American Flying Boats n Amphibious Aircraft

FLYING BOATS and AMPHIBIOUSAmerican Flying Boats and Amphibious Aircraft An Illustrated History E . R . Jo h n s o n <a\ M c F a rla n d & C o m p an y , Inc., P u b lish e rs Jefferson , N orth Carolina, and London All three-view illustrations are by Lloyd S. Jones. All photographs are courtesy David W. Ostrowski, unless otherwise noted. L ib r a r y of C o n g r e s s C a t a l o g u in g - in -P u b l ic a t io n D a t a Johnson, E.R., 1948— American flying boats and amphibious aircraft : an illustrated history / E.R. Johnson, p. cm. Includes bibliographical references and index. ISBN 978-0-7864-3974-4 softcover : 50# alkaline paper (ffi) 1. Seaplanes—United States—History. 2. Amphibian planes—History. I. Title. TL684.J65 2010 629.133’3 4 8 0 9 7 3 -d c 2 2 2009039619 © 2009 E.R. Johnson. All rights reserved British Library cataloguing data are available No p a rt o f this book may be reproduced or transm itted in any form or by any means, electronic or mechanical, including photocopying or recording, or by any information storage and retrieval system, without perm ission in w riting from the publisher. Front cover, from top: Front profile o f Boeing 314 Clipper; side profile o f Consolidated OA-IO; top profile o f Martin P6M-1 SeaMaster (bottom left); top profile o f Curtiss E Boat Manufactured in the United States o f America McFarland & Company, Inc., Publishers Box 611, Jefferson, North Carolina 28640 www. mcfarlandpub. com 3 1 0 2 t e f l a Acknowledgments Bringing this book from a bare outline to a finished manuscript was very much a collaborative effort. I am especially indebted to Lloyd S. Jones and David W. Ostrowski for their unswerving support over the entire course o f this project. Lloyd, in order to create a number o f the book’s three-view drawings, was forced to work from only photographs and reported dimensions; Dave spent an untold number o f hours searching for photo­ graphic images, which, in turn, he had to identify, reproduce, and format. I owe special thanks to K.O. Eckland o f Aerofiles and Rick Leisenring o f the Cur­ tiss Museum for their assistance with some o f the hard-to-find photographs, and also I thank Walt Boyne for helping me make connections with some o f my research sources. Fellow aviation history buff and friend Bob Patmore generously loaned me the use o f many o f the references found in the book’s bibliography. I extend heartfelt appreciation to all o f the contributors to the Aerofiles website (see http://www.aerofiles.com/hom.html) for placing a storehouse o f priceless aviation data right at my fingertips. Finally, the 5.9 hours spent with Steve Robinson, CFII, in the left seat o f his Lake LA4-200 on Grand Lake near Tulsa, Oklahoma, provided firsthand experience in the unique problems o f water flying. v Contents Acknowledgments Preface v 1 3 78 P a rt I. T h e E a r ly E r a , 1912-1928 P a r t II. T h e G old en E r a , 1928-1945 P art III. T h e P o s t -W ar E r a , 1 9 4 5 -P r esen t Appendix A: Lesser Known Flying Boats and Amphibians 291 Appendix B: Flying Boat and Amphibian Design Concepts 336 Appendix C: Three Glossaries Aeronautical Terms and Abbreviations 357 Military Terms and Abbreviations 364 Military Aircraft Nomenclature 366 Bibliography Index 373 369 Preface This book was written to provide a concise and comprehensive historical survey of the many different types o f flying boats and amphibious aircraft designed and built in the United States over a 96-year period. In terms o f scope, a flying boat or amphibi­ ous aircraft includes any type o f seaplane which uses a boat-type hull for its primary buoyancy, as opposed to detachable floats. While the book does not claim to cover every type of American flying boat or amphibious aircraft ever conceived, a serious attempt has been made to include those which can be documented, minimally at least, by some type of visual record. The book is divided into three chronological periods—Part I: The Early Era, 1912— 1928; Part II: The Golden Era, 1928-1945; and Part III: The Post-War Era, 1945-Pres­ ent—and within each, individual aircraft types are reported in alpha-numeric order by manufacturer or builder. In addition to historical background, each aircraft report includes technical specifications, drawings, and one or more photographs. A historical overview, at the beginning o f each part, summarizes the considerations that shaped flying boat and amphibious aircraft design relevant to that period, such as advances in aeronautical technology, m ilitary procurement, and civilian applications. Supplementing the three main parts o f the book are three appendices featuring (A) lesser known flying boat and amphibious aircraft types, (B) design concepts that never achieved the flying stage, and (C) three glossaries (aeronautical, military, and aircraft nomenclature) o f terms and abbreviations used throughout the book. PART I The Early Era, 1912-1928 H isto rical O v e r v ie w “Our greatest weakness lies in giving up. The most certain way to succeed is always to try just one more time.” — Thomas A. Edison Flying Boat and Amphibious Aircraft Origins American aviation pioneer and inventor Glenn Hammond Curtiss is generally acknowledged as the “father” o f the flying boat and also developed the first amphibian. But his earliest attempt to fly an aircraft off the w ater—the float-equipped “Loon” in 1908—ended in a dismal failure. The first successful water takeoff (under power) was made by Henri Fabre at Martigues, France, on March 28, 1910, in a float-equipped aircraft named Le Canard. Glenn Curtiss did subsequently become the first American airman to accomplish both a water takeoff and landing when he flew his D “Hydro-Aeroplane” from San Diego Bay on January 26, 1911. The D Hydro was a standard, Cur­ tiss-designed 60-hp Type D pusher landplane fitted with a single, flat-bottomed spruce float built locally by Baker Machine Co. Then a year later, in San Diego again, he tried to expand the hydro concept into a true flying boat, adapting a beamy, flat-bottomed hull to the Type D wings and tailplane, then mounting the 60-hp engine within the hull as a chain-driven tractor; however, the resulting aircraft (see Flying Boat No. 1, page 30) turned out to be incapable o f flight. Unwilling to give up, Curtiss built another flying boat (see Flying Boat No. 2, page 32) at Hammondsport, New York, during the summ er o f 1912. While keeping the flat-bottomed scow configuration, he extended the hull afterbody out far enough to support a cruciform tailplane; wing loading was reduced with the larger Type E wings and power-to-weight ratio improved by mount­ ing a 75-hp O engine as a pusher. But during early testing, despite the improvements, the aircraft resisted all efforts to “unstick” from the water. Through a determined process o f trial and error, Curtiss recognized two interrelated problems associated with the displacement o f the boat hull: (1) hydrodynamic drag induced along the hull’s entire length was exceeding aerodynamic lift; and (2) longitudinal stiffness was limiting the aircraft’s ability to pitch up to a flying angle o f attack. The solution he finally hit upon was to incorporate a traverse “step” between the fore and afterbodies of the hull, just behind the center o f gravity. With the step, the hull afterbody would lift out o f the water as the aircraft gathered speed, decreasing drag forces by almost half, and once “on the step,” at flying speed, the aircraft could raise its nose and thus fly itself o ff Much the same as the Wright B rother’s quest for heavier-than-air, powered flight, Glenn Cur­ tiss shifted the paradigm as to waterborne flight, and every flying boat, amphibian, and seaplane that has flown since, is an heir to his efforts. In 1913, Curtiss initiated the first amphibious experi­ ments with a variation o f his A-2 pusher (see Curtiss OWL in Appendix A), and although the first truly useful amphibians did not appear for almost another decade, Curtiss nonetheless paved the way. 3 The decade o f the 1920s saw even more progress in American flying boat development.com/index. Sponsons—buoyant extensions to the sides o f the hull forebody—began appearing on larger flying boats to offset the increased weight and tophamper o f larger wings. and the need to keep wing-loading as low as possible tended to produce large. and stable on the water. 1 hp for Vh to 4 lbs. even if parasite drag only allowed smaller increases in speed and climb.g. a flying boat demanded a unique mixture o f design characteristics: it had to combine all of the aerodynamic features o f a landplane (i. which made their debut during the late 1920s.. as a result o f drag. heavily-braced structures. multiple powerplants. was as much a businessman as he was an inventor.. creating a flying boat was not a simple matter of graft­ ing part o f an airplane onto a boat hull. flying boats like the Naval Aircraft Factory (Curtiss) F-5L were routinely patrolling 800-mile stretches o f ocean by the end o f World War I. which is powered by a pair o f original 100-hp Curtiss OXX-6 engines (for more information see http://curtiss-flying-boat. 1 hp for 2 lbs. Early experience gained by Curtiss and others generated many improvements in hull design. At the same time.. Glenn Curtiss. Wright Whirlwind [300 hp] and Cyclone [525 hp]. And by the end o f the decade. Air-cooled radial engines (e.4 American Flying Boats and Amphibious Aircraft Aeronautical Progress As early aviation pioneers discovered. and by the late 1920s. would-be flying boat designers faced immense obstacles during the earliest years o f development. While the duration o f the earliest flights was measured in feet. In order to achieve flight from the water and land on it again.. Their much better power-to-weight ratios (e. Availability o f better powerplants as well as advances in aerodynamic and structural design also brought about a renewed interest in amphibious capability. Given the fact that the science o f aeronautics was still in its infancy. the first example o f which appeared in 1923 (see Aeromarine AMC. Construction material in those days was necessarily restricted to light varieties o f wood like spruce (note that marine and aircraft grades o f plywood did not appear until the 1930s). and range. Pratt & W hitney Wasp [425 hp] and Hornet [525 hp]). that the aircraft were barely flyable.). under only the most favorable conditions o f water and wind. below). lift + thrust over weight + drag) with a planing hull that would permit it to accelerate to flying speed. became a standard feature o f flying boats in the mid-1920s. Evidence o f this was seen recently in the protracted flight trials— the aircraft flew on September 13. Water-cooled aero engines like the Curtiss O or the Roberts Six produced such low power-to-weight ratios (i. and fuel. with civilian aviation taking second place behind it. brought new levels o f reliability and even better power-to-weight efficiency. it is probably safe to say the prospect o f military funding has been the single most influential factor underlying aircraft design and development.e.) could be directly translated to higher useful loads and longer range. and even then. 2008.html).g. The advent o f new engines like the 400-hp Liberty 12 in 1917 ushered in major improvements in flying boat performance. which. seriously limited overall performance in terms o f speed.and multi-engine amphibians had established themselves in both military and civilian markets. Navy contracts (and the Army to a lesser extent) . maneuverable. Lighter but more durable hulls fabricated from riv­ eted aluminum. for example. and the lure o f potential U. Much o f the parasite drag normally associated with flying boats was considerably reduced by bet­ ter streamlining techniques and breakthroughs in airfoil and structural design allowing wings of reduced area that required less external bracing.S. a year after initial attem pts—encountered with the Curtiss M useum ’s “Am erica” replica. the step becoming pro­ gressively deeper and a V-chine being added to the hull planing surfaces for improved stability and handling. Military Procurement In terms o f financial impetus. the hull needed to be seawor­ thy.e. new types of sin­ gle. innovators like Sikorsky and Consolidated (see Part II) were in the process o f developing new designs for mono­ plane flying boats that would set the stage for the military and commercial expansion o f the 1930s. The invention o f the hull step demonstrated that hydrodynamic lift could be used to reduce drag to the point where flight was possible. climb. l.. NAF’s role became more important with regard to the formulation and testing o f new ideas. a smaller number o f Curtiss boats were evaluated by the Army Signal Corps. which. and under BuAer’s guid­ ance. and with the delivery o f its first Curtiss C-l (see page 32) in late 1912. and within a similar timeframe. Marine Corps. But the most significant military interest in American flying boats at that time came not from the U. Grover Loening’s single-engine OL-l/OA-1 (see page 55). Hall PH. Although taken into Navy service in 1927 under a patrol designation (i. and Coast Guard. including the Coast Guard.ls marked the early stages of what was to become the flying boat’s most important military mission. began a series of trials designed to test the concept. military services had expressed some interest in aircraft having amphibi­ ous capability even before World War I. Douglas Dolphin.. namely. Grumman Goose. Naval Bureau o f Aeronautics (BuAer) in 1921 proved to have a lasting impact on procurement of all naval aircraft. general-purpose military amphib­ ians (e.600 flying boats o f different types. and increas­ ing demand for them led to establishment o f the Naval Aircraft Factory (NAF) at Philadelphia in late 1917 for the purpose o f augmenting civilian production. and antisubmarine duties.e. etc. By the time hostilities ended in November 1918. flying boats and amphibians included. who headed RNAS operations at Felixstowe.Part I: The Early Era . As deliveries proceeded.S. Sikorsky S-38. Navy interest in acquiring more flying boats grew exponentially after America entered World War I on April 6. 1919. 1912-1928 5 became a driving factor in his desire to produce the first float-equipped seaplanes and flying boats. But even while doing this. The establish­ ment of the U.S. appeared in 1923. This was no more apparent than during the late 1920s. Army. Operations with the RNAS F. Even after the war. LWF. the Sikorsky S-36 (see page 71) can be regarded as the forerunner o f the various types o f twin-engine. In late 1914. consisting mainly o f Curtiss H-16s and HS-lL/2Ls and NAF F-5Ls procured under wartime contracts.g. BuAer was simultaneously pursuing long-range plans to replace the biplanes with the N avy’s first gener­ ation of monoplane flying boats (see Consolidated PY and Martin P2M. Curtiss received the first o f a series o f contracts to deliver military derivatives o f his twin-engine America to the Royal Naval Air Service. when the Navy replaced its World War I-era flying boats with new types o f biplanes that were based on virtually identical NAF designs (see Douglas PD. began entering service in 1915 as the Felixstowe F.) that would see such widespread use in the 1930s and 1940s by all services. helped set the stage for mass-production o f newer flying boat types like the Curtiss H-16 and HS.S. the Navy envisaged flying boats in the role of “scouts” that could launched and recov­ ered from warships. But a fresh approach to the prob­ lem during the early 1920s resulted in the creation o f a new category o f military aircraft—the util­ ity and observation amphibian. after the start o f World War I in Europe. the indiscriminate sinking o f U. the Navy had accepted delivery of over 1. along with the Naval Aircraft Factory F-5. and was subsequently acquired by the Navy. convoy escort. Instead o f trying to adapt wheels to a flying boat. Loening designed his aircraft from the ground up as an amphibian. The first example. mar­ itime patrol. The working partnership between Glenn Curtiss and John Cyril Porte. P3M in Part II). Initially. mainly Curtiss F models (see below).S. U. As it continued to experiment between 1913 and 1916. Wartime production o f Curtiss flying boats was also subcontracted to other m anufacturers such as Standard. government but the British Admiralty. after engine upgrades and a redesign o f the hull. the extra weight and drag associated with landing gear was deemed to impose unacceptable limits on useful load and range. 1917.-flagged merchant vessels by German U-Boats had been a major factor leading to the nation’s declaration o f war. and Martin PM in Part II). Boeing. and flying boats were perceived as a potential means o f dealing with the menace. England. including long-range reconnaissance. Keystone PK. Continuing naval development o f the Curtiss NC series (see page 46) cul­ minated in the first crossing o f the Atlantic Ocean by an aircraft on May 31. and Loughead. flying boats became the most numerous type o f combat aircraft in the N avy’s arsenal. the Navy acquired at least twelve more flying boats. devising a novel “shoehorn” tractor layout that combined elements of flying boats and floatplanes with an effective manual gear retraction system. .S. Gallaudet. the Navy continued to maintain a sizeable fleet o f flying boats for the mar­ itime patrol function. PS-1). Although the U. In fact. flew passengers in a Curtiss MF (see page 45) between Los Angeles and Catalina Island for a brief time in 1919. Pacific Marine Airways operated two Curtiss HS-2s between Los Angeles and Catalina Island from 1920 until 1928. the New York-Newport Air Service carried passengers between New York City and Newport. Silas Christofferson was reported to have operated a single-engine flying boat of his own design (see C hristofferson Hydro in Appendix A. T he E a r l y E r a • 1 9 1 2 -1 9 2 8 A ircraft M an ufactu rer A erom arine Plane and M otor Corp. A 52. mainly on the Eastern Seaboard. where it would be transferred to ships bound for Caribbean ports. the St. air routes over land during the m idand late 1920s. 14. Louisiana. efforts to market them for personal or business trans­ portation were generally unsuccessful until the late 1920s. -2 B 204 Courier F irst Flight 1919 1919 1919 1923 1927 1926 1928 1913 1915 1919 1925 1928 A m erican A eronautical Co. A nother short-lived venture.: B oein g A irplane Co. Rio & Buenos Aires Line and Pan Ameri­ can Airways. Cuba. G ulf Coast ceased operations in 1927 when its franchise was taken over by Pan American Airways. when it was taken over by Western Air Express. A 55 L im ousine Flying Boat A 75 AM C S-55 S -56 S-62 Type 13. More ambitious was Aeromarine Airways. The first. Although small numbers of privately owned flying boats existed as early as 1913. in 1919 with a Boeing B-l flying boat (see page 25) and maintained the route until 1927. though its operations ceased after only four months due to finan­ cial difficulties. Chaplin Air Line. under the sponsorship o f Loening Aircraft. At least as significant as the Ford 4-AT/5-AT Tri-M otor’s role in the expansion o f U. Edward Hubbard (Victoria Air Service) inaugurated mail service between Seattle and Van­ couver. Small numbers o f flying boats were also employed to establish the first international Air Mail routes. the earliest passenger-carrying services in the nation actually began operations with flying boats on inland waterways and relatively short coastal routes. British Columbia.S. Sikorsky’s S-38 (see page 73) established the precedent for an analogous expansion o f international routes over water when the first examples began entering service in 1928 with newly-established airlines such as the New York.6 American Flying Boats and Amphibious Aircraft Civil Developments Although commercial air travel in America did not really start gaining momentum until the late 1920s. which flew the mail from New Orleans to Pilottown. when more up-to-date amphibians like the Loening Air Yacht (see page 60) began selling to wealthy executives. Air Mail service to the Caribbean was started in 1923 with Curtiss HS-2s oper­ ated by G ulf Coast Air Line. Rhode Island until a crash in 1923 caused it to discontinue operations. (Savoia-M archetti): B enoist A eroplane Co. commenced service across Tampa Bay in January 1914 with two Benoist Type XIV flying boats (see page 21).: M odel A 40 A 50. and the Bahamas from 1919 to 1923. page 298) as the San FranciscoOakland Aerial Ferry som etim e in 1914. In 1922. and 16 Type 15 B -l PB-1. which used modified Curtiss HS-2s and NAF F-5Ls (see page 11) to fly passengers between Southern Florida.: . PeterburgTampa Airboat Line. using three o f its Flying Yachts (see page 54). : Lewis and Vought Corp.061 lbs. was organ­ ized in 1917 in Keyport.l.. Navy.: Ireland Aircraft. The company ceased all aircraft and airline operations in 1924 and reorganized as the Healey-Aeromarine Bus Co.S. empty.). Navy trainer. Dimensions: span (upper) 48 ft. 6 civil versions (est. w ing area (not reported). The model 40. civil sport aircraft Total produced: 50 U. 1912-1928 Aircraft M anufacturer Curtiss Aeroplane Co. Side-by-side seating was provided for the instructor and student in the nose section o f the hull. -2) C -l. V-chine design that extended to and incorporated the tailplane. range 2 50 mi.S.: Sperry Aircraft Co. In 1920.) Powerplant: one 100-hp Curtiss O X X -6 8-cylind er w ater-cooled engine driving a tw o-bladed w ooden fixedpitch propeller. Navy aircraft and aero engines.. C -6) Land and Sea Triplane 1 F irst F light 1912 1912 1912 1914 1915 1915 1916 1917 1918 1918 1928 1927 1922 1923 1928 1919 1918 1920 1924 1926 1927 1928 1918 Eastman Aircraft Corp. Performance: max.: M o d el D (F lying Boat N o. the Aeromarine Plane & Motor Co. loaded. ceilin g 3 . and m anufactured its first aircraft the same year. and in 1921. rights to aircraft production were transferred to Boland Aeroplane Co. length 28 ft. became a dis­ tributing agent for surplus U. Co.: Naval Aircraft Factory: Sikorsky Mfg. it established Aeromarine West Indies Airways based in Key West. and the horizontal tail surfaces were mounted atop the vertical fin to keep them out o f the spray. (est. The wooden hull was of a single-step. 1) E (F lying Boat N o. Inc. . Aeromarine 40 (1919) TECHNICAL SPECIFICATIONS (40F) Type: 2-place U. Weights: 2. The engine was strut-mounted in the wing center-section in a pusher configuration. P N -8. was designed and built in response to a 1918 Navy Department order for a two-seat seaplane trainer. and PN-12 S-3 4 S-36 (PS-1) S -38 (P S -2. following the model 39 landplane trainer. HL (OA-1.S. P N -9. Very similar in general design to the Curtiss model MF trainer (see page 45). 11 in. which it was intended to augment.. Florida. 2. New Jersey. Derived originally from the Aeromarine Corp. C-2 Air Yacht VE-10 Batboat F-5L (P N -5... speed 71 mph at s. PN-10. and H-16 Large Am erica T Triplane (M odel 3) HS MF and Seagull (M odel 18) NC-1 to NC-10 E-2 Sea R over/Sea Pirate N-1/-2 Neptune Flying Yacht (S -l) OL. the model 40 was a two-bay biplane of all wood construction having upper and lower wings o f unequal span. P N -6) TF P N -7.: Aeromarine Plane & Motor Co. 2) F H -l to H -4 Sm all A m erica K H -8. H-12..5 0 0 ft. Co.592 lbs.: Leoning Aeronautical Engr. 6 in.Part I: The Early Era. 8 American Flying Boats and Amphibious Aircraft Although the first civil model 40 may have flown in 1918 with a 150-hp Aeromarine U-8 engine. some model 40Fs were reportedly refitted with 150-hp Hispano-Suiza engines to improve performance and payload. the original Navy order for 200 aircraft was reduced to 50. The type remained active with the Navy through the early 1920s until replaced by newer aircraft. the first documented flight o f the Navy model 40F occurred in 1919. During service. The civil versions (40 and 40B. When World War I ended. and all examples were delivered after the armistice. 140-hp Hispano-Suiza . 40 C. 52. 100-hp C urtiss OXX-6 engine. 40L.Aeromarine’s A-40 was intended to augment Curtiss Fs and MFs in the training of Navy pilots. The models 50. Total produced: 4 .5 (est. 40T.). . 150-hp A erom arine engine. 52. engine. and 40U. Aeromarine Model 50B shown in late 1919 with enclosed cockpit. 100-hp A erom arine U-6 engine) w ere produced in 1919 and sold for around $9. and 55 Limousine Flying Boat (1919) TECHNICAL S P E C IF IC A T IO N S (5 0 C ) Type: 3 or 4-place civil transport. and 55 repre­ sented an ultimately unsuccessful attem pt to offer improved civil versions utilizing components of the Navy A40 trainer. Aeromarine 50. 130-hp A erom arine L engine.000 each. but its contract was cut short by the end of World War I. Powerplant: one 150-hp or 180-hp Aeromarine U-8 8-cylinder water-cooled engine driving a two-bladed wooden fixed-pitch propeller. 3. and 55 Limousine Flying Boat represented an attempt by Aeromarine to offer a more powerful civil design utilizing the wings. ceiling (not reported). loaded.276 lbs. Weights: empty (not reported). range 300 mi. Dimensions: as 40F. The models 50.. tailplane. and general hull structure o f the . Performance: max. above. speed 75 mph at s. 52.l. cruise 75 mph. South Carolina. also referred to as the Flying Cruiser. during 1919 over the 100-mile route between New York City and Atlantic City.Part I: The Early Era. ceiling 5. 4 in. the carrier opened a new a route across Lake Erie between Detroit and Cleveland and extended southern services to include Nassau and Bimini islands. 9 in.. the model 50B o f 1919.).000 ft.. after three years of regular flights. 13.397 sq. ostensibly as a passenger carrier. via Atlantic City.). loaded. wing area 1. Total produced: 4 -5 (est. as more model 75s came into service. Performance: max. At least one model 50 is reported to have operated with Aero. and 55 o f 1922 all featured enclosed cockpits. .600 lbs. (est. In 1923. was not an original Aeromarine design but a modification o f ex-Navy Curtiss F-5Ls which the company had acquired surplus. The con­ version involved moving the two-place cockpit back to the trailing edge of the wings and installing passenger accommodations with side windows in the forward half o f the hull. but no flying example was ever completed. Powerplant: two 420-hp Liberty 12A 12-cylinder water-cooled engines driving two-bladed wooden fixedpitch propellers. an enlarged model 60 with two 180-hp pusher engines was planned. New Jersey. 1912-1928 11 model 40F. Aeromarine Airways ceased operations due to financial difficulties. where they commenced scheduled operations between New York City and Havana. and Key West. but more likely for the purpose o f moving alcoholic beverages following the passage o f the Prohibition Act earlier the same year. range 830 mi. The two-day air journey took only half the time required by train and boat. Dimensions: span (upper) 103 ft. ft. Weights: empty 9. A fairly straightforward adaptation of the NAF/Curtiss F-5L. In late 1923. Aeromarine East Indies Airways.000 lbs. speed 82 mph. length 49 ft. Beaufort. Aeromarine 75 (1920) TECHNICAL SPECIFICATIONS Type: 12-14 passenger civil transport.. The models 50 and 50C were flown in 1919 with open cockpits for the pilot and pas­ sengers. 52 o f 1921. In 1922. Ltd. Completed in late 1920. Miami. Cuba. The model 75. Aeromarine 75 “Nina” as operated by Aeromarine Airways on Caribbean routes during the early 1920s. the first two model 75s began operating in 1921 with Aeromarine’s subsidiary. 440 lbs. speed 97 mph. Weights: empty (not reported). Performance: max..000 ft. range (not reported). length 32 ft. wing area (not reported). 0 in. 10 in.. Dimensions: span (upper) 65 ft.Aeromarine AMC (1923) TECHNICAL SPECIFICATIONS Type: 6-passenger civil transport.. ceiling 14. cruise 80 mph. 2. . loaded. Total produced: 1 Powerplant: one 400-hp Liberty 12 12-cylinder water-cooled engine driving a two-bladed wooden fixed-pitch propeller. Aeromarine and its airline subsidiary ceased operations in late 1923. . the AMC (Aeromarine Metal Commercial) was an effort to introduce a civil flying boat o f conventional two-bay biplane design that possessed a more modern airframe. While not a commercial success.Part I: The Early Era . how­ ever. Puerto Rico. most notably an all-duraluminum hull and a dural-framed empennage. the AMC did nonetheless establish a new standard for flying boats with more durable metal hulls. Once operational. 1912-1928 13 Similar in configuration to the Curtiss HS series. the company had hoped to put them in service as replacements for Aeromarine Airway’s aging fleet o f wooden-hulled model 75s. The AMC flew for the first time in June 1923 and soon afterward commenced a trial route between New York and San Juan. and no more AMCs were completed. 14 American Flying Boats and Amphibious Aircraft ' . was established in 1926 to license-build and market aircraft in the U. Its unorthodox planform employed a cantilever monoplane wing that was shoulder-mounted to twin boat hulls. When the first Italian-m ade S-55 prototype flew in 1925. with a triple-fin tailplane supported by two booms extend­ ing from the hulls. American Marchetti S-55 (1927) TECHNICAL SPECIFICATIONS (U. which had been designed and manufactured by the well-known Italian firm o f Savoia-Marchetti. empty. arranged in tandem. New York.001 sq. The American Aeronautical Corp. 200 in Italy.175 mi. loaded. Total produced: 3 in U.. its all-aluminum hull helped establish new standards for flying boat construction. The two engines. The parent Italian company was founded in 1915 by Umberto Savoia and the name Marchetti was added in 1922 when Allessandro Marchetti joined the company as chief designer.' -- - The sole Aeromarine AMC as shown in Canadian registration after being sold to Fairchild Air Trans­ port.. Powerplant: two 515-hp Isotta-Fraschina 12-cylinder water-cooled engines driving two-bladed wooden fixedpitch propellers. cruise 110 mph. speed 128 mph. length 54 ft. 9 in. range 2. 18.S. American Aeronautical Corp.. which also housed the two-man cockpit. ceiling 16. During the late 1920s and early 1930s. . 1 1 in. ft.400 ft.210 lbs. were supported by struts on top of the wing center section. A plane built in the American plant was often referred to as an “American M archetti” to downplay its foreign origins. o f Port Washington. wing area 1..to 6-passenger civil transport.S. it represented an epoch-making advance in flying boat design. Weights: 12. Dimensions: span 78 ft.677 lbs.S. Though the AMC was not a commercial success. VERSION) Type: 4. Performance: max. Wright Cyclone.S.S. and the final examples were retired in 1939. in 1933. although the three S-55s completed in the U. NC105H. They sold for $57. and buyers had the option o f specifying either Isotta-Fraschini. by Amer­ ican Aeronautical in 1927 and 1928 under civil registrations NC20K. all appar­ ently came with Issota-Fraschini engines.000 each. to Chicago. Most of the S-55s manufactured in Italy served with the Regia Aeronautica as maritime patrol boats. or Curtiss Conqueror engines. the best remembered o f which was the 24-plane formation led by Air Marshall Italo Balbo from Orbetello.S-55s made a number o f record-breaking breaking flights. and NC175M. Three S-55s were completed in the U. Illinois. Italy. . American Marchetti S-62 (1928) TECHNICAL SPECIFICATIONS Type: 3-seat armed scout. range 280 mi. empty. which operated it until 1932. 8 in.. was used on an around-the-world flight by Zachary Reynolds.S. S-56 production rights were transferred to the Edward G. 3 in. The out-of-sequence S-56C (also listed as S-56-31) was sold as a two-seater with a 100-hp Kinner engine. BB-1 (1926) TECHNICAL SPECIFICATIONS (S-56B) Type: 2 or 3-seat civil transport/trainer. 1 in. NC20K is shown in the markings of Alaska Airways. though their status is not known. 11. wing area 285 sq. Armament: One . Dimensions: span 34 ft. under the designation BB-1.375. powered by a 90-hp Anzani engine. Weights: 5. length 40 ft. ft. Budd Mfg. Introduced in Italy in 1924. speed 95 mph.. loaded.. 7 in. American Marchetti S-56.30-calibre Lewis machine guns amid­ ships.. loaded. by American Aeronautical.089 lbs. strut and wire-braced biplane having a hull and wings o f mostly wooden construc­ tion. Dimensions: span 54 ft. range 1. wing area 748 sq. cruise 118 mph. ceiling 16. which appeared in 1931. length 25 ft. the first American S-56 was manufactured in 1926 with a 90-hp Kinner K-5. Powerplant: one 500-hp Isotta-Fraschina V-type 12-cylinder water-cooled engine driving a two-bladed wooden fixed-pitch propeller.798 lbs. . ft. ceiling 7. Performance: max..100 ft.000 ft. Inc. cruise 80 mph.. The A model came with amphibious landing gear retracted by means o f a manual hand crank. Co. empty.243 mi.. One S-56C later converted to a single seat configuration and given extra fuel capacity. Powerplant: one 125-hp Kinner 5-cylinder air-cooled radial engine driving a two-bladed wooden fixed-pitch propeller. differed in having a 125-hp Kinner B-5 which upped the useful load and made carrying a third passenger more practical. Performance: max.. The S-56B. In 1931.S. Two S-56s are said to exist today. A single exam­ ple was completed in 1932 with a stainless steel hull plus a wing and tailplane framework of the same material. Total produced: 1 in U. Unlike the S-55.350 lbs. speed 137 mph.S. Total produced: 3 6 ^ 0 in U. the S-56A was a fairly conven­ tional one-bay.150 lbs. Am erican A eronautical m arketed them prim arily to civil users at a base price o f $7. a firm specializing in fabrication o f stainless steel.30-calibre Lewis machine gun in the nose and two .16 American Flying Boats and Amphibious Aircraft / f l V O lO 1 R A S C U C rTi One of three S-55s built in the U. Weights: 1. 2. g. received ATC certification in 1931. Doug­ las.). 1912-1928 17 Having entered service with the Regia Aeronautica in 1926 as a small reconnaissance flying boat. The single U .Part I: The Early Era . . Consolidated. etc. the Navy had by that time established a fairly set pattern o f procur­ ing its flying boats and floatplanes from established naval contractors (e. Martin. Navy with a domestically-built version.. manufactured in 1928.S. so that no m ilitary sales o f the S-62 were forthcoming. however.S.-m ade example. the S-62 represented an attempt by American Aeronautical to interest the U. this S-56A is shown moored with its wheels retracted. Efforts to interest the Navy in the license-built U.One of the more successful pre-Depression civil amphibian designs. The entire BB-1 airfram e was fabricated from stainless steel parts. . Only one was built in 1932.S. Italian-made S-62. version were unsuccessful. . 1912-1928 19 Benoist Aeroplane Co. The potential o f this pioneering company was foreshortened by Thomas Benoist’s untimely death in an aircraft accident in 1917. Founded in 1908 by Thomas Benoist as Benoist Aircraft Co. Louis. Benoist’s interest in water-borne flight began in 1912 when he began experi­ ments with one o f his Type XII landplanes equipped with a single center float. Missouri. Ohio. at which point a total o f 106 aircraft (of all types) had reportedly been completed.Part I: The Early Era. All operations were suspended soon afterward. in 1915 and moved to Chicago. in St. it was reor­ ganized as Benoist Aeroplane Co. then moved again in 1917 to Sandusky. Illinois. due to a decline in the local economy. The venture lasted only four months.. length 26 ft. 0 in.. Benoist Type 13. Weights: empty 1. 0 in. the Type XIII made its first flight in the summer o f 1913.. Powerplant: One 75-hp Roberts 6-cylinder water-cooled engine or 80-hp Sturtevant 6-cylinder water-cooled engine driving a two-bladed wooden fixed-pitch propeller. 10 in. however. and by the end o f March.20 American Flying Boats and Amphibious Aircraft Type XIV shown flying low over Tampa Bay in early 1914. Performance: Max. wing area (not reported). and the two Type X IV ’s were sold to private owners. It was basi­ .). the ability to carry only one fare-paying passenger at a time appears to have been a serious finan­ cial drawback. ceiling (not reported). Also known as the type C. 5. loaded (est. length 38 ft. Benoist’s Type XIII featured a boat hull fuselage with side-by-side seating for the pilot and one passenger.). ceiling (not reported).000 prize offered by the London Daily M ail in 1914 for the first transatlantic flight. Petersburg-Tampa Airboat Line was the first air carrier in the world to offer scheduled daily service. the company had carried 1. speed 75-80 mph (est. and 16 (1913) TECHNICAL SPECIFICATIONS (TYPE 14) Type: 2-place civil transport.. wing area (not reported). Type XIVs were thereafter a common sight at many exhibition flights around the country during 1914 and 1915.. The St. the Benoist Type 15 was originally conceived to compete for the $50. (est.900 lbs. speed 64 mph. Service was discontinued in April. Though not mentioned in the sources. Intended as a trainer and demonstrator. range 175 mi. range 300 mi..000 lbs. which holds the distinction of being the first passenger-carrying airline in the United States.). 2. 10 in. Dimensions: span 65 ft. 14. Service was inaugurated in January 1914 with two scheduled round trips per day across Tampa Bay. Performance: max. Dimensions: span 44 ft. Total produced: 1 Powerplant: two 100-hp Roberts 6-cylinder water-cooled engines driving two-bladed wooden fixed-pitch pro­ pellers. The three Type 16s built in 1916 for the Staten Island School o f Aeronautics were identical to the Type 14s except for having a canted tail boom made o f formed metal. loaded (est..).). The Roberts engine was buried in the hull behind the cockpit with the propeller driven via a chain and sprocket.600 lbs. Total produced: 14. Using the three-bay biplane wings and the empennage o f a Type XII landplane. Benoist Type 15 (Type C) (1915) TECHNICAL SPECIFICATIONS Type: 6-place civil transport. Petersburg-Tampa (Florida) Airboat Line. Weights: empty 4.204 passengers without serious m ishap—a truly remarkable achievement for this era o f aviation.250 lbs. The first two o f ten essentially sim ilar Type X IV ’s were completed later the same year and delivered to the St. (est. When the onset o f World War I prevented any attempt at a transatlantic flight.Part I: The Early Era. By this time. Louis Car (rail) Company. 1912-1928 21 cally an enlarged Type 14 with a four-bay wing layout and upper and lower wings o f equal span. The two direct-drive engines were strut-m ounted beneath the upper wing. . the British were already committed to flying boat contracts with Curtiss. however. Benoist sought to interest the British govern­ ment in purchasing the aircraft for use in antisubmarine patrol and went so far as to make arrange­ ments to have the type m ass-produced at a plant owned by the St. and no orders for the Type 15 were forthcoming. but the company ceased operations soon after Benoist’s untimely death in 1917.22 American Flying Boats and Amphibious Aircraft Benoist hoped to mass-produce the Type 15 for the British Royal Naval Air Service. — 1 V ---.rA L1 ----------.-— X • fcg/ij j V X •— — — — J ~~--------------1 . a 150-mile roundtrip across the Strait of Juan de Fuca. The B-l is said to have been Boeing’s first attempt to sell an aircraft to purely commercial buy­ ers. speed 90 mph.000 miles. 3 in. then renamed Boeing Airplane Co. Boeing B-l Seaplane (1919) TECHNICAL SPECIFICATIONS (LIBERTY VERSION) Type: 3-place civil transport. wearing out six engines in the process and covering 350. the B-l commenced flying the mail between Seattle and Victoria. Not too long after making its first flight on December 27. the single B-l continued the fly the Seattle-Victoria mail route until 1927. Certainly one o f the best known names in American aviation. Its design emerged as a two-bay biplane that looked much like a scaled down HS-2 in general configuration. The company secured the first o f the many military contracts that would follow in June 1918.. in Seattle. Performance: max. (est. the company was founded by William E. shown in Canadian registration in the 1920s. 3. a twin-float seaplane named the B & W. Boeing’s first airplane. Washington. Although no commercial sales of the aircraft ever materialized. and the Hall-Scott engine initially used was pusher mounted on struts right below the upper wing center-section. length 31 ft. ceiling 13. in 1917.000 miles and wore out six engines during its eight-year career. cruise 80 mph. Total produced: 1 Powerplant: one 200-hp Hall-Scott 6-cylinder water-cooled engine.300 ft. British Columbia. The single B-l produced. 1919.500 lbs. .Part I: The Early Era. This aircraft covered 350. later refitted with a 400-hp Liberty 12-cylinder water-cooled engine driving a four-bladed wooden fixed-pitch propeller. flew for the first time in mid-1916.). Weights: empty 2. range 400 mi. 1912-1928 23 Boeing Airplane Co. The aircraft was reportedly removed from storage and restored in 1951. when it received an order from the Navy Department to build 50 Cur­ tiss HS-2L flying boats.. (Bill) Boeing in 1916 as Pacific Aero Products Co. wing area (not reported). Dimensions: span 50 ft.. primarily for the purpose o f carrying mail along coastal regions such as Seattle.850 lbs. loaded. The hull was constructed o f a laminated wood veneer. 3 in. Powerplant: two 800-hp Packard 2A-2540 12-cylinder water-cooled engines driving four-bladed wooden fixed-pitch propellers. ceiling 3.. Weights: empty 12.742 lbs.230 mi.24 American Flying Boats and Amphibious Aircraft Boeing PB (1925) TECHNICAL SPECIFICATIONS (XPB-1) Type: 5-place naval maritime patrol. Armament: none fitted.823 sq. ft. length 59 ft. cruise 80 mph. 26.300 ft.. 5 in. Dimensions: span 87 ft. ..822 lbs. range 2. speed 125 mph. wing area 1. Performance: max.. Total produced: 1 . loaded. 6 in. W hile the XPB-1 made it first flight on . the XPB-1 was essentially an enlarged Naval Aircraft Factory (NAF) PN-7 (see page 67) which incorporated an all-metal twostep.Part I: The Early Era. the Navy had contem plated using the XPB-1 to lead two NAF PN-9s on the first flight attempt between the California coast and the Hawaiian Islands. 1912-1928 25 Ordered by the Naval Bureau o f Aeronautics (BuAer) in 1925. aluminum hull together with a unique tandem arrangem ent for its two Packard engines. Orig­ inally. w as actually an entirely different airfram e. Performance: max. it was re-des­ ignated X PB -2 after being m odified and tested w ith 500-hp Pratt & W hitney R-1690 H ornet radial engines. flown for the first tim e on M arch 4. length 32 ft. problem s w ith the Packard engines caused its participation in the California-Hawaii trip to be cancelled. useful load listed as 1. ceiling 9. Weights: not reported. The 204 originated as asingle­ bay biplane having its pusher engine m ounted on struts betw een the fuselage and the w ing center- . but no production w as undertaken.000 ft. Som etim es referred to as a developm ent o f the B -l o f 1919. was the first type of naval patrol boat to be built with an all-metal hull. Boeing 204 Courier (1928) TECHNICAL SPECIFICATIONS Type: 4-place civil transport.. 7 in. A ugust 31. 1928. once B uA er had officially sw itched to a preference for air-cooled engines in N avy aircraft. the M odel 204. when it appeared in mid-1925.26 American Flying Boats and Amphibious Aircraft The PB-1. Total produced: 10 (est..) Powerplant: one 410-hp Pratt & Whitney R-1340 Wasp 9-cylinder air-cooled radial engine driving a twobladed ground-adjustable metal propeller. speed 115 mph.. and during 1928. range 350 mi. Dimensions: span 39 ft. The single prototype spent most of its career with NAF as a flying testbed. 8 in.630 lbs. also m ounted in tandem . cruise 95 mph.1925. wing area (not reported). The XPB-1 w as th ereafter retained by NAF as a testbed. . One Canadian-built example. one o f which was delivered to William E. was completed with monoplane wings and operated under Canadian registration. and four are thought to have been completed by Boe­ ing Aircraft of Canada in Vancouver. Five 204s are listed as having been built by Boeing in Seattle during 1928 and 1929. Boeing as a personal transport. 1912-1928 21 section. known as the C-204 Totem. One 204 was purchased by Western Air Express to be used on its Catalina Island route and an at least one other was employed by Western Canada Airways on over-water routes. The hull was constructed entirely o f wood and featured an enclosed cabin.Part I: The Early Era. Following successful hydroplane (floatplane) experiments in 1911. in 1916. was at the forefront o f most flying boat development. from 1911 to 1919. introducing the first practical flying boat trainers in 1913. Performance: none. wing area 236 sq. Herring in 1908 at Hammondsport.28 American Flying Boats and Amphibious Aircraft One of five 204s completed by Boeing in Seattle. Weights: not reported.e. to wit: making the first documented flight of a flying boat in 1912. length 20 ft. New York. Founded by Glenn H. Total produced: 1 Powerplant: one 60-hp Curtiss 8-cylinder water-cooled engine driving two two-bladed wooden fixed-pitch propellers via a chain drive. Dimensions: span 26 ft. (est. and designing the first aircraft (i. His company. Glenn Curtiss sought to move water-borne flight a step further by adapting a set o f the four-bay biplane wings and boom empen- . Glenn Curtiss is commonly acknowl­ edged as having been the “father” o f the flying boat. Another four or five 204s were built by Boeing of Canada in Vancouver. in 1910 and renamed Curtiss Aeroplane & M otor Co. Curtiss Aeroplane & Motor Co. it was reorganized as the Curtiss Aeroplane Co. Glenn Curtiss died unexpectedly in 1930 at age 52.C..). as the Curtiss-Herring Aeroplane & Motor Co. producing (in collaboration with British pioneer Cyril Porte) the most successful naval flying boats o f the world War I-era. 1) (1912) TECHNICAL SPECIFICATIONS Type: 1 or 2-place civil trainer. B. ft. (est. The diagonal pattern of the wood veneer on the hull is clearly visible. Curtiss Model D (Flying Boat No.. NC-4) to cross the Atlantic Ocean.. Curtiss and Augustus M. Curtiss Aeroplane and Motor merged with W right Aeronautical in 1929 and subsequently reappeared as the Curtiss-W right Air­ plane Co.). 3 in. As later admitted by Curtiss him self and other witnesses present. later referred to as Flying Boat No. were carried out in San Diego during early January 1912. Tri­ als with this aircraft. right in front of the wing. 1. this aircraft . 1912-1928 29 nage from the model D landplane to a boat hull.Part I: The Early Era. To overcome the tail-heaviness inherent to a pusher configuration. with two chain-driven tractor propellers fitted to shafts on the first bay of interplane struts. between the lower wings. the engine was mounted in the hull. The flat-bottomed wooden hull was essentially a lengthened and widened hydroplane pontoon to which the lower wings were directly attached. The cockpit was positioned behind the engine. After observing numerous attempts. Weights: empty 1. Dimensions: span 37 ft.). 2 [C-l/AB-1]) (1912) TECHNICAL SPECIFICATIONS Type: 2 or 3-place naval/civil trainer. Though not the first flying boat built. scow-type hull. extended all the way aft to support an empennage consisting o f a long-chord fin and rudder with cruciform horizontal surfaces. Undeterred. 2 could not be made to “unstick” from the water at takeoff speed. 2. entering service in . a secondary canard elevator on the nose (later removed due to control problems). Curtiss Model E (Flying Boat No. the Model D. Performance: max. length 27 ft. By the fall o f 1912 Curtiss had made sufficient progress with the design to sell the Navy it first boat-hulled aircraft.500 lbs. range (not reported). 0 in. ceiling (not reported). loaded (est. including twenty-eight-foot. did in fact make the w orld’s first flight o f a flying boat during the month o f July in 1912. never left the water.. as Flying Boat No. Curtiss modified the hull to incor­ porate a “step” just behind the center-of gravity. eight-inch single-surface. which. Curtiss left San Diego in the spring of 1912 to return to Hammondsport. 2. Glenn Curtiss started work on a second flying boat during the spring o f 1912. 1. equal-span wings and a pusher-mounted 75-hp Curtiss O V-8 engine. the model E. which became a standard feature on vir­ tually all flying boats. in its original configuration.). insufficient power and wing area—prevented it from flying.490 lbs. on some). Total produced: 6-10 (est. Its flat-bottomed. (40 ft.). Taking the experience o f prior experiments. 2 in. (est. unlike Boat No. ft. 0 in. To reduce the danger o f sinking after hard landings. the hull was constructed with six watertight compartments. The step. Initial trials were not successful. utilized standard components of the 1911 model E land and hydro (float) plane. and triangular extensions to the upper wing to increase lift.. A combination of factors—hull shape. where he commenced work on Flying Boat No. speed 60 mph (est. Other changes made included standpipes that bled air into the cavity behind the step. wing area 350 sq. sometimes known as Flying Boat No.30 American Flying Boats and Amphibious Aircraft Curtiss9first flying boat attempt.) Powerplant: one 75-100-hp Curtiss OX 8-cylinder water-cooled engine driving a two-bladed wooden fixedpitch propeller. 