REVISED: 3/18/09

Numeric, and A to J

SEE ALSO Aerial Experimental Association,
Beachey-Curtiss, Pfitzner Tractor, Willard-Curtiss

The Curtiss Hyphenates: (Curtiss-Bleecker, Curtiss-Bristol,
Curtiss-Cox, Curtiss-Frisbie, Curtiss-Goupil, Curtiss-Ludington,
Curtiss-Orenco, Curtiss-Reid, Curtiss-Robertson, Curtiss-
Sikorsky, Curtiss-Stewart, Curtiss-Stinson, Curtiss-Wright)

1904: (Glenn H) Curtiss Motor Co. 1907: (Alexander G) Bell Group (aka Aerial Experimental Assn). 1909: Glenn H Curtiss, Hammondsport NY. 1909: Curtiss-(Augustus M) Herring Aeroplane & Motor Co. 1910: Bankruptcy, reorganization as Curtiss Aeroplane Co, Hammondsport (by a quirk of legality, Herring-Curtiss Co was not formally dissolved until 1926); 1910: winter camp at North Island, San Diego CA; 1911: Marblehead MA; 1915: Buffalo NY + Curtiss motors built by Kirkham Co, Bath NY. 1916: Curtiss Aeroplane & Motor Co, Garden City NY; 1916: Marblehead, Buffalo & St Louis MO. 1928: Acquired (William B) Robertson Airline, St Louis MO, to form Curtiss-Robertson Airplane Mfg Co. 1929: Merged with Wright Aeronautical as Curtiss-Wright Airplane Co, St Louis. 1929: Curtiss-Reid Aircraft Co, Montreal Canada. 1929: Acquired Moth Aircraft Corp. 1930: Garden City plant closed. 1930: Merged as Travel Air Div, Curtiss-Wright Airplane Co, St Louis. 1930: Acquired Moth Aircraft Corp. 1931: Acquired Keystone Div, Curtiss-Wright Airplane Co, Wichita KS. 1931: Curtiss-Wright Corp, Woodridge NJ (all Curtiss-Wright models were built at St Louis). 1932: Buffalo plant closed (re-opened later). 1945: Curtiss-Wright Corp consisting of Airplane Div, with headquarter in Buffalo and factories nationwide + Wright Aeronautical (engines) in Paterson and Wood Ridge NJ + Propeller Div in Caldwell NJ. 1946: St Louis plant closed, factory aquired by McDonnell Aircraft; all C-W aircraft-related activity consolidated at Buffalo plant. 1949: Airplane Div liqidated, assets and design rights to Curtiss and C-W planes sold to North American Aviation. c.1957: Acquired Aerophysics Development Corp, Santa Barbara CA. 1959: Aircraft development revived with VTOL projects (VZ-7, X-100, X-19), but ended for good after X-19 prototype was destroyed in a crash. 1983: Wright Aeronautical ended, entire engine business sold to John Deere Corp, and C-W emerges as "a diversified, multi-industry, multi-national concern". 1994: Curtiss-Wright Flight Systems (flight control, actuation systems) + Metal Improvement Co (metal components for aircraft and engines) + Target Rock Corp (electronic control valves).

NOTE: As was the case with most flying machines around 1910, early Curtiss ships had no particular model numbers or designations. Each was different, modified and custom-built for the buyer with hyphenated names, many were simply generic Curtiss Pushers. When going into production, as such, A-to-C model designations (even some of the first D models) were dealt out with little or no concern about recording specifics, so it was left to post-WW1 historians to make personal guesses as to which was which based on what little data were found. Thanks to the few Aero Club bulletins and fan magazines, some specs and data were recorded; however, most info came from the single most unreliable source of all—newspapers. The mind-boggling technology of aeronautics was played up more for sensationalism than accuracy by reporters who had often never seen an airplane close up or flying over at "breakneck" speeds of 40 mph. Later historians (yes, we're in there somewhere) then faithfully kept replicating those findings until they became accepted as fact when they were actually liberally sprinkled with fancy.

The whole Curtiss group of aircraft is a mixed-up mess! Some planes had major changes and no new type number, while others had a very minor change and received a new type number. Even those who have written books about the company commented about the situation. I found two books about Curtiss airplanes that said two units of one model had been produced, and one had been statically tested to destruction and the other had never flown. The other book said there had been three of those planes ordered, but only two produced, and as the flight characteristics had not been satisfactory they were scrapped—both books were by the same author! (— Bill Wacker 10/14/99)


  Curtiss June Bug (post card)

1908 = The AEA Aerodrome #3 as June Bug, used by Curtiss for a total of 32 flights, one of which as the first plane to fly one kilometer, at a recorded 39mph on 7/4/08, for which Curtiss was awarded the Scientific American trophy. It then crashed on 1/2/09 and went into retirement.
1, Golden Flier Gold Bug 1909 = 1pOB; 25-30hp 4-cyl Curtiss water-cooled pusher; span: 28'9" length: 30'4" (?>30'6") v: 45. Glenn Curtiss, based on June Bug. Built for the Aeronautic Society of New York for $5,000 (including pilot training), it was nicknamed "Gold Bug" for its varnish color but had the Society's designation of Golden Flier on 3/2/09. Several more copies were made for ASNY as their Model D, but why that particular designation was used is uncertain.
  Curtiss Rheims Racer (1908 Aerial Age)
  Herring-Curtiss Uncertain reference to that "championship" (1909 Aerial Age)

1, Rheims Racer 1909 = Larger, stripped-down version of Golden Flier with Curtiss 63hp V-8 pusher; span: 34'0" length: 30'4". At Rheims (now Reims) France, flying against the clock, Curtiss set a world's 20-km closed-course record of 43.35 (?>47.06) mph to win the Gordon Bennett Cup, then went on to win events at Brescia, Italy. He also set a speed record of 55 mph at the first US air meet, 1/10-20/10, at Dominguez Hills in Los Angeles. Sold to Charles K Hamilton, who flew exhibitions in it until crashing at Seattle on 3/12/10.
  Curtiss-Herring (Library of Congress Archives)

1909-early 1911 - While A, B, and C models are known (or thought) to have existed during this historically important period for Curtiss, where they were applied is not. Numerical assignments, as well, were guesses—Model 2 has appeared for both Rheims Racer and Charles Willard's Banshee Express but not verified (Willard unjustifiably claimed authorship of that design). By 1910, Model D had been established, in some references tied to Curtiss-Herring, which was actually built after the partners' dissolution. But there were at least 9 aircraft known to have been produced in this period, the "official" Model D, in one of its many forms, formally appeared in the first company catalog on mid-1911 along with its companion Model E. Production of concurrent Curtiss-Aero Society Model Ds unknown but the design quickly evolved into the Curtiss D (Standard). A Herring-Curtiss, for which plans were published for home-builders of the time, differed from Curtiss D with its ailerons on the front wing struts instead of the rear wing struts. Herring's contribution, besides that as a temporary partner, was his alleged invention of a gyroscopic stabilization device (claimed, but unsubstantiated, 1909 US patent #12,256), which would circumvent the Wright's aileron patents, but which was never used on any Curtiss machine.
  Curtiss 18-B [SC40058] (Arthur Martin coll via WASM)
  Curtiss 18-B/T [SC40054] ? (K O Eckland coll)

18, 18B Hornet aka Curtiss-Kirkham (Model 15, 15A) 1918 = 2pOB; 400hp Kirkham K-12; span: 37'6" length: 23'4" load: 1177# v: 160. Two-bay straight wings. POP: 2 to Army [AS40058, AS40064], of which the latter was not completed to flying condition. The Armistice ended plans for production of this and 18T.

Photo above clearly shows a tail number of "40054," but all recorded registrations have that number as the 18T triplane. Misapplied or a sign painter's error, then corrected after the photo was taken? Just one of many mysteries that might never be solved. (— K O Eckland)
18T Wasp 1918 = 2pOT version of 18B; 400hp Curtiss-Kirkham; span: 31'11" length: 23'4" load: 1178# v: 154/145/58 ceiling: 22,000'; ff: 7/5/18. Single-bay straight-wings but, with pronounced tail heaviness, 5° of sweepback were added. For a while held the world's speed record of 163mph with a full military load. POP: 2 to Army [AS40054, AS40059]; one sold to Bolivia as the start of that country's Air Force
Curtiss 18-T-1 1920 Pulitzer racer (USAAF)
Curtiss 18-T-1 [AS40065] (USAAF)

18T-1 Wasp 1918 = POP: 1 single-float 2pOTF with two-bay swept wings to USN [A3325] and 1 landplane with single-bay straight wings and four-blade prop to Army in 1919 [AS40065]; 350hp Kirkham K-12; span: 31'11" length: 23'4" load: 1177# v: 160/151/58 ceiling: 23,000'. Two entered in 1920 did not race because of engine problems.

  Curtiss 18-T-2 [A-3325] (USN via W T Larkins coll)
Curtiss 18-T-2 Rohlf's altitude setter [A-3326] (1919 Flying)

18T-2 Wasp 1919 = Two-bay long-wing, wheel and float options; 400hp Curtiss D-12; span: 40'7" length: 28'3" v: 139 ceiling: 21,000'. Set world altitude record of 34,610' on 9/19/19 (p: Roland Rohlfs). POP: 1 to USN in 1919 [A3326]. Both Navy ships, used as land racers, crashed at the 1923 NARs.


35, 47 SEE Hawk II.
  Curtiss 75 [X17Y] (Dan Shumaker coll)
  Curtiss 75 [X17Y] (Curtiss)

75, H75 Hawk 1935 = 1pClwM rg; 900hp Wright R-1670-5; span: 37'4" length: 28'7 load: 1120# v: 313/270/x range: 800 (data for military version with 1000+hp R-1830); ff: 5/15/35. Donavan Berlin. Although placing behind Seversky in 1936 government trials, initial AAC and European orders breathed life into the design that would become P-36 and P-40. POP: 1 prototype [X17Y], later with 950hp Wright R-1820-GR. Modified as 75B. SEE Curtiss Hawk 75 in detail
75A 1935 = Factory demonstrator and prototype for export models; 1050hp P&W R-1830. POP: 1 [NX22028].

  Curtiss 75B [X17Y] (Curtiss)
75B 1936 = 1pClwM rg; 675hp Wright R-1820-F; span: 37'4" length: 28'1 load: 1120# v: 285/260/66 range: 730 ceiling: 32,500'; ff: 4/4/36. POP: 1 export prototype modified from Model 75 [X17Y]. Likely, but not verified, this was the ship upgraded with 840hp R-1820-G5 for testing by USN at Anacostia in July 1936. It was faster than the contending Grumman F4F and Seversky NF-1, but was rejected for reasons inknown and no military s/n was issued.

75C, 75D, 75E, 75F, 75G SEE P-36.

  Curtiss 75H (Peter Bowers coll)
75H 1937 = Demonstrator with fixed gear, R-1820-G205A. POP: 1 each to Argentina [NR12328] and China [NR12327].
75I - Redesignated as P-37.

75J 1937 = 75A with added supercharger. POP: 1 conversion [NX22028]; became 75R.

75L SEE P-36.

75K - Planned for testing 910hp P&W R-2180, not built.

  Curtiss 75M (Peter Bowers coll)
75M 1938 = 875hp Wright GR-1820-G3, fixed gear, two .50 nose guns, four .30 wing guns; length: 28'7" load: 1330# v: 280/240/x ceiling: 31,800'. POP: 30 to China. Production in China by Central Central Aircraft Mfg Co using supplied tooling and jigs was undocumented, but some reports claim there were enough built to supply three squadrons.

75N, H75N 1938 = Full-panted fixed gear and four wing guns. POP: 12 exports redesignated from 75M to Siam (Thailand); 1 company demo [NR1277] to Argentina as a pattern aircraft.

  Curtiss 75O (Curtiss)

75O, H75O 1938 = Full-panted fixed gear, similar to 75M; load: 1197# v: 239 ceiling: 31,800'. POP: 29 to Argentina, where 20 more were built under license in 1940-41.

