Curtiss Aircraft, 1907-1947

322 Pages·1979·85.44 MB·English

by  Peter M. Bowers

.
--~
J
CURTISS AIRCRAFT
1907-1947
PETER M. BOWERS
PUTNAM
LONDON
The tiny F9C-2 Sparrowhawks achieved fame out ofall proportion to their
numbersandperfonnancebecauseoftheiruniquefunction asauxiliariestothe
USNavyairshipsAkronandMacon.Althoughopen-cockpitbiplanesintheold
tradition, they were representativeofthe newera in being thefirst production
Curlissaeroplanesofall-metal construction.
CONTENTS
Introduction.
BY THE SAME AUTHOR Glenn H. Curtiss and the Aerial Experiment
Association (AEA) 21
Boeing Aircraji since 1916
Curtiss Companies and Accomplishments-
1909-14 30
World War I 68
The Jenny 143
The Postwar Decade-1919-29 167
The Racers-I920-25 223
The Hawk 240
Tlie Falcon Biplane 285
Expansion, Merger and Depression 314
Entering a New Era-1930-39. 319
St Louis Production 374
Bowers, Peter M World War II 415
Curtissaircraft, 1907-1947. The P-40 474
1. Curtissairplanes
The End ofthe Line 505
I. Title
629.133'34 TL686.Cj Unverified Curtiss Aircraft Designations 512
ISDN0-370-10029-8 Appendix I-Type Certificates Issued to Com-
© PeterM. Bowers 1979 mercial Curtiss Aeroplanes, 1927-46 513
Appendix II-United States Civil Registrations of
Curtiss Aircraft, 1927-77 520
Appendix III-Civil Registrations of Exported
ISBN0370100298
Curtiss Aircraft, from 1920 566
© Peter M. Bowers 1979 Appendix IV-Serial Numbers of US Army Air
Printed in Great Britain for
craft Designed or Built by Curtiss, 1909-46 578
Putnam & Company Ltd
AppendixV-Serial Numbers ofUSNavyAircraft
9BowStreet, London, WC2E 7AL
by BAS Printers Limited, OverWallop, Hampshire Designed or Built by Curtiss, 1917-45 . 592
SetinMonophoto Times Appendix VI-Serial Numbers of British and
First Published1979 Commonwealth Military Aircraft Designed or
Built by Curtiss, 1914-45 602
Appendix VII-US Army McCook Field and
Wright Field P-Numbcrs applied to Curtiss
Aeroplanes 619
Index ofAircraft 625
Introduction
Organization of this Book
Becauseofseveralchangesintheaeroplanedesignation systemsused by
Curtiss, the overlapofmany long-production models, and the desirability
of treating certain large 'families' of aeroplanes separately from their
contemporaries, this bookdoesnot present theCurtissaeroplanesin strict
sequential order. The easily recognized chronological and technological
periods that divide the history ofaviation make the organization of this
book along similar lines logical and simple. Presentation of the material
within the chapters varies according to the nature of the subject; some
aeroplanes are presented alphabetically by Curtiss name or letter
designation, some are in sequenceofCurtiss model number, while others
arein thesequenceofUSArmyandNavydesignations. Whereapplicablc,
the aeroplanes are identified by both Curtissand customcrdesignations.
Non-technical data such as registrations and serial numbers, and
approved type certificates, appear in appendices.
Aircraft Technical Data and Sources
The presentation ofaeroplane specifications and performance figures
that follow the text are not uniform throughout nor are complete data
presented for every basic model and variant listed. Structural and
armament details are presented only when necessary to point out
significanttransitions. Spaceandcostconsiderationsofthisvolumedue to
the great numbers ofsimilar models covered are only partial reasons for
abbreviatingdata and reducingnearand actual duplication ofdata. In the
matterofspecificationsandperformance,photographsandtheaeroplane's
placc in time often make the type of construction and the equipment
obvious.
