Designed to meet a lightweight shipboard fighter requirement – other contenders being the Berliner Joyce XFJ-1 and General Aviation XFA-1 – the XF9C-1 was flown on 12 February 1931. It failed to gain acceptance as a carrier-based aircraft, but its small dimensions commended it for use from the dirigibles Akron and Macon which had been designed with internal hangar bays. The XF9C-1 was subsequently fitted with the so-called “skyhook” which engaged the retractable trapeze featured by the dirigibles, some directional instability resulting from the hook dictating the enlarging of the vertical tail surfaces. A second prototype, the XF9C-2 with single-strut main undercarriage members, was built at Curtiss expense prior to the placing of a US Navy contract for six F9C-2s, which featured a similar tripod undercarriage strut arrangement to the XF9C-1. he XF9C-2 was purchased by the US Navy and modified to F9C-2 standard. The F9C-2 was powered by a 438 hp Wright R-975-E3 radial engine and carried an armament of two 03-in (7,62-mm) Browning machine guns.
XF9C-1
Originally intended to provide fighter protection for the dirigibles, the F9C-2s were used primarily to extend the reconnaissance capabilities of the parent craft. The Akron received her complement of aircraft in June 1932, ten months after she was commissioned and tests soon realized her potential as an aircraft carrier whose fighters could patrol beyond the horizon, controlled by radio from an airborne command post aboard the airship. Akron went down in the Atlantic on 3 April 1933 during a violent storm, but the parasite experiments continued with Macon until 12 February 1935, when her top fin disintegrated inflight, half her helium escaped and Macon went into the sea together with four of the F9C-2s. The US Navy’s affair with airships and trapeze aircraft was finished.
F9C-2 Engine: 438 hp Wright R-975-E3 radial Span, 25 ft 5 in (7,75 m) Length, (6,27 m) Height: 10 ft 1 11.5 in (3,34 m). Wing area, 173 sq ft (16,07 sq.m). Empty weight, 2,089 lb (947 kg) Loaded weight, 2,770 lb (1 256 kg) Max speed, 176 mph (284 km/h) at 4,000 ft (1220 m) Initial climb, 1,700 ft/min (8,63 m/sec) Range, 350 mls (563 km) Armament: two 0.30-in (7,62-mm) Browning machine guns.
In 1925 the U.S. Postal Service felt they had excellent operational service with converted Airco D.H.4 biplanes. The eight-year-old designs were considered antiquated by this time, however, and a modern purpose-built machine was desired. While most manufacturers started to build new generation passenger aircraft with mail cargo capability, the Curtiss Carrier Pigeon was the first clean-sheet design specifically made for U.S. air-mail service. The aircraft was intended to be sold directly to the Postal Service, but new legislation that opened up outside contracts brought on a slew of competing models.
The Carrier Pigeon was drawn up to meet or exceed the original postal specifications. Strength, serviceability, and ease of maintenance were the three core design criteria. It was intended to provide service on the night-time runs between Chicago and New York, with only one stop. The plane was built to take advantage of the powerful and plentiful 400 hp Liberty L-12 engine to meet Postal specifications. Up to 40,000 airmail letters could be carried in the 1,000 lb capacity cargo hold.
The fuselage was a welded steel tube frame covered in fabric. The upper and lower wings were interchangeable and used solid, unspliced spruce spars. The rudder, ailerons, and elevators were also interchangeable, which reduced spares counts. The hinges used heavy replaceable bronze pins to reduce wear.
The watertight cargo hold was at the center of gravity so the aircraft could accommodate a range of loads without affecting the balance. The landing gear used rubber doughnut suspension. The fuel tank could be jettisoned in case of an emergency. A seven quart fire extinguisher was plumbed to the engine compartment for suppression of inflight fires. The pilot could choose between wheel or stick control based on his preference.
A prototype Curtiss Carrier Pigeon flown by Charles S. (Casey) Jones placed 7th in the 1925 Edsel B. Ford Reliability Tour. Out of 17 starters, 11 aircraft including the Carrier Pigeon completed with a perfect score, netting a $350 prize. Henry Ford waited at the finish line to greet the winners of the 1,900 mile endurance test.
