REVISED: 4/16/09

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

"There is no other type that has been as widely imitated by amateurs in this country as the Curtiss." — Grover C Loening (Monoplanes and Biplanes, 1911)

  Curtiss-Beachey (Paul Matt coll)

-Beachey Biplane 19?? = The second Curtiss tractor landplane was intended as an exhibition craft for Lincoln Beachey but, afer a short flight, he rejected it as unsuitable. No specs or data found.

  Curtiss-Bleecker at Valley Stream NY [373N] (various)

-Bleecker 1930 = 2pOH; 300hp P&W Wasp Jr; rotor: 47'4" load: 1400# v (est): 70/x/x. Maitland B Bleecker. Horizontally-mounted, free-wheeling engine; four variable-pitch blades were actually thin wingforms ("stabo-vators"), each having its own geared, shaft-driven, tractor propeller mounted on booms ("each wing is a separate airplane"); gas and oil tanks rotated with the engine! POP: 1 [373N]. A report said that the machine hovered under control in a hangar and made about 15 such flights. It appears it was later damaged in hangar tests. Critics deemed it unstable and the vibration excessive, and in late 1930 the project was dropped after an expenditure of $250,000.
-Bristol 1918 = License-built British F.2B "Brisfit." 2pOB; 400hp Liberty 12. POP: 27 of an order for 2,000, curtailed when the Liberty proved too heavy for the airframe and was responsible for a series of crashes. The same weighty problem befell the Franch SPAD, for which Curtiss received an order in 1917 for 3,000 units to be fitted with the Liberty, only to have it cancelled after a month of engineering analysis. In 1918 Curtiss did scratch-build one British SE5a fighter, and assembled 50 more from British parts, and all used the 180hp Hispano 8-B.
-Cox Cactus Kitten 1 1920 = 1pCmwM; 435hp Curtiss C-12; span: 25'0" length: 17'8". William Gilmore, Art Thurston. Laminated-wood monocoque fuselage, fabric wings. Second of two racers built for Texas oilman S E J Cox entry in 1920 Bennet Cup race; did not fly.
  Curtiss-Cox Kitten 2 (1922 Aircraft Year Book)

Cactus Kitten 2 1921 = 1pCT modification of Kitten 1. POP: 1 racer for 1921 Pulitzer race, reconfigured as a triplane. Won 2nd place (p: Clarence Coombs, 170.3mph).

-Cox Texas Wildcat 1920 = 1pOB; 400hp Curtiss-Kirkham K-1, later 435hp Curtiss C-12; span: 20'0" length: 17'8" (?>19'3") load: 591# v (est): 214/x/70; ff: 7/25/20. First of two racers crash-landed on a test flight and never made it to the Bennett Cup starting line. Same basic airframe as Cactus Kitten.
-Frisbie 1910 = 1pOB; 60hp Hall-Scott; span: 26'0" length: 28'0". A modified version of Albany Flier design built by exhibition balloonist John Frisbie at Mineola NY and used for exhibition flights around Rochester. Reported as successful for a short time, then flew into trees during a balky take-off and was damaged beyond repair.
-Goupil Duck (Buffalo) 1916 = 1pChwMFb; 100hp Curtiss OXX-6. N W Dalton, Alexander Goupil (France). Based on an odd, bird-winged craft from an 1884 design for a proposed steam-powered airplane. Technically almost a biplane with small, controlling mid-wings. Replicated by Curtiss, at the time in litigation with the Wrights, to prove that the idea for a three-torque-control flight system was much older than anyone thought. The pilot sat inside a huge, bellied fuselage rigged with celluloid windows. It flew a few times in Jan 1917, both on wheels and pontoons, at Newport News VA (p: Victor Carlstrom), then was stored and finally disappeared into the shadows of time.
-Herring D SEE 2, Reims Racer.
-Ireland Comet SEE Ireland Comet.
-Kirkham SEE 18-B.
-Langley SEE Langley Aerodrome.
-Ludington 19?? = JN-4B with special wings. Crashed in testing. POP: 1 [1073].
-Orenco D 1920 = Licensed production of Orenco D. POP: 50.
  Curtiss-Reid Rambler (Peter Bowers coll)