Complete data were seldom accumulated on experimental and custom
types in theveryearlydaysand to theend ofWorld WarI. In somecases,
parts of two existing machines would be put together to try a new
configuration; a single test flight might then prove the combination
undesirableand itwould beabandonedwithnodata beingrecorded. Some
custom variations ofstandard models incorporated changes that altered
theorigin..l performanceconsiderably. However, thecritcrion ofthe time For this book photographic qUlllily has occasionally been Sllcrificed to a
was that a desirable change was accomplished; the precise degrt'C ofthe small degree in order to present a different view ofa single aeroplane that
change was relatively unimportant. In other cases, completc data ha!'> previously been represented only by itsone 'best' photograph.
accumulatedon someexperimental andearly production typeswerenever Photographiccoverage by other agencies improved in the late 19208as
released,eitherbyCurtissorthemilitarycustomer,andthedatahavesince aircraft cameintothehandsofprivateandcommercial organi7.<"ltionsthat
been lost. This was particularly true to theend ofWorld War I. had occasion tomakephotographicrecords for thcirown archives. In the
Differences from previously published data will be found at timeSeven early 1930s, the hobby of aeroplanc picture collecting by amateur
for some well known standard military models. This is because of photographers began todevelopon anational scale and opened upa new
differem..'Cs in procedures, conditions, etc, betwccn faclory and military lind extremely valuable!'>Ourceofmaterial.
testing. In some cases, US Navy test reports have noted ditTeren~ From theverybeginning,Curtissphotographer!>endeavoured toobtain
resulting from the useof'West Coast' or'East Coast' petrol. Someofthe studio-quality photographsoftest aircraft and most standard production
performance data in this book are from Curtis." sources, including models in theconfiguration ofthe first deliveries. However, modifications
documents in the possession of old employees, some are from military and markingchangesmadein thefield afterdeliverye!>Capcd thecompany
publications,andsomearefromaviationmagazinesandreferencebooksof photographers. Similarly, such customers as the amled forces and the
the time. airline!'> take good pholographs of early delivery models for their own
For many standard military models, performance decrcased during the archives but do not always kcep running photographic records ofminor
productionand servicelifeofthemodel asextraequipmentwasaddedand modifications, changes ofcolouring and unit markings. These differenccs
weight anddragincreasedwithout powerincrease. Availahledata foronly from the initial configuration usually appear in officinl rhotographs only
the basic model is prcscnted in such caSeS, as the US Army P-6. The very when I€ particularmachine is photographed later in its life for !'>omcother
minor performancc dilference for lhe P-6A is not given, but those for the reason. Consequently, manyoftheseinterestingandsometimessignificant
racing variants, the turbo-supercharged P-6D, and the notably different changes,whichwereregardedasroutinemattersatthetimebut whichnow
p·6E ure. Tn some cases, noteworthy differenccs from the basicmodel arc form a priceless historical record, were recorded only by the zealous
mentionedin thetexi ratherthan beingpresented inthestandardizedtable amateurpholographers towhom theslightestchangeincolouringorother
following the text. externaldetailwasavalidreasonforre·photographingthesameaeroplane.
While their entirely unofficial chronicle of changes is by no means
complele, it doesfill in many gaps in theofficial records.
Photographs and Acknowledgements Unfortunately for historians, no hardand fast rulehasexisted,eitherat
Curtis.<; or in the armcd scrviL'Cs, to photogmph every variant thai was
produced. Neither the factory nor theArmy, as far ascan be determined.
The photographs used throughout this book have been gathered from ever photographed theXP·21, a modified P-JA 'Hawk' used to test a new
many sources, many ofwhich are acknowledged beneath each individual engine. ThisaeroplanelostitsidentityasXP-21 whenitwasconvertedtoa
photograph. While a great number of the photographs were taken by P-lF at the conclusion of the tests. In other cases, aeroplanes not
Curtiss photographersat Curtiss factories, not one ofthese wasobtained photographed officially have been 'saved' by the amateur photographers,
directly from Curtiss sources for use in this book. Since tbeclosingoftbe a!'>in thecaseofthe0-1F.Thi!'>wasaminorvariationol"thestandardO-IE
aeroplane division of the Curtiss-Wright Corporation in 1947, such observation aircraft with armament omiued. The amateurs were able to
material hasbeeninstorageinaccessibletoresearchers.TheCurtissfactory identify thisone-offvariant and record it.
photos used are copic!> made by thc US Army, Navy, or N<ltional Air Whenever possible, photographs have been credited to their original
Museumorarcoriginal photographsin thehandsofprivatecollcctorsand source, whether Curtiss, customer agency, or privale individual. The
former Curtissemployees. practice, both in industry and in government archives, of copying and
Particularmentionshouldbemadeoftheremarkableseriesofglassplate distributing photographs originating elsewhere has made absolute
negalivcs made of Aerial Experiment Association and Curtiss activilic!> accuracyincreditingsomeofthescpicluresimpossible.Manyphotographs
from 1907 to 1914 by Mr E. T. Benner. These independent photogwphs taken in bygoneyears arcno longeravailable from the original sources. In
provide the principal record ofthe work done during thal period, cases wheretheonly known print of'such apholograph is in thehandsora
This re!>ults in the reappearance ofsome familiar photographs, as only p.rivatccollector,ithasbeencreditedtohimsinccheisnowtheonlysource.
