REVISED: 11/9/08

K through Z

  Curtiss K prototype (Peter Bowers coll)

K, KPB, KPL (Model 4) 1915 = Larger version of F, modified from a military prototype K flying boat in sea and land versions for export, with 150-160hp Curtiss VX pusher; span: 55'10" length: 31'5" load: 1120# v: 70/50/x range: 335. POP: about 50 KPB and KPL to Russia—acronyms for "K Pusher Boat" and "K Pusher Land."

Curtiss corporate documents show that the Russians ordered and received 51 K boats; the delivery info also lists serial numbers. Order dates not shown, but Russian payment for the first order was on 12/12/14. Deliveries are listed at Sevastopol, Petrograd, and Reval. First shipment was 27 July; no year, but assumed 1915. (— Dennis Parks, Boeing MOF 7/24/06)
  Curtiss Kingbird C [3133] (Peter Bowers coll)

Kingbird C (Model 55) (Garden City) 1929 = Larger version of Thrush. 7pChwM; two 185hp Curtiss Challenger. T P Wright, Al Wedburg. Ostensibly a twin-engine version of Thrush. POP: 1 prototype, proved underpowered and was modified as J [3133].
  Curtiss Kingbird D-1 [374N] (Peter Bowers coll)

Kingbird D-1 (Model 55) (Garden City) 1929 (ATC 347) = 8pChwM; two 240hp Wright J-6; span: 54'6" length: 34'10" load: 2361# v: 130/112/62 range: 455 ceiling: 14,700'. Twin-tail light transport with impressive single-engine performance. POP: 1 [585N], became D-2. 1930 production models as Curtiss-Robertson Kingbird D-1. $23,333; POP: 2 modified from Kingbird J [NC310N, NC374N], converted to D-2. Also first tried with 185hp Curtiss Challengers, which proved to lack necessary power.
  Curtiss-Robertson D-2 Kingbird [NC622V] (Dan Shumaker coll)

Kingbird D-2 (Model 55) (Garden City) 1929 (ATC 348) = 8p with two 300hp Wright J-6 (R-975); v: 142/122/65 range: 415 ceiling: 16,000'. POP: 5 [NC385N, NC585N/586N, NC588N/589N, NC599N]. 1930 production models as Curtiss-Robertson Kingbird D-2. $25,555; POP: 14 [NC600V/602V, NC620V/622V, NC626V, NC628V/629V], plus 1 to USMC as RC-1 aerial ambulance.

Kingbird D-3 (Model 55) 1931 (ATC 440) = 6p with two 330hp Wright J-6; span: 54'6" length: 34'9" load: 2385# v: 142/112/65 range: 550. $25,000; POP: 1 modified from Thrush. Used by Curtiss-Wright as a corporate aircraft until 1935, disposition unknown.

  Curtiss J Kingbird [NC3133] (Morris A Koshchuk coll)
  Curtiss J-2 Kingbird [374N] (Curtiss-Wright)

Kingbird J, J-2 (Model 55) (Garden City) 1929 (ATC 2-122, 2-183) = 8pChwM; two 225hp Wright J-6. (2-183) for 240hp J-6; (2-196) for 300hp J-6. POP: 3 [NC310N, NC3133, NC374N]. Into production as Curtiss-Robertson Kingbird D-1.
Kingbird J-3 (Model 55) 1929 (ATC 2-196) = 6p mail plane with two 300hp Wright J-6.

Kitten SEE Curtiss-Cox.
  Curtiss L (Dan Shumaker coll)

L (Model 9) 1916 = 2pOT; 90hp Curtiss OX-2; span: 25'0" length: 18'0". Triplane trainer with side-by-side ("sociable") cockpit; short-span bottom wing. Strut designs varied between the models. Contemporary of the JN-4 Jenny.
  Curtiss L-1 (Dan Shumaker coll)

L-1 = Revised struts and tail. POP: 1 to Army [AS473].

  Curtiss L-2 (Dan Shumaker coll)

L-2 = 2pOTF; single-float version with 100hp OXX-3 and full-span lower wing to accommodate tip-floats. POP: 3 to USN [A291/293] and 1 to USAS [AS475].

Land Scout - The US Army ordered one example on 6/19/12 [A15], which was subsequently cancelled and replaced with a Curtiss F of the same s/n.
  Curtiss Lark at 1925 Natl Air Races (Museum of Flight)

Lark 1925 = 1-4pOB; 160hp Curtiss C-6; span: 30'8" length: 22'3" load: 500# v: 117/100/48 range: 380 ceiling: 13,100'. Smaller version of Carrier Pigeon with longer lower wing, square rudder; float version with 200hp Wright J-4 was tested for USN evluation. Also offered with 180hp Wright-Hisso E. POP: 3 [C1052=NAABC=63, C1063, x]. First one was a 1p special mailplane for Colonial Air Transport on CAM #1 route. Design led to the Fledgling series.
Liberty Battler SEE CD.
Lindbergh Special SEE Falcon Liberty Mailpane.
LN 19?? = No data, specially built. POP: 1 [4629] c/n 1.
  Curtiss M

M 1914 = 1pOhwMFb; 90hp Curtiss O pusher; span: 34'0" length: 25'0". Its graceful, swept-back, birdlike parasol wing and full-length, V-bottom wooden hull made this a most attractive design, but performance was marginal, so a lower wing was added at San Diego. POP: 1 custom-built for sportsman Raymond V Morris.
  Curtiss MF (USCG)

MF, Seagull (Model 18) 1916 = 2pOBFb; 100hp Curtiss OXX-3; span: 49'9" length: 28'10" load: 638# v: 72 range: 345. Acronym was for "Modernized F." Later motors included 150hp K-6 and 400hp K-12; [124] had Packard A for tests as MF-2. POP: 22 [A2345/2350, A4403/4418], of which many were modified after WW1 by Cox-Klemin Co for civil use. Post-war production version became Seagull. SEE ALSO F.
  Curtiss N

N 1914 = Army trainer. 2pOB; 100hp Curtiss OXX-3; span: 38'3" length: 27'2" v: 70. Tandem "bathtub" cockpits, trailing interplane ailerons. $7,500; POP: 1 for Army evaluation, delivered on 12/11/14, but was judged very unstable despite added dihedral [AS35]. Design merger with Model J then gave birth to the famed JN-4 "Jenny."
N-8 (Model 1D) 1916 = Variant with 41'9" wing and standard ailerons; POP: 4 [AS60/63].

  Curtiss N-9

N-9 (Model 5) 1916 = USN scout, trainer, messenger; an enlarged N. 2pOBF with single pontoon; 100hp OXX-6 and 150hp Hisso (as N-9H); span: 53'4" length: 30'10" load: 625# v: 80/70/x range: 180. POP: 731 total; 122 by Curtiss [A60/65, A85/90, A96/125, A201/234, A294/301, A342/373, A2285/2290], plus 681 subcontracted to Burgess and also seen as Burgess N-9 [A409/438, A999/1028, A2351/2572, A2574/2650], and 50 by NAS Pensacola [A6528/6542, A6618/6632, A6733/6742, A7091/7100].

N2C - USN version of Fledgling as trainer.
XN2C-1 1928 = POP: 3 [A7650/7652].

  Curtiss N2C-1 [A-80448] (IAATE via Clark Scott coll)

N2C-1 (Model 48) 1928 = 2pOB; 200hp Wright R-790-8; span: (upper) 39'1" (lower) 39'5" length: 27'4" v: 109/95/50 ceiling: 15,100'. POP: 31 [A8020/8050], plus 1 conversion from XN2C-1 [A7650].

  Curtiss N2C-2 (Gene Palmer coll)
  Curtiss N2C-2 as a pilotless target drone (Gene Palmer coll)

N2C-2 (Model 48) 1935 = 240hp Wright R-760-94. POP: 20 [A8526/8545].

NBS - 4p license-built Martin MB-2 with two 400hp Liberty 12. Others built as NBS-1 by Aeromarine, L-W-F, and Martin.
XNBS-1 1921 = POP: 1.

NBS-1 1921 = Two 420hp Liberty 12; span: 74'2" length: 42'8" load: 4795# v: 99/91/62 range: 430 ceiling: 8,500'. POP: 50 [AS68478/68527], the last 20 of which with supercharged motors.

  Curtiss XNBS-4 (Eric Blocher coll)

XNBS-4 (Model 36) 1924 = Two 435hp Liberty 12A; span: 90'2" length: 46'6" load: 5951# v: 100/95/53 range: 620 ceiling: 13,000'. POP: 2 [AS68571/68572], evolved into B-2.

  Curtiss NC-4
  Curtiss NC-4 (USN)

NC (NC-TA) 1919 = 2pOBFb; four 400hp Liberty 12; span: 126'0" length: 68'3" (hull: 45'0") v: 91 range: 1470. POP: 1 each NC-1 [A2291] (ff: 10/4/18); NC-2 [A2292]; NC-3 [A2293]; NC-4 [A2294] as 1919 transtlantic flyers (redesignated NC-TA). Originally used three motors, but, despite a world record of lifting 51 people on 11/5/18, four motors (center unit as a pusher-tractor) were judged more adequate for transatlantic flight—which only NC-4 succeeded. Additionally, 6 more were built 1918-19 by Naval Aircraft Factory as NC-5 through -10.
  Curtiss Night Mail (Museum of Flight)

Night Mail 1922 = 1pOB; 160hp Curtiss C-6; span: 33'0" length: 26'11" load: 838 v: 106/85/44 range: 535. Not a Curtiss design, but a modification of surplus Standard J with Curtiss wings for use as air mail carrier. POP: 7.
Curtiss O (USAF Museum)

O c.1918 = A mystery plane, either a new model or a rebuild on a Model D with "sociable" (2p) cockpit. No Curtiss records found.
O-1 Bristol Fighter SEE USAO-1.
O-1 Falcon - USAAS observation; 2pOB. Aluminum-tube fuselage frame, wood-framed wings. Attack version was A-3.
XO-1 1924 = 420hp Liberty V-1650-1, tried with Packard 1A-1500 in 1925. POP: 1 prototype [23-1252].

  Curtiss O-1 (P M Bowers coll)

O-1 1926 = 435hp Curtiss V-1150 (D-12); span: 38'0" length: 27'2" v: 141/115/61 range: 630 ceiling: 17,300'. POP: 10 [25-325/334].

O-1A 1926 = 420hp Liberty V-1650-1; v: 147. POP: 1 modification of O-1 [25-333].

  Curtiss O-1B Export floatplane (P M Bowers coll)
  Curtiss O-1B [27-276] Landplane (Dan Shumaker coll)

O-1B 1927 = New wheel brakes and fuel tanks; length: 28'4" v: 136/115/60 ceiling: 15,425'. POP: 25 [27-263/287], plus 16 exports to Colombia.