2. produced a large reduction in hydrodynamic drag by lifting almost half of the hull free o f the water and increased lift by permitting the nose of the aircraft to be rotated up to a positive angle o f attack. a larger rudder. V-bottom hulls with a more pronounced step. 1912-1928 31 late November as the C-l (changed to AB-1 in 1914). This aircraft (identified variously as the “Freak Boat” in later Curtiss records) made the first catapult launch by a flying boat in December 1912. and a diagonal strut in front o f the motor mount to prevent the engine from leaving its mounts in hard landings. a number of E boats were built for the Army and the Curtiss Flying School. . as well as more powerful engines. one o f which was used by Lawrence Sperry during 1914 to conduct the first exper­ iments of an airborne gyroscope. plus two or three more to civil­ ian purchasers.Part I: The Early Era. Later model E flying boats featured deepened. Besides the N avy’s C-l. Total produced: 200 (est. The introduc­ tion of the hull step and other improvements made it the world’s first flying boat.C. shown here in mid-1912. with front stabilizer that was later removed. 15 in 1913. ceiling 4. Curtiss Model F (1912) TECHNICAL SPECIFICATIONS (1917 NAVY VERSION) Type: 2 place naval/civil trainer.32 American Flying Boats and Amphibious Aircraft The first E boat. The Army’s S.) Powerplant: one 100-hp Curtiss OXX-3 8-cylinder water-cooled engine driving a two-bladed wooden fixedpitch propeller. .. Performance: max. speed 69 mph. range 390 mi. it is identified as an E Boat in some texts. Although this aircraft is thought to have F-type wings.500 ft. N avy’s standard sea­ plane trainer through the World War I-era and afterward. ft.4 6 0 lbs.860 lbs. Dimensions: span 45 ft. the Curtiss model F or “F Boat” was the first type o f flying boat to be ordered into quantity production and eventually became the U... w in g area 387 sq. loaded. Appearing soon after the model E.Weights: empty 1.S. 1 in. One o f the chief differences between the early F boats and the E was the internal construction o f the wings: the E wing was made up o f sep­ arate five foot panels between which the spars were hinged. length 27 ft.. the spars ran continu- . 10 in. whereas on Fs. 2 . entry into World War I. The first Navy F Boat. In late 1913 four F Boats were procured by the Navy under the designations C-2 through C-5 (later AB-2 through AB-5). Delivered and test flown in late November 1912. Army in June 1912 originally as a landplane scout. but possessed new wings with continuous rather than hinged spars. and four very similar aircraft were acquired by the Army Signal Corps during the same time. interplane ailerons. Another F built for demonstration in 1914. The aircraft delivered under this contract were completed with 100-hp OXX-3 engines and a four-foot. as a consequence o f U. The Navy used them mainly to test and evaluate sea­ plane operations from ships. After taking it into service as the SC-15. Mexico. five more identical aircraft were later manufactured in Italy under license. The F Boats that followed in 1913 and 1914 differed considerably according to who purchased them. but featured a 90-hp engine that was tractor-mounted forward o f the raised cockpit enclosure. one built in 1913 for busi­ nessman Harold McCormick (International Harvester) retained the standard F wings. nine-inch increase in the span o f the upper wing.S. Early Fs were outwardly similar to Es. thirtyeight-foot. but retained the interplane ailerons. and AB-3 became the first Navy aircraft to see military action in April 1914 when it was launched from the U. . was reconfigured as a flying boat—the Army’s first. the C-2. and some late production models came with trailing-edge ailerons instead o f the interplane type. During 1915 and 1916. in 1914. it retained the two-bay. Three F Boats built for the Italian Navy in 1914 were delivered with the standard equal span wings. inter­ plane ailerons. Later. and improvements to the hull. the Navy took delivery of eight more F Boats. the aircraft was rebuilt to a pusher configuration similar to the Arm y’s SC-15. many F boats were subsequently declared surplus and sold to private owners. which were completed in the equal-span configuration with interplane ailerons. and 75-hp pusher engine of the stan­ dard F landplane. probably in 1913. Known as the “Spoonbill” F due to the shape o f its forward hull.S. the Navy placed an order for a further 144 F Boats to be used as standard flying boat trainers. listed as the “ English Boat. thirty-foot lower).S. The first F to fly had been ordered by the U. In April 1917. Birmingham to scout over Veracruz. four-inch equal span wings. the Army used the aircraft as a trainer until it was destroyed in a crash in April 1913.S. but possessed a boat hull similar to the N avy’s C-l. following a change order issued in October. then. These differed from previous Fs in having unequal span wings (thirty-nine-foot upper.” shared the unequal wing layout o f Navy types but featured trailing-edge ailerons in the upper span. during the French intervention.34 American Flying Boats and Amphibious Aircraft ously from root to tip. After World War I ended. 1912-1928 35 Later F Boat with equal span wings serving with the Navy as a trainer during World War I.Part I: The Early Era. . Dimensions: span (upper) 74 ft.. 5... Making its first flight on June 23. ceiling (not reported) ft. Weights: empty 3. the Curtiss H-l America was originally built for depart­ ment store mogul Rodman W anamaker to compete for a $50. wing area (not reported). speed 60 mph.. 390 mi.000 prize offered by the London Daily .).36 American Flying Boats and Amphibious Aircraft Curtiss H-l to H-4 Small America (1914) TECHNICAL SPECIFICATIONS Type: 5-place civil transport. Powerplant: two 90-hp Curtiss OX-5 8-cylinder water-cooled engines driving two-bladed wooden fixed-pitch propellers. naval patrol boat. Performance: max. 0 in. Total produced: 63. loaded (est. length 38 ft.000 lbs.1914.000 lbs. 0 in. and one H-2 and eleven H-4s (no H-3s) were exported during 1914 and 1915. ft. but went to a three-bay biplane wing arrangement with trailing edge ailerons on the upper span. loaded. Performance: max. ceiling (not reported). the H series became the most successful maritime patrol boats of World War I. Shortcomings encountered with the type during RNAS trials led to a complete redesign o f the hull by John Cyril Porte and the substitution o f 100-hp Anzani engines.l in RNAS service. 3.700 lbs. Mail for completing the first transatlantic flight. Weights: empty 2.900 lbs. Total produced: 56 Powerplant: one 160-hp Curtiss V-X 8-cylinder water-cooled engine driving a two-bladed wooden fixedpitch propeller. Curtiss K (1915) TECHNICAL SPECIFICATIONS Type: 3-place naval trainer or small patrol boat. Dimensions: span (upper) 55 ft. speed 74 mph. length 31 ft. 1912-1928 37 The H-l America as it appeared in 1914 with the third engine added. a third OX-5 was fitted atop the upper wing center section but was subsequently removed when its added weight and drag negated any gain in performance... 10 in. wing area 592 sq..l standards. After modifications to the hull and installation of more powerful engines. and the remaining fifty H-4s delivered in 1915 were subsequently rebuilt to F. Curtiss sought to interest the British Admiralty in military versions of the America. the H-4 was designated the Felixstowe F. Once trials revealed that the aircraft was seriously underpowered in terms o f useful load.Part I: The Early Era. After the transatlantic flight was made impossible by the onset o f World War I. 5 in. The H-l employed a one-step hull similar to that of the F. The first two delivered to the Royal Naval Air Service (RNAS) in late 1914 were evaluated at the RNAS base at Felixstowe. As modified. range 364 mi. . inset ailerons in the upper span rather than the interplane type.7 mph. Navy.S. In October 1915.38 American Flying Boats and Amphibious Aircraft Essentially a twenty percent enlargement o f the model F. The shipment to Russia. but the Russian government gave Curtiss a contract in late 1915 for 54 examples to be delivered in 1916. by way of Vancouver and . one o f the factory Ks established a seaplane record o f flying 183 miles nonstop in two hours twenty-seven minutes at an average speed of 74. the K was reported to have been the largest single-engine flying boat in the world when it flew in early 1915. and a more pronounced V in the bottom hull shape. No Ks were ordered by the U. Construction of the first K airframe was completed by late 1914 but difficulties with the V-X engine delayed the first flight until the following January. Other notable differences were the slight amount o f sweepback added to the wings. Performance: max. but the remainder came with 350-hp American-made Liberty 12s.950-ft.S. speed 95 mph. Navy service as the H12. range 378 mi.30-calibre Lewis machine guns in the bow. Curtiss H-8.2s acquired in late 1917 and taken into U. H-12. Vladisvostok. at 3. one . .900 lbs.. Armament: two . and H-16 Large America (1915) TECHNICAL SPECIFICATIONS (H-16) Type: 4 to 5-place naval patrol boat.Part I: The Early Era.30-calibre Lewis machine gun on each One of 20 Curtiss-built Felistowe F. Total produced: 421 (all versions) Powerplant: two 400-hp Liberty 12-cylinder water-cooled engines driving four-bladed wooden fixed-pitch propellers. The first was powered by 250-hp Rolls-Royce engines. 1912-1928 39 Twenty percent larger than the F boat. the model K. was the largest single-engine flying boat in the world when it flew in 1915. loaded. was plagued w ith delays and problem s on arrival o f such extent that m any o f the wooden hulls were rendered unserviceable due to exposure to the elem ents. ceiling 9. 164 sq. four-bay wing o f twenty-five percent greater area along with 160-hp Curtiss V-X pusher engines.40 American Flying Boats and Amphibious Aircraft side in w aist position s. the type was found to be lacking in both power and hull strength. W eights: em pty 7 .. bom b carried under each w ing.30-calib re L ew is m achine gun in the rear cockpit. Curtiss introduced the H-8 in late 1915. ft.. However. and one 230-lb. 2 in.. the H-8 was subjected to wide- . w in g area 1. To correct these problems. loaded. as a result o f RNAS trials conducted at Felixstowe during the spring o f 1916.4 0 0 lbs. length 46 ft.900 lbs. and one . D im ensions: span (upper) 95 ft. In an attempt to overcome the short­ comings o f the H-4 series. featuring a larger. 10. The Curtiss Large Americas claim the distinction o f being the first type o f combat-capable air­ craft to be produced in the United Stated during World War I. 1 in. twenty examples were acquired by the U. Navy during late 1917 and early 1918 under the designation H-12. the Porte two-step sponson hull. and heavier armament. American-made 350-hp Liberty 12s. and 199 production models .S. Introduced in late 1917 with increased wingspan. and as modified. 1912-1928 41 spread improvements that included installation o f tractor-mounted 250-hp Rolls-Royce Eagle V-12 engines and a hull redesign known as the Porte II.Part I: The Early Era. The first H-12 was powered by Roll-Royce engines. taken into RNAS service as the Felixstowe F. O f the seventy-one F. the first H-16 was accepted by the Navy in February 1918.2s com pleted (less engines) by Curtiss to the new RNAS specifications. but the remainder were delivered with the newly-available.2. 42 American Flying Boats and Amphibious Aircraft The H-16, along with the NAF F-5L, remained in service as the Navy’s standard maritime patrol type from 1918 up through the mid-1920s. followed, o f which 72 were allocated to the RNAS. U.S. versions were equipped with 400-hp Lib­ erty engines, whereas RNAS types, designated Felixstowe F.2As, were powered by 345-hp RollsRoyce Eagles. Wartime demand for H-16s grew to such a great extent that license-production was awarded to the new Naval Aircraft Factory (NAF) at Philadelphia, which completed a further 150 examples between March and October 1918. Curtiss tested an H-16 reconfigured with pusher engines and wing sweep to compensate for the change in center o f gravity, but no production of the type resulted. After the armistice, many H-16s continued in Navy service, and the final examples were not withdrawn until 1928. Curtiss HS (1917) TECHNICAL SPECIFICATIONS (HS-2L) Type: 3-place naval patrol boat. Total produced: 1,151 (all versions) Powerplant: one 350-hp Liberty 12 12-cylinder water-cooled engine driving a four-bladed wooden fixedpitch propeller. Performance: max. speed 83 mph; ceiling 5,200- ft.; range 517 mi. Armament: one flexible .30-calibre Lewis machine gun in the bow; and one 230-lb. bomb under each bot­ tom wing. Weights: 4,300 lbs. empty, 6,432 lbs. loaded. Dimensions: span (upper) 74 ft. Vi in., length 39 ft. 0 in., wing area 803 sq. ft. Designed in response to a Navy requirement for a smaller coastal patrol flying boat, the HS1 (initially tested with twin engines as the H-14) appeared in early 1917 as a one-third scale-down Part I: The Early Era, 1912-1928 43 of the H-16 having a single pusher-mounted powerplant. The HS-1 was conceived as a 3-bay biplane, and like the H-16, incorporated the refinements o f the Porte-type hull. The first HS-1 proved to be underpowered with the original 200-hp Curtiss VXX V-8 engine, but performance dramati­ cally improved when the aircraft was refitted with a 350-hp Liberty V-12 in October 1917. Desig­ nated the HS-1L, the Liberty-powered type was ordered into large-scale production in such great numbers that, in addition to the Curtiss order for 664 examples, license contracts were given to Standard Aircraft Corp. (250), Lowe, W illard and Fowler Co. (200), Gallaudet Aircraft Corp. (60), Boeing Airplane Co. (50), and Loughead A ircraft Co. (2), for 1,226 aircraft total. When the war ended, however, these orders were cut back to 1,101 aircraft, while another twenty to 44 American Flying Boats and Amphibious Aircraft The HS-2L shown in World War I-era markings. In May 1918, the HS became the first type of U.S.made combat aircraft to enter service in France. It remained in Navy service until 1926. twenty-five were reportedly assembled at various naval stations from spare parts available. To boost arm am ent payload, the HS-2L appeared in mid-1918 with an eleven foot one inch increase in wingspan and an additional bay o f struts, and all pending HS production was thereafter bought up to the 2L standard. The final version, the HS-3L featuring an improved hull design, did not fly until 1919, and only five had been completed by Curtiss and two by NAF when all HS production ceased. The HS claimed the honor o f being the first type o f American-designed and built aircraft to be received by U.S. forces in France, when, in late May 1918, the first eight HS-lLs were taken into service by the Navy station at Pauillac and, as deliveries proceeded, another 174 HS-lLs and 2Ls equipped nine more stations in France by the time o f the armistice in November. After the war, the HS-2L remained the N avy’s standard single-engine patrol and flying boat trainer until the last exam­ ples were retired in 1926. A number o f surplus HS-2Ls were later purchased by civilian operators who used them to carry passengers and mail up through the early 1930s. Curtiss MF and Seagull (Models 18 and 20) (1918) TECHNICAL SPECIFICATIONS (MF) Type: 2-place naval trainer. Total produced: 96 Powerplant: one 100-hp Curtiss OXX-3 8-cylinder water-cooled engine driving a two-bladed wooden fixedpitch propeller. Performance: max. speed 72 mph; ceiling 4,100-ft.; range 345 mi. Weights: 1,850 lbs. empty, 2,488 lbs. loaded. Dimensions: span (upper) 49 ft. 9 in., length 28 ft. 10 in., wing area 402 sq. ft. The MF was introduced in 1918 as the replacement for the N avy’s F Boat trainers. Although listed as a Modified F, it was actually an entirely new design that utilized the sponson-type hull of the H-16, a new wing with trailing-edge ailerons on the upper span, along with a reshaped fin and Part I: The Early Era, 1912-1928 45 balanced rudder. Curtiss received an order for forty-seven aircraft, however, only sixteen MFs had been delivered when the contract was cancelled following the armistice. Eighty more examples built by NAF were delivered to the Navy after the war. Surplus MFs re-acquired by Curtiss, refurbished and upgraded with 160-hp Curtiss C-6 engines, were offered to the civilian market as model 18 Seagulls, but the effort was generally unsuccessful, and only sixteen Seagulls were sold. Other firms like Cox-Klemin Aircraft Co. also acquired sur­ plus MFs for resale to the civilian market. A nother Seagull variation, known simply as the Crane Amphibian, was introduced in 1924 with amphibious landing gear. 46 American Flying Boats and Amphibious Aircraft Production of the MF was foreshortened by the end of World War I. Eighty of ninety-six built were completed by the Naval Air Factory after the war. Efforts to market civilian versions met with lim­ ited success. Curtiss NC-1 to NC-10 (1918) TECHNICAL SPECIFICATIONS (NC-4) Type: 5-place naval patrol boat. Total produced: 10 Powerplant: four 420-hp Liberty 12A 12-cylinder water-cooled engines driving two-bladed wooden fixedpitch propellers. Performance: max. speed 90 mph; ceiling 4,500- ft.; range 1,470 mi. Armament: proposed but none installed. Weights: 15,874 lbs. empty, 28,000 lbs. loaded. Dimensions: span (upper) 126 ft. 0 in., length 68 ft. 3 in., wing area 2,380 sq. ft. The NC-4 completed the first crossing o f the Atlantic Ocean by any aircraft when it reached England on May 31, 1919, following a 51-hour, 31-minute flight which had originated from Rockaway Beach, New York. Popularly known as “Nancy Boats,” the NC (Navy-Curtiss) class stemmed from a mid-1917 Navy requirement for a flying boat that possessed transatlantic range for extended submarine patrols. The initial development contract was issued to Curtiss in November 1917, and following a study o f several different design concepts by naval officials, a three-engine layout was adopted. Because the NCs were classified as a research and development project, the four aircraft ordered were not to be built at C urtiss’ main plant in Buffalo but sub-contracted out to eight dif­ ferent companies for various parts and sub-assemblies. The NC-1 was completed in late September 1918 and made its first flight on October 4. Despite lifting a record payload o f 51 passengers and crew in November, the three-engine layout was deter­ mined insufficient to lift the takeoff weight (i.e., 28,000 lbs.) to carry enough fuel for transatlantic range, as a result o f which the NC-2 was completed in April 1918 with four engines mounted in a tandem configuration. But when performance with the tandem engines proved to be unsatisfactory, the NC-3 and -4, which both flew in early 1919, were completed with two engines mounted in tan­ dem between the wings on the centerline and two tractor engines mounted outboard; the NC-2 was thereafter cannibalized so that the NC-1 could be modified to the NC-3/-4 standard. The NC transat­ lantic flight plan called for 3,875-mile, five-leg journey from Rockaway Beach: 540 miles to Hal­ ifax, Nova Scotia; 460 miles to Trepassey Bay, Newfoundland; 1,300 miles to the Azores; 800 miles to Lisbon, Portugal; and finally, 775 miles to Plymouth, England. After departing on May 8, 1919, the NC-1 and -3 both were subsequently damaged upon landing in the Azores, the NC-1 being aban­ Part I: The Early Era , 1912-1928 47 doned, while the NC-3 jury-rigged sails to make it as far as Sao Miguel Island. The NC-4 was left to ultimately complete its journey twenty-three days after departing the U.S. coast. Six more aircraft, NC-5 through -10, were built by NAF during 1918 and 1919, the NC-5 and 6 being completed in a three-engine configuration and NC-7, -8, -9, and -10 in the four-engine NC4 pattern. The NCs still in service in 1922 were re-designated P2N. Upon completion o f a publicity tour in 1919, the hull o f the NC-4 was placed on display by the Smithsonian Institution. After obtain­ ing the remaining components from storage, a total restoration o f the NC-4 was completed as a joint Navy-Smithsonian project in 1969, and it was loaned to the Navy in 1974 for exhibition in the Naval Aviation Museum in Pensacola, Florida, where it remains today. 48 American Flying Boats and Amphibious Aircraft The NC-4, shown here, became the most famous of the series when it completed the first flight across the Atlantic Ocean on May 31,1919. It is preserved today at the Naval Aviation Museum in Pensacola, Florida. Eastman Aircraft Corp. Starting as part o f Eastman Laboratories (i.e., Eastman-Kodak) in 1928, it became the East­ man Aircraft Corp. o f Detroit, M ichigan in 1929 under the leadership o f James Eastman, P. R. Beasley, and Thomas Towle. The company was acquired by Detroit Aircraft Co. in 1930. Eastman E-2 Sea Rover/Sea Pirate (1928) TECHNICAL SPECIFICATIONS (E-2) Type: 2 to 3-place civil transport. Total produced: 18 Powerplant: one 120-hp Warner Scarab 7-cylinder air-cooled radial engine driving a two-bladed metal fixedpitch propeller. Performance: max. speed 110 mph, cruise 90 mph; ceiling (not reported); range 360 mi. Weights: not reported; useful load listed as 980 lbs. Dimensions: span (upper) 36 ft. 0 in., length 26 ft. 3 in., wing area (not reported). One of 18 Warner-powered E-2s built between 1928 and 1930. The use of V-type struts instead of rig­ ging wires is clearly visible in this photograph. The hull’s frame was wooden and clad in aluminum. Part I: The Early Era , 1912-1928 49 Known also as the Beasley-Eastman, the first E-2 Sea Rover was flown in 1928, initially with a 90-hp Anzani engine but later retrofitted with a 120-hp Warner. The design emerged as a sesquiplane (i.e., much smaller lower wings in proportion to span and chord) having the upper wing braced by diagonal V-struts rather than wires. The engine was neatly faired into a nacelle in the upper wing center section and the hull was a wooden structure clad in metal o f a single-step, deep V-chine pat­ tern. Marketed to private and commercial users, the E-2 was originally offered for a price o f $6,750, and a total of eighteen were produced between 1928 and 1930. At least one was known to have oper­ ated with Gorst Air Transport in the Seattle area in 1929 and 1930 and five were used as bush planes Inc. In 1930 three E-2s were converted to an amphibious configuration.. Total produced: 46 (est. and 46 examples are believed to have been sold before production ceased in 1930. cruise 90 mph.949 lbs. N-2B with enclosed cockpit. Sumner at Curtiss Field in Garden City.400 lbs. . Weights: 2. British Columbia. New York. Inc. two fitted with 185-hp Curtiss R-600 Challenger water-cooled engines as E-2A Sea Pirates and a third equipped with a Packard 225-hp diesel as the E-2D. ceiling (not reported). length 30 ft. The only known surviving E-2. range 400 mi. speed 115 mph. Although this company is reputed to have manufactured over fifty aircraft between 1925 and 1930.) Powerplant: one 300-hp Wright R-975 J-6 Whirlwind 9-cylinder air-cooled radial engine driving a threebladed metal fixed-pitch propeller. Ireland N-l and -2 Neptune (1927) TECHNICAL SPECIFICATIONS (N-2B) Type: 4 to 5-place civil amphibian. Ireland Aircraft.. 0 in. wing area (not reported). It was formed in 1926 by G. when it apparently ceased operations. Dimensions: span 40 ft. Neptunes gained popularity with commercial operators in coastal and lake regions. and continued to produce aircraft at the same location until 1933. gross. there is surprisingly little information to be found about its activities. In 1931 it was reorganized as Amphibions. (an old spelling o f the term). 0 in. is presently on display at the British Columbia Air Museum in Vancouver. Performance: max.50 American Flying Boats and Amphibious Aircraft in Vancouver. restored from the remains o f two o f the Canadian aircraft. 4. empty. they were con­ sidered underpowered for their weight. . While six N-lBs are estimated to have been sold in 1927-1928 in the $14. 1912-1928 51 Also referred to as the “Amphibiplane.” the Ireland Neptune was a single-bay. perpendicular to the hull. wire-braced biplane with a pusher engine mounted between the cabanes. while the wing and tail groups were conven­ tional fabric-covered wooden structures. The 4-place N-1B Neptune (no N-1A mentioned) was first flown in 1927 with a 220-hp W right J-5 engine and open cockpits for the pilot and passengers. the landing gear could be manually cranked-up. Construction o f the two-step hull con­ sisted of a steel tube framework covered in Alclad.600 price range. For water operations.Part I: The Early Era . and most were later refitted with more powerful engines. Vought and in 1922. in 1930. Weights: 1. the N-2B o f 1928. The final Neptune versions. became the Chance Vought Corp. Maine. and Nantucket. In 1929 the company merged with United Aircraft and Transport Co. loaded.52 American Flying Boats and Amphibious Aircraft The most numerous variant. Rockland. when Lewis withdrew. After experiencing initial success with the VE-7 land and floatplane. empty. . Dimensions: span (upper) 36 ft. a year later. The company went on to become a major Navy contractor in the design and production of land-based and float-equipped aircraft. length 27 ft. 0 in.. speed 90 mph. were ten N2Cs powered by 450-hp Pratt & Whitney R-1340 Wasp engines that came with a fully-enclosed cabin for the pilot and four passengers. featured a W right J-6 engine and provision for an extra passenger.330 lbs. Curtiss Flying Service (a subsidiary o f Curtiss Aeroplane and M otor Co.). was formed in 1917 at Astoria. and Bar Harbor. Destined to become one o f the best-known manufacturers o f naval aircraft. Performance: max. Lewis and Vought Corp. Vought sought to inter­ est the Navy in a small flying boat. and forty examples were reportedly sold in 1928 and 1929. 6 in. cruise 80 mph. by Birdseye B. Vought VE-10 Batboat (1919) TECHNICAL SPECIFICATIONS Type: 3-place Navy scout/trainer. produced in 1929 and 1930. the VE-10 was the only flying boat to be built by Vought. as the Chance Vought Aircraft Division and moved to East Hart­ ford. Total produced: 1 Powerplant: one 90-hp Curtiss OX-5 6-cylinder water-cooled engine driving a two-bladed wooden fixedpitch propeller.950 lbs. Lewis and Vought Corp. operated N-2Bs out o f Boston to Hyannis.. founder Chance Vought unexpectedly died of an infection stemming from dental surgery. and to Portland. M artha’s Vineyard. ceiling (not reported). presumably as a scout or a trainer that would serve a function Intended to compete against the Aeromarine A40 and Curtiss MF for potential Navy contracts. New York. Lewis and Chance M. Connecticut. 1. wing area (not reported). range 200 mi. Curtiss Fly­ ing Service o f the Middle West also operated at least one N-2B from Lake Michigan on a route known as the Chicago Loop. The sesquiplane wing layout featured an interesting one-bay configuration o f W-struts that dis­ pensed with rigging wires. general performance was impressive for such low horsepower. This would be Vought’s one and only flying boat venture. When flown in mid-1919. 1912-1928 53 similar to that o f the Aeromarine 40F or Curtiss MF. but the type’s erratic water handling characteristics caused it to be judged unsat­ isfactory. The VE-10 emerged as short-hulled biplane of wooden construction with a tailplane supported by booms extending from the rear o f the hull. .Part I: The Early Era. The Navy expressed little interest in the VE-10 and efforts to sell it commercially were unsuccessful. After working for other firms. one o f the great pioneers o f water-borne flight. became America’s first for­ mally educated aeronautical engineer upon receiving his M aster’s Degree in Aeronautics from Columbia University in 1911. located in New York City in 1917. in 1928. functioning afterward as the Loening Aeronautical Division until ceasing all opera­ tions in 1938. . Loening.54 American Flying Boats and Amphibious Aircraft Loening Aeronautical Engineering Co. The company merged with Keystone Aircraft Co. he formed the Loening Aeronautical Engineering Co. Grover C. . Its cockpit enclosure. w ing area (not reported). Loening began work on a considerably more complex design known as the Flying Yacht.Part I: The Early Era. Loening received the Collier Trophy for his efforts. the Flying Yacht established a new seaplane speed record of 141 mph and an altitude record of 19. . range (not reported). in front o f the wingmounted pusher engine.500 feet.. ceilin g 19. a configuration that would be seen years later on the Spencer Air Car (see Part II. see Appendix A. 1912-1928 55 Soon after it flew in 1921. Weights: not reported. Total produced: 16 Powerplant: one 400-hp Liberty 12 12-cylinder w ater-cooled engin e driving a four-bladed w ooden fixedpitch propeller. The tailplane consisted o f twin fins and rudders with high-mounted horizontal control surfaces. 0 in. Total produced: 160 (all version s) Powerplant: one 400-hp Liberty 12 12-cylinder w ater-cooled engine driving a four-bladed w ooden fixedpitch propeller [one 450-h p Pratt & W hitney R -1340-4 9-cylind er air-cooled radial engine driving a three-bladed ground-adjustable propeller]. which. HL (OA-1.500 feet. Loening OL.500 ft. Dimensions: span 45 ft. 0 in. for which Loening received the Collier Trophy. page 276). After making a start in flying boats with the small Duckling in 1918 (see Appendix A. Performance: max. page 310). became the second monoplane flying boat to fly (after the Curtiss model M of 1913. page 321). During 1921 this aircraft established a sea­ plane speed record o f 141 mph and an altitude record o f 19. Loening Flying Yacht (S-l) (1921) TECHNICAL SPECIFICATIONS Type: 5-place civil transport. was built up onto a main hull float that extended backward to support the tall empennage. page 210) and the Republic Seabee (see Part III. The design incorporated a wing planform similar to that used on Loening’s M series o f Navy land and floatplanes. speed 141 mph. Army scout. -2) (1923) TECHNICAL SPECIFICATIONS (OL-2 |O L-9|) Type: 3-place m ilitary observation am phibian. Nine were delivered to the Army as the S-l and three went into commercial service with New York-Newport Air Service until a crash ended further operations in 1923.. length 30 ft. cruise 110 mph. when it flew in 1921. ]. and four 114-lb. 0 in. 19 in. Weights: 3. [34 ft. bombs on wing racks]. ceiling 12. wing area 500 sq.469 lbs. ft.30-calibre Lewis machine gun in the rear cockpit.]. 10 in. speed 121 mph [122 mph].404] loaded.] empty. Loening’s “shoehorn” series o f military observa­ tion planes were really flying boat-floatplane hybrids in which the upper fuselage was faired entirely .010 lbs. [502 sq. length 33 ft.300 ft. [14. Performance: max..100 ft. [one fixed . range 405 mi. [625 mi. [5. When the first examples appeared in 1923.540 lbs.].Armament: one flexible . ft]. 5. [3.30-calibre machine in the upper wing. Dimensions: span 45 ft. The Army procured a similar version as the OA-1A. 1912-1928 57 The five OL-2s acquired by the Navy in 1925 were identical to the Army model OA-1. similar in many respects to that o f the Flying Yacht reported above. The manually operated landing was retracted via a series of sprockets and chains into recesses in the main float.Part I: The Early Era. Many aircraft of this era were required to use Liberty engines because of War Department surplus inventories. The OL-6 introduced a third cockpit and a 475-hp Packard engine driving a three-bladed propeller. was conceived by Loening out of an desire to design an amphibian that would match the performance o f a landplane having an engine o f sim ilar horsepower. This novel config­ uration. The original prototype was delivered to the . into a main float that extended all the way rearwards to support the tail group. which differed in having a reshaped balanced rudder. and four essentially identical air­ craft were purchased from Loening as OL-3s. was delivered in early . the Navy acquired five Liberty-powered OA-ls. A Navy prototype powered by a 440-hp Packard engine and having a third cockpit was deliv­ ered in 1925 as the XOL-1. placing them in service as OL-2s to be used in the 1925 Artie Expedition. The same year.58 American Flying Boats and Amphibious Aircraft Army in 1923 as the XCOA-1 (the C was later dropped) and nine production models followed in 1924. and three-bladed metal propeller. revised cowling. The first o f six OL-4s. Eight OA-2s. but its performance proved to be disappointing and no production resulted. the OL-9. was produced during 1931 and 1932 after Loening had been acquired by Keystone. completed as ambulance planes with a cabin occupying the space behind the pilot’s cockpit. . Loening C-l and -2 Air Yacht (1928) TECHNICAL SPECIFICATIONS (C-2C) Type: 9-place civil transport. The USCG OL-5s served until 1935. one OL-6 modified in mid-1927 with a smaller wing and a thicker airfoil section was tested in mid-1927 as the XOL-7. with the final OL-9 being withdrawn by the end o f 1937.30-calibre machine in the upper wing and under­ wing racks for four 114-lb. twenty-four very similar OA-lAs and Bs were also produced for Army. The final version. Coast Guard. These were followed by three very sim ilar OL-5s. As newer Grumman JF Ducks began arriving during the mid-1930s. were delivered to the Army the same year. followed by ten OAlCs with reshaped tails. were delivered to the Navy in 1930 as XHL-ls. Two air­ frames similar to the OL-8. and the last o f 26 built was accepted by the Navy in March 1932. 1912-1928 59 The OL-9 was the final version of the series and the first to be equipped with bomb racks. followed in 1929 by twenty nearly identical OL-8As. Loening modified the Last OL-6 to accept installation o f an R-1340 radial engine and delivered it as the XOL-8. following an announcement by BuAer that all future naval aircraft would be equipped with air-cooled engines. OL-8s and 9s were phased out o f active service.Part I: The Early Era. and twenty-six production examples were delivered to the Navy by mid-1927. bombs. the OL-6 came with a 475-hp Packard V-12 engine and a third cockpit.S. twenty production models were delivered during 1928 as the OL-8. Total produced: 43 (all versions) Powerplant: one 525-hp Wright R-1820 Cyclone 9-cylinder air-cooled engine driving a three-bladed metal ground-adjustable propeller. In late 1927. During the same time­ frame. which bore the distinction of being the first aircraft ordered specifically for the U. As the wingspan o f the OLs was too large to enable them fit onto the deck elevators of the Navy’s new aircraft carriers. Flown in late 1926. All -9s were built between 1931 and 1932 after Loening had been acquired by Keystone. 1926. After trials. similar to OL-8As except for their 480-hp Wright V-1640 V-12 water-cooled engines. which differed from the OL-8 in having a fixed . The Air Yacht symbolized an effort by Loening to offer a civil amphibian that shared the gen­ eral layout its successful Navy OL-8. cruise 102 mph. 8 in. loaded. wing area 525 sq.60 American Flying Boats and Amphibious Aircraft Performance: max.500 lbs.500 ft. length 34 ft. speed 124 mph.900 lbs. Virtually identical to the XHL-1 military ambulance. ceiling 14. range 550 mi. ft. followed b y . The first eight C-lW s appeared in 1928 with 410-hp Pratt & W hitney R-1340 Wasp engines. the A ir Yacht featured a cabin seating up to eight passengers in the fuselage behind the cockpit.. Dimensions: span 46 ft. 8 in. 5.. empty. Weights: 3.. and Western Air Express (Los Angeles). the govern­ ment-owned Naval Aircraft Factory (NAF) functioned under the auspices o f the Navy Department. Pan American Airways (Central and South America). twenty-three C-2Cs powered by W right Cyclones. 9 in. ft. Although originally established during World War I to supplement production o f Navy aircraft by private manufacturers. fourteen C-2Hs with Pratt & Whitney R-1690 Hornets. and one . bomb carried under each w ing. Total produced: 227 Powerplant: Two 420-hp Liberty A 12-cylinder w ater-cooled en gin es driving four-bladed w ooden fixedpitch propellers. loaded. 1912-1928 61 Wright Cyclone-powered C-2C. Weights: 8. built in 1928. . (San Francisco). Based largely on the design of the Navy OL-8. Ltd.. length 4 9 ft. many others served with commercial operators such as Air Fer­ ries. A number o f Air Yachts were exported overseas for survey and explo­ ration work and through the 1930s. Alaska Southern (Juneau). C-ls and -2s saw wide use in commercial operations in the U.30-calib re L ew is m achine gun in the rear cockpit. c eilin g 5 . Performance: max. acted as an agency o f the Naval Bureau o f Aeronautics (BuAer).Part I: The Early Era. Armament: two . Pennsylvania. the organization became a clearing-house for naval aircraft design during the 1920s and 1930s. w ing area 1.720 lbs. Dimensions: span (upper) 103 ft. one . empty. speed 90 mph.600 lbs.30-calibre Lew is m achine guns in the bow. and abroad.30-calibre L ew is m achine gun on each side in waist p osition s.5 0 0 ft. and from 1921. 4 in.. 13.S. range 830 mi. and finally. in 1930. and one 230-lb. Naval Aircraft Factory Created in October 1917 and located at the Navy Yard in Philadelphia. Gorst Air Transport (Seattle). Naval Aircraft Factory/Curtiss F-5L (PN-5 and -6) (1918) TECHNICAL SPECIFICATIONS Type: 4 to 5-place N avy patrol boat.397 sq. 62 American Flying Boats and Amphibious Aircraft Coming as the ultimate evolution o f the Curtiss Large Americas that began with the H-8. which had been built by NAF. the first F-5L. Though slightly slower than the H-16. Powered by Liberty uprated 12A engines. enlarged wing area. 60 by Curtiss. more powerful engines. and 30 by Canadian Aeroplanes. . the F-5Ls became PN-5s and the two F-6Ls became PN-6s. Production con­ tinued after the war. was delivered to the Navy for trials in September 1918. When the Navy adopted a standardized designation system in 1922. increased fuel capacity. straight-balanced ailerons. Ltd. the F-5L incorporated improvements o f the Felixstowe F. balanced rudder. featured improvements to the hull and a reshaped fin and balanced rudder. too late to see action. The last two. and a taller.5 such as removal o f the enclosed cockpit. with 136 more F-5Ls being completed by NAF. PN-5s/-6s. the F-5 enjoyed a significant improve­ ment in range. completed by NAF as F-6Ls. and most F-5Ls remaining in service during the early 1920s were subsequently brought up to this standard. however. Derived from the Curtiss H-16. empty.000 ft. range 650 mi. 1912-1928 63 An NAF-built F-5L shown in postwar markings. The type was originally envisaged as escort­ ing larger flying boats like the H-16 and F-5L on maritime patrol.Part I: The Early Era. One of four TFs seen at the NAF facility in Philadelphia. together w ith H -16s. .30-calibre machine gun in the rear cockpit. Weights: 5. the F-5L incorpo­ rated the increased wing area and greater fuel capacity of the Royal Navy’s Felixstowe F. speed 95 mph.. c o n tin u e d to fo rm th e m a in sta y o f th e N a v y ’s fly in g patrol b oat fo r ce until replaced by n ew er ty p e s d u rin g th e late 1920s. Performance: max. cruise 72 mph. ft. 8. Naval Aircraft Factory TF (1920) TECHNICAL SPECIFICATIONS Type: 3-place Navy escort fighter.. ceiling 13.575 lbs.846 lbs. Total produced: 4 Powerplant: Two 300-hp Wright-Hispano H-3 8-cylinder water-cooled engines driving four-bladed wooden fixed-pitch propellers. loaded. Dimensions: span (upper) 60 ft. 0 in. Armament: two flexible Lewis . 0 in. wing area 930 sq.5.30-calibre machine guns in the bow and one flexible Lewis . length 44 ft. 64 American Flying Boats and Amphibious Aircraft The origins o f the TF (Tandem Fighter) can be traced to a 1918 requirement issued by the British Technical Committee for a long-range sea-borne fighter to escort patrol aircraft (H-16s. Although three more prototypes were completed and \ testing during 1921 and 1922. 1920. however. F 5s.j . the Navy approved a twin-tandem engine design that incorporated a hull and tailplane boom arrangement nearly identical to the larger NC series and authorized construction o f four prototypes. Testing revealed poor handling characteristics plus a marked tendency of the engines to overheat at high RPM settings. the TF was to have been powered by Curtiss-built 400-hp Kirkham powerplants. Navy officials retained sufficient interest in the idea to authorize NAF to proceed with design proposals. mechan­ ical problems with the Kirkham engines led to a decision to substitute the less powerful WrightHispanos. etc. After reviewing various options. and the program was for.) on maritime sorties. Construction o f the first prototype commenced in August 1919 and the first flight took place on October 1. results were still rated as unsatisfactory. Originally. After the armistice. Dimensions: span (upper) 72 ft. plus the strength resulting from the deeper wing spars required only one bay o f struts outboard the engines.]. speed 105 mph [114 mph]. 1 in. Performance: max.310 m i.203 lbs. The increase in lift permitted a significant reduc­ tion in both wingspan and area. the PN-7. [49 ft. experimental Wright T-2 powerplants were tractor-mounted in neat. range 655 mi.Part I: The Early Era.6 9 9 lbs. and -12 (1924) TECHNICAL SPECIFICATIONS (PN-7 |PN-12|) Type: 5 to 6-place N avy patrol boat.637 lbs. While it retained the wooden hull o f the PN-5. . ceilin g 9 . [7 . Construction o f the first o f the series. 10 in. 1912-1928 65 mally cancelled in January 1923.. [1. but no perform ance data on it is available.].217 sq. single-bay wing hav­ ing a much thicker airfoil section and new engines producing 25 percent more power. The PN series represented a cumulative effort on the part o f NAF and BuAer from 1924 to 1928 to develop and test concepts for a new type o f patrol flying boat that would replace the Navy’s World War I-era fleet o f wooden-hulled PN-5s and PN-6s.] empty.900 ft. [10. the PN-7 incorporated an entirely new set o f sin­ gle-bay biplane wings o f fabric-covered. 14.] loaded. w in g area 1. Naval Aircraft Factory PN-7.2 0 0 ft. was begun during 1923.122 lbs. [14. Trials conducted during 1924 indicated vastly improved per- Although the hull was similar to H-16/F-5L. Weights: 9. streamlined nacelles with the water radiators slung under the upper wing center section. the PN-7 introduced a shorter span. In place o f the old Liberty engines.]. one flexible . metal construction that utilized a much thicker section USA 27 airfoil in place o f the RAF 6 o f the PN-5. -10. -9. length 4 9 ft.30-calib re m achine gun in the bow. the first being com pleted in January 1924 and the second in June. -8. bom bs carried under lower w ing. ft. The fourth prototype was reportedly com pleted with 400-hp Packard 1-A V-12 engines. Total produced: 8 Powerplant: Two 525-hp W right T-2 12-cylinder w ater-cooled en gin es driving tw o-bladed w ooden fixedpitch propellers [two 525-hp W right R-1750D 9-cylinder air-cooled engines driving three-bladed groundadjustable metal propellers]. Armament: one flexible .30-calibre m achine gun am id­ ships. 2in . and up to four 230-lb. however. Other changes included a longer-chord fin and rudder. the first o f two PN-8s ordered was delivered in January 1924 with a duraluminum hull identical in shape to the Porte-type sponson hull and was flown with W right T-3 engines. plus hori- . the W right engines proved to be unreliable.66 American Flying Boats and Amphibious Aircraft formance over the PN-5. Based upon experience gained with the PN-7. and BuAer officials expressed concerns over the long-term durability o f the wooden hull. was delivered in December 1927 and the second. and M artin PM. arrived in June 1928. two o f which were delivered in late 1926. aircraft companies were invited to submit proposals and. Despite the shortfall. delivered in May 1925 as the PN-9. soon afterward. NAF was directed to complete the other two PN-lOs with differ­ ent radial engine types under the new designation PN-12. As events turned out. the PN-8 was converted to the Packard engines and re-designated PN-9. Due to the air-cooled engine policy implemented by BuAer in 1927. only the second PN-9 was deemed ready for the 2. and payload. with Pratt & Whitney R-1690 Hornets. equipped with Wright R-1750 Cyclone engines. 1912-1928 67 The Wright Cyclone-powered. (See Douglas PD. Twenty-eight and a half hours and 1. contracts awarded to four different airframe contractors. the Navy planned to use both PN9s to attempt the first flight from the California coast to Hawaii. During trials carried out during 1927. metal-hulled PN-12 depicted in this photograph became the patrol boat pattern for the Douglas PD. Keystone PK. the two PN-lOs went on to estab­ lish new seaplane records for distance.000 kg) over a distance o f 1. Given the success o f the PN-9s. zontal tail surfaces possessing a thicker airfoil section. and it departed San Francisco on August 31.410-mile flight.205 lbs. sailed the aircraft the remaining distance to the islands. the flight still attained recognition for a new seaplane distance record. speed. the PN-9 was forced to land in the ocean approximately 560 miles from Hawaii due to fuel exhaustion.5 mph (130 kph). Once BuAer settled on the W right-powered PN-12 as the pattern for the Navy’s new generation o f patrol boats. using fabric panels detached from the lower wings. was tested with 480-hp geared Packard 1A-2500 V-12 engines behind large water radiators. The seaworthi­ ness of its metal hull was aptly demonstrated after the crew. Hall PH. In May 1928 the first PN-12 set a new seaplane record when it car­ ried a payload o f 2. BuAer ordered four essentially identical PN-lOs.Part I: The Early Era. The second example.841 miles into the flight.242 miles (2000 km) at an average speed of 80. In company with the m etal-hulled Boeing XPB-1 (see page 26). over a two year interval. . (1. The first. however. 1925. After being renamed Sikorsky M anufacturing Co. and Keystone PK in Part II. most o f Sikorsky’s early commer­ cial success in the U. Sikorsky immigrated to the United States in 1919 and with the financial backing o f other Russian emigres in 1923. thereafter operating as the Sikorsky Aviation Division. as the P4N. Though best known for his outstanding accomplishments in helicopter development.) Sikorsky Manufacturing Co. was actually derived from the flying boats he designed during the 1920s and 1930s.S. Having previously established him self as an aeronautical engineer in his native Russia. Hall PH. in 1925. Martin PM. established the Sikorsky Aero Engineering Co. Igor I. at Bridgeport.68 American Flying Boats and Amphibious Aircraft PN-9 number one. the out-of-order PN-11 is also reported in Part II. used fabric from the wings and sailed the remaining 560 miles to Pearl H arbor over a 10-day period. shown here after being forced to land at sea between California and Hawaii due to fuel exhaustion in August 1925. Connecticut. in 1929. the company merged with United Aircraft and Transport Corp. . ceiling 15. speed 11 1 mph. useful load listed as 1. Dimensions: span 50 ft.Part I: The Early Era... wing area (not reported). length 34 ft. cruise 90 mph.600 lbs. 0 in. 5 in. 1912-1928 69 Sikorsky S-34 (1926) TECHNICAL SPECIFICATIONS Type: 6-place civil transport. Weights: not reported. . range 360 mi. Performance: max.000 ft. Total produced: 1 Powerplant: Two 200-hp Wright J-4 9-cylinder water-cooled engines driving two-bladed ground-adjustable metal propellers. and the tail group. W eights: em pty (not reported).. c eilin g 15. w ing area (not reported). and S-41. supported by struts off the rear hull. Other novel features were airfoil-shaped sponsons on either side o f the hull in place o f wing floats and amphibious landing gear that retracted upward against the hull. It shared the general aerodynamic and amphibious characteristics o f the S-34 but possessed . the S-36. speed 110 mph (est.). seen undergoing engine tests before its first flight. the S-34 was Sikorsky’s first endeavor to design and fly an amphibian. N avy patrol boat. Sikorsky’s second flying boat design. Total produced: 5 Powerplant: Two 200-hp or 225-hp W right J-4 9-cylind er w ater-cooled engin es driving two-bladed groundadjustable m etal propellers.000 ft. Unfortunately.). (est. At a time when most flying boats were still biplanes. which would become characteristic o f the early Sikorsky boats. braced atop the fuselage with cabane and V-struts.0 0 0 lbs. S-40. length 34 ft.70 American Flying Boats and Amphibious Aircraft Sikorsky’s first amphibian. Performance: max. Sikorsky S-36 (PS-1) (1927) TECHNICAL SPECIFICATIONS Type: 8-place am phibious civil transport. the S-34 was lost on its first flight when it developed engine trouble and sank after a hard forced-landing. cruise 90 mph. was flown and tested during 1927 with better success. the S-34 evolved with a parasol monoplane wing. Its two W right engines were mounted on the upper surface o f the wing. 0 in. loaded. 