oneortwoviewsofcertainold aeroplanesarcknown toexist und thesume 1he fact that he did not actually take the picture is acknowledged by
viewshavebeenusedtoillustratetheparticularaeroplanesform,lIlyyears. crediting it10 The Collection of... or Courtesl'of. ...
2 3
Apologies are extended to those private photographers who may find historical researeh; Ken M. Molson, Canadian history; E. D. Weeks,
that theiroriginal photographs have beencredited tosomeoneelse. It isa Pioneeraviation; Norbert F. Yuggi, Militaryserial numbers.
widespread practice among the collectors to exchange negatives among
themselves, with the result that one negative may pass through several Special Mention
hands before coming to a final owner. This makes it impossible to give In addition, special appreciation is expressed to the following: Robert B.
proper credit to the originator. Except in those cases where the actual Casari,publisherofthehistoricalseries, USMilitaryAircraft,forallowing
photographer is known to the author, illustrations made from other theuseofsomeofhisoriginalresearchandcopyrightmaterialonearlyUS
collectors' negatives have generally been credited to the person who Armyaviationinadvanceorhisownpublication;GeorgeA. Page,Curtiss
provided thenegative,or aprim from it, for usein this book. Printsmade employeesince1917andlast ChiefEnginccroftheAirplane Division,who
from acquired negatives in the author's personal colleclion have been provided technical dalaandpholographs from hispersonal files and filled
credited to theoriginator whenever possible. manydetailsofhistoryandmodeldevelopmentfrom hisfantastiememory;
Whileconsiderabledetailedinfonnationrelativetothecareersofvarious VictorD.Seely,for theuseofhisextensivetechnicaldatafiles, manyhours
aeroplanemodels isavailable from themanufacturer'spublished material ofdurkroomwork inprintingphotographsfrom thcauthor'snegativefiles,
or from its customer, there is more that has escaped the official recorder. and organization ofreference material, military serial numbers, and civil
Many ofthe fascinating incidents that form partsofthe overall story are registrations; George S. Shairer, Vice President ofThe Boeing Company
preserved only in the memories ofthe people who wcre directly involved and son-ill-law of John P. Tarbox, Curtiss's patent attorney and laler
with the story as it developed or arc stored in the attics of Ihose who Director of Engineering, 1913-23. Mr Shaircr madc somc ofthe Tarbox
happened to retain a particular record orbitofdala that would otherwise photographs and paper~ available to lhe author and provided a tape
have been lost to the researcher oflaler years. recording oJ"Tarbox reminiscences; and finally, no words can express my
Theassistanceofthefollowingindividuals,mostlycollectors,authors,or appreciation of the support arid encouragement of my wife Alice and
former Curtiss employees, is greatly, ifinadequately, acknowledged: daughter Alison, whopatiently saerilicedmanynormal family activilies to
the time requirements 01"Ihis book.
All/hots(Ind Publishers
Joe Christy; Joseph P. Juptner; William T. Larkins; Paul Matt; Kenn C.
Rw;t; F. Gordon Swanborough; John Underwood; Ray Wagner. Designations
Curtiss RmployeesandAssociates
Frank T. Courtney, Consultant; Robert Darhy, Enginecr; Herb Fisher, A better appreciation of Curtiss aeroplanes, their usage, and periods of
Test Pilot; Maximilian Garavito, Colombian AF Inspector; Paul servicecanbehadfromanunderstandingofthecompanyaeroplanemodel
Hovgard,Test Pilot;PeterJansson, Factory Manager;CharlesF. Willard, and serial number designation systems, theequivalent systemsofthe two
US Pilot 0.4. principal USmilitaryservicesand the RoyalAirForce, and theconstantly
changing military markings. These are all described in this introductory
Nmiollol Air Museum Staff section rather than being presented throughout the book as they occur.
Walter 1. Boyne, Curator of Aeronautit::s; Louis S. Casey, Curator of
Aircraft; Don Lopez.