O-1C 1928 = Unarmed VIP transport; baggage compartment. POP: 4 [27-264, -266/268].

O-1D - Never built.

  Curtiss O-1E (Richard Bryant coll)

O-1E 1929 = Freise ailerons, oleo gear; length: 27'2" v: 141/110/61 range: 630 ceiling: 15,300'. POP: 37 [29-282/287, -289/318]. Attack version was A-3B.

Y1O1-E 1932 = Redesignated from XBT-4 [29-295].

O-1F 1929 = Unarmed modified O-1E. POP: 1 [29-288].

  Curtiss O-1G (TKnL coll)

O-1G 1931 = New instrument panel, gunner's seat; length: 27'4" v: 139/110/60 range: 628 ceiling: 14,100'. POP: 30 [31-472/501].

  Curtiss Y1O-1G [29-295] (USAAC)
  Curtiss Y1O-1G Minus its pants [29-295] (TKnL coll)

Y1O-1G 1931 = Wheel pants, revised wheel axle, tail wheel. POP: 1 converted from O-1E [29-295].

O-11 - O-1 with Liberty V-1650.
  Curtiss XO-11 (P M Bowers coll)

XO-11 (Model 37C) 1927 = Converted O-1. POP: 1 prototype [25-328].

  Curtiss O-11 (USAAC)

O-11 1927 = POP: 67 [27-1/35, -98/107, 28-196/217], of which 1 each modified as O-1B, XO-11, O-11A, XO-12, O-13C, O-13D, XO-16.

O-11A 1927 = Dual controls, shock absorders, tailwheel. POP: 1. Modified later to A-3.

  Curtiss XO-12 [27-35] (T S Cuddy coll via Peter Bowers)

O-12 1928 = O-11 with P&W R-1340 Wasp. POP: 1 to Natl Guard as XO-12 [27-35]; scrapped in 1835.
O-13 - O-1 and -11 variant conversions.
  Curtiss XO-13 [25-331] (Peter Bowers coll)

XO-13 1927 = NAR racer with uprated 720hp Curtiss V-1570; v: 169. POP: 1 [25-332]. Scrapped mid-1928.

  Curtiss XO-13A [25-331] (Peter Bowers coll)

XO-13A 1927 = NAR racer with 720hp Curtiss V-1570; wing skin radiators; v: 177. POP: 1 [25-331].

O-13B 1930 = Special O-1C conversion for Secretary of War; 600hp V-1570-1. POP: 1 [27-266].

  Curtiss YO-13C (Peter Bowers coll)

YO-13C, O-13C (Model 37K) 1930 = O-1E conversion with 600hp direct-drive V-1570. POP: 3 [29-319/321].

  Curtiss YO-13D [28-207] (Peter Bowers coll)

YO-13D 1930 = O-11 with supercharged V-1570 and bew radiator. POP: 1 [28-207]. Later modified with V-1150-5 as O-1B.

  Curtiss XO-16 [28-196] (USAAC)

O-16 1929 = O-11 with Prestone cooling. POP: 1 as XO-16 [28-196].
  Curtiss XO-18 [27-263] (Eugene Palmer coll)

O-18 1928 = O-1B refitted with Curtiss H-1640. POP: 1 as XO-18 [27-263].
O-24 - Not produced.
  Curtiss Y1O-26 (USAAF)

O-26 1929 = O-1E with geared Curtiss GIV-1570A Conqueror. POP: 1 as Y1O-26 [29-322].
O-30 - Twin-motor project for V-1570; not built.
  Curtiss O-39 (Clark Scott)

O-39 132 = O-1G repowered; wheel pants and cockpit canopy. POP: 10 [32-211/220].
O-40 Raven (Model 62) - 2pO/CswB and ChwM rg; 630hp Wright YR-1820E; span: 44'1" (?>44'0") length: 28'6" (?>27'9") load: 1170# (data for YO-40). Monocoque metal fuselage.
  Curtiss YO-40 [32-343]

YO-40 1932 = Sesqui-wing, swept-back upper wing; v: 193/169/64 (?>196/170/69) range: 350 ceiling: 24,000'. POP: 1 [32-343]. Crashed May 1932 and was rebuilt as YO-40A.

  Curtiss YO-40A [32-343] (TKnL coll)

YO-40A 1932 = YA-40 rebuilt as 2pChwM with canopied cockpits; 670hp R-1820-37 with two-blade prop; v: 181/156/66 range: 315 ceiling: 23,900'.

  Curtiss Y1O-40B [32-343]

Y1O-40B 1933 = Modified wings with slots and flaps 670hp R-1820-37 with three-blade prop; span: 41'8" length: 28'10" load: 1426# v: 188/160/62 range: 650 ceiling: 23,100'. POP: 4 [32-415/418]. Despite good performance and maneuverability, cockpit arrangements and short fuel capacity were considered unsatisfactory by USAAC.

  Curtiss O-52 (W T Larkins coll)

O-52 Owl (Model 85) 1940 = 2pChwM rg; 600hp P&W R-1340; span: 43'10" length: 225'5" load: 985# v: 208. Parasol wing. Used design elements of USN SO3C and SB2C, with BF2C landing gear. $50,826; POP: 203 [40-2688/2890].
  Curtiss O2C-1 (TKnL coll)

  Curtiss XO3C-1 [9413] (USN from John Dagle coll)

O3C (Model 71) 1934 = USN scout-observer. Original designation for prototype SOC. POP: 1 as XO3C-1 [9413], became XSOC-1.
  Curtiss Oriole With designer William Gilmore (TKnL coll)
  Curtiss Oriole Mayer Flying School (PA) (ad: 1921 Aerial Age)

Oriole (Model 17) 1919 = 3pOB; 90hp Curtiss OX-5; span: 36'0" length: 25'0" load: 767# v: 85/70/40. William Gilmore. First of the Curtiss line of civil "birds" was later refitted with 40' wings and 160hp C-6 (v: 97/77/x). Plywood fuselage was typically painted orange, the wings and tail were yellow. Refitted with 150hp K-6 and 160hp C-6. $9,850, reduced to as low as $3,000 in 1921 to compete with the inundation of war-surplus planes. POP: ??, with many components sold to other builders for use in their own designs (eg: Pitcairn Orowing). Prototype [C130]. One designated as Mountain Oriole, probably a high-altitude special conversion [2300].
-Orowing SEE Pircairn PA-2 Orowing .
  Curtiss OWL (unknown magazine clip)

OWL 1912 = 2pCBFb/Am; 80hp Curtiss OX pusher; v: 70/65/40. Developed from USN A-2 (modified Standard E landplane) in a short-hull flying boat configuration. Name derived from acronym of "Over Water or Land." POP: 2, the second of which was an unfinished amphibian version. Design evolved into F.
P-1 Hawk - 1pOB. The first Air Service use of the P for "Pursuit" designation. SEE ALSO AT-4 and -5. SEE Curtiss P-1 in detail
  Curtiss P-1 (Dan Shumaker coll)
  Curtiss P-1 Wright Field P-400 test-bed [25-410] (Peter Bowers coll)

P-1 (Model 34A) 1925 = Production XPW-8 with 400hp Curtiss D-12; span: 31'7" length: 22'7". Tapered wings, optional 55-gallon ventral fuel tank, POP: 15 [25-410/424], of which the first had an experimental Allison air-cooled variant of the Liberty installed for testing, later a Wright V-1460 as XP-17.

XP-1A 1929 = POP: 1 [26-280]; not prototypical, used for testing.

  Curtiss P-1A (Dan Shumaker coll)

P-1A (Model 34G) 1926 = 435hp D-12C; length: 22'10" load: 825# v: 165/128/x range: 345 ceiling: 20,200'. POP: 25 [26-276/300], of which 1 temporarily redesignated XAT-4 [26-296], 1 converted to XP-3A/XP-21 [25-300], and 1 to XP-6A [26-295] with straight wings; plus 8 exports to Chile and 1 to Japan. Additionally 3 P-2s were converted to P-1As [25-421/422, -424]. Three were painted as German fighters for the film, "Wings" (1927), in which 1 was destroyed in a crash.

XP-1B 1929 = POP: 1 [27-71, 27-73]; not prototypical, used for testing, the latter had two .30 guns mounted in its lower wings.

  Curtiss P-1B (USAAC)

P-1B (Model 34I) 1926 = Improved radiator. POP: 25 [27-63/87], plus 8 exports to Chile.

  Curtiss XP-1C [29-238] (Peter Bowers coll)

XP-1C 1929 = P-1C with experimental radiator and cooling system, wheel brakes. $9,862; POP: 1 [29-238]; not prototypical, used for testing.

  Curtiss P-1C (Dan Shumaker coll)

P-1C (Model 34O) 1929 = 422hp D-12C; length: 23'3" load: 837# v: 154/124/58 range: 600 ceiling: 20,800'. Wheel brakes. POP: 33 [29-227/259], the last one converted to XP-6B. Last of the P-1 production models; others were conversions.

P-1D 1929 = AT-4 with 400hp D-12 as pursuits. POP: 35 [27-88/97, -213/237].

  Curtiss P-1E (Peter Bowers coll)

P-1E 1929 = Stock AT-5 used only as trainers. POP: 5 [27-238/242]. Redesignated as P-1F with installation of D-12.

  Curtiss P-1F [28-49] (Peter Bowers coll)

P-1F 1929 = AT-5A with D-12 (V-1150) installed. POP: 31 [28-42/72] and 1 from XP-21 [28-189].

  Curtiss XP-2 (Natl Archives)

P-2 Hawk (Model 34B) 1925 = Redesignated from P-1 with 500hp Curtiss V-1400 (enlarged D-12) for testing. POP: 5 as P-2 [25-420/424], with 3 became P-1A after tests proved unsatisfactory; [-420] became turbocharged test-bed XP-2 and [-423] became XP-6. SEE Curtiss P-2 in detail.
P-3 Hawk - P-1A with cowled and uncowled 410hp P&W R-1340-3 radial. SEE Curtiss P-3/P21 in detail
XP-3 1927 = P-1A with 390hp Curtiss R-1454, which was deemed unsuitable and not installed. Designation was canceled.

  Curtiss XP-3A [26-300] (Gene Palmer coll)

XP-3A (Model 34N) 1927 = Prototype P-1A repowered with 410hp P&W R-1340-1. POP: 1 [25-300], later redesignated XP-21, and 1 production P-3 modified with experimental NACA ring cowling [28-189], used as racer successfully in 1929 NARs (v: 186), then converted to P-1F.

  Curtiss P-3A (Dan Shumaker coll)

P-3A 1928 = Production version; 450hp P&W R-1340-3; span: 31'6" length: 22'11" load: 706# v: 154/137/57 range: 342 ceiling: 23,150'. POP: 5 [28-189/193].