6 .. 0 in. D im ensions: span 56 ft. consisted a boom extending from the wing. many of the S-34’s design features were incorporated into the S-36. Completed in November 1926 under civil registration X883. Though not itself a success. range 200 mi. the S-34. S-38. Another difference was an upper wing positioned higher over the fuselage to permit the engines and nacelles to be mounted below it.” was purchased in late 1927 by Frances Grayson. After departing on December 23. with Grayson and two pilots on board. a niece of Woodrow Wilson. Another S-36. O f five S-36s known to have been produced. 1927. one was deliv­ ered to the Andean National Corporation and another to Pan American Airways to perform survey flights in the C aribbean. The first S-36 was flown with open cockpits for the pilot and passengers. the Dawn. The single S-36 sold to the Navy was evaluated as XPS-1. 1912-1928 71 more wing area and featured a sesquiplane layout with the wing floats mounted below the bottom wings. but subsequent versions came with a raised cockpit enclosure and cabin that blended into the rear o f the hull. disappeared over the ocean. .Part I: The Early Era. christened “ Dawn. who intended to be the first woman to fly across the Atlantic Ocean. speed 124 mph. who hoped to be the first women pilot to fly across the A tlantic.548 lbs.. The elegantly contoured hull was built up o f a wooden structural framework skinned in duraluminum.72 American Flying Boats and Amphibious Aircraft Frances G rayson. ft. & Buenos Aires Line (NYRBA) for South American routes. Sometimes referred to as a collection o f parts flying in formation.479 lbs. empty. loaded. C-6) (1928) TEC H N IC A L SPECIFICA TIO N S (S-38B) Type: 10 to 12-passenger amphibious civil transport. . Pan American was the largest single purchaser. Sikorsky received eleven orders for S-38 As. Sikorsky’s first real commercial success. wing area 720 sq. Rio. Total produced: 120 (all versions) Powerplant: Two 420-hp Pratt & Whitney R-1340 Wasp 9-cylinder water-cooled engines driving two-bladed ground-adjustable metal propellers. 10. one to the Army as the XC-6. Performance: max. 8 in. Dimensions: span 71 ft. disappeared some­ where over the ocean in D ecem ber 1927. Pan American Airways for Caribbean routes. Approximately 100 S-38Bs had been delivered by 1932. The major production variant. with a m ajority being sold to scheduled airlines such as NYRBA. the S-38 was a thirty per­ cent scale-up o f the S-36 having twice the horsepower and three times the range.. length 40 ft. In order to main­ tain similar proportions. Western Air Express. the engines were suspended from the upper wing on struts and the wing floats were lowered.000 ft. cruise 109 mph. Weights: 6. ceiling 18.. plus two to Navy as the PS-2. Navy patrol boat. and Western Air Express for Catalina Island. Sikorsky S-38 (PS/RS-2 and. the amphibious S-38. which were delivered to the New York. in the S-36 shown here. Pan American. made its first flight on June 25. Four were also accepted by the Navy between 1929 and 1932 under the designation PS-3. was introduced in late 1928 with slightly more pow­ erful Wasp engines and greater fuel capacity. Whitney. Northwest Airways. the first production version. 1928. the S-38B. and Curtiss Flying Service. and one special luxury model as a pri­ vate transport for John H. 5 in. range 600 mi. one was assigned to the Marine Corps where it was used at Quantico and in Nicaragua. with routes linking the four Hawaiian Islands. . and West Africa for both transportation and survey work. 1912-1928 73 having as many as 30 S-38s in service at one time. but many civil S38s continued in service through the early 1940s. The Navy and Marine types were phased-out during the mid-1930s. o f which nine or ten were produced. was offered in 1929 for shorter haul routes and came with two extra seats and reduced fuel capacity. the Navy thereafter removed all armament and reclassified them as transports under the des­ ignation RS-2 and -3. After taking delivery o f the PS-2s and -3s with gun positions in the bow and stern. the S-38C. serving the Greats Lakes area. the Dutch East Indies. The principal operators were Inter-Island Air­ ways.Part I: The Early Era. and Colonial Western Airways. The final version. and others were widely used in South America. 74 American Flying Boats and Amphibious Aircraft The S-38-A used by W estern A ir Express on its Los A ngeles-C atalina Island run during the late 1920s. was based in Q uantico and saw service with expe­ ditionary forces in N icaragua. . W estern A ir Express la ter merged with T ranscontinental A ir T ran sp o rt to form TWA. This RS-3. assigned to the M arine Corps in 1931. 1912-1928 75 Sperry Aircraft Co. Sperry Aircraft discontinued operations after Lawrence Sperry dis­ appeared over the English Channel in December 1923. son o f well-known inventor and entrepreneur Elmer Sperry. w in g area 731 sq.. Weights: 5. In all likelihood. Sperry’s Land and Sea Triplane was pre­ sumably intended to fulfill a function similar to the Curtiss HS series but with the added capabil­ ity of operating from land bases. Total produced: 1 Powerplant: one 360-hp Liberty 12-cylinder w ater-cooled engine driving a four-bladed fixed w ooden propeller. who worked closely with Sperry during this time period. length 31 ft. . 6 in.. bom bs carried beneath the lower w ings. range (not reported). Performance: m ax. Armament: four 250-lb. he had already established himself as a pilot and aeronautical trendsetter. with the added capability of operating from land. The com pany’s most successful product was the M1 Messenger utility biplane (designed by Alfred Verville). in 1918 by Lawrence B. S perry hoped to interest the Navy with an aircraft th a t could fulfill the mission of the C urtiss HS. the design was conceived by Alfred Verville. Though not built to any known naval specification. The Sperry Aircraft Co.Part I: The Early Era. ceilin g (not reported).0 0 0 lbs. em pty (est. New York. Sperry Land and Sea Triplane (1918) TECHNICAL SPECIFICA TIO N S Type: 3-seat am phibious N avy patrol boat/bomber. speed 85 mph.). The all-wood triplane emerged with two With the Land and Sea T riplane. twenty-two o f which were sold to the Army during the early 1920s.0 4 4 lbs. was launched at Farmingdale. in. Dim ensions: span 48 ft. ft. When the younger Sperry decided to go into the business o f producing aircraft o f his own design. 7. Sperry. loaded. 76 American Flying Boats and Amphibious Aircraft . Part I: The Early Era . the hand-operated landing gear was designed to pivot upwards for water takeoffs and landings. Mounted to the sides o f the wide hull. 1912-1928 11 bays of equal span wings very similar in shape and conformation to those o f the Airco (de Havilland) DH-4 and a boom-mounted tailplane having a single large fin and rudder. . The aircraft was flown and tested sometime close to the date o f the armistice in November 1918. no orders were forthcoming. Although the Navy had shown some interest in Sperry’s triplane initially. PART II The Golden Era.175 miles versus 1..e.or fullycantilevered wings and tailplanes.e. An important develop­ ment led by flying boats in the 1930s was the use o f four engines in commercial transports. available horsepower had nearly doubled (e. and higher takeoff weights corresponded directly to heavier payloads and longer range. and within five years.. dural) became the most common 78 . the yawing and rolling forces caused by the drag o f a dead engine) were largely alleviated by the greater reliabil­ ity o f modern radial engines and lower drag airframe designs. 1.000 lbs. it was the first passenger-carrying aircraft in the world to possess truly transoceanic range and could lift a payload exceeding its empty weight.). could lift twice the load (i.”— Igor /.. Earlier concerns over asymmetric thrust (i. engines received drag rings or NACA-type cowlings and moved up to the leading edge of wings. they could be designed to operate at appreciably higher takeoff weights than landplanes. comparing the Douglas DC-2 and the Sikorsky S-42. flying boats and amphibians were built in greater num bers—an estimated 5. 1928-1945 H ist o r ic a l O v e r v ie w “The work of the individual still remains the spark that moves mankind ahead . For exam­ ple.. Since flying boats were not necessarily limited by the distance of take­ off runs.) and carry it 200 miles further.. the S-42.g. aluminum alloy (i. And a similar rationale applied to military flying boats: a Consolidated PBY-3 possessed over twice the normal range o f the contemporaneous Douglas B18 twin-engine bomber (i. use o f streamlined pylons dispensed with the need for a m ultiplicity o f struts.082 miles) and had the added capability of oper­ ating from widely dispersed sea bases. The early 1930s saw the introduction of new engines that yielded better than a 1:1 power-to-weight ratio (e. especially in regard to drag reduction. though cruising 35 mph slower. both o f which entered commercial serv­ ice in 1934. the Pratt & Whitney R-1830 Twin Wasp o f 1932 produced 825 hp and weighed 653 lbs. When the M artin M130 commenced service two years later in 1936. flying boat and amphibian designs of this era advanced at a rate at least comparable to landplanes. 38. The leading factor in aerodynamic design.g. start­ ing in 1931 with the Sikorsky S-40.913 or m ore—than during any other period. and the underlying reasons were essentially practical.e. O f almost equal importance was a trend toward all-metal construction which lent itself to better streamlining. Sikorsky Aeronautical Progress In the United States between 1928 and 1945..e. As flying boat and amphibian designers continued to innovate. Except for fabric covering on some flying surfaces. 2. In terms o f the aeronautical state-of-the-art.500-hp W right R-2600 Twin Cyclone in 1937). was the fairly rapid transition from strut and wire-braced biplane planforms to monoplanes having semi. Consolidated. 1936—Douglas DF. the N avy’s desire to increase its reach in two oceans kept flying boat procurement at the forefront.913 flying boats and amphibians listed here in Part II were manufactured between 1939 and 1945. o f the Douglas PD-1 [1929] with 29. Keystone PK. and 1939—Martin PBM and Consolidated Model 31. ft. The ability to launch such missions from the sea was seen as a strategic hedge in the event the United States found itself cutoff from access to over­ seas land bases.200 miles. Although Consol­ idated did eventually receive a full-scale production contract in 1941 (for details. a flying boat like the Mar­ tin MOO could carry 25.000 of the 5. and the nine Martin P3M monoplanes and 47 Consolidated P2Y sesquiplanes. compare 12. attempts to introduce new construction materials like stainless steel (see Fleetwings Sea Bird. the single largest flying boat acquisition since World War I.. More powerful engines allowed dramatic increases in wing-loading factors (e. and Sikorsky RS and JRS) to fulfill this function. Three development contracts were awarded: Sikorsky in 1935 for the XPBS-1.g. Metal construction was not only stronger but more susceptible to modern methods o f mass production. However. as demonstrated by the fact that close to 5. and following a year o f trials. and Sikorsky PBS. over-ocean transports. over a distance o f 3. The greatest performance gains were in payloads and range. compared to 6. Hall PH. Grumman JRF. M artin. BuAer procured 135 single-engine amphibians (see Grumman JF/J2F) and 40 twin-engine amphib­ ians (see Douglas RD. and higher wing-loading meant less wing area and thus less induced drag needed to lift a specified load. which were all derived from the NAF PN-12 program (see Douglas PD./sq. In the interval. A similar but smaller expansion o f Coast Guard air rescue services during the 1930s accounted for acquisi­ tion of another 35 m ilitary amphibians (see Douglas RD and Grumman JF. naval planners had concluded that aircraft carriers were better offensive weapons and far more ter­ ritory could be covered by significantly increased numbers o f twin-engine patrol boats (e.g. Military Procurement From the late 1920s onward. Consolidated PB2Y. The XPBS and XPB2Y both flew in 1937.800 lbs. Douglas. During the same timeframe. page 102).” were envisaged delivering bomb loads equivalent or greater than those o f the USAAC’s land-based heavy bombers (e. BuAer moved effectively to upgrade the entire patrol force in 1936 and 1937 when it ordered 199 Consolidated PBYs. Grum­ man. and 2. and Martin PM). Hall PH.4 lbs. 1928-1945 19 material for fabricating both airframes and skin. and Viking OO). Pressure placed on competing m anufacturers to produce new designs resulted in an enormous leaps o f progress within a comparatively b rief span o f time. and from 1932 to 1939. so that by 1935.9 lbs. placed in service between 1931 and 1935.g. and Martin in 1938 for the significantly larger XPB2M-1. PBYs and PBMs). Very large four-engine flying boats./sq. augmented rather than replaced them. 1938 —Boeing 314.Part II: The Golden Era . 1937—Grumman G-21.. due in large part to Depression-era economics. ft o f the Martin PBM-1 [1939]). cutbacks in appropriations due to the Depression caused BuAer to shift design and development emphasis from government-sponsored NAF programs to private contractors.125 miles for the Douglas DC-3. The 1930s. The general naval expansion o f the 1930s generated a need for smaller transport and utility aircraft capable o f operating from shore bases or from ships to shore bases. At the same time. Sikorsky’s contract was can­ celled and Consolidated authorized to build six PB2Y-2s for further evaluation. and Sikorsky—in both the m ilitary and com m ercial sectors. see PB2Y. 1935—Consoli­ dated PBY. would be the Navy’s last true biplane patrol boats. Boeing YB-17). The 122 aircraft ordered between 1927 and 1929. was char­ acterized by fierce competition between leading com panies—Boeing. the PB2Ys and the sole XPB2M (flown in mid-1942) ultimately served as long-range. In the mid-1930s the Navy began testing an idea that resulted in some o f the biggest military flying boats ever constructed. known unofficially as “Sky Dreadnaughts.000 lbs. Con­ solidated in 1936 for the XPB2Y-1.g. e.. the Sky Dreadnaught concept was overtaken by wartime priorities in 1942. page 127) never gained general acceptance. however.) and 18 flying boats (see Fokker PJ. the Army also maintained a small .. 1934—Sikorsky S-42 and Martin M130. 216 Grumman MFs. Pan Amer­ ican. The rise was spearheaded by two organizations: The Avia­ tion Corporation o f the Americas. Wartime priorities finally intervened against AEA and Pan American both. which hoped to break Pan A m erican’s monopoly on Atlantic routes. The same year. For specific production alloca­ tions among U. Pan American selected Boeing’s pro­ posal. 238 Grumman JRFs. Civil Developments The era between 1928 and 1945 witnessed the rise. As World War Two was drawing to a close. with a view toward future expansion. and 1. followed by four S-42As in 1935 and 1936. trans­ oceanic flying boats massing from 125 to 200 tons loaded—which arose in 1942 in response to the U-Boat threat to Allied shipping. Then in September 1930. page 243). Pan American introduced the first four-engine Clippers . Philippines) in November 1935. American Export Airlines (AEA).S. purchasing one Sikorsky Y1C-28 (S-39) in 1931. 210 Con­ solidated PB2Ys. getting a small head start. a dem ilitarized version o f the XPBS-1. One exception to the design freeze was the “Sky Freighter” concept—enormous. But even as the Pacific service was starting. formed by Ralph O ’Neill in 1929. and Pan American ordered six new 314As the following September—the same month World War Two started in Europe. emerged in late 1939 with plans to operate three Sikorsky VS-44As. inau­ gurating service on the 600-mile route between Jamaica and Panama and augmenting its Com­ modores on South American routes. the Lockheed . seven Hall PH-3s (Coast Guard only). the model 314. formed by Juan Terry Trippe in 1928 with Pan American Air­ ways as an operating subsidiary. and from early 1942 to late 1945 their aircraft were either impressed into military service or operated under government control. and finally. in a swift turn o f events—both political and financial—Pan American acquired NYRBA and its assets (including the nine Commodores delivered and four on order). the fall o f flying boats as over-ocean commercial transports. refer to reports on individual aircraft types.80 American Flying Boats and Amphibious Aircraft fleet o f amphibians as utility transports around coastal and island bases. Pan American changed Sikorsky’s route requirement to South America and M artin’s to the Pacific area. before any aircraft had been built. New flying boat and amphibian designs (as well as most other military aircraft) were effectively ‘frozen’ after 1940 so that m anufacturers could concentrate upon m ass-production o f existing designs. Rio and Buenos Aires Line (NYRBA). by the time construction started on the first H4 in mid-1944. the peak. In December 1936. and for the next ten years. NYRBA followed in February 1930 with service from Miami to Brazil using newly acquired Consolidated Model 16 Commodores. 474 Grumman and Columbia J2Fs. but this time with new four-engine landplanes like the Douglas DC-4. The world’s first transatlantic passenger service commenced in June 1939. Two aircraft were ultimately considered. the onset o f World War Two led to unparalleled increases in produc­ tion o f flying boats and amphibians alike: 2. the U-Boat danger had diminished to the point that the project was reduced to one prototype. in 1931.332 M artin PBMs. three Sikorsky S-40s. the six-engine Martin M193 (see Appendix B) and the eight-engine Hughes H-4 (see Part III.382 Consolidated PBYs and NAF PBNs. Pan American invited Martin and Sikorsky both to design new flying boats that would have transatlantic range. in 1933. expanded its overseas routes virtually without competition. Initial deliveries o f six new Siko­ rsky S-42s began in August 1934. Between 1939 and 1945. with three H-4 prototypes being authorized in late 1942. Pan American and other car­ riers like TWA and American Export Airlines began making definite moves to establish new over­ seas routes. However. below. however. and 26 Grumman OA-9s (Goose) in 1938. and foreign m ilitary services. and the first of three Martin M130s began flying the first transpacific route (San Francisco to Manila. and the New York. 16 Douglas OA-3s/-4s (Dolphin) in 1932-1933. commenced a passenger and mail-carrying Caribbean network in October 1928 using Sikorsky S-38s. with plans to acquire six. Both companies started business with strong financial backing. and its first scheduled flight took place in January 1942. Pan American turned its eyes again to Atlantic routes and asked aircraft m anufacturers to propose a new flying boat design having even better range and payload than the M130. While the big flying boats were opening routes over the oceans during the 1930s.: Consolidated Aircraft Co. and also see.: Grumman Aircraft Engr.: .: Goodyear Aircraft Corp. -5 Sea Bird F-ll Flying Yacht PJ Flying Life Boat GA-1. amounted to only about 30 aircraft produced. Gorst Air Transport in the San Francisco Bay area. Pan American and it subsidiaries was the largest single user. Smaller operations like the Wilmington-Catalina Airline in southern California. and Sikorsky S-41 and S-43 were being acquired by airlines for shorter over-water operations. T he G o l d e n E r a • 1 9 2 8 -1 9 4 5 Aircraft Manufacturer Amphibions. Fairchild F91.: Fleetwings. Curtiss Flying Service out o f Boston and Chicago. Private ownership o f either flying boats or amphibians was generally limited to corporations or wealthy executives (see Loening C-6/K-84 and Grumman G-21) and in some instances to international explorers (see Fairchild F91 and Siko­ rsky S-39). Inc. which ultimately resulted in mass production o f the Seabee (see Part III. Percival Spencer sold his S-12 Air Car design (see page 208) to Republic in 1943. CW-3 and CA-1. 1928-1945 81 Constellation. employing at the peak 40 amphibians that served primarily on inter­ mediate Caribbean and South American routes. C-21. of A m ericaGeneral Aviation Mfg. smaller amphibians like the Douglas Dolphin. Corp.: Douglas Aircraft Co. The era o f the transoceanic flying boat came to an end when Pan American retired it last 314 from scheduled service in 1946. page 273) during the post­ war era. B-l Teal CW-3 Duckling CA-1 (Courtney) PD Dolphin (RD. Grumman Goose. and other than one-ofa-kind homebuilts (see Booth Flying Boat in Appendix A). 0-44) DF F91 Baby Clipper F-4.): Boeing Airplane Co.Part II: The Golden Era .: Fairchild Aircraft Corp. Inc.: Model P-1/-3 Privateer B314 (PAA Clippers) PBB Sea Ranger PY (Commodore 16) P2Y PBY (P3Y) Catalina PB2Y Coronado P4Y Corregidor A-l. C-26. (Ireland Aircraft. Applegate Amphibian and Argonaut H-20/-24 Pirate in Appendix A) were generally unsuccessful. -2 Duck SG JF/J2F Duck G-21 (JRF) Goose G-44 (J4F) Widgeon First Flight 1931 1938 1942 1929 1932 1935 1937 1939 1929 1934 1935 1929 1931 1935 1936 1935 1936 1929 1933 1944 1933 1933 1937 1941 Curtiss-Wright Airplane Co. and the Boeing Stratocruiser.or and twin-engine am phibians in coastal and island regions.: Fokker Aircraft Corp. Corp. Inc. and Inter-Island Airways in Hawaii operated single.: Great Lakes Aircraft Corp. C-29) P3D (OA-5. Attempts during this period to market small amphibians as lightplanes (see Amphibions P-1/-3 Privateer and Curtiss Teal. (est. fixedpitch wooden propeller. (an old spelling o f the term) at the same Garden City. length 30 ft. Performance: max. but five P-2s were . range 300 mi. wing area 200 sq. cruise 90 mph. and a 165-hp Continental engine. OA-8.. o f Keystone Aircraft Corp. H. After doing business for five years as Ireland Aircraft. OA-11) S/VS-44 (PBS) S-12 Air Car OO (V-2) First Flight 1929 1932 1930 1928 1929 1932 1931 1933 1929 1931 1935 1938 1937 1939 1942 1929 1929 1930 1930 1932 1933 1934 1935 1937 1941 1930 Hall Aluminum Aircraft Corp. introduced in 1932. Martin Co. Inc. It apparently ceased m anufacturing operations sometime in 1933. Inc. P3M M130 M156 M162A Tadpole PBM Mariner PB2M Mars P4N (PN-11) S-39 (C-28) S-40 S-41 (RS) P2S SS S-42 S-43 (JRS. Weights: not reported: useful load listed 650 lbs. Inc. Hull construction was metal with fabric-covered wing and tail surfaces. United Aircraft Corp.) The P-l Privateer o f 1931. a two-foot length­ ening o f the hull. The P-3. the company was reor­ ganized in 1931 as Amphibions. Spencer (Larsen Aircraft Co.: Naval Aircraft Factory: Sikorsky Div.): Viking Flying Boat Co.. ceiling (not reported).: Keystone Aircraft Corp.. and -3 Privateer (1931) TECHNICAL SPECIFICATIONS (P-3) Type: 2 to 3-place civil amphibian. Inc. and the fourteen P-2s which followed it in production. 0 in. Total produced: 18 Powerplant: one 165-hp Continental R-670 7-cylinder air-cooled radial engines driving a two-bladed. location. powered by a 110-hp Warner Scarab seven-cylin­ der engine.: Loening Aeronautical Div. Amphibions P-l. -2. (see Part I).: Glenn L. and the pusher engine was mounted on a tripod o f struts directly above the open cockpit. ft. Only one P-3 was built. (Stearman-Varney. (Vought-Sikorsky): P. speed 108 mph. 5 in. appeared as a monoplane having a single-boom empennage.): Amphibions. New York. a four-and-one-half-foot increase in wingspan. Dimensions: span 42 ft. featured an enclosed cockpit.82 American Flying Boats and Amphibious Aircraft Aircraft Manufacturer Model PH P2H PK C-4 (K-85) Air yacht C-6 (K-84) Commuter 02L SL S2L PM P2M. 1928-1945 83 .Part II: The Golden Era. range 3. m ulti-engine aircraft. Total produced: 12 Powerplant: four 1. Boeing began focusing nearly all o f its creative efforts tow ards the design and devel­ opm ent o f very large. coast and England. ft. Pan Amer­ ican determ ined that it w ould need an aircraft capable o f carry in g a m uch higher payload than that .685 mi. The ori­ gins o f the 314 can be traced to specifications draw n up by Pan A m erican A irw ays in 1935 fora new type o f flying boat specifically intended for transatlantic operations. as a consequence o f w hich Boeing becam e an independent cor­ porate subsidiary o f the new ly reorganized U nited A ircraft Corp. Boeing Airplane Co. In overall term s o f perform ance.. em pty. T h is w as also th e first o f the series to sh ift from a W arner S c a ra b p ow erp la n t to th e C o n tin e n ta l R -670. In order to undertake the N orth A tlantic route betw een the U. 0 in. w ere built in 1933.5 0 0 lbs.2 6 8 lbs. In 1929 Boeing A irplane Co. and comfort. tw in-row air-cooled radial engines driving three-bladed constant-speed m etal propellers. and there­ after operated as Boeing A ircraft Division. it clearly surpassed every other type o f com m ercial flying boat that had flown before it. so that by late 1935.600-hp W right R -2600 Twin Cyclone 14-cylinder. The last exam ples. Boeing liquidated his interests in the com pany shortly after the reorganization. four 3-place P-3Bs with 210-hp C ontinental engines. w as acquired by U nited A ircraft and T ransport Corp. length 106 ft. max. Weights: 50. sp eed 199 mph. D im ensions: span 152 ft. 0 in. m ost airline historians acknow ledge the Boeing 314 as having been in a class by itself. cruise 183 mph. Performance: max.400 ft. Founder William E. the sam e year. reported to have been upgraded to the P-3 standard.84 American Flying Boats and Amphibious Aircraft F irst P-3 w ith e n c lo sed c o ck p it (N X 7 7 3 N ).S. it had already established a new standard for fourengine aircraft w ith its M odel 299 (XB-17) and was at an advanced stage o f developm ent with the significantly larger M odel 297 (XB-15). D uring the decade o f the 1930s.. takeoff. As a direct result o f the A ir M ail A ct o f 1934.. As a p assenger-carrying flying boat. ceilin g 13. airline and aircraft m anufacturing com panies like U nited w ere ordered to break up and reorganize them­ selves as w holly distinct entities. 8 2 . w ing area 2 . w hen the com pany was making a bid to enter the com m ercial flying boat m arket. payload. via N ew foundland and Ireland.8 6 7 sq. Boeing 314 (1938) T E C H N IC A L S P E C IF IC A T IO N S (314A ) Type: 40 to 74-passenger long-range c ivil transport. p rob ab ly in 1932. efficiency. Boeing’s engineering staff began laying down a blueprint that borrowed much o f the wing design and engine nacelle arrangem ent from the XB-15 and incorporated a similar light-alloy struc­ ture having stressed aluminum skin. with delivery o f the first aircraft expected within one year. accommo­ dations for ten crewmembers. and baggage holds.525 gal- . Pan American selected Boeing to proceed with the development o f its proposed model 314. The design o f the hull was made deep enough to permit an upper deck containing the flight deck.Part II: The Golden Era. engineering spaces. both holding 3. navigation and radio rooms. In December 1936. The empennage comprised a twin fin and rudder arrangement on a raised horizontal stabilizer that would be clear o f the spray. leaving the entire lower deck with space for up to 74 passengers in day seating or 40 in sleeper berths. the 314 featured two-spar fuselage sponsons. Rather than the more typical wing floats. 1928-1945 85 of the M artin 130s (see page 170) currently employed on its Pacific routes. after considering design proposals received from various manufacturers. D espite the setback. the last in m id -Ju n e 1939. the . were there­ after delivered in m onthly intervals. when the Dixie Clipper departed N ew York across the south­ ern route. The W right R -2600s used were the most pow erful A m erican-m ade aircraft engines available at the tim e the 314 w as being planned. Cal­ ifornia Clipper. w ith a stop in B erm uda. The first 314. Early testing revealed that the tw in fins lacked sufficient area for directional stability. sh ow n m oored w ith starboard en try d o o r o p en ed .e. and deliveries o f the im proved 314As com­ m enced in A pril 1941. the fo u rth 314 d elivered d u rin g th e sp rin g o f 1939. w here it was placed in service on the San F ran cisco -H o n g Kong route to replace the M artin 130 (i. The 314A featured m any im provem ents gleaned from recent experience.1939. the outbreak o f W orld War II in Europe in S eptem ber 1939 caused this service to be decidedly brief. w ith the result the a third fabric-covered fin was added to the center o f the horizontal stabilizer. 1939. Unfortunately. six more 314s were ordered from B oeing in late S eptem ber 1939. the other four to A tlantic service. Pan A m erican initiated transatlantic m ail service over the southern route on May 20. W ith the Yankee Clipper again. The first two w ere allocated Pacific routes. Pan Ameri­ can continued to operate 314s in the A tlantic. The rem aining five 314s. 1939. Botswood [New­ foundland]. and the 314 lifted -o ff on its first flight on June 7. christened Honolulu Clipper . and northern to Southam pton [England] via Shediac [New Brunsw ick]. Dixie Clipper . others w ere diverted to new Pacific routes. 1938. The first transatlantic passen g er service by any type o f heavier-thanair aircraft took place on June 28. A lthough the project fell five m onths behind schedule. transatlantic flights being cancelled w ith regard to both original routes on O ctober 3. and Foynes [Ireland]). Ions o f fuel and serving as an entry ram p for passengers. Yankee Clipper. and American Clipper . but operations w ere lim ited to central routes via Brazil and West A frica. then a month later over the northern route. Hawaii Clipper) lost the previous year. w as delivered to Pan A m erican ’s w est coast base in late January 1939. The Yankee Clipper departed B altim ore on a N orth A tlantic survey flight on M arch 26. thus giving the type its characteristic triple-tailed appear­ ance. it w as nonetheless a rem arkable engi­ neering achievem ent for Boeing to have com pleted an aircraft o f such size and com plexity in the span o f only seventeen m onths. T h is aircra ft o p e r a ted on tr a n sa tla n tic rou tes u n til b ein g co m m a n d e er e d into mil­ itary se r v ic e in 1942. Atlantic Clipper.. that encom passed both o f Pan A m erican ’s planned routes (southern to Lisbon and M arseilles via the A zores.86 American Flying Boats and Amphibious Aircraft A tla n tic C lip p e r . the Yankee Clipper inaugurated northern service the follow ing July 8. Taxiing tests in Puget Sound w ere com m enced on May 31. B elgian Congo. U pon entering BOAC service. 1942. N ew Zealand at the tim e the Japanese attacked Pearl Harbor. T he first three w ent to Pan A m erican as the Pacific Clipper. apparently under the sam e designation. sh ow n ju s t p rio r to la n d in g . sta rb o a rd w in g. and T rinidad. C aptain R obert Ford thereafter completed the 8.S. U pon receiving instructions from Pan A m er­ ican to proceed to N ew York by the m uch longer w estw ard route. and bottom s o f b oth sp o n so n s. One o f the m ore fam ous C lipper flights occurred betw een D ecem ber 2. Java (Indonesia). and January 6. 1941. The m ilitarized 314s were used prim arily to ferry personnel on long distance routes all over the w orld. larger hydrom atic propellers. C a petow n C lip p e r . and Berwick. Brazil. most im portant o f w hich w as uprated R -2600 engines. per ag reem ent w ith Pan A m erican. A fter the U. 1928-1945 87 U nidentified 314 sh ow n p rio r to D e ce m b e r 1941. the rem aining three. A rm y A ir Forces A ir T ransport C om m and as the C-98 and one w ith the Navy. O ne w as used to carry President Franklin D. and Capetown Clipper . T h is a ircra ft w as im p ressed into Navy service d u rin g W orld W ar II. four o f the 314s were pressed into m ilitary service w ith the U. were sold to the British Purchasing C om m ission and thereafter allo cated to B ritish O verseas A irw ays C orp. India. however. C eylon (Sri Lanka). R oosevelt to the C asablanca C onference in 1943.S. Bahrain. N o te n e u tr a lity flags on n ose. N ew C aledonia to A uckland. Bangor . the three aircraft were nam ed Bristol. One o f six 314A s. Anzac Clipper . and the BOAC 314As were . and g reater fuel capacity.Part II: The Golden Era.500-m ile return flight via A ustralia. entered the war. (BOAC). Sudan. when the Pacific Clipper w as en route from N oum ea. Performance: m ax.245 mi. cruise 158 mph. range 4. Another 314A. ft.50-calib er m achine gun in each w aist position . w as dam aged beyond repair in late 1947. th is a irc ra ft w as sold to G en er a l P h o e n ix C o r p o r a tio n . (norm al).826 sq. and up to 2 0 . the two rem aining w ere retu rn ed to Pan A m erican soon after the war ended. Mary­ land. anoth er ch arter com pany. 9 in. 8 in. M a ry la n d .049 C onstellations.531 lbs. none o f these historic air­ craft are know n to exist today.300 m i. W eights: 41. one C-98 was destroyed in a crash near Lisbon. empty. constan t-speed m etal propellers. 6.130 lbs. dorsal positions. ceilin g 18. sold to A m erican International A irw ays.3 00-h p W right R -3 3 5 0 -8 Double Cyclone 18-cylinder.0 0 0 lbs.).50-calib er m achine guns in tw o-gun. m ax. The three ex-B O A C 314As w ere sold to G eneral Phoenix Corp. normal gross. Armament: six . the A nzac C lipper . on e o f th ree 314A s tr a n sfe rr e d to B ritish O v ersea s A irw ays C o r p o r a tio n (B O A C ).88 American Flying Boats and Amphibious Aircraft B risto l. After the war. 6 2 .0 0 6 lbs. one flexible . tw in-row air-cooled radial engines driving three-bladed electric. P ortugal in February 1943 and two others were later d am aged beyond repair. they w ere rem oved from service in early 1946. but appar­ en tly n ever u sed co m m ercia lly .. w in g area 1. In m ilitary service. 101. but apparently never used in com m ercial operations. D im ensions: span 139 ft.. pow er-operated turrets in bow. The sole Navy 314. U nfortunately.. o f bom bs. Boeing PBB Sea Ranger (1942) T E C H N IC A L S P E C IF IC A T IO N S (X P B B -1) Type: 8 to 10-place long-range patrol boat Total produced: 1 Powerplant: two 2. in B altim ore. Five 314s and 314As ended up w ith W orld Airways where they were used during the late 1940s for charter services until finally being scrapped in 1950. to be replaced on scheduled operations by Douglas DC48 and L ockheed L. takeoff. (m ax. b a sed in B a ltim o r e.900 ft. length 94 ft. w as sold by W orld to a private ow ner but destroyed in 1951. . speed 219 mph. W hile Pan A m erican continued to operate its four rem aining 314s throughout the war. used on several occasions to transport Prim e M inister W inston C hurchill. At the time. 1928-1945 89 Distinguished as the largest twin-engine flying boat to be built by any combatant during World War II. Even before the prototype flew.Part II: The Golden Era . Boeing received a provisional order for fifty-seven production models and proceeded with construc­ tion of a new plant at Renton. Washington that would be dedicated to manufacturing the PBB-1. the United States saw itself threatened on both oceans by German and Japanese submarines and surface raiders. the Boeing model 344 was originally ordered by the Navy in June 1940 as the XPBB-1. leading BuAer to issue a specification for a very long-range. heavily-armed patrol boat that could loiter for a long periods o f time over large distances. . In order to m inim ize fuel consum ption during long. C onsolidated produced m ore flying boats (five m ajor types totaling 2. Fleet in 1923. In 1935 the com pany m oved its operations to San D iego. the C onsolidated A ircraft Corp. w here it w as used for a variety o f duties at San D iego. a change in w artim e priorities.” the XPBB-1 w as delivered to the N avy in October 1943. know n u n officially as the “ L o n e R anger. as C onsolidated-V ultee A ircraft Corp. the XPBB1 w as stressed for boosted takeoffs from large barges designed specially for that purpose. M uch o f the aeronautical technology applied to the design o f the XPBB-1 was derived from B oeing’s contem poraneous m odel 340. the new B oeing plant at R enton was to be w holly allo­ cated to B-29 production and second. L ater nicknam ed the “ L one Ranger.678 aircraft) than all other A m erican aircraft m anufacturers com bined. to take advantage o f m ore favorable w eather conditions. Following its first flight on July 5. p lan s to m a ss-p r o d u c e th e PBB-1 w ere c a n c elled . dictated that the type w ould never be placed into production: first. Each stabilizing float was attached to the wing w ith a single airfoil-shaped strut o f sufficient strength to dispense w ith the norm al diagonal brac­ ing. D uring the G olden Era (19291945). However.” seen righ t a fter to u ch d o w n .90 American Flying Boats and Amphibious Aircraft T h e sole X P B B -1. Fleet stepped down from active man­ agem ent o f the com pany soon after the m erger and served throughout W orld War II as an advisor to industry and governm ent. The long hull was very deep in section and em ployed a tw o-step planning surface. C alifornia. Consolidated Aircraft Co. Virginia. m axim um w eight tak eo ff runs. merged with Vultee A ircraft Corp. and in 1941. unrelated to the aircraft itself. D ue to the p rio rity o f th e B -29 p rogram . was destined to becom e one o f the g reatest nam es in flying boats. all R-3350 engines w ere likew ise earm arked for the B-29 program . re­ vealed excellent flying characteristics and perform ance that m et or exceeded its m ilitary specifica­ tions. early testing o f the XPBB-1. dubbed Sea R anger by the factory. Form ed in Buffalo. . 1942. N ew York by R euben H. in particu lar a high-aspect ratio w ing utilizing very large Fow ler-type flaps to decrease tak eo ff and landing speeds. the X B -29. the aircraft was placed in storage at NAS N orfolk. A fter the war. Dimensions: span 100 ft. length 61 ft. ground-adjustable metal propellers. (max. speed 118 mph. 0 in.492 lbs. 1928-1945 91 Consolidated PY and Model 16 Commodore (1929) TECHNICAL SPECIFICATIONS (XPY-1) Type: 4 to 5-place naval patrol boat. takeoff..300 ft.716 mi. Total produced: 15 Powerplant: two (or three) 450-hp Pratt & Whitney R-1340-38 Wasp 9-cylinder air-cooled radial engines driving two-bladed. 9 in.110 sq.). 13.369 lbs.30-caliber machine gun in the bow and one flexible .Part II: The Golden Era. 20/32-passenger civil transport. normal gross. range 1. cruise 110 mph. Weights: 8.. (normal). 16. Armament: one flexible . ft. max. 2.734 lbs..629 mi.30-caliber machine gun in the waist position. . Performance: max. wing area 1. ceiling 15. empty. the Model 16 dif­ fered from the XPY-1 in having a fully-enclosed cockpit and being pow ered by a pair o f 575-hp . C onsolidated assigned the factory nam e “A d m iral” to the project. planned to use the C om m odores on long. T h e typ e w as u ltim a tely p ro d u ced by M a rtin as the P 2M and P 3M . who served as the firm ’s ch ie f engineer on large aircraft projects. A ccording to standard naval procurem ent practices o f the day. over-w ater routes o riginating from M iam i. the XPY-1 is sh ow n here in 1929 on beaching gear. ironically.92 American Flying Boats and Amphibious Aircraft T h e first o f Isaac L a d d o n ’s fa m o u s flyin g b oat d e sig n s.1929. P3M ). The first o f fourteen M odel 16s ordered by N Y RBA w as com pleted and flown during the fall o f 1929. H orizontal spars below the W -struts were used to brace the w ing structure and also served as outriggers for the stabilizing floats. the G lenn L. and the cockpit and crew accom m odations were left open. parasol-mounted w ing. to boost speed and clim b perform ance. Florida. once the design w as fixed. then positioned the w ing overhead w ith W -struts from w hich the two engines were suspended. Rio and B uenos A ires Line (N Y R BA ). BuAer ordered C onsolidated to add a third R-1340 engine above the w ing center-section. M artin Co. the w ings and tail surfaces w ere o f fabric-covered m etal construction. In early 1929. developing the Model 16 C om m odore for the new ly form ed N ew York. NYRBA. having already com m enced local airline operations in South A m erica w ith Ford Tri-m otors. W hile testing w as underw ay. C onstruction o f the XPY-1 w as com pleted over a ten-m onth period and its first flight made on January 10. As w ith the earlier PN series. In order to create the aerodynam ic proportions dic­ tated by the larger m onoplane w ing. The task o f developing the design w as given to C o n so lid ated ’s Isaac M.. the C onsolidated XPY-1 was designed to a BuA er specification calling for a tw in-engine aircraft having a single. “ M ac” L addon. received a contract June to build nine exam­ ples (see M artin P2M . produc­ tion rights w ere assigned to BuAer. but it was never adopted by the Navy. L addon and his team first lengthened the PN-11 hull by seven feet nine inches. C onsolidated then turned to the civil m arket. m ated to a m etal hull and em pennage sim ilar to that o f the NAF PN-11 (see P4N). In addition to hull cabins that accom m odated up to tw enty passengers. O rdered in early 1928 as the N av y ’s first m onoplane flying boat. B uA er invited m anufacturers to subm it proposals for production o f the new design and. w hich cam e in as low bidder. and a sm all number are know n to have been operating in the C aribbean w ith B aham as A irw ays. Pan American operated the C om m odores on m ajor South A m erican routes until new er types replaced them during 1935. and up to 2 . norm al gross. com m enced regular service on N Y R B A ’s new route from M iam i to Brazil in m id -F eb ru ary 1930. max. ceilin g 16. (normal loaded). ground-adjustable m etal propellers. .. cam e w ith ring cow ls on the engines. U nder a subsidiary nam ed Panair do Brasil. w in g area 1. christened B uenos A ire s . o f bom bs carried on underw ing racks.30-calib er m achine gun in the bow.. The first M odel 16. They w ere afterw ard used on sho rter routes and for crew training. length 61 ft. 0 in. ft.0 0 0 lbs. 1928-1945 93 HAVANA H avana . Dim ensions: span 100 ft.. a Pan American affiliate. C onsolidated had delivered nine m ore C om m odores at the tim e o f N Y R B A ’s take-over by Pan A m erican A irw ays in S eptem ber 1930. 9 in. cruise 117 mph.769 lbs. two flexible . Consolidated P2Y (1932) T E C H N IC A L S P E C IF IC A T IO N S (P 2Y -3) Type: 5-place naval patrol boat. L td. 21.291 lbs.Part II: The Golden Era. takeoff.100 ft. S tarting w ith the fifth C om m odore produced. Performance: m ax. listed as the M odel 16-1.514 sq. on e o f 14 C o m m o d o re s o rd ered by th e N ew York. speed 139 mph. and the final versions.050 mi.30-calib er m achine guns in the waist p osition s.180 mi..). (m ax. Weights: 12. 2. and the rem aining four were delivered directly to Pan A m erican. Total produced: 47 Powerplant: tw o 750-hp W right R -1820-90 C y clo n e 9 -cylin d er air-cooled radial en gin es driving threebladed. M odel 162s. 2 5 . Pratt & W hitney R-1690 H ornet engines.2 6 6 lbs. Armament: one flexible . as late as 1946. range 1. the hull w as lengthened six feet three inches to provide space for tw elve additional passengers or cargo. R io and B u en os A ires L in e p rio r to the takeover by Pan A m e ric a n A irw ays in S e p te m b e r 1930. empty. not only reduced wing loading and improved payload but also supplied additional space for fuel storage and bomb racks.1932. The XP2Y-1 made its first flight on March 26. Other enhancements included a fully-enclosed cockpit and more powerful R-1820 engines equipped with ring cowlings. with deliveries scheduled to start in early 1933. in the three-engine configuration originally specified. In June 1931. after reviewing competitive proposals. BuAer awarded Consolidated a contract to produce a further twenty-three examples as the P2Y-1. .94 American Flying Boats and Amphibious Aircraft In May 1931 BuAer gave Consolidated a development contract for the XP2Y-1. adding 404 square feet o f wing area. and a two-engine layout was adopted as the production standard. a redesign of the XPY-1 which involved the addition o f sesquiplane wings to the upper hull. but following two months o f trials. The sesquiplane lay­ out. the third engine was removed. follow ­ ing trials o f the XP2Y-2.. (2 0 5 9 miles). and all had been delivered to N avy units by the end o f May. Mexico 0 6 7 7 m iles). these two units m ade som e notable long-distance flights: non-stop from N orfolk to Coco Solo. and all had been w ithdraw n from front­ line units by the end o f 1941. then non-stop from San Francisco to Pearl H arbor in m id-1934. San D iego-based V P-7 received its first P2Y-3 in January 1935. Navy Naval Air Service flew 6 of this type non-stop from Norfolk. L ow er se sq u ip la n e w in g not only pro­ vided extra lift. The last P2Y-1 on the production line becam e the XP2Y-2 in A ugust 1933 w hen m odified to have its engines re-m ounted on the upper w ing in nacelles. VP-15. P2Y-ls. in February 1933. Cal. and VP-21. Z. S. one to C olom bia and one to Japan. 1928-1945 95 Consolidated P2Y-1 Long Range Patrol Flying Boat 24 of this type used by U. Consolidated Aircraft Corporation Buffalo. C. Foreign sales included two P2Y-ls. thence to San Diego. N. The first production P2Y-ls began entering service w ith VP-10 at N aval A ir Station N orfolk. and by the end o f the year w ere also equipping VP-5 in the Panam a Canal Zone. but also ad d ed sp a ce for fu el ta n k a g e and w ea p o n s sto r a g e. in late 1933. In D ecem ber 1933. (1616 m iles). at least tw enty-one P2Y-ls underw ent m odifications that brought them up to the P2Y-3 standard and w ere thereafter returned to service as the P2Y-2. VP-19. Virginia.Part II: The Golden Era. to Coco Solo. thence to Acapulco. C onsolidated received a contract to m anufacture tw enty-three m ore air­ craft to be delivered as the P2Y-3. A num ber o f P2Y-2s and -3s w ere th ereafter assigned to NAS Pen­ sacola as flying boat trainers. S tarting in 1936. together w ith full-chord engine cow lings having m oveable cow l-flaps. W hile on active service. VP-14. V ir g in ia . D em onstrating the capabilities o f their new aircraft. Va. plus six P2Y-3s to A rgentina. C anal Zone in late 1933. V P-20. -2s and -3s also served at vari­ ous tim es w ith V P-4. the last being delivered in 1937. Y. P2Y-1 serv in g w ith V P -10 over N o rfo lk . . The N avy began the process o f replacing P2Y s w ith new er equipm ent during the late 1930s. W eights: 14. together w ith stabilizing floats that . Taking the experience accum ulated w ith the PY and P2Y. cruise 105 m ph [117 mph]. [one flexible .3 3 6 lbs. depth charges. the C onsolidated PBY C atalina was des­ tined to becom e the m ost fam ous and m ost w idely used flying boat in the history o f aviation. longevity. Consolidated PBY (P3Y.] normal gross. Special em phasis w as placed on dragreducing features such as a stream lined pylon supporting a broad. PBN) Catalina (1935) T E C H N IC A L S P E C IF IC A T IO N S (PBY-1 |P B Y -5 A |) Type: 7 to 9-place naval patrol [am phibious] boat. 0 in. 4 .]. Armament: one [two] . or torpedoes carried on underw ing racks.975 lbs. two flexible . [20. [2. 10 in.S.125 mi. 2 2 . T w en ty -o n e P 2Y -ls w ere su b seq u e n tly m od ified to incorporate the P2Y-3 im p ro v em en ts and retu rn ed to se r v ic e as P 2Y -2s. 28. The origins o f the PBY can be traced to a requirem ent issued by B uA er during 1933 soliciting propos­ als for a new type o f patrol boat that w ould eventually replace the N av y ’s existing fleet of P2Ys and P3M s. OA-IO. T h e P2Y -3s w ere used as train ers during W orld W ar II. Isaac M.96 American Flying Boats and Amphibious Aircraft O ne o f 23 P 2Y -3s. and up to 4. and a sim ilar contract was given to D ouglas in F ebruary 1934 to build the rival XP3D-1 (see P3D.30-caliber [.0 4 2 mi.514 sq. Total produced: 2 .30-calibre m achine gun in the tunnel]. [14. range 2.700]. [1. L addon and Consolidated’s engineering staff evolved the design o f the XP3Y-1 as an all-m etal m onoplane to be powered by new ly available 850-hp Pratt & W hitney Twin Wasp engines.576 lbs.300 lbs.0 0 0 lbs. [63 ft. below)..200-hp] Pratt & W hitney R -1830-64 [-92] Twin Wasp 14-cylinder.910 lbs. [35.9 0 0 ft.660 m i.5 5 4 (all U .] (norm al loaded). sh ow n here in 1935. D im ensions: span 104 ft. C onsolidated received a developm ent contract in O ctober 1933 to build a flying proto­ type o f its proposed M odel 28 under the designation XP3Y-1. w ing area 1.). In term s o f sheer num bers. o f bom bs.] max.