Curtiss P-6 Hawk

     
Název:
Name:
Curtiss P-6 Hawk Curtiss P-6 Hawk
Originální název:
Original Name:
Curtiss P-6 Hawk
Kategorie:
Category:
stíhací letoun fighter aeroplane
Výrobce:
Producer:
DD.MM.1929-DD.MM.19RR Curtiss-Wright Corp., Buffalo, New York
DD.MM.1931-DD.MM.1932 Maatschappij voor Vliegtuigbouw NV Aviolanda, Papendrecht /
Období výroby:
Production Period:
DD.MM.1929-DD.MM.193R
Vyrobeno kusů:
Number of Produced:
19 Curtiss
6 Aviolanda
První vzlet:
Maiden Flight:
DD.MM.1927 XP-6
Osádka:
Crew:
1
Základní charakteristika:
Basic Characteristics:
 
Vzlet a přistání:
Take-off and Landing:
CTOL - konvenční vzlet a přistání CTOL - conventional take-off and landing
Uspořádání křídla:
Arrangement of Wing:
dvouplošník biplane
Uspořádání letounu:
Aircraft Concept:
klasické conventional
Podvozek:
Undercarriage:
pevný fixed
Přistávací zařízení:
Landing Gear:
kola wheels
Technické údaje:
Technical Data:
 
Hmotnost prázdného letounu:
Empty Weight:
1111 kg 2450 lb
Vzletová hmotnost:
Take-off Weight:
1501 kg 3310 lb
Maximální vzletová hmotnost:
Maximum Take-off Weight:
? kg ? lb
Rozpětí:
Wingspan:
9.6 m 31ft 6in
Délka:
Length:
7.19 m 23ft 7in
Výška:
Height:
2.72 m 8ft 11in
Plocha křídla:
Wing Area:
23.41 m2 252 ft2
Plošné zatížení:
Wing Loading:
? kg/m2 ? lb/ft2
Pohon:
Propulsion:
 
Kategorie:
Category:
pístový piston
Počet motorů:
Number of Engines:
1
Typ:
Type:
Curtiss V-1570-17 o výkonu 447 kW
dvoulistá kovová vrtule
Curtiss V-1570-17, power 600 hp
two-blade metal propeller
Objem palivových nádrží:
Fuel Tank Capacity:
189 l 50 US gal
Výkony:
Performance:
 
Maximální rychlost:
Maximum Speed:
286.5 km/h v 0 m 178 mph in 0 ft
Cestovní rychlost:
Cruise Speed:
233.4 km/h v ? m 145 mph in ? ft
Rychlost stoupání:
Climb Rate:
? m/s ? ft/min
Čas výstupu na výšku:
Time to Climb to:
6.6 min do 3048 m 6.6 min to 10000 ft
Operační dostup:
Service Ceiling:
8291 m 27200 ft
Dolet:
Range:
418.4 km 260 mi
Maximální dolet:
Maximum Range:
? km ? mi
Výzbroj:
Armament:
1x 12,7mm kulomet Browning
1x 7,62mm kulomet Browning
1x .50 Browning machine gun
1x .30 Browning machine gun
Uživatelské státy:
User States:


Poznámka:
Note:
- -
Zdroje:
Sources:
Bowers, P. M. Curtiss Aircraft 1907-1947, Putnam Aeronautical Books, London 1979. ISBN 0-370-10029-8.
Bowers, P. M. Curtiss Army Hawks, Aircraft in Profile No.45. Profile Publications, Leatherhead 1965.
United States Army and Air Force Fighters 1916-1961, Harleyford Publications, Letchworth 1961.
Fahey, James C. U.S. Army Aircraft 1908-1946. Ships and Aircraft, Falls Church, 1964.
Bowers, P. M. Forgotten Fighters/2 and Experimental Aircraft U.S. Army 1918-1941, Arco Publishing Company, New York 1971. ISBN 0-66802-403-8.
http://joebaugher.com/usaf_fighters/p6.html
http://www.aerofiles.com/_curtx.html
www.avianet.eu

