Curtiss F9C
| Curtiss F9C Sparrowhawk | |
|---|---|
 Curtiss F9C "Sparrowhawk" |
|
| Type: | Fighter plane |
| Design country: | |
| Manufacturer: | |
| First flight: |
February 12, 1931 |
| Number of pieces: |
7th |
The Curtiss F9C Sparrowhawk was an American fighter aircraft in biplane design . It had a non-retractable tail wheel landing gear . It was driven by a propeller and a nine-cylinder radial engine with a Townendring . The fuselage was made of metal, the braced and braced wings were metal structures covered with fabric.
history
The Sparrowhawk dates back to a request made in May 1930 for a small carrier-based fighter. The contract for the development received Curtiss in July 1930. The resulting Curtiss XF9C-1 was delivered in March 1931st The machine was so small that the wings did not have to be folded up. Five months followed for flight tests. However, the machine proved to be only partially suitable for carrier use. The combat power of the machine was too low because of the low weight, while the flight performance knew to please.
However, it turned out that the F9C was the only fighter available that could fit through the hatches of the military airships USS Macon and USS Akron, which were under construction . The prototype was therefore provided with a special hook, the "Skyhook", above the upper wing so that the aircraft could be started by the airships in flight and taken back on board (" Parasite Fighter "). The basic feasibility of resuming aircraft on airships was tested on October 17, 1931 with the ZR-3 "USS Los Angeles" and classified as feasible. The Curtiss F9C then became an integral part of the further development of the two new airships.
Due to the positive tests Curtiss began building a modified aircraft, the XF9C-2, in a private initiative. The machine convinced the US Navy and six series aircraft were ordered, the F9C-2, the first of which flew on April 14, 1932. Operations with the USS Akron began on June 29, 1932. There were still a few changes, but by September 1932 all six machines had been delivered.
After the loss of the airship on April 4, 1933, the machines were assigned to the USS Macon. From late 1933 to early 1935, the machines were used for exercises and maneuvers. The landing gear was temporarily exchanged for an outboard fuel tank in order to increase the range of the aircraft. The XF9C-1 was intended as a reserve machine.
When the Macon also had an accident on February 12, 1935, only two Curtiss F9Cs remained. One machine retired from active service in 1937, the other remained in service until 1940 for relief purposes. This machine with the number 9056 then went to the Smithsonian Institute and was reconditioned for the museum. The XF9C-1 was canceled in 1935, while the XF9C-2 was scrapped the following year.
Technical specifications
| Parameter | Data |
|---|---|
| length | 6.13 m |
| span | 7.77 m |
| Wing area | 17.23 m² |
| Maximum take-off mass | 1,261 kg |
| Engine | a Wright R-975 -E Whirlwind Cyclone with 327 kW |
| Top speed | 283 km / h |
| Service ceiling | 5,900 m |
| Range | 478 km |
| Armament | 2 MG 7.62 mm |
See also
- The Brodie system also used a suspension system for aircraft takeoffs and landings.
literature
- M. Hill Goodspeed: Curtiss F9C Sparrowhawk (Beyond the Frontiers). In: Wings of Fame, Volume 17 1999, pp. 98-105
