The AM-2 night mail carrier (circa 1923) was similar to the AM-1, but the radiator was relocated beneath the engine. One built.
The AM-3 night mail carrier, circa 1923, had the radiator moved in front of the engine, like DH-4, and fuel tanks on the upper wing moved to inside fuselage. One built.
The 1923 AM-1 was the first aircraft with an all-metal fuselage covered with sheet aluminium in the US. Designed by Paul Zimmerman to be a replacement for de Havilland DH-4 in mail and cargo duties, but test flights were disappointing, and stability problems brought an end to the project. Only one was built.
Engine: Liberty 12, 400 hp
Wing span: 50 ft 0 in
Length: 32 ft 11 in
Payload: 1575 lb
Speed: 116 mph
Stall: 44 mph
Seats: 1
Two Aeromarine 700s of 1918 were built. Twin float torpedo aircraft, A142 and A 143, for the US Navy.
The Model 700 served for early torpedo-dropping tests.
Engine: Aeromarine 6, 90hp
Seats: 3
In 1921 Aeromarine modified a number of ex-Navy Curtiss HS-2L into six passenger flying boats as the Model 80.
At least one was place in service with Aeromarine Airways and another is known to have operated out of Baltimore during 1921 and 1922 with Easter Airways.
Engine: Liberty 12A, 425 hp
Wing span: 74 ft 0 in
Length: 38 ft 6 in
Seats: 6
The AKL-70 sold for US$3,550 in 1929, and US$2,500 in 1931.
From 1929, approximately 10 were built.
Engine: LeBlond 5E, 70hp
Wing span: 40 ft 2 in
Length: 23 ft 4 in
Payload: 565 lb
Max speed: 93 mph
Cruise speed: 80 mph
Stall speed: 38 mph
Range: 480 sm
Seats: 2
A 1922 version of the Aeromarine 52 with Aeromarine U-8D pusher engine. (also known as Model 55-L8)
A total of 4 or 5 of the 3 or 4 place 1919 Aeromarine 50 / 52 / 55 Limousine Flying Boat were built.
The models 50, 52, and 55 represented an ultimately unsuccessful attempt to offer civil versions utilising components of the Navy A40 trainer utilising the wings, tailplane, and general hull structure of the model 40F.
The model 50B of 1919, model 52 of 1921, and model 55 of 1922 all featured enclosed cockpits.
55-L8
Engine: Aeromarine U-8D
A total of 4 or 5 of the 3 or 4 place 1919 Aeromarine 50 / 52 / 55 Limousine Flying Boat were built.
The models 50, 52, and 55 represented an ultimately unsuccessful attempt to offer civil versions utilising components of the Navy A40 trainer utilising the wings, tailplane, and general hull structure of the model 40F.
The model 50B of 1919, model 52 of 1921, and model 55 of 1922 all featured enclosed cockpits.
Aeromarine 52-U8D was a 1921, three seat version of the Aeromarine 50 with the Aeromarine U-8D engine.
Engine: Aeromarine U-8D
Wing span: 48 ft 6 in
Length: 28 ft 11 in
Seats: 3
After the First World War, Aeromarine had completed over 300 aircraft. Production was centered around seaplanes for sport and commercial use. President Inglis M. Uppercu, marketed the seaplane based in its luxury interior.
The models 50, 52, and 55 represented an ultimately unsuccessful attempt to offer civil versions utilising components of the Navy A40 trainer utilising the wings, tailplane, and general hull structure of the model 40F.
The Aeromarine 50, also called the Limousine Flying Boat, was a luxury seaplane first flown in 1919 and introduced at the Chicago Air Show. The aircraft was a biplane seaplane with a two-pilot open cockpit and enclosed seating for three passengers. The 150hp Hispano Suiza engine was mounted in a pusher configuration.
The 50B of 1919 was a fully enclosed variant (also called Cabin Flying Boat) with 180hp Aeromarine U-8 (>B-8) pusher. An undocumented 50-B-2 Limousine Flying Boat version was also built.
Other versions include 50-C, 50-L, and 50-S Limousine Flying Boat also known as Model 50-U8D; all-metal fuselage; 180hp U-8D or Hisso pusher. The model 50-S entered airline service with Aero Limited over the 100 mile route from New York to Atlantic City, New Jersey during 1919. Ostensibly as a passenger carrier, but more likely for the purpose of moving alcoholic beverages following the passage of the Prohibition Act earlier the same year. Those built included N2990 and N7691.
Aeromarine Airways also operated Model 50 flying boats on NYC-Atlantic City service.
A total of 4 or 5 of the 3 or 4 place 1919 Aeromarine 50 / 52 / 55 Limousine Flying Boat were built.
