for the twin-engine Curtiss Kingbird.” The plane’s design would highlight its influence on subsequent aircraft developments.

Design and Development

The initial prototypes of the Curtiss Thrush were equipped with 170 horsepower Curtiss Challenger engines. However, these engines were found to be underpowered for the aircraft’s design. Consequently, the production models designated Thrush J were outfitted with more robust 225-hp Wright J-6-7 Whirlwind radial engines. This upgrade significantly enhanced the aircraft’s performance.

The fuselage construction utilized a Pratt truss frame made primarily from duralumin tubing, a high-strength, lightweight aluminum alloy. Chrome-molybdenum steel reinforced high-stress areas, all covered in fabric. The wings featured solid spruce spars and stamped Alclad ribs, with a semi-cantilever design supported by steel tube struts.

A black and white photo of a 1933 Curtiss Thrush J-6 flown by pilots Helen Richey and Frances Marsalis. The words "Outdoor Girl" are in large white font on the black plane's fuselage

The Curtiss Thrush J-6 “Outdoor Girl” flown by pilots Helen Richey and Frances Marsalis. (Photo courtesy of San Diego Air and Space Museum Archive)

Operational History

The Curtiss Thrush played a notable role in early aviation endurance records. In August 1932, pilots Louise Thaden and Frances Marsalis flew a Thrush J, named “I.J. Fox,” for 196 hours and 5 minutes. Their effort set an endurance record near Valley Stream, N.Y. This achievement contributed to Thaden receiving the Harmon Trophy in 1936. (“I. J. Fox” refers to their sponsor, a nationally known fur store operator founded by Isidore Joseph Fox.

Later, in December 1933, pilots Helen Richey and Frances Marsalis set another endurance record. The pair of women pilots flew another Thrush J, “Outdoor Girl,” for 237 hours and 42 minutes over Miami, Fla. (The plane was named for a brand of women’s cosmetics, a new sponsor.) Their Thrush J-6 was refueled from the air by a Curtiss Robin. The endurance flight further demonstrated the aircraft’s capabilities.

Internationally, the Thrush saw limited use. The China National Aviation Corp. ordered 12 units, but only 10 were produced, with just one making it to China in 1930.

Additionally, one Thrush was operated in Cuba by the Compañía Nacional Cubana de Aviación Curtiss. A subsidiary of North American Aviation Inc., the airline was the precursor to Cubana de Aviación, the national airline of Cuba.

1929 Curtiss Thrush Specifications

  • Crew: One to two (with dual controls)
  • Capacity: Six passengers
  • Length: 32 feet 7 inches
  • Wingspan: 48 feet 0 inches
  • Height: 9 feet 3 inches
  • Wing Area: 305 square feet
  • Empty Weight: 2,260 pounds
  • Gross Weight: 3,800 pounds
  • Fuel Capacity: 110 U.S. gallons
  • Powerplant: 1 225-hp Wright J-6-7 (R-760) radial engine.
  • Maximum Speed: 122 mph
  • Cruise Speed: 104 mph
  • Range: 900 miles
  • Service Ceiling: 13,200 feet
  • Rate of Climb: 650 feet per minute (3.3 meters per second)

SOURCE: Wikipedia.

 This is another image from my dad, Paul Smith Maynard, who worked as an engineer in aviation for four decades. Dad began his career in about 1943 after graduating from West Virginia University. He started with Curtiss-Wright Corp., a pioneer in making flying machines. He went on to work at North American Aviation and Rockwell International. See more of his vintage plane pics here.

1944 Curtiss SC Seahawk

by | May 6, 2024 | 0 comments

1944 Curtiss SC Seahawk

The Curtiss SC Seahawk, capable of being fitted with a float or wheeled landing gear, was America’s best World War II floatplane scout

A 1942 Curtiss SC Seahawk floatplane scout in the air

More than 500 Curtiss Seahawk scout planes were built at the plant in Columbus, Ohio. The first flight of a prototype XSC-1 took place Feb. 16, 1944. (Photo from the Paul S. Maynard archive)

BY MARK MAYNARD

The Curtiss SC Seahawk was a scout seaplane launched from a Navy cruiser for observation. According to the plane’s page in Wikipedia, the single-seat seaplane landed in water and was retrieved by hoist. Though capable in concept, the Curtiss SC Seahawk did not see significant action during World War II. By the end of the war, helicopters were replacing seaplanes.

