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Curtiss F7C-1 Seahawk

Curtiss F7C-1 Seahawk
Originální název:
Original Name:
Curtiss F7C-1 Seahawk
stíhací letoun
DD.11.1928-DD.01.1929 Curtiss Aeroplane & Motor Co., Buffalo, New York
Období výroby:
Production Period:
Vyrobeno kusů:
Number of Produced:
První vzlet:
Maiden Flight:
28.02.1927 XF7C-1
Základní charakteristika:
Basic Characteristics:
Vzlet a přistání:
Take-off and Landing:
CTOL - konvenční vzlet a přistání
Uspořádání křídla:
Arrangement of Wing:
Uspořádání letounu:
Aircraft Concept:
Přistávací zařízení:
Landing Gear:
Technické údaje:
Technical Data:
Hmotnost prázdného letounu:
Empty Weight:
955 kg
Vzletová hmotnost:
Take-off Weight:
1262 kg
Maximální vzletová hmotnost:
Maximum Take-off Weight:
1460 kg
9.96 m
6.76 m
3.16 m
Plocha křídla:
Wing Area:
25.55 m2
Plošné zatížení:
Wing Loading:
? kg/m2
Počet motorů:
Number of Engines:
Pratt & Whitney R-1340B o výkonu 3336 kW
dvoulistá kovová vrtule
Objem palivových nádrží:
Fuel Tank Capacity:
379 l
Maximální rychlost:
Maximum Speed:
243 km/h v 0 m
Cestovní rychlost:
Cruise Speed:
? km/h v ? m
Rychlost stoupání:
Climb Rate:
? m/s
Čas výstupu na výšku:
Time to Climb to:
2.5 min do 1524 m
Operační dostup:
Service Ceiling:
7117 m
531.1 km
Maximální dolet:
Maximum Range:
? km
2x 7,62mm kulomet Browning
Uživatelské státy:
User States:
Bowers, P. M. Curtiss Aircraft 1907-1947, Putnam Aeronautical Books, London 1979. ISBN 0-370-10029-8.
Swanborough, F. G., Bowers, P. M. US Navy Aircraft Since 1912. Putnam Aeronautical Books, London 1990. ISBN 0-85177-838-0.
Bowers, P. M. Curtiss Navy Hawks, Aircraft in Profile No.116. Profile Publications, Leatherhead 1965.
Bowers, Peter. Curtiss Navy Hawks in Action, In Action No.1156. Squadron/Signal Publications, Carrollton 1995. ISBN 0-89747-342-6.
Matt, Paul R. United States Navy and Marine Corps Fighters 1918-1962. Harleyford Publications, Los Angeles 1962.

Curtiss F7C-1 Seahawk - Prototyp, někdy v době prvního vzletu.

Prototyp, někdy v době prvního vzletu.
Curtiss F7C-1 Seahawk - Během porovnávacích testů s Boeingem XF3B-1 a Eberhartem XF2G-1.

Během porovnávacích testů s Boeingem XF3B-1 a Eberhartem XF2G-1.
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While F6C they were native to the land of the machine modified according to the needs of the navy, in 1927 were already his requirements so specific, that according to them could produce a specialized machine. The new machine should be, inter alia, able to operate from land bases, as well as in float format to take off from the catapults of battleships and replace Voughty VU-1. Curtiss at his own expense developed a Model 43 (as was identified retrospectively in 1935), the competitors were Boeing XF3B-1 and Eberhart XFG-1. The new Curtiss had nothing much in common with its predecessor. The construction of the hull was not welded, but riveted of steel and aluminum profiles instead of welded, as was the case with the double-digit Falcons. Similarly, should the upper wing of the new shape, with the outer panels over the back. A complete novelty was the location of the tanks to the sides of the bow. The chassis instead of rubber blocks to the suspension used springs in the disks of the wheels, between the undercarriage legs it was possible to place the horizontal strut carrying the hooks for the longitudinal board holding the rope. The company's new machine named the Seahawk, and although the navy no indications yet allocated, got on the tail says it's expected, F7C-1.

After the initiation of the tests and the exclusion of the XFG-1 was machines of Boeing and Curtissu returned to editing, and both were given new wings of greater span (Curtiss had originally probably range of 9.35 m and sometimes it is claimed that the original wing was straight, but that's not true). In this form the prototype has already received the official designation, BuNo A7653 and 26. August 1927 was ordered 17 serial machines. The prototype then served to the experimental work, was loaned to NACA for tests of new motor covers, and in 1929, the floats won Curtissovu the naval price with the speed of the 261,5 km/h. At this time, of course, lost its original giant spinner, which then didn't get even a serial machine. Briefly served in the squadron of the marine corps VF-5M (and again later, when the squadron bore the name of VF-9M) in Quanticuand in 1932 also in an experimental squadron of the navy VX-1 at NAS Hampton Roads, equipped with classical trapping hook. 15. may 1932 was damaged in an accident and then eliminated.

During the construction of serial machines was dropped from the use of the flotation tank on the battleships, so all of the F7C-1 was Completed as a ground, with a new stronger chassis. This was in addition equipped by oil-pneumatic dampers installed in the front struts and later got the F7C-1 also brakes. Unlike competing and much more numerous Boeing F3B-1 have never been deployed on aircraft carriers, instead, what, eleven of them directly to the marine corps, squadron, VF-5M on MCAS Quantico, the rest of them join in after a short service in the navy. Machine A7655 was delayed in the factory for experimental purposes, it was for example tested double propeller of the Curtiss-Reed (basically two propeller just behind you). On another machine, A7656, they were again tested the automatic flaps on the leading edge of the wings. Like the F6C-4 were in the marine corps some machines the motor of a ring Townend. The last Seahawk, A7661, was grounded in August 1933 with 934 nalétanými hours ago..
Curtiss F7C-1 Seahawk - Seahawk v barvách VF-5M. Příď a opěrka hlavy jsou červené. Osobní stroj Capt. Jamese T. Moorea, velitele Air Service, East Coast Expeditionary Force.

Seahawk v barvách VF-5M. Příď a opěrka hlavy jsou červené. Osobní stroj Capt. Jamese T. Moorea, velitele Air Service, East Coast Expeditionary Force.
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