Tag Archives: Curtiss-Wright Corporation

6 May 1935

Curtiss-Wright Model 75, NX17Y. (Ray Wagner Collection, San Diego Air & Space Museum Archives)

6 May 1935: At Buffalo, New York, the prototype Curtiss-Wright Model 75, NX17Y, serial number 11923, made its first flight.

Designed by Donovan Reese Berlin, the airplane was a modern design of all metal construction, with fabric covered control surfaces. The Model 75 was a single-seat, single-engine low wing monoplane with retractable landing gear.

In its original configuration, the Model 75 was powered by an air-cooled, supercharged 1,666.860 cubic inch displacement (27.315 liter) Wright Aeronautical Division GR1670A1 two-row 14-cylinder radial engine. The GR1670A1 was a developmental engine with a compression ratio of 6.75:1. It was rated at 775 horsepower at 2,400 r.p.m. at Sea Level, and 830 horsepower at 2,600 horsepower for takeoff, burning 87-octane gasoline. The engine was 3 feet, 9 inches (1.143 meters) in diameter, 4 feet, 4–25/32 inches (1.341 meters) long, and weighed 1,160 pounds (526 kilograms). The GR1670A1 drove a three-bladed Curtiss Electric constant-speed propeller through a 16:11 gear reduction.

The GR1670A1 was also used in the Seversky SEV-S1, NR18Y, a record-setting experimental variant of the rival Seversky P-35.

Registration issued 1 June 1936, cancelled 26 April 1937.

Curtiss-Wright Model 75, NX17Y. (Ray Wagner Collection, San Diego Air & Space Museum Archives)
Curtiss-Wright Model 75, NX17Y. (Ray Wagner Collection, San Diego Air & Space Museum Archives)
Curtiss-Wright Model 75, NX17Y. (Ray Wagner Collection, San Diego Air & Space Museum Archives)

The Curtiss-Wright Model 75 would be developed into the P-36 Hawk fighter for the U.S. Army Air Corps. France ordered it as the H75A-1, and in British service, it was known as the Mohawk Mk.I.

The tenth production P-36 was modified with a liquid-cooled Allison V-1710 V-12 engine to become the prototype XP-40.

1st Lieutenant Benjamin Scovill Kelsey in the cockpit of a Curtiss-Wright P-36A Hawk, circa 1938. (U.S. Air Force)
1st Lieutenant Benjamin Scovill Kelsey, Air Corps, United States Army, with a Curtiss Wright P-36A Hawk, Air Corps serial number 38-2, at Wright Field, Ohio, circa 1938. (Ray Wagner Collection/SDASM)
Curtiss-Wright P-36B 38-020. (U.S. Air Force)
Curtiss-Wright P-36B 38-020
Curtiss-Wright P-36C camouflage test, Maxwell Field, 1940. (Ray Wagner Collection, San Diego Air & Space Museum Archives)
Curtiss-Wright P-40 Warhawk, 55th Pursuit Squadron, Oakland, CA, 1941 (IWM FRE11437)

© 2018, Bryan R. Swopes

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26 April 1939

Curtiss-Wright’s Chief Test Pilot, H. Lloyd Child, in the cockpit of a P-40 Warhawk, circa 1940. (Rudy Arnold Collection/NASM)

26 April 1939: The United States Army Air Corps placed an order for 524 Curtiss-Wright P-40 Warhawks. This was the largest production order for any U.S.-built fighter since World War I. The total cost was $12,872,398.¹

The order was authorized by the Air Corps Expansion Act, approved by Congress 3 April, and signed by President Roosevelt on 26 April 1939.

The Curtiss-Wright Corporation Hawk 81 (P-40 Warhawk) was a single-seat, single-engine pursuit, designed by Chief Engineer Donovan Reese Berlin. It was developed from Berlin’s radial-engine P-36 Hawk. The P-40 was a low-wing monoplane of all-metal construction and used flush riveting to reduce aerodynamic drag. It had an enclosed cockpit and retractable landing gear (including the tail wheel). Extensive wind tunnel testing at the NACA Langley laboratories refined the airplane’s design, significantly increasing the top speed.