The Curtiss Aeroplane and Motor Co. designed the Seahawk for the U.S. Navy during World War II. In the late stages of the war and into peacetime, the Seahawk gradually replaced the existing Curtiss SO3C Seamew and Vought OS2U Kingfisher floatplanes.

A Curtiss Seahawk spotting plane hoisted aboard USS IOWA (BB-61), off San Francisco, July 1947. A second SC-1 is on the catapult at right.

A Curtiss Seahawk spotting plane hoisted aboard USS IOWA (BB-61), off San Francisco, July 1947. A second SC-1 is on the catapult at right. (Ted Huggins photo from the archive of Naval History and Heritage Command, Washington, DC)

Curtiss Production Order

Work began in June 1942 following a U.S. Navy Bureau of Aeronautics request for observation seaplane proposals. Curtiss submitted the Seahawk design on Aug. 1, 1942, and a contract for two prototypes and five service test aircraft was awarded on Aug. 25. Before the prototypes’ first flight, a production order for 500 SC-1s followed in June 1943.

While only intended to seat the pilot, a bunk was added in the aft fuselage for rescue or personnel transfer. Two .50 caliber M2 Browning machine guns were fitted in the wings, and two underwing hardpoints allowed the carriage of 250-pound bombs or surface-scan radar on the right wing. The wings were foldable. The main float, designed to incorporate a bomb bay, is claimed to have been prone to leaks. Curtiss modified the design to carry an auxiliary fuel tank.

A Seahawk is catapulted from the deck of the USS Missouri

Piloted by Ensign F.H. Gilkie, a Curtiss SC-2 Seahawk is catapulted from the USS Missouri (BB-63). The photo is dated Feb. 27, 1948. (Official U.S. Navy Photograph, from the archive of Naval History and Heritage Command, Washington, DC)

The first flight of a prototype XSC-1 took place on Feb. 16, 1944, at the Columbus, Ohio, Curtiss plant. Flight testing continued through April 28, when the last of the seven pre-production aircraft took to the air. Nine more prototypes were built under the designation SC-2 with a second seat and modified cockpit. Series production was not undertaken.

For retrieval, a Curtiss SC-1 Seahawk taxis up to a sea-sled towed by USS IOWA (BB-61), off San Francisco, July 1947.

For retrieval, a Curtiss SC-1 Seahawk taxis up to a sea-sled towed by USS IOWA (BB-61) off San Francisco in July 1947. (Ted Huggins photo from the archive of the Naval History and Heritage Command, Washington, DC)

Seahawk History

The first serial-production Seahawks were delivered to the USS Guam on Oct. 22, 1944. All 577 aircraft eventually produced for the Navy were delivered on conventional landing gear. The planes were then flown to the appropriate naval air station, where floats were installed for service as needed.

Capable of being fitted with a float or wheeled landing gear, the Seahawk was America’s best World War II floatplane scout. However, its protracted development time meant it entered service too late to see significant action in the war. It was not until June 1945, during the pre-invasion bombardment of Borneo, that the Seahawk was involved in military action. By the war’s end, seaplanes were becoming less desirable, with helicopters replacing the Seahawk soon afterward.

The Seahawk’s tri-color camouflage and markings were required by U.S. Navy regulations from 1944 to 1945 and later postwar regulations.

There are no known surviving examples of the Seahawk today.

A color image of the front engine area of a Curtiss Seahawk that shows a ladder to the float.