-Reid Rambler (Canada) 1929 = 2pOSwB; 90hp Wright-Gypsy; span: 32'0" (?>33'0") length: 22'6" (?>23'2") load: 595# v: 105/90/38. Production of the Canadian sportplane was authorized by Curtiss Export Co. POP: unk; at least 2 on DoC registers [661W, 779Y=CFATP]. Despite rather attractive styling, it never found an audience. ALSO SEE Reid.
-Robertson   For simplification and continuity, Curtiss-Robertson designations are listed as Curtiss. In most instances, prototypes were built at Garden City, and are so indicated, with production elsewhere.
-Sikorsky 192? = Modifications of JN-4D and Oriole with Gluhareff-designed Sikorsky wings. POP: 3 JN-4D [C2044, NC2287=NC2456, 5621], the last as a monoplane, and 1 Oriole [C3089].
-SPAD 1917 - License-built French SPAD XIII production was assigned to Curtiss by the US War Dept's Bolling Commission, but only a few fuselages were built before the project was cancelled because of its 220hp Wright-Hisso being in short supply. Two complete planes were shipped to Curtiss by SPAD, along with company representative Etienne Dormoy, who remained after WW1 to become one of our nation's aviation luminaries.
-Stewart 19?? = JN-4C with special wings. POP: 1 [1247=2994].
  Curtiss-Stinson with Katherine Stinson
  Curtiss-Stinson Probably at McCook Field (TKnL coll)

-Stinson 1917 = 1pOB; 100hp Curtiss OXX-6. POP: 1 custom-built modification of a military model S triplane with JN-4 empennage for Katherine Stinson in exhibition flights.
-Willard SEE Willard-Curtiss.

For Curtiss-Wright Corporation info SEE Cu-Cy page.

-Wright 6 SEE Travel Air 6-B.

-Wright 12 SEE Travel Air 12.
  Curtiss-Wright Bee (prospectus illustration)
  Curtiss-Wright Air-Car Prototype (7/6/59 Aviation Week)

-Wright 2500 Air-Car aka Bee 1959 - Experimental 2p passenger air-cushion hover-car, built in test form (lower photo), anticipated market in ag application and as swamp buggy; 85hp Continental with 6' two-blade prop (projected multi-blade props with two 180hp Lycomings) width: 8'0" length: 28'0". Michael Cutler et al. Total "flight" time in mid-July 1959 was about 25 hours, albeit only inches AGL; top speed: 35. Displayed at Fort Eustis Transportation Museum, Colonial Williamsburg VA.

C-W experimented in the field of hovercraft with high hopes that the new technology would save their moribund compan, and these hopes caused them to issue news releases and drawings of the new product long before the engineering department was ready. I have seen footage of some of the test 'flights.' First, the cars looked nothing like the drawing—that sweetheart was a marketing department dream, not reality. What they actually tested was bigger than a Ford Excursion, but still only seated two. It was a big plenum chamber with controllable shutters all along the perimeter for thrust, braking, and control. What the footage shows, however, is that the car was just barely controllable, even over smooth pavement in good weather. The noise was truly awesome, as well. To complete the dismal picture, hover height was only inches, and there was no flexible skirt—it had less off-road capability than an average sedan of the period. It was a wonderful dream, but to have spent millions on it was typical of a management team that took Curtiss from the biggest in the industry to bankruptcy. (— Joel Monka 9/5/00)
  Curtiss-Wright XA-43 Artist concept (USAAF)

-Wright A-43 (Model 100) 1945 - 2pCmwM rg; four GE TG-180/J-35 axial-flow jets (planned). Projected entry, as XA-43, into early jet-age projects encouraged by Wright Field only went as far as a mock-up and wind tunnel model. However, design elements went into Curtiss XP-87.
-Wright Aircoach 19?? = No data. [3436] c/n 1.
-Wright BT-32 Export Condor II SEE T-32.
-Wright Bunting I 1935 = 1pOmwM; 36hp Aeronca E-113; span: 24'0" length: 17'0". Strut-braced shoulder-wings; gross wt: 600#. Not a Curtiss factory job, but a one-of-a-kind built by students at Curtiss-Wright Technical Institute in Glendale CA. POP: 1 [X259Y].
  Curtiss-Wright CA-1 (Frank Rezich coll)
  Curtiss-Wright CA-1 [X13298] (Aero Digest)

