Transport, USA, 1943
Engine: 2 x Pratt & Whitney R 1830-92 Twin Wasp, 1184 hp
Length: 68.34 ft / 20.83 m
Wingspan: 108.169 ft / 32.97 m
Max take off weight: 28003.5 lb / 12700.0 kg
Max. speed: 174 kts / 322 km/h
Curtiss-Wright C-76 Caravan
Piston
Curtiss-Wright CW-25 / AT-9 Fledgling / Jeep
With the introduction of new high-performance twin-engine aircraft at the U.S. Army Air Corps at the start of the Second World War in Europe it was evident that new aircraft types would be needed for advanced training of future pilots. The gap between the T-6 and types like the B-25 and B-26 bombers had to be closed with a flying course on a twin-engine trainer. Also for the new Lockheed P-38 twin-engine fighter an advanced training course on a twin-engine type was considered as necessary. Beech and Cessna already had their AT-11 Kansas and AT-17 Bobcat twin-engine trainers, but these were more suitable for crew training.
At Curtiss the design and development was started on a twin-engine advanced trainer strictly for pilot training with two-seat capacity for instructor and pilot student which had the take-off and landing characteristics of a light bomber aircraft.
Owing much of its low-wing cantilever monoplane design to the earlier CW-19 trainer, the AT-9 was a relatively small twin-engine low-wing monoplane fitted with two radial air-cooled engines. It only had capacity for two seats; entrance was on both sides with a car-type door. The main wheels retracted partially backwards into the engine nacelles and the tail wheel was non-retractable. The CW-25 was powered by two Lycoming R-680-9 radial engines.
The single CW-25 prototype acquired for evaluation was built with a welded steel-tube fuselage covered with fabric. Also wing and tail planes were fabric covered. The production AT-6 was planned to be manufactured from aluminum with a modern monocoque construction and stressed-skin wings.
The prototype AT-9 first flew in 1941 and evaluation proving satisfactory, the type was ordered into production under the designation AT-9, officially named the Fledgling, the AT-9 was almost universally known as the Jeep. The production examples differing from the prototype by being of all-metal construction.
A total of 491 AT-9s was produced and these were followed into service by 300 generally similar AT-9A aircraft. They remained in use for a comparatively short time, for the USA’s involvement in World War II in late 1941 resulted in the early development of far more effective training aircraft.
Designated at Curtiss-Wright as CW-25, the new advanced trainer received the military type designation AT-9. Initially it was named the ‘Fledgling’ but it became much more known by its later name the ‘Jeep’. The flight characteristics of the new trainer were purposely made more demanding for the student pilot. Basically it was the intention that future P-38 pilots would made their first solo flight on this fighter after a 70 hours transition training on the AT-9.
When the test flying of the CW-25 was successfully completed in 1941 the Army Air Corps ordered in total 492 AT-9 production models.
Later a final order was placed for 300 additional slightly improved AT-9A models. Main difference was a later model Lycoming R-680-13 engine with slightly more power output (300 hp), and the undercarriage retraction hydraulics were revised and improved.
The AT-9 and AT-9A was produced at Curtiss between 1941 and 1943; production of the last AT-9A was completed in February 1943. The unit costs of the AT-6 model was U.S. $44,965. The unit costs of the AT-6A dropped to U.S. $ 40,286.
Production totals:
CW-25 prototype:
1
AT-9:
41-5754 to 41-5894 (150)
41-11931 to 41-12271 (341)
AT-9A: 42-56853 to 42-57152 (300)
Total: 792 including prototype
The AT-9 and the later AT-9A was assigned from 1942 on to various military flying schools. Although it was quite demanding to fly, it was fully aerobatic and much more maneuverable that the other twin-engine advanced trainers like the AT-11 and AT-17. In spite of this, there were continuous maintenance problems and because of its more difficult flying properties it had a quite high accident rate.