The Carrier Pigeon was used by National Air Transport Inc. At the time, both Curtiss and NAT were owned and controlled by Clement Keys. Ten Carrier Pigeons were put into service with 35 surplus Liberty engine spares. NAT used the Carrier Pigeon for the Contract Air Mail CAM-3 (Chicago-Dallas) route. The first recorded service was on May 12, 1926 with the route between Chicago, Illinois and Dallas, Texas. Stops were scheduled in Moline, Illinois, Saint Joseph, Missouri, Kansas City, Missouri, Wichita, Kansas, Oklahoma City, Oklahoma and Fort Worth, Texas. The maiden flight was piloted by D A Askew, R L Dobie, R H Fatt, Lawrence H Garrison, P E Johnson, H L Kindred and Edmund Matucha. These pilots logged 776,351 miles of flight in the first year without an accident or loss of any mail.
NAT invested $10 million competing for the night-time Chicago to New York route (CAM 17). NAT started service on September 1, 1927 using Carrier Pigeons from CAM-3. These planes flew the early lighted airway from Chyenne to Chicago, and recently extended to New York. The path over the Allighenies was referred to as the “Hell Stretch”. Early in 1929, NAT acquired seven 625 hp Curtiss Falcons, these replaced the smaller Carrier Pigeons. D. A. Askew flew the final Carrier Pigeon flight. He had flown this same aircraft on the inaugural CAM No. 3 flight. On February 9, 1934, the Post Office cancelled all airmail contracts on suspicion that the mail carrying contracts had been awarded through collusion during the previous administration.
One fatal airmail crash was recorded in a Carrier Pigeon. Arthur R. Smith was killed in aircraft #602 when he hit trees near Montpelier, Ohio, en route to Chicago.
On November 27, 1929, Evelyn “Bobbi” Trout and Elinor Smith took off from Metropolitan Airport in a Commercial Sunbeam biplane in an attempt to set an official record for a refuelled endurance flight by women. A Carrier Pigeon was used as the tanker aircraft, which refuelled the Sunbeam 3 1/2 times. The Sunbeam was to be refuelled in early morning and before sunset. Refuelling went well. With shifts of four hours each, two days passed. By Thanksgiving Day, they had been up for 39 hours. While refuelling, the Carrier Pigeon began trailing black smoke. Trout quickly tossed the fuelling hose over the side as Smith maneuvered away from the ailing Carrier Pigeon. It landed, and the fliers emerged safely.
The Carrier Pigeon 2 was built by the Carrier Pigeon Co of Buffalo, New York in 1929. This was a larger and modernized version of its predecessor with a 600 hp geared Curtiss Conqueror and a three-blade prop.
Carrier Pigeon II
The Curtiss Lark model 41 was the follow-on aircraft, employing four interchangeable wing panels.
Curtiss Model 40 Carrier Pigeon I Engine: 1 × Liberty L-12, 400 hp (300 kW) Wingspan: 41 ft 11 in (12.78 m) Wing area: 505 sq ft (46.9 m2) Airfoil: U.S.A.27 Length: 28 ft 9.5 in (8.776 m) Height: 12 ft 1 in (3.68 m) Empty weight: 3,603 lb (1,634 kg) Gross weight: 4,900 lb (2,223 kg) Max takeoff weight: 5,620 lb (2,549 kg) Capacity: 1,000 lb (450 kg) cargo Maximum speed: 109 kn; 201 km/h (125 mph) Cruise speed: 91 kn; 169 km/h (105 mph) Stall speed: 43 kn; 80 km/h (50 mph) Range: 456 nmi; 845 km (525 mi) Service ceiling: 16,700 ft (5,100 m) Rate of climb: 800 ft/min (4.1 m/s) Crew: one
Not to be confused with the Curtiss B-2 or its 18-passenger Condor airliner development, the Condor was a 15-passenger commercial biplane airliner of the early 1930s, powered by two 529-536.5kW Cyclone radial engines. It was produced in two versions: for normal daytime flying and as a convertible day- and night-sleeper transport with six compartments, each accommodating two berths/seats.
In 1933 American Airlines began flying the 18 seat Curtis Condor, the first US sleeper plane.
Byrd Antarctic Expidition Curtiss-Wright Condor on Edo floats
Two went to the USN as R4C in 1934 for Antarctic service. One was used on the Byrd Antarctic Expedition. They were transferred to the USMC in 1935. Two were operated as R4C-1 (9584 & 9585). Both R4C-1s were abandoned to the snowdrifts in 1941 by the US Antarctic Service, and at least one is still down there somewhere.
Air Corp Conquerer-powered Curtiss Condor
An all-cargo version was produced as the CT-32.