Curtiss P-6 Hawk -


URL : https://www.valka.cz/Curtiss-P-6-Hawk-t84555#310858 Version : 0
The first machine to carry the P-6 designation was the fourthP-2(25-423), modified by the Army for the 1927 National Air Races. It was the first Hawk to carry the new Curtiss V-1570 engine, later named the Conqueror, based on the original Hawk engine, the D-12, and the V-1400 that powered the P-2. At the September 1927 Spokane races, Lieutenant A. J. Lyon achieved second place in this machine, now renamed XP-6, with a speed of 305 km/h, beaten only by a second machine designated P-6 - XP-6A, but which was modified considerably more and, unlike the XP-6, lacked the huge radiator under the engine.


The success of both Conqueror-powered racing conversions led the Army to order 18 P-6 29-260/273 and 29-363/366s for operational testing on 3 October 1928. In addition to the engine, the landing gear with hydraulic shock absorbers was also new. One of the innovations to be applied to the P-6 was ethylene glycol cooling, which had already been experimentally tested on the XP-1C. This liquid, commercially known as Prestone, had a higher boiling point and lower freezing point than water, and the radiator area could be reduced by a third. However, because the new radiators were not yet available, half (39-269/273 and 39-363/366) were completed with water-cooled engines so that they could enter service as soon as possible.


The P-6s were for the most part identical to the P-1, their fuselage having been altered quite a bit since the essentially simple XP-6 conversion. Due to the wider engine, the fuselage was more rounded, and the new fuselage also flowed more smoothly to the radiator. The entire nose was rounded as well. Despite the acceleration of construction by using normal radiators, the first P-6s were not delivered to Wright Field until October 1929. A month later they began test operations with 27th Fighter Squadron at Selfridge Field. Only the second half of the P-6s received new radiators, and the Army Air Forces adopted them as P-6A. Two other P-6s were developed from airframes jointly ordered with the P-6 as Curtiss P-11s (29-367/368), which were essentially P-6s modified for the new Curtiss H-1640 Chieftain engine. This had previously been tested on the Curtiss XO-18 and found unsuitable, and the P-11s were therefore cancelled.


By the time they were introduced into service, the letter Y had already begun to be used for machines used for operational testing, and they occasionally appeared as YP-6s in documents, but the designation was probably never on the machines themselves. In 1932, nine P-6s were converted to P-6D with turbocharged engines; the fate of the remaining two is unknown to me.
Curtiss P-6 Hawk -


URL : https://www.valka.cz/Curtiss-P-6-Hawk-t84555#424457 Version : 0
Meanwhile, the P-6 was also released for export and Curtiss began looking for customers. The export version was almost identical to the P-6 USAAC and later (after the creation of the new export Hawk, Hawk II ) was given the designation Hawk I retrospectively. The difference was the radiator, the shape corresponding more to P-1C rather than P-6 USAAC, and the export P-6 thus had a more pronounced "chin". However, according to the available parameters, he did not make a significant contribution to the aircraft's performance.


On June 15, 1929, LA-KNIL (Air Service of the Royal Army of the Netherlands of India) announced requirements for a new fighter aircraft, which Hawk met perfectly (it only lacked a turbocharger). In June, therefore, Bandung visited Melvin Hall, Curtiss's director of exports, and in September, an order for eight machines was announced through Curtiss's agent in The Hague, Lindeteves Stokvis. At the same time he offered his machine and Fokker. As a domestic producer had an advantage, the Dutch aviation industry was also hit hard by the New York Stock Exchange crash and the ensuing crisis, and investing in the domestic industry was even more desirable. However, the Ministry of Colonies defended the purchase with reference to the quality and versatility of the structure (eg the ability of dive bombing, which proved naval variants of Hawk; Ernst Udet bought two Hawks II just because of the development of dive bombing tactics) and that Fokker just finished the prototype. Five months after the contract was concluded, the first machines were delivered - another point that spoke against the Fokker, which was several years late at the time. The price of one Hawk was $ 13,130, which was mainly due to the cheaper engine less than the price for the USAAC ($ 13,745). Dutch Hawks are sometimes referred to as version P-6E, but it is completely different, and perhaps it is an abbreviation of the sometimes used and apparently unofficial "P-6Export".