Manufacturer's Model Designations
Photographers, Collecfors
Dustin Carter; James 1-1. Dilonardo; Harry Gaon; Daniel P. Hagedorn; Throughout its existence, Curtiss has used a varicty of designation
Merle Olmstead; Boardman C. Reed; Richard Seely; Frank Strnad; systems to identify ils aeroplanes. Nosystem at all was involved at tlrst
Gordon S. Williams. the product was simply the Curtiss (actually Herring·Curtiss) aeroplane.
Individual names, official or otherwise, were sometimes applied, as Rdms
Specialists Machine or AlhanyFlyel".
Harold M. Andrews, US Naval Avialion; John C. Barbery, civil aircraft When standardized models were offered to the public through
registrations; Gerry Beauchamp, Model 75; Carlos Dufriche, Brazilian catalogues, it became desirable to identify the product and its optional
scrialnurnbers;RobertGarrard, USAmlYinventories;EricH. Hart, P-40; variations. Consequently, an alphabetical system wasestablished that was
William Lloyd, civil aircraft registrations; David W. Menard. USAF to run on into 1918. The first adverti7.ed models were the 0 and E, with
4 5
powerplallt and other variations identified by numbers, asType I, II, elc. undcsignatcd experimcntals were leftout, as was anumberoflater World
Unfortunatelyfor thehistorian, thereweremanyexperimentalandcustom War I developments. Because of its convenience in establishing model
models developed outside of this system for which no recogni7.ed sequence, thissystem isused in theorganizationofthis book startingwith
designationsexist. The Postwar Decade on page 167. Too many first-war models were
The alphabetical system did not hold to strict sequence nor were all overlooked for the system to beeffective for that chapter.
letters actually used. Some Curtiss models, known to have been Thenewnumericsystemusedsequential lettersandadditional numbers
undesignated in their time, seem to have been given unused letter to identify variations, as 75·A, 75-AI. Later, prefix letters were added, as
designations appropriate to their design sequence at considerably later H87-A3. When the model numbers passed 99, they were switched to a
datesaspartofanattempttobringorder,butnotnecessarilyaccuracy,toa continuation of the CW numbers to avoid going to three·digit basic
confusing historical situation. designations that were incomlXltible with the machine record-keeping
Merger ofsomeestablished designs resulted in two-letterdesignations, system then in use.
asIN foracombinationofthc ModelsJandN. Majormodificationswere
alsoreflected,asHS, forasingle-enginevariant(hencetheS)ofthe Model
H twin-engined flying-boat. At first, variantsofa basic letter-model were Military Model Designations
indicated in the designation, as D-75 for a D with 75 hp engine. Later,
successive developments of the basic models were identified hy number, ShortlyafterWorld WarI, the USArmyandNavy, principalcustomers
examples being IN·2, N-9. Further developments of the numbered sub for Curtiss military aircraft, adopted systematic but different aircraft
types again used letters, as IN-4A, IN-4B. Some out-of-sequence letters designation schemes. These are described here briefly to familiarize the
were used to identify variations in powerplant, as IN-4H and N-9H for readerwiththe symbolsused. Specificidentification ofmost symbols used
versions ofthose models with the Hispano-Suiza engine and R-4L for an appears in the text under the appropriate aircraft heading.
R-4 with Liberty engine replacing the original Curtiss.
Designutions from 1917 into 1919 wcre very inconsistent. Two-letter
identificationsweresometimeskeyedtotheaeroplaneoriginorfunction, as US Army (later US Air Force) Designations
NC for flying-boats designedjointly by the Navyand Curtiss, and CB for
Curtiss RaHlcplanc. Theapplication ofHA to the Dunkirk Fighterseems In 1920, theArmyadoptedaType-Model-Seriessystem ,hat told much
purely arbitrary, but the MF of1918was a modified or modernized F. aboutanaircraft.Asoriginallyadopted,theinitial letterofthedesignation
Theexperimental Garden City factory usedsepantteproject numbersin PW-8BindicatedthetypeofaircmftasPursuit.Thesecondletterindicated
1918,as Experimental 502 for a model that was to become the 18-B (for thatit usedaWater-cooledengine, whilethe8indicatedthatitwasthe8th
biplane; therewere also 18T·] and 18T-2triplanc variants). model ofthe PW type. The Bindicates the second variant, or improved
After World War 1most Curtiss civil aeroplanes weremarketed under version, oftheoriginal PW-8 model. Thesystem was simplifiedin 1924to
lhenamesofbirdsratherthan numbers, buttherewereengineeringmodel delete the second letter, and the series started anew with the Curtiss P-l.