-Wright CA-1 Commuter aka Courtney Amphibian 1935 (ATC 582, 2-497) = 5pCBAm; 365hp Wright R-975 pusher; span: 40'0" length: 31'0" load: 1550# v: 151/125/60 range: 550. Frank Courtney. POP: 3 [X13298, C11780, one unregistered]; prototype had a hull built by EDO Corp.
-Wright CR-1 Skeeter 1930 = 2pOhwM; 24hp ABC Scorpion pusher; span: 39'6" length: 21'3". Karl White, Walter Beech; ff: 10/5/30 (p: Lloyd Child). Parasol wing design is thought to be from the Snyder Buzzard Light Plane, the rights to which were purchased in July 1930 by Curtiss, although White later claimed to have actually begun a similar preliminary design long before that while working with Beech at Travel Air Co. POP: 1 prototype for 1931 CW-1 series [607V].
  Curtiss-Wright CR-2 (Curtiss-Wright ad)

-Wright CR-2 Coupe 1930 = 2pClwM; 90hp Wright-Gypsy; span: 38'0" length: 25'0" load: 611# v: 110/90/45 range: 450. Side-by-side cockpit with unfaired landing gear, strut-braced wing. POP: 2 [627V, 637V]. Began as a Curtiss-Robertson project, evolved into CW-19L.
-Wright CT-32 SEE Curtiss T-32
  Curtiss-Wright CW-1 [NC805EB] (Ian MacFarlane)

-Wright CW-1 Junior 1931 (ATC 397) = 2pOhwM; 45hp Szekely SR-3 pusher; span: 39'6" length: 21'3" load: 420# v: 80/70/32 range: 200. Karl White (modified from CR-1 Skeeter). $1,490-1,595; POP: 270. Engine options were numerous — even four tiny model-aircraft motors were used at the 1938 Nationals to demonstrate its modest power demands in order to fly, which it did (p: Dick Granere)! Many later conversions to Continental A-40 to -65.
CW-1A Junior 1933 (ATC 2-442) = CW-1 as a test bed for 35hp Augustine B4-40 engine. POP: 1 [NC11851].

CW-1S Junior 1936 (ATC 2-525) = CW-1 with 40hp Salmson AD-9. POP: 2.

CW-1A Coupe, CW-1H Air Coach SEE Curtis Wright.
  Curtiss-Wright CW-3L [12325] (Frank Rezich coll)

-Wright CW-3L, -3W Duckling aka Teal 1931 = 2pOhwMAm; 90hp Lambert or Warner Scarab pusher; span: 39'6" length: 21'3". CW-1 Junior modified with a plywood V-shaped underside and strut-mounted pontoons. Gear was manually swiveled upward for water landings. Prototype briefly had 60hp Velie. POP: 3 [12306, 12324/12325]. The project was shelved because of lack of funds. One crashed in 1932 after a wing failed during aerobatics.
-Wright CW-4 Commercial 19?? - No data; Siemens engine. [9742] c/n 2-C. Designation conflicts with one built in Aug 1933 by Curtiss-Wright as a CW-4, aka T-32 Condor II, c/n 35. Is another Curtis Wright project?
-Wright CW-5 Junior Transport 19?? - No data; three Anzani engines. [9743] c/n 3-C. Is yet another Curtis Wright project?
  Curtiss-Wright CW-6B [NC447W] (Ralph Nortell coll)

-Wright CW-6B Sedan 1930 (ATC 352) = 6pChwM; 300hp Wright J-6; span: 48'7" length: 31'5" load: 1713# v: 135/115/66 range: 575. Walter Burnham. Essentially Travel Air 6000-B. $12,435; POP: 4 [NC431W/432W, NC447W, NC452N]. Last of the Travel Air nameplates.
  Curtiss-Wright CW-12K (Ron Dupas)

-Wright CW-12K 1931 (ATC 406) = 2pOB; 125hp Kinner B-5; span: 28'10" length: 21'5" load: 636# v: 112/95/45 range: 420. Herb Rawdon, Ted Wells. $4,288; POP: at least 2 [NC437W, NC445W]. Also as Curtiss-Wright-Travel Air.
  Curtiss-Wright CW-12Q [X430W] (Eugene Palmer coll)

CW-12Q 1931 (ATC 401) = 90hp Wright-Gypsy; load: 654# v: 105/88/44 range: 480 ceiling: 12,000'. $3,500; POP: 27 [NC352M, NC414W/419W, NX430W, NC438W/444W, NC495W/498W, NC11708/11714].

  Curtiss-Wright CW-12W

CW-12W 1931 (ATC 407) = 110hp Warner Scarab; load: 614 v:117/99/45 range: 480. $4,455; POP: 12, of which some were converted from units on the CW-12Q production line [NC408W, NC410W/413W, NC434W, NC493W/494W, NC11700/11701, NC11716, NC11815].