The first production Curtiss-Wright P-40 Warhawk, 39-156. (U.S. Air Force)

The new fighter was 31 feet, 8-9/16 inches (9.666 meters) long with a wingspan of 37 feet, 3½ inches (11.366 meters) and overall height of 9 feet, 7 inches (2.921 meters). The P-40’s empty weight was 5,376 pounds (2,438.5 kilograms) and gross weight was 6,787 pounds (3,078.5 kilograms).

The P-40 was powered by a liquid-cooled, supercharged, 1,710.597-cubic-inch-displacement (28.032 liter) Allison Engineering Co. V-1710-C15 (V-1710-33). This was a single overhead cam (SOHC) 60° V-12 engine designed by Harold Caminez, Allison’s chief engineer. The V-1710-33 had a compression ratio of 6.65:1. It was rated at 930 horsepower at 2,600 r.p.m. at 12,800 feet (3,901 meters), and 1,040 horsepower at 2,800 r.p.m. for takeoff, burning 100-octane gasoline. The engine turned a three-bladed Curtiss Electric constant-speed propeller through a 2:1 gear reduction. The V-1710-33 was 8 feet, 2.54 inches (2.503 meters) long, 3 feet, 5.88 inches (1.064 meters) high, and 2 feet, 5.29 inches (0.744 meters) wide. It weighed 1,340 pounds (607.8 kilograms).

Allison Engineering Co. V-1710-33 V-12 aircraft engine at the Smithsonian Institution National Air and Space Museum Steven F. Udvar-Hazy Center. (NASM)

The cruising speed of the P-40 was 272 miles per hour (438 kilometers per hour) and the maximum speed was 357 miles per hour (575 kilometers per hour) at 15,000 feet (4,572 meters). The Warhawk had a service ceiling of 30,600 feet (9,327 meters) and the absolute ceiling was 31,600 feet (9,632 meters). The range was 950 miles (1,529 kilometers) at 250 miles per hour (402 kilometers per hour).

Captain Charles W. Stark, Jr., 35th Pursuit Squadron, 8th Pursuit Group, climbing from the cockpit of a Curtiss-Wright P-40 Warhawk, 39-188, at Langley, Field, Virginia, 1941. Note the single .30-caliber machine gun visible on the left wing. (Rudy Arnold Collection/NASM)

The fighter (at the time, the Air Corps designated this type as a “pursuit”) was armed with two air-cooled Browning AN-M2 .50-caliber machine guns on the engine cowl, synchronized to fire through the propeller, with 380 rounds of ammunition per gun. Provisions were included for one Browning M2 .30-caliber aircraft machine gun, with 500 rounds of ammunition, in each wing.

The first production P-40 Warhawk, 39-156, made its first flight 4 April 1940. The 8th Pursuit Group at Langley Field, Virginia, was the first Army Air Corps unit to be equipped with the P-40.

Curtiss-Wright P-40 Warhawks of the 8th Pursuit Group at Langley Field, Virginia, 1940. (Unattributed)

After 200 P-40s were produced for the Air Corps, production was interrupted to allow Curtiss-Wright to build 100 Hawk 85A-1 export variants for the French Armée de l’air, then engaged with the invading forces of Nazi Germany. When France surrendered 22 June 1940, none of these airplanes had been delivered. The order was then assumed by the British Royal Air Force as the Tomahawk I.

U.S. Warhawk production resumed as the improved P-40B, and the remainder of the P-40 order was cancelled.