A Seahawk scout warms up its engine at a Pacific Base circa 1944-45. Note beaching gear and ladder, with an APS-4 radar pod under the wing. While only intended to seat the pilot, a bunk was provided in the aft fuselage for rescue or personnel transfer. (Naval History and Heritage Command, Washington, DC)

Curtiss SC Seahawk Specifications

Crew: 1, with space for a single stretcher patient

Length: 36 feet, 4.5 inches

Wingspan: 41 feet

Height: 16 feet on beaching gear

Wing area: 280 square feet

Empty weight: 6,320 pounds

Gross weight: 9,000 pounds

PERFORMANCE

Powerplant: 1 1,300-hp Wright R-1820-62 Cyclone 9-cylinder air-cooled radial piston engine

Propellers: 4-blade constant-speed propeller

Maximum speed: 235 mph at 2,200 feet

Cruising speed: 125 mph

Range: 625 miles

Service ceiling: 37,300 feet

Rate of climb: 2,500 ft/min

ARMAMENT

Guns: 2 .50-caliber M2 Browning machine guns

Bombs: 2 325-pound bombs under-wing

Note: This is another image from my dad, Paul Smith Maynard, who worked four decades in aviation as an engineer. Dad began his career in about 1943 after graduating from West Virginia University. He started with Curtiss-Wright Corp., a pioneer in making flying machines. He went on to work at North American Aviation and Rockwell International.

Curtiss Robin

by | Jan 20, 2024 | 0 comments

Curtiss Robin

During the ‘Golden Age of Flight,’ the Curtiss Robin made history for several endurance stunts, including a ‘wrong way’ record

A black and white photo of a Curtiss Robin monoplane at rest on a runway

The 1928 Curtiss Robin debuted innovative features and was known as a reliable workhorse aircraft, setting several endurance records and stunts. (Photo from the Paul S. Maynard archive)

BY MARK MAYNARD

The Curtiss Robin looks spartan, but this high-wing monoplane gained popularity for its innovative features and remarkable performance.

This workhorse Robin, in production from 1928 to 1930, was one of the first commercially successful light aircraft, debuting several aviation firsts. Among the Robin’s innovations was a retractable landing gear, one of the first aircraft to be so equipped in the Golden Age of Flight. The Robin was also one of the first to be powered by a radial engine.

Along the way, the Curtiss Robin set more than one aviation record, including a “wrong way” record.

According to a report at the National Air and Space Museum, the Curtiss Robin was a departure by the Curtiss Aeroplane and Motor Co. into the emerging civilian market of the late 1920s.

“This three-seat monoplane flew in the spring of 1928 with a 90-hp Curtiss OX-5, the engine that had powered Curtiss JN-4 Jenny trainers in World War I. Robins offered flight characteristics as straightforward as their appealing lines and modest performance. A distinctive feature was side cockpit windows that ran almost to the floor.”

Constructed of a wooden wing and steel tubing fuselage, the Curtiss Robin had an enclosed cabin that set it apart from other aircraft of its era. The cabin accommodated two passengers seated side-by-side behind the pilot. The cabin’s enclosed structure provided protection against the elements.

The Robin was produced in St. Louis, Mo., in association with the Robertson Aircraft Corp. The fixed-base operation ran the contract air mail route between St. Louis and Chicago.

Famous Robin Stunts

According to the Museum Of Flight, the Robin was a practical airplane, but best remembered for unusual endurance flights.

  • In 1930, Dale ‘Red’ Jackson performed more than 400 consecutive slow rolls in his Robin.
  • In 1929, Dale Jackson and Forrest O’Brine spent nearly 17 days circling over St. Louis. But that record was surpassed in 1935 by the brothers Fred and Al Key, who flew their Robin for more than 27 continuous days. Fuel was delivered from another Robin via hose; mail, food, oil, and spare parts came via container on a rope.
  • One of aviation’s most endearing records was set in a Curtiss Robin by Douglas “Wrong Way” Corrigan. He allegedly set off from New York for California in July 1938 and touched down in Ireland 28 hours later, claiming that he had accidentally read his compass backward. The plucky pilot — who had been denied official permission to fly the Atlantic — thus earned his nickname.