75P - Repowered P-36A completed as XP-40.

75Q 1938 = Similar 75H with 1100hp Wright supercharged R-1820-G105A, two 23mm wing cannons, one .30 and one .50 nose guns. POP: 2 to China.

  Curtiss 75R (USAF Museum)
aq09
75R, H75R 1939 = 75J modified with 1200hp supercharged P&W R-1830-2C2G. POP: 1 as a test-bed [NX22028].

75S - Redesignated as XP-42.

H75 Mohawk 1937 = Designation first established during AAC evaluation, then later used to define export models to RAF and France as Mohawk.

H75-A1, -A2 1939 = Export to France with 1050hp P&W R-1830-SC3G. POP: 200, of which many fled to England at the fall of France, becoming Mohawk I and II.

H75-A3 1940 = 1200hp P&W R-1830-S1C3G, six 7.5mm wing guns. POP: 135 exported to France, many of which at that country's fall escaped to RAF and French Morocco to become Mohawk III.

H75-A4 1940 = 1200hp Wright R-1820-G205A, six 7.5mm wing guns. POP: 284, with most diverted to England and other Allied nations as Mohawk IV.

H75-A5 1940 = Similar to A-4. POP: 1 delivered to China as a pattern for production by their Central Aircraft Mfg Co, but only a few were reported built before Japanese bombs destroyed the plant. Salvaged tooling and parts were sent to Bangalore, India, as basis for Hindustani Aircraft Ltd.

H75-A6 1940 = R-1830-S1C3G; span: 37'0" length: 28'6" load: 1205# v: 322 range: 650 ceiling: 32,350'. POP: 24 to Norway, which were captured by German invaders, who gave (or sold) 8 to Finland and reportedly salvaged the rest for motors and components. (The Finns acquired captured French planes from the Luftwaffe, as well, and with a total fleet of 44 H75s, Finnish pilots scored a notable 190 combat victories over USSR with only 24 losses!)

H75-A7 1940 = R-1820-G205A. POP: 20 to Netherlands East Indies, of which 1 issued a special civil reg for factory testing [NXC-1] c/n 14546.

  Curtiss H75-A8 (Gerry Beauchamp coll via Peter Bowers)
H75-A8 1941 = R-1820-G205A. POP: 36, of which 6 to Free Norwegian forces in RCAF and 30 first to USAAF as P-36G, then most in turn went to Peru.

  Curtiss H75-A9 (Curtiss)
H75-A9 1941 = R-1820-G205A. POP: 10, ordered by Persia (Iran), but delivered to RAF in India as Mohawk IV.


76, 76-B SEE A-14, -18
  Curtiss A-1 Replica (Natl Museum of Naval Aviation)
  Curtiss A-1 Detail art (Paul Matt & E G Thomas)
  Curtiss A-1 USN Lt T S Ellyson

A-1 Triad 1911 = USN patrol land/hydroplane, the Navy's first airplane. 2pOB; 75hp Curtiss V-8 pusher; span: (overall) 37'0" (wing only) 28'8" length: 27'8" v: 43/40/x range: 112; ff: 4/1/11 (p: Curtiss, five minute flight at 25' AGL). Gross wt: 1575#. $4,400; POP: 1. Became AH-1. A-1 was used in a variety of aerial "firsts"—first cross-country flight, 112 miles in 122 minutes; first (albeit unsuccessful) catapult launch (4/31/12); first night landing on water without lights. Also set a world seaplane altitude record of 900'. After 285 flights, the plane faded into history, but a faithful replica was built by a group of fans in San Diego c.1956.
  Curtiss A-2

A-2 aka OWL 1912 = Patrol amphibian, USN's second plane, converted from 1911 Model E landplane. 2pOBFb/Am; 50hp Curtiss pusher, later replaced by 60hp V-8. Unofficially dubbed OWL for "Over Water and Land" when experimental wheels were added. POP: 1, modified with cabin enclosure, redesignated E-1 in Sept 1913, then AX-1 in March 1914. Crashed 11/27/15 after 91 flights and scrapped.
A-3 1913 = USN patrol land/hydroplane. 2pOB; pusher. POP: 1. Became AH-3.
A-3 Falcon (Model 44) - USAAS attack version of O-1. USN version F8C. SEE Curtiss A-3 in detail
  Curtiss A-3 Wing guns (USAAC)
  Curtiss A-3 (Dan Shumaker coll)

A-3 1927 = 2pOB; 435hp Curtiss V-1150-3; span: 38'0" length: 28'4" load: 1766# v: 141/116/61 range: 630 ceiling: 15,600'. Two wing guns, bomb racks. POP: 75 [27-243, -245/262, -298/317, 28-083/118]; 1 civil version company demonstrator [983V], later USN serialed as XF8C-8.

  Curtiss A-3A [28-117] (USAF Museum)

A-3A 1928 = Unarmed, dual controls. Modified from A-3. POP: 6 [27-306, -310, -315, 28-116/118].

  Curtiss A-3B (TKnL coll)

A-3B 1929 (Model 37-H) = 435hp V-1150-5, balanced ailerons and elevators, 36-gal belly fuel tank, oleo struts, tail wheel; length: 27'2" load: 1583# v: 139/110/60 range: 628 ceiling: 14,100'. POP: 78 [30-001/028, -231/280].


A-3 Fledgling 1940 = N2C modified as aerial target.
A-4 1914 = USN patrol. 2pOB land and hydroplane. Became AH-2.
  Curtiss XA-4 [27-244] (Dan Shumaker coll)

A-4 1927 = A-3 with 440hp P&W R-1340-1; v: 138/112/58 ceiling: 16,950'. POP: 1 as XA-4 [27-244], scrapped in 1932 with only 327 hours in its log.
  Curtiss A-4 [NC984V] (Aero Digest)

A-4 Helldiver 1930 = Civil version of XF8C-8 for use by Asst Secy of Navy David Ingalls as a command ship [NC984V], USN s/n [A8845]. Later became XO2C-2, then XF8C-7.
A-5, A-6 1927 = A-3 design studies as XA-5 and -6. Project cancelled, but design elements carried into O-16 and XO-18.
A-8 Shrike (Model 59) - USAAS attack fighter-bomber was first Curtiss military monoplane. The name, Shrike, was not an official military designation.
  Curtiss XA-8 [30-387] (USAF Museum)

XA-8 1931 = 2pClwM; 600hp Curtiss V-1570-23; span: 44'0" length: 32'6" load: 1740# v: 190/163/75 range: 680 ceiling: 19,800'. POP: 1 prototype [30-387].

  Curtiss Y1A-8 (TKnL coll)

Y1A-8, A-8 1931 = POP: 8 [32-349/356]. Redesignated as A-8.

  Curtiss A-8 (Gene Palmer coll)

YA-8, A-8 1932 (Model 59-A) = 600hp V-1570-13 with Prestone coolant system; v: 183/153/64 range: 480 ceiling: 18,100'. POP: 5 [32-344/348], of which the first was converted to YA-10 and the rest redesignated as A-8.

  Curtiss Y1A-8A [32-356]

Y1A-8A, A-8A 1933 = Geared 675hp V-1570-57, revised cooling, new wing; span: 44'3" length: 32'10" load: 1768# v: 180/157/69 range: 425 ceiling: 18,600'. POP: 1 conversion of Y1A-8 [32-356], redesignated A-8A.

A-8B - Change to radial engine. POP: 48 contracted but redesignated as A-12.


  Curtiss YA-10 [32-344] (USAF Museum)
  Curtiss A-10 [32-344] (TKnL coll)

A-10 Shrike (Model 59B) 1932 = Conversion of YA-8 with 625hp P&W R-1690D Hornet; length: 32'0" load: 1813# v: 174/148/67. Gunner moved to amidship. POP: 1 as YA-10 [32-344] for service tests, scrapped 2/23/39. USN version XS2C-1. SEE Curtiss A-10 in detail
  Curtiss A-12 (TKnL coll)
  Curtiss A-12 (NASA)

A-12 Shrike (Model 60) 1933 = A-10 with rear cockpit relocated forward. Replaced original designation of A-8B. 670-690hp Wright R-1820-21 Cyclone; span: 44'0" length: 32'3" v: 177/150/70 range: 510 ceiling: 15,150'. POP: 46 [33-212/257], plus 20 with 775hp Wright SR-1820F exported to China (v: 182). SEE Curtiss A-12 in detail
  Curtiss 76 [X15315] (Curtiss-Wright)
Curtiss XA-14 [36-146] (USAAC)

A-14 Shrike II (Model 76) 1935 = First twin-engine attack bomber. 2pCmwM rg; two Curtiss twin-row XR-1510 with two-blade props; span: 54'5" length: 40'3" (>42'3") load: 3282# v: 254/211/75 range: 816 ceiling: 27,125'. Don Berlin, Fred Flader. $82,497; POP: 1 as 76 [X15315], delivered to Army in 1936 with three-blade 775hp Curtiss R-1670-5 as XA-14 [36-146]. SEE Curtiss A-14 in detail
  Curtiss Y1A-18

A-18 Shrike II (Model 76A) 1937 = Production version of A-14 with two 600hp Wright R-1820 with three-blade props; span: 59'6" (>54'5") length: 42'4" (41'0") load: 3296# v: 238/211/73 range: 1440 ceiling: 28,560'. POP: 13 as Y1A-18 [37-052/064]. Export version as 76-B failed to attract buyers and none was built.
  Curtiss A-25A (USAAC)

A-25, Helldiver III (Models S84, 84B) 1942 = USAAF version of USN SB2C-1 minus folding wings and carrier gear; 1700hp Wright R-2600-8; span: 49'9" length: 36'8" v: 275/155/x range: 1130 ceiling: 24,600'; ff: 9/29/42. POP: 900 ordered as A-25A [41-18774/18873, 42-79663/80462]. Proving vulnerable and less than successful as a dive-bomber, most went to USMC as SB2C-1A bomber-trainers, and 10 as Lend-Lease exported to RAAF/RNZAF. SEE Curtiss A-25/SB2C in detail
A-40 1942 - Mock-up only as XA-40.
  Curtiss-Wright XA-43 Artist concept (USAAF)

A-43 (Model CW-100) - SEE Curtiss-Wright A-43.
AB-1 to -5 1914 = USN flying boats; redesignated from C-1 to -5. SEE F, MF.
  Curtiss AH-8 pilots Great view of the control room (K O Eckland coll)

AH-1 through AH-18 1914-22 - Individual USN hydroaeroplanes, the first three of which were redesignations (AH-5 and -6 were Wrights).
AH-1, -2, -3 1914 = Were A-1, -4, and -3 respectively—a transposition error had occurred in recording somewhere along the line.
AH-7, -9, -12 1915.
AH-8, -11, -13, -14 1916.
AH-10 1917.
AH-15 1919.
AH-16 1918.
AH-17 1920.
AH-18 1922.

  Curtiss Albany Flyer
  Curtiss Albany Flyer (Peter Bowers coll)

Albany Flyer, Hudson Flier 1910 = 1pOBF version of Model D; 50hp Curtiss water-cooled V-8 pusher; span: 31'3" length; 26'3". Flotation gear installed underneath in case of a forced landing. POP: 1 for the New York World $10,000-prize Albany-New York City overwater flight of 143 (?>156) miles, which Curtiss handily won on 5/29/09 (time: 2h:46m, v: avg 54.18 mph), along with his third Scientific American trophy. Later became the first airplane to fly from the deck of a ship (cruiser USS Birmingham,) at Hampton Roads VA on 11/14/10 (p: Eugene Ely). On 1/30/11, it was ditched at sea on a Key West-Havana flight (p: J A D McCurdy) and damaged during retrieval onto a ship, but repaired for Cuban exhibition flights. After that, the trail fades and its disposition is unknown.
America SEE H-1.
AT-4 Hawk - 1pOB advanced trainer design from P-1, with similar specifications.
  Curtiss XAT-4 (Clark Scott coll)

XAT-4 (Model 34J) 1926 = 180hp Wright-Hisso E. POP: 1 modified from P-1A [26-296].
  Curtiss AT-4 (Douglas via Clark Scott coll)

AT-4 1928 = 180hp Wright V-720. POP: 35 [27-88/97, -213/237]. All were repowered and redesignated as P-1D.