numbers for internal use only. The famous Falcon line carried the Another change was made at that time to indicate the status of the
designation L-I13 while the earlier CR (Navy designation for Curtiss aeroplane.TheleiterXwasadded to thedesignationasa prefix toidentify
Racer) was L·17. The Robin of1928was L·910, afterwhich the L-system an experimental, usually prototype, model. There was the XO-I, and the
seemed to dieout. All publicityandsalesliteraturerelativetocivil models initial production 0-1.Asignificantchangeresulted in O-IA,andsoon to
was strictly by name; publicity and company records and photographs O-IG.
relativetomilitarymodelsusedeitherthepopularnameortheactualArmy Sometimes new feutures were tested on a later series ofan established
or Nuvy designation. model andjustilicdan X-designation, as XP-1C. In 1929, the prefix Ywas
In 1930,theSt Louisbranchadoptedadesignationsystemofitsown that adopted to indicate the Service test status of a new model ordered into
startedwithCW-l (forCurtiss-Wright)andreachedCW-25 byWorldWar production in limitedquantity forevaluation, as YA-8. Iftheaircraft were
II. However, for publicityandmurkcting, names(notnecessarilyorbirds) procured with F-l funds instead of from the regular Service approp
were preferred to numbers; examples being Junior and Sedan. riations, theprefixwasYI,as YIA-8 TheletterZwasadopted todesignate
In 1935, the Buffalo factory adopted anew numerical system. With the obsolete types still in service. Usually, X and Z prefixes were pcnnanenl
intention ofapplying it retroactively to all earliermodelsbut the St Louis while Yscould be deleted upon completion ofthe Service test.
CWs,itwasstartedat 75. Itfell considerablyshort,however, with Model I Before World War II, practicallyevery minorvariation in armament or
going to the IN-4A of 1917. Many of the carlier letter-type and structureresultedinanewseriesletter.Thesechangesbecamesonumcrow;
6 7
bywartimethattheArmyadopteda block numbersystemtokeeptrack of Royal Air Force Designations
minorchangeswithoutchanging theseriesletter. Therewere, forexample,
P-401 varianL'I from P-40N-1 to P-40N-40. Thisdoes not meanthat there The RoyalAirForce,whichusedlargenumbersofCurtissaeroplanesin
wereactuallythismanyvariations;thenumberswereassignedbytheAnny both world wars, usedmanufacturer'sdesignationsduringthefirst war,as
in blocks offive, starting with -I, then -5, -10, -15, etc. The intermediate Curtiss H-12, but switched to a given name system shortly afterward.
numbersweresavedforchangesmadeatmodificationcentres.AP-40N-IO Curtiss models used in World War II were usually identified by their
with such achangecould have become -11 or -12. previously-given US 'popular' names except in cases where none existed;
J11 1942,whenanumberoffactories orevendifferent flrmswerebuilding an example is the Curtiss Model 75A (US Army P-36) being named the
the same type ofaeroplane under a single military designation, the Army Mohawk by the RAF. Variants were identified by mark numbers, as
added manufacturers' codeletters to the basicdesignations toidentify the Mohawk II, etc.
actual manufacturer and the plant. Curtiss C-46As built at Buffalo were
C-46A-CU. Those built at Louisvillc, Kentucky, were C~46A-CK while
those built at St Louis were C-46A-CS. C-46As built by Higgins in ew
Popular ames
Orleans were C-46A-HL
Usually, themilitarydesignationisassignedwhenapurchasecontractis
WhilemostaircrdfLmanufacturersassignactualmodel numbersto thcir
negotiated. In the 1930s, an existing company-owned aeroplane being
products,manyarcmarketcdunderapopularnameratherthananumber.
tested by the Army on a Bailment Contract was frequently given an
Curtiss used names for both civil and military models from 1919 even
experimental project number during the test. Thc Curtiss experimental
though thecustomermighthavehisowndesignations for specificversions
fighter known as the Swift waS tested bythe ArmyasXP-940 before being
ofa general model like the Curtiss Hawk.
purchased as tbe XP-31 and assigned an Army serial number. A model
Starting in October 1941, the US government encouraged the use of
developed on an Army contract or at Army request carries the military
popular names rather than specific numbers for general reference to a
designation and serial number from its in("'eption.
particular model, ostensibly as a security measure so that unauthorized
persons could not determine the production or development stntus ofa
particularmodel that would beindicaled bya designationsuch as P-40K.
