Tag Archives: Curtiss-Wright Corporation

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 took the first production P-40 Warhawk into the air for the first time at Buffalo, New York. The airplane carried the company serial number 13033, and had been assigned Air Corps serial number 39-156.

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

The Curtiss-Wright Corporation Hawk 81 (P-40 Warhawk) was a single-seat, single-engine pursuit. It was a low-wing monoplane with an enclosed cockpit and retractable landing gear (including the tail wheel). The airplane was of all-metal construction and used flush riveting to reduce aerodynamic drag. Extensive wind tunnel testing at the National Advisory Committee for Aeronautics (NACA) Langley Memorial Aeronautical Laboratory refined the airplane’s design, resulting in a significantly increased 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 Model 81, P-40 Warhawk 39-156. (San Diego Air & Space Museum Archive)

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).

Curtiss-Wright P-40 Warhawk 39-156.

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, however that nation fell to enemy forces before any could be delivered. 140 of these French contract fighters were taken over by Britain’s Royal Air Force, which designated them as the Tomahawk Mk.I. Another 16 P-40s were delivered to the Soviet Air Force, having been purchased with gold.

A newly-built P-40 Warhawk is transported from the Buffalo, New York, assembly plant to the airfield, circa 1940. (Unattributed)

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.

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.

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

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.

Child 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)

© 2019, Bryan R. Swopes

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23 January 1939

H. Lloyd Child, Curtiss-Wright Airplane Division test pilot. (Photograph courtesy of Neil Corbett, Test & Research Pilots, Flight Test Engineers)

23 January 1939:

     Buffalo, N.Y., January 24—(AP)—A Curtiss Hawk 75A pursuit plane, one of 100 being constructed for the French Government, has “substantially exceeded all known speed records” with a free dive of more than 575 miles an hour, it was announced today.

     The speed mark was established yesterday while the ship was undergoing acceptance tests, officials of the Curtiss Aeroplane Division of the Curtiss Wright Corporation said.

     The tests were made by H. Lloyd Child, chief test pilot of the Buffalo Curtiss plant, who said he “felt no ill effects and did not realize” that the speed was presumably the fastest man has ever traveled.”

     National Aeronautic Association officials said that no Federation Aeronautique Internationale records “even approached this speed.”

     The speed of the dive was so great that the marker on the recording airspeed indicator exceeded the instrument’s range and moved off the paper on which the graph of the dive was recorded.

     Aviation experts, who declined to be quoted directly, estimated that the speed might have exceeded 600 miles per hour, compared with the normal falling rate for a 170-pound man of 150 miles an hour.

     The dive was begun at an altitude of 22,000 feet, and the record speed was attained during a 9,000 foot dive.

     At no time during the dive, Child said, did the engine exceed 2,550 revolutions a minute, its normal rated speed in level flight. Hence, he explained, the strain on the motor during the dive was not increased, but was held to the speed of normal operation by the Curtiss electric propeller, with its unlimited blade pitch range.

     Since the motor’s speed was kept at normal during the dive, it was a “free,” rather than a “power” dive as when the motor throttle is opened wide, aviation experts explained.

     Previously, company officials explained, a limiting factor in the speed at which an airplane could dive was the engine’s revolutions each minute, since overspeeding would result to serious damage to the motor.

     The Curtis Hawk 75A pursuit plane is similar to the Curtiss P-36A, the standard pursuit airplane of the United States Army Air Corps.

     It carried two machine guns and is equipped to carry bombs under each wing when on a fighting mission.

     The greatest previously registered speed was 440.681 miles an hour, made by Francesco Agello of Italy over a three-kilometer course in level flight October 23, 1934.

     The world’s land speed record is held by George E. T. Eyston of England at 357.5 miles an hour, established September 16, 1938.

The Cincinnati Enquirer, Vol. XCVIII, No. 291, Wednesday, January 25, 1939, at Page 1, Columns 1 and 2

A U.S. Army Air Corps Curtiss-Wright P-36 Hawk, 12 MD, assigned to Wright Field for flight testing. (U.S. Air Force)

The Oakland Tribune reported:

‘Faster Than Any Man Alive,’ Flier Says After Diving 575 M.P.H.