¹ Equivalent to $229,542,638.49 in 2018

© 2018, Bryan R. Swopes

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24 April 1939

The Curtiss XP-40 prototype at Langley Field in the original configuration. (NASA)
The Curtiss-Wright XP-40 prototype, 36-10, at Langley Field in the original configuration. Compare this to the first production P-40 Warhawk in the photograph below. (NASA)
Curtiss P-40 Warhawk 39-156. (U.S. Air Force)
Curtiss-Wright P-40 Warhawk 39-156. (U.S. Air Force)

24 April 1939: Curtiss-Wright’s prototype fighter, the XP-40 (Model 75P), was evaluated by the National Advisory Committee for Aeronautics (NACA) at the Langley Memorial Aeronautical Laboratory, Langley Field, Virginia, in March and April 1939. NACA engineers placed the XP-40 inside the Full-Scale Wind Tunnel, which was capable of accepting airplanes with wing spans of up to 40 feet (12.2 meters).

Compare this production Curtiss-Wright P-36A Hawk to the first production P-40 Warhawk in the photograph below.
Curtiss Model 81, P-40 Warhawk, 39-156. (San Diego Air and Space Museum Archive)

The airplane was a production Curtiss P-36A Hawk, serial number 38-10, which had been modified by replacing its original air-cooled Pratt & Whitney Twin Wasp S1C1-G (R-1830-17) 14-cylinder radial engine with a Harold Caminez-designed, liquid-cooled, supercharged, 1,710.597-cubic-inch-displacement (28.032 liter) Allison Engineering Co. V-1710-C13 (V-1710-19). This was a single overhead cam (SOHC) 60° V-12 engine with four valves per cylinder and a compression ration of 6.65:1. It had a Normal Power rating of 910 horsepower at 2,600 r.p.m. at Sea Level, and 1,060 horsepower at 2,950 r.p.m. for Takeoff. At 10,000 feet (3,048 meters), the V-1710-19 had Maximum Continuous Power rating of 1,000 horsepower at 2,600 r.p.m., and Military Power rating of 1,150 horsepower at 2,950 r.p.m. The engine required 100/130-octane aviation gasoline. It drove a three-bladed Curtiss Electric constant-speed propeller through a 2:1 gear reduction. The V-1710-19 was 8 feet, 1.75 inches (2.483 meters) long, 3 feet, 4.75″ (1.035 meters) high and 2 feet, 4.94 inches (0.735 meters) wide. It weighed 1,320 pounds (599 kilograms).

Curtiss XP-40 prototype in the NACA wind tunnel at Langley Field, Virginia, 24 April 1939. The technician at the lower left of the photograph provides scale. (NASA)
Curtiss-Wright XP-40 prototype in the NACA wind tunnel at Langley Field, Virginia, 24 April 1939. The technician at the lower left of the photograph provides scale. (NASA)

The primary benefit of the engine change was the streamlined fuselage that resulted. The new airplane was capable of a speed of 366 miles per hour (589 kilometers per hour), a 53 miles per hour (85 kilometers per hour) increase over the P-36.

Over a two-month period, NACA engineers made a number of improvements. The radiator was moved forward under the engine and the oil coolers utilized the same air scoop. The exhaust manifolds were improved as were the landing gear doors.

When they had finished, Lieutenant Benjamin Scovill Kelsey flew the modified XP-40 back to Curtiss at Buffalo, New York. Its speed had been increased to 354 miles per hour (570 kilometers per hour), a 12% improvement. Other improvements were recommended which may have increased the XP-40’s speed by an additional 18 miles per hour (29 kilometers per hour). By December 1939, the airplane had been further improved and was capable of 366 miles per hour (589 kilometers per hour).

These photographs show the full-size prototype in the NACA wind tunnel at Langley, 24 April 1939. Two days later, the U.S. Army Air Corps ordered 524 airplanes as the P-40 Warhawk. By the time production ended in 1945, 13,738 Warhawks had been built.