Since the AT-9 could not be used for crew training its operational use was in most cases restricted to P-38 training. By the end of 1943 most AT-9’s were removed from flying status.
Since it was only a two-seater it was hardly used as a civil plane after the war when many aircraft were offered as surplus. Some were used after the war as instructional airframes at technical schools.
The U.S.A.F. Museum at Dayton Ohio has an AT-9 on display carrying the serial number 41-12150 and field registration ‘909’. It was completely restored for static display inside the museum. The Pima Air & Space Museum in Arizona has a recovered and incomplete AT-9A wreckage (serial no. 42-56882) for future restoration.
Curtiss AT 9 Fledgling
Engine: 2 x Lycoming R-680-9 radial, 295 hp (220 kW)
Wingspan: 12.29 m / 40 ft 4 in
Length: 9.65 m / 31 ft 8 in
Height: 3.00 m / 9 ft 10 in
Wing area: 21.65 sq.m / 233.04 sq ft
Wing loading: 25.83 lb/sq.ft / 126.0 kg/sq.m
Max take-off weight: 2722 kg / 6001 lb
Empty weight: 2087 kg / 4601 lb
Max. speed: 171 kts / 317 km/h / 197 mph
Cruise speed: 152 kts / 282 km/h / 175 mph
Range: 652 nm / 1207 km / 750 miles
Service ceiling: 5,791 m / 19,000 ft
Climb to 3,050 m (10,000 ft): 8.6 min
Crew: 2
Curtiss-Wright CW-24
First flown on 2 December 1941, piloted by J Harvey Gray, the sole CW-24B (42-39347) was a low-powered, full-size, flying mock-up of the Curtiss P-55.
CW-24B
Engine: 275hp Menasco C6S-5 pusher
Wing span: 36’7″
Length: 27’4″
Useful load: 826 lb
Seats: 1
Curtiss-Wright CW-23
In April 1939, Curtiss-Wright’s St Louis Airplane Division flew the prototype of the CW-23 basic combat trainer which was essentially a tandem two-seat, lower-powered derivative of the CW-21 single-seat fighter. It introduced inward-retracting, fully-enclosed main undercarriage members and hydraulically-actuated rather than manually-operated flaps, and these features were adopted for a new version of the single-seat fighter, the CW-21B.
It had a 447kW Pratt & Whitney R-1340 Wasp engine and was intended as a basic combat trainer for the US Army. Flown in 1939, official testing led to its rejection for production.
Curtiss-Wright CW-22 / SNC-1 Falcon
Two CW-19 company demonstrators were built, c/n 19R-10 (N16417) in January 1937 and A19R-14 (NC16421) also in 1937. N16417 was later converted to CW-22 specifications and sold in May 1940.
This aeroplane was developed within the context of the US Navy’s enormous increase in pilot training during 1940, and an advanced combat trainer evolved from the CW-19 light fighter and trainer project with features such as retractable landing gear from the CW-21 Demon export fighter. The CW-22 prototype resembled the CW-21 with a longer, two-seat fuselage but considerably lower power in the form of the 313-kW (420-hp) Wright R-975 Whirlwind radial.
The landing gear had main units retracting rearward into underwing fairings as on the CW-21 single-seat interceptor. Powered by a 313kW Wright R-975 Whirlwind radial, 36 CW-22s were exported to the Netherlands East Indies, but due to the Japanese advance in that region were delivered to the Dutch in northern Australia during March 1942.
A developed CW-22B version was sold to Turkey (50); the Netherlands East Indies (25); and various Latin American countries (totalling about 25). Several Dutch aircraft were later captured and flown by the Japanese. Both the CW-22 and CW-22B were armed with two machine-guns, one fixed and the other flexibly mounted.
After a demonstrator had been tested by the US Navy, a CW-22N advanced training version went into production. The US Navy applied the designation SNC-1 Falcon to the type, a total of 455 being purchased in three batches of 150, 150 and 155 respectively; the aircraft of the third batch had a modified, higher cockpit canopy. The initial order for 150 aircraft was later bolstered by five impressed aircraft. Many SNC-1s were sold to private owners in the USA after World War II.