As a military heavy bomber with troop-carrying and ambulance capability, the Condor was supplied to China. Armament comprised five 7.62mm machine-guns and up to 1,800kg of bombs.
T-32 Condor
AT-32-C
BT-32 Crew: 2-4 Passengers: 12-24 Engine: 2 x Wright “Cycl. SR-1820-F3”, 520kW Take-off weight: 7620 kg / 16799 lb Empty weight: 5192 kg / 11446 lb Wingspan: 25.9 m / 84 ft 12 in Length: 15.0 m / 49 ft 3 in Height: 4.4 m / 14 ft 5 in Wing area: 125.5 sq.m / 1350.87 sq ft Max. Speed: 274 km/h / 170 mph Cruise speed: 235 km/h / 146 mph Ceiling: 7150 m / 23450 ft Range w/max.fuel: 2700 km / 1678 miles Range w/max.payload: 550 km / 342 miles Armament: 3 machine-guns, 1800kg of bombs
The Robin, was a cabin monoplane with a wooden wing and steel tubing fuselage. The cabin accommodated three persons; two passengers were seated side-by-side behind the pilot. First flowm on August 7, 1928, early Robins were distinguished by large flat fairings over the parallel diagonal wing bracing struts; the fairings were abandoned on later versions, having been found to be ineffective in creating lift. The original landing gear had bungee rubber cord shock absorbers, later replaced by an oleo-pneumatic system; a number of Robins had twin floats added.
The Curtiss Robin, introduced in 1928 at US$7,500, was a high-wing monoplane with a 90 hp (67 kW) V8 OX-5 8-cylinder engine built by the Curtiss-Robertson Airplane Manufacturing Company. Production was centred on the Curtiss factory at St.Louis, Missouri, and by the summer of 1929 there were 17 aircraft a week being produced.
The first Robin was designed to use World War I surplus OX-5 engines. It was later fitted with the more powerful Challenger engine, which developed between 170 and 185 hp (127 and 138 kW). The Model B (90 hp/67 kW Curtiss OX-5 engine), Model C-1 (185 hp/138 kW Curtiss Challenger engine), and Model J-1 (165 hp/123 kW Wright J-6 Whirlwind 5 engine).
Curtiss-Wright Robin C1 N325K
The plane’s payload with 50 gal (189 l) of fuel was 452 lb (205 kg); it had a cruising speed of 102 mph (164 km/h), a landing speed of 48 mph (77 km/h), a gas capacity of 50 gal/189 l (25 gal/95 l in each wing tank), its oil capacity was 5 US gal (19 l; 4 imp gal).
Cuba’s national airline, Compañía Nacional Cubana de Aviación Curtiss, was founded in 1929 with Curtiss Aircraft serving as its co-founder and major investor. The airline’s first aircraft was a Curtiss Robin; it flew domestic routes as a mail and passenger transport.
From September 1929 to May 1930, a Robin C-1 was used to deliver the McCook, Nebraska Daily Gazette to communities in rural Nebraska and Kansas. The airplane flew a nonstop route of 380 miles (610 km) daily, dropping bundles of newspapers from a height of 500 feet (150 m) to local carriers.
Dale Jackson and Forest O’Brine used Curtiss Robin “St. Louis” (right) during a record flight July 13–30, 1929, St. Louis, Missouri. A Flight endurance record of 17 days, 12 hours, 17 minutes (460 hr 17 min) was set. The Robin C-1 was used to set another world endurance record in 1930 of 647 hours (27 days).
A Curtiss Robin C was purchased by the Paraguayan government in 1932 for the Transport Squadron of its Air Arm. It was intensively used as a VIP transport plane and air ambulance during the Chaco War (1923–1935).
The J-1 version was flown by Douglas Corrigan (nicknamed “Wrongway Corrigan “). In 1938 Corrigan flew from NYC to Ireland after stating he would fly to California.
A single modified Robin (with a 110 hp (82 kW) Warner R-420-1) was used by the United States Army Air Corps, and designated the XC-10. This aircraft was used in a test program for radio-controlled (and unmanned) flight.
Challenger Robin An early version of the Robin, powered by a 165 hp (123 kW) Curtiss Challenger radial piston engine.
Comet Robin One Robin was converted by its owner in 1937, it was fitted with a 150 hp (112 kW) Comet radial piston engine.
Robin B A three-seat cabin monoplane, fitted with wheel breaks and a steerable tailwheel; about 325 were built.