-bu ilt version s) Powerplant: two 900-hp [1. 2 in. Both aircraft were sched­ uled to be delivered to the N avy for com petitive trials in early 1935. sem i-cantilevered wing that dis­ pensed w ith all but a pair o f diagonal lift struts on each side. and versatility.50-calibre] machine guns in the w aist [blister] p osition s.] (m ax. variable-pitch [constant-speed] m etal propellers.545 m i. Performance: m ax.30-caliber m achine guns in a nose turret. speed 177 mph [179 m ph]. ft. twin-row airco o led radial en gin es driving three-bladed.4 4 7 lbs. takeoff. [33.] em pty. ceilin g 2 0 . length 65 ft. T rials carried out afterw ard dem onstrated a significant im provem ent in perform ance over earlier patrol boat types. the prototype w as returned to the factory for changes that included lengthening the nose eighteen inches to accom m odate an enclosed gun turret. and installation o f 900hp R-1830-64 engines. A n o th e r 240 w ere c o m p lete d by B o ein g o f C a n a d a as th e P B 2B -1. the XP3Y-1 m ade its first flight. 1935. 1928-1945 97 PBY-1 sh ow n se r v in g w ith Pearl H a rb o r-b a sed V P -6 in 1937. The entire airframe w as to be clad in m etal except for fabric-covered control surfaces and w ing section aft o f the main spar. On M arch 21. T h e o rd er o f 100 P B Y -ls and 2s in 1935 and 1936 rep resen ted an across th e fleet u p g ra d e o f th e N a v y ’s patrol b oat force. denoting new naval emphasis on the bom bing role o f the overall patrol m ission.Part II: The Golden Era. after being shipped by rail to Naval A ir Station A nacostia. the designation w as changed to PBY-1. C onstruction o f the prototype w as com pleted at C o n so lid ated ’s Buffalo plant in early 1935 ju st prior to the co m pany’s m ove en m asse to San Diego. redesigned vertical tail surfaces. In the interval. C onsolidated bid a low er unit cost ($90. 1.000 each) and consequently received a contract to produce sixty aircraft as the P3Y-1. D uring the fall o f 1935.533 P B Y -5s w ere b u ilt by C o n so lid a te d before and d u rin g World W ar II. and w hile the D ouglas XP3D-1 com pared favorably. . retracted flush into the w ings to form the tips and a fully-cantilevered cruciform tailplane. The m ost n u m erou s C a ta lin a v a r ia n t. PBY-ls began entering service with Pearl Harbor squadrons during the fall o f 1936. As deliveries o f production aircraft proceeded.98 American Flying Boats and Amphibious Aircraft Shortly after being redelivered and test flown on May 19. three Model 28-2s . BuAer held yet a second competition between the XPBY-1 and the substan­ tially modified Douglas XP3D-2. then with VP-12. Five civil Model 28s were sold in 1937 and 1938: one Model 28-1 to an Amer­ ican explorer who re-sold it to the Soviet Union for an Arctic rescue mission. initially with VP-11.443 miles. In mid-1936. the revised XPBY-1 posted a record non-stop flight o f 3. with the result that Consolidated prevailed again. 1936. receiving a con­ tract in July 1936 to manufacture fifty more aircraft as the PBY-2. which differed from the PB Y -1 only in small details. 1928-1945 99 Identical to th e N avy P B Y -5A . as part its plan to replace older aircraft. to the Soviet U nion.000-hp R-1830-66 engines. nam ing the aircraft G uba . then re-sold it to G reat Britain in 1940. and by A ugust 1938. an OA-IO is d e p ic ted in p o stw a r m a rk in g s o f th e U S A F A ir R escu e Service. along w ith the license to build the type in R ussia.050-hp R-1830-72 engines. w hen the last -3 had been delivered. and one M odel 28-3 to the sam e explorer who.Part II: The Golden Era. including five based at Pearl H arbor and two in the Panam a C anal Zone. fourteen Navy patrol squadron were equipped with PBY-ls. The last three PBY-4s w ere com peted w ith blister-type enclosures over the waist gun- . PBY-3s began entering service in late 1937. In D ecem ber 1937. This P B Y -6A is sh ow n in w a r tim e co lo r s d u rin g th e last yea r o f the war. BuA er awarded C onsolidated another contract in N ovem ber 1936 to m anufacture sixty-six PBY-3s. w hich would be pow ered by 1. As N avy production continued. w ith the last being delivered by Febru­ ary 1938. -2s. B uA er ordered thirty-three PBY-4s to be powered by 1. S even ty-five w en t to the USAAF as th e O A-lO B and a n o th er 48 w ere len d -le a se d to th e Soviet U n ion . In a move designed to upgrade substantially all o f the N av y ’s old patrol boat fleet. sub­ sequently operated it in N ew G uinea. pow ered by W right R-1820 C yclone engines. w ith the first exam ples reaching operational service during 1938. and -3s. the first PBY-2s reached VP units in m id-1937. Australia. in connection with a general expansion o f naval aviation prompted by the start o f World War II in Europe and increasing tensions with Japan in the Far East. between 400 and 1. Navy or the RAF were frequently re-allocated to other users. a feature that became standard on future models. 1.S.533 PBY-5 variants: 516 PBY-5s and 710 PBY-5As for the U. radar. During the same time period. 1939. Navy. when remaining production o f the type was allo­ cated to the Soviet Union under Lend Lease. BuAer directed that the last PBY-4 be returned to the factory and con­ verted to an amphibian having tricycle retractable landing gear. Army Air Force as the OA-lOB. and the final Consolidated variant. and 225 lbs. Besides American production by Consolidated and NAF. self-sealing fuel tanks. o f which 139 went to the RCAF as the Canso A and 230 to the U.200-hp R-1830-82 engines (using 100-octane fuel). This aircraft was flown on Novem­ ber 22. The exact distribution o f PBY variants among U. Boeing o f Canada manufactured another 362 examples: 240 as the PB2B-1/Catalina IVB (PBY-5). and 12 PBY-5As to Dutch forces in the East Indies. The USAAF had previously acquired fifty-four PBY-5As that were taken into service as OA-lOs and used for search and rescue. BuAer ordered 200 PBY-5s. Seventy-five PBY-6As were redirected to the U. and Allied combatants during World W ar II is made difficult by the fact that aircraft originally delivered to the U. but. in order not to disrupt PBY-5/-5A production.S. at which point all PBY production ceased. terminated in January 1945. and radar over the cockpit. and from mid-1942. a Model 28-5 sold to Great Britain became the first American military aircraft to be delivered by transatlantic flight. and 67 as the PB2B-2A/Catalina VI (PBY-6A).303-calibre guns with twin mounts in the blisters. and New Zealand.S. Louisiana. six . the British Model 28-5Ms differed in having R-1830-S1C3G engines. 167 PBY-6As. Approximately 700 were delivered to the RAF as the Catalina . In December 1939. 225 PBY-5Bs (non-amphibious Catalina IB) and 70 Catalina IVAs (amphibious) supplied to Great Britain under Lend Lease. From 1939 to possibly as late as 1948. Australia. addition o f one more . Consolidated opened a second assembly line in 1943 at a new plant located in New Orleans. Canada.50-calibre guns in the waist blisters. In March 1939 a civil Model 28-4 was delivered to American Export Airlines and in July 1939.100 American Flying Boats and Amphibious Aircraft ner’s position. self-sealing fuel tanks. Most PB2B variants were allocated to the Britain. only seventeen PBNls had been delivered to the Navy by early 1943. Army Air Force as the OA-IOA. as events turned out. Improve­ ments incorporated to -5 variants during their production life included a twenty percent increase in fuel capacity.S. together with a further 33 exam­ ples completed as amphibious PBY-5As. plus another 48 went to the Soviet Union. Taken into RAF service as the Catalina I. A proposed redesign o f the hull (lengthened eighteen inches with a more pointed bow and a longer rear step).000 hp. o f extra armor plating around the gunner’s positions. 167 PBY-5s had been delivered to the Navy. and a taller fin and rudder resulted in the Naval Aircraft Factory PBN-1 Nomad. plus an upgrade to . being eventually absorbed by Great Britain. 114 Navy PBY-5 variants were trans­ ferred to various Coast Guard units. Consolidated received addi­ tional orders for 174 essentially similar Model 28-5Ms to be delivered to Great Britain. following the German conquest. were produced at New Orleans from January to September 1945.S. 731 PBY-derivatives were built in Canada in 1944 and 1945.000 Model 28-2s (PBY-2) were license-produced in Russia as the Amtorg GST (Gidro Samolyet Transportnyi = hydro aircraft transport). engine upgrades. PBY-5s featured a squared off rudder.S. The first Navy PBY-5 was accepted in September 1940 and the second delivered to the Coast Guard shortly afterward. the Navy ordered NAF to manufacture 156 PBN-ls. the largest Navy procurement o f a single type o f aircraft since World War I. The PBY-6A differed in having the taller PBN-1 tail. Soviet versions were powered by either Milukin M-62 or Shvetsov ASh-62IR 14-cylinder radial engines having a horsepower rating from 900 hp to 1. PBY-5/-5A production in the U. 55 as the PB2B-1A/Catalina V (PBY-5A).30-calibre gun to the nose turret. Wartime contracts resulted in orders being placed with Consolidated for an additional 1. Between 1942 and 1945. France. Canadian-Vickers (later Canadair) completed 369 PBY-5As (BuAer des­ ignation PBV-1). the French order. and Canada. In July 1941. In order to expand the type’s mission versatility. By December 1941. two . as the XPBY-5A. To keep pace with PBY demand.50-calibre guns in the bow turret. antisubm arine w arfare (A SW ). II. sur­ face attack. M odified e x -m ilita r y P B Y -5A o p e r a tin g w ith A la sk a A ir lin e s in th e 1960s. and len gthened hu ll a fter b o d y are e v id en t. an RAF C oastal C om m and C atalina located the G erm an battleship Bismarck as it w as attem pting to evade the Royal N avy. They saw extensive use in both the Pacific and A tlantic theaters in a variety o f roles that encom passed m aritim e reconnaissance. P ro d u ctio n w as sh ifte d to N A F to preven t C o n so lid a ted from retooling the PBY-5 p r o d u ctio n lin e. 138 PB N -ls (one destroyed prior to delivery) and forty-eight PBY-6As were supplied to the Soviet U nion. 1928-1945 101 Naval A ir cr a ft F actory PBN -1 sh ow n in d a p p le d p a in t sc h e m e. By the end o f the war. A u stralia (R A A F) w as operating 168 C atalinas o f various m arks and N ew Z ealand (R N Z A F) had acquired fifty-six. on A pril 4. N ote a d d itio n o f sid e w in ­ dows plu s a irsta ir d o o r at th e rear. On M arch 26. IB. the RCA F received ten C atalina Is. and even tran sp o rtatio n w hen the need arose.Part II: The Golden Era. m ore p o in ted bow. an RCA F C atalina spot- . In addition to 185 C anadian-built exam ples. and fourteen IIs. 1942. eight IBs. 1941. I and IA (M odel 28-5). T h e ta lle r fin. III. and IV (PB 2B -2A ). and IVB (C anadian-built PB2B-1). search and rescue. As previously m entioned. all Catalina Vs (PB2B-1A) going directly to C anada. The w artim e record o f PBY s and C atalinas w as legendary. twin-row air-cooled radial engines driving three-bladed. ceiling 20. Weights: 40. depth charges. one flexible . ft. some report­ edly remaining in service until the 1970s. due to their range.780 sq. accounted for the sink­ ing o f 112.. mail and freight. speed 223 mph. many ex-N avy PBYs and ex-R A F Catalinas were transferred to foreign air forces and navies around the world. Starting in 1951. while many PBY-5As and -6As continued in post-war units. there was only one active fire-bomber still in service: PBY-6A. cruise 141 mph. Mexico. Inc. South Africa. and M ariana Islands). After World War II.500 ft. Dominican Republic. 2.000 lbs.50-caliber machine guns in a pow­ ered dorsal turret. Philippines. Sweden. length 79 ft. Transocean Airlines. Indone­ sia. Antilles Air Boats used PBY amphibians for charter work in the Caribbean through the 1970s.102 American Flying Boats and Amphibious Aircraft ted a Japanese carrier task force on its way to attack the Royal N avy’s Indian Ocean Fleet.50-caliber machine guns in a powered nose turret. Ecuador.S. Denmark. Inc. and Uruguay. Norway. Consolidated . non-amphibious PBY-5s were rapidly phased-out o f Navy and Coast Guard service. discussed in detail in the Historical Overview to Part II.50-calibre machine gun in each waist position. and two .700 tons o f Japanese merchant shipping and significant damage to at least ten Japanese warships. Israel. 3 in. (max. but to also operate as long-range bombers from widely dispersed sea bases. 0 in. Iceland. constant-speed metal propellers outboard and four-bladed. max takeoff (not listed). and/or torpedoes carried in wing bays. range 1. Forest Service contractors (e.” several squadrons o f Navy PBYs based in the Pacific were specially outfitted to operate as night convoy raiders. These aircraft. two . empty. and many U.. At the time o f this writing. Navy PBYs. a Navy PBY-5 discovered the Japanese carrier force en route to Midway Island. specialized Navy Air-Sea Rescue squadrons were first formed in the Pacific in April 1944. Marshall..370 mi.370 mi. in Washington state. civil reg­ istration N95U. Performance: max.). Dimensions: span 115 ft.200-hp Pratt & Whitney R-1830-88 Twin Wasp 14-cylinder. long-range military transport. In a nutshell. In the Atlantic ASW campaign. Armament: two . Flying boats were particularly suited to fire-bombing because they could be fitted with scoops that allowed them to skim over lakes to refill their water tanks. During the early Pacific war especially.g. aircraft like the PB2Y were envisaged as not only serving a traditional maritime patrol function. Columbia. Total produced: 217 (all versions) Powerplant: four 1. 1942. and on June 4. Many surplus PBYs also found their way into civilian hands during the post-war period. While PBYs were renowned for picking up downed fliers in the water.495 lbs. Johnson Flying Service. carrying passengers. fully-reversible propellers inboard.e. Once World War II ended. including Brazil. In the 1950s and 1960s. Peru. PBYs were employed by government agencies in geo­ logical surveys.000 lbs. 68. Consolidated PB2Y Coronado (1937) TECHNICAL SPECIFICATIONS (PB2Y-3) Type: 10-place naval patrol boat. California. Caroline. The Consolidated PB2Y was one o f several large...50-caliber machine guns in a powered tail turret. based in Oakland. Navy PBYs and RAF Catalinas were credited with sinking forty German U-Boats. painted flat black and fitted with new magnetic anomaly detection (MAD) equipment. Known as the “ Black Cat Raiders. were frequently used to ferry personnel and supplies. normal gross. Originally proposed to BuAer as the company Model 29. operating with USAAF OA-lOs organized for the same function. operated by Fireman. The very last PBY-6As were retired from the Coast Guard in 1954 and from the Navy in 1957. Northern Consolidated Airlines o f Alaska operated a number o f PBYs out of Fairbanks. A half dozen or so PBYs owned by private individuals and organizations are reported to still be in airworthy condition. maintained a fleet o f four PBY-5As to serve its routes in Micronesia (i. primarily in the air-searescue role. plus up to 8. Chile.) flew PBYs in the aerial fire-bombing role. wing area 1. some being configured especially to carry droppable life boats. four-engine flying boats (see Sikorsky PBS and Martin PB2M) conceived to fulfill the N avy’s “Sky Dreadnought” concept. (normal loaded). of bombs. 1928-1945 103 received a contract on July 27. ft. a cruciform tail group with a single fin and rudder. by comparison. . to built one flying prototype under the designation XPB2Y-1. Its higher aspectratio wing.) that was approximately thirty percent higher than that o f the contemporaneous PBY-2. Except for moveable control surfaces. A very clean overall con­ figuration was achieved by housing all droppable munitions in flush bays under the wings. offered a much deeper hull having a fully-cantilevered wing mounted directly atop the fuselage without any supporting pylon. per sq.e.Part II: The Golden Era . While sharing some characteristics in common with its PBY predecessor such as folding wing floats. swept from the leading edge. carried a load factor (i. the design o f the XPB2Y-1. 1936. and a bow projecting in front o f the nose turret.. 30 lbs. the entire structure was skinned in stressed aluminum. 1937. Further testing revealed continuing stability problems together with the need to improve the hydrodynamic characteristics o f the hull planing surfaces. with the result that finlets were added to the horizontal stabilizers after the third flight. The prototype returned to the fac­ tory and emerged in mid-1938 with totally redesigned empennage in which twin circular fins and rudders had been end-mounted to a new horizontal stabilizer that possessed about six degrees of .104 American Flying Boats and Amphibious Aircraft After a construction period o f slightly less than eighteen months. the XPB2Y-1 made its first flight from San Diego on December 17. Serious problems with directional stability were imme­ diately encountered. after w hat am ounted to a virtual redesign o f the hull.” In M arch 1939. The hull o f the -2 w as deepened to such an extent that the w ing w as m oved dow n to a shoulder po sitio n on the fuselage. in late 1937. but were stripped of arm am ent and used as transports. California. Directional control problems resulted in the addition of finlets and. B uA er authorized C on­ solidated to proceed w ith the construction o f six PB2Y-2s. but no pro d u ctio n was ordered at that tim e. Thirty-three more went to Great Britain as the PB2Y-2B. One of 177 PB2Y-3 patrol bomber variants delivered to the Navy in 1942 and 1943. T he N avy accepted the XPB2Y-1 follow ing su itab ility trials. Both stream lining . twin fins. dihedral.Part II: The Golden Era. later. To enhance hull perform ance. The aircraft w as th ereafter assigned to the A ircraft S couting Force as the ad m i­ ral’s “flagship. the rear step had been lengthened to extend nearly halfw ay to the tail. 1928-1945 105 XPB2Y-1 shown in original configuration in front of Consolidated’s plant in San Diego. the 41 rem aining airfram es w ere consigned to Rohr A ircraft Corp. now resides at the Naval Aviation Museum in Pensacola.000 lbs. 177 to be delivered to the N avy as the PB2Y-3 and thirty-three to G reat Britain as the PB2Y-3B.. The -3Rs. especially in the Pacific. N ew g u n n er’s positions appeared as a dorsal blister behind the w ing and circular w indow s on each side in the waist. PB2Y-3s refitted w ith low -altitude R-1830-92 engines (single-stage superchargers) returned to serv­ ice as PB2Y-5Rs.. another PB2Y-2. H eavier by 5. after being fitted w ith W right R-2600 Twin Cyclone engines. later reappeared as the XPB2Y-4. and as events turned out. could be bet­ ter utilized as over-ocean transports. Production PB2Y-3s began reaching patrol squadrons during the sum m er o f 1942. but by that tim e. PB2Y-3s modified as transports returned to service as the PB2Y-5R. C onsolidated received a contract for 210 production aircraft. w hen 136 PB2Y-3s had been delivered. where they were stripped o f arm am ent and used exclusively as transatlantic transports. o f arm or protection in vital areas. m odified to the revised production standard.000 feet (the fastest o f the series) and norm al range was nearly tw ice that o f the PBY-5. W hile em pty w eight had risen 7. surplus dem and for the PB2Y s w as practically non-existent. In O ctober 1943. 2. Enlarged fins and rudders now resem bled those o f the M odel 31 (see P4Y). the PB2Y-3 featured self-sealing fuel tanks. The N av y ’s c h ie f concern over production o f the type was not perform ance but cost: three PB Y s could be procured for the price o f one PB2Y (approx. Florida. and naval planners believed larger num bers o f tw in-engine patrol aircraft spread over a g reater area o f ocean form ed a better long-term m ilitary strategy. 1940. to be com pleted as unarm ed PB2Y3R transports. $300. and those also receiving a new cabin arrangem ent for tw enty-five m edical litters becam e the PB2Y-5H.700 lbs.106 Am erican Flying Boats and Am phibious Aircraft and hydrodynam ics were im proved by fairing the bow sm oothly into a reshaped nose turret. All PB 2Y s w ere w ithdraw n from N avy service soon after the war ended. Follow ing delivery. and four more had been accepted by mid-1941. the N avy used the five PB2Y-2s m ainly for operational training and evaluation. The sixth PB2Y-2. N am ed “Coronado” by the factory. less. m ost PB2Y-3s were w ithdraw n from patrol units and subsequently m odified to serve as transports.. top speed o f the new variant increased to 255 m ph at 19. Since there w as very little com m ercial need for large flying boats in the im m ediate post-w ar period. dorsal. w eighing 8. O nly ten PB2Y-3Bs w ere ultim ately delivered to Britain.000 lbs. plus two flexible waist guns. w ith their capacious hulls and superior range. o f cargo. . and available horsepow er was boosted fifteen percent by an upgrade to R-1830-78 engines. and tail positions.000 lbs. In N ovem ber 1940. flew in D ecem ber 1941 as the XPB2Y-3. even before the first PB2Y-2 had been accepted. tw in-gun pow er-operated turrets in the bow. PB4Y L iberators) cam e into service to assum e the m aritim e patrol role. A nd as more Navy land-based aircraft (e.500 lbs. The only know n surviving exam ple.000).g. the first PB2Y-2 was delivered to the N avy on D ecem ber 31. O ne w as sold to billionaire Howard H ughes. the Sky D readnought concept had been overtaken by N avy plans to build up a fleet o f fast carriers using sm aller aircraft to bom b targets. The last 41 PB2Y-3s were completed by Rohr Aircraft Corporation and returned to service as PB 2Y 3R long-range transports. could be configured to carry up to forty-four passengers or 16. a PB2Y-5R. it appeared that the PB2Y s. 50-caliber machine guns in a powered dorsal turret. two . range 2. . two . twin-row air-cooled radial engines driving three-bladed. 3. ceiling 21.. depth charges. Armament: one 37-mm cannon in a nose turret.000 lbs. Total produced: 1 Powerplant: two 2.334 lbs.000 lbs. 46. Dimensions: span 110 ft. Weights: 29. cruise 136 mph. length 74 ft. normal gross. empty..). wing area 1. (max.000 lbs. (normal loaded). 1928-1945 107 Consolidated P4Y (Model 31) Corregidor (1939) TECHNICAL SPECIFICATIONS (XP4Y-1) Type: 52-passenger commercial transport.50-caliber machine guns in a powered tail turret. constant-speed metal propellers. 1 in.400 ft. of bombs..280 mi. Performance: max. 10-place naval patrol boat. 48. speed 247 mph. and/or torpedoes carried externally. max takeoff. ft.048 sq.Part II: The Golden Era.300-hp Wright R-3350-8 Double Cyclone 18-cylinder. plus up to 4.300 mi. 0 in. com pany president. Fleet authorized L addon to proceed w ith a new flying boat design that w ould integrate the Davis w ing w ith a hull sim ilar in configuration to that o f the PB2Y. Davis approached Reuben H. The engines selected. In 1938. In general. the floats w ere m ade to fold inw ard against the w ing undersurfaces. Fleet. The shape and arrangem ent o f the M odel 31’s tw in fin tail group benefited from Consoli- The Model 31 prototype. chief engineer. w hen aeronautical engi­ neer D avid R. The structure utilized the advanced technique o f flush-riveting the alum inum skins to the m etal frame­ w ork o f the w ings and fuselage. .e. To accom m odate the narrow chord o f the w ings. the decision to adopt a tw in-engine (instead o f a fourengine) layout w as undoubtedly influenced by B u A er’s recent procurem ent o f the M artin PBM (see below ). Davis claim ed that his design w ould gen­ erate lift at very low angles o f attack and thereby elim inate m uch o f the induced drag o f the wing.108 Am erican Flying Boats and Am phibious Aircraft The origins o f the C onsolidated M odel 31 can be traced to m id-1937. shown here. experim ental W right R -3350s. the “ Davis w ing”) to large flying boats.. Laddon. w ith the aim o f producing an experim ental d em onstrator that could potentially be offered to the com m ercial m arket. h igh-aspect-ratio planform utilizing a relatively thick airfoil section at the center o f pressure. w ith the idea o f incorporating his patented w ing design (i. M oveable control surfaces w ere o f fabric-covered m etal construc­ tion. w ere the m ost pow­ erful A m erican-m ade aircraft engines in existence but had yet to be tested on a flying aircraft. T hough not built to a m ilitary specification. dem onstrating that the Davis w ing produced greater aero­ dynam ic efficiency that any w ing yet tested. the w ing com prised a narrow -chord. incorporated the Davis and was the first type of aircraft to fly with W right R-3350 engines. A series o f w ind tunnel tests (financed by C onsolidated) conducted afterw ard at Cal Tech exceeded even the m ost optim istic expectations. and Isaac M. A lthough B uA er evinced no interest in the project at the start. after re-organization as Curtiss-W right C orp. and was also the first aircraft to fly w ith R -3350 engines.. single-engine m ilitary fighters. and installation o f dum m y gun turrets. observation. In m id-1943. 1928-1945 109 XP4Y-1 depicted in wartime colors. In A pril 1942.e. A fter no com m ercial orders for the M odel 31 m aterialized. the com pany w as very active in N avy floatplane design from 1934 to 1945 (i. and together w ith the Davis w ing. C onsolidated em barked upon a cam paign to sell the N avy a m ilitary variant that w ould be revised to a patro l-b o m b er specification. The N ew O rleans plant w as instead used to open a second assem bly line o f PBYs.. A lthough C urtiss com m anded a leading position in A m erican flying boat design and develop­ ment from 1912 through the end o f the W orld War I. tw in-engine landplanes and lightplanes. production w as cancelled due to the fact that all R -3350 engines were being allocated to the B-29 program for an indefinite tim e. R evisions to the prototype during alm ost two years o f testing included raising the em pennage to accom m odate a tail tu rret. The factory nam e C orregidor was assigned but never officially adopted. the N avy finally purchased the M odel 31 under the designation XP4Y-1. before the P4Y1assembly line had been tooled-up. A lthough. and to a lesser extent. C onsolidated nonetheless continued the test program at its own expense. ordered the type placed into production as the P4Y-1 at a new plant to be established in N ew O rleans. w ould be seen again in the design o f the M odel 32 (X B -24). Louisiana. . it m ade no effort to reen ter the m ilitary or com m ercial m arket w ith large flying boats. The retractable tip floats and bow skirt are evident in this pho­ tograph. the co m p an y ’s creative focus after 1920 shifted to other types o f aircraft. Allocation of all R-3350 engine production to the B-29 program caused P4Y production to be cancelled. the M odel 31 established its e lf as the fastest flying boat in the w orld. and SC). and attack aircraft.Part II: The Golden Era. and soon afterw ard. 1939 under civil registration num ber NX21731. dated’s previous experience w ith the PB2Y. nam ely. Soon after m aking its first flight on May 5. SOC. S 0 3 C . Curtiss-Wright Airplane Co. adding a cu ff that w idened the plan­ ing surfaces o f the forw ard hull. empty.135 lbs. 3 in.110 American Flying Boats and Amphibious Aircraft Curtiss A-l. . ft.400 ft.. 6 in. loaded.. Total produced: 2 Powerplant: one 165-hp Wright J-6-5 Whirlwind 5-cylinder air-cooled radial engine driving two-bladed fixed metal propeller. range 450 mi. Performance: max. B-l Teal (1930) TECHNICAL SPECIFICATIONS (A-l) Type: 3 to 4-seat civil amphibian. cruise 85 mph. wing area 249 sq. Dimensions: span 45 ft. 2. length 30 ft.959 lbs. speed 100 mph. Weights: 2. ceiling 10.. Although the Teal’s design was fairly advanced for its day.). speed 80 mph (est. range (not reported). Curtiss CW-3 Duck (1931) TECHNICAL SPECIFICATIONS (CW-3L) Type: 2-seat civil am phibian. The aircraft shown (N12325) is the CW-3L. none w ere sold. only three were completed. . 1. The single pusher engine w as m ounted above the w ing on struts and its m anually-operated landing gear could be retracted to the sides o f the hull. 6 in. single step hull and fully-cantilevered. T he C urtiss A -l Teal w as first flown in 1930 as an effort to introduce a sm all flying boat o f rel­ atively m odern design to the civilian airplane m arket. Dim ensions: span 39 ft. w in g area (not reported). ceilin g (not reported). Performance: max. plus the nation was in the grip o f a w idespread econom ic depression that ruined the market for civilian aircraft.200 lbs.. 1928-1945 111 N969V pictured here is the A-l. the private aircraft m arket had all but disappeared by the time it flew. Efforts to offer an amphibian version of the CW-1 Junior were not successful. powered by a 90-hp Lam bert R-266 engine. and as a result. Weights: em pty (not reported). C urtiss w as in the m idst o f a m erger and reorganization. It cam e w ith innovative features such as an all-alum inum .Part II: The Golden Era. At the tim e the Teals w ere being com pleted at the G arden C ity plant. the first of two Teals built. w ooden-skinned w ings sim ilar to those o f the contem poraneous L ockheed Vega. Total produced: 3 Powerplant: one 90-hp Lambert 7-cylind er air-cooled radial engine driving a tw o-bladed fixed metal pro­ peller. In 1930 the fol­ low-on B -l w as introduced w ith a m ore pow erful 225-hp J-6-7 engine and an extra seat. length 21 ft. gross (est. 3 in.).. The first example was initially tested with a 60-hp Velie radial but soon retrofitted with the more powerful Lambert as the CW-3L. The CW-3 Duck appeared the same year as a small flying boat version having twice the horsepower. . For water operations. the landing gear was redesigned to rotate upwards and stabilizing floats were added below the lift struts. Efforts to sell the CW-3 were unsuccessful. and the last o f three built was equipped with a 90-hp Warner Scarab Junior as the CW-3W. and the proj­ ect was shelved.112 American Flying Boats and Amphibious Aircraft One o f Curtiss’ more successful civilian designs (reportedly the work o f Walter Beech). the two-seat. both wings failed and the aircraft plunged to the ground. and 270 were ultimately produced. parasol wing CW-1 Junior was introduced in 1931 with a 45-hp Szekely three-cylinder engine for a price o f $1. however. The plywood hull was made up of a tubular steel CW-1 fuselage that had been modified with a V-chine bottom.490. in the midst o f a loop. One CW-3 was the subject o f a fatal air show crash that occurred at Miami in 1932 when. speed 151 mph. Performance: max. cruise 125 mph. Total produced: 3 Powerplant: one 365-hp Wright R-975 9-cylinder air-cooled radial engine driving a two-bladed fixed metal propeller. 4.650 lbs. Dimensions: span 40 ft.Part II: The Golden Era. Curtiss-Courtney CA-1 Commuter . empty. range 550 mi.. wing area (not reported).. 1928-1945 113 Curtiss CA-1 Commuter (1935) TECHNICAL SPECIFICATIONS Type: 5-seat civil amphibian. ceiling 14. 0 in.. loaded.980 lbs. length 31 ft. Weights: 2.000 ft. 0 in. then in 1923. but sim ilar efforts to establish itself in the growing flying boat m arket w ere ultim ately disappointing. was the first A m erican aircraft to lift its own w eight in payload. the board im posed a remark­ ably obsolete requirem ent that the aircraft be com pleted in a biplane layout w ith a pusher engine. w ere later sold to Japan. Douglas Aircraft Co. However. w hile the w ings used old-fashion ed w ooden ribs and spars. As a flying boat design o f the m id-1930s. C urtiss’ hierarchy decided against production despite above-average performance. Hull design by Edo Corporation was exceptionally mod­ ern.114 Am erican Flying Boats and Am phibious Aircraft The first of three CA-ls built is shown here. construction was thereafter lim­ ited to the three exam ples authorized and production was never undertaken. O ne o f the g reatest nam es in aviation. D ouglas and D avid R. Soon afterw ard. D ouglas received its first m ilitary production contract for the N av y ’s DT land and floatplanes. D uring the 1930s. flight-testing o f the CA-1 carried out in early 1935 revealed good overall perform ance for a civilian plane o f that day. in 1920. D ouglas enjoyed spectacular success with landplane designs and to a lesser extent. A nother innovative feature w as a tricycle landing gear system in w hich the nose gear retracted straight up into a vertical fair­ ing and the m ain gear into recesses in sides o f the hull. C alifornia. am phibians. But rather than give C ourtney free rein on the design. the C urtiss CA-1 C om m uter represents a study in contrasts. the D ouglas A ircraft Co. All three CA -ls. Its first design. w as selected by the A rm y to build the D ouglas W orld Cruisers for an around the w orld attem pt. The m odern alum inum hull o f the first CA-1 w as actually built by the Edo C orp. was established by Donald W . D espite the biplane configuration. to Courtney’s specifications. . It arose in 1933 after British aircraft designer and pilot Frank C ourtney convinced Curtiss-W rig h t’s board o f directors to approve developm ent and construction o f a 5-seat am phibian for the civil m arket. includ­ ing their design data and rights. Davis at Santa M onica. The problem of tail­ heaviness inherent to pushers w as solved by m oving the engine to the leading edge o f the upper w ing and connecting it to the propeller by m eans o f an extension shaft. the Liberty-powered C loudster biplane o f 1921. 309 mi. speed 114 mph.30-calibre machine gun in bow. cruise 94 mph ... ceiling 10. 1928-1945 115 Douglas PD (1929) TECHNICAL SPECIFICATIONS Type: 5-place naval patrol boat. range 1. ft.988 lb. empty. gross. 2 in. and up to 920 lbs.900 feet. Performance: max. one flexible .162 sq. 14. Armament: one flexible . length 49 ft. Total produced: 25 Powerplant: two 525-hp Wright R-1750 Cyclone (later 575-hp R-1820) 9-cylinder air-cooled radial engines driving three-bladed.319 lbs.Part II: The Golden Era.30-calibre machine gun in rear cock­ pit. Dimensions: span 72 ft. 10 in. of bombs in underwing racks. wing area 1. ground-adjustable metal propellers. . Weights: 8. O ther than engine nacelles w ith flat top and bottom profiles. cruise 110 mph . the Douglas PD-1 appeared in 1929 as the first production deriv­ ative of the NAF PN-12 and was p art of a broad Navy effort to replace older patrol boats like the H16 and F-5L. range 660 mi. ground-adjustable m etal propellers. Armament: N on e.. ft. C om pleted in July 1930 as the non-am phibious Sinbad under civil registration NX145Y. As deliveries proceeded. gross. C-21. PD -ls were con­ structed according to the PN-12 specification w ithout variation. Douglas Sinbad. The first o f four flying boat types to be m anufactu red to the specification o f the Naval Aircraft Factory-designed PN-12.900 feet. the career o f the PD-1 w as relatively brief. Dolphin (RD. -26. OA-3 and -4) (1930) TECHNICAL SPECIFICATIONS (RD-4) Type: 8-place civil and naval utility amphibian. D im ensions: span 60 ft.7 3 7 lbs. A fter flight-testing revealed the need to raise the thrust line. em pty. Like m ost o f the N av y ’s second generation o f biplane patrol boats.116 A m erican Flying Boats and Am phibious Aircraft Shown here from the rear quarter. Doug­ las’s first in-house flying boat design w as initially conceived as a “ flying y ach t” to be offered on the civilian m arket. Hawaii. W eights: 6 . Performance: max. w in g area 592 sq.. The S inbad appeared as a m onoplane having an all-m etal hull o f semi-monocoque construction and a tw o-spar cantilevered w ing covered in plyw ood that featured slotted. D ouglas received a contract from B uA er on D ecem ber 27.4 6 7 lbs. and -29. the engines w ere m oved above the wing . 10 in. but the first production PD -ls w ere listed as having been accepted and placed into service w ith San D iego-based V P-7 in June 1929. The actual date o f the first flight w as not reported. Total produced: 59 (all version s) Powerplant: two 450-h p Pratt & W hitney R -1340-96 Wasp 9-cylind er air-cooled radial engines driving a tw o-bladed. It w as the first N avy flying boat to be manufac­ tured in quantity since W orld War I and also the first flying boat o f any type to be com pleted by D ouglas A ircraft. speed 147 mph. ceilin g 14. 1927 to build tw enty-five aircraft under the designation PD-1. 9. the type also equipped both V P-4 and V P-6 at Pearl H arbor. 3 in. and all had been w ithdraw n from active service by the end o f 1936. the 300-hp W right J-5C W hirlw ind engines were m ounted directly above the w ing and encased in nacelles that blended-in w ith its upper surface. Han­ dley Page type ailerons. In original configuration. length 45 ft. One of two RD-2s ordered by the Navy in 1932. This example entered service in 1933 with the Utility Unit based at Coco Solo in the Canal Zone. the S inbad was sold to the C oast G uard in March 1931 for $31. In the Sinbad’s orig­ inal configuration as NX145V. equipped w ith am phibious landing gear and 400-hp Pratt & W hitney .Part II: The Golden Era. W hen no civilian buyers surfaced. on struts. The im proved D olphin.500. 1928-1945 117 The Sinbad prototype after being modified and sold to the Coast Guard in 1931. along w ith an auxiliary airfoil m ounted betw een the conical engine nacelles to add stru c­ tural support and lift. w here it w as operated for a period o f tim e as call-sign “24 G ” w ithout a military designation but later sim ply listed as the “ RD ” w ith no num eric suffix. the engines were mounted directly above the wings in streamlined nacelles. they completed close to 40. were sold in June the same year to the W ilmington-Catalina Airline where. over the next ten years. Army Air Corps as the Y1C-21 (Y1 = service test) and another to the Navy as the XRD-1.118 American Flying Boats and Amphibious Aircraft R-1340 engines. both delivered in late 1931. Twenty-three more Dolphins vari­ ants were procured for the Navy and the Coast Guard between 1932 and 1934: three RD-2s in early 1933. M ilitary orders followed for Whirlwind -powered (350hp R-975-3s) examples. powered by 450-hp Pratt & Whitney R-1340-10 . one for the U.000 crossings without incident. two to the Navy and one to the Coast Guard. and two. known as the Dolphin 1 Special. emerged in early 1931.S. as the C -29. w as com pleted as a personal transport for W illiam E. Civilian D olphins. Due to a change o f the U SA A C ’s desig­ nation system in the m id-1930s. and ten RD -4s in late 1934 to the Coast Guard. and the C26A the OA-4B.Part II: The Golden Era. o f w hich sixteen (including the two D olphin 1 Specials) are estim ated to have been built betw een 1931 and 1934. the Y1C-26 the OA-4. pow ered by 350-hp R -985-9 engines. as the Y1C-26. po w ered by 3 00-hp P ratt & W hitney R -985-A engines. then another O A-4B becam e the OA-4C w hen m odified w ith experim ental tricycle landing gear.S. In 1936 and 1937. as the C-26A . subsidiary. 1928-1945 119 Sixteen Dolphins were delivered to civil purchasers between 1931 and 1934. NC14208. pow ered by 450-hp R-1340-96 engines. it appears that at least sixteen w ere delivered betw een 1932 and 1933. w hereas Coast G uard versions saw extensive service in the search and rescue role as flying lifeboats. engines. RD -4s rem aining in service w ith the C oast G uard were employed briefly for coastal patrol duties. R oosevelt. however. four in 1932-1933. as the C -26B . In 1934 Pan A m erican A irw ays bought two D olphins that were operated by its C hina N ational Avia­ tion Corp. Navy RDs w ere assigned to utility squadrons and used prim arily as transports. S tandard O il Co. B oeing. Interestingly. was one of two custom-built for the Vanderbilt family. cam e in m any variations as dictated by the preferences o f individual custom ers. . O ne registered as NC 14286 and later christened Rover.S. pow ered by 575-hp R-1340-16 engines. A rm y Air Corps. A fter the U. and two m ore w ere built for the V anderbilt family. six very sim ilar RD -3s in m id-1933 to the N avy. seen here. the Y1C-21 becam e the OA-3. two D olphins (one D olphin 1 Spe­ cial and another from Standard O il) ended up flying in A ustralia w ith the RAAF. O ne aircraft reportedly m anufactured as an RD -2 w as used as a governm ent tran sp o rt by the Secretary o f the T reasury until 1937. entered W orld War II. eight also in 1932. The authorities are in conflict as to the exact num ber o f D olphins accepted by the U. includ­ ing the Y1C-21 m en tio n ed above: tw o in 1932. after W orld War II began. Two RD -3s were subsequently assigned to the M arine C orps to be used as utility transports. pow ered by 350-hp R-985-5 engines. and two w ith enlarged cabins in 1933. but there is no record o f it having been used for such purpose. French industrialist A rm and Esders purchased a D olphin powered by 550-hp R-1340-S1 engines. four O A -4/-4A s and one O A-4B w ere refitted w ith stainless steel wings. acq u ired two w ith 450-hp R-1340-96 engines to be used in overseas operations. O ne o f the N avy R D -2s w as specially outfitted for President Franklin D. depth charges. ceiling 18. 7 in. length 69 ft. (est. Dimensions: span 95 ft.30-calibre machine gun in a bow turret.050 mi. 22. 3.295 sq. empty. (max.120 lbs. variable-pitch metal propellers. 0 in. takeoff. range 2. ft. Performance: max. two flexible . normal gross. 27. OA-5 (YO-44) (1935) TECHNICAL SPECIFICATIONS (XP3D-2) Type: 7-place naval patrol boat. Armament: One .. speed 183 mph. Total produced: 2 Powerplant: two 900-hp Pratt & Whitney R-1830-64 Twin Wasp 14-cylinder air-cooled radial engines driv­ ing three-bladed.120 American Flying Boats and Amphibious Aircraft Douglas PSD.909 lbs. 5-place amphibious military observation aircraft.946 lbs.)..30-calibre machine guns on each side of the dorsal position.) of bombs. max. and up to 4.900 feet.380 mi.(normal loaded). . wing area 1. and torpedoes carried on underwing racks. Weights: 15.000 lbs. Part II: The Golden Era. the YOA-5A shown here. The amphibious version. In D ecem ber 1932 the A rm y gave D ouglas a contract to proceed w ith design w ork on Chief contender against Consolidated’s XP3Y-1 (later XPBY-1) in the Navy’s 1935 patrol boat fly-off. 1928-1945 121 The P3D and its am phibious A rm y co unterpart represented a serious but ultim ately unsuccess­ ful attem pt by D ouglas to gain a share o f the grow ing m ilitary flying boat m arket during the early and m id-1930s. The process actually began as far back as 1932 w hen the N avy and Arm y both expressed interest in a large. . the XP3D-1 reportedly lost the competition because of its higher unit cost. tw in-engine flying boat that could be utilized for either patrol or bom b­ ing m issions. was evaluated as part of an experimental Army project but never placed in production. 000 lbs. Soon afterw ard. ft. On February 6. A rm y A ir Corps.185 lbs.122 Am erican Flying Boats and Am phibious Aircraft The modified XP3D-2 as seen during new patrol boat trials conducted in mid-1936. Total produced: 4 Powerplant: two 1. ceiling 20. 1935. As the shared design em erged. the designation w as changed to YO-44. Stabiliz­ ing floats w ere fixed below the w ings on struts. W hen it reem erged in May 1936 as the X P3D -2. an am phibious flying boat under the designation XB-11.. in an analogous project desig­ nated the XP3D-1. P ositioned in front o f the w indscreen behind the m ooring hatch. the Navy elected instead to acquire 50 PBY-2s. the bow turret w as the first to appear on any type o f m ilitary flying boat. so that the two aircraft w ere built alm ost side-by-side. W hile the YO-44 w as essentially an experim ental A rm y project. w hich B uA er subsequently aw arded to Consolidated for 50 PBY-2s. shoulder-m ounted w ing having the two engines m ounted above on tw in pylons.). under the new designation YOA-5 (observation-am phibian). 6 in. the engines had been upgraded to 900-hp R-183064s and m oved dow n to nacelles on the w ing. conducted at Naval A ir Station Anacostia. Dimensions: span 95 ft. . M aryland. the XP3D-1 and YO-44 were alm ost identical. range 2. variable-pitch metal propellers. A part from the engines specified and am phibious landing gear. it featured a tw o-step m etal hull and a fully-cantilevered. Despite the improvement in speed.S. The selection o f the XP3Y-1 for production over the XP3D-1 was apparently based on unit cost m ore than any other single factor. plus the floats now folded into the wings. (est. length 64 ft. The sin­ gle fin em pennage resem bled a scale-up o f the arrangem ent seen on the D olphin. W hile the YOA-5 underw ent extensive evaluations w ith the U. 0 in. wing area 1.). speed 178 mph. empty (est. the XP3D-1 w ould be com peting directly w ith the C onsolidated XP3Y-1 (see page 96) for a sizeable N avy production contract. Performance: max. cruise 160 mph. The N avy exercised its option in February 1934. Weights: 15.000-hp Wright R-1820-53 Cyclone 9-cylinder air-cooled radial engines driving threebladed. B uA er authorized D ouglas to perform engineering studies w ith the option to order construction o f a prototype. the Cyc/cwe-powered YO44. the XP3D-1 returned to the factory to be readied for yet another round o f patrol boat com petition scheduled for the next year. but after inspection o f the m ockup in April 1933. C om petitive trials betw een the XP3D-1 and the XP3Y-1. the Twin ^ s/7 -p o w e re d XP3D-1 w as rolled-out for its first flight. no production w as ever ordered.000 ft. O nly a m onth later. follow ed ju st eighteen days later.295 sq. Douglas DF (1936) TECHNICAL SPECIFICATIONS Type: 32-passenger transport. These enhancem ents increased top speed by 22 m ph and gave som e im provem ent in range. revealed acceptable perform ance and handling quali­ ties from both aircraft. but were not sufficient to gain the production contract. normal gross..700 mi. 26. and construc­ tion o f the A rm y prototype w as apparently approved around the sam e tim e. during the spring o f 1935. Pan A m er­ ican Airways. 1936. The entire airfram e w as skinned in anodically-treated alclad except for a stainless steel bow post and fabric-covered flaps and co n ­ trol surfaces.Part II: The Golden Era. slotted) ailerons. surprisingly. the DF was expected to not only out-perform existing tw in-engine flying boats but four-engine types like the like the Sikorsky S-40 and S42 as well. hydraulically-retracted stabiliz­ ing floats. D ouglas turned to the civil m arket w ith the hope o f interesting airline com panies in a com m ercial variant. R egistered as J-A N ES and J-ANET. and Frise (i. no orders for the type were received from A m erican air carriers despite the best efforts o f the D ouglas sales force. one o f them w as in fact given to the K aw anishi aircraft com pany where it was dism antled and used to provide m uch o f the design and structural data for w hat ultim ately . but. sold to the Soviet Union and used by Aeroflot as transports.S. had already begun purchasing tw in-engine Sikorsky S-43s (see below). beaded m etal skins in areas subjected to high drag loads. a m ulti-cellular alum inum w ing structure held together w ith m olybdenum steel fittings. Faced w ith no dom estic m arket. 1928-1945 123 One of two DFs.. M aking use o f the wings and tail group derived from the X P3D -2. large trailing-edge flaps. The com pany had sufficient confidence in the airc ra ft’s potential market to go ahead w ith construction o f three m ore. and sub­ sequent flight-testing revealed acceptable handling q ualities com bined w ith general perform ance well w ithin design projections. however. the num ber one prospect. gov­ ernment and w as authorized to sell two exam ples to Japan as the DF-151. the DF (D ouglas F lying-B oat) was created w ith an entirely new hull that accom m odated thirty-tw o p assengers in day seating or sixteen in sleeper berths. As prospects o f producing the P3D and OA-5 for the m ilitary declined. W ith this capacity and the perform ance projected. the D-151s w ere ostensibly purchased to be used for com m ercial service w ith G reater Japan A ir Line. Iron­ ically. one of the DFs provided much useful data that went into the design of Kawanishi’s H8K. known as DF-195s.e. The airc ra ft’s construction m akeup w as very advanced for the day: flush-riveting on the bottom o f the hull. D ouglas obtained export perm its from the U. after being sold to Japan and dismantled. The DF m ade its first flight from Cover Field in C alifo rn ia on S eptem ber 24. Though little is known about them.124 American Flying Boats and Amphibious Aircraft Douglas DF became the four-engine Kawanishi H8K flying boat (later code-named “ Emily”). After being outfitted for cold weather operations. Petersburg)-Sevastopol route until 1940. Aeroflot is reported to have used both DF-195s on its Leningrad (St. the two remaining aircraft were sold to the Soviet government as the DF-195. . The other D -151 was lost on a survey flight in October 1938. . then reappearing in 1934 as the Fairchild A ircraft C orp. in 1929. full-span flaps that interconnected w ith ailerons). D im ensions: span 56 ft. the FB-3 o f 1929 (see A ppen­ dix A. G assner evolved a highly m odern design presenting a tw o-step hull o f all-m etal sem i-m onocoque construction and a cantilevered w ing on top o f w hich the engine w as m ounted on a stream lined pylon. length 4 6 ft. w ing area 48 2 sq. 8 in. F airchild sta rted the F airchild A erial C am era C orp. normal gross. also in 1929.593 lbs. the prototype was com pleted w ith retractable w ing floats and an unusual Zap flap system (i.e. 0 in. sp eed 173 mph. N ew York. being acquired by A viation Corp. 1935. w ith its principal production facility in H agers­ town. Performance: m ax. variable-pitch m etal propeller. em pty. The prototype w as purchased by a covert interm ediary The second F91 completed. S herm an M.. w as lim ited to one prototype. F airchild’s first endeavor to produce a flying boat. page 318). 