  Curtiss AT-5 (Peter Bowers coll)

AT-5 Hawk (Model 34K) 1927 = 1p advanced trainer similar to AT-4. POP: 5 [27-238/242]. All were converted as P-1E
  Curtiss AT-5A with NACA cowling (NASA)

AT-5A (Model 34M) 1928 = 220hp Wright R-790 (J-5). POP: 31 [28-42/72]. All were repowered and redesignated as P-1F.

  Curtiss AT-9

AT-9 Jeep (Model CW-25) 1942 = 2pClwM rg; two 295hp Lycoming R-680-9; span: 40'4" length: 31'8" load: 1400# v: 197/170/x range: 750 ceiling: 19.000'. Transitional trainer from 1941 prototype Curtiss-Wright CW-25 design. POP: 491 [41-5745/5894, -11931/12271].
  Curtiss AT-9A [42-56942] (K O Eckland coll)

AT-9A 1943 = R-680-13 engines and revised hydraulics. $40,286; POP: 300 [42-56853/57152].

AT-32 SEE T-32 Condor.
  Curtiss Autoplane (Aerial Age via Joe Martin)
  Curtiss Autoplane (Lester Bishop via David Balanky coll)
  Curtiss Autoplane Line drawing (Aerial Age)

Autoplane (Model 11) 1917 = 3pCswT; 100hp Curtiss OXX-3 pusher; span: (upper) 40'6" (lower) 23'4" length: 27'0" load: 710# v: 65. Aluminum-bodied hybrid car-plane with twin-boom tails, small canard wings on front of car. The motor under a car hood used an extended shaft and belts to drive a four-blade prop at the rear of the cab. Road speed (wings removed, of course) was 45 mph. POP: 1, never attained sustained flight, only a few short hops.
AX-1 SEE A-2.
B-1 SEE USAO-1, Dayton-Wright B-1.
B-2 Condor (Model 52) - Army bomber. 5pCB; two 630hp Curtiss V-1570-7 Conquerors; span: 90'0" length: 47'6" load: 7477# v: 132/114/53 range: 780 ceiling: 17,100' (data for B-2). Developed from XNBS-4, steel-tube fuselage, biplane tail. Gunner's station in the rear of each wing nacelle.
  Curtiss XB-2 [26-211] (USAAC)
XB-2 1928 = POP: 1 [26-211]. To McCook Field as P-477 for testing , crashed in Dec 1927..

  Curtiss B-2 [29-398] (Gene Palmer coll)
  Curtiss B-2 Gunner's nacelle station (Skyways)

B-2, -2A 1929 = Redesigned radiators, 3-blade props. POP: 12 [28-398/399, 29-28/37], of which 1 fitted with dual controls as B-2A [29-30].


Banshee Express SEE Willard-Curtiss.
BAP, BAT (Models 14, 13) 1914 = 2pOBFb; 100hp Curtiss OXX. First as BAT (tractor), which proved unpleasant for the crew to sit amidship, modified to BAP (pusher) with the cockpit moved forward of the wings. POP: 1. Design elements went into MF.
  Curtiss BFC-2 [9331]

BF2C, BFC SEE F11C.
Bird Wing SEE Bonney Gull. Not a Curtiss product. Named thusly by Kirkham Motor Co, who built the Gull, for reasons known only to Kirkham.
Bristol F.2B 1918 = Wartime licensed production of 2p British Bristol Fighter with 400hp Libery as USAO-1.
  Curtiss BT (Peter Bowers coll)

BT (Baby T) Flying Lifeboat 1917 = 2pOswTFb; 200hp Curtiss V-2-3; span: 56'9" length: 40'0". Glenn Curtiss, William Gilmore. Hull length: 24'11". Had two four-blade, shaft-driven props with an internal hull-mounted motor. Wings and boom-mounted tail could be jettisoned if forced down at sea; the hull then served as a self-powered lifeboat with a small auxiliary motor. POP: 1, modified with a single direct-drive prop and external hull motor, and sold to USN, who designated it H [A2277], tested it, found problems with its features, and scrapped it on 6/9/19.
  Curtiss XBT-4 [29-295] (Dan Shumaker coll)

BT-4 1932 = O-1E converted as a trainer. POP: 1 prototype as XBT-4 [29-295], became Y1O1-E.
BT-32 SEE T-32.
  Curtiss XBT2C-1 (Curtiss)

BT2C (Model 98) 1946 = USN torpedo bomber, the last USN Curtiss. 2pClwM rg; 2500hp Wright R-3350-24W; span: 47'7" length: 38'8" load: 3707# v: 349/175/90 range: 1435 ceiling: 28,100'; ff: 1/24/46. Three-blade props at first, later four-blade. POP: 9 as XBT2C-1 [50879/50887] (s/ns from cancelled R5D-3 batch).
  Curtiss XBTC-2

BTC (Model 96) 1944 = USN torpedo bomber. 1pClwM rg; 3000hp P&W R-4360-14; span: 50'0" length: 38'7" load: 3963# v: 386/180/85 range: 1245 ceiling: 28,000'. Three-blade contrarotating props, four 20mm wing cannon. POP: 2 as XBTC-1 [31401/31402], redesignated as XBTC-2 with XR-4360-8A upgrade.
C-1 to -5 1914 = Original USN designations of E Flying Boat and MF, and one modified from Freak Boat. Redesignated as AB-1 to -5 later in 1914.
  Curtiss XC-10 [29-452] (USAAC Wright Field)

C-10 1929 = Robin W for USAAC, extensively modified for use in a radio-controlled aircraft test program. 110hp Warner R-420-1 (the only one ever used by the Army); span: 41'0" length: 25'1" v: 90/70/x. POP: 1 as XC-10 [29-452]. Could be flown with a pilot on board or by remote control with an operator on the ground flying the plane via a radio link. Engine was moved slightly forward and higher to the same level at the wing. Dihedral increased to 4.5 degrees, and tail and control surfaces were enlarged to permit the plane to fly slower. This one is sometimes confused with the much-later KC-10, a USAF tanker conversion of the commercial DC-10 airliner. The actual only other USAF military C-10 was on paper, when s/ns [68-10378/10392] were assigned to 15 British Handley-Page HP.137 Jetstreams that were never built.
  Curtiss C-30 (USAF Museum)

C-30 1933 = USAAC T-32 Condor with similar data. POP: 2 [33-320/321]. SEE Condor registrations
Curtiss-Wright CW-20 Mock-up of twin-tail prototype at 1939 NYC World's Fair (TKnL coll)

C-46 Commando (Model CW-20B) 1941 = Cargo and 50p troop transport, USAAF version of Curtiss-Wright CW-20 airliner. Two 2000hp P&W R-2800-43; span: 108'1" length: 76'4" load: 23,600# v: 269/183/x range: 1200 ceiling: 27,600'. $341,831; POP: 25 [41-5159/5183]. USN version was R5C; subsequent variations as C-55 and -113.
  Curtiss C-46A and "Little Friend" [41-5159] (USAAF)

C-46A (Model CW-20B) 1942 = First production; large cargo door, folding wall seats. $314,700 (>$354,714), $259,268 (>$271,127) in 1943; POP: 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], of which 2 were built by Higgins Industries (boat mfr), New Orleans LA.

  Curtiss XC-46B [43-46963] (USAF Musuem)

XC-46B (Model CW-20B-1) 1944 = Stepped windshield. 2100hp R-2800-34W. POP: 1 modified from C-46A [43-46963].

C-46C - Prototype built as C-46G instead.

  Curtiss C-46D with single door [44-77984]

C-46D, TC-46D (Model CW-20B-2) 1944 = Troop transport with revised nose, double loading doors. $233,377; POP: 1,410 [44-77295/77443, -77445, -77447/78544], of which an unknown number were modified as TC-46D trainers.

  Curtiss C-46E (USAAF)
  Curtiss C-46E Glider tug [43-47404] (Aerofiles coll)
  Curtiss C-46E Post-war civil [N30019] (Eddie Coates coll)

C-46E (Model CW-20B-3) 1944 = C-46A airframes with stepped windshield, single cargo door. POP: 17 [43-47403/47419].

  Curtiss C-46F [44-78774]

C-46F (Model CW-20B-4) 1945 = Engine modifications, squared wingtips, cargo doors both sides. $221,550; POP: 234 [44-78545/78778].

C-46G (Model CW-20B-5) 1945 = Two 2100hp R-2800-34W; stepped windshield. POP: 1 originally scheduled as C-46C [44-78945], converted to XC-113.

C-46H, XC-46K (Model CW-20E-2) - Planned modifications for double tailwheels and R-3350-BD engines cancelled by the Armistice, although a few other post-war C-46 mods were labeled as C-46H.

C-47J - Designation not used.

XC-46L (Model CW-20H) 1945 = Test-bed for 2500hp Wright R-3350-BD Double Cyclones. POP: 3 conversions.


  Curtiss C-55 [41-21041]

C-55 (Model CW-20A) 1941 = Single-tail prototype Curtiss-Wright CW-20T for evaluation as USAAF transport was rejected in favor of C-46. Projected name of Skytruck was not officially assigned. $363,600 (>$361,556); POP: 1 [41-21041], later as Lend-Lease to England and BOAC [GAGDI].
  Curtiss C-76 [42-86917] (Dan Shumaker coll)

C-76 Caravan (Model CW-27) 1943 = All-wood USAAF transport with top-hinged nose section for loading vehicles. 45pChwM rg; two 1200hp P&W R-1830-92; span: 108'2" length: 68'4" load: 9700# v: 192 range: 750 ceiling: 22,600'; ff: 1/5/43. $144,977; POP: 5 [42-86913/86917]. Production curtailed when anticipated metal shortage did not occur.
  Curtiss YC-76 [42-86918]

YC-76 1943 = Service testers. POP: 11 [42-86918/86928].

YC-76A 1943 = Fuselage mods. POP: 9 [42-86929/86937].


  Curtiss XC-113 [44-78945] (Peter Bowers coll)

C-113 (Model CW-20G) 1945 = 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—the ship was damaged in ground runs and never flew. POP: 1 as XC-113 [44-78945].
  Curtiss Carrier Pigeon (Frank G Tallman coll)
  Curtiss Carrier Pigeon Mail 602 (Dan MacMurray coll)

Carrier Pigeon (Model 40) 1925 = Mail plane. 1pOB; 400hp Liberty 12; span: (upper) 39'2" (lower) 41'11" length: 28'10" load: 1855# v: 120/105/52 range: 630. POP: 9 [NC27/31, NC33, NC35, NC37, C9344], most to Natl Air Transport. Prototype used in the 1925 Ford Air Tour for its shake-down flight (p: Charles "Casey" Jones).
  Curtiss Carrier Pigeon 2 [NC369N] (Frank Rezich coll)
  Curtiss Carrier Pigeon 2 [NC311N] (Dan MacMurray coll)

Carrier Pigeon 2 aka Carrier Pigeon CO (Buffalo) 1929 (ATC 237) = Mail plane for Natl Air Transport, larger and modernized version of its predecessor. 1pOB; 600hp geared Curtiss Conqueror, 3-blade prop; span: (upper) 47'6" (lower) 43'6" length: 34'6" load: 3388# v: 151/123/65 range: 580 ceiling: 12,200'. POP: 3 [NC311N, NC369N, NC985H].
  Curtiss CB [44-78945] (Harold Andrews via Peter Bowers coll)