  Curtiss P-5 (USAF Museum)
  Curtiss P-5 [27-327] (Ed Popejoy coll)

P-5 Super Hawk (Model 34L) 1927 = Similar to P-1C with 435hp turbo-supercharged Curtiss D-12F (V-1150-3) for high-altitude flights; span: 31'6" length: 23'1" load: 829# v: 174/117/62 range: 310 ceiling: 31,100'. POP: 5 [27-327/331]; cost for the five: $181,800 with spare parts.
P-6 Hawk - 1pOB; evolution of P-2. Went from an ugly duckling to a relative beauty in four years. 656 Hawks built in total; 273 to Army, 132 to USN, 251 commercial and export models.
  Curtiss XP-6 [25-423] (WASM)

XP-6 (Model 34P) 1927 = Racer for 1927 NARs, took second place behind XP-6A #1. 600hp Curtiss V-1570-1 Conqueror; span: 31'7" length: 22'8" load: 927# v: 189/145/x ceiling: 24,200'. POP: 1 conversion from P-2.

  Curtiss P-6 and Jimmy Doolittle [9110] (WASM)
  Curtiss P-6 for aerobat Jess Bristow, 1939 [NX9110] (Frank Rezich coll)

P-6, YP-6 (Model 34) 1929 = Streamlined fuselage, rounded nose. 600hp Curtiss V-1570-17; v: 181/145/x range: 272 ceiling: 23,200' POP: 1 civil [X/NX9110] and 18 Army [29-260/273, -363/366], of which the first 9 were modified for V-1570-23 with Prestone cooling as P-6A; also 2 originally as P-11 service testers [29-367/368] became P-6. All eventually became P-6Ds. Although the new YP designation was in effect at the time, there are only a few records of its use on the P-6. Retroactive designation as Hawk I (Model 35) for 16 exports to Netherlands in 1930.

  Curtiss XP-6A [26-295] (WASM)

XP-6A #1 (Model 34Q) 1926 = Racing conversion of P-1A with untapered XPW-8A wings and wing radiators, 730hp V-1570; span: 32'0". Won first place in 1927 NARs (v: 201). POP: 1 [26-295]; crashed in 1928.

XP-6A #2 1929 = Not prototypical, used as a test-bed. POP: 1 [29-263].

  Curtiss P-6A [29-260] (magazine clip)

P-6A 1929 = P-6 modified for Prestone cooling system, 3-blade prop. 600hp V-1570-23; span: 31'6" length: 23'7" load: 783# v: 178/154/60 ceiling: 27,200'. POP: 8 [29-260/268]; redesignated as P-6D in 1932. [-262] modifed as XP-22.

  Curtiss XP-6B [26-259] (USAAF)

XP-6B aka Hoyt Special 1929 = Converted P-1C with V-1570-1 and 250-gal fuel tanks for NYC-Alaska flight (p: Capt Ross Hoyt); span: 31'6" length: 23'7" load: 724# v: 178/142/62 ceiling: 22,600'. POP: 1 [29-259].

P-6C - Designation unused, transferred to 46 P-6Es.

XP-6D 1929 = P-6A as prototype with supercharged V-1570-C. POP: 1 [29-260], revrted to P-6A after tests.

  Curtiss XP-6D (TKnL coll)

P-6D 1931 = P-6/-6A modified to side-mounted superchargers. 600hp V-1570-23; v: 197/172/63 ceiling: 32,000'. Three-blade prop. POP: 1 prototype XP-6D with turbocharged V-1570-C [29-260] and 16 P-6D [29-261/266, -269/273, -363/366].

  Curtiss XP-6E [29-374] (Gene Palmer coll)

XP-6E (Model 35) 1930 = Single-strut landing gear, redesigned tail. Rebuilt from YP-20 (ex-P-11) [29-374], later became XP-6F. Was prototype for Curtiss 35.

  Curtiss P-6E on skis (Clark Scott coll)

P-6E (Model 35) 1931 = First production, temporarily designated XP-22; 700hp Curtiss V-1570-C; span: 31'6" length: 23'2" load: 693# v: 198/175/61 range: 570 ceiling: 24,700'. $12,211; POP: 1 prototype [29-374] and 46 production [32-233/278], of which 2 became experimental -6G, and -6H. The remaining P-6E in AAF service was finally put to pasture in 1942.

XP-6F (Model 35C) 1933 = XP-6E modified with canopied cockpit; 675hp V-1570-55; load: 693# v (at 15,000'): 225 range: 200. POP: 1 [29-374], later reverted to P-6F.

P-6F 1933 = Redesignations from XP-6F and -6H. POP: 2 [29-374, 32-233].

  Curtiss XP-6G [32-254] (USAF Museum)

XP-6G 1932 = P-6E with turbo-supercharged V-1570-F. POP: 1 [32-254], later reverted to P-6E.

  Curtiss XP-6H [32-233] (USAAF)

XP-6H 1933 = P-6E with experimental wing fitted with six .30 guns, two of these in the upper wing and one each in the lower wings. POP: 1 [32-233], later reverted to P-6E with original wings minus guns.

  Curtiss P-6S Cuban export (Peter Bowers coll)

P-6S 1930 = 450hp P&W R-1340. $18,445; POP: 3 exports to Cuba, and 1 to Japan that does not appear on company sales records but could be the Conqueror-powered [42K], aka Japan Hawk.

  Curtiss XP-10 [28-387] (WASM)

P-10 Hawk 1930 = Gull-wing 1pOB; 600hp Curtiss V-1570-15; span: 33'0" length: 23'3" (?>24'6") load: 935# v: 191/173/x range: 460 ceiling: 26,500'. POP: 1 as XP-10 [28-387]. Plagued by radiator problems and with no better performance than the Hawks, it was scrapped after only 10 hours logged time.
P-11 Hawk 1929 = Prototype P-6E, originally scheduled for the Curtiss H-1640 Chieftain, which proved to be unsatisfactory. Wheel spats and tailwheel, redesigned vertical tail. POP: 3, of which 1 converted to YP-20 with 575hp Wright R-1820-9 radial [29-374], and 2 to YP-6 [29-367/368].
P-14 1929 - Design competition with Thomas-Morse P-13. Not built.
  Curtiss XP-17 [25-410] (USAF Museum)

P-17 Hawk 1930 = P-1 modified as a test-bed for an inverted Wright 480hp V-1470-3; span: 31'6" length: 22'10" v: 165/130/62 ceiling: 21,400'. Its crude, ill-fitting sheet-metal cowling was considered sufficient for test purposes. POP: 1 as XP-17 [25-410].
P-18 - Biplane design project cancelled.
P-19 - Monoplane design project cancelled.
  Curtiss YP-20 [29-374] (USAAF)

P-20 Hawk 1930 = Modified from P-11 with wheel pants, NACA cowling, steerable tail-wheel, 650hp Wright R-1870-9; span: 31'6" length: 23'9" load: 756# v: 187/150/61 ceiling: 26,700'. POP: 1 as YP-20 [29-374], repowered by 600hp Curtiss V-1570-23, modified with the forward fuselage section of XP-22, and redesignated XP-6E.
P-21, -21A 1930 = Redesignated from XP-3A to test the 300hp P&W R-985. POP: 2 as XP-21 [26-300, 28-189]. With conversion to P&W R-975 the former became XP-21A and with a D-12 engine the latter a P-1F.

XP-21 is yet another example of the inconsistent designation system used by the AAC during the '20s and early '30s. Its history begins with the P-3, an attempt to adapt the Curtiss P-1 biplane fighter to a radial engine. The last P-1A of the series [26-300] had been modified as the XP-3A with the replacement of the original liquid-cooled Curtiss D-12 by an air-cooled 410hp Pratt & Whitney R-1340-3 radial. This first flew in Apr 1928 and became the prototype for the P-3A series, of which only five were built [28-189/193]. In 1930, XP-3A and P-3A [28-189] were used as flying test-beds for the new 300hp P&W R-985 Wasp Junior and were then redesignated XP-21, a new designation meant to identify a particular test configuration, not a new prototype. The first flight of an XP-21 was in December 1930, but tests did not convince the Army there was any intrinsic superiority of the radial as powerplant for the Hawk. Consequently, XP-21 [28-189] was later fitted with a D-12 engine and became a standard P-1F. However, XP-21 [26-300] continued as a test-bed and became XP-21A when it was fitted with an improved 300hp R-975 Wasp Junior. (— Joe Baugher)
  Curtiss XP-22 [29-262] (Gordon S Williams coll)

P-22 Hawk 1930 = P-6A modification with 700hp Curtiss V-1570-23 and revised radiator for Prestone coolant, single-strut landing gear; length: 23'7" v: 202/172/61 ceiling: 26,500'. POP: 1 as XP-22 [29-262], reverted to P-6A after tests. 1932 contract for 32 units redesignated as P-6E.
  Curtiss XP-23 [32-278] (WASM)

P-23 Hawk (Model 63) 1932 = 1pOB majorly redesigned and rebuilt from the final P-6E with all-metal tail and monocoque fuselage as the last of the USAAC biplane fighters. Geared, 600hp turbo-supercharged V-1570-23; span: 31'6" length: 23'10" load: 850# v: 223/190/70 range: 435 ceiling: 33,000'. POP: 1 as XP-23 [32-278], redesignated YP-23 after removal of problematical supercharger.
  Curtiss XP-31 [33-178] (USAAF)
  Curtiss XP-31 P&W SR-1340 [33-178] (USAF Museum)

P-31 (XP-934) (Model 66) 1934 = 1pClwM; 600hp Curtiss GIV-1570F; span: 36'0" length: 26'3" load: 809# v: 208/184/81 ceiling: 24,400'. Thomas P Wright et al. Sometimes referred to as "Mini-Shrike" as its design influence. Slotted wing; wheel pants. Tested as XP-934, refitted with cowled P&W SR-1340. POP: 1 as XP-31 [33-178].
  Curtiss P-36 (USAF Museum)

P-36 Hawk (Model 75) - 1pClwM rg; evolved from civil Model 75D Don Berlin. About 1,000 export models were designated Hawk 75. First US design to down a German plane in WW2 (French Air Force), and first US service plane to down an enemy aircraft (12/7/41, Pearl Harbor).
Y1P-36, YP-36 (Model 75E) 1937 = 1050hp P&W R-1830-13; span: 37'4" length: 28'2" load: 1048# v: 295/256/65 range: 750 ceiling: 32,700'. POP: 3 [37-068/070], the last of which was repowered with 850hp Wright XR-1820 as YP-36.

  Curtiss P-36A (USAAF via Dave Gramme)

P-36A (Model 75L) 1938 = Production version; 1050hp R-1830-13 length: 28'2" (?>28'6") v: 295/256/68 range: 825 ceiling: 33,000'. POP: 177 [38-001/009, -011/180], which included 1 each XP-40 and XP-42 prototypes. Some imports in Norway were impounded by Germany after its invasion and sold to Finland, who also acquired more captured French P-36s from the Luftwaffe. With a total fleet of 44 P-36s (H75s), Finnish pilots scored a notable 190 combat victories over USSR with only 24 losses!