The first driving tests with Hawk in (now Indonesian) Andira was conducted on May 6, 1930 by Lieutenant Blackburn, who was sent to the USAAC from the Philippines, and a day later with one Hawk as the first Lieutenant Swartjes took off from the Dutchman. Three days later, the new acquisition was demonstrated in Andir to KNIL Commander. The machines had few children's problems, so the 1st Air Force (1e Vliegtuigafdeling) could soon be fully rearmed from the Fokker CV-E and DH9 at Curtissy. They were publicly unveiled in October, but were temporarily grounded shortly thereafter, presumably due to minor problems with the Conqueror engines that also occurred with the USAAC.


The order of eight machines did not fully cover the needs of the fighter unit, which even with the backup machines needed 14 aircraft. On April 28, 1930, a contract was signed with Fokker for a prototype Fokker D-XVI for the Dutch East Indies, also equipped with a Conqueror engine. However, this prototype was destroyed in an accident in the spring of the following year. In the meantime, the Dutch company Aviolanda acquired the rights to produce several Curtiss types, including Hawk. Her efforts to win the contract were significantly helped by a dramatic demonstration by four Curtiss, including a Hawk NR9110 demonstrator piloted by Jimmy Doolittle July 8 1930 in Rotterdam -Waalhaven. The Americans, led by the aforementioned Melvin Hall, made a huge impression, and Avioland used it to offer six P-6s. Since the colonial air force could not afford more machines, as the engine was explicitly required by the American Conqueror, and in such a small number would be a problem to use two completely different types, Fokker had no chance.


The Avioland Hawk was practically the same as the American original, but there were small differences - the cover was linen instead of cotton, and instead of the V-1570B engine used the V-1570C. Aviolanda also added aerodynamic covers to the chassis, but they could not be used in practice. In total, the licensed machines were about 53 kg heavier. Aviolanda had no experience with the wooden construction of the wing, so it was manufactured by Pander from The Hague. Compared to the Hawks from the parent company, the licensed machines also had slightly different flight characteristics, influenced not only by the higher weight but also by a different propeller with a smaller angle of attack. Thus, the maximum speed decreased (from 288 to 279 km/h), but the speed of ascent increased (up to 4000 m in 7.75 min instead of 9 min). The first Avioland Hawk (c/n H-1) was completed in early August 1931. In addition to testing, the H-1 also participated in a number of different demonstration flights, air days and celebrations, such as the opening of the KLM regular weekly to the Dutch East Indies, where Queen Vilhelmína was also present. These events were also significant because they were often attended by competing Fokkers D-XVI and D-XVII and it was possible to make some comparisons. The press usually preferred Fokker designs, which are said to be more suitable for clean pursuit. However, this argument did not play a role for LA-KNIL, as it did not provide for classic air combat as well as operations against "inferior" aircraft, ships and ground support. The ordered machines were completed and transported to the Dutch East Indies at the beginning of 1932, which by the way meant a huge problem for the company Aviolanda, which basically had nothing to do.


The main task of the Hawks was to defend Surabayi. The effectiveness of the new machines was tested in October 1932, when six Hawks temporarily stationed at Darmo Airport were successfully deployed against a group training attack Dornier Wal and float Fokker T-IV Dutch Naval Air Force. Similar exercises were then repeated each year. In September 1933, an exercise also took place in which LA tested the ability to move a larger number of aircraft, and the flight to East Java was attended by nine Hawks, six Fokker CV-E, four CV-C and four DH9. On December 23, 1933, four Hawks on the route from Batava Airport Tjililitan to Andiru escorted Fokker F-XVIII "Pelikaan" during his special Christmas mail flight. In September 1934, three Hawks flew to Medan in North Sumatra, where a new Brastagi airport was opened. Lieutenants Te Roller, Dufour and Diepering accompanied three Fokkers C-V when flying over 1600 km of swamps and forests. In Medan, they then met with a delegation of British pilots from 36. squadron, which arrived at Hawkerech Horsley, and gave them a unique chance to Hawky look. Shortly before, however, rapid development began to manifest itself, and when the three-engine mail Pander Postjager began to fly on the route between the Netherlands and its colony, the Hawks were not fast enough. Dewoitine D.371[/url] was considered a successor for a while Dewoitine D.371 .cz/topic/view/1026/Fokker-D-XXI] Fokker D-XXI[/url]. During this time, Hawks were increasingly used in training to support ground forces. For this purpose, a new bomb hanger was also developed for Hawk.


