Curtiss P-6E Hawk

On July 8, 1931, 46 serial machines (32-233/278) were ordered according to the prototype XP-22. They were originally designated Y1P-22, but for various reasons were renamed the P-6C and finally before delivery to the P-6E. In the meantime, the new elements were also tested on YP-20, which received a new bow with a Conqueror engine, removed from XP-22 (meanwhile rebuilt back to P-6A), its chassis and others modifications, and as a true prototype of the new version was renamed the XP-6E. The difference between the two prototypes was mainly the lower part of the fuselage, XP-6E retained the original flat bottom, used on P- 1, and serial machines also took it.

Deliveries of the P-6E began in December 1931. The P-6E was the first Hawk to receive a new company designation, the Model 35. 32-278 was retained in the factory and was rebuilt to XP-23, 32-233 on XP-6H, and 32-254 on XP-6G. The P-6E became the most famous of a number of biplane Hawks (it was also the most numerous version) and probably the most famous army fighter between the wars. Compared to the same old P-12B Curtiss was faster, but P-12B maneuvered better - basically the same situation has prevailed since the creation of their predecessors PW-8 and PW-9. The speed of the P-6E was offset by some of its poor features, such as slower control responses. The engine was extremely powerful for its time, but it had a number of minor and major problems that mechanics had to constantly struggle with. Chassis covers proved to be not very suitable and were later replaced by more usable, open from the outside in field conditions.

Since 1932, the P-6E served in 1. and 8th Fighter Group, in 17., 94. and 33rd Fighter Squadrons at Selfridge Field and Langley Field. These were not ideal machines, 27 of the 46 machines were destroyed in the accidents. Due to their relatively rapid obsolescence, the P-6E did not go through the general, instead they remained in service until they were completely decommissioned. The front lines were replaced in 1936, however at least one survived until 1942.

XP-6F (39-374) and XP-6G (32-254) standard machines distinguished by the V-1570F engine (V-1570-55) - one with a turbocharger (and other modifications), the other without. After completing the tests, the XP-6G was renamed the P-6G, and eventually returned to it the standard engine and the standard designation P6E. Another experimental machine, the already mentioned XP-6H, was the first serial P-6E returned to the factory due to the installation of four 7.62 mm machine guns in the wings to fire outside the propeller circuit. The XP-6H army took over on April 20, 1933. Take-off weight increased to 1750 kg, speed dropped to 305.8 km/h. This version was not further developed either, after tests it received a standard wing and was returned to regular service.

Curtiss P-6E Hawk in flight

the 17th Pursuit Squadron, 1st Pursuit Group from the base Selfridge-Field, about 1932..

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