     BUFFALO, N.Y., Jan. 25.—(AP)—A test pilot who free-power dived a heavily armed pursuit airplane at more than 575 miles per hour claimed today the distinction of having traveled “faster than any other human being.”

     Chief test pilot H. Lloyd Child dropped a Curtiss Hawk 75A through the clouds above Buffalo Airport yesterday at almost 1000 feet a second to exceed “all known speed records,” the Curtiss aeroplane division of the Curtiss-Wright Corporation announced.

     Child was testing the plane for the French Army, which has purchased 100 of the ships. The terrific speed was recorded on instruments installed by the French Government’s representatives, who witnessed the flight.

     The velocity was so great the marker on the indicator exceeded the instrument’s range and moved off the paper roll. Aviation experts said Child probably exceeded 600 miles per hour.

     “I didn’t feel anything,” the test pilot commented, “it was all over too quickly.”

     Child said the dive was part of a day’s work.

     “No danger at all, I would say,” he commented.

     His spare time hobby, skiing, however, “is awful dangerous,” Child asserted.

     “I wouldn’t be surprised if someone would exceed my speed soon. A diving speed of 700 miles per hour is within the realm of possibility,” he added.

Oakland Tribune, VOL. CXXX—NO. 25, Wednesday, January 25, 1939, Page 3, Columns 2 and 3

The prototype Curtiss-Wright Model 75 Hawk, NX17Y, s/n 11923. (Curtiss-Wright Corporation)

The Curtiss-Wright Model 75 was a single-seat, single-engine, low wing monoplane with retractable landing gear. The airplane was designed by Donovan Reese Berlin. Curtiss-Wright intended to offer it as a pursuit for the U.S. Army Air Corps. H. Lloyd Child took the prototype, NX17Y, for its first flight 6 May 1935.

Donovan Reese Berlin. (Niagara Aerospace Museum)

After evaluation by the Air Corps at Wright Field, the rival Seversky Aircraft Corporation SEV-1XP was selected by the Air Corps and 77 P-35s were ordered. Don Berlin worked on improving the Model 75, and in 1937, the Air Corps ordered 210 Curtiss P-36As.

Curtiss-Wright P-36A Hawk. (U.S. Air Force)

Curtiss-Wright also offered versions of the Hawk 75 to foreign governments. Variants were available with fixed or retractable gear, a choice of Pratt & Whitney Twin Wasp or Wright Cyclone engines, and various combinations of machine gun and cannon armament.

The Curtiss Hawk 75 A was 28.8 feet (8.78 meters) long with wingspan of 37.3 feet (11.37 meters) and height of 9.25 feet (2.82 meters). The total wing area was 236.0 square feet (21.93 square meters). With a Pratt & Whitney engine, the airplane had an empty weight of 4,713 pounds (2,127.3 kilograms), and gross weight of 5,922 pounds (2,675.7 kilograms).

French Armée de l’air Curtiss H75-C1 chasseur. (Armée de l’air)

The Armée de l’air initially ordered 100 Hawk 75A-1s, designated H75-C1 in French service. Pratt & Whitney Twin Wasp engines (including spares) were ordered separately. They were delivered to France for final assembly, and were unpainted. These airplanes had minor differences from U.S. Army Air Corps P-36As. For example, the instrument markings were metric. It was French custom to have the throttle off when pushed full forward, and wide open when pulled rearward. The pilot’s seat was different in order to fit the standard French parachute.

The French H75-A1 was powered by an air-cooled, supercharged, 1,829.39-cubic-inch-displacement (29.97 liter) Pratt & Whitney Twin Wasp SC-G [Specification Number PW-5028-C]. This was a two-row 14-cylinder radial engine with a compression ratio of 6.7:1. The SC-G was rated at 900 horsepower at 2,550 r.p.m. at 11,000 feet (3,353 meters), and 1,050 horsepower at 2,700 r.p.m., for take off. The engine drove a three-bladed, 10 foot, 1½ inch (3.086 meters) diameter Curtiss Electric constant-speed propeller through a 16:9 gear reduction. The SC-G was 48.00 inches (1.219 meters) in diameter, 59.90 inches (1.521 meters) long, and weighed 1,423 pounds (645 kilograms).