US avy Designations
Manufacturers were given the option ofchoosing the names themselves,
subject [0 official approval, or the Aircraft Production Board picked one
TheNavaillircraftdesignationsystemadoptedin 1922WIlSsimilartolhe
for them. This was easy for most Curtiss military models, which were
Armysystemindesignatingbytype,butthemodelnumberwasdetennined
alreadynamed, butafew wereassignedthatdidnotfil theCurtisstradition
by thesequenceofmodels from a particular manufacturer. Originally, the
ofbirdnames,asCommandofor theArmyC-46andCaravan for theC-76.
manufacturcr was designated just by a letter, as C-for-Curtiss. The type
The popular name system was 110t 100 well received hy people closely
wasalsoidentified byletter,asCRfor Curtiss Racer,CSforCurtissSCotlt.
associated with the airerart, and actual model designations with accurate
The initial configuration was identified by number, as CR-l. The firsL
series letters were preferred.
variation was CR-2.
[[11923, thesystem was revised toput the typeletterfirst. Bythistimea
second Curtiss Navy racer model was being ordered, so this beCllme
R2C-I; a third became R3C-I, then R3C-2, -3, etc. This systemcontinued Powerplant Designations
wilhliulechangethroughoutWorldWarIIexceptfortheadditionofdual
purpose type lellers in 1934, as BF for bomber-fighter (Curtiss BFC-2, Thcenginesin civil aircraftusc theenginemanufacturer'sown nameor
XBF2C-I).TheprefixX-for-Experimental wasadopted in 1927,andsunlx m~elnumber,asdidmilitaryenginesuntil 1926.Atthattime,aType-Size
letterstoidentify special missionsorequipment, asSB2C-1Cwithcannon Senes system similar to Army aircraft designations was adopted by both
armament, came alongduring the war. Services. A !cUeridentified the type, as R-for-Radial (air-cooled) lind V
When one manufacturer's aeroplanes were built by another in World for-Vee (liquid-cooled). The size was indicated by the displacement to Lhe
War 1I, the Navy changed the designation. Curtiss SB2Cs built by nearest 5 eubic inches. Series was originally designated by letter, as
Fllirchild were SBF; those built byCanadian Car& Foundry were SBW. V-1150C for a third military variation of the Curtiss 0-12 a twelve
TheNaval designation WIlS applied to both sidesofthe rudder startingin cylinder VeetypeofJ,150cu indisplacement.Thiswaschangedin thelate
1928and remained there throughout World War II. 1920s to a numerical suffix assigned in sequence ofdevelopmcnt. 'Even-
8 9
d:t:>h numbersindicated Navyengines, while'odd'dash numbersindicated TheCurtiss-Robertson plant al St Louisstarted anewsequential lineof
Army, as R-1820-39 for an Army version ofthe Wright Cyclone radial. clns when production ofthe Robin began therein 1928andcarried it into
tOler-Service transfersofaircraft and/orengine... resultcd in Armyaircraft othermodclsproduced thereuntil theplantclosedin 1932.Thesystemwas
carrying Navy engines, and vice versa. In somecases, letter prefixes were resumed when the plant reopened. Cjn:>assigned to the fannerTravel Air
used10indicateexperimentalstatusorspecialfeatures, asGforgearedand and Moth designs continued their original eln sequence but later models
S for supercharged. This Type-Size-Series system is still in usc for givenCWdesignationsrrom 12onwereassignedc/nswithineachmodel,as
reciprocating (piston)engines, CW·15·2001.
World War II sawfurtherchanges. Clnsassigned 10thefirst C-46sbuill
at Buffaloin 1941--42werehigherthan the totalofCurtissaeroplanesbuilt
Manufacturer's Serial Numbers (CfNs) tothat timewhilethec/nsofC46sbuiltatthenewLouisvilleplant in 1943
started at 26, following twenty·five C-76s. Yet the prototype ofthe C-46,
Al present, every aeroplane manufaclurerapplies toeach aeroplane he the CW-20 transport built at 5t Louis, had cln 101.
builds a serial number (called c/n for constructor's number by historians In this book, the expression cjn: 2929/2945 indiciltes Curtiss serial
anddatuenthusiasts)that isseparatefrom any mililaryserial number(sIn) (constructor's) numbers 2929 to 2945, inclusive.
or civil registration number (r/n) applied. However, this has not always
been a mandatory practice, particularly with Curtiss. Because Curtiss
recordshavebeen unavailable for researchsincethedosingoftheAirplane Military Serial Numbers (SINs)
Divisionin 1947,known c!ns used in Ihis book have bcen obtained mainly
from civil aircraft registration records, aeroplane name plates, and other Both USmilitary Servicesusetheirownserialization systcms, whichare
outside sources, cntirely scparate I"rom c!ns and are used for operational identification,
There is no indication that Curtiss used sequential clns until the end of maintcnance, procurement, and technical-change effectivity.
