Curtiss F9C-2 Sparrowhawk

In October 1931, it was ordered six serial F9C-2. The first of them, 9056, flew in April 1932 and from the beginning of the prototype , the XF9C-2 did not differ much. During the tests the navy but it was first recommended to replace the original chassis new, derived from , the XF9C-1, and after getting even the grappling hook above the upper wing, was significant directional instability. This was temporarily resolved by setting the rudder with a piece of sheet metal on the trailing edge, later it was the turn signal shifted to the first of the six, later the nine inches in the back and enlarged the tail surfaces on this space. The remaining machines were delivered in August and September 1932 already with these modifications.

Sparrowhawky should be rozdělěny between airships the USS Akron and the USS Macon. In 1931 was founded the Akron Unit, which was originally to include one reconnaissance and four fighter machines, whereas, Macon has not yet been completed, but at the end of the year 1932 used all six F9C-2, modified the prototype XF9C-1, one Hawk F6C-3 and three practice Consolidated N2Y-1. It was envisaged that after the takeover of the Macon the navy will Akron with a base in Lakehurst patrol over the Atlantic and Macon, with the base in the california Sunnyvale over the Pacific. 4. April 1933 Akron near Barnegat Light in New Jersey crashed in bad weather, for which he was not aboard any aircraft, lost but were the lives of 73 members of the crew, including the chief of the Office for aeronautiku rear admiral Moffetta. NAS Sunnyvale was then renamed in his honor. Akron Unit was then transferred as a whole under the USS Macon, which first flew on 17 days later. In that you include the six F9C-2, the prototype XF9C-2 (XF9C-1, using still the original signal, was for its instability very soon moved elsewhere), an amphibian Loening OL-8, Vought O2U-1 and the three practice N2Y-1. You should as well as Sparrowhawky hooks for the capture of the horizontal bar of the airship.

The original idea for the deployment of Sparrowhawků on board the reconnaissance airship assumed their use as fighter protection, very soon, but in the different exercises showed that it does not work and the referee airship often claimed to be downed. Instead, it was therefore developed a new tactic, according to which the airship only approached to a safe distance from the expected position of the "enemy", and the survey itself conducted a vented aircraft. This then looked like a standard mission Sparrowhawku, with each machine participants in the direction of 60° from the course of the airship. In 1934 the commander of the unit, Lt. H. B. Miller allowed a greater range podvěšením 30galonové drop tanks under the fuselage and at the same time by lightening the machine by removing the chassis. This was demonstrated even at an air show in San Francisco, where the Macon flew over the airport and directly above him launched bezkolý of the Sparrowhawk, which then continued in a low flight. Machinery without a chassis is, of course, had to come back and land as a cargo on the airship, for which, moreover, any additional burden on the board when anchoring meant saving helium.

Sparrowhawky did not form the classic naval squadron, and each bore the characters otherwise belonging to the commander of the three-person swarms. Only the two prototypes, serving as a backup, they did not bear any designation. during the service with the USS Akron carried F9C-2 on signalling modrobíločervené vertical stripes, soon after the move to Macon but have their tail surfaces covered in black.

From the beginning they F9C for emergencies and hooks for landing on the aircraft carrier, the F9C-2 but it wasn't until December 1933 approved. The problem was in the smaller wheels of the chassis, than what was used the first prototype - threatened that in case of an empty tire or similar defects can glue the rope to get up over the hood of the wheel. The navy was recommended to return to the larger wheels, the pilots but the problem solved after the your, sheet metal "noses", which reflected the rope back under the wheels.

12. February 1935 caught up with the fate of the USS Macon. Near Point Sur in the California the wind caused the collapse of the chasing the tail surfaces, and subsequently leak gas from the damaged bags. Macon eventually fell to the surface of the ocean, and the whole crew, except the two men managed to get to safety, four Sparrowhawky but in the heavy wind failed to release and were so lost. All three of the remaining machines (XF9C-2 F9C-2 numbers 9056 and 9057) were then deprived of hooks and under the designation XF9C-2 moved to NAS North Island u San Diego as an auxiliary. The last of them, 9056, was eliminated 20. October 1939 with a total of 676 nalétanými hours ago. It was then modified using parts from the second prototype (older sources say that, on the contrary, opened the second prototype using parts from this) and with the new hook using the supplied Naval Aircraft Factory exposed in Smithsoniově institute. In 1959 it was stored and repaired, with more accurate markings corresponding to the time of the service on the USS Macon, in 1976 exposed in the National aerospace museum in Washington. Today, located in his office at Dulles international airport..

Zdroj:
http://www.aviastar.org/air/usa/curtiss_f9c.php

Curtiss F9C-2 Sparrowhawk
www.history.navy.mil