The ‘Newsboy’ Robin

From September 1929 to May 1930, a Robin C-2 was used to deliver the McCook, Neb., Daily Gazette to rural Nebraska and Kansas communities. Dubbed “The Newsboy,” the airplane flew a nonstop route of 380 miles daily, dropping bundles of newspapers out of a hole in the bottom of the fuselage from 500 feet to local carriers. The Robin C-2 was powered by a Curtiss R-600 Challenger, a six-cylinder, double-row, air-cooled, radial engine.

1932 CURTISS ROBIN SPECIFICATIONS

Mission: Pilot plus 2 passengers

Wingspan: 41 feet

Length: 25 feet 9 inches

Engine: Curtiss 90-hp OX-5 V-8 water-cooled piston engine

Maximum speed: 99.7 mph

Range: 785 miles cruising; 580 miles at full throttle

Source: Wikipedia; “Curtiss Robin 1932 – Specifications,” Aviation Heritage Foundation

This is another image from my dad, Paul Smith Maynard, who worked as an engineer in aviation for four decades. Dad began his career in about 1943 after graduating from West Virginia University. He started with Curtiss-Wright Corp., a pioneer in making flying machines. He went on to work at North American Aviation and Rockwell International.

Curtiss O-52 Owl Observation Aircraft

by | Jan 8, 2024 | 0 comments

Curtiss O-52 Owl Observation Aircraft

The 1941 Curtiss O-52 Owl two-seat observation aircraft played a crucial role in U.S. Air Force intelligence gathering, but technological advancements made it obsolete at its debut

A 1941 black and white photo of a Curtiss O-52 on a runway during winter

The 1941 Curtiss O-52 Owl was a large, advanced two-person observation aircraft ordered by the U.S. Air Force. The monoplane was ordered into production in 1939, but it was obsolete at its launch in 1940 and mainly saw use as a trainer. (Photo from the Paul S. Maynard archive)

BY MARK MAYNARD

TThe Curtiss O-52 “Owl,” introduced in 1941, is a testament to the United States’ commitment to advancing its military aviation capabilities during World War II. A reconnaissance aircraft, the O-52 played a crucial role in intelligence gathering and surveillance operations, showcasing technological advancements of its time.

The O-52 Owl evolved from the earlier Stinson O-49 Vigilant and was designed by the renowned American aircraft manufacturer Curtiss-Wright Corp. The Owl’s robust construction and impressive performance made it an integral part of the U.S. Army Air Corps’ reconnaissance fleet. The plane’s distinctive features included a high-wing monoplane design, fixed landing gear, and an enclosed cockpit for the crew of two. A total of 203 O-52s were built.

In 1941, however, the aircraft became unsatisfactory to modern combat situations in overseas areas, according to a report in AeroCorner.com. Consequently, the aircraft was consigned to perform courier roles inside the United States and for anti-submarine warfare (A/S) on the Gulf of Mexico, Atlantic, and Pacific oceans. In November 1942, the Soviet Union ordered 30 aircraft in the Lend-Lease policy.

Performance

The Curtiss O-52 boasted a maximum speed of 220 mph and was powered by a 600-horsepower Pratt & Whitney R-1340-51 Wasp nine-cylinder radial engine. Its endurance and range were vital for long-duration reconnaissance missions, providing critical information for military strategists during global conflict.

The importance of the Curtiss O-52 in wartime operations cannot be overstated. As aviation historian John M. Andrade notes in his book “U.S. Military Aircraft Designations and Serials: 1909 to 1979.”  “The O-52 was a significant improvement over its predecessor, the O-49 Vigilant.” The book highlights how the O-52 offered enhanced capabilities, demonstrating Curtiss-Wright’s commitment to innovation in military aviation.

According to a report in HistoryOfWar.org, the O-52 two-person cockpit was extensively glazed, and the wing was mounted on top of the cockpit glazing. The Owl had a retractable undercarriage, with the wheels pulling back into wells in the side of the fuselage. There were dual controls and doors on the cockpit floor to use a camera.