Curtiss XP-40 in the NACA full scale wind tunnel, Langley Field, Virginia, April 1939. (NASA)
Curtiss XP-40 in the NACA full scale wind tunnel, Langley Field, Virginia, April 1939. (NASA)

© 2018, Bryan R. Swopes

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4 April 1940

Chief test Pilot H. Lloyd Child (left, wearing goggles and flight suit) with a P-40 Warhawk. (LIFE Magazine)
Chief Test Pilot H. Lloyd Child (left, wearing goggles and flight suit) and Herbert O. Fisher, Chief Production Test Pilot, look at a Curtiss-Wright P-40 Warhawk. (Dmitri Kessel, LIFE Magazine)

4 April 1940: Curtiss-Wright’s Chief Test Pilot H. Lloyd Child flew the first production P-40 Warhawk, c/n13033, Air Corps serial number 39-156, on its first flight at Buffalo, New York.

Curtiss Model 81, P-40 Tomahawk. (San Diego Air and Space Museum Archive)
Curtiss-Wright Model 81, P-40 Warhawk 39-156. (San Diego Air and Space Museum Archive)

The Curtiss-Wright Corporation Hawk 81 (P-40 Warhawk) was a single-seat, single-engine pursuit. It was a low-wing monoplane of all-metal construction and used flush riveting to reduce aerodynamic drag. It had an enclosed cockpit and retractable landing gear (including the tail wheel). Extensive wind tunnel testing at the NACA Langley laboratories refined the airplane’s design, significantly increasing the top speed.

Curtiss P-40 Warhawk 39-156. (U.S. Air Force)
Curtiss-Wright P-40 Warhawk 39-156. (U.S. Air Force)

The new fighter was 31 feet, 8-9/16 inches (9.666 meters) long with a wingspan of 37 feet, 3½ inches (11.366 meters) and overall height of 9 feet, 7 inches (2.921 meters). The P-40’s empty weight was 5,376 pounds (2,438.5 kilograms) and gross weight was 6,787 pounds (3,078.5 kilograms).

Curtiss P-40 Warhawk 39-156. (U.S. Air Force)
Curtiss-Wright P-40 Warhawk 39-156. (U.S. Air Force)

The P-40 was powered by a liquid-cooled, supercharged, 1,710.597-cubic-inch-displacement (28.032 liter) Allison Engineering Co. V-1710-C15 (V-1710-33), a single overhead cam (SOHC) 60° V-12 engine with a compression ratio of 6.65:1. The V-1710-33 had a continuous power rating of 930 horsepower at 2,600 r.p.m. at 12,800 feet (3,901 meters), and 1,040 horsepower at 2,800 r.p.m. for takeoff, burning 100-octane gasoline. It turned a three-bladed Curtiss Electric constant-speed propeller through a 2:1 gear reduction. The V-1710-33 was 8 feet, 2.54 inches (2.503 meters) long, 3 feet, 5.88 inches (1.064 meters) high, and 2 feet, 5.29 inches (0.744 meters) wide. It weighed 1,340 pounds (607.8 kilograms).

A 1939 Allison Engine Company V-1710-33 liquid-cooled, supercharged SOHC 60° V-12 aircraft engine at the Smithsonian Institution National Air and Space Museum. This engine weighs 1,340 pounds (607.8 kilograms) and produced 1,040 horsepower at 2,800 r.p.m. During World War II, this engine cost $19,000. (NASM)
Allison Engineering Co. V-1710-33 V-12 aircraft engine at the Smithsonian Institution National Air and Space Museum Steven F. Udvar-Hazy Center. (NASM)

The cruising speed of the P-40 was 272 miles per hour (438 kilometers per hour) and the maximum speed was 357 miles per hour (575 kilometers per hour) at 15,000 feet (4,572 meters). The Warhawk had a service ceiling of 30,600 feet (9,327 meters) and the absolute ceiling was 31,600 feet (9,632 meters). The range was 950 miles (1,529 kilometers) at 250 miles per hour (402 kilometers per hour).

The fighter (at the time, the Air Corps designated this type as a “pursuit”) was armed with two air-cooled Browning AN-M2.50-caliber machine guns on the engine cowl, synchronized to fire through the propeller arc, with 380 rounds of ammunition per gun. Provisions were included for one Browning M2 .30-caliber aircraft machine gun in each wing, with 500 rounds per gun.