WorldWarI.Sincemostorderstothai limewcremilitary,themilitarysins
of the individual aeroplanes served the purpose of keeping track of
US Army Serial Numbers
production, pointsofdetailchangewithin production batches,etC.Thisis
oorneout bythefrequency with which thcformer military:>In, ratherthan
Army .serialization began in 1908 and reached the 68oo0s by 1921. At
ae/n.appearsincivil registration records rorsurplusWorld War ICurtiss
aeroplanes. that time, thesystemwaschanged10a fiscal yearbasis,aircraft22-1 being
Ihe first one ordered in the fiscal year or 1922 (l July, 1921, to 30 June,
Thereisevidencetoshowthatsequentialelnswereappliedtoallmilitary
1922).Thissystemisstillinuse.TheArmyserialappearedin variousrorms
airframes built at Buffalo rrom 1919 until the Curtiss-Wright merger of
on both sides of the fuselage during the 1920s bUI was confined to the
1929andpossiblybeyond.Theseincludedproductionmilitarymodelsbuilt
Technical Data Block on the left side of the nose after 1931. Aftcr the
at Garden City. Numbers reached by early 1929 (2439 for an 02C-l)
Japanese attack on Pearl Harbor, it reappeared in large figures on both
indicate thatlhisrunofejnsmust haveincludedall ofthefirst warsurplus
sidesofthetail, but without thefirst digit ofthefiscal year. P·40B41-5205
types reconditioned at and sold by the Rulfalo planl. However, civil and
showed the tail numberas 15205. Noconflict witha lateraircraft 51-5205
demonstrator Falcons buill at Run'alo from 1928 were serialized within
the modcl rrom cln I to 20. Ch:mge or the system in the early 1930s is was anticipated as military aircraft were not supposed 10 last ten years.
Since the last four digits ofthe serial were used as radio call signs, short
indicatedbythecln 11894assigned toademonstratorHawkIII.NR14703,
numberswere built up toa minimwnoffour digits. Thetail serial number
which is higher than the known total ofall Curtissaeroplanes then built.
ofP-36A 38-6 thus Ix:came 8006. When World War II <.ircrart began to
TheGarden City plant, at least from 1925on, identified individual civil
exceed 10yearsofservice, theprefix letter0 was addedtothe tailserial, as
aeroplanes by cln only within the production range ofa single modcl, the
0-2107294 for C-46H 42-107294.
cln sometimes being preceded by the letter G ror Garden City, as G-I to
0-3 ror the three Carrier Pigeon lIs and 0-1 to 0-6 for six Condor
transports. Ifproduction was transferred to Buffalo, as for the Fledglings, US Navy Serial Numbers
lbesamesystem was followed buttheeln waspreceded by aB-ror·Bllffalo.
From this time on, the number-within-model system was applied to civil The Navy numbered aircraft consecutively within types or claSses as it
andexport versionsofsuch long-established militarymodels as the Hawk did with ships, starting in 1911, Afterseveral changes in the systcm, serial
and Falcon. numbers were separated from type designations early in 1~17 and the
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COllEGE LIBRARY
existingaeroplaneswereissuednewserial numbersslartingat51.Sinswere tricolour circle that was more in keeping with the circle markings of the
prefixed with the leiter A-for-Airplane from 1917 to 1930. The tOlal othe~ allies. The colour arrangement was that of the former Imperial
reached 9,999 in 1934, so was restarted. Increased ntte of procurement RUSSian force.~, a red outside circle, a blue inner circle and then a white
threatened to reach the second 9,999 by 1940, so the system was short centre.Theorderofrudderstripeswasreversedatthetimetoplacetheblue
circuited at 7303 to prevent duplication oflate numbers in the first series. at the trailing edge. This marking remained official until August 1919, at
Thethird seriesstarted with five digits,00001, in November 1940,and has which time the star and the tail stripe orderof1917 were readopted.