Some 136 CW-22s were exported.
CW-22 / SNC-1
Engine: one Wright R-975-28 Whirlwind radial, 420 hp (313 kW)
Wingspan: 10.67 m / 35 ft 0 in
Length: 8.23 m / 27 ft 0 in
Height: 3.02 m / 9 ft 11 in
Wing area: 16.14 sq.m / 173.73 sq ft
Max take-off weight: 1718 kg / 3788 lb
Loaded weight: 1241 kg / 2736 lb
Max. speed: 319 km/h / 198 mph at SL
Cruise: 195 mph at 2500 ft
Service ceiling: 6645 m / 21800 ft
Operational range: 1255 km / 780 miles
Armament: 2 x 7.62mm machine-guns
Crew: 2
Curtiss-Wright CW-21 Demon
In 1938, chief engineer Willis Wells of the St Louis Airplane Division of the Curtiss-Wright Corporation began the development of a single-seat fighter based on the A-19R tandem two-seat military basic trainer. Designated CW-21, it had a Wright R-1820-G5 Cyclone nine-cylinder radial engine rated of 1,000hp for take-off and 850hp at 1830m, and an all-metal stressed-skin structure with a semi-monocoque fuselage. The mainwheels retracted into clamshell-type underwing fairings and armament was two synchronised 12.7mm machine guns.
The prototype CW-21 was flown on 22 September 1938, and shipped to China for demonstration. The prototype was purchased by the Chinese government and a contract placed for three production aircraft and 27 sets of components for assembly by CAMCO. The first production CW-21 was flown on 20 March 1940, and provision was made to increase the armament with a pair of 7.62mm weapons. All three CW-21s built by the parent company were lost as a result of engine failures after taking-off from Lashio while being ferried to Kunming. Assembly of CW-21s by CAMCO at Loi-wing had reached an advanced stage when it was decided to evacuate and, on 1 May 1942, burn the factory to avoid its capture by Japanese forces, the partly-assembled fighters also being destroyed.
In April 1939, Curtiss-Wright’s St Louis Airplane Division flew the prototype of the CW-23 basic combat trainer which was essentially a tandem two-seat, lower-powered derivative of the CW-21 single-seat fighter. It introduced inward-retracting, fully-enclosed main undercarriage members and hydraulically-actuated rather than manually-operated flaps, and these features were adopted for a new version of the single-seat fighter, the CW-21B. On 17 April 1940, the Dutch government signed a contract for 24 CW-21B fighters (of which there was no prototype) and the first of these was flown the following mid-September. The CW-21B retained the R-1820-G5 Cyclone of the earlier CW-21 and armament comprised two 7.62mm Colt machine guns mounted in the forward fuselage. The CW-21B fighters were shipped to Java during October-December 1940, entering service with the MLKNIL. Their light structure and lack of fuel tank protection was to render them particularly vulnerable when committed to operations against Japanese forces in the early months of 1942, the last combat mission being flown by a CW-21B on 5 March.
Curtiss-Wright CW 21 Demon
Engine: Wright R 1820-G5, 986 hp
Length: 27.165 ft / 8.28 m
Height: 8.924 ft / 2.72 m
Wingspan: 35 ft 0 in / 10.67 m
Wing area: 174.269 sqft / 16.19 sq.m
Max take off weight: 4500.4 lb / 2041.0 kg
Weight empty: 3382.5 lb / 1534.0 kg
Max. speed: 274 kts / 507 km/h
Cruising speed: 245 kts / 454 km/h
Service ceiling: 34301 ft / 10455 m
Wing load: 25.83 lb/sq.ft / 126.0 kg/sq.m
Range: 548 nm / 1014 km
Crew: 1
Armament: 2x cal.30 MG (7,62mm), 2x cal.50 MG (12,7mm)
Curtiss-Wright CW-20 / C-46 Commando / C-55 / C-113 / R5C
The 1937 design specifications called for the Commando to feature a pressurized cabin for up to 36 combat-ready troops, longer range than anything available to the USAAF and an above average cruising speed. Design headed by George Page the CW-20 first appeared in prototype form on 26 March of 1940 as the twin-rudder CW-20T.