XP-36B 1938 = 1100hp R-1830. POP: 1 [38-010].

  Curtiss P-36B [38-020] (Dan Shumaker coll)

P-36B 1938 = Modified P-36A. POP: 1 [38-020].

P-36C 1939 = 1200hp R-1830-17 and four-gun armament (two on cowl, two in wings); load: 1530 v: 311/270/75 range: 820 ceiling: 33,700'. POP: 30 [38-181/210], plus 1 modified from P-36A [38-085].

XP-36D 1939 = Four wing-guns. POP: 1 modified from P-36A [38-174].

XP-36E 1940 = Eight wing-guns. POP: 1 modified from P-36A [38-147].

  Curtiss XP-36F [38-172] (Dan Shumaker coll)

XP-36F 1940 = 23mm Madsen guns under the wings. POP 1 modified from P-36A [38-172].

P-36G (Model H75A-8) 1942 = Export Hawk 75A-8 with 1200hp Wright R-1820-G205A, originally ordered by Norway, but diverted to RCAF when hostilities began, then sold to USAAF in 1942. POP: 30 [42-38305/38322, -108995/109006], most subsequently exported to Peru AF.

P-37 Hawk (Model 75I) - Rebuild of prototype Model 75D (erroneously referred to as an "XP-36"), wih 900hp Wright SCR-1670-G5. First US fighter to exceed 300mph.
  Curtiss XP-37 [37-375] (National Archives)

XP-37 1937 = 1150hp Allison V-1710-C8; length: 31'0" load: 1078# v: 340/304/75 range: 485 ceiling: 35,000'. POP: 1 [37-375], set record of 340mph at 20,000'.

  Curtiss YP-37 (Curtiss Co via Clark Scott)
  Curtiss YP-37 Engine variants (National Archives)
  Curtiss YP-37 Experimental camouflage (National Archives)
  Curtiss YP-37 First production (Curtiss Co via Natl Archives)

YP-37 1938 = 1000hp V-1710-21, new cooling system; length: 32'10" v: 331/305/75 ceiling: 34,000'. POP: 13 [38-472/484].

  Curtiss P-40 Tiger trio (AETC)
  Curtiss P-40 cockpit

P-40 Kittyhawk, Tomahawk, Warhawk (Models 75, 81, 87) - 1pClwM rg. Popularized as the aircraft used by the Flying Tigers (American Volunteer Group) in their lopsided victories over the Japanese Air Force in early 1942. Interestingly, although favored by USSR pilots, Premier Josef Stalin opted for Bell P-39 over P-40 as "more suited for combat against German fighters." Total of 13,738, including export versions, made it the third most-produced US fighter of WW2 (after P-51 and P-47).

Appleby's Handy Hints For P-40 Drivers

  Curtiss XP-40 [38-10] NACA wind tunnel (NASA)

XP-40 (Hawk 81) (Model 75P) 1938 = Prototype; 1150hp Allison V-1710-19; span: 37'4" length: 31'1" v: 342/299/72 range: 460; ff: 10/14/38. Donovan Berlin. First had radiator located under rear fuselage. $60,652; POP: 1 converted from P-36A, used for initial testing [38-10].

  Curtiss P-40 (USAAF)
  Curtiss P-40 Selfridge Field (Curtiss)

P-40 (Hawk 81-A) 1940 (Model 81) = 1040hp Allison V-1710-33; span: 37'4" length: 31'9" load: 1840# v: 357/277/73 range: 950 ceiling: 32,750'; ff: 4/4/40. POP: 200 [39-156/289, 40-292/357], of which 29 were modified as P-40G, plus 1,180 as H-81 export models to RAF as Tomahawk I.

P-40A (Model 81-A) 1942 = P-40 modified with a belly camera as photo-recon. POP: 1 [40-326].

  Curtiss H-81 Tomahawk Flying Tigers (R T Smith via Brad Smith coll)

P-40B (Model 81B) 1940 = Pilot armor and doubled armament; 1090hp V-1710-33; v: 352/280/80 range: 730 ceiling: 32,400'; ff: 4/14/75. POP: 131 [41-5205/5304, -13297/13327], plus 140 as H-81A export models to France and RAF as Tomahawk I/II, of which 90 were diverted to establish Chennault's AVG in China.

  Curtiss P-40C twin-engine [41-13456] (Peter Bowers coll)

P-40C (Model 81B) 1941 = As -40B with self-sealing tanks; v: 340/270/73 ceiling: 29,500'. POP: 193 [41-13328/13520], of which 10 to RAF as Tomahawk [41-13389/13390, -13396/13401, -13406/13407]. One pulled from ex-service condemned units and modified into a twin mock-up for preliminary evaluation; engines were not installed [41-13456].

  Curtiss P-40D (Natl Aviation Museum of Canada)
  Curtiss 87A2 Kittyhawk I [AK571] (Curtiss)

P-40D (Hawk 87) (Model 87A-2) 1941 = 1150hp V-1710-39; length: 31'2" load: 1770# v: 359/258/84 range: 800. Shortened fuselage, radiator moved forward, added wing bomb racks, four .50 wing guns. POP: 22 [40-359/381], plus 560 to RAF as Kittyhawk I/II.

  Curtiss P-40E Restoration (Dan Shumaker)

P-40E, -40E-1 (Hawk 87A) (Model 87B-2, -A4) 1941 = As P-40D with six .50 wing guns and increased useful load; load: 1930# v: 364/308/82 ceiling: 29,000'. $59,444 in 1942; POP: 2,320 [40-358, -382/681, 41-5305/5744, -13521/13599, -24776/25195, -35874/36953], of which 1,500 to RAF as Kittyhawk II. P-40E-1 designation used for Lend-Lease exports.

P-40ES 1941 = Experimental modification as 2p trainer. POP: 2 conversions.
  Curtiss YP-40F [41-13602]

XP-40F, YP-40F (Hawk 87D) (Model 87B-3) 1941 = P-40D repowered with 1300hp Rolls-Royce Merlin 28; v: 373; ff: 6/30/41. POP: 1 prototype as XP-40F [40-360], and 1 tested with revised cooling system in 1942 as YP-40F [41-13602].

  Curtiss P-40F (USAAF)

P-40F Warhawk (Model 87B-3) 1942 - 1300hp Packard Merlin V-1650-1; length: 33'4" load: 2760# v: 364/290/82 range: 375 ceiling: 34,400'. POP total: 1,311 of which the first 260 had shorter original fuselage. c.150 exports to RAF were reclaimed by USAAF for North Africa operations..

P-40F = POP: 699 [41-13600/13695, -13697/14299].

P-40F-5 = 20" fuselage extension. POP: 123 [41-14300/14422].

P-40F-10 = Manual cowl flaps. POP: 177 [41-14443/14599].

P-40F-15 = Winterized. POP: 200 [41-19733/19932].

P-40F-20 = Upgraded oxygen system. POP: 112 [42-19933/20044].

XP-40G (Model 81A-G) 1941 = Prototypical conversion of P-40 using H81-A Tomahawk I wings. POP: 1 [39-221].

P-40G Warhawk 1941 = .303 guns and H81 Tomahawk II wings. POP: 45 for RAF [42-14261/14274, -14277/14278, -14281], included 29 modifications of P-40, and 134 modifications of P-40 to USSR [39-156/289].

P-40H, -40J - Cancelled projects.

  Curtiss XP-40K [42-10219] (Curtiss)

XP-40K 1942 = Used to test installation of several Allison variants and the R-R Merlin V-1650-1. POP: 1 [42-10219], sent to USSR after testing.

P-40K Warhawk (Model unknown) 1942 = 1325hp V-1710-73; v: 362/290/82 range: 350 ceiling: 28,000'. POP total: 1,300, of which early production models had the shorter (31'2") fuselage and small dorsal fins, and 2 were modified as P-40Q [42-9987, -45722]; plus 25 to Brazil and 327 to RAF, some of which were reclaimed by USAAF for North Africa operations.

P-40K-1 = Engine control mods. POP: 600 [42-45722/46321].

P-40K-5 = Engine control mods. POP: 200 [42-9730/9929].

  Curtiss P-40K-5 [42-9873] (Peter Bowers coll)

P-40K-10 = 20" fuselage extension. POP: 335 [42-9930/10264].

P-40K-15 = Winterized. POP: 165 [42-10265/10429].

P-40L Warhawk (Model 87B-3) 1942 - Lightened, less-armored version of P-40F with 1300hp Packard-built Rolls-Royce Merlin V-1650-1. POP total: 700, of which 100 to RAF as Kittyhawk II.
P-40L-1 = Initial production. POP: 50 [42-10430/10479].

P-40L-5 = Four wing guns. POP: 220 [42-10480/10699], of which 6 converted to P-40R-2.

P-40L-10 = Electric trim tabs, engine control mods. POP: 148 [42-10700/10847], of which 1 converted to P-40R-2.

P-40L-15 = Revised air filter, signal lights. POP: 112 [42-10848/10959], of which 10 converted to P-40R-2.

  Curtiss P-40L-20 [42-11125] (Peter Bowers coll)

P-40L-20 = Upgraded radio, self-destruct incendiary grenade (in case of capture). POP: 170 [42-10960/11129], of which 36 converted to P-40R-2.

P-40M Warhawk (Model unknown) 1942 - As P-40K but 1360hp V-1710-81; load: 1300# v: 360/272/82 range: 350 ceiling: 30,000'. POP total: 600, of which 19 to Brazil and 354 to RAF as Kittyhawk III.
P-40M-1 = Strengthened ailerons. POP: 60 [43-5403/5462].

P-40M-5 = Revised air filter. POP: 260 [43-5463/5722].

P-40M-10 = Fuel system upgrades. POP: 280 [43-5723/6002].

  Curtiss P-40N [43-23194] (USAAF)
  Curtiss P-40N on skis [42-106129] (USAAF)
  Curtiss P-40N CAF restoration with fanciful "Flying Tigers" paint scheme and tail number

P-40N Warhawk (Models 87V, 87W) 1943 - 1200hp V-1710-81/-99/-115; load: 2850# (?>1700#) v: 378/288/82 (?>343/220/70) range: 750 ceiling: 31,000'. Most-produced variant of P-40. Bubble canopy introduced $49,449, $44,892 in 1944; POP total: 5,220, of which 41 to Brazil, 586 to RAF as Kittyhawk IV (130 were diverted to USSR).
  Curtiss 'XP-40N' (magazine clip)

'XP-40N' = Experimental bubble canopy. POP: 1. XP-designation was not official.