“To give the plane good low-speed handling, it had full-length automatic leading-edge slots linked to wide-span trailing-edge flaps that operated whenever the slots were extended.

“It was armed with one fixed forward-firing machine gun and one flexibly mounted machine gun in the observer’s position. It had a retractable turtle back, first developed for the [Curtiss] SOC Seagull scout observation seaplane, which improved the observer’s field of fire.

In the ever-evolving landscape of military aviation during World War II, the Curtiss O-52 Owl was pivotal in shaping the success of reconnaissance and intelligence operations. Its design, performance, and adaptability underscored the United States’ commitment to staying at the forefront of aviation technology during global conflict, leaving an enduring legacy in the annals of military history.

1941 CURTISS O-52 OWL SPECIFICATIONS

Mission: Reconnaissance aircraft used by the United States Army Air Corps during World War II

Crew: 2, pilot and observer/rear gunner

Length: 26 feet 4.75 inches

Wingspan: 40 feet 9 inches

Height: 9 feet 11.5 inches

Empty weight: Approximately 3,437 pounds

Maximum takeoff weight: 4,725 pounds

Engine: 1 600-hp Pratt & Whitney R-1340-51 Wasp nine-cylinder radial engine

Maximum speed: 220 mph

Cruising speed: 192 mph

Fuel capacity: 115 gallons

Range: 700 miles

Service ceiling: 21,000 feet

Owl Armament:

  • One .30 caliber M1919 Browning machine gun in the forward fuselage;
  • One .30 caliber M1919 Browning machine gun in the rear cockpit;
  • Bombs or photo-reconnaissance equipment could be carried under the wings.

Sources: Wikipedia and HistoryOfWar.org

Note: These specifications reflect the Curtiss O-52 Owl’s design and performance characteristics, highlighting its role as a reconnaissance aircraft during a critical period in aviation history. Specific details might vary slightly depending on the variant and modifications made to individual aircraft during their operational lifespan.

 This is another image from my dad, Paul Smith Maynard, who worked as an engineer in aviation for four decades. Dad began his career in about 1943 after graduating from West Virginia University. He started with Curtiss-Wright Corp., a pioneer in making flying machines. He went on to work at North American Aviation and Rockwell International.

See more of his vintage plane pics here.

Curtiss XF9C-1 Sparrowhawk Prototype

by | Dec 7, 2023 | 0 comments

Curtiss XF9C-1 Sparrowhawk Prototype

1931 Curtiss XF9C-1 explored the concept of airship-based aircraft deployment

A 1931 photo of a military Curtiss XF9C on the tarmac

The Curtiss XF9C-1 is a so-called “parasite fighter,” a small airplane designed to be deployed from a larger aircraft such as an airship or bomber. This factory image shows a prototype XF9C-1 biplane without its “skyhook” launch and recovery system. (Photo from the Paul S. Maynard archive)

BY MARK MAYNARD

The recent headline news of another crash of a U.S. Air Force CV-22 Osprey reminds of the sometimes-daring aircraft prototypes of the 1920s and 1930s. One such example is the Curtiss XF9C-1 “Sparrowhawk.”

In the early 1930s, the United States Navy sought an innovative solution for launching and recovering aircraft from its airships. The answer came from the Curtiss XF9C-1, a lightweight biplane designed to be carried and deployed from the USS Akron and USS Macon airships.

The Sparrowhawk was a revolutionary concept intended to extend helium-inflated airships’ operational range and versatility, turning them into mobile aircraft carriers.

Though technically considered a compact fighter biplane with a pair of machine guns and a 100-pound bomb, the Curtiss XF9C-1 was better at surveillance, and even that was compromised by poor visibility to the ground.

According to Wikipedia, the Curtiss XF9C-1 is an example of a so-called “parasite fighter,” a small airplane designed to be deployed from a larger aircraft such as an airship or bomber.