1928-1945 125 Fairchild Aircraft Corp. It was later damaged beyond repair after arriving in New Guinea. G assner to a specification issued in 1934 by Pan A m erican Airways for a single-engine am phibian to be operated on coastal and riverine routes.000 ft. (AVCO). c eilin g 18. . acquiring Kreider-R eisner A ircraft Co. cruise 155 mph. Weights: 6. The landing gear consisted o f a novel pivoting m echanism that retracted all the way upw ard into flush wheel wells in the w ings. and testing soon revealed acceptable flight ch ar­ acteristics and good overall perform ance. it underw ent several co rp o rate reorganizations. 10.. range 730 mi.507 lbs. The F91 m ade its first flight on A pril 1.. the Cyc/tf/i^-powered F91B built to the order of Dr. in F arm ingdale. In its original configuration. A fter the com pany began design­ ing and building airplanes in 1928. Richard Archbold of the New York City Museum of Natural History and registered as NR777. Fairchild F91 (1935) TECHNICAL SPECIFICATIONS Type: 8-passenger am phibious transport. Co. M aryland.Part II: The Golden Era. Know n variously as the “ Baby C lipper” and the “Jungle C lipper. in 1925.. in 1920 and form ed the Fairchild A ircraft M fg. ft.” the F91 w as designed by Fairchild engineer A lfred A. but these innovations w ere not incorporated into the versions that follow ed it. Total produced: 7 Powerplant: one 750-hp Pratt & W hitney R -1690-S2E G Hornet [ or 760-hp W right R -1820-52 Cyclone ] 9cylinder air-cooled radial engin e driving a three-bladed. was built to the order o f Dr. The second air­ craft completed. who was affiliated with the New York City Museum of Natural History and planned to use the aircraft for expeditionary purposes in the Southwest Pacific. . who assembled it and used it for themselves. the aircraft was inter­ cepted by the Spanish Nationalists. Richard Archbold. but while en route. an F91B powered by a Cyclone engine and identified as the Jungle Clipper.126 American Flying Boats and Amphibious Aircraft who intended ship it to the Spanish Republican forces. length 31 ft. 1928-1945 127 A fter being registered as N R 777. Weights: 2. Baby C lippers refer to six F91s originally ordered by Pan A m erican but subsequently lim ­ ited to the two aircraft accepted in 1935. The Baby C lippers replaced Sikorsky S-38s and were oper­ ated up and dow n the A m azon River by Pan A m erican su b sid iary Panair do B rasil until being removed from service in 1945. Kaiser. Pattern of “knurling” of stainless steel skin on sides of hull and float is evident. ..7 5 0 lbs. Performance: max. w as organized at B ristol. w ing area (not reported). The com pany’s first airplane. dubbed “ W ings o f Mercy. Inc. Egypt until it was accidentally destroyed in 1943. NC16918.. 6 in. speed 150 mph. variable-pitch m etal propeller. normal gross. The seventh and final F91. was one of five F-5s completed during 1936 and 1937. Total produced: 6 Powerplant: one 285-hp [ or 300-hp] Jacobs R -755 L-5 [L-6] 7-cylind er air-cooled radial engine driving a two-bladed. P ennsylvania.6 0 0 lbs. the F91B w as dam aged beyond repair soon after arriving in New Guinea. 4 3 0 mi. Fleetwings F-4 and -5 Sea Bird (1936) TECHNICAL SPECIFICATIONS (F-5) Type: 4-place amphibian. in 1930 by Frank and C ecil de Ganahl for the express purpose o f fabricating airfram es from stainless steel.Part II: The Golden Era. in 1934. the M odel F-101. Two F91s acquired by the Japanese governm ent w ere taken into m il­ itary service as the LXF-1 Type F. Inc. Fleetw ings. empty. w as built in 1931 to dem onstrate the practicality o f stainless steel spot-w elding techniques rather than aerodynam ic design. cruise 139 mph. ceilin g (not reported). shown here. Dimensions: span 40 ft. 6 in. Fleetwings. 3. It reportedly did not fly very well.” was bought by A m erican m illionaire G ar W ood and donated to the Royal A ir Force during early W orld War II. The com pany continued to operate under the sam e nam e after being acquired by Hall A lum inum A ircraft Co. The RAF later repainted the aircraft in a cam ouflage schem e and operated it in search and rescue m issions out o f A lexandria. then became K aiser-Fleetw ings in 1941 after its assets had been purchased by industrialist H enry J. while fabric-covered. featuring a strut and wire braced constant-chord monoplane wing and a cruciform . The two-step hull consisted o f spot-welded stainless steel formers and stringers to which a very thin stainless skin was riveted.Designed by Cecil de Ganahl and James Reddig. the company perceived stainless steel to be an ideal material for the construction o f an amphibious flying boat. Because of the corrosion problems inherent to water-borne operations. were likewise made up o f a spot-welded stainless steel framework. the wings and tail group. page 17) to possess a structure fab­ ricated entirely from stainless steel. Aerodynamic design was straightforward. the Fleetwings Sea Bird was actually the sec­ ond American flying boat (see American Marchetti BB-1. Part I. depending on engine and accessories (i. Due to financial difficulties. 0 in. In a stock swap..500 and $22. M aryland. cruise 95 mph. Fokker F -ll Flying Yacht (1929) TECHNICAL SPECIFICATIONS (F-11A) Type: 4 to 5-passenger transport. Inc.) Powerplant: one 525-hp W right R-1750D Cyclone 9-cylind er air-cooled radial engine driving a three-bladed. o f America (General Aviation Mfg. in 1933 as a subsidiary of the new ly organized N orth A m erican A viation. length 45 ft. it w as sold to a C anadian m ining com pany and sub­ sequently re-registered as C-FB G Z . A fter flight testing. This route (and its aircraft) were sold to the Wrigley family in 1933 after the reorgani­ zation of WAE into TWA. probably in 1929 or 1930.). one F-5 registered as NC19191 rem ained active until recently. operating as G eneral A viation Corp. until 1931. all assets w ere tran sferred to G eneral A viation M anufacturing Corp. etc. useful load listed as 2 . F-11A operating with Western Air Express. 0 in. Powered by a 225-hp early version o f the L-5. ground-adjustable m etal propeller.4 3 0 lbs. T he Jacobs radial engine. radios. was strut-m ounted in tracto r fashion above the w ing center-section and further braced by drag w ires. o f A m erica. Weights: not reported. Fokker becam e a subsidiary o f G eneral M otors in 1929. ceilin g (not reported). N ew Jersey. Fokker Aircraft Corp. range 4 0 0 mi. w hen it w as accidentally destroyed in a h angar fire. in 1923.. speed 112 mph. contained in a tight NACAtype cow ling and nacelle. on the Wilmington to Catalina Island route. it w as renam ed Fokker A ircraft Corp. T he aircraft m anufacturing plant was located in H asbrouk H eights. The handoperated landing gear utilized a w ing-m ounted retraction ja c k that folded it against the sides o f the hull.Part II: The Golden Era. T he F-4 w as follow ed in 1936 and 1937 by five essentially identical F5s pow ered variously by 285-hp J-5 or 300-hp J-6 engines. A tlantic A ircraft D ivision. and the m anufacturing facilities relocated to Dundalk. Dimensions: span 59 ft. stabilizing floats w ere fixed below the outer w ing panels.S. 1928-1945 129 em pennage having a single fin and rudder.500. Total produced: 7 (est. in the 1940s as NC16793. R eturning to the U.. w in g area (not reported).. the F-4 w as flown for the first tim e in 1936 under civil registration NX16793. A ccording to the S eaplane P ilo t’s A ssociation (SPA). Performance: max. in 1927.e. this aircraft was evidently re-engined at som e point w ith a m ore pow erful J-5 or J-6 and is the only know n flying exam ple in existence today. .) O riginally organized by A nthony Fokker as the A tlantic A ircraft Corp. The F-5 w as originally offered to p ri­ vate ow ners for betw een $18. Corp. to a single Hornet in a tractor configuration. Except for a fabric-covered tail group. cantilevered wing o f a Fokker F-14 parasol landplane transport (Army Y1C-14) with an entirely new metal boat hull designed by Alfred A. NX148H was said to have been later modified for installation two pusher-mounted Hornet engines. was delivered with a 575-hp Pratt & Whit­ ney R-1690B Hornet engine. flew sometime in 1929 with a single. Gassner. The last F-llA .130 American Flying Boats and Amphibious Aircraft The F-ll Flying Yacht combined the all-metal. The design originally appeared with retractable side sponsons but these were later replaced by conventional strut-braced floats under the outer wing panels. At . also sold privately. The first example. who worked for Fokker (later General Aviation) from 1928 to 1931. and one was sold to the Army as the C-16. under civil registration NX148H. Two or three more were built for private owners. F-llA s reportedly underwent a variety o f engine combinations after they were sold. pushermounted 525-hp Cyclone. the entire airframe was clad in aluminum. and even later. 0 in. ft.l _____ L _ r ^ ^ i > 1 1 1 * j________L — General Aviation PJ-1 .Part II: The Golden Era. Dimensions: span 74 ft.000 ft. General Aviation PJ/FLB Flying Lifeboat (1932) TECHNICAL SPECIFICATIONS (PJ-1) Type: 7-place search and rescue boat..). 2 in. ceiling 15.1-------. powered by single 575hp Hornets.L — | 1 H .150 mi. empty. 1 i $ 1 1 ---------. Weights: 7. used by Tony Fokker as a personal transport. gross. speed 120 mph. 1928-1945 131 least one. Performance: max. (est. One F-11AHB. length 55 ft. wing area 754 sq.. was modified with two Cyclones mounted in a tandem configuration and had accommodations for up to ten passengers.000 lbs.200 lbs. Total produced: 5 Powerplant: two 420-hp Pratt & Whitney R-1340C-1 Wasp 9-cylinder air-cooled radial engines driving twobladed. ground-adjustable metal propellers. more aircraft were completed as the F-11AHB. range 1. and possibly three. 11. started life in 1930 as the com pany M odel AF-15. designed to a U.132 Am erican Flying Boats and Am phibious Aircraft The first FLB delivered in early 1932 as FLB-8. after being converted to tractor engines by the Naval Aircraft Factory in 1933. No other PJs received the modifi­ cation. A fter review ing com petitive pro p o sals from several m anufacturers. Acruxy shown later in its career when the Coast G uard had gone to an overall silver paint scheme. Acrux was one of the last PJs retired. FLB-51 (V116) Antares. C oast G uard specification calling for a twin-engine aircraft to be used prim arily in open-sea search and rescue operations. in late 1940. it became the PJ-2. Though . The G eneral A viation PJ. Flying Life Boat 53.S. the C oast G uard selected G eneral A viation’s design as the w inning entry and initially identified the new aircraft as the flying life boat (FL B ) w ithout assigning a specific m ilitary designation. A total o f fourteen GA2s were delivered to dealers over the next two years. Vought F4U as Goodyear FG) and also made plans to produce a small. New Jersey. were mounted atop the wing on streamlined pylons. Known in aviation circles primarily for dirigibles and blimps. both FLB-51 Antares and FLB-55 Arcturus by the end of 1941. The first production version. Total produced: 21 Powerplant: one 165-hp Franklin 6A4-B3 6-cylinder air-cooled opposed engine driving a two-bladed. -2 Duck (1944) TECHNICAL SPECIFICATIONS (GA-2B) Type: 2 to 3-place place civil amphibian. the PJ1 featured an all-metal hull reinforced with numerous external strakes on the sides and bottom so it could withstand the stresses o f landing and taking off in heavy seas. For water operations. FLB-54 Acamar. however. 0 in. its engines rested on struts rather than pylons and featured tight-fitting NACA-type cowlings that blended into the nacelles. received the designation PJ-1. 0 in. When the aircraft reappeared as the PJ2. Stabilizing floats were fixed to the outer wing panels on streamlined strut fairings. the first aircraft was evidently completed sometime in late 1931 and accepted by the Coast Guard in Janu­ ary 1932 as FLB-8. For beaching. 2. Goodyear Aircraft Corp. As completed. the landing gear folded up against the hull using a manual retraction jack. the Coast Guard was forced to start retiring them after less than ten years o f service: FLB-54 Acam ar was withdrawn in mid-1937. but none were sold to private individuals. Goodyear Aircraft Corp. FLB-53 Acrux . they were assigned the following USCG serial numbers and names: FLB-51 (formerly FLB-8) Antares . Florida. In 1933. small wheels enclosed in fairings could be folded-down from the wings. and the other two.. page 222). After completing its first flight in September 1944. As all five PJ-ls entered operational service during 1932. ceiling 15. wing area 178 sq. ft Designed during the middle o f World War II by a team consisting o f David B.600 lbs. the five aircraft began accumu­ lating a very impressive record.e. 1928-1945 133 fifteen percent larger and better streamlined. the GA-1 featured an all-aluminum one-step hull and shoulder-mounted cantilevered wings o f fabric-covered metal construction. FLB-51 was sent to the Naval Aircraft Factory in Philadelphia to be fitted with new 500-hp Pratt & W hitney R-1690 Hornet engines that would be remounted in a tractor configuration. The 107-hp Franklin 4AC engine initially used on the prototype was mounted in a pusher configuration on a type o f pylon that would later appear on Thurston’s Colonial Skimmer (see Part III. FLB-52 Altair in early 1940. appeared in 1946 with a 145-hp Franklin engine and a third seat. length 26 ft. making many noteworthy rescues in the open ocean that would have otherwise been impossible. the general layout o f the FLB was very similar to the Fokker F-llA that preceded it..Part II: The Golden Era . Shortly after General Aviation was merged into North American. FLB-8.. FLB-52 Altair . encased in ring cowls behind conical nacelles. The date o f the first flight is not a matter o f record. and the four production examples that followed it.300 lbs.. Performance: max. Although the PJ-2 proved to be 15 mph faster and had slightly better range. But as a consequence o f the tremendous wear and tear on the air­ frames due to operations in heavy seas. speed 125 mph. Miami. the two-seat GA-1 Duck underwent tests and evaluations over the next year.000 ft. Weights: 1. The two Wasp pusher engines. empty. Goodyear GA-1. the GA-2. dur­ ing which time it was refitted with a 125-hp Franklin 6A4-A3 engine. two-place amphibian for the civilian mar­ ket once the war ended. Three o f the PJs were based at the Coast Guard station at Cape May. In their role as flying lifeboats. o f Akron. gross. and finally. Thurston of Grumman and Karl Arnstein o f Goodyear. and FLB-55 Arcturus. variable-pitch (Aeromatic) wooden propeller. The . FLB-53 Acrux in late 1940. Dimensions: span 36 ft. the four PJ-ls were never modified. Ohio began building m ilitary aircraft under license during World War II (i. cruise 112 mph. range 300 mi. Goodyear scrapped the last remaining GA-2 in 1965. As before. six GA-2Bs built in 1948 and 1949. featured yet another upgrade to a 165-hp Franklin 6A4-3B engine. there were no private sales.134 American Flying Boats and Amphibious Aircraft final Ducks. except that one GA-2B was reportedly deliv­ ered to a buyer in Sweden. . Goodyear finally decided not to undertake further production because the cost o f m anufacturing the aircraft prevented it from being offered at price that most private pilots could afford. Loening. Great Lakes Aircraft Corp. K ansas. Dimensions: span 35 ft. gross. 7 in.400 ft.e. but no new Great Lakes aircraft w ere seen until 1973. but it is included here because o f its association w ith two other b o at-hulled am phibians reported below (see Loening S2L and Sikorsky SS). Whether or not the G reat Lakes SG w as a flying boat or a floatplane is debatable. and Siko­ rsky.. 2T-1). This short-lived m anufacturer com m enced operations in 1928 on the site o f the form er M ar­ tin plant in Cleveland. Total produced: 1 Powerplant: one 400-hp Pratt & W hitney R -985-38 9-cylind er air-cooled radial engine driving a two-bladed. P roduction rights w ere sold to Bell A ircraft C orp.218 lbs. range 695 mi. Ohio. G reat Lakes.. the com pany was forced to cease operations in 1936. co n ­ ducted in 1932 and 1933. It was part o f an ultim ately unsuccessful N avy experim ent. length 32 ft. w hen the com pany was reform ed in W ichita. none were reportedly sold to private owners...30-calibre m achine gun in the observer’s position. 1928-1945 135 GA-2 production version first flown in 1946 with a 145-hp Franklin engine and a third seat. 0 in. Performance: max. to resume lim ited production o f the m odernized 2T-1A. speed 124 mph. Weights: 2. Armament (proposed): one flexible .707 lbs. Although 14 GA-2s were delivered to dealers in 1946 and 1947. In 1932. ground-adjustable m etal propeller. Great Lakes SG (1932) TECHNICAL SPECIFICATIONS (XSG-1) Type: 2-place scout amphibian.e. three com panies.. to find a sm all scout am phibian as a replacem ent for the conventional floatplanes then serving aboard cruisers. w in g area 347 sq. TG-1/-2 torpedo plane and BG-1/-2 dive-bom ber) and selling civil sportplanes (i. received contracts from B uA er under a specification calling for a single-engine am phibian . ft.Part II: The Golden Era.. 4. D espite m oderate success in securing N avy contracts (i. empty. ceilin g 8. following brief trials. the XSG-1 failed to meet BuAer’s per­ formance expectations. The Great Lakes entry.136 American Flying Boats and Amphibious Aircraft stressed for catapult launches and. . further development was cancelled. Its design presented a curious two-story layout: twobays o f biplane wings resting on a main pontoon. small enough to fit into the hangar space aboard Navy cruisers. When. with wings folded. designated the XSG-1. The gunner/observer’s position was located down in the pontoon aft o f the wings. was delivered to Naval Air Station Anacostia for trials in November 1932. with the engine and pilot being situated in a sep­ arate nacelle between the upper and lower wings. 0 in.711 lbs. Performance: max. Total produced: 626 (including Columbia Aircraft Corp.000 ft. The Navy eventually abandoned the idea of an amphibious cruiser scout. (Jake) Sw irbul. its operations moved to Farmingdale. Weights: 3. Armament: one (two on J2F-2A) flexible . initially located at the site o f the old C ox-K lem in plant in B aldw in.. w hen Leroy R.].Part II: The Golden Era. As a designer and b uilder o f U. New York. The origins o f the com pany can be traced to early 1930. probably off the M aryland coast near NAS Anacostia in 1933.000 ft. N avy and M arine C orps aircraft.30-calibre machine gun in the rear cockpit [and one fixed .. speed 168 mph [188 mph].399 lbs. [27. [650 lbs. wing area 409 sq. 0 in. ceiling 18. [4. G rum m an and Leon A. 0 in. 5. obtained the com p an y ’s first N avy contract by designing an inno­ vative landing gear retraction system for seaplane floats. [780 mi. G rum m an is arguably the most famous nam e in the history o f tw entieth century aviation. length 33 ft. both engineers em ployed by Loening.] gross.30calibre machine gun in the nose] and up to 200 lbs. . 1928-1945 137 Sole prototype XSG-1. and then to B ethpage. U sing an arrangem ent o f chain-driven piv­ ots.) Powerplant: one 700-hp Pratt & Whitney R-1830-62 Twin Wasp 14-cylinder [850-hp Wright R-1920-50 9-cylinder] air-cooled radial engine driving a three-bladed.]. N ew York. As the com pany expanded. Grumman Aircraft Engineering Corp.] empty. on J2F-2A)] o f bombs carried on underwing racks. left to form the G rum m an A ircraft E ngineering C orp. in 1932. [34 ft. Its unusual configuration is evident in this side view. the w heels retracted alm ost flush into the sides o f the pontoon.300 lbs. an ex -n av al aviator w ith engineering degrees from C ornell and MIT. Grumman JF/J2F (OA-12) Duck (1933) TECHNICAL SPECIFICATIONS (JF-1 |J2F-5|) Type: 4 to 5-place utility amphibian. Dimensions: span 39 ft. in 1937. the FF-1 tw o-seat fighter. The N avy w as sufficiently impressed w ith this w ork to aw ard G rum m an a contract in early 1931 to build one o f its earliest inhouse airplane designs. G rum m an. (400 lbs.S. N ew York.]. ft. range 686 mi. [6.700 lbs. ground-adjustable [variable-pitch] metal propeller. the design combined the shoehorn outline o f Loening’s OL series with the more modern aerodynamic and structural features o f the FF-1. Along with G rum m an’s already proven gear retraction system. Not surprisingly. BuAer awarded the company a contract in late 1932 for construction o f a prototype under the designation XJF-1. the JF/J2F series o f amphibians were flying boat-floatplane hybrids in which the fuselage structure formed an integral part o f the main float. In 1931. which specified that the aircraft also be capable of operating from an aircraft carrier. . semi-monocoque con­ struction methods to streamline the junctions between the fuselage and the main float.138 American Flying Boats and Amphibious Aircraft Like the Loening “ Shoehorns” with which Grumman had been closely associated. After reviewing Grum m an’s proposal for the model G-7. The single­ bay biplane wings and all moveable control surfaces were conventional metal-framed structures with fabric covering. drag was minimized by utilizing all-metal. BuAer asked Grumman to initiate a study for an amphibian designed to the N avy’s new “utility” category. Part II: The Golden Era. shown on the ramp at NAS Anacostia as delivered in May 1933. but after early testing revealed stability problem s. One of 14 JF-2s accepted by the Coast G uard in 1934 and 1935. all v ertical and horizontal tail surfaces were reshaped and enlarged. Follow ing official acceptance. and it was delivered to Naval A ir Station A nacostia in M aryland for m ilitary trials on May 4. 1933. 1928-1945 139 The very first Duck. The aircraft shown (V148) was ini­ tially based at CGAS Port Angeles in Washington state. As originally built. near the G rum m an factory in Farmingdale. The first flight o f the XJF-1 took place on A pril 25. the N avy placed an order for tw enty-seven . Ducks would ultimately be produced in two m ajor variants (JF and J2F) over a 12-year period (1933-1945). the XJF-1. the tail group o f the XJF-1 w as sim ilar in size and shape to that o f the FF-1. As JF -ls began entering service in late 1934. To keep pace w ith the general expansion o f the fleet. and on D ecem ber 4. five C yclone-powered JF-3s com pleted in late 1935. rem oval o f the inter­ aileron struts. The Marines also operated several more JFs and J2Fs at other stations. The first J2F-1 w as flown on A pril 3. B uA er p laced an o rd er w ith G rum m an in early 1940 for 144 . The only noticeable difference betw een the produc­ tion JF-1 and the prototype w as the rounded fin and ru d d er shape that becam e standard throughout the series. nine J2F -2A s for the M arines featuring the addition o f two bom b racks and twin m achine gun m ounts in the rear cockpit. and as deliveries proceeded. and betw een 1936 and 1939. The fourteen JF -2s ordered by the C oast G uard in early 1934 differed in having single-row 750-hp W right R -1820-20 C yclone engines that cam e w ith ring-type cow lings and a direc­ tion-finding loop antenna behind the canopy. in late 1935. began replacing older observation and torpedo types in utility (V J) squadrons. and all had been delivered to N avy and M arine units by the end o f the year. B uA er ordered four m ore batches o f J2F s from G ru m m an in 1937 and 1938. 1934. T he last o f the JF series. they replaced L oening O L -9s aboard the N av y ’s four carriers. four o f these w ere transferred to the M arine C orps. Pow ered by the sam e R-1820-20 engine as the JF -2. V irginia. production m odels to be delivered as the JF-1. changes in cluded a lengthening o f the m ain float w ith acco m m o d atio n for an additional crew m em ber or a m edical stretcher in the com partm ent below the cockpit. a U SG C JF-2 established a new am phibian w orld speed record of 191 mph. and in M arch 1936. 1937. G rum m an began design w ork on the im proved m odel G-15 in 1935.140 American Flying Boats and Am phibious Aircraft The J2F-1 depicted here was delivered to the M arine Corps at MCAS Quantico in June 1938 where it served with utility squadron VMJ-1.3 0 -calib re m achine gun firing betw een cylinders. w hich all en tered serv ice d u rin g 1939: twenty-one J2F -2s equipped w ith 790-hp R-1820-30 engines and one fixed . and thirty-tw o J2F -4s that differed from -2s only in m inor details. and a strengthening o f the airfram e to allow catapult launches from ships. W ith w ar clouds on horizon. O ne o f the last JF -2s produced w as reassigned to the M arines and entered service with V J-6M at Q uantico. BuAer ordered tw enty production aircraft as the J2F-1. cam e w ithout carrier arrestin g gear and were delivered directly to naval reserve units. Initial deliveries o f JF-2s com m enced later the same year. tw enty J2F -3s specially outfitted to serve as VIP trans­ ports. An additional eight m odel G -20s (JF-2s w ithout arresting gear) w ere sold to Argentina and delivered in 1937. . Performance: max. air-sea rescue. at Valley Stream .Part II: The Golden Era. Interestingly. upping top speed by 10 m ph. ft. and at least one flying exam ple. range 800 mi. speed 201 mph.0 0 0 lbs.” Five J2F-5s were transferred to the C oast G uard and tw enty to the M arines starting in early 1942.245 lbs. W isconsin. Armament (JRF-4. w ith the very last exam ples being retired in 1948. length 38 ft. J2F-5s. In civilian hands. license-production o f the J2F was shifted to the C olum bia A ircraft Corp. is m aintained by the E xperim ental A ircraft A ssociation in O shkosh. OA-9 and -13) Goose (1937) TECHNICAL SPECIFICATIONS (JRF-5) Type: 8 to 9-place utility am phibian. Surplus D ucks w ere also given to the air forces of Argentina. Dimensions: span 49 ft. and could be distinguished by their full-chord cow lings.050-hp R-1820-54 engines and constant-speed propellers. Total produced: 345 (m ilitary and civilian ) Powerplant: two 450-h p Pratt & W hitney R -985-A N -12 Wasp Junior 9-cylind er air-cooled radial engines driving tw o-bladed. ceilin g 21. as the as the OA-12A and -12B. and -6): 250 lbs. B esides N avy production. J2F -6s w ere identical to -5s except for a 1. B ecause G rum ­ m an’s assem bly lines w ere urgently needed to m anufacture fighters and torpedo-bom bers after the U. J2F -5s w ere pow ered by 850-hp R-182050 engines. Grumman G-21 (J3F. A ir Force in 1948. -5. C o lu m b ia J2F -6. from 1942 to 1945.S. entered W orld W ar II. 0 in. A few survivors may be seen today in aviation m useum s. 8. and som e w ere used in m ovies. cruise 150 mph. a fu rth er 330 D ucks were com pleted there as the J2F-6 (initially designated JL-1). and arm ed patrol m issions in addition to their norm al ship-to-shore transportation duties.300 ft. The N avy and C oast G uard began phas­ ing-out J2Fs from service soon after the w ar ended. In w artim e service. gross. variable-pitch m etal propellers. flying reconnaissance. They were identical to Grumman-built J2F-5s except for uprated engines (R-1820-54) and constant-speed propellers. w here they operated out o f E lm en d o rf AFB w ith the 10th A ir R escue S quadron until the early 1950s. N ew York. C olum bia. o f bom bs or depth charges.. JRF.. empty. five ex -N av y J2F -5s and two J2F -6s w ere tran sferred to the U. and deliveries started before the end o f the year. and from m id-1942 to late 1945. At some point during J2F-5 production the airplane acquired the nam e “ D uck. Weights: 5. w in g area 375 sq. and M exico. civil reg istratio n num ber N1196N. 6 in. respectively.S. sm all num bers o f D ucks were em ployed as air-taxis and fire-bom bers. 1928-1945 141 One of 330 J2F-6s completed by Columbia Aircraft Corp.. five J2F-6s w ere deliv­ ered to the C oast G uard and an unspecified num ber to the M arines. J2Fs were used for a variety o f functions. The original impetus leading up to its design reportedly came from a group o f wealthy New York businessmen. who in 1936 approached Leroy Grumman with the proposition o f developing a modern twin-engine amphibian to be used as a fast executive transport. the Goose is also recognized as hav­ ing been the very first monoplane to be designed by Grumman.142 American Flying Boats and Amphibious Aircraft Certainly one o f the longest-lived amphibians o f all time. he assigned the project to design engineer William Schwendler and hydrodynamicist Ralston Stalb as the company model . Once Grumman agreed to build the aircraft. . Coast Guard JRF-5G in postwar paint livery. 1928-1945 143 One of the early prewar civil G-21s. uprated engines. The only concessions to drag w ere fixed stabilizing floats and a strut-braced horizontal stabilizer. which jo in e d to a cantilevered w ing incorporating split-type flaps to keep tak eo ff and land­ ing speeds w ithin acceptable lim its. Small improve­ ments to the hull. Working quickly. The last examples were retired from USCG service dur­ ing mid-1954. increase in useful load resulted in the G-21A. A fter m aking its first flight on M ay 29. O ther than fabric-covered control surfaces. initially offered at a selling price of $68.000 in 1937. Power w as derived from two tightly cow led 450-hp Wasp Ju n io r engines m ounted in nacelles on the w ings. tw o-step hull o f exceptionally clean design. the G-21 dem onstrated superb handling qualities com bined w ith perform ance that exceeded most twin-engine landplane designs. the entire airframe consisted o f light-alloy alum inum construction. G-21. 1937.Part II: The Golden Era. and a 500-lb. One ex-Coast G uard JRF-5G was used to conduct hydrofoil experiments until 1962. the team conceived a deep-bodied. 000 com pared to $37.144 Am erican Flying Boats and Am phibious Aircraft D espite an expensive asking price ($68. R efinem ents to the hull. As inter­ est in the new am phibian becam e m ore w idespread. This carrier had operated as Avalon Air Transport until 1963. The first significant Goose upgrade. M arshall Field. and L ord Beaverbrook. with four 340-hp Lycoming engines and retractable wing floats. the G-21C. Early purchasers included such lum inaries as W ilton Lloyd-Sm ith. E. .500 for a new B eechcraft B18 landplane). H enry H. G rum m an prom ptly received orders for tw elve G-21s. Catalina Island in the mid-1960s. Robert R. M organ. and a 500-lb. upgraded SB2 engines. G rum m an began receiving additional orders G-21A of Catalina Air Lines seen on the run between Long Beach and Avalon. R oland H arrim an. increase in takeoff w eight resulted in the introduction o f the G-21A as the standard civil production m odel. Two G-21s w ere also purchased in 1937 by A si­ atic Petroleum . “C olonel” M cC orm ick. w ere delivered to the Portuguese N aval Service in 1940. w hich subsequently becam e the type’s pop u lar nam e. gave G rum m an an order for ten m ore as the JRF-1. Paraguay.S. the JR F-5 featu red sm all d etail refinem ents. appeared w ith im proved electrical system s and specialized equipment for navigational training. coast. after receiving m odifications for target-tow ing and photographic w ork. forty-three o f w hich were allocated to G reat Britain as the Goose 1A and five to the U SA A F as the OA -9G R. u p rated AN-12 engines. B olivia.S.S. S hortly after entering N avy service. In 1942 an estim ated seven or eight civilian exam ples jo in e d the m ilitary inventory w hen they w ere im pressed into service by the USAAF. and ten by the N avy in 1940 and 1941 as JR F-4s having w ing racks that carried either two 250-lb. and Sw eden. and in early 1939. Brazil. G rum m an never resumed civil production. Twelve G-21Bs. G iven the large num bers o f w ar su rp lu s G-21 As available. and four w ere supplied to G reat B ritain under Lend Lease as the G oose I. stepped-up its preparations for war. but as the subm arine threat dim inished. bom bs or depth charges. The final production variant. and freight hauling services. N avy and C oast Guard JRFs arm ed w ith depth charges saw extensive use in antisubm arine patrols o ff the U. As the U. air-taxi and charter. including the original XJ3F-1. France. N avy JR Fs reverted to th eir utility transport role. the only non-am phibious variants o f the series to be produced. Japan. Cuba. . the N avy obtained a G-21A for evaluation as a shore-based utility am phibian under the des­ ignation XJ3F-1. The first actual m ilitary sale transpired in June 1938 when a G-21 A w as sold to the Royal C anadian A ir Force. G rum m an received a large-scale contract in 1940 to produce 185 exam ples as the JR F-5. First introduced by McKinnon in 1963. M ilitary orders con­ tinued through the year: ten new aircraft accepted by the C oast G uard in 1940. m ilitary. This w as follow ed the sam e year by a sizeable U. one JRF-1 w as tran sferred to the M arine C orps as a com m and aircraft and five others. w hile Coast G uard and U SA A F types w ere em ployed m ainly for search and rescue operations. w ith deliveries scheduled to begin in 1941. m ore than any other type o f G-21D “Turbo Goose” shown with Pratt & Whitney PT-6 turboprop engines. Six m ore specially outfitted for rescue w ork entered service with the C oast G uard as the JR F-5G . Som e ex -N av y JR Fs continued in post-w ar military service w ith the arm ed forces o f A rgentina. as w ell as cam era equipm ent. forty-seven JRF6Bs com pleted betw een 1942 and 1945. it sim ply m arked the beginning o f w hat becam e a long and successful civil career in sched­ uled airline. But if the cessation o f h ostilities in 1945 spelled the end o f the ty p e’s usefulness as a m ilitary aircraft. N avy JR Fs virtually disappeared from service as soon as W orld War II ended.Part II: The Golden Era. w hile sm all num bers o f Coast Guard JR F-5G s rem ained active until the m id-1950s. Peru. D uring the early days o f W orld W ar II. In fact. As the p rin ­ cipal w artim e p ro d u ctio n v ariant. w ere returned to service as the JRF-1A. and overseas custom ers. at least 12 are believed to have been converted. seven as JR F-2s w ith seats interchangeable w ith stretchers as and three as JR F-3s w ith autopilots and de-icing equip­ ment. A rm y A ir C orps contract for tw enty-six exam ples to be delivered as the OA-9. G-21s as the OA-9 and G-21As as the OA-13. follow ing b rie f trials. 1928-1945 145 from airline. Later in 1938. C. range 780 mi. Iceland. the only aerodynamic change consisted of adding mass balance horns to the elevators. in 1970. who presently holds production rights to the G-21.geocities. and Avalon Air Transport (California). empty. But starting in the 1960s. and the next batch of twenty-six. an internet website listed as Goose Central (see www. North Car­ olina (see www. Chalk’s Flying Service (Florida). and Gosling I) Widgeon (1940) TECHNICAL SPECIFICATIONS (J4F-1) Type: 5-place patrol/utility amphibian. cruise 138 mph. entailed a modification in which four 340-hp Lycoming GSO480 engines were installed in place o f the two R-985s and the wing floats made to retract into the wingtips. Armament (J4F-1): one 200-lb.525 lbs.. featured a modified and improved cabin area. From 1942 to 1945. TBF-1). Canada. including a completely restored 1938-vintage G21A maintained by the National Air and Space M useum’s Udvar-Hazy Center at Dulles Airport in Washington.com /alaskangoose/) claims that more than fifty G-21 variants are still in existence. Antilles Air Boats (U. An all-new wing planform.S. OA-14. The first flight o f the G-44 prototype took place on June 28. speed 153 mph. and Norway. the commercial fleet o f G-21As began to dwindle. The first twenty-five production G-44s. Performance: max. introduced in 1966. Grum m an’s Ranger-powered model G44 found itself conscripted into m ilitary service by the time it reached production. as a consequence o f irreparable damage. airframe fatigue. The first.. From 1958 to 1970. presenting a constant-chord center-section on which the inline engines were mounted high up out o f the spray. 0 in. fea­ tured a sharply tapered trailing edge from mid-chord to the tip and fully-articulated trailing-edge flaps. Originally conceived in 1940 for the civilian market. the smaller G-44 m aterialized with the squared-off wings and tail surfaces that typified newer Grumman designs (e. ceiling 17.S. Some (but not all) of the airlines known to have operated G-21As in the post-war era were Reeve Aleutian Airways. fixedpitch wooden propellers. An estimated twelve or more o f these conversions are believed to have been completed.146 American Flying Boats and Amphibious Aircraft small transport. and a general lack o f spare parts. While utilizing the proven two-step hull configuration. 4. so that by the 1990s only a handful remained in operation.500 ft. McKinnon Enterprises of Sandy. assigned the BuAer designation J4F-1. Today. 1940 from Grumman’s plant at Bethpage. (including Alaska) and Canada. announced that it will be offering brand new airplanes in two versions: a stock G-21A with R-985-AN12 engines or a “ Super Goose” having PT-6A turboprops plus the cabin refinements of the McKinnon G-21G. Alaska Coast Airways. wing area 245 sq. and as flight trials proceeded.S. depth charge under right wing. Army Air Force service in early 1942 as the OA-14. which developed into the type’s official . ft. Mackey Airlines (Florida). the East Indies. with deliveries commencing in mid-1941. Grumman G-44 (J4F. At least five are preserved in air muse­ ums in the U.. though the actual number in flyable condition is not reported.g. and Alaska. listed as the G-21C. Oregon began marketing a series o f G-21A conversions that were intended to extend the type’s use­ ful life. hand-operated landing gear. Dimensions: span 40 ft. including ten originally destined for Portugal and sixteen ordered by civilians. Grumman completed another 131 G-44s under Navy contracts as the J4F-2. seventy years after the first flight. Most recently (late 2007). Weights: 3.. D. the Goose was uniquely suited for operations in coastal and inter-island environ­ ments like the Caribbean. were allocated to the Coast Guard. and all-metal construction of the model G-21. gross. and the G-21G. fifteen o f which were subsequently LendLeased to Great Britain as the Gosling I (later Widgeon I. length 31 ft. Antilles Seaplanes. F4F-3. California. The G-21D (and E) or Turbo-Goose.com). Foreign air carriers and flying services also found the Goose to be ideal for operations in the coastal regions around Australia. 1 in. LLC o f Gibsonville. Virgin Islands). were impressed into U. Total produced: 266 or 291 (all versions) Powerplant: two 200-hp Ranger L-440-5 6-cylinder air-cooled inline engines driving two-bladed.antillesseaplanes. came with two 600-hp Pratt & Whitney PT-6A turboprop engines.240 lbs. J4F-2s. W hen G rum m an co m pleted the last o f fifty (seventy-five according to some authorities) G -44A s in 1949. depth charge beneath the right w ing betw een the fuselage and the engine nacelle. (Ironically. C oast G uard. w hile operating out o f the U SC G base at H oum a. The final 40 of the 90 G-44As built were completed under license in France by SCAN from 1949 to 1952. On August 1. Louisiana. 1928-1945 147 Grumman resumed Widgeon production. All G-44 m ilitary variants rem aining in Navy. 1942. after being retrofitted to carry a 200-lb. a N avy coastal patrol ship. R efinem ents included a six-seat cabin and m odified hull profile that im proved w ater handling. Known as “Super Widgeons. w ere delivered to A m erican cu s­ tomers. know n as the SCA N 30. it w as determ ined that the subm arine had not been sunk by an aircraft but by PC -556. plus several m ore to the Portuguese Naval A ir S ervice and the B razilian A ir Force. in 1945. and U SA A F inventories were . and 70 are thought to have been modified.Part II: The Golden Era. Coast Guard J4F-ls. license-production o f forty m ore betw een 1949 and 1952 was taken over by the firm o f SCA N (Societe des C onstructions A ero-N avales) located in France. OA-14s. and W idgeon Is w ere m ost often em ployed as land-based utility tran s­ ports. Grumman resum ed civil production o f the W idgeon even before the w ar ended.” McKinnon Enterprises began converting G-44s to Lycoming inline engines in the mid-1950s. introducing the improved m odel G -44A in early 1945. Most o f the F rench-built aircraft. though the N avy also used som e as instrum ent trainers. an improved G-44A.) In other m ilitary branches. began flying antisubm arine m issions o ff the A m erican coast. name). follow ing discovery o f the w reck by an oil exploration team in 2001. a J4F-1 flown by Chief Aviation Pilot H enry W hite w as credited w ith the sinking o f U-166. 148 American Flying Boats and Amphibious Aircraft phased-out and sold surplus between 1946 and 1948. began converting both G-44s and G-44As to . especially in single-engine operations. efforts to upgrade W idgeons with better powerplants were seen early on. Due to the limited power available from the 200-hp Ranger engines. McKinnon Enterprises o f Sandy. During the mid-1950s. Five G-44As sold to the Royal Thai Air Force served from 1951 to 1956. Oregon. 1928-1945 149 Recent photograph of this G-44 depicts the McKinnon Super Widgeon conversion.000 lbs. V irtually all o f the privately ow ned G -44s and G -44A s that rem ain active today have undergone engine upgrades and been subjected to extensive restorations. Hall PH (1929) TECHNICAL SPECIFICATIONS (PH-3) Type: 4 to 5-place patrol and rescue boat..170 sq. page 306). norm al.152 lbs. A classified adver­ tisement appearing on the Seaplane Pilots A ssociation w ebsite as recently as January 2008 listed a restored G -44 w ith the M cD erm ott conversion for sale at $345. Dimensions: span 72 ft. takeoff.30-calibre m achine guns in bow and w aist position s (PH-1 and 2 only) and up to 1. N ew York. . gross. max. speed 159 m ph. and m oved in 1934 to Bristol.614 lbs. H all in 1927. P erform ance was significantly enhanced. 2 . w hen it took over the site o f K eystone A ircraft. length 51 ft. ceilin g 21. recognizable by a com paritively flatter cowling profile. m ax. variable-pitch m etal propellers.750 ft. Armament: four flexible . ft. com pleted the XFH-1 experim ental fighter pro­ totype for the N avy in 1929.679 lbs. S im ilar uprgrades have been perform ed on other W idgeons. The com pany w as ultim ately acquired by C onsolidated in 1940. Founded by C harles W. 10 in. started m anufactur­ ing operations in B uffalo. Total produced: 24 (all version s) Powerplant: two 875-hp W right R-1820-F51 Cyclone 9-cylin d er air-cooled radial en gin es driving threebladed.3 0 0 mi.. Weights: 9. 0 in. 16. range 1.” seventy or m ore exam ples are thought to have received the M cK innon conversion by 1970. such as the M cD er­ mott conversion to 260-hp C ontinental I0 -4 7 0 -D engines. A lthough the XFH-1 w as not selected for p roduction. and after organizing his com pany. C harles Hall designed a sm all m etal flying boat in 1923 (see A ppen­ dix A.350 ft.000../m in. top speed increasing to 190 m ph and rate-of-clim b doubling to 1.Part II: The Golden Era. Hall Aluminum Aircraft Corp. B uA er was sufficiently im pressed to give Hall a shot at producing another aircraft. 17. o f bom bs or depth charges carried under the w ings. norm al. Pennsylvania. the Hall A lum inum A ircraft Corp. w ing area 1. Performance: max. cruise 136 mph. M arketed as the “ Super W idgeon. empty.937 mi. 260-hp (G O -435-C 2B ) or 270-hp (G 0-480-B 1D ) L ycom ing six-cylinder air-cooled engines that drove more efficient three-bladed H artzell constant-sp eed propellers. The XPH-1. receiv­ ing a contract in December 1927 to build a prototype under the designation XPH-1. the Hall PH was the last type o f biplane flying boat in American military service. the XPH-1 demonstrated . and fullchord cowlings that faired into the engine nacelles.150 American Flying Boats and Amphibious Aircraft The longest-lived o f the series derived from the design o f the Naval Aircraft Factory PN-12. when delivered to Anacostia for trials late in 1929. Hall Aluminum became the second o f four companies ultimately selected to manufacture the NAF design. While all of the patrol boats based on the PN-12 were very similar in general layout. In its test program. they differed in details accord­ ing to the manufacturer. a taller elephant-ear rudder. appeared with a raked forward hull having a more blended sponson. All served with VP-8 out of Pearl Harbor. 1928-1945 151 The XPH-1. first of the Hall-built flying boats. and deliv­ eries started late in 1931. the Coast G uard still needed a sm aller aircraft to operate in the search and rescue role. deliv­ ered through 1932. Production m odels differed in having enclosed cockpits. The biplane planform. nearly five years after last PH-1 had been com pleted. allow ing low er landing and tak eo ff speeds. as seen in late 1929. Hawaii and rem ained in service until replaced by PBY s during 1937. All nine P H -ls w ere subsequently assigned to V P-8 operating out of Pearl Harbor. and ring-type cow lings. The last PH-3s were removed from active service in 1944. came with ring cowls and enclosed cockpits. w as also b etter suited to the rough sea co n ­ ditions likely to be encountered. BuAer aw arded Hall a contract in June 1930 to produce nine exam ples as the PH-1. superior aerodynam ic efficiency by posting better speed and range than the sim ilarly equipped PN12. uprated R-1820-86 engines. The nine production PH-ls. As the Navy trended tow ard larger and m ore com plex m onoplane patrol boats in the m id-1930s.Part II: The Golden Era. This aircraft is shown in its wartime paint scheme on the ramp at CGAS San Francisco in 1942. Thus. One of 7 PH-3s ordered by the Coast G uard in 1939. Hall . cruise 120 mph. Hall P2H (1932) TECHNICAL SPECIFICATIONS (XP2H-1) Type: 6-place naval patrol boat. PH -2s featured special rescue equipm ent that included facilities for as m any as tw enty survivors plus air-to-ship and direction-finding radio system s.393 lbs. The last exam ples. 10 in.150 mi.. The PH-3 differed in having a revised cockpit enclosure. ceilin g 10. replaced by new er types such as Consolidated PBY s and M artin PBM s. max. takeoff. 3 5. As the PH -2s entered service on both coasts during 1938.30-calib re m achine guns in bow. .e. Massing over twice the weight of the PH. N A CA -type cowlings. en tered W orld W ar II.. Hall received an order in early 1939 for seven m ore aircraft to be com pleted as the PH-3.193 lbs. To keep pace w ith Coast Guard expansion and attrition o f the existing PH-2 fleet. by the time trials were trials were completed in 1933. w aist. empty. they effectively doubled (i. and a 1.8 5 6 lbs. normal.7 4 2 sq. w in g area 2. and tail p osition s and up to 2.. W eights: 2 0 .S.152 Am erican Flying Boats and Am phibious Aircraft received a new contract in June 1936 to m anufacture seven aircraft for the C oast G uard as the PH2. speed 139 m ph. normal gross. BuAer had decided to pursue monoplane designs instead. A fter the U. 0 in. Armament: five flexible . the XP2H-1 was tested to evaluate long-range patrol mis­ sions. B uilt to a slightly revised specification. no gun arm am ent. D im ensions: span 112 ft.900 ft.350 mi. length 70 ft. increase in useful load. w ith deliveries scheduled to begin in the spring o f 1940. of bom bs or depth charges carried under the w ings.. w ere retired from C oast G uard service during 1944. the PH -2s and -3s were repainted in non-spectacular interm ediate blue over gray schem es. Total produced: 1 Powerplant: four 600-hp Curtiss V-1670-54 Conqueror 12-cylinder w ater-cooled inline engines driving threebladed. 3. 