P-40N-1 = V-1710-81 engine. lightened airframe, four wing guns, revised radio and oxygen. POP: 400 [42-104429/106428].

P-40N-5 = V-1710-81 engine, revised pilot seat and rear window, 27" magnesium wheels; upgraded radio, revised bomb racks and fuel tanks. POP: 1,100 [42-104829/105928].

P-40N-6 = P-40N-5 with recon camera.

P-40N-10 = Winterized. POP: 100 [42-105929/106028].

P-40N-15 = Revised electrical system. POP: 377 [42-106029/106405].

P-40N-16 = P-40N-15 with recon camera.

P-40N-20 = V-1710-99 engine (included on the -21/-40 variants). POP: 1,523 [42-106406/106428, 43-22752/24251].

P-40N-25 = Revised instruments. POP: 500 [43-24252/24751], with 1 modified with two-stage supercharger, revised cooling system, bubble canopy, and structural changes as P-40Q [43-24571].

P-40N-25 = P-40N-25 with recon camera.

P-40N-30 = Revised oil system. POP: 500 [44-7001/7500].

P-40N-31 = P-40N-30 modified as two-seat trainers. POP: 22.

P-40N-35 = Revised carburetion, instruments, lighting. 500 [44-7501/8000].

P-40N-40 = Metal covered ailerons, 30" wheels. POP: 220 [44-47749/47968]. 780 more were asssigned s/ns but contract was cancelled.

RP-47N = Unarmed recon; POP: 3.

  Curtiss TP-40N [44-4779x & -7092] (USAAF)

TP-40N 1943 = 2p trainer. Conflicts with some single-seat trainers also using the T-designation. POP: unknown.

  Curtiss XP-40Q [42-9987] (USAF / Dan Shumaker)
  Curtiss P-40Q [42-45722] (Peter Bowers]

P-40Q (Model 87X) 1944 = Clipped-wing conversions of P-40K and-40N with 1425hp V-1710-121 and four-blade prop, bubble canopy; span: 35'3" length: 35'4" v: 422 ceiling: 39,000'. POP: 3 [42-9987, -45722, 43-24571].

  Curtiss XP-40R-1/-2 (Curtiss)

P-40R-1, -40R-2 1943 = Long-fuselage advanced-trainer, random conversions of P-40F and -40L; 1360hp Allison V-1710-81. POP: 70 as P-40R-1 and 53 P-40R-2.

  Curtiss XP-42 [38-4] (Thomas McMullen coll)
  Curtiss XP-42 Note "flying" elevator [38-4] (NASA)

P-42 1939 (Model 75S) = Modified P-36A with 1050hp P&W R-1830-31 in a streamlined low-drag, inline-type cowling; span: 37'4" length: 37'4" v: 315/286/x (later 343mph with redesigned cowling) range: 730 ceiling: 14,500'. Unarmed test model, an experiment in adapting the round, air-cooled engine into the next stage of evolution, the P-40. Tests made it conclusive that an inline would better serve the need. POP: 1 as XP-42 [38-4].
  Curtiss XP-46 [40-3053] (USAAF)

P-46 (Model 86) 1941 = Based on P-40 but with 1150hp Allison V-1710, inward-folding gear, 10 guns; span: 34'4" length: 30'2" load: 1125# v: 355 range: 325 ceiling: 29,500' (data for XP-46A); ff (XP-46A): 2/15/41. Assertions or theories that this was the fundament carried into, or responsible for, the Edgar Schmued design of North American P-51 have not been supported by proof, although there are some clear similarities. POP: 1 as XP-46 [40-3053] and 1 as unarmed XP-46A [40-3054].
P-53 (Model 88) 1941 - Redesigned P-46 planned for the 1250hp Continental X1V-1430-3 then in development. POP: 2 prototypes started [41-140, -19508] but canceled in favor of P-60; the first one not completed, the second developed iinto XP-60.
P-47 Thunderbolt 1942 = Contract poduction of 354 Republic P-47Gs with suffix -CU [42-24920/25273] included 2 two-place trainers as TP-47G.
  Curtiss XP-55 [42-78846] (Curtiss-Wright)

P-55 Ascender (Curtiss-Wright Model CW-24) 1943 = USAAF tailless canard fighter. 1pClwM rg; 1275hp Allison V-1710-95 pusher; span: 40'7" length: 29'7" load: 1560# v: 390/300/80 range: 635 ceiling: 35,800'; ff: 7/13/43 (p: J Harvey Gray). Don Berlin, E M Flesh, George A Page Jr. Preliminary, lightweight, wood-and-metal flying mock-up with 275hp Menasco C6S-5 pusher as company-designated Curtiss-Wright CW-24B made 169 test flights; ff: 12/2/41 (p: Gray) [42-39347]. POP: 3 prototypes as XP-55 [42-78845/78847]. Overheating and low-speed handling problems were insurmountable, and the age of jets imminent.
P-60 (models 90, 95) 1941 - USAAF 1pClwM rg fighter.
P-60 - Contract for 1,950 cancelled in 1942.

  Curtiss XP-60 [41-19508] (Dan Shumaker coll)

XP-60 (Models 90, 90A) 1941 = 1300hp Packard-Merlin V-1650-1; span: 41'4" length: 33'8" load: 1810# v: 324/300/x range: 375 ceiling: 32,000'; ff: 9/18/41. POP: 1 prototype from P-40D fuselage [42-79423] plus parts and s/n from XP-53 [41-19508]. Redesignated Model 90A P-60D after testing.

  Curtiss XP-60A [43-32763] (Curtiss)

XP-60A (Model 95A) 1943 = XP-60 design with turbocharged 1425hp Allison V-1710-75; ff: 11/11/42. POP: 1 [42-79423]; dismantled after testing, with parts going to XP-60C/-60E.

YP-60A, P-60A-1 1943 = Production order for 1,950 planes was canceled in favor of P-40K, but 1 unit was built and redesignated YP-60E [43-32763].

XP-60B (Model 95B) 1943 = POP: 1 with 1425hp Allison V-1710-75 completed as XP-60E [42-79425].

  Curtiss XP-60C [42-79424] (USAAF)

XP-60C (Model 95C) 1942 = 2000hp P&W R-2800-53 with six-blade contrarotating props; span: 41'4" length: 34'1" load: 1925# v: 414/x/89 range: 315 ceiling: 35,900'; ff: 1/27/43. POP: 1 [42-79424]. Originally planned for experimental Chrysler XIV-2220 engine, which proved too problematical.

XP-60D (Models▀ 90A, 90B) 1943 = XP-60 with larger tail, Packard-Merlin V-1650-3, and four-blade prop. POP: 1▀ [41-19508]; crashed in testing on 5/6/43

  Curtiss XP-60E [42-79425] (W T Larkins coll)

XP-60E (Model 95D) 1943 = XP-60B with P&W R-2800 and single prop; ff: 5/26/43. POP: 1 [42-79425].

  Curtiss YP-60E [43-32763] (Dan Shumaker coll)

YP-60E 1944 = YP-60A redesignated. Bubble canopy; 2100hp R-2800-18; length: 33'7" load: 1746 v: 410/348/x ceiling: 34,800'; ff: 7/15/44. POP: 1 [43-32763], became civil racer for 1947 NARs [NX21979], crashed in qualifying run.

  Curtiss XP-62 [41-35873] (USAF)

P-62 (Model 91) 1943 = High-altitude experimental. 1pClwM rg; 2300hp Wright R-3350, contrarotating props; span: 53'8" length: 39'6" load: 2887# v: 358/340/85 range: 900; ff: 7/21/43. POP: 1 as XP-62 [41-35873]. Contract for 100 as P-62A cancelled because of engine unavailability.
P-71 1943 - 2p twin-engine escort fighter design, cancelled.
P-87, F-87 Blackhawk (Model 29A) - Proposed USAF jet fighter, based on XA-43, was our nation's first practical "all-weather" fighter design and the final Curtiss production plane.
  Curtiss XP-87 [45-59600] (USAF Hamilton AFB)

XP-87, XF-87 1948 = 2pCmwM rg; four 3000# Westinghouse XJ34-WE-7 turbojets; span: 60'0" length: 62'0" load: 11,420# v: 585/450/x range: 1000 ceiling: 41,000'; ff: 5/5/48 (p: Lee Miller). Side-by-side cockpit; remote-controlled tail turret with twin .50-cal. POP: 2 [45-59600, 46-522].

XF-87A - Contract for 88 was cancelled in favor of F-89 and F-94, marking the end of historic Curtiss military aircraft, except for a brief three-plane foray in the VTOL field in 1959.

P-934 SEE P-31.
  Curtiss PN-1 [AS 63275] (USAAC McCook Field)

PN-1 1921 = Army night pursuit. 1pOB; 220hp Liberty 6 (L-825); span: 30'10" length: 23'6" load: 680# v: 108 range: 255 ceiling: 23,900'. POP: 2 [AS63275/63276], 1 more contracted, but cancelled.
PN-5, -6 1922 = Redesignations of F-5L and NAF F-6L.
PW-8 - 1pOB Pulitzer racer design developed from R-6, evolved into P-1 series.
  Curtiss XPW-8 Prototype [23-1201] (USAAC)
  Curtiss CO-X Modified as 2p [23-1201] (Mike Bealmear coll)

XPW-8, CO-X (Model 33) 1923 = 440hp Curtiss D-12; span: 32'0" length: 22'2". POP: 3 prototypes [23-1201/1203], of which the first was modified to 2p and temporarily redesignated as CO-X (Corps Observation, Experimental) for the 1923 Liberty Engine Builders Trophy Race after two failed attempts (from mechanical problems) at a dawn-to-dusk cross-country flight on 7/9 and 7/20/23 (p: Lt Russell Maughan), and the third became XPW-8A/-8B.

  Curtiss PW-8 on skis [24-202] (Dan Shumaker coll)
  Curtiss PW-8 1924 transcontinental racer [24-203] (USAAC)

PW-8 (Model 33) 1924 = span: 32'0" length: 23'1" v: 165/160/61 range: 440 ceiling: 21,700' POP: 25 [24-201/225], one of which [24-204], stripped of its armament, made the first dawn-to-dusk transcontinental flight, 6/23/24 (p: Lt Russell Maughan).

  Curtiss XPW-8A [23-1203] (Dan Shumaker coll)

XPW-8A, -8B (Model 34) 1924 = XPW-8 with 30'0" wing, wing radiator, unbalanced rudder; v: 178/169/68 range: 340 ceiling: 23,400'. POP: 1 [23-1203], modified again with 31'6" wing as XPW-8B. Became prototype of P-1 Hawk.