Because the US Army was impressed with its possibilities, authorisation was obtained for the purchase of a large number as cargo transports. In the meantime the prototype was bought, modified and given the Army designation C-55. It was later re-converted for civil use and sold to the British government.
The 1941 C-55 (Model CW-20A) was a single-tail prototype Curtiss-Wright CW-20T for evaluation as a USAAF transport, rejected in favour of the C-46. A projected name of Skytruck was not officially assigned. Costing $363,600, the one built 41-21041, later went as Lend-Lease to England and BOAC as G-AGDI.
The CW-20T prototype later evolved into the CW-20A that featured a revised tail in the form of the more recognizable single rudder assembly. Later development focused in on the requirements as put forth by the United States Army Air Corps which put the CW-20A under trials and consequently ordered a production version of the model designated CW-20B. The main compartment of the C-46 could accommodate (in addition to general cargo) 40 fully equipped troops, up to 33 stretchers, five Wright R-3350 engines or their equivalent weight of other goods.
The 1942 Army production model of the CW-20B, designated C-46A, was a redesign not only to suit it to the duties of a military cargo or task-force aircraft but to allow easy large-scale production. It was produced in three large manufacturing plants and was put into widespread use by the US Army Air Transport Command, Air Service Command and Troop Carrier Command, and by the US Naval Air Transport Command and Marine Corps. Two were built by Higgins Industries (boat manufacturer), New Orleans LA. Final trial models were provisioned to fit up to 45 combat-ready troops and fitted with two Pratt & Whitney R-2800-51 radial engines, a large cargo door and folding wall seats. The C-46 entered service with the plain designation of simply C-46 in the Pacific Theatre – and used almost exclusively there up until about March of 1945, to which the Commando would be seen across the European Theatre as well.
The United States Navy utilized a designation of R5C-1 for their own Commando version, transferred from USAAF inventory, with 120 models of the R5C-1 (39492-39611) going to the United States Marine Corps. Ten of these went to the USCG with long-range fuselage fuel tanks used as cargo and personnel haulers until 1950.
The 1944 C-46D, TC-46D (Model CW-20B-2) troop transport had a revised nose and double loading doors. An unknown number were modified as TC-46D trainers.
The 1944 C-46E (Model CW-20B-3) were C-46A airframes with stepped windshield and single cargo door. Seventeen were built (43-47403/47419).
In 1944 Curtiss prepared designs and a mock-up of a commercial version of the aircraft for immediate post-war production. Curtiss-Wright hoped to market it as a 36 passenger civil version of the C-46E, with two 2500hp (1860 kW) Wright C18-B2 engines. Although a total of 26 were on order at one time the CW-20E never really had a chance as a new-production post-war airliner.
The 1945 C-46F (Model CW-20B-4) had engine modifications, squared wingtips, and cargo doors on both sides. 234 were built (44-78545/78778).
To give the C-46s added performance, some C 46Fs were fitted with two Turbomeca Palas turbojets in underwing pods to operate in Brazil (from 1953). Other aircraft were fitted with more powerful engines as ‘Super C 46s’.
The 1945 C-46G (Model CW-20B-5) was powered by two 2100hp R-2800-34W and featured a stepped windshield. The one built was originally scheduled as a C-46C (44-78945), and later converted to XC-113.
Built in 1945, the sole C-113 (Model CW-20G) 44-78945 was a C-46G with a four-blade General Electric TG-100 turboprop installed in the right nacelle for tests, retaining its original three-blade Wright R-2800-34W on the left. This proved to be an unmanageable arrangement and the ship was damaged in ground runs and never flew.