-Wright CW-C14B, -C14R 1932 = Military conversions of CW-B14 with 300hp Wright R-975 and 420hp J-6 respectively. Evolved into Osprey fighter-bomber line.
-Wright CW-14C 1931 (ATC 2-357) = 3pOB; 185hp Curtiss R-600 Challenger; aka Curtiss-Wright-Travel Air. POP: 1 [X433W], converted to CW-A14D; 3 exports as -C14R Osprey to Colombia.

  Curtiss-Wright CW-15C or -15D [NC11861] (National Archives)

-Wright CW-15C Club Sedan 1931 (ATC 426) = 4pChwM; 185hp Curtiss R-600 Challenger; span: 43'5" length: 30'5" load: 1198# v: 115/97/53 range: 525 ceiling: 12,000'. Based on Travel Air 10. $6,370; POP: 9 [X436W, NC10928, NC11805/11807, NC11861, NC11864, NC12302/12303]. 5 modified as 15D.
CW-15D 1931 (ATC 444) = 240hp Wright R-760; v: 135/115/53 range: 460. $9,600; POP: 4 [NS3Y/4Y, NC12304, NC12314] and 5 conversions from 19C [NC436W, NC10928, NC11807, NC11861, NC12303=NS4Y], the last one to USN.

  Curtiss-Wright CW-15N [NC11862] (Joseph Juptner coll)

CW-15N 1931 (ATC 425) = 210hp Kinner C-5; v: 125/105/53 range: 475 ceiling: 13,000'. $6,950; POP: 3 [NC448W, NC10927, NC11862].

  Curtiss-Wright CW-16E [NC12380] (Dan Shumaker coll)

-Wright CW-16E Light Sport aka CW-A-16 1932 (ATC 463) = 2pOB; 165hp Wright J-6-5; span: 28'10" length: 20'6" load: 810# v: 131/115/50 range: 335 ceiling: 18,500'; aka Curtiss-Wright-Travel Air $4,600; POP: 10 [NC454W/456W, NC12331, NC123235/12337, NC12352, NC12379/12380], 6 exports to Colombia in 1933. Prototype [NC12331] built by Travel Air in Wichita.
CW-A16C 1931 = 185hp Curtiss R-600 Challenger. POP: 1 [NC12381].

  Curtiss-Wright CW-16K [NC421W] (Ralph Nortell)

CW-16K 1931 (ATC 411) = 125hp Kinner B-5; length: 20'7" load: 774# v: 112/95/48 range: 420. Extended version of CW-12 series. $4,488; POP: 11 [NC407W, NC409W, NC421W/422W, NC446W, NC11703/11707, NC11718].

  Curtiss-Wright CW-16W (Joseph Juiptner coll)

CW-16W 1931 (ATC 429) = 110hp Warner Scarab; length: 20'10" load: 773# v: 117/99/48 range: 450. Similar to Travel Air 16-K. $4,588; POP: 1 [NC420W] plus exports.

CW-18 - Projected Army trainer, not built.
  Curtiss-Wright CW-19L [NS69]

-Wright CW-19L, -19W Coupe 1935 (ATC 589) = 2pClwM; 90hp Lambert R-266; span: 35'0" length: 25'7" load: 645# v: 130/115/44 range: 580 ceiling: 15,500'. Don Berlin, Carl Scott; evolved from CR-2. All-metal; fully-panted wheel housings (aka "spats"); tandem cockpits. POP: 1 [NS69] c/n 1. Proved a bit too hot for the civil market. Repowered as CW-19W with 145hp Warner Scarab; length: 25'2" load: 940# v: 162/142/48 range: 700 ceiling: 17,600. Design ended up with 250hp Wright as military prototype series CW-21, -22, -23, and -33.
  Curtiss-Wright CW-A19R [NX11781] (Aviation)
  Curtiss-Wright CW-19R Don Carter restoration of Bolivian export with 420hp Wright (AAA)

-Wright CW-19R, CW-A-19R Coupe, SNC aka Sparrow 1937 (ATC 629) = 2pClwM; 90hp Lambert R-266; span: 35'0" length: 25'7" load: 645# v: 130/115/44 range: 580. POP: about 25 CW-19R as military version for export to China, Cuba, and South American countries, and 3 civil models as CW-A-19R [NX/NR/NC11781, NX/NR/NC16417, NC16421], the second rebuilt as a civil CW-22, the last one destroyed in a crash on 4/2/38. 1938-39 production as CW-21, -22 (to USN as SNC), and -23. POP: 335, included prototype CW-23 [NX19427].