50 / Limousine Flying Boat
1919
Engine: Hisso A, 150hp
Seats: 3
Wing span: 48 ft 6 in
Length: 28 ft 11 in
50
1919
Engine: 1 × Aeromarine V-8 , 130 hp (97 kW)
Upper wingspan: 48 ft 6 in (14.78 m)
Lower wingspan: 37 ft 8 in (11.48 m)
Height: 12 ft 7 in (3.84 m)
Empty weight: 2,280 lb (1,034 kg)
Gross weight: 3,000 lb (1,361 kg)
Fuel capacity: 40 U.S. gallons (150 L; 33 imp gal)
Maximum speed: 65 kn; 121 km/h (75 mph)
Stall speed: 38 kn; 71 km/h (44 mph)
Endurance: 3.5 hr
Rate of climb: 220 ft/min (1.1 m/s)
Crew: 2
Passengers: 3
50-B
1919
Engine: Aeromarine U-8, 180hp
50 B-2
50-C
Engine: 150 hp (112 kW) Hispano Suiza
50-L
50-S / 50-U8D
1919
Engine: Hisso or Aeromarine U-8D, 180hp
The Aeromarine Model 40 was a two-seat floatplane trainer aircraft serving the United States Navy. The aircraft was produced by the Aeromarine Plane and Motor Company of Keyport, New Jersey, and had already made a name for itself by supplying the US Navy with its first carrier-landed aircraft in the Aeromarine Model 39. Whereas the Model 39 could be utilized as a land-based and floatplane aircraft equally (requiring the conversion of the undercarriage to suit each task), the Model 40 was a dedicated flying boat using wing panels and struts of Model 39 on a new flying boat hull.
One or two 40-F may have been tested by the Coast Guard.
Design was conventional for the time, consisting of a contoured boat-like hull fitted to a boxy fuselage mounting a large unequal-span biplane wing configuration. Single pontoons were fitted as outrigger floats, one per each lower wing assembly. The upper and lower wing assemblies were joined by parallel struts making up two bays and fitting appropriate cabling. The student and instructor sat side-by-side just behind the nose and in front of the wing structure in an open-air cockpit. The view was superb from this position with their forward views protected by two simple curved windscreens. The empennage was adorned with a conventional large-area vertical fin and horizontal tailplane system showcasing rounded edges. The powerplant was placed within a strut configuration supporting the upper and lower wing assemblies at mid-span. The engine was situated well above and just behind the pilots, sporting a two-bladed pusher propeller system powered by a single Curtiss OXX-6 series V-8 water-cooled engine producing an output of roughly 100 horsepower (some later Model 40’s were known to fit a Hispano-brand engine in its place). Performance from this pusher arrangement allowed for speeds of up to 71 miles-per-hour with a service ceiling of nearly 1,900 feet. Endurance was listed at about 4.5 hours of flight time.
The Model 40 was designed and built in response to a 1918 Navy Department order for a two-seat seaplane trainer, 200 Model 40’s were initially ordered by the US Navy in 1918.
Very similar in general design to the Curtiss model MF trainer, which it was intended to augment, serialed A5040-5089, fifty 40-Fs were built.
Although the first civil model 40 may have flown in 1918 with a 150 hp Aeromarine U-8 engine, the first documented flight of the Navy model 40F occurred in 1919. When World War I ended, the original Navy order for 200 aircraft was reduced to 50, and all examples were delivered after the armistice. The model 40-F was operated by the US Navy as a trainer. The end of the war in November ultimately signified the end of the production contract, leaving only 50 Model 40 examples produced. Model 40’s still managed to see service in the post-war world solely with the United States Navy. Overall, their operational use proved the airframe too fragile for the constant rigors of water-born operations, to which these results helped in future American flying boat designs. During service, some model 40Fs were reportedly refitted with 150 hp Hispano-Suiza engines to improve performance and payload.
The civil versions (40 and 40B, 140 hp Hispano-Suiza engine; 40C, 150 hp Aeromarrine engine; 40L 130 hp Aeromarine L engine; 40T, 100 hp Curtiss OXX-6 engine; and 40U, 100 hp Aeromarine U-6 engine) were produced in 1919 and sold for around $9000 each. An estimated six civil models were built.
The Aeromarine Model 40 was further developed into the Model 41 to which some existing Model 40’s were converted to this newer design.
The Aeromarine 41 flying boat were conversions of Model 40s mentioned in 1922.