CB Battleplane aka Liberty Battler 1918 = 2pOB; 400hp Liberty 12; span: 39'0" length: 27'1". Monocoque fuselage with laminated wood-strip skin; shoulder top wing. POP: 1 to Army [AS34632], and 3 cancelled [AS34633/34635]. Crashed after only a few test flights.
Challenger Robin (Model 50A) 1928 (ATC 63) = 3pChwM; 165hp Curtiss Challenger; span: 41'0" length: 24'1" load: 864# v: 118/102/47 range: 500. Two-door model with a tailskid for a brake. $7,500; POP: about 50. After building prototypes in Garden City, production was moved to St Louis early in 1928.
  Curtiss CO Prototype [185H] (K O Eckland coll)
  Curtiss CO [185H] and [727K] (Frank Rezich coll)
  Curtiss CO [727K] (Tom Yanul coll)

CO Condor (Model 53) 1929 (ATC 193) = 20pCB; two 600hp geared Curtiss Conqueror, replaced in production by 625hp GV-1570; span: 91'8" length: 57'6" load: 6326# v: 145/125/50 range: 550 ceiling: 17,000'. Theodore P Wright; ff: 7/21/29. POP: 6, of which the first three were modified Army B-2s; prototype [NC185H]. 3 production models had dihedral both wings, faired nacelles, larger tail. Load-carrying ability was legendary, very likely responsible for the often-repeated claim that all the pilot had to know was, "Can you still close the door?" SEE Condor registrations
CO-X SEE XPW-8.
Comet SEE Curtiss-Ireland.
Commercial (Model 4) 19?? = Unverified by Curtiss records but seen on DoC registers as a Curtiss product, this Siemens-powered high-wing cabin ship shares a Model number with the K flying boat but is unknown if a seaplane or landplane. POP: 1 [X9742] c/n 2-C. Two other undocumented "mystery ships," with neighboring registrations and Model numbers, appear on records as Curtiss Sport Trainer and Junior Transport (qv).
Courtney Amphibian SEE Curtiss-Wright CA-1.
CR, CF* - USN 1pOB twin-float and wheeled racers; *aka CF-1 as "Curtiss Fighter" (in USN's 1922 system, the manufacturer's initial came first).
  Curtiss CR-1 [A-6080]

CR-1 1921 = Conventional gear. POP: 1 [A6080]. Became CR-3.

  Curtiss CR-2 and Lt H J Brow [A6081] (Joseph Juptner coll)

CR-2 1921 = Original designation for CR-4. Flown by USN Lt Harold Brow to third place in the 1922 Pulitzer race, in which Curtiss ships took the first four places. POP: 1 [A6081], became CR-3.

  Curtiss CR-3 1923 Schneider winner (magazine clip)

CR-3 1921 = 450hp Curtiss D-12; span: 22'8" length: 25'1" v: 194. Winner of 1921 Pulitzer trophy race (p: Bert Acosta, v: 176.7) and 1923 Schneider trophy (p: Lt Rittenhouse) [A6080/A6081]. Originally designated CR-1 and C-2. POP: 1.

CR-4 1923 = CR-1 with pontoons and CR-2 redesignated and modified to an unknown extent. Set seaplane speed record of 188mph in 1924. POP: 2 [A6080/6081].


  Curtiss Crane (Museum of Flight/Hatfield coll)

Crane 1924 = Amphibious version of 1920 Seagull.
CS (Model 31) - USN torpedo bomber with longer lower wing. 2pOB and OBF; 525hp Wright T-2; span: 56'6" length: (land) 38'5" (sea) 40'3" load: (land) 3218# (sea) 3280# v: 101/x/53 range: (land) 452 (sea) 430 ceiling: (land) 9,100' (sea) 6,900'. Also produced by Martin as Martin SC-1 and -2.
  Curtiss CS-1 (postcard)

CS-1 1923 = POP: 6 [A6500/6505].

CS-2 (Model 32) 1923 = 585hp Wright T-3; span: (upper) 52'3" (lower) 56'7" v: 105 range: 1020 ceiling: 4,020'. POP: 2 [A6731/6732], modified by NAF as CS-3.

CS-3 1924 = CS-2 with geared T-3 engine. POP: 1 [A6731]. Production as modified Martin T3M-1/-2.

CS-4, -5 = USN modifications. No data or s/ns found.

CS-6 1924 = CS-1 converted as torpedo-bomber with T-3A engine, POP: 1 [A6503].


  Curtiss CT-1 [A-5890] (1922 Aircraft Year Book)
  Curtiss CT-1 [A-5890] (USN)

CT (Model 24) 1921 = USN torpedo bomber. 2pOlwMF; two 350hp Curtiss D-12; span: 65'0" length: 52'0" load: 3524# v: 107/x/58 range: 350 ceiling: 5,300'. Twin booms, twin tails, twin floats. POP: 1 as CT-1 [A5890]; 8 more ordered, then canceled but issued s/ns [A5891/5898].
CT-32 SEE T-32.
  Curtiss D Display replica (USAF Museum)
  Curtiss D-II Old Rhinebeck replica [N68014] (Ian MacFarlane)
  Curtiss D Headless Hoisting aboard Pennsylvania (Aviation Heritage)

D (Standard D), D Tractor, D Hydro (San Diego) 1911 = 1pOB and OBF; 35-40hp Curtiss pusher; span: 26'3" to 33'4" length: generally 25'9". This basic tricycle-gear design, a direct descendant of the Model 1 Golden Flier, was continually in development, represented many variations and motors, and gave rise a generic use of the term, "Curtiss Pusher." Other powerplants went up to 75hp, and within this major design came Roman-numeral variations. D-II had a single front elevator, double-surfaced wings with ailerons mounted on the rear of the wing struts. D-III (D Tractor) with 60hp Curtiss V-8 was for USN evaluations, modified into a tractor configuration with a pilot's seat aft of the motor, had interconnected elevators front and back, shortened front booms and the planes moved inward, and was the transition to the long-wing Headless. It also was the first airplane to fly (SEE comment below) to and from the deck of a ship (cruiser USS Pennsylvania,) on San Francisco Bay, 1/18/11 (p: Eugene Ely), and the first aircraft to be hoisted aboard a ship (USS Pennsylvania,) on 2/17/11, in San Diego (p: Curtiss). D-IV eliminated all the forward booms and evolved into D-V as the military "war" machine (51hp V-8), with the USN its principal buyer. D-III [AS2] and D-IV were the first Curtiss machines purchased by the Army, in March 1911. One modified as Curtiss Triplane. SEE ALSO 2, Rheims Racer above, Curtiss Sales Booklet, and Curtiss Boats

[About Curtiss' hoisting demonstration aboard USS Pennsylvania on 2/17/11 with his float-modified D Headless as flying boat]: Most accounts tell of Curtiss taking off and flying to the cruiser amidst ringing bells and blowing whistles, then flying back to camp after the hoist demonstration. The fact is Curtiss had never flown that plane as a tractor and when he took off, it leaped into the air alarmingly. He cut the throttle, and the plane hit the water with a resounding "smack!" Fortunately, the hull did not split, as they were known to do, and Curtiss proceeded to the hoisting demonstration as recorded, but on the surface. [Curtiss taxied from his camp at North Island to the ship and back.] The airplane never flew again. (— Waldo Waterman)
  Curtiss D (Museum of Flight)

D Flying Boat (San Diego) 1912 = 2pOBFb; 60hp Curtiss V-8 and two chain-driven tractor propellers; span: 33'4" v: 60. Long-hulled (20') seaplane had an electric starter. Technically the world's first flying boat (conflicting with D Hydro's flight in 1911), although its performance was marginal at best and overshadowed by the 1912 E Flying Boat; ff: 1/10/12 (p: Curtiss). POP: 1, although a non-flying prototype might have been built previously at Hammondsport and another at San Diego as prototype USN flying boat.
D Hydroaeroplane SEE D-8.
D-2 Canoe Machine, D-4 Headless (San Diego) 1910 = 1pOBFb; 33-40hp 4-cyl Curtiss pusher; span: 33'4" length: 25'9". The first of Curtiss' production seaplanes was built around a hull designed by F W Baldwin. The plane never flew and, after May 1910 taxi tests, the project was shelved to concentrate on production aircraft. The hull was shipped to San Diego in Nov 1910 for further testing as D-4, which evolved into D-8.
  Curtiss D Hydro Preparing for first flight from water at San Diego, 1911 (postcards)
D-8 Canoe Machine, D Hydro (San Diego) 1911 = 1p headless OBF; 60-75hp Curtiss V-8 pusher; span: 26'3". Standard D converted to a seaplane with a large main float and wingtip stabilizing pontoons. Modified with retracting wheels as Triad. Evolved into D Hydro. Using spruce pontoons built by Baker Machine Co, San Diego, and knowledge acquired at AEA, Curtiss finally succeeded in a water take-off and landing in San Diego harbor on 1/26/11, and is credited with being the first to do so, at least in this country. There is contention over Curtiss' international claim as Henri Fabre had accomplished a water take-off in his Hydroavion canard monoplane on 3/28/10, at Martigues, France, a feat documented by a photograph and an eyewitness report that Fabre's machine rose to about 60' above the surface for a distance of about 1,600'. However, his airfoil pontoons prevented a water landing, so it seems that credit should at least be shared with Curtiss.

[About Curtiss' unsuccessful first attempts to take off from the ocean in his float-converted D-8 landplane] ... It was not that the wheels were too heavy, but that they did not retract and their drag in the water prevented flying speed attainment. As a matter of fact, the [subsequent] retractable wheel combination was the heavier of the two. (— Waldo Waterman)
D-12 SEE Falcon Conqueror Mailplane.
D, E Triplane SEE Triplane.
  Curtiss E Hydro Uncertain model, possibly at Lake Keuka (E Wandeweghe 1912)

E (Standard E) 1911 - 2p headless version of Standard D with various Curtiss motors and larger wing panels; span: from 28'8" length: from 25'9". As with D models, variants were indicated by numerals. Army (Signal Corps) models were [AS6, AS8]. SEE Curtiss Sales Booklet and Curtiss Boats
E-4 1911 = 40hp 4-cyl; v: 40. $4,500.

E-8, E-8-75 Hydro 1911 = Standard E with various Curtiss motors: E-8 had 60hp V-8 (v: 55, $5,000); E-8-75 had 75hp V-8 (v: 60, $5,500).

E-75 1911 = Hydro with detachable 16' float ($6,000) became the A-1, which was accepted in 1911 by USN as their first aircraft; 60hp Curtiss S-6; span: 36'11" length: 31'8" v: 44. POP: 3. A-2, AX-1 and E-1 models soon followed.


  Curtiss E Flying Boat Possible C-1 (postcard)
  Sperry-Curtiss E
  Curtiss E Flying Boat Curtiss School dual trainer with Ray Morris (l.) and Beckwith Havens (r.) (Curtiss Museum)

E Flying Boat 1912 = 2-3pOBFb; 80-100hp OX pusher; span (typical): 37'0" length: 27'9". Credited as being the world's first successful flying boat, although it was actually preceeded by the D Flying Boat. 26' wood hull had six watertight bays; Standard E wings with added diagonal extensions to the tips; small interwing ailerons. Often mistakenly identified as an early version of F, many design variations appear, some with spans to 40'—the Marshall Reid model (SEE following) had bowed-out cockpit sides to facilitate shoulder-yoke movement of the ailerons; the Lawrence Sperry model (aka Sperry-Curtiss E) had a Sperry-designed retractable beaching gear and a huge, bulbous nose; Jack Vilas' 400-mile-range Special had 40'0" top wing and 31'3" lower wing, length: 26'0", and a 90hp OX; the "School Machine" had a folding boarding ramp built into its nose, and a bilge pump (this plane is in the NASM collection); the $6,000 "Sport Boat" seated three and had the 80hp Curtiss OX. Later models were fitted with the diagonal Goodier strut from top wing to front of cockpit to prevent the motor from tumbling into the cockpit in case of a "strong" landing. POP: total production unknown, but 1 recorded to USN as C-1, and 2 to Signal Corps [AS22, AS23] as the Army's first seaplanes. SEE ALSO Curtiss Boats

Bowers claims that there was no such model as a Curtiss Model E flying boat, but Louis Casey's book on the early, mostly Hammondsport-built, models calls this one the 1913 Curtiss E Flying Boat. He gives extensive photographic coverage, including the one built for a Marshall Reid, with a shot of Reid in his boat on a dock at Hammondsport. (— Jack Erickson 9/15/00)

Until 1914 the F-boats were in "the development stage," as were most of the Curtiss machines of that period. In 1914 it became necessary to "standardize" in anticipation of military orders. The only E-boat was the first successful flying boat that had the same wing panels as the landplane and hydroplane E models; after that the spars were continuous from hull to tip, not separate sections as in the E. The triangular panels that seem to cause so much confusion were optional add-ons until the dimensions of the wing panels became standardized for the later 1914 F-boats. (— Lew Casey 8/18/02)
  Curtiss E Reid Marshall Reid variant (postcard)
  Curtiss E Reid Nice view of hull (John Diele coll)

E Reid Hydroaeroplane 1913 = 75hp V-8 pusher; span: 28'8" length: 25'9".