  Curtiss R (1918 Flying)
  Curtiss R-2 (Merle Olmsted coll)

R, R-2 (Model 2) 1915 = 2pOB; 160hp Curtiss V-X; span: 46'0" length: 38'5" load: 1270# v: 86 (data for R-2). Modified military utility series designated as R-2. POP: 12 [AS64/75]).
  Curtiss R at San Francisco's Marina Field (Paul Chesebrough)

R-3, -9 1917 = USN reconnaissance; twin-float development of Model R with 60'0" three-bay wings. 2pOBF; 200hp Curtiss V-2 (also V-X); span: 57'1" length: 33'5" v: 83. POP: 2 as R-3 [A66/67] and 11 (?>16) transfers to Army, also as landplane, but somehow came off the assembly line as R-9s [AS33748, AS39033/39042].
R-4 (Model 2) 1917 = Army ambulance version of R-2; span: 48'4" length: 29'0" load: 1047 v: 90. POP: 55 [AS177/192, AS281/316, AS469, AS2157, AS37923], 11 with 400hp Liberty 12 as R-4L [AS39362/39367, AS39954/39959]. Refitted with 360hp Liberty 12 (derated ex-USN motor) as R-4LM. Many used after WW1 in air mail service.
  Curtiss R-6 Landplane (Frank Rezich coll)

R-6 1921 = USN/USMC torpedo bomber. 2pOB and OBF; 200hp Curtiss V-2-3; span: 57'1" length: 33'5" load: 2149# v: 104/82/53 range: 368. POP: 96 [A162/197, A302/341, AS504/521, AS68563/68564], the second batch of which became -6L.
  Curtiss R-6L Seaplane [AS-505] (Roy Nagl coll)
  Curtiss R-6L (postcard, captioned as "L-9")

R-6L 1918 = Twin-float version; 360hp Liberty 12; span: 57'0" v: 104/92/56 range: 368 ceiling: 9,900'. POP: 122 [A873/994], plus 40 converted from R-6 [A302/341].

It looks like every photo I've seen of Curtiss R-6 except for the twin vertical radiators. Liberty R-6s were designated R-6L, and a later model, almost indistinguishable from the R-6, was apparently known as the R-9. Hence, possible Liberty versions would be R-9L, maybe resulting in the designation confused in the postcard's caption. One source said a number of R-9s were turned over to the Army as landplanes, but maybe this one kept its floats. (— Bill Devins 10/7/01)

Wing struts, twin floats, float strut configuration, top wing skid plates, and dihedral definitely match photos of R-6, a development of R-3. It could also be an R-9, which was a bomber version structurally identical to R-6. As far as the Army guy on the float, the Army ordered some R-s on floats. Most were transferred to the Navy. The Navy transferred some R-9s to the Army in 1918. The twin tower radiators are not normal for either R-6 or R-9 and may be an early test or experimental version. (— Roger Finnerty 10/10/01)

R-6 Mailplane 1919 = 1pOB; 200hp Curtiss V-2-3. POP: only 1 civil recorded, transferred from military surplus for evaluation in air mail service.

  Curtiss R-6 under construction
  Curtiss R-6 Lt L Maitland [68563] (NASA)

R-6 (Model 2A) 1922 = Pulitzer Trophy racer. 1pOB; Curtiss D-12; span: 19'10" length: 18'11" load: 505. POP: 2. Came in first and second in 1922—[68564] (p: Lt Russell Maughan) and [68563] (p: Lt Lester Maitland)—also winners in 1923 and 1924. In 1922 Genl Billy Mitchell flew [68564] to a world speed record of 224.28mph.
R-7 1916 = Long-wing version of R-6. POP: 1 specially built for New York Times..
  Curtiss R-8 Lt Alex Pearson [23-1235] (NASA)

R-8 1924 = Pulitzer racer. R2C-1 [A6691] purchased from USN for $1.00 and rebuilt by Army [23-1235]. Crashed before the 1924 race.
R-9 (Model 2A) 1917 = USN bomber version of R-6 (or R-3?), with pilot controls moved to the friont seat. POP: 10 to USN [A883/887, A901/905], which were transferred to Army in 1918 [AS39033/39042].
R2C - 1pOB; 500hp Curtiss D-12A; span: 22'0" length: 19'8" v: 267.
R2C-1 1923 = POP: 3 [A6691/6692, A7054], the second of which became R2C-2; the first was sold to the Army to become R-8. Is also seen as paper designation F2C.

  Curtiss R2C-2 [A-6692] (magazine clip)

R2C-2 1924 = 1pOBF on twin floats; length: 22'7". POP: 1 [A6692], winner of 1924 Pulitzer Trophy for seaplanes; v: 227.5. Developed into R3C-1.

R3C - 1pOBF; 600hp Curtiss V-1400; span: 22'0" length: 20'0" v: 267. USN twin-float racers. R3C-3 and R3C-4 entered the 1926 Schneider race, respectively repowered with 700hp Packard 2A-1500 and 700hp Curtiss V-1550, but R3C-3 sank after an accident in practice flight. It was replaced by R3C-2, which came in second. R3C-4 was withdrawn.
  Curtiss R3C-2 [A-6979]

R3C-1, -2 1925 = Racer on wheels, converted to floats as R3C-2; length: 22'7" v: 238. POP: 2 [A6978/6979]. Was also sometime noted as "paper" designation F3C.

  Curtiss R3C-3 [A-7054] (USN)

R3C-3 1926 = POP: 1 racer [A7054], won 1935 Schneider trophy (p: Lt James Doolittle (an Army pilot), v: 249 mph).

R3C-4 1926 = POP: 1 racer.

  Curtiss R4C-1 [9584] (William T Larkins)

R4C 1934 = USN version of T-32 Condor for Antarctic service, to USMC in 1935. POP: 2 as R4C-1 [9584/9585]. Both R4C-1s were abandoned to the snowdrifts in 1941 by the US Antarctic Service, and at least one is still down there somewhere. Bring shovels and warm clothing.
  Curtiss R5C-1 (Peter Bowers coll)

R5C Commando (Model CW-20) 1943 = C-46 transferred from USAAF inventory. POP: 120 as R5C-1 [39492/39611], of which 10 to USCG with long-range fuselage fuel tanks used as cargo and personnel haulers until 1950.
RA - ChwM; three 300hp Wright R-975; span: 63'4" length: 49'1" v: 129.
RA-3 19?? = Fokker F.VII. POP: 7.

RA-4 19?? = Fokker F-10 with 450hp P&W R-1340; span: 79'3" length: 50'7" v: 150. POP: 1.

  Curtiss RC-1 [A-8864] (IAATE via Clark Scott coll)

RC 1931 = USMC. 4pChwM; two 300hp Wright R-975; span: 54'6" length: 34'10" v: 138 ceiling: 16,500. POP: 1 as RC-1 [A8864]. A rare film appearance in 1935 "Devil Dogs of the Air."
Robin (OX Robin) (Model 50) 1928 (ATC 40, 2-345) = 3pChwM; 90hp Curtiss OX-5; span: 41'0" length: 25'10" load: 737# v: 99/84/44 range: 350. T P Wright. $4,000, $2,495 in 1930; POP: 347; prototype [X5049]. (2-345) for 115hp Milwaukee Tank V-470 (or V-502) conversions in 1931. SEE Curtiss Robin registrations
Robin 4C (Model 50E) (Garden City) 1929 (ATC 270) = 4pChwM; 170hp Curtiss Challenger; span: 41'0" length: 25'1" load: 924# v: 120/102/47 range: 300-500 ceiling: 12,700'. $7,995; POP: 1 conversion from Robin C [x/NC8336]. No production.

Robin 4C-1 1930 (ATC 2-198) = 3ş4p 4C with minor design variations. POP: 3 [NC514N, NC554N, NC625V]. The latter was the last Robin built.

  Curtiss 4C-1A [NC567M] (Peter Bowers coll)

Robin 4C-1A (Model 50G) (ATC 309) 1930 = 4p 4C-1 with widened and deepened cabin, enlarged tail and windshield; span: 41'4" length: 25'5" load: 1039# v: 115/98/55 range: 480 ceiling: 11,200'. $7,995; POP: 11 [NC509N/510N, NC512N, NC514N, NC516N, NC563/567N, NC606V].
Robin 4C-2 1930 = 4C-1 with 225hp Wright J-6. POP: 1 conversion from [NC510N], never relicensed.

  Curtiss Robin B [NC368K] (Morris A Koshchuk coll)

Robin B, B-2 1928 (ATC 68, 2-132) = OX Robin with brakes and steerable tailwheel. First of the production series; ff: 5/27/28 [X5049]. POP: about 325. B-2 was approval under (2-132) for 150-180hp Hisso [NC67H].

Robin C 1929 (ATC 69, 2-91) = 185hp Curtiss Challenger. POP: 49, with 2 approved for 170hp Challenger under (2-69)

  Curtiss Robin C-1 [NC389K] (Dan Shumaker)

Robin C-1 (Model 50C) 1929 (ATC 143, 2-192) = 3pChwM; 170hp Curtiss Challenger; span: 41'0" length: 24'1" load: 962# v: 120/102/48 range: 500. POP: about 165. (2-192) for 185hp Curtiss Challenger and modifications to landing gear. World endurance record in 1929 of 460 hours set by Dale Jackson & Forrest O'Brine [NR59H], who surpassed that feat in 1930 with an endurance flight of 647 hours (that's 27 days, and without a bathroom!)

Robin C-2 (Model 50D) 1929 (ATC 144) = 3pChwM; 170hp Curtiss Challenger; span: 41'0" length: 25'1" load: 933# v: 120/102/47 range: 500. Extra fuel tank over the cabin. $7,500; POP: 6 [NC55H, NR323/325K, NC373K, NC9273].

  Curtiss CR [X8379] (Peter Bowers coll)

Robin CR 1929 = Robin with inverted 120hp Curtiss Crusader. POP: 2 conversions of OX Robin, but engine construction was cancelled thereafter.

  Curtiss Robin J-1 [NC762M] (Frank Rezich coll)

Robin J-1 (Model 50H) 1929 (ATC 220) = 3pChwM; 165hp Wright J-6; span: 41'0" length: 25'6" load: 898# v: 118/100/45 range: 540 ceiling: 12,800'. $7,000, $5,995 in 1930; POP: 62, includes about 20 converted from other models. This was the model (an ex-Robin B [NX9243]) in which Douglas "Wrong Way" Corrigan became "disoriented," departing NYC and ending up in Ireland instead of California in 1938. A rare variant, repowered by its owner with a 150hp Comet in 1937 and registered in Oregon as "Comet Robin" [791M], technically does not exist. It does not appear on Curtiss Co or Federal records since it was only legal to fly within the borders of that state.

Robin J-2 (Model 50I) 1929 (ATC 221) = Essentially Robin J-1, but more of a work plane with extra fuel tanks, adaptable to cargo carrying, photo survey, etc. $6,000; POP: 2 or 3 [NC12H, NC790M, x].