  Curtiss-Wright CW-20 Mock-up of twin-tail prototype at 1939 NYC World's Fair (TKnL coll)
  Curtiss-Wright CW-20 Twin-tail [NX19436] (Joseph Juptner coll)

-Wright CW-20, -20T 1940 (ATC 772, 786, 789, 808, 2A5, 3A2) = 36-40pClwM rg; two 1500hp Wright GR-2600; span: 108'0" length: 76'4"; ff: 3/26/40 (p: Eddie Allen, Dean Smith). George Page. POP: 1 twin-tail prototype [NX19436] (later christened St Louis and sold to Great Britain in early 1941) and 1 single-tail prototype; 2,917 to USAAF as C-46, 160 to USN as R5C, and 22 for export; SEE ALSO Curtiss C-46/R5C. Post-war cargo and passenger modifications with 2000hp P&W R-2800 Double Wasp; load: 17,800# v: 241/215/74 range: 2000. POP: an unknown number of civil conversions under (789) by United Services for Air Inc of Buffalo NY as USAir Cargoliner, and (as deluxe Super 46C) by its successor L B Smith Corp under (2A5), and Riddle Air Lines under (3A2). (808) for conversions as C-46F by Skyways Intl of Miami FL in 1948. In addition, 17 C-46E were released by USAF as unused surplus when the war ended, with most going to Slick Airways as freighters. Military cost about $233,000; war-surplus prices $5,000-25,000.
CW-20ACurtiss C-55 [41-21041], later as Lend-Lease to England and BOAC [GAGDI].

-Wright CW-21 Demon 1938 = 1pClwM rg; 1000hp supercharged Wright R-1820-G5; span: 35'0" length: 26'6" v: 304/275/61 range: 600 ceiling: 35,000'; ff: 12/2/28 (p: Ned Warren). POP: 1 prototype [NX19431] c/n 21-1, and 3 exports [NX19441/19443] c/ns 21-2/21-4. All went to China, and an order was placed for 32 in component form for assembly by Chinese Aircraft Mfg Co at Loiwing, but cancelled before any production was begun. Three of the four flying exports reportedly crashed en route, the first crashed in China during testing.
CW-21A - Allison V-1710-powered project cancelled.

  Curtiss-Wright CW-21B Transitional, with original gear [NX19441]

CW-21B 1938 = Rearranged fuel tanks, P-40-type landing gear, modified tail. POP: 22 exports to Netherlands East Indies.

  Curtiss-Wright CW-22 [NX18067] (Dan Shumaker coll)
  Curtiss-Wright CW-22B in post-war civil dress [N18067]

-Wright CW-22, -22B, -22N Falcon, SNC 1938 = 2p trainer and light attack. Similar to CW-19 but with retracting gear and 1000hp Wright R-1820G. POP: 1 military prototype [NX/N18067] and 1 conversion from CW-A-19R [NC16417] with new c/n 22-57, plus 35 exports to China, 20 to Netherlands East Indies, and 50 to Turkey as CW-22B. About 12 exports were reputedly impressed by USAAC c.1941 and attached to the 49th Pursuit Group, but no s/n records substantiate that. CW-22N was USN version as SNC-1.
  Curtiss-Wright CW-23 [NX19427] (Curtiss-Wright)
  Curtiss-Wright CW-23 in flight [NX19427]

-Wright CW-23 Coupe 1938 = 2pClwM rg similar to CW-19R modified with 600hp P&W R-1340. POP: 1 as a company experimental [NX19427] c/n 7033, to AAC for evaluation as BT or AT.
  Curtiss-Wright 24B [42-39347] (Curtiss-Wright)
  Curtiss-Wright 24B (Curtiss-Wright)

-Wright CW-24B 1941 = 1pCmwM tailless; 275hp Menasco C6S-5 pusher; span: 36'7" length: 27'4" load: 826#; ff: 12/2/41 (p: J Harvey Gray). POP: 1 low-powered, full-size, flying mock-up of Curtiss P-55 (qv) [42-39347].
-Wright CW-25 SEE Curtiss AT-9.
-Wright CW-32 - Design for a four-engine civil/military "sky truck" on which the entire tail section could be folded upwards hydraulically for access to the fuselage. Planned for four 1525hp Wright turbo-supercharged R-1820 (C99H7) Cyclones; span: 143'0" length: 86'9" load: 40,800# v: 304/254/88 range: 2445 ceiling: 32,000'. Gross wt: 80,800#, 4800 cu ft cargo capacity. Work began in Nov 1946 at the Columbus OH plant for two years, where a full-scale mock-up was built, but, faced with cutbacks in military appropriations and a slumping airline industry, the project was cancelled.
  Curtiss-Wright CW-77 (Peter M Bowers coll)