E-1 SEE A-2
E-8 SEE E (Standard E)
  Curtiss Eagle III 1921 Army hospital ship [64243] (USAAC)
  Curtiss Eagle III Prototype (Curtiss ad via John K Lewis)
  Curtiss Eagle cockpit and cabin

Eagle 1919 = 2-10pCB; ff: 8/x/19. First tri-motor built in the US had an all-plywood fuselage and streamlined twin-wheel fairings. Distinctive by its graceful, avian paint scheme. William Gilmore. POP: 3; 1 tri-motor Eagle I with single rudder (150hp Curtiss K-6; span: 61'4" length: 36'9" load: 2320# v: 107/75/55 range: 350-475), 1 twin-motor Eagle II with two small added rudders (400hp Curtiss C-12 on each wing; span: 64'4" length: 36'7" load: 3380# v: 125/88/56 range: 750), and 1 single-motor Eagle III (400hp Liberty 12; span: 64'4" length: 36'0") that resulted in an Army contract for 3 more of this type [AS64242/64244].
EC-1 Scout 19?? = No data. Civil reg [2120].
  Curtiss Ely (postcard)

Ely Monoplane 1910 = 1pOmwM; Curtiss pusher. Eugene Ely. Essentially a single-wing version of Model E with a very small stabilizing top wing, built by Curtiss for Ely's exhibition tours.
  Curtiss Falcon Export on floats (Joseph Juptner coll)

Export Falcon (Model 37F) 1928 = 2pOB; 450hp Curtiss D-12, later 712hp Wright R-1820F-2. POP: 1 prototype single-float O-1B with D-12 sold to Colombia brought an order for 15 more, as well as 10 ordered by Peru; in 1931, 100 O-1G landplanes and twin-float seaplanes with 712hp Wright to Colombia, and about 10 O-1E were license-built in Peru (along with some P-1 Hawks), which about 8 reportedly went to Brazil in 1932 for use in its Provincial revolutionary war.
  Curtiss F Boat [A-2332] (USN)

F Boat1916 = USN patrol. 1pOBFb; 100hp Curtiss OXX pusher; span: 45'1" length: 27'10" v: 69 range: 390. POP: 90 [A386/387, A390/393, A408, A2279/2281, A2295/2344, A4079/4108, A5258], 1 as one of the "American Transoceanic F Boat" [A3332], 54 as a mix of "F and MF Boats" [A4349/4402], plus 11 by Alexandria [A5024, A5247/5256] and 1 each by Briggs [A3327] and Carolina Aircraft [A4343]. These could likely be among the Curtiss Flying Boats that follow (or in the MF entry), but are seen on many records and inventories as just F Boats, so are listed separately here to slim down any possible confusion. SEE ALSO Curtiss Boats
  Curtiss F 1918 (USCG)
  Curtiss F
  Curtiss F Long-wing at North Island (John Diele coll)

F Flying Boat, MF 1913 = 2pOBFb; 75hp Curtiss O pusher; span: 34'10" length: 26'4" (>26'0") range: 220. Mahogany hull, full-spar wings with wide interplane ailerons. Equipped with a Sperry lighting system in 1916; MF and later models had 90hp OX and 100hp OXX. Data showing span: 38'4" (41'8" with extended ailerons) and length: 23'7" are specific referrals to a 5p McCormick Flying Boat, custom-built for International Harvester Corp president Harold F McCormick, that was later modified into a tractor version (span: 34'10' length: 26'0"). POP: about 50 civil, about 250 larger MF for military and export (the latter figure most likely includes the 1916 MF). Army models were [AS15, AS34, AS39, AS49]. The first one made history as being the Army's first flying boat, and another carried a Sperry gyro stabilizer in 1914. To USN as C-2 to -5 by way of AH-2 to -5. Design became the postwar 4p Seagull. SEE ALSO Curtiss Boats
  NAF-Curtiss F-5L [A-3606] (USN)
  Curtiss F-5L Aeromarine Airways (National Archives)

F-5, PN-5 1918 = USN patrol. 3pOBFb; two 400hp Liberty 12A; span: 103'9" length: 49'4" v: 90 range: 830 ceiling: 5,500'. Essentially a copy of the British Felixstowe F-5, which itself was based on Curtiss H-12 and -16. POP: 60 as F-5L [A4281/4340], plus 2 by NAS Hampton Roads [A4036/4037], 137 by Naval Aircraft Factory [A3559/3692], and 30 by Canadian Aeroplane Co [A3333/3362]. Redesignated as PN-5 in 1922. Conversions in 1920-21 as Aeromarine 75 civil transports for Aeromarine Airways' fleet.
F-6 SEE NAF F-6L.
F-87 SEE XP-87/XF-87.
F2C, F3C, FC 1923 = Metal-framed evolution of TS.
F3C - Interim design designation for R3C-1 racer; never officially applied.
  Curtiss F4C-1 [A-6689] (USN)

F4C (Model 39) (Hall) 1924 = Similar to TS-1 but with raised, attached lower wing and 200hp Wright J-4; span: 25'0" length: 18'4" load: 680# v: 126/x/49 range: 525. POP: 2 as F4C-1* [A6689/6690]. * Although experimentals, these did not have an "X" prefix as the Navy did not adopt that classification until 1927.
F5C - Designation cancelled to avoid confusion with then-active F-5 flying boats.
F6C - USN land and sea version of AAC P-1 Hawk; 410hp P&W R-1340; span: 31'6" length: 22'8" load: 748# v: 164/110/59 range: 350 (data for F6C-4).
  Curtiss F6C-1 [A-6970] (USN)

F6C-1 (Model 34C) 1925 = POP: 9 [A6968/6976], of which the last 4 converted to F6C-2 before delivery, 2 converted to F6C-3 [A6970, A6972], and 1 converted as prototype F6C-4 [A6968].

  Curtiss F6C-2 (USN)

F6C-2 (Model 34D) 1925 = POP: 4 converted from F6C-1 [A6973/6976].

  Curtiss F6C-3 [A-71x5] (USN via K O Eckland coll)

F6C-3 (Model 34E) 1927 = Experimental radiator. POP: 2 converted from F6C-1 [A6970, A6972], 34 production [A7128/7162], and 1 modified as F6C-6 racer [A7147].

XF6C-3 1927 = POP: 1 conversion of F6C-3 for test work [A7136].
  Curtiss F6C-4 USMC with misapplied underwing insigne (W T Larkins coll)
  Curtiss F6C-4 on Macchi floats (NAS Pensacola)
  Curtiss F6C-4 Controllable-pitch prop test [A7398] (National Archives)

F6C-4 (Model 34H) 1927 = POP: 30 [A7393/7423] and 1 modified from F6C-1 [A6968], in turn converted to XF6C-5. [A7403] repowered as XF6C-7.
XF6C-4 1927 = First F6C-4 diverted as a test-bed. POP: 1 [A7393].
F6C-5 1927 = Converted from F6C-4, 525hp P&W R-1690 Hornet. POP: 1 as XF6C-5 [A6968].

  Curtiss F6C-6 [A7144] (W F Yeager via Bowers coll)

F6C-6 1929 = Sleeked-up NAR racer converted from F6C-3 with internal oil cooler. POP: 1 [A7144].

  Curtiss XF6C-6 [A-7147] (USN via W T Larkins coll)

XF6C-6 1930 = 1pOhwM racer highly modified from F6C-3 with 400hp Curtiss D-12 and lower wings removed; floats and panted wheels. POP: 1 [A7147]. After winning the 11th annual Curtiss Marine Trophy Race on twin floats 5/31/30, USN Capt Arthur H Page went to the National Air Races at Chicago with a land version of the racer. He crashed fatally in the 17th lap of the Thompson Trophy Men's Free-For-All Race on 9/1/30, ending the Navy's involvement in air racing.
  Curtiss XF6C-7 [A7403] (Peter Bowers coll)

F6C-7 1932 = F6C-4 as engine test-bed for 450hp inverted Ranger SGV-770. POP: 1 as XF6C-7 [A7403]. Converted at Naval Aircraft Factory.

F7C Seahawk - USN fighter. 1pOB and OBF; 450hp P&W R-1340B; span: 32'8" (>30'8") length: 22'2" (>22'7") load: 744# v: 155/151/x range: 330-355 ceiling: 22,100'; ff: 2/28/27.
  Curtiss F7C-1 [A-7663] (Gene Palmer coll)
  Curtiss F7C-1 with Reed tandem props [A-7655] (Curtiss-Wright)

F7C-1 Seahawk (Model 43) 1928 = POP: 17 [A7654/7670].
  Curtiss XF7C-1 Prototype [A-7655] (Gene Palmer coll)

XF7C-1 Seahawk 1927 = $82,450; POP: 1 [A7653].
XF7C-2 = 575hp Wright Cyclone. POP: 1 converted F7C-1.

XF7C-3 = Demonstration prototype intended for Chinese AF. Crashed on its maiden flight. POP: 1.


F8C, OC, O2C - USN/USMC version of Army A-4 Falcon with 425hp P&W R-1340; span: 32'0" length: 25'11" load: 1478# v: 137/115/58 range: 378.
F8C-1 Falcon 1928 = POP: 4 [A7945/7948] and 1 from XF8C-1 [A7671]. All became USMC OC-1.
XF8C-1 Falcon (Model 37D) 1928 = POP: 2 [A7671/7672]. The first became F8C-1 and the latter became XOC-3 in 1930.
  Curtiss XF8C-2 [A-7673]

F8C-2 Helldiver (Model 49) 1928 = First Helldiver prototype had unique main fuel tanks built into the sides of its forward fuselage (as did Vought O2U). 450hp R-1340; v: 145/x/55 range: 333; ff: 11/x/28. POP: 1 as XF8C-2 [A7673]. Crashed on a factory test flight on 12/23/28, was replaced without charge, and retained the s/n.

F8C-3 1928 = POP: 21 [A7949/7969] included 3 to USMC. All became OC-2.

  Curtiss F8C-4 [A-8428] (Clark Scott coll)

F8C-4 Helldiver (Model 49B) 1930 = 460hp P&W R-1340-88; span: 32'0" length: 26'0" load: 1270# v; 137/116/60 range: 450 ceiling: 19,800'. $10,500-15,500; POP: 25 [A8421/8445].

  Curtiss XF8C-4 [A-8314] (Dan Shumaker coll)

XF8C-4 Helldiver (Model 49A) 1929 = Second prototype had new tailskid assembly. $61,894; POP: 1 [A8314].
  Curtiss F8C-5 [A-8589] (William T Larkins)

F8C-5 Helldiver 1930 = Ring cowling. $10,450-10,948; POP: 63 [A8446/8456, A8589/8597, A8748/8790]. Later models became O2C-1.

F8C-6 Helldiver 1930 = F8C-5 modified as with supercharger, wing flaps and slats for testing. POP: 2 as XF8C-6 [A8446/8447], became O2C-1.