Planned modifications for double tailwheels and R-3350-BD engines, the C-46H, XC-46K (Model CW-20E-2) was cancelled by the Armistice, although a few other post-war C-46 mods were labelled as C-46H.
The three 1945 XC-46L (Model CW-20H) conversions were test-beds for 2500hp Wright R-3350-BD Double Cyclones.
In October 1954, Terneo Aircraft Corp. announced a contract to overhaul 87 of’ them. The U.S.A.F. still had some of these veteran wartime passenger-freighter in 1955.
In total, US forces accepted 3144, and the C-46 was officially retired from service in 1968, replaced by the C-130 series of transports.
Riddle Airlines produced a modification kit in the mid-1950s which added 40mph (64kmh) to cruising speed and 2,204 lb (1,000 kg) to the payload. The improved model was designated C-46R, and Riddle subsequently converted its own fleet of 32 to have 2,100 hp Pratt & Whitney engines.
C-46 Commando / CW-20B / R5C
1941
Engines: 2 x P&W R-2800-43, 2000hp
Wingspan: 108 ft 1 in
Length: 76 ft 4 in
Useful load: 23,600 lb
Max speed: 269 mpg
Cruise speed: 183 mph
Range: 1200 mi
Ceiling: 27,600 ft
Number built: 25 (41-5159/5183)
Capacity: 50 troop
Cost: $341,831
CW-20B / C-46A Commando
1942
Engines: 2 x Pratt & Whitney R-2800-51 Double Wasp, 2,000hp
Length: 76.44ft (23.3m)
Wing span: 78.54ft (23.94m)
Height: 21.75ft (6.63m)
Empty Weight: 30,001lbs (13,608kg)
Maximum Take-Off Weight: 55,997lbs (25,400kg)
Maximum Speed: 269mph (433kmh; 234kts)
Maximum Range: 1,199miles (1,930km)
Service Ceiling: 27,559ft (8,400m)
Crew: 4
Number built: 1,491 (41-5184/5204, -12280/12433, -24640/24775, 42-3564/3683, -60942/61091, -96529/96707, -96708/96828, -101036/101235, -107280/107399, 43-43339/43340, -46953/47402, 44-77444, -77446)
Cost: $314,700 (>$354,714), $259,268 (>$271,127) in 1943
CW-20B-1 / XC-46B
1944
Stepped windshield.
Engines: 2 x R-2800-34W, 2100hp
Number built: 1 modified from C-46A (43-46963)
C-46C
Prototype built as C-46G instead.
CW-20B-2 / C-46D Commando / TC-46D
1944
Engine: 2 x Pratt & Whitney R-2800-51 Double Wasp, 1973 hp, 1495kW
Wingspan: 32.9 m / 107 ft 11 in
Length: 23.3 m / 76 ft 5 in
Height: 6.6 m / 21 ft 8 in
Wing area: 1359.924 sqft / 126.340 sq.m
Max take off weight: 56009.2 lb / 25401.0 kg
Weight empty: 32404.7 lb / 14696.0 kg
Max. speed: 234 kts / 433 km/h
Cruising speed: 159 kts / 295 km/h
Service ceiling: 27592 ft / 8410 m
Wing load: 41.21 lb/sq.ft / 201.0 kg/sq.m
Range: 1043 nm / 1931 km
Range w/max.fuel: 2770 km / 1721 miles
Crew: 3
Payload: 54pax
Cost: $233,377
Number built: 1,410 (44-77295/77443, -77445, -77447/78544)
CW-20B-3 / C-46E
1944
Number built: 17 (43-47403/47419)
CW-20B-4 / C-46F
1945
Cost: $221,550
Number built: 234 (44-78545/78778)
CW-20B-5 / C-46G
1945
Engines: 2 x R-2800-34W, 2100hp
Number built: 1 originally scheduled as C-46C (44-78945), converted to XC-113.