Fokker D-XXI in the end LA-KNIL was not purchased, and instead of replacing the Hawks with new fighters, it was surprisingly decided to rearm for twin-engine bombers. In 1939, this decision was changed again when the new Hawks arrived - this time single-plane Hawk 75A. The first bombers arrived in February 1927 Martin 139W, and the Hawks were last publicly demonstrated on August 31, 1937, when six P -6 and nine Martinů from the 2nd Division flew in formation during the royal parade. Between October 4 and 20, 1937, the last exercise in which the Hawks took part took place in the Solo and Boyolali area - three Hawks and three The CX Fokkers were supported by 2nd Division ground units here. At this time, the number of airworthy Hawks dropped to some six machines, and sometime in mid-1938, all were definitively grounded and handed over to technical schools. At the same time, it was not a specially flown machine, the budget cuts of the 1930s meant that there were about 495 flying hours per aircraft. The Hawks were then stripped of all usable equipment, their engines used as a source of spare parts for the Fokker C-VD, also using Conquerors and flying until 1940.
Curtiss P-6 Hawk - Druhý z Curtissem dodaných strojů

Druhý z Curtissem dodaných strojů
URL : https://www.valka.cz/Curtiss-P-6-Hawk-t84555#425333 Version : 0
It remains to mention a few individual machines. Curtiss built one Hawk as its demonstration aircraft. It is an NR9110 machine, on which Jimmy Doolittle also flew in the Netherlands in 1930 and which helped Avioland to obtain an order for licensed production. This machine was later bought by Jesse Bristow, who performed with him on air days until 1940, when this NR9110 was destroyed in an emergency landing at sea level during the race between Florida and Cuba. The second machine is the so-called Japan Hawk, bought by Mitsubishi in March 1930. It was a machine visually identical to the export P-6, as evidenced by photographs from 1930, but which is not in the sales records. But it is probable that it is a machine listed in the records as P-6S which is not photographically documented in Japanese hands. The P-6S was an export variant for Cuba, with a Pratt & amp; Whitney Wasp, however, is more likely that the Japanese were interested in the Conqueror machine, as did the Dutch Hawks.


Another civilian Hawk was the machine originally registered NR636E. It was a modification with an extended range, similar to XP-6B, and completed in April 1929. After the accident, he received a new engine, the 423 kW Wright Cyclone, and in August 1930 it was sold to Alford J. Williams, another of the well-known demonstration pilots of the 1930s. Because Al Williams flew for the Gulf Oil Company, his machine (now registered NR982V and Hawk 1A) was known as the Gulfhawk. In August 1931, the Gulfhawk received a new engine, this time a Bliss Jupiter of the same power (licensed Bristol), and after another accident received a Wright R-1820F-3 Cyclone of 530 kW. The tanks in the fuselage sides were also removed and the fuselage side cover was replaced with sheet metal. In 1936, Williams removed the engine and used it on his new Gulfhawk II, and the NR982V ended up in flight school. It was not until 1958 that stuntman Frank Tallman found it, repaired it using a 447kW Pratt & amp; Whitney Wasp, and eventually ended up at the US Marine Corps Aviation Museum in Quantico.
Curtiss P-6 Hawk - Doolittle Hawk ve Vídni, rok 1932

"Doolittle Hawk" ve Vídni, rok 1932
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