Captain Charles W. Stark, Jr., 35th Pursuit Squadron, climbing from the cocpit of Curtis P-40 Warhawk 39-188, at Langley, Field, Virginia, 1941.
Captain Charles W. Stark, Jr., 35th Pursuit Squadron, 8th Pursuit Group, climbing from the cockpit of Curtis-Wright P-40 Warhawk 39-188, at Langley, Field, Virginia, 1941. (Rudy Arnold Collection/NASM))

On 26 April 1939, the U.S. Army Air Corps ordered 524 P-40 Warhawks, the largest single aircraft order up to that time. Only 200 of these aircraft were produced in the P-40 configuration. The Army deferred its order to allow Curtiss-Wright to produce Hawk 81A fighters for France. France fell before any could be delivered and 140 of these were taken over by Britain’s Royal Air Force as the Tomahawk Mk.I. Another 16 P-40s were delivered to the Soviet Air Force, having been purchased with gold.

The 8th Pursuit Group at Langley Field, Virginia, was the first Army Air Corps unit to be equipped with the P-40.

On 30 May 1942, P-40 39-156 was being flown by 2nd Lieutenant Leon Marcel Zele, 55th Fighter Squadron, 20th Fighter Group, based at Morris Field, North Carolina. At approximately 11:00 a.m., the P-40 crashed near Iron Station, North Carolina. Lieutenant Zele was killed when the airplane exploded.

A Curtiss P-40 Warhawk of the 33rd Pursuit Squadron, 8th Pursuit Group, Langley Field, Virginia, 1941. (U.S. Air Force)
A Curtiss-Wright P-40 Warhawk of the 33rd Pursuit Squadron, 8th Pursuit Group, Langley Field, Virginia, 1941. (Alfred T. Palmer)

Henry Lloyd Child was born at Philadelphia, Pennsylvania, 25 May 1904, the second of two children of Edward Taggart Child, a consulting engineer in shipbuilding, and Lillian Rushmore Cornell Child. He was baptised at the Church of the  Good Shepherd, Rosemont, Pennsylvania, 22 December 1913. Child graduated from Flushing High School in Flushing, New York, then attended the Haverford School in Philadelphia.

“Skipper” Child majored in mechanical engineering at the University of Pennsylvania where he was a member of the Hexagon Senior Engineering Society and the Phi Sigma Kappa (ΦΣΚ) and Sigma Tau (ΣΤ) fraternities. He was a member of the varsity and all-state soccer team (left halfback), and also played football and tennis. Child graduated with a bachelor of science degree, 15 June 1926.

After graduation from college, Child went to work for the Curtiss-Wright Corporation as an engineer.

Child joined the United States Navy, 23 November 1927. He was trained as a pilot at Naval Air Station Hampton Roads, Norfolk, Virginia, and was commissioned as an Ensign. He was promoted to lieutenant (junior grade), 7 November 1932, and to lieutenant, 11 November 1935.

While maintaining his commission in the Navy, Child returned to Curtiss-Wright as a test pilot. He made the first flight of the P-36 Hawk.

He became famous as the “World’s Fastest Human” when he put a Hawk 75A demonstrator into a vertical dive from 22,000 feet (6,706 meters), over Buffalo Airport, 24 January 1939. It was believed at the time that he had reached a speed in excess of 575 miles per hour (925 kilometers per hour). A contemporary news report said that the needle of the recording instrument had gone off the edge of the graph paper, and that the actual speed may have been faster than 600 miles per hour (966 kilometers per hour).

H. Lloyd Child worked for Lockheed from 1958 to 1968, when he retired. He died at Palmdale, California 5 August 1970 at the age of 66 years.