750 m iles) the C oast G u ard ’s operational radius in search and rescue operations. but continued to operate prima­ rily in the search and rescue role. Performance: m ax. range 2.000 lbs. ground-adjustable m etal propellers.300-lb. 43. ft. m ax. However. The four engines. BuAer departed from standard practice by specifying water-cooled Curtiss engines rather than the customary air-cooled radials. When ordered in June 1930 as the XP2H-1. sat on wide. BuAer had reached the decision to concentrate . raised pylons that also contained the radiators. the Hall P2H represented an experimental effort to enlarge both the range and offensive capabilities o f a naval patrol boat. 1932. yielding over twice the wing area and interior hull volume. however.Part II: The Golden Era . Hall evolved a design in which the dimensions o f the PH-1 were increased by a factor of approximately fifty percent. 1928-1945 153 The largest Navy flying boat to be built since the Curtiss NC-4. Notably. and was accepted by the Navy soon afterward. tandem-mounted at the lower wing roots. it became the last type o f biplane patrol boat completed to a Navy specification and the first to feature tail gun armament. By mid-1933. The XP2H-1 was flown for the first time on November 15. m ax. the Bristol plant ceased m anufacturing operations in 1932. developm ent o f the XP2H-1 w as discontinued.e. range 1. B uA er selected K eystone as the fourth and last airfram e contractor to man­ ufacture a derivative o f the N aval A ircraft Factory PN-12. Keystone Aircraft Corp. It was the only type o f flying boat ever produced at the Bristol plant. this com p an y w as reo rg an ized in 1927 as the K eystone A ircraft C orp. In late 1929 . K eystone and H uff-D aland are probably best rem em bered for the series o f large biplane bomb­ ers (i. Armament: one flexible . in 1931. cruise 100 mph. max. K eystone had a proven record o f building and delivering large aircraft to the Army. .. 16. speed 120 mph. In 1928 Keystone acquired L oening A eronautical as a w holly sep arate division w ith its own plant in N ew York.154 Am erican Flying Boats and Am phibious Aircraft on m ore m odern m onoplane designs like the C onsolidated XP3Y-1 and D ouglas XP3D-1.. 17. Keystone PK (1931) TECHNICAL SPECIFICATIONS (PK-1) Type: 5-place naval patrol boat. ground-adjustable m etal propellers. -4. All of the 18 built were assigned to patrol squadrons operating out of Pearl Harbor. ceilin g 9 . norm al.. W eights: 9 .30-calibre m achine gun in the rear cockpit. and -6) it built for the A rm y betw een 1923 and 1932.355 mi.074 lbs. 1. and 920 lbs. 11 in. In N ovem ber 1929. w ith m anufacturing facilities located in Bristol. one flexible . normal gross. Total produced: 18 Powerplant: two 575-hp Wright R -1820-64 Cyclone 9-cylinder air-cooled radial engines driving three-bladed. D im ensions: span 72 ft. -5.226 sq. empty. Performance: max.3 8 7 lbs. ft. o f bom bs carried under the w ings.250 mi. w in g area 1. length 48 ft. T hough not an established N avy contractor. Keystone became the last of four manufacturers selected to build derivatives of the NAF PN-12.. S tartin g as H uff-D aland in 1920.30-calib re m achine gun in bow.7 0 0 ft. Pennsylvania. the PK-1 (no experimental PK-1 as seen from the rear. and as a consequence. LB/B-1. As built. 0 in.. takeoff. -3.534 lbs. Following a m erger w ith C urtiss-W right Corp. They were the last biplane patrol boats to serve in the Navy. Hawaii and remained active until being retired in July 1938. all o f the eighteen PK-ls ordered are known to have been delivered to the Navy by September 1931. page XXX) and engines in NACA-type engine cowlings mounted in a slightly lower position. . 1928-1945 155 prototype) differed from other PN-12 types in having the twin-fin tail group seen on the PN-11 (see P4N. While the date o f the first flight was not recorded. sponson-type hull was a flattened bow having an access hatch. The only variation from the standard. PK-ls were assigned to VP squadrons based at Pearl Harbor.Part II: The Golden Era. useful load listed 2. The status o f the L oening division follow ing the acquisition o f K eystone by Curtiss-W right Corp. range 575 mi. in 1931 is not clear. pure boat fuselage in w hich the R-1340 Wasp engine had been relocated to the upper w ing. above) to a m uch wider. Even though G rover L oening left the com pany in 1929 to form a separate engineering con­ sulting firm. ground-adjustable m etal propeller. D im ensions: span 46 ft. As m entioned in Part I. 2 in. Efforts to market the type as the Cyc/0/i£-powered C-4C and later as the Keystone K-85 were not successful and only two were completed. . the new hull provided far easier access through an entry hatch located in the bow. cruise 107 mph. the boat-hulled C-4 initially appeared in 1928. testing in 1928 and 1929 evidently indicated that the C-4 w as underpow ered for its w eight. but con­ tinued to independently design and m anufacture aircraft from its East River location in New York City.156 A m erican Flying Boats and Am phibious Aircraft Loening Aeronautical Division o f Keystone Aircraft Corp. in 1928. The m odel C-4 originally appeared in 1928 as a fairly straightforw ard adaptation o f the fourbay biplane w ings and tailplane o f the C -l. but. Powerplant: one 525-hp W right R-1750D Cyclone 9-cylind er air-cooled radial engine driving a three-bladed. However. above. length 37 ft. Performance: m ax. w in g area (not reported). and O L-9 (see Part I.091 lbs. Total produced: 2.. W eights: not reported. L oening m erged w ith K eystone A ircraft C orp... In addition to a spacious cabin. speed 130 mph. resulting in its being refitted w ith a m ore pow erful C yclone engine and re-introduced in Using the 2-bay wings of the C-2. he apparently rem ained involved in the d iv isio n ’s design w ork for som e tim e after­ w ard. 8 in.900 ft. in any case. Loening (Keystone) C-4/K-85 Air Yacht (1928) TECHNICAL SPECIFICATIONS (K-85) Type: 10-place am phibious transport. the E ast River plant had reportedly ceased all operations by 1938. ceilin g 10. -2. but in any event. and other than the original prototype. W hether this amphibian was intended as a private transport or small airliner is not clear from available data. only one example. efforts to market the K-85 were ulti­ mately unsuccessful. 1928-1945 157 1931 as the model K-85.Part II: The Golden Era . . The K -85’s hull also had been lengthened two and a half feet to provide more space for passengers or cargo. was completed. civil registration number NC10588. 5 in. and the cruciform tailplane characteristic o f L oening designs. but otherw ise sim ilar to those o f the OL9. O ffered at a base price o f $16. the K -84 offered the m ore com fortable accom m odations o f a pure boat hull. And an am phibian w ould give them the added ability to fly directly from M anhattan Island to the coastal areas o f Long Island or C onnecticut w here m any o f their residential estates were located. but on a reduced scale. length 32 ft. L oening introduced the m odel K -84 C om m uter (listed as the m odel C-6 prior to the Keystone m erger) w ith the aim o f m arketing them to w ealthy businessm en. the engine w as m ounted on struts betw een the upper and low er w ings. Its general design incorporated m ost o f the features see on earlier L oening am phibians: fab­ ric-covered biplane w ings.223 lbs. Dimensions: span 36 ft. in New York City especially. m aking it one o f the m ost popular private am phibians until the advent o f the Grum­ m an G-21 in 1937. a boxy m etal boat hull that contained an enclosed cockpit and passenger cabin. a total of 31 C-4s/K-84s were delivered between 1929 and 1931. ceiling 12. ground-adjustable metal propeller. thirty-one K -84s w ere sold to private ow ners between 1929 and 1931. wing area (not reported). reduced to one bays o f struts.. U nlike the C -5. range 506 mi. who regularly com m uted betw een their offices in the city and hom es in nearby suburban areas. by w hich tim e the airplane had gained w ider acceptance as a private executive trans­ port.. useful load listed as 1. One of the most successful private amphibians of its day. Total produced: 31 Powerplant: one 300-hp Wright J-6 Whirlwind or 330. Weights: not reported.Pratt & Whitney R-985 Wasp Junior 9-cylinder aircooled radial engine driving a two-bladed. Like the C-4/K -85 w hich preceded it.158 Am erican Flying Boats and Am phibious Aircraft Loening (Keystone) C-6/K-84 Commuter (1929) TECHNICAL SPECIFICATIONS Type: 6-place amphibious transport.800. The alternative Wfrs/?-powered version was advertised as the K-84W. Performance: max. speed 115 mph. 0 in. In 1929. cruise 90 mph..000 ft. . c eilin g 16. Performance: max. Dimensions: span 37 ft.Loening (Keystone) 02L (1932) TECHNICAL SPECIFICATIONS (X02L-1) Type: 3-place observation/utility am phibian. gross. 0 in. range 350 mi. cruise 110 mph. speed 132 mph. length 29 ft.. 4. Weights: 2. empty.0 5 3 lbs. w ing area 348 sq. 10 in..200 ft. ft.742 lbs. Total produced: 1 Powerplant: one 450-h p Pratt &n W hitney R -1340-4 Wasp 9-cylind er air-cooled radial engine driving a three-bladed. ground-adjustable m etal propeller. .. Directional stability problems encountered soon . In 1931. while deliveries o f the OL-9 were still under­ way. above). Though sharing many sim ilarities with the OL-9.The 0 2 L represented the ultimate evolution o f the design series that had begun in 1923 with the Liberty-powered OL-1 (see Part I. Loening received a contract to design and built a substantially revised prototype under the designation X02L-1. including the Wasp powerplant. and a thirty percent decrease in weight allowed smaller wings supported by a single bay o f struts. the X02L-1 made extensive use o f semi-monocoque construction techniques that improved streamlining o f the fuselage and main pontoon. re-designated X02L-2 after installation of a larger fin and rudder.. empty. eight-foot-diam eter tube carried on the deck o f the subm arine. w ing area 148 sq. and in June 1930. The . 1928-1945 161 The sole prototype at NAS Anacostia in 1932. and enlarging the fin and rudder. cruise 88 mph. BuAer then turned to G rum m an for a new am phibian. to develop a sm all seaplane scout that could be deployed from a submarine.114 lbs. 2 in. speed 101 mph.000 ft. lengthening the fuselage and pontoon three and a h a lf feet. Weights: 1. but these sm all aircraft w ere deem ed unsat­ isfactory. trials continued into late 1932. U nder the new designation X 0 2 L -2 . the prototype w as returned to the facto ry and subjected to m odifications w hich included in stallatio n o f a 550-hp R-1340D engine. Dimensions: span 31 ft. after the prototype’s first flight in early 1932 led to the addition o f finlets on the horizontal stabiliz­ ers. Fleet tested aboard battleships with VO-1B but not placed in production.512 lbs. B uA er decided to reinstate the idea w ith a sm all m onoplane flying boat. range (not reported).Part II: The Golden Era. length 27 ft. Total produced: 1 Powerplant: one 110-hp Warner Scarab 7-cylind er air-cooled radial engine driving a tw o-bladed fixed-pitch metal propeller. 1. but N avy officials judged that the sm all perform ance im provem ent over the O L-9 did not m erit production. conducted intermittently from 1923 to 1933. gross.. Performance: max. Loening (Keystone) SL (1931) TECHNICAL SPECIFICATIONS (XSL-1) Type: 1-place scout. ultim ately resulting in the creation o f JF/J2F Duck series. The aircraft had to be designed so that it could easily be dism antled and stowed in a watertight.. aw arded Loening a contract to co n stru ct a single prototype as the XSL-1. Four years later. The L oening SL w as the last type o f aircraft used in a series o f N avy experim ents. ft. The earliest experim ents had been carried out w ith dim inutive float-equipped biplanes (C ox-K lem in XS-1 and -2. But w hen p erform ance and handling still fell below N avy expectations. M artin MS-1) and actual subm arine trials conducted in 1926. 0 in. c eilin g 13. The Warner engine. date o f first flight unknown. was deliv­ ered to NAS Anacostia for trials February 1931. mounted on struts in a pusher configuration. When testing revealed the XSL-1 to be underpow­ ered with the Warner engine.162 American Flying Boats and Amphibious Aircraft design emerged with a semi-cantilevered monoplane wing which attached to the top o f single-step metal boat hull. featured a ring cowl and a small bullet-shaped nacelle. it was returned to the factory for installation o f a 160-hp Menasco . The prototype. Stowage in the deck tube was accomplished by simply removing the wings and stabilizing floats. empty. Weights: 2. A rather odd looking cabin resulted from glazed panels being placed . resum ed test­ ing at A nacostia in early 1933. shown in original configuration in 1931. length 30 ft. 4.. the N avy abandoned the entire program w hen the X SL-2 suffered serious damage during exercises w ith a subm arine. range 633 mi. takeoff. w as view ed as a potentially b etter solution to the current problem o f periodically re-rigging floatplanes to w heeled u ndercarriage. ft.30-calibre m achine gun in the observer’s position. 7 in. speed 130 mph.Part II: The Golden Era. re-designated X SL-2. but the resulting w eight penalty had degraded perform ance unacceptably. but these trials indicated only a nom inal im provem ent in perform ­ ance. then back to floats again. Soon afterw ard. 6 in. A designed-for-purpose am phibian.317 lbs. the Loening S2L was one o f three am phibian designs to be considered as possible replacem ents for conventional float­ planes aboard N avy cruisers.. w in g area 355 sq. The Navy abandoned the program in 1933 after the modified XSL-2 was damaged during exercises with a sub­ marine. The N avy had previously experim ented w ith adding am phibious floats to existing observation types.0 5 3 lbs. 4.400 ft.833 lbs. ground-adjustable m etal propeller. B-6 and a m ore stream lined engine m ount.. Total produced: 1 Powerplant: one 400-h p Pratt & W hitney R -985-28 Wasp Junior 9-cylind er air-cooled radial engine driv­ ing a tw o-bladed. Armament: O ne flexible . Its design follow ed a conventional biplane layout that seem ed to derive features from both the OL-9 and the K-85 A ir Yacht. ceilin g 12. 1928-1945 163 XSL-1. normal gross. Loening (Keystone) S2L (1933) TECHNICAL SPECIFICATIONS (XS2L-1) Type: 2-place am phibian scout. however. max. Performance: m ax. Like the G reat Lakes SG reported above and the Sikorsky SS (see below ). L oening received a contract in 1932 to co n stru ct a single am phibian prototype as the XS2L-1. The revised aircraft. Dimensions: span 34 ft. was underpowered with the W arner engine. the Great Lakes entry had already been graded as unsatisfactory. By the time the XS2L-1 arrived at Anacostia in February 1933. . and no production resulted. Landing gear was the improved type developed by Grumman. Although the XS2L-1 exhibited mar­ ginally better performance in acceptance trials. it still fell below that o f cruiser-based floatplanes like the Berliner-Joyce OJ-2.164 American Flying Boats and Amphibious Aircraft around the cabane struts below the engine and wing center-section. Performance: max.30-calibre m achine gun in the rear cockpit.Part II: The Golden Era. M artin originally founded his company at Santa A na. 17.347 mi. Glenn L. takeoff. historical references (including internet sources) on M artin’s aircraft do not reveal the identity o f the engineers who designed his flying b o ats—a most curious oversight. was part of an unsuccessful experiment to replace floatplanes aboard Navy cruisers with boat-hulled amphibian. speed 119 mph.900 ft. Armament: One flexible ... G lenn L. M artin had operated under three different nam es at four different locations by the tim e his com pany started w ork on its first flying boat at the B altim ore (Middle River) plant in 1929. 19. D ouglas. cruise 100 mph. C alifornia in 1909. L aw rence D. 0 in. one flexible . range 937 mi. Bell. ft. pictured here. . c eilin g 10. Dimensions: span 72 ft. W hile M artin rarely led the field in num bers o f aircraft produced. em pty.) Weights: 9. G lenn M artin w as said to have had an obses­ sion with large flying boats. set the pace in establishing new technology for flying boat designs. But w hether by accident or design. (norm al). and Jam es S. Martin Co. ground-adjustable m etal propellers. 1.236 sq.919 lbs. w in g area 1. his com ­ pany. (max. M artin h im self was not a design engineer but had a talent for recru itin g gifted people. max. normal gross.30-calib re m achine gun in the bow. Total produced: 55 (both version s) Powerplant: two 575-hp W right R -1820-64 Cyclone 9-cylinder air-cooled radial engines driving three-bladed. 0 in. perhaps m ore than any other. o f bom bs carried under the w ings. Martin PM (1930) TECHNICAL SPECIFICATIONS (PM-2) Type: 5-place patrol boat.062 lbs. and 920 lbs. one that he seriously pursued until his death in 1955. One o f the oldest A m erican aircraft m anufacturers. m any o f w hom . From that tim e onw ards.. Development discontinued in 1933. length 49 ft. like D on­ ald W.284 lbs. 1928-1945 165 The XS2L-1 prototype. w ent on to form their own aviation companies. M cD onnell. also becam e the m ost num erous o f the patrol boat types derived from the design o f the Naval A ircraft Factory PN-12. the PM . PM -ls w ere virtual duplicates o f the PN-12. Reshaped bow and twin-fin empennage distinguishes this factory-new PM-2. three o f the PM -ls w ere diverted to the B razilian governm ent to assist it in putting dow n a rebellion. w hen M artin received a contract to build tw enty-five aircraft as the PM-1. the rebels. all P M -ls w ere later upgraded w ith ring cow lings and fully enclosed cockpits. the com pany already enjoyed a well-deserved reputation as one o f the N av y ’s m ost reliable airfram e contractors. varying only slightly in finished weight. based in Norfolk. ultim ately took delivery o f them w hen they arrived. Listed as the com­ pany m odel 117. equipped five patrol units from 1930 to 1938. B uA er added five m ore o f the flying boats to the order. In May 1929. The 55 PM-ls and -2s. After entering N avy service. Enclosed cockpit and cowl rings were added later. after construction had started. D eliveries o f the new aircraft to fleet units started right on schedule in July 1930. . PMs were the very first of a long line of flying boats that would be produced by M artin over a 30-year interval. The follow ing October. in an ironic turnabout. Virginia. as the most numerous PN-12 derivatives. but before the process could be com pleted.166 Am erican Flying Boats and Am phibious Aircraft PM-1 serving with VP-9. M a rtin ’s first flying boat. who staged a successful coup while the planes w ere still en route. in the mid-1930s. M artin received a third contract for twenty-five improved PM-2s (model 122). -9. 1928-1945 167 In June 1930. Deliveries o f all PM-2s were completed between June and September o f 1931. which differed from -Is in having a reshaped forward hull profile and the twin fin empennage of the PN-11. and -10 aboard the Argonne in Pearl Har­ bor. The phase-out o f PM-ls and -2s began in the late 1930s as they were replaced by P2Ys and PBYs. Replacing T4M-1 floatplanes. PM -ls and -2s were assigned to the N avy’s two large seaplane tenders. . VP-2 and -7 aboard the Wright based in the Canal Zone and VP-8. with the last examples being retired in early 1938.Part II: The Golden Era. making Martin-built patrol boats the most numerous types in Navy service at the time. Dimensions: span 100 ft.) Weights: 10. takeoff. . 9 in.900 ft. 1. Total produced: 10 (all versions) Powerplant: two 525-hp Pratt & Whitney R-1690-32 Hornet 9-cylinder air-cooled radial engines driving three-bladed. range 1. ground-adjustable metal propellers. Armament: One flexible . (normal).977 lbs. length 61 ft.168 American Flying Boats and Amphibious Aircraft Martin P2M and P3M (1931) TECHNICAL SPECIFICATIONS (P3M-2) Type: 5-place patrol boat. max.. 0 in..30-calibre machine gun in the rear cockpit (no bomb load listed). normal gross. empty. 15.010 mi.30-calibre machine gun in the bow and one flexible .688 lbs.570 mi. 17. wing area 1. ceiling 11.. (max.119 sq. ft. cruise 100 mph.032 lbs. speed 115 mph. Performance: max. receiving two contracts in June 1929 to build one devel­ opment aircraft as the XP2M-1 plus nine others as the P3M-1. and the three P3M-ls were subse­ quently modified to the same standard. In this case. M artin underbid C onsolidated. The remaining six came with 525-hp Hornets as P3M-2s. The first three P3M-ls were underpowered with two Wasp engines. 1928-1945 169 As direct developm ents o f the C onsolidated XPY-1 o f 1929 (see above). One of nine Hornet -powered P3M-2s.Part II: The Golden Era. the P2M and P3M were both w ere byproducts o f a naval aircraft procurem ent system w hich perm itted one m an u factu rer’s design to be produced by an altogether different com pany according to a com petitive bidding process. the third engine (as with the XPY-1) was deemed impractical. . Because of the additional weight and drag. M artin was given One-of-a-kind XP2M-1 as seen at NAS Anacostia in mid-1931. W ith the XP2M-1. Airfoil-shaped sponsons. two-step hull that supported the massive wing and tail structures without the usual profusion of struts and braces seen on most multi-engine flying boats. the Pacific area. 51. It differed from the P3Ms in having three 575-hp Cyclone engines. and ordered it removed.200-mile flight from San Francisco. Shortly after the XP2M-1 commenced flight trials. Martin M130 (1934) TECHNICAL SPECIFICATIONS Type: 41-passenger long-range civil transport. The original idea actually dated back to 1931. [5 2. BuAer directed Martin to complete the six remaining aircraft to a revised specification under the designation P3M-2 and modify the three P3M -ls to the same standard. was delivered in January 1931. with intermediate stops in Hawaii. plus fully enclosed cockpits. At minimum. after the British government refused to grant landing concessions in Newfoundland and Bermuda. The first o f three P3M-ls. empty. eliminated the need for strut-braced wing floats and provided additional lift. when Pan American Airways approached Sikorsky and Martin to both submit proposals for a passenger-carrying flying boat capable o f traversing routes across the North and South Atlantic. ceilin g 17. attached to the hull below the wings. two mounted directly to the wings in nacelles and a third on top. causing them to be replaced in front­ line service within a year and reassigned to NAS Pensacola as trainers. the specification dictated an aircraft that could safely carry the requisite payload o f fuel.252 after upgrade] gross. Taking these requirements as their baseline. The wing-mounted nacelle arrangement was later adopted on the P2Y-3. 0 in. Martin evolved a very streamlined. and Guam. including its original two-engine layout.. range 3. The upgrade included installation of 525-hp Hor­ net engines encased in ring cowlings. speed 180 mph. how­ ever. Wing efficiency was maximized by encasing the Twin Wasp engines in tight cowlings that blended into nacelles in an unbroken line.) W eights: 2 5. passengers. powered by 450-hp R-1340 Wasp engines and having an open cockpit. Califor­ nia to Manila in the Philippines (Hong Kong added later). cruise 163 mph. Wake. ft. while the XP3M-ls were to be exact copies o f the XPY-1. Total produced: 3 Powerplants: four 830-hp Pratt & W hitney R -1830-S2 Twin Wasp 14-cylinder air-cooled radial engines driv­ ing three-bladed. (norm al). the Pacific route entailed an 8.and aerodynamic forces that would be encountered. But even after trials with the new engines. the upper section was skinned in a corrugated Alclad. Lindbergh..363 lbs. the M130 was the first passen­ ger-carrying aircraft in the world to truly possess trans-oceanic range.200 mi. (including sponsons). Probably the most celebrated o f all Martin flying boat designs. The two lobe design . Mid­ way. Then in 1933. D im ensions: span 130 ft. Navy officials determined that the extra weight and drag of the third engine effectively offset any advantage in speed and climb. the Navy had decided to award Consolidated a construction contract for the very similar P2Y-1. 1. Pan American completely revised the requirements so that Sikorsky’s route encom passed Latin America and M artin’s. (m ax. M artin’s engineering staff concluded such an aircraft would need four o f the most powerful engines available and operate at entirely new lev­ els o f aerodynamic efficiency. The one-of-a-kind XP2M-1 was rolled-out for its first flight in June 1931.000 ft. w in g area 2.170 American Flying Boats and Amphibious Aircraft considerable leeway in making certain engineering changes. As the design o f the new M130 came together. The wing itself was positioned lower in relation to the fuselage. length 90 ft.570 mi. and mail over the 2400-mile segment between California and Hawaii. when overall performance fell substantially below expectations. The last two P3M-2s were stricken from the naval inventory in 1941. the P3M ’s performance was still substandard. To strengthen the long hull against the large hydro.315 sq. 10'/2 in. As surveyed and mapped by Charles A. variable-pitch m etal propellers [later upgraded to 950-hp R-1830-S3 engines with constant-speed propellers]. by the time the aircraft resumed testing later in the year as the XP2M-2. However.000 lbs.. Performance: max. The last MOO completed. Its four engines and advanced aerodynam ic concept allow ed the new flying boat to lift m ore than twice its em pty w eight. the first and most famous of the three M130s built. After proving flights in the Atlantic during the fall. Philippine Clipper (NC14714) in 1936. (D espite the num ber o f seats. 1928-1945 171 China Clipper (NC14716). impressed into Navy service in 1942. exceeding the payload ratios o f contem porary landplanes like the Boe- . was destroyed in January 1943 when it struck a mountain coming into San Francisco. leaving a spacious lower deck that provided accom m odations for up to forty-six passengers in a day configuration or eighteen in sleeper berths. of the hull created an upper space for the flight deck and the seven-m an crew. 1934.) The first o f three M130s ordered by Pan A m erican m ade its m aiden flight on D ecem ber 30. This aircraft. this aircraft inaugurated the world’s first transpacific service in late November 1935.Part II: The Golden Era. the fuel load required betw een San Fran­ cisco and Honolulu effectively lim ited the com plem ent to only nine or ten passengers. and Hong Kong. 1935. Philippine Clipper (NC14714). China Clipper opened the new route to Hong Kong in April 1937. 1936. Pan American established a weekly (13-14 days roundtrip) service between San Francisco. Manila. carrying mail only. captained by Edward Musick. was ferried to Pan American’s West Coast base at Alameda and. were delivered to the airline during 1935. in early 1936. Pan American commenced cargo oper­ ations in March 1936. and the w orld’s first passenger-carrying transpacific flight took place on Octo­ ber 21. Thereafter. later shortened to Hawaii Clipper ). departed San Francisco on November 22. With all three M130s in service. Two o f them.172 American Flying Boats and Amphibious Aircraft ing 247 and Douglas DC-2 by a factor o f 50 percent. the China Clipper . After complet­ ing proving flights over the Atlantic in the fall o f 1935. and arrived in M anila five days later after a total flying time o f 59 hours and 48 minutes. and the third. Tragedy forced a reduction in Pacific service in July 1938 when the Hawaii Clipper . christened China Clipper (NC14716) and Hawaiian Clipper (NC14715. Rather than fly it. 3. w hen it was dam aged beyond repair dur­ ing a landing at Port o f Spain. empty. w hile inbound from H onolulu.410 mi. range 2. Performance: max. Martin M156 (1938) TECHNICAL SPECIFICATIONS Type: 53-passenger long-range civil transport.. Total produced: 1 Powerplants: four 850-hp W right R -1820-G 2 Cyclone 9-cylind er air-cooled radial engines driving threebladed. w in g area 2 . 0 in. P h ilip p in e C lip p er d ep arted Wake Island on December 8. (norm al). Soviet officials crated it up and shipped it to Russia. the sale o f only three aircraft w as not sufficient to allow the com pany to recover its developm ent and infrastructure costs.000 each (huge com pared to $242. variable-pitch metal propellers. The sole Martin M156 shown flying over Baltimore in January 1938. gross. the air­ craft was sold to the Soviet Union.) Weights: 29. In January 1943.691 lbs. A lthough the M130s were a stunning com m ercial success. 1941.4 6 0 sq. (inclu ding sponsons). (m ax. Shortly afterw ard. China C lipper survived until January 1945. speed 190 m ph. length 90 ft. P hilippine C lipper struck a m ountain com ing into San Francisco.0 0 0 lbs. c eilin g 15.290 mi. cruise 156 mph. 6 2 . Taking all o f the Pan A m erican sta ff w ith it. T rinidad.Part II: The Golden Era.000 ft. one day after the Japanese attacked Pearl Harbor. With no airline orders.. 1928-1945 173 simply disappeared on a scheduled flight betw een G uam and M anila.000 for a D ouglas DC-2 landplane). Dimensions: span 157 ft. 7 in.. both China Clipper and P hilippine C lipper w ere im pressed into w artim e service w ith the N avy as the M130. ft. . M artin lost m oney on the deal: offered at a contact price o f $417.000 for a Sikorsky S-42 or $78. .000 lbs. fives time that o f the M130) that would pos­ sess the range to comfortably span the w orld’s oceans. the com pany’s engineers began laying down . (i.050. The modest sales o f the M130 never discouraged Glenn L.174 American Flying Boats and Amphibious Aircraft The M artin model 156 was briefly—until the Boeing 314 appeared four months later—the largest flying boat in the world. He was firmly convinced large flying boats were the wave o f the future and envisaged new types having takeoff weights upwards o f 250.000. In 1936. and once the contract price was fixed at $1. Martin entered negotiations with the Soviet Union for the sale o f an enlarged version of the M130. Martin.e. out o f an effort to expand exports. This three-eighths (37. W ith only a slight boost (+ 8 0 hp) in available engine power.. the aircraft was popularly referred to as the “ G lenn M artin. but Pan A m erican w as already com m itted to the Boeing 314 and none o f the other airlines apparently took notice o f the project. On shorter routes. very little w as know n about the M156’s operational career until recently. 1928-1945 175 the blueprint o f the com pany m odel 156. total w ing area had to be enlarged 20 percent to lift the projected 11. 5Vi in. Total produced: 1 Powerplant: one 120-hp M artin-C hevrolet 4-cylin d er w ater-cooled inline engine driving two belt-driven two-bladed. 6 in. sp eed 120 mph. R egistered as SSSR L2940.Part II: The Golden Era. A lthough it received the official designation SP-30. Martin M162A “Tadpole Clipper” parked under port wing of the XPBM-1. Soviet officials crated-up the M156 and shipped it to Russia.600 lbs. twin-fin em pennage w as needed to offset the directional problem s that would be generated by the tw enty-seven-foot increase in w ingspan. Dimensions: span 43 ft. Martin M162A Tadpole Clipper (1937) TECHNICAL SPECIFICATIONS Type: 2-place flying testbed.5 percent) scale flying testbed was intended to prove the design concept upon which the full-size air­ craft would be based. Like most aircraft sold to the Soviets during that tim e. ceilin g and range not available. the M156 w as said to have been routinely overloaded to a capacity o f seventy passengers. R ather than fly it hom e. and it w as rolled-out for it first flight in January 1938. and a larger.” A eroflot w as forced to retire the plane som etim e in 1944 for lack o f spare parts. w ing area 525 sq. M artin invited m any airline executives to the event w ith the hope o f interesting them w ith his proposed m odel 163 (sim ilar in size to the m odel 170 X PB 2M . C onstruction o f the M156 continued through 1937. . length 28 ft. empty. reported below ). fixed-pitch metal propellers. ft.000-lb. gross (not reported). the aircraft entered service in 1940 w ith A eroflot in the Far East area. Performance: m ax.. Weights: 2. increase in take­ off weight. other than full-size prototypes.” the Martin model 162A may have been the earliest flyable proof-of-concept dem onstrator to be built by an American aircraft manufacturer. were unheard of. evaluate. the M162A was intended to test. As a three-eighths scale (37. Aviation companies o f that era frequently used small-scale models for wind tunnel testing but flying demonstrators.5%) replica o f the PBM. The motivation behind Martin’s decision to build the M162A is more fully explained in text accompanying the model 162 PBM Mariner. and ultimately prove the design concept upon which the full-size air­ .176 American Flying Boats and Amphibious Aircraft Sometimes referred to as the “Tadpole Clipper. which is reported next. one . 56. Martin would be obliged to fund development o f a prototype. 3.” After the test program ended. as designed.143 lbs. cruise 147 mph.100-hp Pratt & Whitney R-2800-22 D ou ­ ble Wasp 18-cylinder air-cooled radial engines driving four-bladed. [56. After M artin’s engineer­ ing team solved the problem by lengthening the keel and reinforcing the hull in areas o f maximum stress. 2 in. Martin PBM Mariner (1939) TECHNICAL SPECIFICATIONS (PBM-1 [PBM-5|) Type: 7 to 10-place naval patrol boat. Martin had little choice but return to the highly competitive arena o f m ilitary patrol boat contracts. instead the company .] of bombs.Part II: The Golden Era .000 lbs.803 lbs. electric controllable-pitch metal propellers [2. metal and fabric-skinned model commenced in mid-1937..] (max. 0 in.590 mi. and Martin hoped to insert itself into the eventual competition for a production contract. with the M162A at such an advanced stage. was arguably the most advanced twin-engine flying boat o f its day. in terms o f general design and structure. After the aircraft under­ went a total restoration in 1987. Just weeks after the M162A’s first flight on December 3. [2. [32. [60. Further testing also resulted in changes to the contour o f the bow which elim inated sea-spray in the propeller arc. which it was in no position to do. the M162A was placed in storage in one o f M artin’s factory buildings and remained there until being received by the Smithsonian Institution in 1973. [79 ft. But the real impetus behind the design had been economic: faced with financial losses on the M130 and dismal prospects for commercial sales. In early 1938. A wise move as it turned out. 10 in.]. [2. Dimensions: span 118 ft. range 2. the project’s primary aim was not so much to test gen­ eral flight characteristics as to assess and improve upon the hydrodynamic qualities of the hull.30-caliber machine gun firing downward in aft tunnel posi­ tion (PBM-1 only). where it may be seen today. continuation o f the project actually became unnecessary when Mar­ tin received approval to proceed with construction o f twenty-one PBM-ls. and up to 4.] empty. Performance: max. [21. Because o f frequent failures in the belt-drive mechanism.200 ft. however. because. Coin­ cidentally.000 lbs. the press jokingly referred to it as the “Tadpole Clipper.400 sq. the Smithsonian loaned it to the Museum o f Industry in Baltimore. Total produced: 1.480 mi. 1928-1945 177 craft would be based. and tail turrets. BuAer had already contracted for two other four-engine flying boat prototypes (see Con­ solidated XPB2Y-1 and the Sikorsky XPBS-1).000 ft. length 77 ft.700 mi. torpedoes. actual air testing o f the M162A was kept to a minimum. The configuration o f the engine nacelles on the gull-wing planform was replicated by driving the propellers through a network o f V-belts. Armament: One [two] . connected to a four-cylinder automotive engine (one pre­ viously developed by Martin for a lightplane project) buried in the hull.366 (all versions) Powerplants: two 1. As an unsolicited private venture. the company chose to move forward with the test program in order to identify and implement any time-consum ing and costly hull problems that might arise on the full-size plane. Martin sought to interest the Navy in a proposal for a larger. electric controllable-pitch pro­ pellers].424 mi.000 lbs. Since Consoli­ dated commanded such a strong position in the twin-engine market with its PBY. wing area 1. one . “porpoising”) while planing on the step.1937. four-engine patrol boat listed as the model 160. or depth charges carried in nacelle bays. 41. dorsal. nevertheless. Maryland. ceiling 20. similar improvements were incorporated into the design o f the XPBM-1.) Weights: 24. From the very start..]. which was something that could not be duplicated in a wind tunnel.50-calibre machine gun[s] in powered nose.e.] normal gross.600-hp Wright R-2600-6 Twin C yclon e 14-cylinder air-cooled radial engines driving three-bladed.] (normal). speed 200 mph [215 mph]. [8.139 lbs. Construction o f the wood-framed. The Martin PBM.000 lbs. ft. the hull revealed a tendency to develop pitch oscillations (i.000 lbs. when the small flying boat was displayed to the public for the first time in a hangar next to the massive M156.] max takeoff.50-calibre machine gun in each waist position. M artin went back to the draw ing boards and returned in early 1937 w ith an all-new proposal for the twin-engine m odel 162. first m ajor production variant. enlarged weapons bays. range. C o n so lid ated ’s president. featured a hull stretch. W hen B uA er declined to consider another four-engine project. and M artin feared this interval m ight give C onsolidated the opportunity to introduce an .178 Am erican Flying Boats and Am phibious Aircraft PBM-3. w hich the com pany prom ised w ould deliver substantially b etter speed. and pay­ load than the tw in-engine PBY. disputed M artin ’s perform­ ance claim s and threatened the N avy w ith political repercussions if his com pany lost a production contract. B uA er aw arded M artin a developm ent contract the follow ing June for a single XPBM-1 prototype w ith the understanding that future production plans w ould hinge on test results. Reuben Fleet. Tim ing w as critical: construction o f the XPBM -1 prototype w ould take eighteen months or longer. planned to build a one-fourth (25% ) scale flying d em onstrator that w ould validate the main char­ acteristics o f the design. M artin XPBM-1 in original configuration. as seen in 1939 with straight horizontal stabilizer. As a com prom ise. lengthened engine nacelles. It was produced in four major sub-variants until it was superseded by the PBM-5 in 1944. and fixed stabilizing floats. Testing revealed a tail flutter problem that was remedied by adding dihedral to the horizontal stabilizers. thus producing the “pinwheel” tail. Consolidated Model 31/P4Y). obtained much valuable data subsequently incorporated into the final arrangement o f the XPBM-1 hull.e.Part II: The Golden Era. To speed progress. had it flying before the end of the year. 1928-1945 179 altogether new twin-engine prototype (i. M artin continued the M162A test program and in doing so. and as the M162A.. Mar­ tin’s engineering staff reworked the plan for the M160 dem onstrator into a three-eighths scale (37.5%) replica o f the XPBM-1. which had achieved the main purpose o f a demonstrator. Despite receiving a production contract for twenty-one PBM -ls in late December 1937. . Initial deliveries com m enced in the spring o f 1942. The first m ajor version. was tested but never placed in production.000-lb. the PB M -3. featured 1. P erform ance trials indi­ cated a 17-mph increase in top speed over the PBY-4. and over the next two years. M artin received a series o f contracts for 379 aircraft to be delivered as the PBM-3.180 Am erican Flying Boats and Am phibious Aircraft The amphibious PBM-5A. To keep the airfram e clean. droppable muni­ tions w ere housed in enclosed nacelle bays and the stabilizing floats folded into the w ings so that only one side rem ained exposed to the slipstream . thereby giving the type its distinctive “p inw heel” tail. as seen here. plus a . W hen rolled-out for its first flight on February 18. A few PBM-5As were active in the Dutch Navy until 1960. And defensive arm am ent was the m ost form idable yet seen on any tw in-engine patrol boat: pow ered nose and dor­ sal turrets each arm ed w ith a .S. was tested as the X PB M -3E . B etw een N ovem ber 1940 and A ugust 1941. PB M -3s w ere produced in four prin­ cipal variants. flexible . but all pro­ duction models were produced in 1948 and 1949.50-calibre m achine gun. the XPBM-1 represented a state-ofthe-art flying boat concept. enlarged strut-braced stabilizing floats for im proved w ater handling. increase in tak eo ff weight. T hirty-one o f the first PB M -3s accepted were subsequently modified . Even as deliveries o f the first PB M -ls began during the fall o f 1940. lengthened nacelles w ith larger w eapons bays. was initially tested in the late wartime period. entered W orld War II. 1939. A tail flutter problem revealed in early testing w as cured by adding an am ount o f dihedral to the horizontal stabilizers that m atched the gull angle o f the inner w ings. T he sole X P B M -2. The design attained new levels o f aerodynam ic efficiency by mounting the fully-cantilevered w ings to the upper hull in a gull configuration w hich raised the engines well above the sea-spray w ithout need for drag-inducing struts or pylons. as part o f the buildup. a long-range version w ith in creased fuel tan k ag e and stressed for catapult launches (sim ilar in concept to the B oeing XPBB-1 rep o rted on page 88). total PB M -3s on order rose to 677 aircraft. but the real difference was that the PBM-1 w ould go thirty percent further carrying tw ice the load o f bom bs or depth charges.700-hp R-2600-12 engines. A ft o f the rear step.30-calibre tunnel gun firing dow nw ard in the aft fuselage. A single exam ple. Soon after the U. the N avy was making plans for unheard o f levels o f aircraft production. a tw o-foot eight-inch hull stretch. fitted w ith a large radom e that housed an A P S -15 search radar. the hull curved upw ard to support a high-m ounted tw in-fin em pennage designed to provide adequate direc­ tional stability and single-engine control w hen needed.50-calibre guns in two waist posi­ tions and in the tail. and an 11. As an alternative. An upgrade to 1. From late 1944 through 1945.50-cal­ ibre gun added to the bow.Part II: The Golden Era. The need for m ore pow er had been recognized back in mid-1941. D espite the uprated engines o f the -3D.100-hp Pratt & W hitney R-280034 engines in early 1944 and tested as the X PB M -5.900-hp R -2600-22 engines and self-sealing fuel tanks. resulted in the introduction o f the PBM -3D in O cto­ ber 1943. as well as a 12-mph increase in top speed. thus giving the type its official name. w ere assigned to the C oast G uard. two PBM -3 airfram es w ere refitted w ith 2. T hirty-tw o PB M -3C s allocated to G reat Britain began entering service in m id-1943 as the M ariner G . plus restoration o f arm or and pow ered turrets. From July to O ctober 1943. twenty were later returned to the N avy and tw elve tran sferred to the Royal A ustralian A ir Force. All production shifted to the PBM -5 in m id-1944. and 259 exam ples had been accepted by June 1944. . w ith 592 having been com pleted by the tim e the war ended. S tarting in late 1943.R . though range was slightly reduced. The 274 PBM -3Cs delivered from m id-1942 to m id-1943 cam e standard w ith four-bladed propellers. tw enty-seven PBM-3s. forty-one examples lacking arm am ent w ere delivered to the C oast G uard as the PB M -5G . by the Navy as PB M -3R over-ocean transports after being stripped o f arm am ent and arm or and given strengthened floors. and a fu rther eighteen w ere com pleted as transports at the factory. m ostly the lighter -3S version. F light trials indicated im proved tak eo ff and climb perform ance. the PBM w as still considered underpow ered at high takeoff w eights under certain conditions. w here they were used primarily for search and rescue operations. this plan had to be abandoned once it becam e clear all R -3350 engines w ould be allocated to B-29 produc­ tion. which were com pleted w ithout arm or or pow ered gun tu rrets in order to achieve a tw enty-five percent increase in patrol range. T hirty-four p o st­ war am phibious variants.l. and a further 137 being delivered by June 1947. w ere m anufactured from A pril 1948 to M arch 1949. dorsal. The -5s formed a major part of the Navy’s Patrol forces until the mid-1950s and also served with the Coast Guard until 1958. 1928-1945 181 Postwar PBM-5 shown in overall glossy sea blue paint scheme. and an additional . w hen the N avy ordered 180 R -3350-pow ered versions as the PBM -4. however. ending all PBM production. radomes (em pty initially. radar sets installed as they becam e available). the PBM -5 A. production shifted to ninety-four PBM -3S antisubm arine variants. and tail turrets. torpedoes. Total produced: 1 Powerplants: four 2. speed 221 mph. Seventeen PBM-5As were transferred to the Dutch Navy. cruise 149 mph. As PBM-5s became available during the latter half o f 1944. primarily in night operations dubbed “nightmares. 40 to 133-passenger m ilitary transport. five squadrons of PBM5s.000 lbs.600 ft. The Coast Guard operated its PBM-5Gs a while longer. where the submarine threat was less serious. where they were operated in the East Indies around New Guinea from 1955 to 1960.. gross. length 117 ft. Arizona. Only small numbers o f PBMs made it into civilian hands. w in g area 3.200-hp Wright R -3350-8 D ouble Cyclone 18-cylinder air-cooled radial engines driving threebladed. D im ensions: span 200 ft. and one equipped with special instruments for night/all-weather operations was tested as the PBM-5N. while PBM-5s contin­ ued to form an important component o f the N avy’s maritime patrol strength well into the post-war era. an unrestored PBM-5A owned by the Smithsonian Institution. max. patrolling PBMs effectively protected thousands o f tons of merchant shipping by simply keeping the marauding submarine packs submerged. configured especially for antisubmarine patrol. armed PBMs flew longrange reconnaissance. not retiring the final example until 1958.. Post-war improvements given to most active PBM-5s included APS-15 radar sets characterized by smaller.182 American Flying Boats and Amphibious Aircraft PBM-ls initially became operational during the fall o f 1940 with VP-55 and VP-56. In the anti-ship role. Armament: one . became the PBM-5S (the PBM5S2 also included a 50-million candlepower searchlight). As deliveries continued throughout 1942 and 1943. which included three called-up reserve units. Small numbers o f ex-N avy PBMs were supplied to foreign navies during the 1950s. based at Norfolk. succeeded in many instances by newer Martin P5Ms (see Part III.” PBMs laden with bombs or tor­ pedoes flew air strikes against Japanese shipping targets.. Some PBM-5s received modifications that enabled them to perform new roles: a few aircraft fitted with ECM equipment for electronic surveillance were re-designated PBM-5E. Using newly installed British radar. PBM-3Cs and -3Ss went on to equip sev­ enteen Navy patrol squadrons in the Atlantic and were credited with sinking ten U-boats by the end o f 1943. empty. away from the convoy lanes.000 lbs. 0 in.683 sq. and transportation. were deployed to fly convoy patrol missions along the Korean coastline and in the Sea o f Japan.375 mi. a system o f four rockets attached to sides o f the aft hull which dramatically improved takeoff performance. dorsal. 1942. waist. a number of lightened versions.30-calibre m achine gun each in nose. electric controllable-pitch laminated wooden propellers (XPB2M -1R refitted with metal propellers). More importantly. In the Pacific Theater. converted PBM-3Rs were rushed into Navy service in 1942 to transport essential military personnel and supplies over routes in the mid and south Atlantic. above). o f bom bs. a few of which are thought to have remained active until the mid-1960s.573 lbs. 3 in. and later saw extensive service in the southwest Pacific area while operating from bases in Aus­ tralia. Due in part to the U-Boat threat. 