CW-20E-2 / C-46H / XC-46K
Planned modifications for double tailwheels and R-3350-BD engines cancelled by the Armistice, although a few other post-war C-46 mods were labelled as C-46H.
C-47J
Designation not used.
CW-20H / XC-46L
1945
Engine test-bed
Engines: Wright R-3350-BD Double Cyclone, 2500hp
3 conversions.
CW-20A / CW-20T / C-55
1941
Cost: $363,600
1 built 41-21041 / G-AGDI
CW-20G / C-113
1945
Engines: 1 x General Electric TG-100 turboprop & four-blade prop, 1 x Wright R-2800-34W & three-blade prop.
1 as XC-113 (44-78945)
Curtiss-Wright CW-19
In 1935, the Curtiss-Wright Corp, in response to an order from the US Bureau of air Commerce, and George Page designed and produced a single prototype of the CW-19L Coupe at its St. Louis, Missouri plant. A development of the CR-2 Coupe design, the model 19L was a two seat, fixed undercarriage low-wing monoplane, powered by a 90 hp 5 cylinder Lambert R-266 radial engine. Of all metal monocoque construction with an enclosed cabin, the CW-19 was envisioned to be sold to private owners.
The two occupants were side-by-side, with a car type door on each side. The fixed undercarriage was enclosed in streamlined spats. Registered as NS69, it was granted an Approval Type Certificate (ATC number 589) on 3 December 1935.
Later repowered with a 145 hp Warner Scarab engine, the sole prototype became the 19W, with a 154 mph maximum and 132 mph cruise speeds.
The performance and cost were too great for private pilots. No production was under taken and the original prototype was the only example built.
Curtiss decided to develop the design as a military trainer. As the model 19R, re-configured into a tandem layout, with the two seats under sliding clear canopies. Still with fixed undercarriage, power was increased, initially to a 350 hp Wright R-760 Whirlwind, and later a 420 hp Wright R-975.
A single, fixed synchronised 0.30 calibre machine gun was mounted in the nose and provision was made for an additional flexible mount machine gun in the rear cockpit (for use as a gunnery trainer). Bomb racks could also be fitted. Two 35 USG were fitted.
A photo-recon variant, with two belly-mounted cameras was also developed and at least one of the Bolivian examples appears to have been delivered in this configuration.
When the flaps were extended a latch was released, allowing the undercarriage struts to fully extend, the wheels dropping an additional 6 inches from the spats. When the aircraft had landed the struts were compressed again, retracting the flaps re-engaging the latch so the wheels were held in their ground position until the flaps were lowered for landing again.
The prototype, c/n 19R-1 was registered NR11781 and was first flown in early 1936. Approved Type Certificate 629 was issued on 19 February 1937. Performance was increased from the model 19L, with maximum 185 mph and cruise 164 mph speeds.
The prototype was written off in Brasil during a sales tour of South America. Orders were received for 23 from several Latin American governments.
Two more company demonstrators were built, c/n 19R-10 (N16417) in January 1937 and A19R-14 (NC16421) also in 1937. N16417 was later converted to CW-22 specifications and sold in May 1940, and NC16421 crashed in Miami in April 1938.
A total of 26 CR-19Rs were built between 1936 and 1938. 23 for export plus 3 company demonstrators.
An unarmed basic trainer version of the CW-19R was built as the CW-A19R. Flown in February 1937 it was tested by the US Army but no production orders followed.
The type is known to have been evaluated by the USAAC at Wright Field in Ohio, and also by USAAC pilots at Bolling Field and US Naval pilots at Anacostia NAS, both in Washington DC.
Ecuador ordered six aircraft in June 1936 and all were delivered in the following September. They were c/ns 19R-2 to 19R-7, and were given the Ecuadorian AF serial numbers 51 to 56. Two were lost in service and the remained served until at least early 1946.
Dominican Republic ordered two (c/ns 19R-11 and –12) in early 1937. One was not repaired after a landing accident in February 1942, and the other was retired in 1946, to be preserved in a museum near Santo Domingo.