40
1919
Engine: Hisso, 150hp
Span: 48 ft 4 in
Length: 28 ft 11 in
Seats: 2
Speed: 85 mph
New price: US$9,000
40
Engine: Curtiss OXX-6, 100 hp
Prop: 2 blade wooden fixed pitch
Upper wingspan: 48 ft 6 in
Length: 26 ft 11 in
Empty weight: 201 lb
Loaded weight: 2592 lb
Max speed: 71 mph at SL
Ceiling: 3500 ft
Range: 250 mi
40-B
1919
Engine: Hisso, 150hp
Span: 48 ft 4 in
Length: 28 ft 11 in
Seats: 2
Speed: 85 mph
New price: US$9,000
40-C
1918
Engine: Aeromarine U-8, 150hp
Seats: 2
40-F
1919
Engine: Curtiss OXX-6, 100hp
Wing span: 48 ft 6 in / 14.80m
Length: 28 ft 11in / 8.8m
Height: 11.48ft / 3.50m
Empty Weight: 2,061lbs / 935kg
Maximum Take-Off Weight: 2,590lbs / 1,175kg
Maximum Speed: 71mph / 114kmh / 62kt
Maximum Range: 314miles / 506km)
Service Ceiling: 1,903ft / 580m)
Seats: 2
New price: US$8,100
40-L
1918
Engine: Aeromarine L, 130hp
Seats: 2
Speed: 80 mph
Payload: 560 lb
40-T
1919
Engine: Curtiss OXX-6, 100hp
Seats: 2
40-U
1919
Engine: Aeromarine U-6D
Seats: 2
The Aeromarine 39 was a seaplane primary trainer version of the M-1 with the wingspan increased to carry the weight of twin floats. One was built.
In 1917 the Navy placed with the Aeromarine Plane and Motor Company of Keyport, NJ, what was at that time the largest single order for Navy aircraft – 50 of the Model 39-A and 150 39-B trainers. These were conventional two-bay wood and fabric biplanes and could be fitted with wheels or floats. The 39-As used the four-cylinder Hall-Scott A-7A engine of 100 hp and the seaplane versions had twin wooden floats. The 39-B was powered by the 100 hp Curtiss OXX-6 engine, the seaplanes having the single main pontoon with small wingtip floats for stability which the Navy preferred for its training and service seaplanes and was to retain until seaplane trainers were dropped from the inventory in 1960.
Fifty of the originally built designs were reassigned under the designation of 39A. The 39A models featured twin floats and the plane was powered by a Hall-Scott A-7 engine. Fifty were built with the 100hp Hall-Scott A-7 [A450/499]. The Hall-Scott A-7 was an early aircraft engine with a straight 4 configuration and could produce a maximum of 100 horsepower (75 kW). These engines suffered from consistency problems and many were prone to catch fire while in operation forcing the manufacturer to start using the Curtiss OXX powerplant. The Aeromarine 39-A was equipped with various engines: Aeromarine, Beardmore, Hisso, OX-5, OXX-6.
Other redesigns increased the wingspan for more lift needed for those water take-offs. This became known as the 39B. Additional changes included a single pontoon with outrigger floats, plus an enlarged vertical tail surface.
The single Sportsman built in 1917 was a civil version of Aeromarine 39-B by Burnelli. Refitted with floats, it made the first aerial delivery of mail to a ship at sea on 14 August 1919.
In 1917 Aeromarine received from US Navy largest single order for aircraft then placed by that service: 50 Model 39-A and 150 Model 39-B biplane trainers (wheel or float undercarriage).
In 1921 they cost US$9650 and 150 were built (A500-A649).
The Aeromarine 39 was purchased by the USN for $9,688, sold surplus in 1921 for $1,500, and reduced to $800 in 1928. About 30 of these received registration.
A number of the 39-Bs survived World War I, and two were used for the Navy’s early experiments in deck landing. Various types of arrester gear were tried on a dummy carrier deck at Langley Field, Virginia, in 1921. The aeroplane was fitted with the forerunner of the modern hook that engaged the cross-deck arrester cables, while alignment hooks were fitted to the undercarriage to engage longitudinal wires on the deck to keep the machine running straight. In anticipation of forced landings at sea in the course of later operations from shipboard, a hydrovane was fitted ahead of the wheels to prevent nosing over on alighting.
On October 26, 1922, a 39-B piloted by Lt Cdr Geoffrey DeChevalier, Naval Aviator No.7, made the first landing on the deck of the Navy’s first aircraft carrier, the USS Langley, a converted collier. De.Chevalier circled the USS Langley as the ship was underway at 10 knots. Chevalier successfully landed his plane on the moving deck of the Langley. The first such landing on an American carrier. This was nine days after the first take-off had been made in a Vought VE-7.
The 39-BL was also a two seat trainer.
The 1921 39-R sold for US$10,300 and 14 were built.
Aeromarine 39A
Engine: 1 x Hall Scott A-7, 100 hp
Length: 30 ft 4 in (9.25m)
Wingspan: 46.98ft (14.32m)
Height: 14.76ft (4.50m)
Empty Weight: 1,940lbs (880kg)
Maximum Take-Off Weight: 2,504lbs (1,136kg)
Maximum Speed: 73mph (117kmh; 63kts)
Maximum Range: 273miles (439km)
Service Ceiling: 8,202ft (2,500m)
Armament: None.
Accommodation: 2
39-B
Engine: Curtiss OXX, 100hp
Wing span: 47 ft 0 in
Length: 30 ft 5 in
Speed: 68 mph
39-BL
Seats: 2
Sportsman
Engine: Aeromarine V-8, 100 hp
Wing span: 47 ft 0 in
Length: 26 ft 8 in
Payload: 700 lb
Max speed: 78 mph
Stall speed: 48 mph
Seats: 2
39-R