Robin B-2 This was a three-seat cabin monoplane, powered by a number of Wright piston engines.
Robin C Three-seat cabin monoplane, powered by a 185 hp (138 kW) Curtiss Challenger radial piston engine; about 50 built.
Robin C-1 An improved version of the Robin C, powered by a Curtiss Challenger radial piston engine; over 200 built.
Robin C-2 A long-range version fitted with an extra fuel tank, it was powered by a 170-hp (127 kW) Curtiss Challenger radial piston engine; six built.
Robin 4C The four-seat version, powered by a Curtiss Challenger radial piston engine; one built.
Robin 4C-1 Three-seat version with an enlarged forward fuselage section; three built.
Robin 4C-1A Another four-seat version with an enlarged forward fuselage section; 11 built.
Robin CR One-off experimental version, fitted with a 120 hp (90 kW) Curtiss Crusader engine; one built.
Robin J-1 It was powered by a 165 hp (123 kW) Wright Whirlwind J-6-5 radial piston engine; about 40 built.
Robin J-2 A long-range version, fitted with an extra fuel tank; two built.
Robin M The Robin B aircraft, fitted with the 115 hp (86 kW) V-502 engine.
Robin W It was powered by a 110 hp (32 kW) Warner Scarab radial piston engine. Only a small number were built in 1930.
XC-10 One Robin W was sold to the United States Army Air Corps, it was converted into an unmanned pilotless radio-controlled test aircraft.
Specifications:
Robin OX-5 Engine: 1 × Curtiss OX-5, 90 hp (67 kW) Length: 25 ft 8½ in (7.83 m) Wingspan: 41 ft 0 in (12.49 m) Height: 7 ft 9½ in (2.37 m) Wing area: 223 ft² (20.71 m²) Empty weight: 1,472 lb (668 kg) Loaded weight: 2,440 lb (1,107 kg) Maximum speed: 100.5 mph (87 knots, 135 km/h) Cruise speed: 84 mph (73 knots, 135 km/h) Range: 480 mi (432 nmi, 772 km) Service ceiling: 10,200 ft (3,109 m) Rate of climb: 400 ft/min (2.0 m/s) Crew: one Capacity: two passenger
Robin C1 Wing span: 41 ft Length: 25 ft 6 in Height: 8 ft Wing area: 224 sq.ft Empty weight: 1675 lb Loaded weight: 2523 lb Max speed: 118 mph Cruise: 100 mph ROC: 750 fpm Service ceiling: 13,200 ft Range: 338 mi
Robin J-1 Engine: one 165 hp (123 kW) Wright J-6 Whirlwind radial Seats: 3 (one pilot and two passengers)
The US Navy was looking for a new torpedo bomber following a demonstration of sinking a battleship with an aircraft. A specification was announced requiring a twin floatplane that could be sled launched and crane recovered at sea. The aircraft had a maximum span of 65 feet (20 m) which could be broken down into 25 feet (7.6 m) sections for shipboard storage.
Designed by Wilbur Gilmore, the Curtiss CT-1 aircraft had twin booms, twin tails, twin floats and a single cockpit. A turret was placed high above and behind the pilot to have a full 360 degree firing arc. The thick airfoil wings were cantilevered without struts or wires using three spars. The fuselage was made of traditional welded tube frame with the-then new technology of an aluminum skin. The rest of the aircraft was of welded tube with a fabric covering. The engine nacelles were deeply recessed into the wings. Two under-wing Lamblin radiators provided cooling. Engine stands were located for mechanics to work on the aircraft. Single-engine operation resulted in a height loss of 100 ft per minute.
The first water taxi tests were performed by Bert Acosta on 2 May 1921 at NAS Rockaway, resulting in larger rudders added for stability. The sheet metal formed motor mounts and tail structure required reinforcement. The engines overheated, and could only fly for 20 minutes at a time.
Prototypes of the Curtiss CT-1, Stout ST-1, Fokker FT-1 and Blackburn Swift F were evaluated at the Annacostia Naval Yard. The CT-1 was demonstrated to the US Navy at the Annacostia Naval Yard and at the war college at Fort McNair, Washington, D.C. The aircraft was given the serial number A-5890, and the navy designation CT-1, for “Curtiss” “Torpedo bomber (number one)”-“variant one”. Curtiss won an initial contract to build nine torpedo bombers on June 30, 1920, but the order was cancelled and only one acceptance prototype was built. The aircraft was constructed in Rockaway, New York.