  Curtiss XF8C-7 [A-8845] (Clark Scott)

F8C-7 Helldiver 1930 = Redesignated from USN Secretary Ingall's sleek A-4 Helldiver personal transport (Ingalls was the USN's only WW1 ace). $19,934; POP: 1 [984V] c/n 1, later USN redesignated as XF8C-7 aka Cyclone Command [A8845] and XO2C-2.

F8C-8 Helldiver 192? = Initially XF8C-8 aka Military Cyclone Helldiver but registered as Helldiver A-3, redesignated as XO2C-2. $27,433; POP: 2 [A8848/8849], the first one was Curtiss' civil demonstrator [983V] (also c/n/1).

  Curtiss O2C-1 (G S Williams coll)
  Curtiss O2C-1 [A-8782] (National Archives)

O2C-1 Helldiver 1930 = USMC. $11,819; POP: 30 production [A8941/8970] and 63 redesignated from F8C-5 [A8446/8456, A8589/8597, A8748/8790].

O2C-2 Helldiver 1930 = USMC. 575hp Wright R-1820-64; v: 171. Front cockit had a canopy. POP: 3 converted from XF8C-8 [A8847/8849], the first one seen still wearing the factory's civil number [983V] on its tail. This model became XF10C-1 on paper only, then XS3C-1, finally reverted to O2C-2.

  Curtiss O2C-2 (USN)

XO2C-2 1930 = USMC. Redesignated from and, after service testing. back to XF8C-7. POP: 1 [A8845].
  Curtiss OC-1 [A-7945] (W T Larkins coll)

OC-1 1928 = USMC. POP: 2 redesignated from XF8C-3 [A7671/7672] and 4 from F8C-1 [A7945/7948].

  Curtiss OC-2 (USN)

OC-2 1928 = USMC. POP: 21 redesignated from F8C-3 [A7949/7969].

  Curtiss XOC-3 [A-7672] (USN/USMC)

OC-3 1930 = Modified XF8C-1 with rounded fuselage, 600hp Curtiss H-1640; sister ship of Army XO-18. POP: 1 as XOC-3 [A7672].


F9C Sparrowhawk - USN "skyhook" satellite (or parasite) scout/fighter for dirigibles ZR-3 Los Angeles, ZRS-4 Akron, and ZRS-5 Macon had gull top wings, ring cowl, and a hook-up trapeze on its center section. Innovative concept was defeated by plane's poor combat capabilities. SEE ALSO Consolidated N2Y-1, Sperry Messenger, Vought UO-1, Waco XJW-1 airship planes.
  Curtiss XF9C-1 [8731] (Clark Scott coll)
  Curtiss XF9C-1 [8731] (Leo Opdyke coll)

XF9C-1 (Model 58) 1931 = 1pOB; 420hp Wright R-975C or R-975-22; span: 25'6" length: 19'5" load: 760# v: 177/155/65 (>176/141/x) range: 325 ceiling: 19,200' (>22,600'). Armament: two .30 machine guns on top of the nose. POP: 1 [8731]; scrapped in 1936.

  Curtiss XF9C-2 Civil prototype [986M] (Curtiss)

XF9C-2 1931 = Specs similar to XF9C-1; 440hp Wright R-975E-3; load: 659# v: 181/140/x. $24,426; POP: 1, originally civil [986M=9264]; destroyed in a crash 1936.

  Curtiss F9C-2 [9056] (USN)
  Curtiss F9C-2 "Akron Fighter" (USN)
  Curtiss F9C-2 Formation (USN)

F9C-2 1932 = span: 25'6" length: 20'2" load: 662# v: 176/138/x range: 297 ceiling: 19,200'; ff: 4/14/32. Partial wheel pants, increased rudder area. $22,965-29,953; POP: 6 [9056/9061]. The last 4 were lost with the crash at sea of Macon on 2/12/35, [9056] donated to Smithsonian in 1940, [9057] scrapped in 1937.


F10C SEE S3C.
F11C, BF2C, BFC Goshawk (Models 64, 67) - USN development of AAC P-6 as carrier fighter and bomber. 1pOB and OB rg; 600hp Wright R-1510; span: 31'6" length: 22'7" v: 193*/187/x ceiling: 25,400'. Redesignated as BF2C/BFC in 1934. *216 with retractable gear. Exports to China as Hawk II/III/IV.
  Curtiss BF2-C1 [9269] (USN)

BF2C-1 (Model 67A) 1934 = POP: 27 [9586/9612].

  Curtiss XF11C-1 (NASA)
  Curtiss XF11C-1 (USN)

XF11C-1, XBFC-1 (Model 64) 1932 = P-6E fuselage with XP-23 wings; ff: 5/25/32. POP: 1 [9219], became XBFC-1.

  Curtiss XF11C-2 [9213] (Curtiss)

XF11C-2, XBFC-2 (Model 64A) 1932 = POP: 1 [9213], became XBFC-2.

  Curtiss F11C-2 [9270] (Clark Scott coll)
  Curtiss BFC-2 of VB-2B [9273] (USN Museum)

F11C-2, BFC-2 1932 = POP: 28 [9265/9282, 9331/9340], redesignated BFC-2.

  Curtiss XF11C-3 (Gene Palmer coll)
  Curtiss XBF2-C1 [9269] (USN Museum)

XF11C-3, XBF2C-1 (Model 67) 1932 = Manually-retracting gear. From F-11C-2, became XBF2C-1. POP: 1 [9269].


  Curtiss XF12C-1 (USN via Arvid Olson coll)

F12C (Model 73) 1933 = USN fighter. 2pChwM rg; 625hp Wright SGR-1510-92; span: 41'6" length: 29'1" v: 217/185/64 range: 740 ceiling: 22,500'. Swept-back, folding parasol wing with slots and flaps. POP: 1 as XF12C-1 [9225], became XSBC-1 scout-bomber in 1934.
F13C (Model 70) - USN fighter. 1pChwM rg; 600hp Wright SGR-1510-A2; span: 35'0" length: 25'9" v: 242/224/67 range: 864 ceiling: 28,500' (data for XF13C-1).
  Curtiss XF13C-1 (Curtiss)

XF13C-1, XF13C-3 1933 = POP: 1; converted to XF13C-2 [9343], then back, finally went to USMC as XF13C-3 with 700hp XR-1510-12; v: 232 ceiling: 24,100'.

  Curtiss XF13C-2 (USN)

XF13C-2 1933 = XF13C-1 modified as biplane with a shorter-span low wing, then reverted; v: 205 ceiling: 28,700'.


F14C - USN fighter. 1pClwM rg; 2200hp Lycoming XH-2470; span: 46'0" length: 37'9" load: 2823# v: 386 range: 950.
XF14C-1 1943 = POP: 1 [03183], converted to -2; another was cancelled after wind tunnel tests [03184].

  Curtiss XF14C-2 (W T Larkins coll)

XF14C-2 (Model 94) 1944 = 2300hp Wright XR-3350 with 6-blade contraprop; ff: 7/x/44. POP: 1 developed from XF14C-1 airframe [03183]. Pressurized-cabin version as XF14C-3 cancelled in design stage.


  Curtiss XF15C-1 (Peter Bowers coll)

F15C (Model 99) 1945 = USN carrier fighter. 1pClwM rg; P&W R-2800-34W Double Wasp + 2700# Allis-Chalmers J36 (licensed de Havilland H-1B) turbojet; span: 48'0" length: 44'0" load: 3982# v: (both engines) 432 (P&W only) 322/163/x range: 1385 ceiling: 41,800'; ff (with P&W only): 2/27/45. Turbojet for use in climbs and combat only; P&W for economy cruising. POP: 3 as XF15C-1 [01213/01215] (s/ns from a cancelled SB2C-1 batch). The first crashed on a landing approach in May, killing test pilot Lloyd Child; the other two were modified with a T-tail to overcome control problems (ff with both engines: 7/9/45).
Falcon 1910 = 1pOB; 30hp Curtiss pusher. Flown by Whipple Hall and J C "Bud" Mars in exhibitions. Toured Japan, Korea, and the Philippines in 1911 with reported great success.
  Curtiss Falcon II [X14369] (1936 Air News)

Falcon II (Model 72) 1934 = The omega Falcon. 2pCB; 745hp Wright Cyclone SR-1820F-53 ; span: 38'0" length: 26'6" load: 1320# v: 211/183/60 range: c.500 ceiling: 26,000'. Single-strut undercarriage with wheel pants, NACA cowling, full-canopied cockpits, convertability as warplane. POP: 1 [X14369] c/n F-1-37; crashed in a dive test on 11/6/34 when its wings collapsed. SEE ALSO Export Falcon.
  Curtiss Falcon D-12 Mailplane [C301E] (Dan MacMurray coll)
  Curtiss Falcon demo [NR310E=F-AIUL] (Gene Palmer coll)

Falcon Conqueror Mailplane aka D-12 Mail Plane 1928 (ATC 213, 2-37) = 1pOB; 600hp geared Curtiss D-12 Conqueror; span: 38'0" length: 28'3" load: 1898# v: 160/136/66 range: 475 ceiling: 18,000'. POP: 1 [C301E] c/n 15, to Natl Air Transport, refitted in 1930 with Liberty 12 under (2-37) as a French demonstrator for European sales [F-AIUL].
  Curtiss Falcon Liberty Mail [210E] (Dan MacMurray coll)
  Curtiss Falcon Lindbergh Special [C7455] (Peter M Bowers coll)

Falcon Liberty Mailplane 1928 (ATC 103, 2-31, 2-71, 2-287) = 1p OB; 435hp Liberty 12; span: (upper) 38'0" (lower) 35'0" length: 27'7" load: 1925# v: 145/124/66 range: 660 ceiling: 13,500'. POP total Falcon: 20 listed in order of c/ns 1 to 20 [X5988, x, C7455, x, 7431, 310E, C112E, X/NC208E, C209E/C214E, 301E, 8670, C255H/C258H] ('x' indicates unfound regs for c/ns 2 and 4). [X5988] and [C7431] to TAT, the latter having a passenger cabin in the cargo area. [C7455] was modified in 1930 under (2-71) as a 2p as Lindbergh Special for Anne and Charles Lindbergh in "pathfinder" route mapping, then refittted in 1935 with 575hp Wright Cyclone under (2-287) for PanAm-Grace Airways' mail service in South America. [C214E] went to an unspecified "aviation exploration" service. [301E] was the sole Falcon Conqueror Mailplane listed above. 3 were sold to Wright Aeronautical Corp in 1932 as Wright Falcon, one for use in high-altitude testing of its R-1820F-2 engine, and the rest were in service with Natl Air Transport. Original (2-31) was replaced by (ATC 103) when production got underway. Three former NAT planes [NC112E, NC258H, NC310E] were involved in liquor smuggling—the first and last were seized by Treasury agents and "donated" to USCG, [NC258H] was set afire on a pasture by its pilot before he headed for the trees.
FC SEE F2C.
FL (Model 7) (Marblehead) 1916 = 2pOswTF; 100hp Curtiss OXX-3; span: 27'10". First of Curtiss' ideas of blending two types as one, in this instance L wings on an F hull. $6,000; POP: 1 to Trans-Oceanic Air Lines.
  Curtiss Fledgling Restoration [NC868N] (Dick Hopkins)

Fledgling (Model 51) 1928 (ATC 191, 2-59) = 2pOB; 170hp Curtiss Challenger; span: (upper) 39'1" (lower) 39'5" length: 27'8" load: 696# v: 102/88/45 range: 345. T P Wright. Commercial version of USN N2C-1. POP: about 108 [NC540 (c/n 1), NC250H/254H, NC259H/274H, NC271Y, NC290H/299H, NC460K/489K, NC650M/656M, NC8660/8698, NC868N, NC966M/967M et al], of which 4 exported to Canada [NC264V=CFACA, NC868N=CFACC, et al] and 1 to Czechoslovakia. (2-59) authorized prototypical military conversions.
  Curtiss Fledgling J-1 [NC8663]

Fledgling J-1 1929 (ATC 266, 2-472) = Fledgling with 165hp Wright J-6; span: (upper) 39'1" (lower) 39'5" length: 27'10" load: 696# v: 104/88/45 range: 350 ceiling: 11,650'. POP: 4 conversions [NC8663, NC8677, NC8690/8691], of which the last was refitted with 220hp J-5 as J-1 Special under (2-472) and temporarily re-registered [NS39] for CAA use.