The Hawk 75A-1 had a maximum cruise speed of 260 miles per hour (418 kilometers per hour) at 19,000 feet (5,790 meters). Its maximum speed was 258 miles per hour (413 kilometers per hour) at Sea Level, 290 miles per hour at 8,200 feet (2,500 meters), and 303 miles per hour (488 kilometers per hour) at 19,000 feet (5,790 meters). Although Child demonstrated a dive at over 575 miles per hour, in service, the Hawk was restricted to a maximum dive speed of 455 miles per hour (732 kilometers per hour). The airplane had a service ceiling of 32,800 feet (9,997 meters), and absolute ceiling of 33,700 feet (10,272 meters).

The Armée de l’air H75A-1 was armed with four FN-Browning de Belgique mle 1938 7.5 mm. × 54 mm MAS machine guns, with two mounted on the engine cowl, synchronized to fire through the propeller arc, and one in each wing. 2,200 rounds of ammunition were carried. The 7.5 mm (the bullet diameter was actually 7.78 mm, or .306-caliber) was a shorter, less powerful cartridge than the .303 British (7.7 × 56 mm) or U.S. standard .30-06 Springfield (7.62 × 63 mm) cartridges.

France followed with orders for Hawk 75A-2, 75A-3 and 75A-4 fighters. These had different combinations of guns and engine variants.

After the surrender of France to invaders from Nazi Germany, many Curtiss Hawks made their way to England. In service with the Royal Air Force, these airplanes were called the Mohawk.

Curtiss H75-C1s in service with France, World War II. (Armée de l’air)

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 baptized 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.

Henry Lloyd Child, 1926. (The Class Record)

“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, 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.

Mr. And Mrs. Henry Lloyd Child (née Allene Anne Gausby), 28 October 1939.

Henry Lloyd Child married Miss Allene Ann Gausby of Hamilton, Ontario, Canada, 28 October 1939. They had met in July 1938, while playing in a tennis tournament at Muskoka, Northern Ontario. They would have a daughter, Beverley L. Child.

Miss Allene Anne Gausby

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’s high speed dive was the subject of an 8-page article in “True Comics” #6, November 1941. (Parents’ Magazine Press)

See: http://comicbookplus.com/?dlid=24805

Curtiss advertisement, 1940. (Curtiss-Wright Corporation)

© 2018, 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.

2nd Lieutenant Boyd D. Wagner, Air Corps, United States Army.

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).

Curtiss-Wright P-40B or C Warhawk, circa 1942. ¹ (Niagara Aerospace Museum)

The P-40B 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, 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)

¹ The Warhawk in the photograph may be P-40C 41-13471, s/n 16351.

© 2018, Bryan R. Swopes

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7 December 1941

Lieutenants Ken Taylor and George Welch, U.S. Army Air Corps. (U.S. Air Force)
Lieutenants Kenneth Marlar Taylor and George Schwartz Welch, Air Corps, United States Army. (U.S. Air Force)

On the morning of December 7, 1941, very few American fighter pilots were able to get airborne to fight the Japanese attackers. Ken Taylor and George Schwartz were two of them.

Distinguished Service Cross
Distinguished Service Cross

Second Lieutenants Kenneth Marlar Taylor and George S. Welch took two Curtiss-Wright P-40B Warhawk fighters from a remote airfield at Haleiwa, on the northwestern side of the island of Oahu, and against overwhelming odds, each shot down four enemy airplanes: Welch shot down three Aichi D3A Type 99 “Val” dive bombers and one Mitsubishi A6M2 Type 0 (“Zero”) fighter. Taylor also shot down four Japanese airplanes.

Although both officers were nominated for the Medal of Honor by General Henry H. (“Hap”) Arnold, they were awarded the Distinguished Service Cross.

During the War, Welch flew the Bell P-39 Airacobra and Lockheed P-38 Lightning on 348 combat missions. He had 16 confirmed aerial victories over Japanese airplanes and rose to the rank of Major.

Suffering from malaria, George Welch was out of combat and recuperating in Australia. When North American Aviation approached General Arnold to recommend a highly experienced fighter pilot as a test pilot for the P-51H Mustang, Arnold suggested Welch and authorized his resignation from the Air Corps.