144. Once the Korean War started in June 1950. Eight PBM-5s went to Argentina and three to Uruguay. Remaining PBM-3s were withdrawn almost as soon as the war ended. range 4. Weights: 7 5. only one complete example remains. and tail turrets and up to 10. often attacking targets o f opportunity along the enemy-held coasts. moved to a new base in Bermuda. most were sent to reequip Navy combat units in the Pacific Theater. Like their PBY counterparts. Performance: m ax. Five or six surplus PBM-5s were acquired to haul cargo by a Columbian firm in the late 1940s but reportedly ceased operations after a year. ft . ceilin g 14. a PBM-1 o f VP-74 attacked and sank a German U-Boat on June 30. Virtually all PBM-5s were phased-out of Navy serv­ ice during the mid-1950s. or depth charges carried in two upper hull bays. which is currently being held in storage at the Pima County Airport in Tucson. PBMs assigned to patrol units in various combat zones were often called upon to perform other duties such as air-sea rescue. Virginia. then after combining as VP-74 in mid-1941. A company named Flying Lobster Transport used a PBM-5 to fly live lob­ sters from Maine to New York during the late 1940s. teardrop radomes. Today. plus the installation o f RATO. The nose section o f one PBM-5 is preserved at the Air Force Association Museum in Western Australia. Martin PB2M Mars (1942) TECHNICAL SPECIFICATIONS (XPB2M-1) Type: 11-place long-range naval patrol boat. medical evacuation. G lenn L. W hen p resen t­ ing the proposal to B uA er in early 1938. The third o f four “ Sky D readnoughts” to be considered by the N avy (see also C onsolidated PB2Y [C onsolidated PB3Y. The com pleted XPB2M -1 w as rolled-out out o f the M artin factory and launched in the M id­ dle River for taxi tests during the first w eek o f N ovem ber 1941. Due to an unprecedented production schedule (i. the structural. M a ryla n d and B alti­ more bom bers on foreign contracts). It w as the largest flying boat . Though con­ siderably larger. and hull design o f the XPB2M -1 w as sim ilar in m ost respects to that o f the XPBM-1.000-lb. but w ithin days. and its final configuration owed m uch to the data accum ulated from the XPBM-1 test program . m unitions w ere stored in two hull com part­ ments located ju st below the w ings from w hich w eapons w ould be deployed on sliding racks. The starboard w ing and num ber three nacelle sustained serious dam age from the fire. R ather than nacelle bays. M artin ch aracterized the am bitious project as a veritable flying battleship. By then. B-26 bom bers for the A rm y. page 341] and Sikorsky PBS). soon after its first flight. the Navy had abandoned the “Sky Dreadnought” concept in favor of more carriers. A ppendix B.e. The giant aircraft was christened “ M ars” in line w ith M a rtin ’s practice o f choosing nam es starting w ith the letter M. and the first flight o f the XPB2M -1 did not occur until July 2. bom b load to attack targets well beyond A m erica’s frontiers. On A ugust 23. prelim inary design work on the M artin m odel 170 began in 1937 w hile the XPBM-1 w as under construction. able to defend itself w hile delivering a 10. 1928-1945 183 The Martin XPB2M-1 in 1942. the program suf­ fered a critical setback w hen the num ber three engine threw a p ropeller blade and caught fire.Part II: The Golden Era. aerodynam ic.. July 1942. 1942. and the hull was damaged w here the propeller blade penetrated. It took M artin over six m onths to com plete repairs. At the time it flew it was the largest flying boat in the world. naval officials w ere sufficiently inter­ ested to award the com pany a contract to build a single prototype as the XPB2M-1. M artin was unable to begin con stru ctio n o f the prototype until mid-1940. however. 1938. the U -B oat threat had dim inished to the extent that the N avy w as fast abandoning the idea o f m oving large am ounts o f w ar m aterial by air rather than by sea. in early 1943. causing K aiser to ultim ately jo in forces w ith H ow ard H ughes. K aiser reportedly offered to license-build the M ars by the hundreds. Toward the close o f its flying career. M artin received a contract to m anufacture tw enty new transport ver­ sions o f the M ars under the designation JRM-1 (rep o rted in Part III. a regular N aval A ir T ransportation S ervice (NATS) unit operating out o f NAS A lam eda. G lenn L. to have flown and the second largest aircraft in the w orld (the D ouglas XB-19 o f 1941 being frac­ tionally larger). . The aircraft finally ended its days at NATC Patuxent in M aryland. thus. At the sam e time. M eanw hile. and in June the sam e year. w here it w as used for m aintenance training until 1949. the single XPB2M-1R w as turned over to V R -2.) The XPB2M-1R.. Any plans to place the M ars in production w ere again on hold. C alifornia.. it w as no surprise w hen BuA er directed Martin to rem ove all arm am ent and associated bom bing equipm ent from the M ars prototype and modify it as a transport under the new designation XPB2M -1R. M artin com pleted factory testing o f the X PB2M -1R in m id-1943 and delivered it to the Navy for operational trials and crew training. over-ocean air transports w ould be needed to support the invasion of Japan. But in the interval.” continued to accrue an im pressive record with VR-2. Industrialist H enry J.184 Am erican Flying Boats and Am phibious Aircraft The Mars prototype in 1943 following conversion to a long-range transport as the XPB2M-1R. naval officials cam e to the con clu sio n that limited num bers o f long-range. the XPB2M-1 was used to train the V R-2 aircrew s that w ould be tran sitio n in g to the new JR M -ls. the enorm ous danger posed to A llied shipping by G erm an U -B oats dictated the need for very large. over tw ice the average payload o f a PB2Y or Doug­ las C-54) over the C alifornia-H aw aii run. w here it began m aking regular cargo runs betw een the West Coast and Hawaii. how ever. page 254. Pro­ duction plans remained on hold until mid-1944. when the Navy ordered 20 JRM -ls.e.e. transoceanic air transports. now affectionately know n as the “ O ld Lady. PBY s and PBM s) to accomplish the patrol function. routinely hauling over ten tons o f freight (i. M artin w as reluctant to share pro­ duction rights. D uring the first h a lf o f 1944. effectively leaving the big M ars w ithout a com bat role. the N avy had discarded the notion o f the Sky Dreadnought in favor o f acquiring huge num bers o f tw in-engine flying boats (i. however. Part II: The Golden Era . and Sikorsky. . NAF returned to its original role o f supplementing the production o f private con­ tractors by license-building aircraft like the PBN-1 (see Consolidated PBY. with most o f the emphasis being shifted to large manufacturers like Consoli­ dated. page 96). Martin. 1928-1945 185 Naval Aircraft Factory The Naval Aircraft Factory’s role in flying boat development diminished rapidly during the decade o f the 1930s. As Naval Aviation began its massive expansion in the years just prior to World War II. takeoff.186 American Flying Boats and Amphibious Aircraft Naval Aircraft Factory P4N (PN-11) (1928) TECHNICAL SPECIFICATIONS (XP4N-1) Type: 5-place naval patrol boat. 10 in. length 54 ft. normal. . 1.30-calibre machine gun in bow. Performance: max. one flexible . speed 115 mph.154 sq. Total produced: 5 Powerplants: two 575-hp Wright R-1820-64 Cyclone 9-cylinder air-cooled radial engines driving threebladed. ceiling 9. Weights: 9.770 lbs..510 mi. Armament: one flexible . wing area 1.000 ft.340 lbs.930 mi. ground adjustable metal propellers..900 lbs. and up to 920 lbs. normal gross. max. 0 in.30-calibre machine gun in rear cock­ pit. empty. of bombs in underwing racks. 20. Dimensions: span 72 ft.. 17. ft. range 1. max. w hile the other two. but changed the designation to XP4N-1 before the first exam ple w as accepted in D ecem ber 1930. The new hull also introduced a new em pennage arrangem ent featuring tw in fins and rudders on top o f a high-m ounted horizontal stabilizer. and approxim ately thirty percent nar­ rower in beam . deeper in profile. the new hull w as longer. and the first. incorporating a narrower hull and twin-fin empennage with the biplane wings of the PN-12.500-lb. The new hull shape became a key element in the designs of the PY/P2Y and P2M/P3M. nearly every large N avy flying boat had been designed w ith som e variation o f the Porte sponson-type hull.250 lbs. the new hull becam e a key elem ent o f new m onoplane patrol boats like the X PY /P2Y and P2M /P3M . increase in useful load that could be translated to a 600-m ile im provem ent in range. in June 1929. pow ered by 525-hp Pratt & W hitney R-1690 H ornet engines.Part II: The Golden Era. Igor S ikorsky’s com pany reached its peak as a d esigner and m anufacturer o f flying boats in the 1930s. In 1927 B uA er ordered two aircraft w ith the new hull as the PN-11. a w holly ow ned subsidiary o f U nited T echnologies Corp. the com pany exists as Sikorsky A ircraft C orp. was flown in O ctober 1928. (N ote that the PN-12 actu­ ally preceded the PN-11 by a year. . had picked up a 2. BuAer placed an order in m id-1929 for three sim ilar aircraft as the X P2N . A lthough the P N -lls and P4Ns never served operationally. In m any w ays the flying boats w ere sim ply a m eans that enabled Sikorsky to pursue his life long dream o f developing a truly practical helicopter. w ith the same takeoff pow er as the PN-12. as one o f the w orld’s largest m anufacturers o f helicopters. Comparatively. Sikorsky Aviation Division o f United Aircraft Corp. w ith 525-hp W right C yclones . w hich corresponded to m ore fuel and range. Founder Igor I. Sikorsky died in 1972. Trials indicated that the PN-11. and the m odel num bers o f Sikorsky designed aircraft w ere thereafter preceded by VS. Today.. The c h ie f advance expected was not speed but im proved hydrodynam ic efficiency allowing higher takeoff w eights. carried an extra 150 gallons o f fuel that raised tak eo ff w eight by 1. The XP4N-1 was virtually identical to the PN-11. both com pleted in M arch 1932 as the X P4N 2s. The PN-11 and P4N represented an effort to achieve b etter p erform ance by com bining a m ore streamlined hull w ith the biplane w ings and pow erplants o f the PN-12. In 1939 the operation was renam ed VoughtSikorsky D ivision. and the second.) Since its introduction on the C urtiss H series in 1915. 1928-1945 187 ' — * t The PN-11/XP4N-1 was a hybrid design. Dimensions: span 52 ft. range 375 mi. ceiling 18. empty...000 ft. wing area 320 sq. Total produced: 21 (all versions) Powerplant: one 300-hp Pratt & Whitney R-985 Wasp Junior 9-cylinder air-cooled radial engines driving a two-bladed. gross.. speed 115 mph. 0 in.000 lbs. cruise 97 mph. ground adjustable metal propeller.678 lbs. Performance: max. ft. . Weights: 2. length 31 ft. 4. 1 1 in.188 American Flying Boats and Amphibious Aircraft Sikorsky S-39 (1930) TECHNICAL SPECIFICATIONS (S-39-A/B) Type: 5-passenger civil amphibian. ft. range 900 mi. .S. gross. was test flown in m id-1929 but crashed later in the year during an attem pt to recover from the loss o f one engine. speed 140 mph. 8 in. Following the success o f the S-38 (see Part I. an S-39-C S Special nam ed the “ Spirit o f A frica.S. Most were later modified with larger rudders and upgraded engines. page 73). The S-39-B. Performance: m ax. Sikorsky enjoyed better success w ith the S-39-A . cruise 120 mph. were sold to civil owners by the end o f 1930. (Interestingly. A rm y A ir C orps as the Y1C-28. The original S-39 prototype. m arketed at an average price o f $17.000 lbs.Part II: The Golden Era.500. completed with two 115-hp tractor-m ounted C irrus H erm es inline engines. Connecticut.. the S pirit o f A frica logged m ore than 60. Weights: 21. was repainted in the colors o f the Spirit o f A frica w hile undergoing a com plete resto ratio n and is presen tly listed for sale at w w w. is presently on display at the N ew E ngland A ir M useum at W indsor Locks.000 m iles o f exploratory flights across A frica and the E ast Indies.740 sq. Dimensions: span 114 ft. The only know n flyable exam ple. powered by a 300-hp version of the Wasp.) D espite the onset o f the D epression. w hich becam e one o f the m ost w idely used radial engines in the w orld. 0 in. Total produced: 3 Powerplants: four 660-hp Pratt & W hitney R -1690-44 Hornet 9-cylind er air-cooled radial engines driving two-bladed.spiritofigor. ceilin g 13. w ell-know n explorers and photographers. 3 4 . It w as apparently intended for the em erging execu­ tive transport m arket as w ell as air-taxi operators in coastal regions. resulted in six more private sales plus one exam ple to the U. ground adjustable m etal propellers. flown in early 1930 w ith a single R-985 Wasp Ju n io r engine mounted directly to the w ing. introduced in 1931 w ith a larger fin and rudder. Sikorsky dow n-scaled the basic ele­ ments o f its design to create the sm aller S-39.” was built in 1932 to the order of M artin and O sa Johnson. Sikorsky S-40 (1931) TECHNICAL SPECIFICATIONS (S-40-A) Type: 32-passenger civil amphibian. restored to its w artim e CAP markings. length 76 ft.000 ft. 1928-1945 189 N887W. shown here. A ppearing in a distinctive giraffe paint schem e.0 0 0 lbs. was one of 13 aircraft completed by Sikorsky during 1929 and 1930 as the S-39-A. Two S-39Bs refitted w ith 400-hp R-1340 Wasp engines w ere subsequently re-certified as S-39-Cs. aircraft to be certificated with the R-985. The final example produced. the S-39-A w as the first U. w ing area 1. empty..com. Several civilian S-39s w ere operated by the Civil A ir Patrol d ur­ ing World War II on search and rescue m issions. an S-39-B registered as NC50V.. tw elve S -39-A s. and one o f these. The ultim ate developm ent o f the aerodynam ic and structural concept that began with the S-34 in 1926. but the wheels could be removed. M inim ally. w as not only the largest am phibian in the w orld but the largest civil aircraft o f any type in the U nited States. it is not surprising that the airline turned to Sikorsky for the design o f a flying boat large enough to span the planned routes extending to South A m erica.190 Am erican Flying Boats and Am phibious Aircraft The first S-40. with Charles A. Since Pan A m erican A irways had used the S-36 to perform its C aribbean surveys and S-38s to establish C aribbean service. 1931. at the tim e it flew. optionally. This aircraft departed Miami for the Canal Zone on November 19. the S-40. to reduce weight and drag. probably in late 1931. Head-on view of S-40 in displacement taxi. All S-40s were fully amphibious. Lindbergh at the controls. the aircraft w ould need to have the range to carry passen- . the American Clipper. C aribbean C lipper . could be operated without their am phibious gear to achieve an im provem ent in range. the S-40-A s had been w ithdraw n from service by Pan A m erican.S. A m erican C lipper inaugurated service w hen it departed M iam i for the Canal Z one on N ovem ber 19. and it w as delivered to Pan A m erican the following O ctober. . th eir designation w as changed to S-40A. Pan A m erican aw arded a contract to build three aircraft as the S-40. w here it was christened A m erican Clipper . however. w as w ider than a Pullm an railway car. W ith the fam ous C harles A. Southern C lipper . It was jo in ed by the second S-40. then by the third. By the end o f 1939. the very first. as soon as its ATC certificate w as g ranted. 1928-1945 191 The American Clipper outbound in early 1930s. w hen the need arose. in early 1932. On D ecem ber 20. east coast and South A m erican destinations such as Rio de Janeiro and Buenos A ires. S-40s. w ith deliveries starting in mid-1931. but Sikorsky selected a pure m onoplane layout for the wing w ith stabilizing floats m ounted to outrigger boom s in the sam e fashion as the C onsoli­ dated C om m odore. the S-40 was the largest amphibian in the world and the largest type of civil aircraft in the Unites States. Its tw o-step all-m etal hull. a feature not seen on an A m erican flying boat since the C urtiss N C -4. divided into seven w atertight com partm ents and almost sixty feet in length.1931. 1929. providing spacious accom m oda­ tions for up to thirty-tw o passengers. gers and m ail over the 600-m ile over-w ater segm ent betw een Jam aica and the Panam a Canal Zone. Flight testing o f the first S-40 began in early 1931.Part II: The Golden Era. To lift the S -4 0 ’s p rojected sixteen tons o f m ass.000 flying hours before being scrapped in 1944. T he engine m ounts. When it flew. D uring 1935. The three S-40s thereafter established regular airline service betw een the U. L indbergh at the controls. taking the place of C onsolidated C om m odores on longer routes. tail boom s. and em pennage o f the S-40 followed a configuration analogous to the S-38. Caribbean C lipper later served w ith the N avy as a navigational trainer and is said to have am assed a total o f 13. Sikorsky d eter­ mined that a four engine layout w ould be necessary. later the sam e year. after all three o f the aircraft were upgraded to supercharged H ornet engines. 2 in.100 lbs. 13. wing area 790 sq. .500 ft. Weights: 8.. Dimensions: span 78 ft.800 lbs. Total produced: 6 Powerplants: two 575-hp Pratt & Whitney R-1690-34 Hornet 9-cylinder air-cooled radial engines driving two-bladed. Performance: max. speed 133 mph. ft.. cruise 115 mph. range 575 mi.192 American Flying Boats and Amphibious Aircraft Sikorsky S-41 (RS) (1931) TECHNICAL SPECIFICATIONS (S-41) Type: 15-passenger civil amphibian. ceiling 13.. ground adjustable metal propellers. 9 in. empty. length 45 ft. gross. while the four later impressed from Pan American became the RS-4 and -5.Part II: The Golden Era. with one being assigned to Marine Corps squadron VO-9M in Haiti. coast and also between Miami and Cuba. where they were used in operations along the northeast U. 1928-1945 193 Though outwardly resembling the S-38. The chronology o f the mili­ tary designations can be misleading. the S-41 was actually ten percent larger and could boast almost half again the useful load. . Besides a five-foot lengthening o f the hull plus bigger. the S-41 discarded the lower sesquiplane layout o f the S-38 for a single upper wing having ten percent more area.S. The first three S-41s were delivered to Pan American Air­ ways in late 1931. fullycowled H ornet engines. in that the S-38s acquired by the Navy in the late 1920s as the PS-2 and -3 became the RS-2 and -3. Three more were delivered to the Navy during 1933 as RS-1 utility amphibians. ground-adjustable metal propellers. Sole prototype XP2S-1. speed 124 mph.. of bombs carried under the wings. Performance: max. ceiling 13.000 lbs. Weights: 6.. Sikorsky P2S (1932) TECHNICAL SPECIFICATIONS (XP2S-1) Type: 3-place naval patrol boat. one of which was subsequently assigned to the Marine Corps. delivered to NAS Anacostia in June 1932. Total produced: 1 Powerplants: two 450-hp Pratt & Whitney R-1340-88 Wasp 9-cylinder air-cooled radial engines driving twobladed. 9.194 Am erican Flying Boats and Am phibious Aircraft The S-41 was 10 percent larger than the S-38 and could lift half again the useful load. 0 in.745 lbs. empty. Dimensions: span 56 ft. and up to 1. After a year of trials.30-calibre machine gun the bow. . Armament: one flexible . one flexible .900 ft.30-calibre machine gun the rear cock­ pit. 2 in. the Navy decided not to pursue the small patrol boat concept and cancelled development.. This photo­ graph depicts one of three RS-ls delivered to the Navy in 1933. wing area 762 sq. gross. range (not reported). ft.040 lbs. length 44 ft. the XP2S-1 appeared to as a two-bay. nearly two years later. for testing until June o f 1932. Overall perform­ . Sikorsky received a devel­ opment contract in mid-1930 to build one prototype as the XP2S-1. but did not deliver a completed aircraft to NAS Anacostia. Using an all-metal hull similar in shape to that o f the Hall PH-1. 1928-1945 195 After selling one S-36 and four S-38s to the Navy between 1927 and 1929 (see Part I. Sikorsky endeavored to interest BuAer in a dedicated patrol bomber having a more con­ ventional biplane layout and a full-length hull supporting the tail group.Part II: The Golden Era. M aryland. equal-span biplane with its two Wasp engines mounted in a tandem configuration. pages 71-73). the w ings folded back from the gull break to rest ag ain st the tail fin. Sikorsky emerged w ith a rem arkably m odern aeronautical concept: a very stream lined tw o-step hull o f all-m etal semim onocoque construction w ith m onoplane w ings that w ere raised above the spray in a gull configura­ tion. the requirem ent specified that the aircraft be stressed for catapult launches and sm all enough. max. .30-calibre machine gun in the observer’s position. T he airc ra ft em ployed a G ru m m an -ty p e am p h ib io u s landing gear and per The XSS-2 was the last of the three amphibious cruiser scouts (see Great Lakes SG and Loening S2L) evaluated by the Navy in 1932 and 1933 and the only monoplane. normal gross. Armament: one flexible . length 33 ft.. The single Wasp engine. Performance: max. C om pared to his rivals. 4.600 ft. 4.e..196 Am erican Flying Boats and Am phibious Aircraft ance w as on a par w ith the larger biplane patrol boats o f that era.790 lbs.274 lbs. In addition to adequate scouting range. a w idth o f 14 feet 6 inches). empty. was strut-mounted betw een the V o f the w ings. range 618 mi. The Sikorsky SS appeared as the last o f three am phibian designs (see G reat Lakes SG and L oening S2L. ground-adjustable metal propeller. In stow ed position. Vi in. though its range was not revealed. speed 159 mph. contained in a clean cow ling-nacelle com bination. ft. the N avy cancelled the project. 0 in. All were ultimately deemed unsat­ isfactory. A fter approxim ately one year o f official trials. Sikorsky SS (1933) TECHNICAL SPECIFICATIONS (XSS-2) Type: 2-place naval patrol boat. w ith w ings folded. wing area 285 sq. takeoff. above) to be considered as possible replacem ents for conventional floatplanes aboard N avy cruisers. Total produced: 1 Powerplants: one 550-hp Pratt & Whitney R-1340-12 Wasp 9-cylinder air-cooled radial engines driving a two-bladed.526 lbs.. Dimensions: span 42 ft. ceiling 22.. Weights: 3. to fit w ithin the confines of existing cruiser hangars (i. wing area 1. Performance: max. . length 68 ft. 1928-1945 197 specification. In the interval. gross. range 1. 2 in. the Navy had decided to abandon the amphibian idea in favor o f new types o f cruiser-based floatplanes.Part II: The Golden Era . cruise 165 mph. the XSS-2 demon­ strated itself to be 50 mph faster with a much better rate-of-climb. 0 in. Weights: 24... however. 38.. it was subsequently evaluated as the XSS-2. Though its range was sim ilar to the XSG-1 and XS2L-1. and following modifications. and thus no production o f the XSS-2 was ordered. speed 188 mph.340 sq.200 mi. Dimensions: span 114 ft. variable-pitch metal propellers. ceiling 16.000 lbs. ft. Sikorsky S-42 (1934) TECHNICAL SPECIFICATIONS (S-42-A) Type: 32-passenger civil flying boat transport.000 lbs. Total produced: 10 Powerplants: four 750-hp Pratt & Whitney R-1690-52 Hornet 9-cylinder air-cooled radial engines driving three-bladed. empty. Sikorsky delivered the XSS-1 prototype to Anacostia sometime in 1933.500 ft. came with a tailhook to perm it arrested landings aboard carriers. to be pow­ ered by the curren t 700-hp versions o f the H ornet engine. but fully loaded. and the flying b o a t’s full-length hull p erm itted a far cleaner tw in-fin em pennage arrangem ent on a pylon raising it out o f the spray. before being nam ed. and the addition o f a trailing-edge flap kept takeoff and landing speeds w ithin lim its. M ore drag was elim inated by m ounting the engines directly on the w ings in tight cowlings that blended into stream lined nacelles. could still post a range o f 750 m iles. Trinidad. T hey w ere not only 40 m ph faster than S-40s in cruise co nfiguration. and Domini­ can Clipper. Sikorsky m ade a bold departure from his previous designs to com e up w ith an entirely new twostep hull and a sem i-cantilevered w ing supported by a stream lined pylon and lift struts only on the sides. D esign w ork on the S-42 actually began in 1931 in response to a Pan A m erican Airways require­ m ent. In 1933. and the w ing area aft of the m ain spars. O nce in service. cruise speed rose 15 m ph. Compared the S-40. Sikorsky’s requirem ent was changed to encom pass routes to South A m erica. which entered service in August 1934. Brazilian C lipper w as tem porarily rem oved from regular serv­ ice and refitted w ith long-range tanks to perform survey flights for the Pacific routes that would be undertaken by the M artin MOO later in the year. In order to achieve the perform ance required o f the new S42. the aircraft entered service on the M iam i-R io de Janeiro route. W ith 750-hp supercharged H ornet engines. respectively. In the spring o f 1935. calling for a flying boat design that possessed transatlantic range. for purely diplom atic reasons. A n tilles Clipper. Pan A m erican ordered three S-42s. issued to M artin and Sikorsky. As Pan A m erican ’s operations expanded in 1935 . It was soon follow ed by West Indies Clipper the sam e year. the two S-42s proved to have far b etter perform ance than any other flying boat operated by Pan A m erican at the tim e. Then in 1933. but the third S-42 (N C 824M ) was destroyed in 1935 at Port o f Spain. and after being christened B razilian C lipper the follow ing August. Structure o f the airframe was all alum inum except for fabric covering on the ailerons. the S-42 cruised 40 mph faster while carrying the same number of passengers. A ll four S-42-A s en tered o perational service on South American routes during 1935 and 1936 as Jam aica Clipper. after the design w as settled. tail surfaces. NC822M Brazilian Clipper. C olom bian Clipper. Pan A m erican liked the design well enough to place an order in 1934 for four im proved S-42-A s. 1934. The m aiden flight o f the first S-42 took place on M arch 29.198 Am erican Flying Boats and Am phibious Aircraft The first S-42. S-42-B. entered service on the M anila-H ong Kong extension.) S-42-Bs featuring four additional feet o f wingspan.S. as Pan American Clipper III . the second Bermuda Clipper . then Hong Kong Clipper II). Bermuda Clipper (later renamed Alaska Clipper. the American government never impressed Pan A m erican’s S-42s into military serv- . S-42-B Hong Kong Clipper II was lost during the Japanese invasion o f Hong Kong in December 1941. 1928-1945 199 and 1936. the last S-42-B. Two S-42-As. and S-42 West Indies Clipper sank at Antilla. opened Pan A merican’s New York-Bermuda service in June 1937. The first. Sikorsky received orders for three extended range (1. then as the second Bermuda Clipper . took over the New York-Bermuda route in 1940.Part II: The Golden Era . Cuba. crashed at Manaus Brazil in 1943. Dur­ ing the war. the second S-42-B. commenced South American operations in mid-1937. in 1944. as Pan American Clipper II (later renamed Samoan Clipper ). entering World War II.900 mi. were accidentally destroyed prior to the U. and small refinements to the hull. after making a survey flight to New Zealand in early 1937. greater fuel capacity. Samoan Clipper in 1938 and Dominican Clipper in 1941. Performance: m ax. The w ing rested on a sm all center pylon. plus one S-43-A and three S-43-B s w ith m inor detail changes. OA-8 and -11) (1935) TECHNICAL SPECIFICATIONS (S-42) Type: 15 to 19-passenger civil/m ilitary am phibious transport. variable-pitch m etal propellers. plus one as the S-43-W B without am phibious landing gear.200 Am erican Flying Boats and Am phibious Aircraft The Last S-42-B. ceilin g 2 0 . delivered in mid-1937. Two S-43s were custom built in 1937 as personal transports.. permitting takeoffs and landings in tighter areas. Incorporating all the aerodynam ic refinem ents seen on the S-42. supported on either side by N -struts.” none w ere assigned official nam es. ice. While often referred to as the “ Baby C lippers. Addition­ ally. cruise 167 mph. empty.. the first of fourteen S-43s delivered to Pan A m erican entered Latin A m erican service in A pril 1936. The -Bs featured more pow­ erful engines. W eights: 12. . Total produced: 53 Powerplants: two 750-hp Pratt & W hitney R -1690-52 Hornet 9-cylind er air-cooled radial engines driving three-bladed. extended wingspan. gross. and the four surviving exam ples continued in airline op eratio n s until early 1946 and were scrapped soon afterw ard. ft. Due to its sm aller size. Wing flaps o ccupying forty-eight percent o f the span reduced stall speed to a com fortable 65 m ph. Sikorsky S-43 (JRS. The last examples were retired by Pan American in 1946. 19.096 lbs. In 1938 Pan American used one o f its S-43s to perform survey flights for planned route extensions into A laska. speed 194 mph. the S-43 w as originally conceived to fulfill a Pan A m erican A irw ays requirement for a tw in-engine am phibian that w ould replace C onsolidated C om m odores on secondary Latin A m erican routes. one to H ow ard H ughes and another to H arold V anderbilt. though m ost w ere subsequently turned over to Panair do Brasil and other subsidiary operations. the S-43 em ployed a single-step hull and a single-fin tail group. w ing area 781 sq. Tw enty-tw o am phibians were delivered as S-43s. and greater fuel capacity. four to A erom aritim e in West A frica. length 51 ft. 0 in.750 lbs. the Pan American Clipper III . A fter the type m ade its first flight in June 1935. four were sold to Inter-Island A irw ays in the H aw aiian Islands.7 0 0 ft. plus a G rum m an-type gear retraction system . D im ensions: span 86 ft. Three delivered in 1937-1938 to Iliolo-N egros for inter-island operations in the Philippines were registered as S-43W s w ith a one-foot fuselage extension and C yclone engines.. 2 in. range 775 mi. and one to D N L -N orw egian A irlines. . five w ere also delivered to the U. shown before application of unit markings. w as im pressed into USAAF service as the OA-11. Navy. M arine. and U SA A F variants o f the S-43 are reported to have One of 14 S-43s delivered to Pan American in 1935 and 1936. either with Panair do Brasil or other subsidiaries. Navy JRS-1. the N avy acquired seventeen S-43s that entered service as utility amphibians under the designation JRS-1.S. The 15 Navy and two Marine Corps JRS-ls reportedly remained in service up through the end of World War II. D uring the same period. in 1942. and later. Four others were sold to Inter-Island Air­ ways in Hawaii. after being reequipped w ith 875-hp R-1690-S2C engines. w ith two being assigned to the M arine Corps. probably in 1937. A rm y A ir C orps as the Y lO A -8. Most were assigned to Latin American service.Part II: The Golden Era. a commercial S-43. 1928-1945 201 Between 1937 and 1939. . Arizona. One S-43 was sold to the Soviet Union and several ex-Pan American examples were used in Brazil to transport rubber along riverine routes. Reeve Aleutian Airways acquired an S-43. which it operated in Alaska as late as the 1950s. until the early 1960s. which is reportedly still maintained in flying condition.202 American Flying Boats and Amphibious Aircraft remained in service throughout most o f World War II. flying between Southern California and Catalina Island. and the S-43 once owned by billionaire Howard Hughes. another served with Avalon Air Transport. At least two compete S-43s are known to exist today: one JRS-1 preserved in Marine Corps colors at the Pima Air Museum in Tucson. possibly ex-Pan American. 996 ft. ceiling 18. naval patrol bomber. 0 in.” the XPBS-1 as delivered in August 1937. In June 1942. this aircraft was lost when it struck a log in San Francisco Bay and sank. Soon afterward. empty. cruise 175 mph. 48. 3 in. they were impressed into Navy service as JR2S-ls. length 79 ft. 1928-1945 203 Sikorsky VS-44 (PBS. Weights: 26.407 lbs. constant-speed metal propellers.540 lbs.670 sq.Part II: The Golden Era. range 3. 57. Performance: max. The first of the “Sky Dreadnoughts. wing area 1. and one 50-calibre machine in a tail turret (presumed to carry bomb load sim­ ilar to PB2Y but no information available).500 max. Total produced: 4 Powerplants: four 1. JR2S) (1937) TECHNICAL SPECIFICATIONS (VS-44A) Type: 24 to 47-passenger civil flying boat...598 mi. takeoff. Armament (XPBS-1 only): one 50-calibre machine in a bow turret. ft. One of three VS-44As delivered to American Overseas Airways between January and June 1942.200-hp Pratt & Whitney R-1830-S1C Twin Wasp 14-cylinder air-cooled radial engines driving three-bladed. after being assigned to transport duties. 30-calibre machine gun in each waist position. Dimensions: span 124 ft. normal gross. one flexible . . speed 210 mph.. and Consolidated PB3Y. not including devel- . Appendix B. because o f the enorm ous expense involved (i..e.204 American Flying Boats and Amphibious Aircraft The last o f a long line o f flying boats built by Igor Sikorsky.000+ per aircraft. the S-44 (later VS-44) came into being as one o f four “Flying Dreadnoughts” (see also Consolidated PB2Y and Martin PB2M. $300. the competi­ tion was limited to Consolidated and Sikorsky initially. page 341) to be considered by the Navy between 1937 and 1942. When BuAer requested proposals for its ambitious four-engine project in early 1935. From the start. Martin came in three years later. While sharing some similarities with the earlier S-42.Part II: The Golden Era . would be based upon extensive testing and opera­ tional evaluation. limited to single prototypes. Sikorsky and his staff evolved an advanced flying boat concept that was both elegant and functional. if undertaken. The S-44 was selected first. 1928-1945 205 opment cost). Sikorsky receiving a development contract in June 1935 to construct one prototype as the XPBS-1. two-step hull which curved upward from the second step to raise the tail . As design work progressed. the Navy viewed the Flying Dreadnoughts as an experimental program. the XPBS-1 eliminated the need for supporting pylons or struts by employing a very deep. Production. . Nimitz. AEA exercised its option to purchase the three flying boats at a total cost of $2. AEA contracted with the Naval Air Transportation Service (NATS) to provide wartime transatlantic service. the remaining two VS44As were returned to AEA. named Excambian . AEA approached Sikorsky (by then operating as the Vought-Sikorsky Division) with the proposition o f creating a commercial variant o f the S-44. In mid-1946. the tapering. Excambian made a record nonstop flight from Lima. and the third.S. in June. and starting in May.000. and after being repainted in an all-white civilian scheme. that would allow it to fly transatlantic routes nonstop. after obtaining government approval to commence transat­ lantic operations. Inc. The XPBS-1 was there­ after assigned to Patrol Wing Five at NAS Norfolk.100-mile range. where it was used to evaluate longrange patrol-bom ber operations until shortly after the U. Redesigned as a transport. the XPBS-1 prototype completed its maiden flight on August 13. After being delivered to the Navy in October 1937. and passenger routes. a newly formed venture that was attempting to break Pan American’s effective monopoly on Atlantic mail. made its first flight on January 17. fully-loaded. In December 1939. the VS-44A could accommodate 32-passengers in day seat­ ing or 16 in sleeper berths. Excalibur began mak­ ing regular flights between New York City and Foynes. the assets of AEA were acquired by American Airlines.000 miles+).100. efforts to continue develop­ ment o f the S-44 might have ended with loss o f the Navy contract but for the intervention of Amer­ ican Export Airlines (AEA). but more impor­ tant. while operating with the very short-lived Tampico Airlines. The same month. the aircraft was reassigned to VR-2 out o f NAS Alameda. Given the very limited market for large. it possessed a 3. they were for­ mally impressed into naval service under the designation JR2S-1. to New York City. with the option of acquiring three aircraft as the VS-44A. Exeter . Included among the passengers and crew. four-engine flying boats. 1942. Exeter was destroyed in mid-1947 during a night landing on the Rio de la Plata River in Uruguay.206 American Flying Boats and Amphibious Aircraft group clear o f the sea-spray. who attempted. as a compo­ nent o f its plan. was delivered in May 1942. 1942. Even though the Navy officially accepted the XPBS-1 in January 1939. Commander o f the Pacific Fleet. Equally as innovative. killing eleven of twenty-six people aboard in an accident attributed to pilot error. Ostensibly on a charter operation for Skyways International and loaded with guns and ammunition intended for Paraguayan rebels. In the interval. Stability prob­ lems traced to the turbulence generated by the wings resulted in the addition of dihedral to the hor­ izontal stabilizers. to employ the big flying boats in charter and cargo oper­ ations. Ireland. Newfoundland. the two VS-44As went through a series o f new owners. At the end of 1944. fully-cantilevered wing smoothly blended into the top o f the hull and incorporated fully-articulated trailing flaps occupying fifty-five percent o f the span. Virginia. most o f them unsuccessfully. while returning from Pearl Harbor. California for transport duties between the West Coast and the Hawaiian Islands. the XPBS-1 struck a log in San Francisco Bay and sank. which planned to discontinue all flying boat operations when hostili­ ties ended. BuAer announced that Consolidated’s entry had narrowly won the competition on a point basis and would be selected for limited production as the PB2Y-2. entered World War II. due to the intervention o f World War II. Then just a few years later. Soon after the last AEA transatlantic flight was completed in late October 1945. In the period right after the war. Initial testing (with the original 1. Six months later. Tragedy struck in early October 1943 when Excalibur was destroyed during a takeoff from Botswood. both aircraft were offered for sale. 1937. was Admiral Chester W. all o f whom safely escaped. Peru.. Shortly after all three VS-44As become operational. The first VS-44A. In the spring of 1942. with an interm ediate stop in Botswood. cargo. the XPBS-1 was joined by the Consolidated XPB2Y-1 in mid-1938. The second VS-44A. continued to make transatlantic runs on military contracts. After a two-year construction period. with the same amenities o f a Pan American Clipper. Excambian was impounded by the City o f Baltimore for nonpayment of stor- .050-hp R-1830-68 engines) revealed a top speed o f 227 mph and a loaded range well within design specifications (i. On June 30.e. 3. and extensive trials between the competing prototypes fol­ lowed throughout the balance o f the year. christened Excalibur . volun­ teers.172 flights carrying 211. But this was not m uch o f an im provem ent. subjected E xcam bian to a 300.000+ hour restoration that ultim ately entailed replacing thirty-seven percent o f the structure and ninety-seven percent o f the skin. in 1957. after a move to B ridgeport. W hen w ithdraw n from service in 1967. E xca m b ia n w as p laced in se rv ice w ith A valon A ir T ran sp o rt on the L ong Beach-Catalina Island run. age fees and thereafter sold for $500! In the hands o f new entrepreneurs during the early 1950s. deteriorating. the flying career of Excambian cam e to an abrupt end on January 10. and then resum ed com pany operations som etim e in 1943. many from S ikorsky’s S tratford plant. Spencer Aircraft Co. Spencer left Larsen to start his own com pany in 1940. Larsen to form Larsen A ircraft Co. R esplendent in its original A EA m arkings. A lthough the aircraft was drained and tow ed ashore. the big flying boat had m ade a total o f 8. below. U. near Bradley International A irport. NAM agreed to a long-term loan of the aircraft to the N ew E ngland A ir M useum . 1969. as the V S-44A w as still forced to rem ain in outside stor­ age. The aircraft made a total of 8.246 passengers. but there was no co r­ poration on record. Percival H.S. . the aircraft sat out in the open. C onnecticut. Florida. w hen it w as donated to the Naval A viation M useum and m oved to Pensacola. the aircraft was com pletely refurbished w ith the goal o f tu rning it into a flying trading post that would operate up and down the B razil’s A m azon River. 1928-1945 207 Excambian as seen in the 1960s while flying the Long Beach-Catalina run for Avalon Air Transport. C alifor­ nia. After being sold to A ntilles A ir Boats in late 1967. the V S-44A flew to St. Finally. the V S-44A may be seen today at the M useum . which is located at W indsor L ocks. and E xcam ­ bian found itself derelict again. however. where it com m enced flying com m ercial operations in the C aribbean. w hen it struck on object after an aborted takeoff and sank in four feet o f water. Rescue cam e in 1983: for eventual restoration and display.Part II: The Golden Era. N ew York. In D ecem ber 1941. As a consequence. the SL-12C am phibian. in Farm ingdale. The venture eventually failed. for six years until 1976. he left this business to becom e a test pilot for R epublic. one o f the ow ners o f Avalon A ir T ransport. is reported in Appendix A. C onnecticut. the aircraft was purchased by Dick Probert. this tim e in A ncou. T heir sole product. Following extensive repairs and m odifications that included accom m odations for up to fortyseven passengers. Virgin Islands. C roix. the ow n­ ers reached the conclusion that the repairs needed to bring to it back into airw orthy condition were simply too costly. and ferried to Long Beach. Peru. In 1937.172 flights before being retired in 1967. Spencer jo in e d forces w ith Sikorsky en gineer V incent A. Sadly. Dimensions: span 33 ft.. wing area 160 sq.). gross (est.208 Am erican Flying Boats and Am phibious Aircraft Spencer S-12 Air Car (1941) TECHNICAL SPECIFICATIONS Type: 2-place civil amphibian.) Spencer’s S-12 Air C ar as seen in its original 1941 configuration. empty (est. . seen taxiing up to dock in 1943.. length 23 ft. (est.. range (not reported). speed 95 mph. Its similarity to Seabee is evident.600 lbs. Fuselage pod was later revised to a more rounded shape. ft. it evolved into the Seabee. 1.). Weights: 1. The modified S-12 Air Car. cruise 86 mph. ceiling (not reported.000 lbs. Total produced: 1 Powerplant: one 110-hp Franklin 4A 4-cylinder air-cooled opposed engine driving a two-bladed. fixed-pitch wooden propeller. 7 in. Performance: max. 3 in. with a more rounded cabin configuration. After Spencer sold the design rights to Republic. 1928-1945 209 Although a one-of-a-kind homebuilt design. Spencer’s amphibian concept was sim ilar in many respects to Grover Loening’s S-l Flying Yacht of 1922 (see Part I. which rested on a long pontoon extending aft to support a high-mounted tail group. page 54): a pod arrangement containing a cockpit and pusher engine. some of which are still being built today.Part II: The Golden Era. below) and other amphibian designs. Spencer started . the Spencer S-12 Air Car deserves recognition as the progenitor o f the Republic Seabee (see Part III. using a metal framework skinned in a wooden veneer for the hull and fabric-covered wooden structures for the wings and tail surfaces. The amphibious landing gear was a simple arrangement that could be rotated upward ninety .210 American Flying Boats and Amphibious Aircraft construction o f the project in March 1941. Stabilizing floats were fixed below the wings and braced to the lift struts. An innovative feature seen on later developments was a split windscreen that also formed a front entry door during water oper­ ations. The rear aspect o f the plane was dominated by a very tall fin and rudder incorporating a cruciform horizontal stabilizer. A fter im porting three 17HT-4 flying boats m anufactured in France by Schreck H ydroavions FBA. and it w ould reappear two years later as the all-m etal RC-1 Seabee. presum ably to build m ailplanes and transports. as delivered to the Coast Guard in 1936. the W right J-6-pow ered V-2. after dem onstrating the S-12 before his form er em ploy­ ers at Republic A ircraft. ft. a com pany started by Lloyd Stearm an and W alter Varney. W ith Spencer at the controls. but the first to be completed by Viking. The type remained in active service until 1941. w in g area 2 50 sq. 5 .. speed 104 mph. under civil registration N X 29098.. 1941. 4 in. length 29 ft. 4 in. Total produced: 6 Powerplant: one 250-hp W right R -760 W hirlw ind 9-cylind er air-cooled radial engine driving a two-bladed. using w ood form ing equipm ent. but one o f The second 0 0 -1 (V152). he sold his design rights to the com pany. gross. the first license-built version to be com pleted by V iking... w as acquired by Stearm an-V arney.300 ft. the S-12 m ade it first flight on A ugust 8. C onnecticut. 1928-1945 211 degrees. then in 1931.. Viking Flying Boat Co.2 0 0 lbs. Weights: 4 . Spencer placed the project on hold for the next two years. em pty. Performance: m ax. range 390 mi.. fixed-pitch w ood en propeller.Part II: The Golden Era. The identical French-built Schreck 17HT-4 (V107) had been destroyed in 1934. Viking was apparently form ed in 1930 at N ew H aven.9 0 0 lbs. cruise 88 mph. In D ecem ber 1943. N o m ore V-2s w ere m anufactured. But because o f his w artim e duties. Viking OO (V-2) (1930) TECHNICAL SPECIFICATIONS (00-1) Type: 4-place civil and m ilitary observation flying boat. c eilin g 15. was tested and certified in the U nited States in 1930. Production of aircraft at the N ew Haven plant continued until 1936. as a sp in -o ff o f the earlier Bourdon A ircraft C orp. Inc. streamlined forw ard hull. . co n stru cted an all-new. then in m id-1943. Dimensions: span 42 ft. and all were delivered between October and December 1936. the last example being retired in April 1941.212 American Flying Boats and Amphibious Aircraft the Schreck 17HT-4s was sold to the Coast Guard in 1931. however. the small wooden-hulled and framed aircraft nevertheless exhibited good open-sea handling qualities. Mississippi. Although a comparatively outdated biplane design. Once in service. Cape May. and Miami and St. Petersburg. the OO-ls operated from stations at Biloxi. After its 17HT-4 was accidentally destroyed in a fire in 1934. South Carolina. New Jersey. the Coast Guard awarded Viking a contract to build five license-copies under the designation OO-l. Charleston. Florida. Their active career was relatively brief. . Despite increased power-to-weight ratios and the higher wing-loading it allowed. Designers from companies like Convair and Martin conducted exten­ sive tests using the water drag tanks and wind tunnels at NACA’s Langley facility. and if it’s a failure. testimony in reference to H-4 before U. air generated by one or more jet engines. During the late 1950s. 100 mph) by using large-span. and takeoff and landing speeds were kept within acceptable limits (e. Efforts to move flying boat design into the Jet Age would in the end produce many interesting.. Senate in 1947. 15:1 for the Martin P6M). Spray characteristics of the narrower hulls were little altered. Fowler-type flap systems.g. and at the same time.g. the weight o f the air­ craft in displacement could be supported by extending the afterbody.g. They discovered that by increasing length-to-beam ratios.. Convair and Mar­ tin developed boundary layer control systems (i.”—Howard R. I’ll leave the country and never come back . Other sophisticated concepts such as blending the wing into the hull to form part o f the buoyant surface (see Convair Skate in Appendix B.. 145 mph) with devices like hydro­ skis and hydrofoils (see Convair F2Y). The military services not only released the design freeze that characterized wartime aircraft devel­ opment but began issuing highly ambitious specifications calling for new aircraft that would achieve unprecedented levels o f flight performance. page 348) were stud­ ied but never m aterialized into a full-size aircraft. Less success was achieved in attempts to completely lift the hull from the water during high-speed takeoffs and landings (e. The power available from jet engines combined with the possibilities to be derived from advanced aerodynamic concepts such as swept or delta wings confronted flying boat designers with a whole new set o f problems. hull drag was considerably lessened (e. Hughes. ideas. a flying boat still demanded a careful blend o f hydro. 10:1 for the Con­ vair P5Y and Martin P5M..S.and aerodynamic features that would permit reasonably safe operations on the water. Wing design benefited from new low-drag. both turbojet and turboprop engines. ducted to blow over the flaps and ailerons) that were designed to reduce takeoff and landing speeds to 213 . 1945-Present H ist o r ic a l O v e r v ie w “ I put the sweat o f my life into this project. 