  Curtiss Fledgling J-2 (art: K O Eckland)

Fledgling J-2 1929 (ATC 269) = Fledgling with 245hp Wright J-6-7; length: 28'3" load: 888# v: 115/100/48 range: 540 ceiling: 15,200'. POP: 2 conversions [NC463K, NR274H=NC965M], 13 exports to Colombia. USN version was N2C-2.

  Curtiss Fledgling Junior [NC290H]

Fledgling Junior 1929 (ATC 182) = 2pOB; 170hp Curtiss Challenger (also Wrights J-6-5 and J-6-7 tested); span: 27'10" length: 27'8" load: 671# v: 107/91/50 range: 360 ceiling: 10,600'. POP: 1 short-wing conversion of [NC290H].

Guardsman (ATC 2-59) 1929 = Proposed Challenger civil/military export version acquired a Group-2 Memo for 2 prototypes but was not implemented,


Flying Fish aka Flying Boat #2 1912 = 1pOBFb; 75hp Curtiss O. First successful flying boat. A flat-bottom hull that led to futile attempts to break the surface was replaced by a stepped-hull for its first flight in July 1912.
Freak Boat 1913 = 1pOBFb. So named because its small wing gap necessitated mounting the motor under the top wing. POP: 1. After modification, it went to USN as C-1.
Curtiss G (Peter Bowers coll)

G Scout 1913 = Army. 2pOB; 80hp Curtiss O; span: 38'4" length: 24'0" v: 52. Side-by-side seats. POP: 2 [AS21/22].
Goshawk SEE Hawk II.
GS-1 1918 = USN scout. 1pOTF; 100hp Gnôme rotary; single pontoon. GS = "Gnôme Scout," a one-time designation for our military. POP: 1 [A868], delivered to USN on 1/1/18, written off after a landing accident on 4/1/18.
GS-2 1918 = USN scout. 1pOBF and 1pOT; 100hp Gnôme rotary. Little was recorded about the GS models other than for test pilot's comments about their tail-heaviness. POP: 6 [A445/449, A868], with the last one modified as GS-1 triplane.
Guardsman SEE Fledgling,
  Curtiss Gulfhawk [NR982V] (Morris A Koshchuk coll)

Gulfhawk (Hawk 1-A) 1931 = 1pCB; 600hp Wright Cyclone; span: 31'6" length: 22'10" load: 802 v: 155/x/57 range: 450. Although most resembling AAC YP-20, this hybrid came from parts at the Curtiss factory and was built for exhibition pilot Alford "Al" Williams for use until 1936. POP: 1 [NR636E=NR982V] (a second, similar machine was built for Standard Oil Co as Essohawk.) After a crash, it was refitted in Aug 1931 with 575hp Bliss Jupiter, then after another crash with 710hp Cyclone (which went to Grumman Gulfhawk II). Originally sponsored by Sohio Oil Co, the ship was painted bright red. Gulf Oil Co sponsorship came in 1933 and colors were changed to orange and white. Located in 1958 at a NYC trade school by Frank Tallman and restored with 600hp P&W Wasp. Last known on display at USMC Museum, Quantico VA.
  Curtiss H-1 America (postcards)

H-1 America 1914 = 2pCswBFb; two 90hp Curtiss OX pushers; span: 74'0" length: 38'0". B Douglas Thomas, Glenn Curtiss; ff: 6/23/14 (p: Curtiss). Built for retailer Rodman Wanamaker to compete for London Daily Mail £10,000 prize for first transatlantic flight, but the event was cancelled by WW1. The world's first two-motored flying boat was tried with a third OX-5 atop the wing center-section, but that proved impractical. $25,000; POP: 1.
H-2, H-4 America (Model 6) 1914 = Export version of H-1. POP: 1 H-2 and 11 H-4 to British Admiralty, with 4 of the latter assembled in England by S E Saunders Co, plus a second order for 50 more in 1915. Design led to British and Canadian license-built Felixstowe F.5L design.
H-8 1916 = Larger 4p version of H-4 with 160hp Curtiss was prototype for USN H-12. POP: 1, sold to Fleet Air Arm.
  Curtiss H-10 Hull assembly line (clip: Apr 1916 Flying)

H-10 1916 = OBFb, larger than H-8. Info on this model was sketchy and it is speculated that the attached photo, showing a more snub-nosed hull than appeared on other H-boats, is likely our mystery ship.
  Curtiss H-12

H-12 (Model 6A) 1916 = 4pOBFb; originally two 160hp Curtiss VX-X pushers, replaced by 200hp V-2-3, finally 330hp Liberty 12 (a few experimental tractor mods reported); span: 92'9" length: 46'6" load: 2044# v: 85/x/55 range: 450 ceiling: 10,800'. POP: 19 for USN [A152, A765/783].
H-12A, Large America (Model 6B) 1917 = H-12s refitted by RNAS with 275hp R-R Eagle I pushers. POP: 50, plus 10 built by Niagara Motor Boat Co, Tonowanda NY. In 1917, an RNAS H-12 scored the first combat victory over an enemy aircraft by an American-built plane, then subsequently downed a Zeppelin and sank a German U-boat.

H-12B (Model 6D) 1918 = H-12 and H-12A exports with 375hp R-R Eagle VIII pushers. POP: 24.

H-12L 1918 = USN remainders refitted with 360hp Liberty 12 pushers. Last planes withdrawn from service in mid-1920.


H-14 - Smaller twin pusher version of H-12. Army contract for 16 cancelled in 1916 after s/ns had been applied [396/411]. However, in mid-1917, the unfinished prototype was completed for USN as a single 200hp Curtiss VX-3 pusher as HS-1, and it and the remaining contract were finished and delivered [A800-815].
  Curtiss H-16 [A-853]

H-16 (Model 6C) 1917 = An even larger version of H-12 with 400hp Liberty 12 pushers, longer wings and balanced rudder; span: 95'1" length: 46'2" v: 95/x/56 range: 380 ceiling: 9,950'. POP: 125 [A784/799, A818/867, A1030/1048, A4039/4078], plus 150 built by NAF, of which 75 were exported to RNAS, repowered in England with Rolls-Royce Eagle VIII.
H75 SEE 75.
  Curtiss HA [A-4110] (USN via W T Larkins coll)

HA aka Dunkirk Fighter (Model 16) 1918 = USN scout. 2pOB and OBF; 400hp Liberty 12; span 40'2" length: 30'9" v: 118; ff: 3(>5)/21/18 (p: Roland Rohlfs). Capt B L Smith (USMC). POP: 1 prototype HA [A2278], Protoype was so tail-heavy that Rohlfs landed with a series of swooping stalls to a crash-landing that ostensibly destroyed the plane. SEE Flying the HA
HA-1 = 2pOBF. First HA-1 was redesigned and rebuilt using salvaged parts of HA, but second HA-1 had completely new wings. $42,900; POP: 2 production HA-1 [A4110/4111]. The former caught fire in flight, was sucessfully landed but lost in unsuing flames.

  Curtiss BT (Peter Bowers coll)

HA-2 = Modification of HA-1 [A4111] with two-bay wings and cabane struts; span: 42'0" length:30'9" v: 128.

HA Mail 1919 = 1pOB civil landplane version of HA for the USPO's Air Mail Service. New two-bay wings, shortened cabanes, redesigned cowling, rear cockpit covered for mail cargo. $12,000 less motor; POP: 3.


  Curtiss Hawk 1 [NX9110] (Peter Bowers coll)

Hawk 1, 1-A (Model 35) 1930 = 1pOB; 600hp Curtiss Conqueror; span 31'6" length: 23'0" load: 530# v: 250/200/x range: 270. POP: 1 [9W], which crashed and was rebuilt for James Doolittle as [NX=NR9110], later sold to Jess Bristow. Forced down at sea during an air race in Jan 1940. 1-A SEE Gulfhawk. Designation also used for exports; ALSO SEE P-6.
  Curtiss Hawk 1I Turkish Air Force (Peter Bowers coll)

Hawk II, Goshawk (Models 35, 47) = Redesigned export model with 600hp Wright SR-1820F-2. As 35, 9 to Bolivia (1923-1934), 50 to China (1933), 26 on floats to Colombia (1934), 4 to Cuba (1933), 2 to Germany at the personal request of Ernst Udet (1933), 12 to Thailand (Siam) (1934), 19 to Turkey (1932), and 4 to Chile (1935) plus an unknown number of license-built ships there. As 47, 1 refurbished company demo [X13263] to Norway (1934).
  Curtiss Hawk III (Peter Bowers coll)

Hawk III (Models 68) 1934 = Export version of BF2C-1 with wood wing frames. 1pOB; 650hp Wright R-1820; data similar to Hawk 1 except length: 24'4" load: 1226# v: 225/157/x range: 725. POP: 1 company demo (Model 68A) [NR14703]: 10 to Argentina (1936), 102 to China (Model 68C) (1936-38), 24 to Thailand (Model 68B) (1935-36), and 1 company demo with sliding cockpit canopy, sold to Turkey (1935).
  Curtiss Hawk IV [NR188M] (Curtiss)

Hawk IV (Model 79) 1936 = 745hp Wright R-1829; length: 23'6" v: 249/211/x range: 577 ceiling: 30,300'. POP: 1 [NR188M] exported to Argentina.
Headless 1912 = A modified Standard-D, said to have come about when exhibition pilot Lincoln damaged the front booms and elevators on a landing during a show and, averse to losing money by cancelling the show, removed the debris to continue flying with only tail elevators. In so doing he noticed an improvement in performance and agility. When news of this reached Curtiss, design changes were soon implemented in the D-III models. SEE D (Standard-D). Clipped-wing Headless Racer, with 75hp Curtiss V-8 (span: 17'3" length: 26'1" v: 85), was used by in the 1912 Bennett Cup races. A tractor biplane designed for Beachey by Curtiss failed to impress him—SEE Curtiss-Beachey.
HS (Model 8) - USN patrol boat, very similar to MF. 2-3pOBF; 350-360hp Liberty 12 pusher; span: 74'1" length: 39'0" v: 83 ceiling: 5,200' (data for HS-2L).
HS-1, -1L 1917 = H-14 prototype with 200hp Curtiss VX-3 (aka VXX) pusher; span: 62'1" length: 38'6" ceiling: 2,500'. POP: 16 from a cancelled Army contract [A800-815], refitted with 360hp Liberty 12 as HS-1L.

  Curtiss HS-2 [A-1667] (Leslie Burgess coll)
  Curtiss HS-2 [A-1702] (USN)

HS-2 1917 = Production model. POP: 16 [A800/815], plus some converted from HS-1L. Also, s/ns need to be clarified here with conflicting data showing 659 others as both [A1549/2207].

  Curtiss HS-2L [A-1839] (John Diele coll)

HS-2L 1917 = POP: 659 [A1549/2207], plus those manufactured at Naval Air Stations (6 at Miami [A5564/5569], 4 at NAS Hampton Roads [A5615/5618], 3 at San Diego [A6557/6559], 1 each at Key West [A5787], Anacostia [A5808], and Coco Solo [A6506]), and built under contract: 25 by by Boeing [A4231/4255], 60 by Gallaudet [A2217/2276], 300 by L-W-F [A1099/1398], 2 by Loughead [A4228/4229], 7 by NAF [A6507/6513], and 80 by Standard [A1399/1478]. About 12 were assembled from spare parts after the war.

HS-3 1919 = Modified hull, assembled from spare HS-2L parts; span: 75'6" length: 38'7" v: 89 ceiling: 6,500'. POP: 4 [A5459/5462], plus 2 by Naval Aircraft Factory [A5590/5591].