Robin J-3 1929 = Robin J-2 probably redesignated for an engine change [NC12H].

  Curtiss M [NC9257] (Peter Bowers coll)

Robin M 1930 (ATC 2-345) = Robin B with 115hp Milwaukee Tank. POP: 5 [NC380E/381E, NC9217, NC9257, NC9265]

Robin W (Model 50J) 1929 (ATC 268) = 3pChwM; 110hp Warner Scarab; span: 41'0" length: 25'10" load: 780# v: 105/89/45 range: 500 ceiling: 10,500'. POP: 3 converted from Robins B and C-1 [NC13H, NC8376, VHUJE] and 1 modified as Army XC-10.

  Curtiss S-1 (Curtiss-Wright Institute)

S-1 Speed Scout, Baby Scout c.1915 = 1pOB; 90hp Curtiss OX; span: 20'0", An experiment by Curtiss to find the smallest plane that could be built around the OX. Span proved to be inadequate, so top wing was lengthened and diagonal tip-struts added. S-1 was a factory designation; plane was not used in service.
  Curtiss S-2 (Curtiss-Wright Institute)

S-2 Wireless Scout c.1915 = Modified version of S-1 with a larger top wing and a strut arrangement replacing the wire bracing—whence came its name—and 100hp Curtiss OXX-2. POP: 1. Evolved into S-6.
  Curtiss S-3

S-3 (Model 10) 1917 = Army's first single-seat pursuit (called scout at the time). 1pOT; 100hp Curtiss OXX-3; span: 25'0" length: 19'6" v: 115. POP: 4 [AS322/325]. One other biplane appears about this time labeled as S-3, which might have been a modification of this or a separate factory project based on S-3 working drawings. There also might have been some design connection with the Curtiss-Stinson Special.
  Curtiss S-4 (clip 1917 Flying)

S-4 (Model 10A) 1917 = USN. 1pOT and OTF, similar to S-3. POP: 1 [A149], tested both with wheels and twin floats.
S-5 (Model 10B) 1917 = USN. 1pOTF, similar to S-3, but with a single main pontoon and wingtip floats. POP: 1 [A150].
S-6 (Model 10C) 1917 = Army. Improved S-3 with two machine guns. POP: 1 [AS492]; contract for 11 more cancelled, but s/ns were assigned..
  Curtiss XS2C-1 [9377] (USN)

S2C (Model 69) 1932 = USN scouting version of YA-10 Shrike with wire-braced wing, wheel pants. 2pClwM; 625hp Wright R-1510-28; span: 44'0" length: 31'3" load: 358# v: 186/x/71 range: 640 ceiling: 18,900'. POP: 1 as XS2C-1 for evaluation [9377]. Rejected as too large for carrier stowage.
S3C 1932 = From and back to O2C-2. POP: 1 as XS3C-1 [A8847]. First had temporary designation of XF10C-1, on paper only.
S4C - Interim designation for XF12C-1 before becoming XSBC-1 [9225].
  Curtiss SB2C art (K O Eckland)

SB2C, SBF, SBW Helldiver (Model 84) - USN scout-bomber. 2pClwM rg; 1700hp Wright R-2600-8; span: 49'9" length: 36'8" load: 4616# v: 281/158/79 range: 1110 ceiling: 24,700'. USAAF version was A-25A. In addition to US production, 835 were built by Canadian Car & Foundry as SBW-1 to -5, and 300 by Canada Fairchild as SBF-1 to -4. SEE Curtiss SB2C in detail
  Curtiss XSB2C-1 [1758] (1941 Aero Digest)

XSB2C-1 1940 = POP: 1 prototype [1758]; ff: 12/18/40. Destroyed in a crash.
  Curtiss SB2C-1 (USN)

SB2C-1 1942 = Production, with enlarged tail. POP: 401 [00001/00200, 01008/01208], plus 410 USMC fixed-wing batch reassigned from USAAF A-25 [75218/75588, 76780/76818].

  Curtiss SB2C-1C (USN)

SB2C-1C, SBW-1 1942 = POP: 577 [00201/00370, 18192/18598]. Additionally 40 built by Canadian Car & Foundry as SBW-1 [21192/21231].

XSB2C-2 1942 = Twin floats. POP: 1 conversion from SB2C-1 [00005].

SB2C-2 - Contract cancelled, but s/ns for 2 issued [03743/03744].

  Curtiss SB2C-3 Trio (USN via Gene Palmer coll)

XSB2C-3 (Model 84E) 1943 = POP: 1 prototype from SB2C-1 [00008].

SB2C-3, SBW-3 (Model 84E) 1943 = 1900hp R-2600-20, four-blade prop; v: 294/158/80 range: 1165 ceiling: 29,300'. POP: 1,112 [18599/19710]. Additionally 413 built by Canadian Car & Foundry as SBW-3 [21233/21645] and 1 converted from SBW-1 [21198].

SB2C-4 (Model 84F) 1944 = Increased armament, radar. POP: 2,045 [19711/21181, 64993/65286] (s/ns from cancelled TDR-1 batch), the last of which became SB2C-5 prototype.

  Curtiss SB2C-4E (Peter Bowers coll)

SB2C-4E, SBW-4E 1944 = Radar for night ops; POP (USN); unknown, License-built units by Canadian Car & Foundry as SBW-4E; POP: 174 [60036/60209].
XSB2C-5 (Model 84G) 1944 = POP: 1 prototype converted from SB2C-4 [65286]. Source was often seen as SB2C-1C [18306 or 18308], but that was found to be a clerical error.

  Curtiss SB2C-5 [89129] (William T Larkins)

SB2C-5 (Model 84G) 1945 = 1900hp Wright R-2600-20; v: 260/148/x (?>290/161/92) range: 1324-1800 ceiling: 27,600'. POP: 970 [83128/83751, 89120/89465]. Prototype from SB2C-4 [65286].

XSB2C-6 (Model 84H) 1945 = POP: 2 conversions of SB2C-3 [18621/18621].

SB2C-6, SBF-1 1945 = 2100hp R-2600, larger fuel tanks. POP: 1 as SB2C-6 and 50 as SBW-1. Additional 300 built by Fairchild as SBF-1/-3/-4E, and 894 by Canadian Car & Foundry as SBW, of which 26 went to Fleet Air Arm.

SB3C-1 - Project cancelled, but 2 s/ns assigned [03644, 03743].
SBC (Model 77) - USN scout-bomber. The last US-built combat biplane. 2pCB rg with 700-875hp Wright and P&W.
  Curtiss XSBC-1 Monoplane prototype [9225] (USN)
  Curtiss XSBC-2 [9225] (USN)

XSBC-1, -2 (Model 73=77) 1934-35 = 2pChwM/CB rg, redesignated from XF12C-1. $100,739; POP: 1 [9225]. Crashed in testing, rebuilt as 2pCB XSBC-2 (ff: 12/9/35), then modified as XSBC-3.

  Curtiss XSBC-3 [9225] (USN)

XSBC-3 (Model 77A) 1936 = XSBC-2 with 825hp P&W R-1535-94; span: 34'0" length: 28'1" load: 1699# v: 220/140/67 range: 635 ceiling: 23,800'; ff: 5/x/36. POP: 1 conversion [9225]. Profiles claim source plane was SB2C-1 [00006] and engine the R-2600-20.

  Curtiss SBC-3 [0512] (William T Larkins)

SBC-3 1937 = POP: 182 [0507/0589].

  Curtiss XSBC-4 [0582] (USN)

XSBC-4 (Model 77B) 1938 = Wright R-1820-22. POP: 1 modified from SBC-3 [0582].

  Curtiss SBC-4 [1299] (William T Larkins)
  Curtiss SBC-4 [1813] (USN)
  Curtiss Cleveland [RAF L669M] (clip: Aeroplane)

SBC-4 1939 = 750hp Wright R-1920-34; span: 34'0" length: 27'6" load: 1708# v: 237/127/68 range: 555 ceiling: 27,300'. POP: 174 [1268/1325, 1474/1504, 1809/1843, 4199/4248], of which 5 to RAF as Cleveland, and 45 to French AF in 1940. The last USN combat biplane.

SC Seahawk (Model 97) - Folding-wing, wheeled and single-float shipboard scout. 1pClwM and MF; 1350hp Wright R-1820.
  Curtiss XSC-1 wing-fold (USN)

XSC-1 (Model 97A) 1944 = 1350hp Wright R-1820-62; ff: 2/16/44. POP: 5 [prototypes 34095/34096, production 35298/35300].
XSC-1A 1944 = Completed as XSC-2. POP: 1 [35302].
  Curtiss SC-1 (Curtiss-Wright)

SC-1 (Model 97B) 1944 = POP: 496 [35301, 35303/35797], 29 exports as Seahawk II to Colombia.

XSC-2, -2A (Model 97C) 1944 = 1425hp Wright R-1820-76; span: 41'0" length: 36'5" load: 2680# v: 313/125/x range: 526 ceiling: 37,300'. POP: 3 [35298/35300] and 1 from XSC-1A [35302]. As XSC-2A when arrester gear was installed.

  Curtiss SC-2 (Arthur Martin coll via WASM)

SC-2 (Model 97D) 1945 = Land version. 2p with 1425hp Wright R-1820. Circular cowling, bubble canopy. POP: 10 [119529/119538]; 440 cancelled by war's end.

SC-6 19?? = Conversion of Martin SC-1 with 730hp Packard 1A-2500. POP: 1 SC-6 [A6834] and 1 XSC-6 [A6835].
SC-7 1924 = Floatplane torpedo-bomber conversion of CS-1 with 600hp Wright geared T-2A engine. POP: 1 as XSC-7 [A6503].
SE-5 1918 = British SE5a fighter built under license by Curtiss. POP: 1 for the Army [AS43153] out of an order for 1,000, the rest cancelled after the Armistice. Curtiss also assembled 56 more from British-built airframes, which retained their British s/ns—they were often referred to as "Curtiss SE-5s"—of which 2 went to USN [A5588/5589]. SEE ALSO Eberhart. Many British SE5a fighters, assigned to American squadrons, also came to USA with their returning units after war's end; total number unknown.
  Curtiss Seagull Catalina Island pilot Art Burns and his "maintenance crew" (B C Reed coll)
  Curtiss Seagull Restoration (Natl Aviation Museum, Canada)

Seagull aka Model 18 1919 = Post-war civil development of Models F and MF. 2-4pOBFb; 160hp Curtiss C-6A pusher; span: 49'9" length: 28'10" load: 769# v: 76/60/x range: 288 ceiling: 3,000'. $5,850 with optional wheels; POP: uncertain; [39E, 394H, 7947, 855H, et al]; [39E] had 150hp Curtiss K-6. A 1911 Curtiss ad described "Seagull" as "...a stock machine, an exact duplicate of our Famous Number 26"—we're still trying to figure that one out, maybe an exhibition number used somewhere?
Shrike SEE A-18, A-25.
SNC SEE Curtiss-Wright SNC.
  Curtiss XSO2C-1 [0950] (USN)

SO2C (Model 71C) 1937 = Improved SOC-3 with flaps on all wings and length: 31'11". POP: 1 as XSO2C-1 [0950].
SO3C Seagull, Seamew - 2pClwM designed to be replacement for SOC, both on wheels and floats—the latter for catapult launches from ships—but were withdrawn from service in 1944. To Great Britain as Seamew—about 130 as Queen Seamew exported to Fleet Air Arm for use as trainers and target drones.
  Curtiss XSO3C-1 (USN)

XSO3C-1 (Model 82) 1940 = 550hp P&W R-1340; ff: 4/x/34(?). POP: 1 [1385].