H. Lloyd Child, Curtiss-Wright Corporation chief test pilot. (Test and Research Pilots, Flight Test Engineers)

© 2017, Bryan R. Swopes

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18 December 1941

First Lieutenant Boyd D. Wagner, USAAC. (U.S. Air Force)
First Lieutenant Boyd David Wagner, United States Army Air Corps. (U.S. Air Force)

18 December 1941: First Lieutenant Boyd David (“Buzz”) Wagner, United States Army Air Corps, commanding officer of the 17th Pursuit Squadron (Interceptor) at Nichols Field, Pasay City, Commonwealth of the Philippines, shot down his fifth Japanese airplane, a Mitsubishi A6M2 Type Zero fighter, with his Curtiss-Wright P-40B Warhawk, near Vigan, Luzon. He became the first U.S. Army “ace” of World War II.

On 12 December 1941, “Buzz” Wagner was flying a lone reconnaissance mission over the airfield at Aparri, which had been captured by the invading Japanese. He was attacked by several Zero fighters but he evaded them, then returned and shot down two of them.  As he strafed the airfield he was attacked by more Zeros and shot down two more, bringing his score for the mission to four enemy airplanes shot down.

On 18 December, Lieutenant Wagner lead a flight of four P-40s to attack the enemy-held airfield at Vigan. He and Lieutenant Russell M. Church strafed and bombed the field while two other P-40s covered from overhead. Wagner destroyed nine Japanese aircraft on the ground, but as he passed over the field a Zero took off. Wagner rolled inverted to locate the Zero, then after spotting him, chopped his throttle and allowed the Zero to pass him. This left Wagner in a good position and he shot down his fifth enemy fighter. Lieutenant Church was shot down by ground fire and killed.

Mitsubishi A6M3 Model 22 "Zeke" in the Solomon Islands, 1943. (Imperial Japanese Navy)
A Mitsubishi A6M3 Navy Type 0 Model 22, UI 105, (Allied reporting name “Zeke”, but better known simply as “the Zero”) in the Solomon Islands, May 1943. This fighter is flown by Petty Officer 1st Class Hiroyoshi Nishizawa, 251st Kōkūtai, Imperial Japanese Navy Air Service. (Imperial Japanese Navy)

This fifth shoot down made Buzz Wagner the first U.S. Army Air Corps ace of World War II. He was awarded the Distinguished Service Cross, the Distinguished Flying Cross, and the Purple Heart for injuries sustained in an air battle, 22 December 1941. He was evacuated to Australia in January 1942.

Boyd David Wagner was born 26 October 1916 at Emeigh, Pennsylvania. He was the first of two children of Boyd Matthew Wagner, a laborer, and Elizabeth Moody Wagner. After graduating from high school, Wagner enrolled in the University of Pittsburgh, where he majored in aeronautical engineering.

After three years of college, Boyd Wagner enlisted as a flying cadet in the U.S. Army Air Corps, at Pittsburgh, Pennsylvania, 26 June 1937. He was commissioned as a Second Lieutenant, Air Corps Reserve, 16 June 1938. Lieutenant Wagner received advanced flight training and pursuit training, and on 1 October 1938 his commission as a reserve officer was changed to Second Lieutenant, Army Air Corps.

Wagner was promoted to First Lieutenant, Army of the United States, on 9 September 1940. Lieutenant Wagner was assigned to the 24th Pursuit Group in the Philippine Islands, 5 December 1940.

1st Lieutenant Boyd David Wagner, United States Army Air Corps, Philippine Islands, 1 December 1941. (Photograph by Carl Mydans/TIME & LIFE Pictures/Getty Images)
Lt. Col. Boyd D. Wagner

Lieutenant Wagner was promoted to the rank of Captain, A.U.S., 30 January 1942. On 11 April 1942, Captain Wagner was again promoted, bypassing the rank of Major, to Lieutenant Colonel, A.U.S. He was assigned to the 8th Fighter Group in New Guinea. On 30 April 1942, while flying a Bell P-39 Airacobra, Wagner shot down another three enemy airplanes. In September 1942, Colonel Wagner was sent back to the United States to train new fighter pilots.