Engines: 2 × Curtiss D-12, 350 hp (260 kW) each Propellers: 2-blade Wingspan: 65 ft (20 m) Airfoil: Curtiss C-32 Length: 52 ft (16 m) Height: 15 ft 5 in (4.70 m) Gross weight: 11,208 lb (5,084 kg) Cruise speed: 93 kn; 172 km/h (107 mph) Range: 304 nmi; 563 km (350 mi) Service ceiling: 5,300 ft (1,600 m) Crew: 3 Pilot, Assistant Pilot, Gunner
The first Curtiss fighter built under the US Navy designating system combining type, sequence of design and manufacturer, the F4C-1 was designed by Charles W Hall. It was essentially an all-metal version of the wooden Naval Aircraft Factory TS-1, which had been designed by the US Navy Bureau of Aeronautics and production had been assigned to Curtiss.
F4C-1
The F4C-1, two examples of which were built in 1924 and the first flown on 4 September, embodied some aerodynamic redesign. Its wings featured tubular spars and stamped dural ribs, and the fuselage was built up of dural tubing in a Warren truss form, all being fabric covered. By comparison with the TS-1, the lower wing was raised to the base of the fuselage. Armament comprised two 7.62mm machine guns and power was provided by a nine-cylinder Wright J-3 radial rated at 200hp.
Take-off weight: 774 kg / 1706 lb Empty weight: 466 kg / 1027 lb Wingspan: 7.62 m / 25 ft 0 in Length: 5.59 m / 18 ft 4 in Height: 2.67 m / 8 ft 9 in Wing area: 17.19 sq.m / 185.03 sq ft Max. speed: 203 km/h / 126 mph Range: 845 km / 525 miles
The PW-8 (the “PW” prefix indicating “Pursuit Water-cooled”) was a single-seat two-bay fighter biplane of mixed construction – plywood-covered wooden wings and fabric-skinned welded steel tube fuselage – powered by a 440hp Curtiss D-12 water-cooled 12- cylinder Vee engine. Three prototypes were ordered on 27 April 1923, and the first of these, flown in the previous January, was retroactively designated XPW-8 on 14 May 1924. The second prototype, flown in March 1924, embodied some aerodynamic refinement and provided the basis for the production PW-8, 25 examples being ordered on 25 September 1923 and delivered between June and August 1924. The PW-8 featured wing surface radiators and armament normally comprised two 7.62mm machine guns. A turbo-supercharger was experimentally fitted to the second production aircraft, and the third prototype (XPW-8A), delivered in February 1924, featured 9.14m span single-bay wings and a revised radiator arrangement. It was subsequently fitted with a tunnel-type radiator (as the XPW-8A) and, in December 1924, with 9.60m span wings of tapered planform and Clark Y aerofoil section as the XPW-8B. It thus became, in effect, the prototype P-1 Hawk.
Take-off weight: 1429 kg / 3150 lb Empty weight: 994 kg / 2191 lb Wingspan: 9.75 m / 31 ft 12 in Length: 6.86 m / 22 ft 6 in Height: 2.69 m / 8 ft 10 in Wing area: 26.66 sq.m / 286.97 sq ft Max. speed: 270 km/h / 168 mph Range: 708 km / 440 miles
Also entered in the 1922 Pulitzer Race was a pair of Army Curtiss racers originally called CR-2 but later changed to R-6 (Model 2A). Curtiss built them two R-6 developed from the US Navy’s CR. The R-6s were considerably cleaner and a major contribution to drag reduction was the introduction of wing surface radiators.
Lt. Russell Maughan won the race in No. P-279 (68564) at 206 mph, and Lt. Maitland was second (68563) at 199 mph in No. P-278. Both airplanes then flew in the 1923 Pulitzer, Lt. Corkill placing sixth in P-278 at 216 mph, and Lt. Miller fifth in P-279 at 219 mph. In the 1924 Pulitzer, P-278 disintegrated at the start, killing Capt. Burt Skeel, while Lt. Brookley went on to place second at 215 mph in the 1922 winner. The R-6s held the speed record several times: Billy Mitchell flew P-279 (68564) at 224.28 mph in 1922; Russell Maughan flew it 237 mph in 1923, and then Maitiand flew P-279 240 mph a short time later. The Curtiss racers were making a lot of history.