HS-2L 1921 = Civil conversions of surplus USN HS models. 5pOBFb; 400hp Liberty 12 pusher; span: 74'1" length: 39'0" v: 82. POP: 3 [C652, C2420, C5419]. SEE Catalina Island In 20 Minutes.
Hudson Flyer SEE Albany Flyer.
Curtiss 1911 Hydro (Peter Bowers coll)

Hydro 1911 = This is likely one of the early headless pusher floatplanes (listed above) renamed for clarity.
  Curtiss J Prototype (Curtiss)
  Curtiss JN-1 [AS-30] (Curtiss)
  Curtiss JN-1S or -1W US Navy

J, JN (Buffalo) 1914 = 2pOB and OBF; various 90-160hp Curtiss OX/OXX; span: 30'0" (40'2" top wing on float version) length: 26'4" v: 84. Benjamin Douglas Thomas (formerly with Sopwith Ltd, later with unrelated Thomas Bros). Sopwith and Avro influence is apparent, and the shape of JN-4 was becoming noticeable. POP: 2 for Army evaluation [AS29/30], the latter redesignated as JN-1, and 2 with floats to USN as JN-1S or -1W [A149/150].
Janin Patent Boat 1918 = 1pOBFb; two pushers. A curiosity in that it was built to prove it would not fly. This all came about because of a 1914 lawsuit by Albert Janin, claiming patent infringement (1913 US patent #1,312,910), that led to Curtiss building one plane embodying Janin's idea. Sure enough, it failed to fly, and Curtiss eventually won the case.
  Curtiss JN-2 [42] (USAS via B C Reed coll)

JN-1, -2, -3 1915 = JN-1 was a redesignation from the second of the prototypical J models [AS30], 30'0" equal-span wings with upper-wing ailerons, shoulder-yoke aileron control, skidless landing gear; v: 75/60/43 ceiling: 6500'. POP: 3 to USN as J-1 [A198/200], 8 as JN-2 [AS41/48], of which 5 were later refitted with JN-3 wings [A41/44, A48]. 1st Aero Sqn use in 1916 Border War against insurgent Pancho Villa.
JN-3 1915 = As previous, not quite yet a "Jenny;" span: (top) 40'0" (bottom) 30'0". Deperdussin control system; top-wing ailerons run by a steering wheel. POP: 2 for Army [AS52/53], 91 exports to Great Britain; about 100 more were built in Canada for shipment to RNAS, with 12 of them from Curtiss' branch fctory in Toronto. Serving in Border War, [AS52] suffered forced-landing at Ojito, Mexico, and was abandoned.
  Curtiss JN-4 at Hotel Clarendon, Daytona Beach FL (TKnL coll)

JN-4, -5, -6 "Jenny," JNS, JN-4CAN (Buffalo, Toronto) - 2pOB; 90hp Curtiss OX-5; span: 43'7" length: 27'4" load: 500# v: 75/59/45 range: 150 (specs from a 1920 Curtiss pamphlet). B D Thomas. Famed military series, a blending of the J and N models, "Jenny" was an unofficial nickname. Suffix "S" indicated twin-float version. More than 8,000 were produced at a unit costs from $4,200 minus engine to $8,160 with engine, and many of those ended up selling for $300-1,500 as war surplus. As JN-4CAN Canuck (also Cannuck), it was built in Toronto under license by Canadian Aeroplanes Ltd, a visible difference being two extra ailerons. Our "Jenny" listings include only production aircraft by Curtiss Co and its licensees, and omit rebuilds and mods of hundreds of those sold surplus which appear on registers with proprietary (or even "Curtiss") names and generally with a "sub" c/n—eg: "Curtiss JN-4C Special" was a surplus Jenny bought by a Mr Larsen of Chicago, sold to Charles Ullom, who had it modified in 1927 by Partridge & Keller as the clipped-wing "Special" with enlarged fuel tank and lengthened struts [1221] c/n U-5442sub. SEE ALSO Hopeless Hints for Jenny Drivers.
  Curtiss JN-4 (postcard)

JN-4 1916 = Primary trainer with Deperdussin controls. 90hp OX-5. Took part in the Mexican Border War as the USA's first aircraft (with JN-3) in military combat, such as it was. $7,750-8,160; POP: 380 (>603, >94) [AS76/81, AS120/125, AS130/136, AS318/319, AS408/427, AS443/446, AS468, AS682/699, AS731/991, AS1200/1212, AS1301/1309, AS2265/2266, AS12876], and 11 to USN [A149/150, A388/389, A995/997]. NOTE: serials need clarifying since these were recorded from several different sources.

JN-4A (Model 1) 1917 = Down-thrust motor, revised wings with added dihedral, four ailerons, enlarged tails. 90hp OX-5. $8,160; POP: 366 [AS541/556, AS1057/1199, AS1213/1282, AS1527/1656, AS2519/2524, AS3925]. [AS1262] and [AS1527] were refitted with 100hp Hall-Scott A-7A as JN-4A Special prototypes for McCook Field tests.

JN-4B (Model 1A) 1917 = Level motor. 90hp OX-2. $8,160; POP: 76 to Army [AS141/176, AS229/264, 4 unrecorded—claim of A553/556 is unverified]; 9 to USN [A157/159, A4112/4117].

  Curtiss JN-4C Modified for Frank Clarke [412K] (Paul Chesebrough)

JN-4C 1916 = Experimental wings with ailerons on top wing only. 90hp OXX-3. POP: 2 [AS471/472].

JN-4(Can) (Canada) 1917 = Canadian Aero production as JN-4(Can) was independent of Curtiss and a direct evolution from JN-3 with considerable refinements—metal empennage frame, four ailerons, and a cockpit stick control among them. Exact total Canadian JN-4 production is unknown as many unfinished Curtiss JN-4As were completed in Toronto and many others had Canadian JN-4 wings. To add to that can of worms, because of different aircraft modifications and tallying systems, a JN-4(Can) in US Army service often became shortened by scribes to JN-4C, giving rise to some confusion about correct designations. On the field level, pilots and ground crews dubbed them "Canucks," a nickname that lasted well into post-war years. A popular guesstimate is 1,260 JN-4s, 87 JN-4As, plus many built from spares, for a total of 1,611 Canadian-built planes. $4,250 less engine; POP total JN-4(Can) for USAS: 400 [AS38533/38632, AS39062/39361].

  Curtiss JN-4D [AS-33921] (K O Eckland coll)
Curtiss JN-4D with Gnôme rotary [R6812] (Frank Rezich coll)

JN-4D (Model 1C) 1917 = Primary trainer with 90hp OX-5; length: 27'4". $4,750 less engine; POP Curtiss: 1,404; Canadian Aero: 680; Fowler: 50; Howell & Lesser: 75; Liberty Iron: 100; St Louis: 450; Springfield: 585; US Aircraft: 50.

JN-4D-2 1918 = Revised control system, down-tilted motor. 90hp OX-5. $3,500 less engine; POP Curtiss: 1 [47816]. Contract to Liberty Iron Co for 700 with straight-aligned motor was cancelled at the Armistice.
JN-4H (Model 1E) 1918 = Advanced trainer with 150hp Hisso A or 180hp B; length: 27'1". POP: 402 [AS37923, AS38013/38079, AS38132/38530, AS41358, AS41412/41724, AS41915/41976, AS42047/42122], of which 30 transferred to USN [A3205/3234], and 1 redesignated as JN-5H [AS41358].
  Curtiss JN-4HB [AS38532] (Peter Bowers coll)

JN-4HB 1918 = Bomber trainer. 150hp Hisso A. POP: 100 [AS38433/38532].

JN-4HG-I 1918 = Gunnery trainer. 150hp Hisso A. POP: 427 [AS38333/38432, AS41411/41735, AS42122/42125], of which 90 to USN [A4128/4217]; 60 were rebuilt after the war as JN-4H. Oddball designation (with Roman numeral 1) is sometimes seen as -4HG-1.

JN-4HT 1918 = No data. POP: 200 to USAS [37933/38332, 42122/42123] and 203 to USN [A3205/3234, A6193/6247, A6271/6288].


JN-5H 1918 = Conversion of JN-4H [AS38124] as prototypical advanced trainer, reserialed as [AS41358]. Equal-span wings, revised tail shape. It subsequently was returned to its original JN-4 configuration and handed over to McCook Field for testing as their designated P-24, where it gained steel-framed wings, a 180hp Wright-Hisso with controllable-pitch prop, and a steerable tailskid. Destroyed in a crash 8/18/20. NOTE: This was also a first "paper" designation for Curtiss JN Twin.
  Curtiss JN-6H (Clark Scott)

JN-6H (Model 1F) 1918 = Trainer, with ailerons on all wings. $4,750 less engine; POP: 806 [AS41725/41914, AS41977/42046, AS42391, AS44153/44246, AS44729/44885, AS45000/45287, AS49117/49122, et al], and 1 to USN [A5859]. NOTE: Production figures likely include, as well as omit, those for the following JN-6s.
JN-6HB 1918 = Bomber trainer. 150hp Hisso A; length: 26'11". POP: 154 [A41736/41883, AS44243/44246, et al].

JN-6HG-1 1918 = One gun, dual controls. 150hp Hisso A. POP: 560 [AS44728/45287], of which 6 to USN [A5581/A5586].

JN-6HG-2 1918 = Two guns, single control. 150hp Hisso A. POP: 90 [AS44153/44242].

JN-6HO 1918 = Observation. 150hp Hisso A. POP: 256 [AS41736/41985, AS49117/49122].

JN-6HP 1918 = Pursuit trainer. 150hp Hisso A. POP: 125 [AS41986/42110].


JNH 1919 = Conversion of JN-4HG, details not found. POP: 23 from JN-4HG [41597/41619], 50 from JN-6HO [41890/41984, 41906]. [42117/42118] unverified.
JNS 1919 = Hisso-powered Jennies remaining in post-war service were modified in various ways, some rebuilt with steel-tube fuselages, and redesignated JNS as "JN Standardized." Service modifications continued into 1925, and in Sep 1927 the last of the military planes were retired, most of them by that time in National Guard units.
JNS-E c.1920 = 180hp Wright-Hisso E.

JNS-I c.1920 = 150hp Wright Hisso I, which often was mistaken for the numeral "1" and erroneously referred to as JNS-1. POP 10 conversions from JN-4HG, -6HG-2, and -6HO: [41553, 41884/41888, 41895, 41925, 44201, 44240].


  Curtiss JN Twin (ad: 1915 Flying)

JN Twin (JN-5) aka Twin JN (Model 1B) (Buffalo) 1916 = 2pOB; two 100hp Curtiss OX-2; span: 52'10" length: 29'4" load: 1040# v: 85/75/45 range: 600; ff: 4/x/16. Benjamin Douglas Thomas. POP: 1 prototype, first briefly designated JN-5H, eventually went to New Mexico National Guard, a gift from the Aero Club of America, for the Mexican border conflict; subsequent production of 8 with circular radiators to the Army [AS102/107, AS428, AS470] and 2 to USN [A93, A198]. Set an endurance and distance record on 5/20/16.
  Curtiss Judson (postcard)
  Curtiss Judson (Roy Nagl coll)

Judson Triplane (Model 7) c.1917 = 2pOTFb; 150hp Curtiss VX pusher. Custom-built for an unrecorded customer and based on the Model F design with three wings, it was reportedly used for South American exploration after WW1.
Junior Transport (Model 5) 19?? = Unverified by Curtiss records but seen on DoC registers as a Curtiss product, this tri-motor Anzani-powered high-wing cabin ship shares a Model number with N-9. POP: 1 [X9743] c/n 3-C. Two other undocumented "mystery ships," with neighboring registrations and Model numbers, appear on records as Curtiss Sport Trainer and Commercial (qv).
Curtiss L thru Z  —>

SOURCES:
-- AAHS Journals, various issues
-- Curtiss Aircraft, 1907-1947, Peter J Bowers [Naval Institute Press 1979]
-- Curtiss, The Hammondsport Era 1907-1915, Louis S Casey [Crown 1981]

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