Cuba ordered 5 in 1937, all delivered by January 1938. C/ns 19R-8, -9, -13, -15 and –16, they carried serial numbers 50-54 in Cuba. Three survivors were later re-serialed 100-102, all but 102 lost in accidents by 1949, when 102 was retired.
Bolivia bought the last ten produced (c/ns 19R-17 to 19R-26, Bolivian AF 118-127). They were delivered crated in late 1938 to El Alto aerodrome near La Paz and re-assembled under the supervision of Harry Berguer.
CW-19L
Engine: 90 hp / 67 kW Lambert R-266 5 cylinder radial
Max speed: 130 mph
Cruise speed: 115 mph
CW-19W
Engine: 145 hp / 108 kW Warner Scarab
Max speed: 154 mph
Cruise speed: 132 mph
CW-19R
Engine: Wright R-760E2 (J-6-7) Whirlwind, 350 hp / 261kW
Wingspan: 10.67 m / 35 ft 0 in
Length: 8.03 m / 26 ft 4 in
Height: 2.49 m / 8 ft 2 in
Wing area: 16.16 sq.m / 173.94 sq ft
Max take-off weight: 1588 kg / 3501 lb
Empty weight: 904 kg / 1993 lb
Max speed: 298 km/h / 185 mph
Cruise speed: 164 mph
Rate of Climb: 2000 fpm
Armament: 2 x 7.7mm machine-guns, light bombs on underwing racks
CW-19R
Engine: Wright R-975E3 (J-6-9), 336kW
Curtiss-Wright CW-15 Sedan
The Curtiss-Wright CW-15 Sedan was a four-seat utility aircraft produced in small numbers in the United States in the early 1930s. It was a braced high-wing monoplane with conventional tailwheel landing gear with a fully enclosed cabin, superficially resembling the Travel Air 10. At the time of the CW-15’s design, Travel Air had recently been acquired by Curtiss-Wright.
Designed by Walter Burnham, the CW-15 Sedan first flew in 1931 and 15 were built.
The -15 Sedan was initially produced with the 180 hp Curtiss Challenger and 210 hp Kinner C-5 engines, but the remaining examples were powered by 300 hp Wright Whirlwind (Sedan 15-D) and 245 hp Jacobs (Sedan 15-N).
CW-15C
Engine: Curtiss R-600 Challenger, 185 hp (138 kW)
Propeller: 2-bladed fixed-pitch metal
Wingspan: 46 ft 5 in (14.15 m)
Wing area: 240 sq ft (22 m2)
Airfoil: Göttingen 593
Length: 30 ft 5 in (9.27 m)
Height: 8 ft 10 in (2.69 m)
Empty weight: 2,083 lb (945 kg)
Gross weight: 3,281 lb (1,488 kg)
Maximum speed: 115 mph (185 km/h; 100 kn)
Cruise speed: 97 mph (156 km/h; 84 kn)
Range: 525 mi (456 nmi; 845 km)
Service ceiling: 12,000 ft (3,700 m)
Rate of climb: 600 ft/min (3.0 m/s)
Crew: 1
Capacity: 3 pax
nine built
Sedan 15-D
Engine: 300 hp Wright Whirlwind
Wing span: 43 ft 5 in
Wing area: 215.06 sq.ft
Length: 30 ft 5 in
Height: 9 ft 7 in
Empty weight: 2121 lb
Loaded weight: 3319 lb
Max speed: 135 mph
ROV: 750 fpm
Service ceiling: 14,000 ft
Range: 500 mi
Three built
CW-15N
Engine: Kinner C-5
three built
Curtiss-Wright CW-6 Sedan
Passenger Aircraft, USA, 1927
Delta conducted their first passenger flight with a Curtiss-Wright 6 B Sedan on June 17, 1929 from Dallas to Jackson with stops at Shreveport and Monroe.