now grown to six. Navy serials were originally painted in large figures on Thetailstripesremained inuscbyboth Services until theendof1926.at
the fuselage or hull, then were standardized on the vertical fin, starting in wh.ich time its llSC. became less frequent by the Navy, which began to use
1923 and continuing through World War II. soh.d-coJou.red taJl su~races to idenlify squadrons of aircraft by unit,
aSSigned aircraft carner, or staLion. The US Marines retained rudder
striping until theadoption ofcamouflage in 1941. In November 1926, the
Royal Air Foree Serial Numbers Anny deleted the vertical red and white stripes and substituted thirteen
alternating red and white horizontal stripes ba!'oCd on the arnmgement of
The principal customer for Curtiss military aeroplanes outside of the the Amc~ican flag. All military rudder striping was deleted in May 1942,
USAwasGreat Britain, whosepurchasesstartedearly in the 1914-18war afterhaVingbeen removed fromcamouflagedaircraftstartingin February
and wereon a largescaleearly in World War II. The Royal FlyingCorps 1941.TheNavytemporarilyadopted'Army'rudderstripesbutwithoutthe
and Royal NavalAirService(whichmergedtoform the RoyalAir Forcein blue from January to MIlY 1942, for camouflaged aeroplanes.
1918) shared a sequential-numerical system which, upon reaching 9999, Frc:m 1917thesta~(orcircle)markinghadbeen usedon bothwingsonly,
adopted a letter prefix (A, B, elc.) to slH.:"eding blocks of9999 numbers. butwllhthereadoptIonofcamoutlagefor Armyand Nuvyaircraftin 1941,
Upon reaching Z early in World War TI, the system adopted two-letter themarkmgwasunbalanced bybeing used on the uppersurfaceoftheporl
prefixes (AA, AB, etc.) and used only three-digit serial numbers. and lower surface of the starboard wing only and on each side of the
Throughouttheyears,thesehavetraditionallyappearedoneachsideorthe fuselage. By the middle of 1943, this arrangement had been standal'di7.ed
rear fuselage and occasionally in additional locations. for all Army and Navyaircraft, camouflaged ornot.
A major change was made in May 1942, when the red ccntre disc was
e1imin.'lled because ofsimilarity to the Japanese aircraft marking. In July
Military Markings and Colouring 19~3,anotherchange~asmadetoincreasethevisibilityofthemarking.A
w~llerectangle,cqua.1 IIIlengthtotheradiusofthebasiccircleandhavinga
Both USmilitaryServicesandtheRoyalAirForcehadstandardcolour heIghtofhalftheradiUS,wasplacedoneachsideofthecircleand thewhole
schemes that varied widely over the years for dillerent classes ofaircraft wassurrounded bya red borderhavinga widthone-eighth oftheradiusof
and for differenl missions. This subject is worthy ofa book by itself, and thecircle. Twomonths later thisred border, again because ofsimilarity to
remarks on the colouring of individual Curliss-designed airerall are Japanesecolour,waschanged to blue. No rUrlh,rchangesweremadeuntil
confined to the appropriate aircraft descriptions in this book. January 1947, when a red bar was added to the centre of each while
rectangle. This marking isstill in use.
US National Markings
US Army Colouring
Over the years, there have been many changes in the application of
national markings to US military aircraft. To save discussion in the text, Until 1918, US Army aeroplanes were in natural finish, that is clear
the important changes are described here. dO~d or varnished fabric. In 1918, camouflage was adopted for tactical
Shortly after US entry into World War I, standardized national mlhtary types, consisting of khaki-brown on top surlllL'CS and part-way
markings were adopted in keeping with the schemes then in usc by the down the fuselage and clear-dope or cream for lower sides and under
majorallies. On 17May, 1917,wingmarkingswereadopted inthe form of surfaces. By late 1918, this changed to khaki-brown all over and was
awhiteSlarona bluedisc, witha red discin th,centreoCthestar. Thetail extended to trainers then in production. This remained standard for all
markingduplicatedthaiofFranceand Britain,withthreeverticalstripesof Anuy types until 1927.
red, white, and blue, in equal width, on the rudder, the red being at the In mid·I927, all Anny models adopted chrome-yellow wings and tail
tntiling edge. In January 1918, a change was made from the star to a surfaces as a peacctime safety measure. The khaki fuselage, now called
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