On 29 November 1942, Colonel Wagner disappeared while on a routine flight from Eglin Field, Florida, to Maxwell Field, Alabama, in a Curtiss-Wright P-40K Warhawk, 42-10271. Six weeks later, the wreck of his fighter was found, approximately 4 miles north of Freeport, Florida. Lieutenant Colonel Boyd David Wagner, United States Army Air Corps, had been killed in the crash. His remains are buried at Grandview Cemetery, Johnstown, Pennsylvania.

Curtiss P-40B Warhawks at Clark Field, Philippine Islands, early December 1941.
Curtiss-Wright P-40B Warhawks of the 17th Pursuit Squadron, Nichols Field, Luzon, Philippine Islands, early December 1941. This squadron was under the command of 1st Lieutenant Buzz Wagner. (U.S. Air Force)

The Curtiss-Wright Corporation Hawk 81B (P-40B Warhawk) was a single-seat, single-engine pursuit. It was a low-wing monoplane of all-metal construction and used flush riveting to reduce aerodynamic drag. It had an enclosed cockpit and retractable landing gear. Extensive wind tunnel testing at the NACA Langley laboratories refined the airplane’s design, significantly increasing the top speed.

The P-40B Warhawk was 31 feet, 8¾ inches (9.671 meters) long, with a wingspan of 37 feet, 4 inches (11.379 meters) and overall height of 10 feet, 7 inches (3.226 meters). Its empty weight was 5,590 pounds (2,536 kilograms), and 7,326 pounds (3,323 kilograms) gross. The maximum takeoff weight was 7,600 pounds (3,447 kilograms).

The P-40B was powered by a liquid-cooled, supercharged, 1,710.597ubic-inch-displacement (28.032 liter) Allison Engineering Co. V-1710-C15 (V-1710-33), a single overhead cam (SOHC) 60° V-12 engine, which had a Continuous Power Rating of 930 horsepower at 2,600 r.p.m., from Sea Level to 12,800 feet (3,901 meters), and 1,150 horsepower at 3,000 r.p.m. to 14,300 feet  (4,359 meters) for Take Off and Military Power. The engine drove a three-bladed Curtiss Electric constant-speed propeller through a 2:1 gear reduction. The V-1710-33 was 8 feet, 2.54 inches (2.503 meters) long, 3 feet, 5.88 inches (1.064 meters) high, and 2 feet, 5.29 inches (0.744 meters) wide. It weighed 1,340 pounds (607.8 kilograms).

Allison Engineering Co. V-1710-33 V-12 aircraft engine at the Smithsonian Institution National Air and Space Museum Steven F. Udvar-Hazy Center. (NASM)
Allison Engineering Co. V-1710-33 V-12 aircraft engine at the Smithsonian Institution National Air and Space Museum Steven F. Udvar-Hazy Center. (NASM)

Heavier than the initial production P-40, the P-40B was slightly slower, with a maximum speed of 352 miles per hour (567 kilometers per hour) at 15,000 feet (4,572 meters). It had a service ceiling of 32,400 feet (9,876 meters). Its range was 730 miles (1,175 kilometers).

Armament consisted of two air-cooled Browning AN-M2 .50-caliber machine guns mounted in the cowling and synchronized to fire forward through the propeller arc, with 380 rounds of ammunition per gun, and four Browning AN-M2 .30-caliber aircraft machine guns, with two in each wing.

Curtiss-Wright produced 13,738 P-40s between 1939 and 1944. 131 of those were P-40B Warhawks.

These Curtiss P-40B Warhawks of the 44th Pursuit Squadron, 18th Pursuit Group, are the same type aircraft flown by Buzz Wagner. (U.S. Air Force)
These Curtiss P-40B Warhawks of the 44th Pursuit Squadron, 18th Pursuit Group, are the same type aircraft flown by Buzz Wagner in combat over the Philippine Islands. (U.S. Air Force)

© 2017, Bryan R. Swopes

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