-Wright CW-77 Cleveland 1939 = SB2C exports ordered by France and RAF.
  Curtiss-Wright CW-A-6A [NC469W]

-Wright CW-A-6A 1931 (ATC 436) = 8pChwM; 420hp P&W Wasp C; span: 54'6" length: 32'5" load: 2268# v: 144/120/65 range: 600. Similar to Travel Air 6000-A. $18,000; POP: 1 [NC469W]; aka Curtiss-Wright-Travel Air. SEE CW-6B Sedan
  Curtiss-Wright CW-A-14D [NC12329]

-Wright CW-A-14D Deluxe Sportsman 1931 (442) = 3pOB; 240hp Wright J-6 (R-760); span: 31'0" length: 23'7" load: 995# v: 155/135/60 range: 540 ceiling: 16,100'. $10,895; POP: at least 4 [NC449W, NC12307, NC12310, NC12323, NC12329]; aka Curtiss-Wright- Travel Air.
-Wright CW-A-16 SEE -Wright CW-16.
  Curtiss-Wright B-14B [NC12332] (Joseph Juptner coll)

-Wright CW-B-14B, -14D, -14R Speedwing 1932 (ATC 485) = 3pOB; 330hp Wright R-975E; span: 31'0" length: 23'2" load: 1059# v: 177/150/57 range: 575 ceiling: 18,700'. $13,500; POP: 3 [NC12331/12332, NS1A=NC1A=NC68261], the first converted to B-14R, the second to B-14D; aka Curtiss-Wright-Travel Air.
  Curtiss-Wright CW-B-14D [NC12332] (William Yeager via Paul Matt coll)

CW-B14D 1933 = 1pOB CW-B-14A mod with 350hp R-975-E; no data [NC12332].

CW-B14R 1932 (ATC 2-403) = 2pOB; 420hp Wright supercharged SR-975. POP: 1 repowered CW-B-14B as a racer for Casey Lambert [NR12331].

  Curtiss-Wright XSNC-1 [6291] (USN via William T Larkins coll)

-Wright SNC Falcon 1940 = 1pClwM rg; 1000hp Wright R-1820G. Developed from, and specs similar to, CW-22. POP: 1 as XSNC-1 [6291].
  Curtiss-Wright SNC-1 (John Dagle coll)

SNC-1 1940 = 2p trainer; 420hp Wright R-975E. POP: 305 [6290, 6292/6439, 05085/05234, 32987/32991].

  Curtiss-Wright VZ-7 [58-5508]

-Wright VZ-7 (Santa Barbara CA)1958 = Direct-lift VTOL experiment, response to Army's "Flying Jeep" evaluations. One 425hp Turbomèca Artouste turboshaft and four 6'6" props; span: 16'0" length: 17'0" load: 400# v: 32/25/0 ceiling: 400'. POP: 2 [58-5508/5509], did not meet the requirements for speed and altitude.
  Curtiss-Wright X-100 Artist's conception (Curtiss-Wright)
  Curtiss-Wright X-100 [N853]
  Curtiss-Wright X-100 NASM display [N853] (Ron Dupas)

-Wright X-100 1960 = VTOL tilt-rotor proof-of-concept plane; two Lycoming T-55 turbojets, four 13' props cross-shafted fore-and-aft. Originally projected for Wankel rotary engines. POP: 1 [N853], test-flown for about four hours until 8/x/65, when a gear case and prop failed. Pilots safely ejected and the ship crashed, but its technology was basis for X-200 and, ultimately, Bell-Boeing XV-22 Osprey.
X-19 SEE X-200.
  Curtiss-Wright X-19 [62-12197] (Avn Week via Ron Dupas)

-Wright X-200 aka X-19 (Model 200) 1963 = All-service 4p VTOL research aircraft, developed from X-100, fore and aft wings with tiltable, tip-mounted four-blade, 13' props ("radial lift-force propellers"). 6pChwM rg; two 2200# Lycoming T55-L5; span (prop tips-to-tips): 34'6" length: 44'5" load: 5000# v: 460/400/0 range: 518; ff (hover): 11/20/63 (p: James Ryan). POP: 1 [62-12197], crashed on its 50th flight, 8/25/65, and was destroyed, marking the end of Curtiss-Wright aircraft production after a short revival 1959-65. A second unit was started, but never finished.

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