Aichi D3A Type 99 dive bomber, “Val”. (San Diego Air and Space Museum Archives)

George Welch tested the P-51H, XP-86 Sabre and YF-100A Super Sabre for North American Aviation. Reportedly, while demonstrating the F-86 Sabre’s capabilities to Air Force pilots during the Korean War, he shot down as many as six MiG 15s.

George Welch was killed while testing a F-100A Super Sabre, 12 October 1954.

A Mitsubishi A6M2 Type 0 Model 21, A1-108, flown by PO2c Sakae Mori, takes of from IJN Akagi, an aircraft carrier of the Imperial Japanese Navy, 7 December 1941. (U.S. Navy)

Ken Taylor scored two more victories at Guadalcanal before wounds received in an air raid sent him back to the United States. He remained in the Air Force until he retired in 1971 with the rank of Brigadier General. He died in 2006.

Curtiss-Wright P-40 Warhawk, circa 1940. (Rudy Arnold Collection/NASM)

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). 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, 1,710.60-cubic-inch-displacement (28.032 liter) Allison Engineering Co. V-1710-C15 (V-1710-33), a single overhead cam (SOHC) 60° V-12 engine, which produced 1,040 horsepower at 2,800 r.p.m., and 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)
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) and range of 730 miles (1,175 kilometers).

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

A flight of six Curtiss P-40B Warhawks of the 44th Pursuit Squadron, 18th Pursuit Group, over the Territory of Hawaii, August 1941. (U.S. Air Force)
A flight of six Curtiss-Wright P-40B Warhawks of the 44th Pursuit Squadron, 18th Pursuit Group, over the island of Oahu, Territory of Hawaii, 9:00 a.m., 1 August 1941. (U.S. Air Force)

© 2018, Bryan R. Swopes

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15 October 1955

Lieutenant Gordon L. Gray, Jr., United States Navy, with record-setting Douglas YA4D-1 Skyhawk, Bu. No. 137820, at Edwards Air Force Base, 15 October 1955. (Navy Pilot Overseas)
Lieutenant Gordon L. Gray, Jr., United States Navy, with record-setting Douglas YA4D-1 Skyhawk, Bu. No. 137820, at Edwards Air Force Base, 15 October 1955. (Navy Pilot Overseas)

15 October 1955: At Edwards Air Force Base, California, Lieutenant Gordon L. (“Gordo”) Gray, Jr., United States Navy, set a Fédération Aéronautique Internationale (FAI) World Record For Speed Over a Closed Circuit of 500 Kilometers when he flew a pre-production Douglas Aircraft Company YA4D-1 Skyhawk light attack bomber, Bureau of Aeronautics serial number (Bu. No.) 137820, to an average speed of 1,118.7 kilometers per hour (695.128 miles per hour).¹

Douglas Aircraft Company YA4D-1 Skyhawk, Bu. No. 137820. (Navy Pilot Overseas)
Douglas Aircraft Company YA4D-1 Skyhawk, Bu. No. 137820. (Navy Pilot Overseas)

The Douglas A4D-1 Skyhawk is a single-place, single-engine, delta-winged light attack bomber designed for operation from aircraft carriers. It is 39 feet, 4 inches (11.989 meters) long with a wingspan of 27 feet, 6 inches (8.382 meters) and overall height of 15 feet (4.572 meters). Its empty weight is 8,400 pounds (3,810.2 kilograms). It was powered by a Curtiss-Wright J65-W-2, a licensed-production version of the Armstrong Siddeley Sapphire axial flow turbojet engine, which had a 13-stage compressor and 2-stage turbine. It produced 7,200 pounds of thrust (32.03 kilonewtons).

The A4D was in production from 1956 to 1979. 2,960 one- and two-place aircraft were built. The Skyhawk remained in service with the United States Navy until 2003.

Lieutenant Gordon L. Gray, Jr., U.S. Navy (thrid from left) with the Douglas Aircraft Company A4D team at Edwards AFB, California, 15 October 1955. (Navy Pilot Overseas)
Lieutenant Gordon L. Gray, Jr., U.S. Navy (third from left) with the Douglas Aircraft Company YA4D-1 Skyhawk team at Edwards AFB, California, 15 October 1955. (Navy Pilot Overseas)

¹ FAI Record File Number 8859

© 2017, Bryan R. Swopes

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