In August 1920, Curtiss the company was forced into receivership. Clement Keys, a Canadian financier, obtained funds to manage the company’s debt and led it again to sound financial status. The Buffalo facility became the major facility, and the company remained the largest U.S. aircraft company through the 1920s. Its racing planes, including the CR-1 and CR-3, won several competitions.
The 1925 Pulitzer saw the R3Cs in a joint Army/Navy project, with No. A-6978 and No. A-6979 going to the Navy, and No. A-7054 to the Army. The airplanes took the 1925 Pulitzer Race at record speed and left everyone else far behind. Army Lt. Cyrus Bettis was the winner in A-7054 at 249 mph, Navy Lt. AI Williams was second in A-6979 at 242 mph.
On Oct. 26, 1925, U.S. Army Lt. James H. Doolittle flew the Curtiss R3C-2 to victory in the Schneider Trophy Race on floats with an average speed of 374 km/h (232.17 mph). The next day he flew the R3C-2 over a straight course at a world-record speed of 395 km/h (245.7 mph).
In the Schneider Trophy Race of Nov. 13, 1926, this same airplane piloted by Lt. Christian F. Schilt, USMC, and powered by an improved engine, won second place with an average speed of 372 km/h (231.4 mph).
R3C-2
F2C and F3C were “paper” designations assigned to the R2C and R3C racing aircraft respectively.
R3C-1
The R3Cs were modified into R3C-1s by the attachment of twin floats and entered in the Schneider Race of 1925. There they caused a sensation, being far and away the most streamlined water-borne flying machines the world had ever seen. In this they heralded the great racing seaplanes to come, for which the Schneider will always be remembered. Prior Schneider racers had been worthy efforts, but little more. From 1925 until the trophy was permanently retired in 1931, it would attract the most exciting aircraft in the world.
In 1925, however, it was strictly an intramural contest between the Army’s Jimmy Doolittle in the Pulitzer-winning A-7054, and the Navy’s George Cuddihy in A-6979 and Ralph Oftsie in A-6978.
On Oct. 26, 1925, U.S. Army Lt. James H. Doolittle flew the Curtiss R3C-2 to victory in the Schneider Trophy Race on floats with an average speed of 374 km/h (232.17 mph). The others failed to finish. The next day he flew the R3C-2 over a straight course at a world-record speed of 395 km/h (245.7 mph).
For the 1926 Schneider of Nov. 13, Doolittle’s A-7054 remained much as it had been, except that the pilot was Lt. Christian Schilt. Oftsie’s R3C-2 (A-6978) became the R3C-3 with the change from a Curtiss D-12 engine to a Packard 2A1500, and the addition of a slick, symmetrical cowling; pilot, Lt. William Tomlinson. The final R3C-2 (A-6979) got a new Curtiss V-1550 engine to become the R3C4, while retaining Cuddihy as pilot. Part of the reason for this major effort to gain speed can be explained by the rules of the Schneider Trophy, which awarded permanent possession to the nation which won three times in a row.
Tomlinson’s R3C-3 was wrecked during trials at Hampton Roads, Virginia. Cuddihy once again was forced to pull out before he had completed the race. Schlit did his best, averaging barely 1 mph faster than Doolittle’s 1925 winning speed, but not fast enough to catch deBernardi, who clocked 242 mph in his Macchi M-39. Schilt won second place with an average speed of 372 km/h (231.4 mph). Schilt’s airplane, repainted like the R3C-2 of Doolittle, is now at the USAF Museum, on loan from the National Air and Space Museum.
Curtiss R3C-2
Curtiss R3C-2 Wingspan upper: 6.71 m (22 ft.) Wingspan lower: 6.1 m (20 ft.) Length: 6.01 m (19 ft. 8 1/2 in.) Height: 2.46 m (8 ft. 1 in.) Weight: Empty: 975 kg (2150 lb.) Gross: 1152 kg (2539 lb.) Engine: (1925) Curtiss V-1400 V-12, water-cooled, 610 hp Engine: (1926) Curtiss V-1400 V-12, water-cooled, 665 hp Engine: Bore and Stroke: 12.382 cm (4.875 in.) x 15.875 cm (6.25 in.) Displacement: 22.95 liters (1400 cu. in.) Engine: Mfg. No. 9 Curtiss-Reed Propeller: Design: EX-32995 Two-Blades, Fixed-Pitch Serial No.: M-455 Material: Duralumin Diameter: 237 cm (92 in.) Pitch: 284 cm (112 in.)