The Curtiss-Wright Corp. engineered the XF9C-1 to work with a unique trapeze mechanism mounted on the underside of the airship. A so-called “Skyhook” system was affixed to the biplane’s top wing, which would connect with the crossbar of the trapeze.

A biplane suspended by its skyhook at the base of a military airship

The F9C-2 Sparrowhawk fighter, piloted by Lieutenant D. Ward Harrigan, USN, was shown hanging from the airship USS Macon’s trapeze. (Navy photo via Wikipedia)

‘The Men on the Flying Trapeze’

Per Wikipedia, the biplane’s hook was engaged on the trapeze inside the airship’s hangar for launching. The trapeze was then lowered clear of the hull into the moving airship’s slipstream and, engine running, the Sparrowhawk would then disengage its hook and fall away from the airship.

For recovery, the biplane would fly underneath its mother ship, beneath the trapeze, climb from below, and hook onto the crossbar. The width of the trapeze crossbar allowed a certain lateral leeway in approach. The biplane’s hook mounting had a guide rail for protection from the turning propeller. Engagement of the hook was automatic on positive contact between the hook and trapeze.

Once the Sparrowhawk was securely caught, it could be hoisted by the trapeze back within the airship’s hull, the engine being stopped as it passed the hangar door.

Although seemingly a tricky maneuver, pilots soon learned the technique, and it was said to be much easier than landing on a moving, pitching, and rolling aircraft carrier.

More than one attempt might have been necessary in gusty conditions before a successful engagement was achieved. Almost inevitably, the pilots soon acquired the epithet “The men on the Flying Trapeze,” and their aircraft were decorated with appropriate unit emblems.

3 XF9C biplanes flying in v formation circa 1931

Curtiss F9C-2 Sparrowhawk fighters flying in a V formation, circa 1933-1935. These planes are part of the heavier-than-air group of USS Macon. (U.S. Naval History and Heritage Command Photograph)

Airship Assist

According to Airships.net, the ships were built with hangars, approximately 75 feet long by 60 feet wide by 16 feet tall. The initial hangar design would have the capacity to stow and service up to five aircraft; however, structural rigging limited the actual biplane capacity to three.

With a wingspan of 26 feet and a length of 19 feet, the Sparrowhawk was powered by a Wright R-975-E3 9-cylinder radial engine, generating 420 horsepower. Its top speed reached 176 mph, with a range of 270 miles. The XF9C-1 was armed with two .30 caliber machine guns and carried a 100-pound bomb under its fuselage. The aircraft’s compact design made it well-suited for its role as an airship-based interceptor.

Despite its promising potential, however, the Sparrowhawk’s career was short-lived. The tragic crash of the USS Akron in 1933, along with the subsequent decommissioning of the USS Macon, ended the operational role of the Curtiss XF9C-1.

The lessons learned from this daring experiment contributed to the evolution of naval aviation and the development of more advanced aircraft carriers.

A top view of a plane on the trapeze being lowered from the airship hangar.

A top view of a plane on the trapeze being lowered from the airship hangar.

CURTISS XF9C-1 SPARROWHAWK SPECIFICATIONS

Role: Airship-based fighter/interceptor

Manufacturer: Curtiss-Wright Corp.

Crew: 1 (pilot)

First flight: Nov. 12, 1931

Wingspan: 26 feet

Length/height: 19 feet/10 feet

Empty weight: 2,205 pounds

Max. takeoff weight: 3,226 pounds

Engine: 420-hp Wright R-975-E3 9-cylinder radial engine

Maximum Speed: 176 mph

Range: 270 miles

Ceiling: 22,500 feet

Armament: 2 .30-caliber Browning machine guns

Payload: 1 100-pound bomb

Sources: Wikipedia; MilitaryFactory.com

Note: This is another image from my dad, Paul Smith Maynard, who worked as an engineer in aviation for four decades. Dad began his career in 1943 after graduating from West Virginia University. He started with Curtiss-Wright Corp., a pioneer in making flying machines. He went on to work at North American Aviation and Rockwell International.

See more of his vintage plane pics here.