  Curtiss SO3C-1 (TknL coll)

SO3C-1 (Model 82A) 1942 = 550hp Ranger SGV-770; span: 38'0" length: 34'3" v: 160/130/x load: 1475 ceiling: 18,000. POP: 141 [4730/4783, 4793/4879].

  Curtiss SO3C-2 (USN via TknL coll)

SO3C-2 (Model 82B) 1942 = Carrier gear; some on a single float. POP: 200 [4880/5029, 04149/04198].

SO3C-2C 1942 = POP: 8 converted from SO3C-1 [4784/4792].
  Curtiss SO3C-3 [04326] (Curtiss-Wright via W T Larkins coll)
  Curtiss SO3C-3 Seamew (Curtiss)

SO3C-3 (Model 82C) 1942 = POP: 150 [04199/04348], plus 50 export USN batch to Fleet Air Arm as Seamew [22007/22056].

  SOC perspective

SOC Seagull- USN scout-observation. 2pCBF; 600hp P&W R-1340; span: 36'0" length: 31'7" v: 165 range: 674.
  Curtiss XSOC-1 [9413] (TknL coll)

XSOC-1 (Model 71) 1935 = POP: 1 redesignated from XO3C-1 [9413].

  Curtiss SOC-1 [9858] (William L Swisher)
  Curtiss SOC-2 [0403] (William T Larkins)

SOC-1, -2 (Model 71A, 71B) 1935 = POP: 135 [9856/9990], plus 40 with wheels redesignated as SOC-2 in Nov 1937 [0386/0425].

  Curtiss SOC-3 [1077] (William T Larkins)
  Curtiss SOC-3 [1134] Two green (VCS-9) tail stripes (Peter Bowers coll)

SOC-3 (Model 71E) 1937 = On wheels or floats. POP: 83 [1064/1146], plus 44 built by NAF as SON-1 [1147/1190].

  Curtiss SOC-4 (USCG)

SOC-4, SOC-3A (Model 71F) 1938 = POP: 3 to USCG [V171/173], taken over by USN c.1944 as -3A [48243/48245].

Sociable Triplane SEE L-1.
Sport Trainer (Model 2) 19?? = Unverified by Curtiss records but seen on DoC registers as a Curtiss product, this Anzani-powered ship shares a Model number with R and R-4. POP: 1 [X9742] c/n 2-C. Two other undocumented "mystery ships," with neighboring registrations and Model numbers, appear on records as Curtiss Commercial and Junior Transport (qv).
Standard E SEE E (Standard E).
  Wanamaker Triplane

T (Model 3) (Buffalo) 1916 = 6pOswTFb; four 250hp Curtiss V-4; span: (upper) 134'0" (middle) 100'0" (lower) 78'0" length: 58'10" load: 6350# v: 100. The largest airplane in the world at the time and the first four-motored plane built in the US. Control forces were so heavy that a power-boost feature, a small clutch-operated windmill, was added to the movable surfaces. POP: 1 for merchant Rodman Wanamaker (aka Wanamaker Triplane), plus 20 ordered by Great Britain for RNAS, with 240hp Renault installed overseas.
T-2 1914 = B Douglas Thomas.
T-32 "Condor II" 1933 (ATC 501) = Commercial transport. 14-17pCB rg; two ring-cowled 650hp Wright Cyclones; span: 82'0" length: 48'11" load: 5565# v: 170/145/59 range: 580. George Page; ff: 1/30/33. $60,000-62,500; POP: 21 as T-32 sleeper transports, of which 2 to USAAC as YC-30 and 1 twin-float version to Adm Richard Byrd for his 1935Antarctic Expedition [NR12384]; 4 exported to RAF in England [NC12366/12368, NC12374]] . Although popular as "Condor II," that designation was not officially used by Curtiss Co.
AT-32 1934 (ATC 534) - 14-17pCB rg; two full-cowled 720hp Wright SGR-1820-F3; span: 82'0" length: 49'6" load: 5625# v: 181/160/62 range: 800. Sleeper version of T-32 with increased power; streamlined nacelles, 3-blade props.
AT-32A = Day or sleeper transport with 710hp SGR-1820-F3. POP: 3 [NC12390/12392].

AT-32B = As previous but 720hp SGR-1820-F2 Cyclones. POP: 3 [NC12393/12395].

AT-32C = 17p day transport exports with 720hp -F2. POP: 3 exports to Swissair.

AT-32D = 720hp -F3 Cyclones. POP: 4 [NC12396/12399].

AT-32E = 14p day transports. POP: 2 to USN/USMC as R4C-1.

BT-32 = Military conversion, a few on twin floats. POP: 1 export to China and 7 to Latin American countries, but 1 [NR12384] first used in unsuccessful AAC bomber evaluations before being sold.

CT-32 (Curtiss-Wright) = Cargo carrier. POP: 3 exports to Argentina.

T-32C 1934 (ATC 547) = 17pCB rg; two 720hp Wright -F3 Cyclones; span: 82'0" length: 48'11" load: 6030# v: 181/160/62 range: 650. POP: 10 converted from T-32.

  Curtiss Tadpole (National Archives)

Tadpole 1913 = 2pOswBF; 100hp Curtiss OX; span: 39'2" length: 28'10". POP: 1 with full-length hull, strut-braced horizontal tail mounted atop the fin, and a variable angle-of-attack wing as an experiment—that was dropped because of its affect on speed in flight. Also tried with ski-like runners.
  Curtiss Tanager [X181M] (Dave Hatfield coll)

Tanager 1929 = 2pCB; span: 43'10" length: 26'8" load: 882# v: 112/95/31. T P Wright; ff: 10/12/29. Winner the Guggenheim Safe Aircraft Competition prize of $100,000. Floating ailerons on lower wing, full-span flaps and slots; landed in 90' by flaring with the control stick fully back. POP: 1, destroyed in a grass fire 1930 [X181M].
  Curtiss Teal A-1 [969V] (Frank Rezich coll)

Teal A-1, B-1 (Garden City) 1929 = 3pChwMAm; 165hp Wright J-6 pusher; span: 45'6" length: 30'3" load: 824# v: 100/85/x range: 450. Ill-fated design, in the face of the Depression, had a metal hull and a wood cantilever wing. 4p B-1 had 225hp Wright J-6; v: 110/93/x. POP: 1 each [969V, 970V] c/n G-1 and G-2 respectively.
  Curtiss Thrush

Thrush (Model 56) (Garden City) 1929 (ATC 159, 160, 236) = 6pChwM; 170hp Curtiss Challenger; span: 48'0" length: 32'4" load: 1424# v: 110/94/50 range: 1015. T P Wright. $10,000; POP: 3 prototypes [C7568, C9142, C9787]. Production was turned over to the St Louis plant and the prototypes refitted with 225hp J-6 as Thrush J under (236).
  Curtiss Thrush J [NC542N] (Frank Rezich coll)

Thrush J (Model 56) 1929 (ATC 261, 2-210) = 6pChwM; 225hp Wright J-6; span: 48'0" length: 32'7" load: 1540# v: 122/104/52 range: 490 ceiling: 13,200'. $12,000; POP: 10, of which 2 were carried over from Thrush. (2-210) for 240hp Wright J-6 as Thrush Special [C553N]. Series produced as Curtiss-Robertson Thrush J.

Triad (San Diego) 1911 = Same as D-III Hydro with various 40-75hp Curtiss; span: 35'4" length: 25'9" v: 57-70. A "Hydro-aeroplane" with detachable floats, operable on land or sea, or both. $4,500-5,500. Modified with floats and retracting wheels, it became the world's first successful amphibian on 2/25/11, by taking off from San Diego harbor and landing on the beach (p: Curtiss).
  Curtiss E Triplane Landplane
  Curtiss Triplane Seaplane (Paul Matt coll)

Triplane aka D Triplane, E Triplane 1911 = 1pOT and OTF, modified D/E; 50hp Curtiss O; span: 26'4". Initial half-length top wing was lengthened to full-span when plane was converted to floats the same year. Difference between, or reason for, D and E Triplane designations is unknown. POP: 1.
  Curtiss TS-1 [A-6248] (USN via W T Larkins coll)

TS 1922 = USN fighter. 1pOB and OBF; 200hp Wright J-1; span: 25'0" length: 22'1" load: 680# v: 125/x/48 range: 482 (performance and range slightly less with floats). Truss-type interplane struts, underslung lower wing. Last of the wooden Navy fighters. $9,975; POP: 34 TS-1 [A6248/6270, A6305/6315]; also produced by NAF as TS and TN. Elemental design became Curtiss F4C.
  Curtiss USAO-1 (P M Bowers coll)

USAO-1 1918 = Wartime licensed production of British Bristol Fighter F.2b. Contract for 1,000 planes placed with Fisher Body Corp was cancelled and reassigned to Curtiss, to be powered by the 400hp Liberty 12, which proved to be painfully unfit for the Bristol. McCook Field experiments on the pattern plane supplied by RAF [A7207] showed that its Hispano-Suiza was the ideal match, so the contract was cancelled after 26 planes had been built as O-1 [AS34232/34257]. Most of those were rebuilt with a monocoque plywood fuselage and refitted with 300hp Wright-Hisso H, others experimentally with 280hp Liberty 8, and all redesignated as B-1. Further production as B-1 was then handed over to Dayton-Wright (qv). The whole episode was of comic-opera proportions, a classical demonstration of how easily things could go haywire when mishandled by intrusive committees, politicians, and the military desk set.
Valkyrie 1910 = 1pOB; 39hp Curtiss. Flown by Eugene Ely in exhibitions.
Wildcat SEE Curtiss-Cox.
  Curtiss X-1 [AS-474] (Peter Bowers coll)

X-1 1917 = 2pOT; 90hp Curtiss OX-5. Built up from a JN-4 fuselage and L-1 wings as a side-by-side trainer. POP: 1 [AS474], purchased by the Army for testing. SEE L-1.
<--  Curtiss A thru J     Curtiss hyphenates  -->

-- 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]