1aminar-flow airfoil sections. if not always practical.PA R T III The Post-War Era. Probably the greatest single influence was the intro­ duction o f jet propulsion. and the longer afterbody dampened the tendency o f the hull to porpoise and skip at higher speeds. Aeronautical Progress As the post-war era dawned in America.e. big flying boats had been displaced in the role of over­ seas transports by new four-engine landplanes but still held great promise in the military sphere. Another important breakthrough had come from a wealth o f captured German experimental research data relative to high-speed aero­ dynamics. and even further by builder’s networks on particular aircraft types (e.and six-cylinder air-cooled. could be better streamlined. fuel capacity o f 5 gallons or less. Changes in Federal Aviation Regulations (FARs) over the years have also provided a stimulus to amphibian development. besides conven­ tional ultralights adapted to floats. fuselage. While Supplemental Type Certificates (STC) were issued with respect to modification and testing o f preexisting designs (e. and for water operations. Franklin. and canopies. com and http://volm eraircraft. A major innovation underlying the success o f kits has been the development o f complete airframe components (e. lightplane market. Performance. efforts to raise sufficient capital to place the G-73T Mallard into production (in the Czech Republic) failed. the most energetic category o f new amphibian design was (and still is to some extent) directed at the emerging single-engine. no fac­ tory-built m ulti-engine amphibians have been produced in the United States since 1961. at a fraction of the cost. Kits not only reduce and simplify the building process but offer. In an interesting contrast to previous eras.com).org). Grumman G-21D/E. empty weight no more than 254 lbs. which includes its fair share o f amphibian designs. was further enhanced by the availability o f variable-pitch and constant-speed propellers for use on the opposed engines.g. wings. plans to manufacture an all-new G-21 Super Goose. engine upgrades. the four-cylinder Lycoming 0-3 2 0 o f 1953 produced 150 hp for a weight o f 272 lbs. as o f November 2007.8]). Amphibian development during the same time period was more conservative. light­ weight turboprop engines such as the 600-hp Pratt & Whitney PT6A led to extensive conversion programs known as the Turbo-Goose (G-21D/E) and Turbo-Mallard (G-73T). Another phenomenon unique to the post-war era has been the increasing popularity of ama­ teur-built aircraft.. efforts to extend the service life of older Grumman amphibians like the Goose and Widgeon resulted in a number o f modification programs that included airframe rebuilds.gooseseaplanes. These new engines also generated their rated power at higher RPMs.4 lbs.g. availability o f small. who began intro­ ducing a wide variety o f four. however. both programs (see Convair P6Y and Martin P7M...g. and Lycoming..g. available in either piston-engine or turboprop versions. only one m anufacturer—G rum m an—made a serious effort to produce large.coot-builders. This was aided by small engine manufacturers like Continental. The growth o f the homebuilt aircraft movement has been encouraged and sustained by the nearly simultaneous rise o f the Experimental Aircraft Association (see http://www. allows “ultralight air vehicles” to fly virtually unlicensed as long as they meet certain criteria: single-place. and many regularly include hard-to-make items such as engine mounts.. in Appendix A. horizontally opposed engines that were inexpensive. From the mid-1950s onwards. 35 to 40 mph) to permit open-ocean operations. still appear to be mov­ ing forward. FAR Part 103. and G -lll [Albatross]). in Appendix A) were cancelled before any prototypes were built. A similar effort to convert the Albatross to Rolls-Royce Dart turboprops (Conroy Turbo-Albatross) was not ultimately successful. or both. kit-built aircraft have become an important force in the overall growth o f the homebuilt trend.eaa. thus requiring smaller diameter propellers. G-73T. multi-engine amphibians for the military and commercial markets (see G-44 Widgeon in Part II. this new category o f homebuilts is characterized by fully-tested designs that commonly feature comprehensive plan sets. Unlike the mostly self-designed homebuilt types o f the earlier eras.214 American Flying Boats and Amphibious Aircraft levels low enough (e. landing gear. and highly detailed building instructions. according to a website maintained by Antilles Seaplanes. several different types o f amphibious mono-hull designs have appeared in kit form (see Advanced Aeromarine Buccaneer and Diehls XTC. During the mid-1990s. Since the 1980s in particular. especially in terms of takeoff and climb. an extra weight allowance o f ten percent or 25. and G-73 Mallard and SA-16 Alba­ tross in Part III). LLC (see http://www. in force since 1982. In the interval.com ).g. and maximum speed not exceeding 55 mph. a completed aircraft that rivals the quality and performance o f one manufactured under a standard type certificate. [1:1. patterns. and relatively powerful for their weight (e. In fact. pages . and from the mid-1960s. however. reliable. and due the low frontal area o f their flat geometry. http://www. and tail group) that are molded from lightweight composite materials like fiberglass and Kelvarepoxy. issued Mar­ tin a contract to build two XP6M-1 SeaM aster prototypes. Lockheed P2V and M artin P4M). and maximum speed not exceeding 120 knots (138 mph). and perhaps most significant. most o f the Navy’s single. SSF envisaged large flying boats that could carry out long-range nuclear strike.g. The “ Sea Fighter” program was started in 1948 with the aim of creating a jet-propelled interceptor that could takeoff and land on water.. a Light Sport Aircraft under these rules may be flown by a person holding a Sport Pilot A irm an’s Certificate. the SSF concept was rendered obsolete by two late-arriving naval developments: (1) super carriers capable o f launching long-range nuclear strike aircraft and (2) nuclear submarines carrying intercontinental ballistic missiles. Another important regulatory development occurred as recently as 2004 with the intro­ duction o f new “ Light Sport” Aircraft and Airman categories (see generally http://www. Although a Sport Pilot cannot fly for hire and is confined to oper­ ations within certain types o f airspace. the new category offers an very economical alternative to Private Pilot training. or reconnaissance missions. while the Sea Fighter was still on the drawing board. the Navy embarked on the even more ambitious Seaplane Striking Force (SSF) project. Yet.html). and air-sea rescue roles. the Navy still envisaged important roles for flying boats and am­ phibians in its future operations. the Navy had begun the process o f replacing its flying boats with land-based patrol aircraft (e. . Military Procurement Even while World War Two was in progress.. nearly all flying boats other than amphibious PBY variants and PBM-5s were rapidly phased-out o f service. Grumman began construction of the XJR2F-1. After a lengthy period o f evaluating various design concepts. In 1949. only months after delivery o f the first o f eight P6M-2s. A contract awarded to Con­ vair in 1951 resulted in the first flight o f the twin-engine. reconnaissance. Then in mid-1959. single-engine.org/ whatsnew/regulatory/regsport.aopa. page 332). requires only a valid state driver’s license as evidence o f medical fitness. conventional bombing.(Grumman J2F) and twin-engine (Grum­ man JRF. with Navy and Air Force endorsements. As applied to amphibians. below) and Pro­ gressive Aerodyne SeaRey (see page 333) but also manufactured aircraft like the Icon A5 (see page 247). delta-wing XF2Y-1 Sea Dart in early 1953. BuAer continued production o f the PBM-5 and JRM-1/-2 Mars (reduced to six o f 20 originally ordered) and likewise authorized development of the Convair (formerly Consolidated-Vultee) XP5Y-1 and Martin XP5M-1 as new maritime patrol types. the first o f which was test flown in July 1955. Consolidated PB4Y) and had newer types under development (e. the Sea Fighter program was cancelled in the fall o f 1957 due to persistent control problems related to hydro-ski operations. 1945-Present 215 325 amd 329) and new types are reported to be in the offing (see Moyes Connie in Appendix A. in the midst o f this. BuAer. gross weight no more than 1. J4F and Sikorsky JRS) utility amphibians were removed from the inventory and offered surplus. In the final analysis. At almost the same time.430 lbs. Despite the loss o f both prototypes during the first two years o f testing. a large amphibian that would fulfill the utility. the program contin­ ued with six service test YP6M -ls. mine-laying. Similarly. But the N avy’s most audacious plans for new flying boats contemplated far-reaching new mis­ sions: lack o f funding for new carriers combined with the difficulties o f adapting jet aircraft to exist­ ing carriers impelled naval planners to consider the feasibility o f developing advanced jet aircraft capable of operating from the sea. and a little over a year later. This rule not only opens the door for eas­ ier licensing o f kit-built amphibians like the Aventura HP and II (see Appendix A.Part III: The Post-War Era. and Martin was allowed to initiate production of the definitive P6M-2. in October 1953.g. In 1945 and 1946. the Navy reversed its position and cancelled the entire SeaMaster program. In the massive demobilization that followed V-J Day. an aircraft may be certificated as Light Sport (manufactured) or Experimental Light Sport (homebuilt or kit-built) as long as it falls within the following guidelines: two-place. which included testing o f two YF2Y-ls with revised hydro-ski configurations (note that two more YF2Y-ls were delivered but never flown). it became to first seaplane o f any type to exceed the speed o f sound.. As important. But after four years o f nonstop development. etc.. Lock­ heed. Grumman. most o f the large amphibians remain­ ing in airworthy condition are privately owned and many others are non-flying static displays in various aviation museums. and ended the 72-year era o f American military seaplanes when the final example left Coast Guard service in early 1983. Thurston TA-16. Despite the fact the boom never actually m aterialized. ex-military Grumman Alba­ trosses and Turbo-Mallards were placed in scheduled airline operations during the 1970s. Goodyear. . and bush operations. It remains to be seen whether or not new types such as the Leader Industries Privateer. airframe fatigue. when the FAA grounded the remaining Turbo-Mallards operated by C halk’s Ocean Air­ ways. and was the very last type o f flying boat to serve. Republic. below) were nonetheless manufactured under standard type certificates during this period and still comprise the majority o f today’s private amphibian fleet. According to wartime statistics.000 or more) of new single-engine amphibians entering the ranks o f privately owned aircraft have been generated by homebuilders and kit-builders. Civil Developments Post-war attempts to use large flying boats like Boeing 314s and Sikorsky VS-44As in unsched­ uled overseas operations proved to be fruitless. then again to HU-16 (all services).000 for a Lake LA-200 in 1980 to $700. all Albatrosses had been withdrawn by 1987. serving in the USAF until 1974 and with the Navy until 1976. Today. compare $53. since 1980. enjoyed a long-lasting career.S. In smaller numbers.000+ for a new LA-250 today). and Republic.g. making short-haul trips between Long Beach and Catalina Island. less than 150 standard category amphibians have been completed. And as the used fleet o f standard category amphibians diminishes through the natural process o f attrition. however.000 single-engine amphibians (see Colonial. float-equipped aircraft like the Viking (formerly de Havilland) Turbo-Beaver and Twin Otter and the Cessna Caravan. the amateur-built trend. this fleet o f about 500 Grumman amphibians was the backbone o f passenger and cargo-carrying services o f many island. Seawind 300C. after a designation change to UF-1 (USN and Coast Guard) and SA-16 (USAF). the final examples being withdrawn in late 1967. but attrition. Convair’s turboprop XP5Y ultimately evolved into the R3Y Tradewind long-range transport. which was among the factors leading many big aircraft companies (e. however. the greatest numbers (an estimated 1. as a result o f the general downturn in the lightplane market and rising production costs (e.000 m ilitary pilots were trained between 1939 and 1945. left only a handful of these irreplace­ able aircraft in commercial service by the 1990s. Thurston. One VS-44A (Excambian ) did enjoy a 10-year career with Avalon Air Transport. In a complete contrast. in the U. is likely to continue in the foreseeable future. The traditional role o f twin-engine amphibians in both scheduled and charter operations has largely been supplanted by large. approximately 2. approximately 260. Boeing. coastal. but came to g rief in 1969 while operating in the U. Interestingly. and scheduled passenger services ended altogether in late 2005. Lake.) to foresee an enormous boom in the post-war civil lightplane market. and lack o f spares. the type was removed from service in 1957 after delivery o f only nine production aircraft. the Light Sport Icon A5 appears to be a good candidate for future production and has the potential to become a trendsetter.. or Trident TR-1 (Canada) will ever achieve type certification and production. In terms o f organization and support. pro­ vided a huge stimulus to smaller commercial carriers all over the world. single-engine amphibians. It is probably safe to say that the thirty-five years following the end o f World War II (19451980) became the “golden age” o f privately-owned.g. the avail­ ability o f surplus m ilitary utility amphibians. Grumm an’s JR2F Albatross. The pistonengine M artin P5M became the N avy’s mainstay patrol boat during the 1950s and 1960s. due to chronic problems with the complex engines. in particular the Grumman Goose and Widgeon. Since 1980. Virgin Islands. From the late 1940s well into the 1970s.S. kitplanes especially.216 American Flying Boats and Amphibious Aircraft The Naval Air Transport Service operated the four remaining Martin JRMs (one was destroyed in 1945 and another in 1950) until 1956. as a consequence o f irreparable damage. constant-speed metal propeller. LA4-200 LA-250.450 lbs. reorganized under the name M ini-IMP Aircraft Co. Taylor Coot (1969) TECHNICAL SPECIFICATIONS (COOT-A) Type: 2-place homebuilt civil amphibian. C-2 Skimmer JL P5Y (R3Y) Tradewind F2Y Sea Dart G-73 Mallard SA-15 (JR2F. Inc. in 1961. an estimated seventy Coot-As have been com pleted since Molt Taylor flew the first example in 1969 and more are under construction. UF) Albatross HK-1 (H-4) Hercules A5 LA-4. Moulton B. range 438 mi.: Aerocar International Inc. One o f the most popular and best-supported homebuilt amphibian designs ever introduced. Taylor died in 1995. Dimensions: span 36 ft. Landing gear is tricycle type.P r e s e n t Aircraft Manufacturer Aerocar International.. formed Aerocar International.: Hughes Aircraft Corp. length 22 ft. 0 in. LLC): Spencer-Anderson: Thurston Aircraft Corp.: Columbia Aircraft Corp. in place o f drag-producing tip floats. Martin Co. with the A becoming the definitive model. Inc. ft.) Powerplant (prototype): one 180-hp Franklin 6A4-B 6-cylinder air-cooled opposed engine driving a twobladed. Washington. (Molt) Taylor. . empty. 1. 1945-Present 217 T he P o s t -W a r E r a • 1 9 4 5 . Departing from orthodox amphibian design.: Volmer Aircraft Co. -270. the C oot’s wings are located in the middle o f the hull where. 0 in.: Anderson Aircraft: Colonial Aircraft Corp. at Longview. Total produced: 70 (est. RC-3 Seabee Seawind S-12C/E Air Car TSC-1 Teal TA-16 Seafire VJ-22 Sportsman First Flight 1969 1969 1948 1946 1950 1953 1946 1947 1947 2008 1960 1984 1945 1948 1955 1970 1974 1944 1982 1970 1968 1981 1958 Pereira Aircraft Co.War Era.950 lbs. then after moving to Saginaw. Two Coot prototypes originally appeared: the single tail A and the twin boom B. ceiling (not reported). (Seawind. Performance (prototype): max. in 1970. the wing roots act as lateral stabilizing sponsons. -270T JRM Mars P5M Marlin P6M Seamaster Osprey I Osprey II RC-1.: Glenn L.: Seawind/SNA. Texas. Inc. cruise 100 mph. gross. wing area 180 sq. Corp. with the main .: Convair Aircraft Corp. best known for the Aerocar design that appeared in 1950.: Icon Aircraft: Lake Aircraft Corp.Part III: The Post. speed 120 mph.: Model Coot Kingfisher C-l. Weights: 1.: Grumman Aircraft Engr..: Republic Aviation Corp. but engines having 180 hp or more. Another innovative feature is folding wings and horizontal stabilizers that permit the aircraft to be placed on a trailer and towed. is made up o f molded fiberglass sections. The hull. consisting o f a pod and tail boom arrangement. Continental. rang­ ing from 100 hp to 220 hp. internally stiffened by wooden formers and stringers that are fiber­ glass-bonded. wings are fabric-covered wooden structures with fiberglass leading edges. have been recommended in order to achieve acceptable performance under average load . Coot builders have installed various Franklin. equipped with constant-speed pro­ pellers.218 American Flying Boats and Amphibious Aircraft wheels folding rearward into the wing and the nose wheel retracting forward into a bow recess. and Lycoming powerplants. empty. Dimensions: span 36 ft. The m olded structures and other airfram e com ponents. m ost com m only the 115-hp Lycom ing 0 -2 3 5 . over­ hangs the cockpit area. and tested a tw o-place am phibian in 1969. tw o-spar type. fixed-pitch m etal propeller. W ashington.. Som e K ingfishers are rep o rted to have been fitted with other engines. but the nose bowl looks like an off-th e-sh elf item . gross.000 ft. and thereafter offered co n stru c­ tion plans to hom ebuilders. The wings were intentionally mounted at mid-hull so that the roots would function as sponsons. Anderson Earl A nderson. Earl A nderson flew the K ingfisher p ro ­ totype for the first tim e on A pril 24. 1969. w ing area 178. an estimated 70 have been completed and flown by homebuilders. supported by metal V-struts. at the tim e a captain for Pan A m erican A irlines and a resident o f Delray Beach. W hile the actual num ber o f K ingfishers com pleted and .540 lbs. Florida. designed. Total produced: Unknow n Powerplant (prototype): one 100-hp C ontinental 0 .coot-builders.5 sq. conditions. tractor-m ounted on struts incorporated into the w ing center-section.032 lbs. 1. speed 96 mph. though not denoted. The engine. located below and forw ard o f the w ings. To the am ateur aircraft builder. originally offered by Taylor. length 23 ft. Anderson EA-1 Kingfisher (1969) TECHNICAL SPECIFICATIONS Type: 2-place hom ebuilt civ il am phibian. 6 in. Performance (prototype): max. Weights: 1.Part III: The Post-War Era. the w ings are o f the fabric-covered. 2 in.. Two Coots are reported to have flown w ith m odified M azda autom otive engines o f undis­ closed horsepow er. c eilin g 10. range 322 mi.com ) from Ken W elter o f C am as. cruise 85 mph. 1945-Present 219 Since the first Coot-A flew in 1969. built. ft. have been added to some recently built C oots to enhance buoyancy and keep w ater-spray away from the propeller. W hether derived from Piper components or scratch-built.2 0 0 4-cylin d er air-cooled opp osed engine driving a twobladed. The one-step hull consists of plywood construction w ith internal longerons and form ers and. M aterial and construction o f the engine nacelle are not m entioned. the tail group appears to be a w elded steel tube fram ew ork w ith fabric covering. the A nderson K ingfisher offers a sim ple am phibian design which can utilize the w ings o f a Piper J-3 C ub or sim ilar Piper aircraft.. A uxiliary sponsons. are currently available (see w w w . over 200 sets plans had been sold by 1978 and 100 were thought to be at som e stage o f construction. Plans may still be obtained through the Experim ental A ircraft Association.eaa. K ingfisher kit com ponents w ere being offered to builders.htm l) apparently is no longer active. The hull is of built-up plywood construction. but the w ebsite (see m em bers. . flying is not published.org/hom e/hom ebuilders/selecting/kits/K ingfisher. the original EA-1 utilized the wings and other miscellaneous components of a Piper J-3 Cub. A t one tim e.Designed by airline pilot Earl Anderson. registered as N 6595K . w ith John F. empty.3 5 0 lbs. It became the forerunner of over 1.Part III: The Post-War Era. Weights: 1.. C haracteristics taken alm ost directly from the G-65 included a tricycle gear retraction system in w hich the m ain w heels folded into the w ings and one-piece.. In the interval. above) and G rum m an G -65 Tadpole (see A ppendix A. D avid T hurston evolved an all-new am phibian design featuring a shallow er hull and a raised turtledeck.. L indbad. T hurston. T hurston left the com pany to pursue other inter­ ests while L indbad stayed on. an aeronautical engineer w orking for Grumman. together w ith a pusher engine m ounted high up on a pylon betw een the w ings. left h a lf o f the tire exposed to act as a bumper. Total produced: 43 (all version s) Powerplant: one 180-hp Lycom ing 0 -3 6 0 -A 1 A 4-cylin d er air-cooled opp osed engine driving a two-bladed. built and tested its first am phibian prototype at Long Island. m ade its first flight on July 17. Colonial and Lake com­ bined).. who w as em ployed by R epublic. and upon receiving the a irc ra ft’s Type C ertificate o f A irw orthiness in 1955. dubbed the C -l “ Skim m er. and H erbert P.e. and develop­ ment proceeded over the next six years. N ew York. The C-l prototype. streamlined stabilizing floats. gross. A fter C olonial w as acquired by Lake A ircraft Corp. ft. 2 . range 625 mi.525 lbs.e. in 1959. . Using som e o f the ideas taken from his previous association w ith the G oodyear GA-1 Duck (see Part II. O riginally. Founded as a side venture in 1946 by D avid B. 1945-Present 221 Colonial Aircraft Corp.” began during 1947 and con­ tinued into the next year. The nose w heel. 0 in. semimonocoque construction. Performance: max. cruise 130 mph. C onstruction o f the prototype. w in g area 170 sq.000 production amphibians (i. 6 in. speed 135 mph. constant-speed metal propeller. Strayer as the new president. c eilin g (not reported). The hull consisted o f all-m etal. w hen retracted. M aine. the C olonial A ircraft Corp. and the fully-cantilevered w ings jo in e d the fuselage in a high-m iddle position behind the cockpit enclosure. the com pany m oved to a new m anufacturing facility in S anford. Dimensions: span 34 ft. Colonial C-l and -2 (IV) Skimmer (1948) TECHNICAL SPECIFICATIONS (C-2) Type: 2 to 4-p lace civil am phibian. during 1947 and 1948. pow er w as derived from a 115-hp Lycom ing O -235-C l driving an Aeromatic propeller (i. autom atic low to high-pitch change via counterw eight m echanism s). a 125-hp Lycom ing 0 -2 9 0 -D replaced the The original C-l prototype (N6595K) in its final form just prior to Type Certification in September 1955. length 23 ft. below ). 1948. The cabin was arranged with two side-by-side seats in front. a taller fin and rudder added. and the floats lengthened. the pylon modified. Colonial moved its operations to Sanford.222 American Flying Boats and Amphibious Aircraft original engine and the pylon was modified. in anticipa- . the powerplant was changed again to a 150-hp Lycoming 0-320-A 2B engine. with a third optional seat mounted sideways in the rear. In early 1955. Maine. Other refinements included a strengthened rear turtledeck and a retractable water rudder instead o f an extended air rudder. As the C-l reached its final production standard during 1954 and 1955. S. as a consequence o f w artim e priorities placed on . constant-speed m etal propeller.000 lbs. htm).n et/o tter3 2 /co lo n ial/co lo n ial_ h isto ry .c2 i. length 45 ft. 11 in. including the original prototype. and at least five m ore are know n to be in various stages o f restoration. however. gross (est.200-hp W right R.1820-56 Cyclone 9-cylind er air-cooled radial engine driving a threebladed.. In the mid-1960s the aircraft went to Canada and was re-registered as CF-LML. and C anadian registrations. in 1946. N ew York. and issuance o f the airc ra ft’s official Type C ertificate follow ed in Septem ­ ber 1955. From that point until late 1957. and 330 aircraft were subsequently com pleted as the J2F-6. plus structural strengthening o f the w ings and pylon for the increased gross w eight. and tw enty C-2s had been com pleted at the tim e C olonial sold its assets to Lake A ircraft Corp. m odified w ing floats. w hich featu red a 180-hp Lycoming 0-360-A 1A engine. in late 1959. Located in Long Island. tion o f production plans. The sixty-year legacy o f the C olonial S kim m er continues. In 1942 G rum m an assigned production o f the J2F Duck to Colum bia.0 7 0 mi. A ccording to a website devoted to C olonial A ircraft (see http://h o m e. 13.). near G ru m m an ’s B ethpage plant. Performance: max. Columbia JL (1946) TECHNICAL SPECIFICATIONS (XJL-1) Type: 6-place m ilitary utility amphibian. w ing area (not reported). m anifested today as the Lake LA-250 and -270T. Type C ertificate approval cam e in D ecem ber 1957. 1945-Present 223 N246B shown here was the fifth C-l off the assembly line. Grumman began laying down the design o f the M odel G -42 in m id-1939. seven C -ls. The assets o f C olum bia w ere sold to Commonwealth A ircraft Corp. D uring 1957 C olonial d eveloped the im proved C -2 S kim m er IV. ceilin g (not reported). the pre-w ar origins o f this com pany are not clear. enlarged horizontal tail surfaces. 0 in.. Total produced: 3 Powerplant: one 1. speed 174 mph. a cabin redesigned to accom m odate four seats. a m onoplane intended as a successor to the J2F D uck series. and eight C-2s rem ain in flying condition today under U. cruise 119 mph.Part III: The Post-War Era. Weights: empty (not reported). range 2 . Columbia Aircraft Corp. Dimensions: span 50 ft. C olonial m anufactured and delivered a total o f tw entythree aircraft as the C -l Skim m er. . tapered wings similar in shape to those o f the G-44 Widgeon. the project remained on hold until being transferred to Columbia Aircraft sometime in 1943. F4F.224 American Flying Boats and Amphibious Aircraft the company to mass produce other aircraft (e. F6F). TBF. Other new features included a tricycle type landing gear in which the main wheels fully retracted into the wing. BuAer awarded Columbia a .g. The overall design o f the G-42 was characterized by the shoehorn fuselage/pontoon configuration o f the J2F with squared-off. The other XL-1.785 mi. Convair P5Y/R3Y Tradewind (1950) TECHNICAL SPECIFICATIONS (R3Y-1) Type: 8-place patrol boat.000 m ax. fully-reversible m etal propellers. 1946. two years after m erging w ith Vultee A ircraft. (norm al). The design had actu­ ally been initiated by Grumman in 1939 as the G-42. Follow ing another reorganization in 1953. is currently preserved at the Pim a A ir M useum in Tucson. range 2. C alifornia. N one o f the proj­ ects. speed 388 mph. ceilin g 3 9 . the com pany becam e the Convair D ivision of General D ynam ics C orp. the Navy elected to abandon any further developm ent. and tail. 3. V irginia and rem ained there until being sold surplus in 1959. Both aircraft w ere afterw ard placed in storage at NAS Norfolk. Arizona..500-sh p A llison T 40A -10 paired turboprop en gin es driving six-bladed contra-rotating. 1945-Present 225 One of two Columbia XJL-1 prototypes as delivered to NATC for testing in 1947.0 0 0 lbs. 165. cruise 300 mph. Convair Aircraft Corp. empty.) Weights: 71. each containing two 20-m m cannons. A fter testing in 1947 and 1948 revealed structural w eakness in the airfram e. contract to build two flying prototypes and one static test exam ple under the designation XJL-1. civil registry N 54205. in 1997. C onsolidated shortened its nam e to C on­ vair A ircraft. The m aiden flight o f the first XL1 prototype took place on O ctober 15. 145. however. It is now reportedly undergoing restoration. In 1943. Convair becam e one o f the few large military contractors to continue developm ent o f flying boats after W orld War II.Part III: The Post-War Era. o f bom bs. civil registry N48RW. ft.450mi. and both prototypes were delivered to NATC in 1947 forevaluation. A long w ith G rum m an and M artin. Total produced: 11 Powerplants: four 5. and up to 8.824 lbs. w ere ultim ately successful and all (including the unbuilt XP6Y-1 reported in A ppen­ dix B) had been cancelled by 1959. but the war ended before construction o f the aircraft w as com pleted. norm al gross.. or depth charges carried in internal bays. 9 in. length 139 ft.7 0 0 ft.. w as restored to flying condition during the late 1980s but crashed at Cam p Pendleton. intended as a successor to the Duck.500 lbs. Armament (XP5Y-1 only): R em ote-controlled turrets in n ose. takeoff. 8 in. 103-passenger m ilitary transport. w in g area 2. . Performance: max. but was assigned to Columbia in 1943.102 sq. One o f the X JL -ls. (m ax. torpedoes. Dimensions: span 145 ft. forward and aft w aist p osition s on each side. the design and devel­ opment o f the Convair Tradewind originated from a requirement issued by BuAer in 1945 calling for a long-range flying boat that would utilize turboprop propulsion and take advantage of recent advances in aerodynamic design. Antisubmarine warfare (ASW) was envisaged as the new aircraft’s primary role. with a secondary emphasis on transportation o f troops and supplies. In May 1946. .226 American Flying Boats and Amphibious Aircraft The only type o f turboprop flying boat to enter service with the Navy. . the Navy awarded Convair a contract to build two prototypes of its proposed model 117 under the designation XP5Y-1.Part III: The Post-War Era.e. in order to reach the levels of power needed (i. At virtually the same time. 5. The aerodynamic concept created for the .000 shp+). 1945-Present 227 after reviewing competing designs. Allison com­ menced a parallel program to develop the T40 powerplant. would entail mounting two T38 turboprop engines side-by-side and driving a propeller shaft through a common gearbox. which. One of six R3Y-2s configured as an amphibious assault transport. shortly after the XP5Y-1 . Due to the thinness o f the w ings. The nine R3Ys were the only type of turboprop-powered flying boats to ever reach operational service with the Navy.228 Am erican Flying Boats and Am phibious Aircraft The first XP5Y-1 prototype. however. depending on w eight. This aircraft was destroyed in a crash in July 1953 and the second proto­ type never flew. The tail group consisted o f a very tall fin and rudder and a horizontal stabilizer w ith slight dihedral. XP5Y-1 w as strikingly innovative: a exceptionally low -drag hull possessing a length/beam ratio of only 10:1 in com bination w ith a high-aspect ratio w ing em ploying a lam inar-flow airfoil o f very thin section. Problem s w ith the engine gearboxes delayed the first flight o f the XP5Y-1 until April 18. Fow ler-type flaps occupying sixty percent o f the w ingspan w ould lower landing and take­ o ff speeds to the 100-mph range. The Navy decided instead to proceed with the more conservative M artin P5M.1950. The following A ugust. by w hich tim e the N avy had already ordered the m ore conventional M artin P5M-1 (see below) into production to fulfill the patrol boat function. stabiliz­ ing floats w ere placed outboard on stream lined fairings. plus adding two tw elve-foot cargo hatches on the port side. one o f them set a record w hen it sim ultaneously refueled four G rum m an F9F-8 aircraft. and after being stricken in early 1959. Weights: 12. Full cargo payload was 48. 8 in. ceilin g 5 4 ..Part III: The Post-War Era. The first R3Y-1 com pleted its m aiden flight on February 24. D espite the loss o f one of the XP5Y-1 prototypes in July 1953 in a non-fatal accident attrib u ted to engine failure. one o f the R3Y-ls set a new transcontinental seaplane record by flying coast-to-co ast at an average speed o f 403 m ph. Convair F2Y Sea Dart (1953) TECHNICAL SPECIFICATIONS (YF2Y-1) Type: single-seat fighter. w ere plagued by serious problem s w ith the p ro p eller gearboxes. sold for scrap. dry.8 0 0 ft. D uring operational testing. empty. Two o f the R3Y-2s were afterw ard fitted w ith probe and drogue in-flight refueling system s.75-in . 1954. length 52 ft. 1945-Present 229 R3Y-2. Total produced: 5 Powerplants: two W estinghouse J46-W E-12 turbojets. 7 in. 16. Armament (planned but never installed): four fixed 20-m m cannons in the nose and an unspecified number o f 2. takeoff. a record which still stands today. In early 1956. Dimensions: span 33 ft. norm al gross. The last R3Y-1 becam e the R3Y-2 assault transport w hen com pleted in December 1954 w ith a shorter.. and five o f the six ordered had been delivered before the end o f year.0 0 0 lbs. O per­ ations. replacing the u n it’s M artin JRM M ars. and vehicles from a beach. supplies. 21.000 lbs.500 lbs. In addition to deletion o f arm am ent. each rated at 4 . folding-fin aircraft rockets in a canister. BuA er directed Convair to com mence developm ent o f an unarm ed transport version as the R3Y-1. however.. All rem aining R3Y-ls and R3Y-2s were grounded in A pril 1958.500 m ax. Performance: m ax. m ajor design changes involved m odifying the n acelles for T40A -10 engin es. level speed 724 mph (0. had established a turboprop endurance record o f eight hours six m inutes.5 0 0 lbs./s.l. w ork on the R3 Y-l continued w ithout interruption. the five R3Y-ls and six R3Y-2s entered service w ith V R-2 at NAS A lam eda. Chronic problems with the engine gearboxes resulted in the grounding of all R3Ys in April 1958. w in g area 568 sq. ft. m ore bulbous nose that hinged upw ard to allow loading o f troops.” seen on beaching gear while serving with VR-2 at NAS Alameda. in after­ burning.95 M ach) at s. and in Septem ber 1956. . and five m ore R3Y-2s w ere delivered to the N avy during 1955.t. dubbed “Caribbean Sea Tradewind. once o perational trials had been co ncluded.. O ther changes included pressurized accom m odations for up to 103 fully equipped troops or 73 stretcher cases in an am bulance configuration. range 513 mi.625 lbs. 6. raising the aft hull to elevate the entire tailplane and rem oving dihedral from the horizontal stabilizer. resulting in the loss o f one aircraft in M ay 1957 and another in January 1958. The Convair F2Y Sea Dart was (and still is today) the only type o f seaplane in the world to have achieved supersonic flight. Convair’s sea fighter proposal called for a twin-engine. Convair was said to have tested a number . Before settling on a two-ski arrangem ent for the project. Its origins can be traced to a highly ambitious Navy competition initiated in 1948 to generate designs for a jet-propelled supersonic fighter capable o f operating from the sea. pure delta-wing (tailless) planform on a blended hull which would rise up on two retractable hydro-skis for takeoffs and landings. the J46 engines w ere not ready for installation. In a norm al tak eo ff sequence.S. each. C o n v air’s proposal was deem ed to hold the m ost prom ise. The J46 pow erplants specified. in addition to a characteristic V-chine bottom. and in January 1951.Part III: The Post-War Era. w ith the leading edges o f the w ings elevated about eighteen inches above the w aterline and the trailing edges actually touching the water. hinged backw ard for ingress and egress. before the end o f the year. increased the contract to a total o f tw enty-tw o aircraft. Much o f the technology utilized in the sea fighter concept w as derived from C onvair’s previ­ ous experience w ith the X F-92A . causing Convair to substitute two n o n -afterburning J34-W E -32s o f 3. As the first XF2Y-1 airfram e neared com pletion in m id-1952. The one-piece canopy. The N av y ’s m oti­ vation was largely influenced by the difficulties it w as facing in adapting high-perform ance je t air­ craft to carrier operations. then extended to an interm ediate position up to about 55 m ph. as well as other tech ­ nical data from associated Convair projects on the YF-102 supersonic fighter and X B-58 supersonic bomber./s. the XF2Y-1 sat slightly tail low. the w o rld ’s first pure delta-w ing je t aircraft. both under developm ent for the U. A ir Force. (Sam ) S hannon at the controls. As w ith the X F-92A . D. 1945-Present 231 The XF2Y-1 seen during takeoff at full ski extension. essentially fifty percent scale-ups o f the J34. and then extended fully w hile the aircraft accelerated to a tak eo ff speed o f . the com pany received a contract to build two pro­ totypes under the designation XF2Y-1. the XF2Y-1 com m enced taxiing tests in San D iego Bay in D ecem ber 1952.t.400 lbs. the skis rem ained fully retracted until reaching a speed o f 10 to 11 m ph. Convair m ini­ mized the problem o f engine ingestion o f w ater-spray by locating the intakes high up on the upper hull behind the leading edges o f the w ings. then. The lower hull. pitch and roll con­ trol of the XF2Y-1 w ould be effected by “ elevons” on the trailing edges o f the w ings. w ith test pilot E. even before a prototype had flown. interconnected to sim ultaneously function as elevators and ailerons. included speed brakes w hich also doubled as w ater brakes for differential w ater steering. The Navy’s interest in the “Sea Fighter” pro­ gram was motivated in p art by the difficulties of operating high-performance jets from carriers. The contract w as later changed to provide that the first four production examples be com pleted as unarm ed YF2Y-1 service test aircraft. In m id-1952. Floating at rest. of different variations on conventional seaplanes (type unknow n). w ere still under developm ent by W estinghouse. consisting o f two tear-shaped w indscreens. Thus com pleted. B uA er was sufficiently enthusiastic about the program to order tw elve production m odels as the F2Y-1. F urther testing revealed that the XF2Y-1 w as not only seriously underpow ered for its w eight. 1953.232 Am erican Flying Boats and Am phibious Aircraft One of the two YF2Y-ls shown on ramp with redesigned skis and oleos. but also nearly im possible to control due to severe buffeting and vibration generated by the hydro-skis during takeoffs and landings. became the world’s only seaplane to exceed the speed of sound. W hitcom b (i. in August 1954. C onvair sought to rem edy the problem by redesigning the hydro-skis and supporting oleo struts. but these efforts only provided a partial solution.. its first “official” flight did not occur until A pril 9. 145 m ph. On January 14. the induced drag at the w ing ju n c tio n w ould prevent the XF2Y-1 [like the YF-102] from reaching super- . the aircraft inadvertently lifted off the w ater and flew about 1. 1953. The other two YF2Y-ls were never flown. The first YF2Y-1. Around the sam e tim e.e. due to the straight-bodied shape o f its fuselage.000 feet before touching down. the program received another setback linked to discovery o f the “area-ru le” principle by NA CA engineer R ichard T. during a high-speed taxi test. Even so. Convair was authorized to proceed with the extensively redesigned F2Y-2. Navy officials were sufficiently disillusioned at this point to cancel the second prototype and reduce the contract to four service test and eight production air­ craft. in afterburner. but performance trials held afterward soon dem onstrated that the new powerplants would not pro­ duce the anticipated levels o f thrust./s. afterburning J46 engines were installed in the prototype. .000 lbs.Part III: The Post-War Era.t. 1945-Present 233 sonic speed in level flight). M eanwhile. which would feature an area-ruled fuselage section and a single Pratt & W hitney J75-P-9 engine devel­ oping 15. w hich exceeded even the original requirem ents. Problem s encountered w ith airflow over the w ings resulted in span-w ise fences being installed on the upper surfaces near the tip. O n A ugust 3. jo in e d the Sea D art program in early 1954. T hrough the balance o f 1954.234 Am erican Flying Boats and Am phibious Aircraft The XF2Y-2 after being converted to a single-ski configuration in 1954. but featured the final revisions m ade to the ski after-bodies seen on the first YF2Y-1. Since the single ski could not fully retract into the belly recesses. 1954. pow ered by J46s. the first seaplane to ever do so. the N avy cancelled the rem aining eight production F2Y-ls and termi­ nated further developm ent o f the F2Y-2. com bined w ith the fact that m uch progress had been m ade in the interim on the carrier je t problem . The entire program was termi­ nated in 1957. W hat rem ained o f the p ro g ram —the single XF2Y-1 and three Y F2F -ls under c o n stru c tio n —w as reduced to experim ental status only. The first service test YF2Y-1. w ider hydro-ski. changes subsequently m ade to the rate o f elevon deflection and revision o f the oleo dam ping system s solved the problem to the extent that the air­ craft could safely m ake crossw ind takeoffs and landings and be operated in seas w ith six to tenfoot waves. G iven the results thus far. A lthough a num ber o f m odifications were m ade to the skis in the course o f tests. 1956. R ichbourg placed the YF2Y-1 in a shallow dive and exceeded the speed o f sound. It differed from the prototype in having som ew hat elongated engine nacelles and exhaust nozzles but lacked built-in beaching gear. An inves­ tigation revealed that the aircraft had exceeded its stress lim its due to pilot induced oscillations. The ski would not retract fully into the hull. killing test pilot Richbourg. thereby restricting the aircraft to low-speed operations. W hen tak eo ff and landing trials w ith the new configuration began in late D ecem ber 1954. the XF2 Y-l underw ent a series o f m odifications in w hich the twin skis w ere replaced by a single. the aircraft w as restricted to low -speed flight operations. the XF2Y-1 experienced nearly uncontrollable hydrodynam ic oscillations. the XF2Y-1 w as placed in storage. the YF2Y-1 disintegrated in m id-air. Misfor­ tune struck the follow ing N ovem ber w hen. A fter com pleting the single-ski test program in early 1956. the aircraft rem ained dangerously unstable during takeoffs and landings. The second YF2Y-1 flew for the first time on M arch 3. during a dem onstration before Navy officials and the press over San D iego Bay. however. C onvair test pilot C harles E. It w as pow ered by the sam e J46 engines and cam e in a tw in-ski configuration. plus foldable . Four Sea D arts survive today. the N avy resum ed non-flying. O f the three YF2Y-ls. then in 1994. the com pany changed its nam e to G rum m an A erospace C orp. 1945-Present 235 beaching w heels sim ilar to the XF2Y-1. producing more boat-hulled aircraft (575.e. In 1969. and the last at the Florida Air M useum (Sun n ’ Fun) in L akeland. w ater-testing in M arch 1957. 20-degrees nose up) could not be achieved w ith the hydrofoil. em erged as N orthrop-G rum m an C orp. and the entire program w as finally term in ated in the fall o f 1957. Founder Leroy G rum m an died in 1982 at age 87. D uring the open sea tak eo ff and landing trials that followed. the second example now resides in the San D iego A erospace M useum at B alboa Park.. no actual flights were planned. Grumman Aircraft Engineering Corp. as prime co ntractor for the L unar E xcursion M odule (LE M ) in the A pollo program . S ubsequent efforts to revise the hydro­ foil were not successful. The other two service test Y F2Y-ls w ere com pleted and delivered but never flown.. Pennsylvania. is in storage at the S m ithsonian’s Paul G arber facility aw aiting restoration. after being acquired by N orthrop Corp. F urther trials w ere halted on A pril 28 and the aircraft never flew again.Part III: The Post-War Era. But the program did not entirely end: after the XF2Y-1 was m odified yet again to receive a sm all. after Type Certification and re-registration as NC41824. rigidlymounted hydrofoil in place o f the single ski. during the p o st­ war era. Indeed. G rum m an was actively engaged in plans to design and develop large am phibians for both the m ilitary and com m ercial aviation m arkets. .. the third in the W ings of Freedom A ir and Space M useum at NAS W illow Grove. This aircraft was ultimately sold to a Canadian mining company. repo rted to be in very poor condition. Because a tak eo ff angle o f attack (i. Early testing revealed pitch oscillations o f such m agni­ tude that runs had to be aborted betw een 60 and 70 mph. Total produced: 59 Grumman’s original G-73 prototype in late 1946. Even before World War II ended. Navy officials rated the control problem s associated w ith the buffeting and vibrations o f the tw in skis to be com pletely unsatisfactory. The XF2Y-1. including 50 G -44A s) than C onvair and M artin com bined. the com pany becam e the largest m anufacturer o f m ulti-engine am phibians. Grumman G-73 Mallard (1946) TECHNICAL SPECIFICATIONS Type: 12-passenger com m ercial/civil am phibian. (m ax.000 feet. since none were available in that power range. w ith access through a door on the port side o f the hull. All G-73Ts were suspended from commercial operations following a fatal crash in December 2005. ft.3 5 0 lbs. W eights: 9 . Performance: max. 8 in. a post-w ar m arket analysis perform ed by the com pany w ent as far as to suggest that as m any as 250 o f these aircraft m ight be sold. . tables. The single­ strut w ing floats also doubled as auxiliary fuel tanks.. ceilin g 2 3 . the design o f the G-73 em erged with a larger and cleaner airfram e having a m ore m odern tricycle landing gear arrangem ent. In D ecem ber 1944. in turn. length 48 ft.). constan t-speed m etal propellers. he w as forced to com prom ise w ith supercharged R-1340s delivering 600 hp up to 3. 1946. an engi­ neering team led by G ordon Israel began laying down the blueprint for the new G-73 Mallard. The first G -73 rolled out for its m aiden flight on A pril 30.400 mi.750 lbs. gross. w hich left the G-73 slightly underpow ered for its weight. Though sharing characteristics w ith the G oose in term s o f layout. and like the G oose and Wid­ geon. A ccording to a custom er’s wishes.. For short-range operations.0 0 0 ft. Israel believed the new am phibian would per­ form best w ith engines producing 700 to 800 hp. w ith the aim o f offering a post-w ar successor to the G-21 G oose. the cabin could be special ordered w ith sofas. and overstuffed chairs. range 863 mi. cruise 180 mph. five additional seats could be located in the lavatory and baggage area. however. 4 in.. D im ensions: span 66 ft. (norm al). 12. w ing area 44 4 sq. w ould create a ready m arket am ong feeder airlines for a ten to fifteen-passenger tw in-engine am phibian. 1. In fact. speed 215 mph. Leroy G rum m an and his staff w ere convinced that once the w ar ended there w ould be an explosion o f public air transportation w hich. a lavatory and baggage com partm ent w as located aft. testing revealed the aircraft to have superb handling qualities both on the w ater and in the A recent photograph of the G-73T Turbo-M allard serving with C halk’s Ocean Airways. empty.000 feet and 550 hp up to 5.236 Am erican Flying Boats and Am phibious Aircraft Powerplants: two 600-hp Pratt & W hitney R-1340-S3H1 Wasp 9-cylinder radial engines driving three-bladed. N orm al accom­ m odation w as two crew m em bers and ten passengers. But sales to feeder airlines were not forthcoming as expected. 1945-Present 237 air. used as personal transports by the new government established under . These aircraft were in fact outfitted with luxury accommodations for then Egyptian ruler.Part III: The Post-War Era. King Farouk. After receiving its Type Certificate in September 1946. a New York C ity-based carrier that ceased operations before actually starting any scheduled services. The only military operator was the Egyptian Air Force. which received two Mallards in 1949. this aircraft was delivered to the first Mallard customer. a Canadian mining company. and following Farouk’s overthrow in 1952. with only one G-73 purchased by Air Commuting in 1947. [62 ft. though the actual number in airwor­ thy condition is not known.000 mi.] . and the East Indies. Starting in the mid-1950s. 30-passenger commercial amphibian (G-lll).500 lbs. this time with 652-shp PT6A27s. Grumman SA/HU-16 (G-64 and -111. cruise 150 mph. efforts to upgrade the Mallard with more power started in the mid-1960s. Thereafter. primarily to corporate customers in the United States and Canada.e.238 American Flying Boats and Amphibious Aircraft Gamal Abdel Nasser. however. speed 236 mph. [1. 8 in. Frakes Aviation performed a number of G-73T PT6A conversions (652 shp to 715 shp).645 mi.000 lbs.035] sq. mainly as executive trans­ ports. [22. [32. efforts were made to raise sufficient investment capital to place the Mallard (presumably the G-73T) back into limited production using the manufacturing facilities o f Aero and Levov in the Czech Republic. the plan apparently never came to fruition. The same aircraft was modified again in 1969.). 7 in. wing area 883 [1.+) and multi-mission capability (i.].884 lbs. [96 ft.500 ft. Aircraft Registry.415 mi.500 lbs. Later resale o f corporate aircraft saw many G-73s registered in coastal and inter-island regions like Australia. JR2F and UF) Albatross (1947) TECHNICAL SPECIFICATIONS (SA-16A |HU-16B|) Type: 18-passenger military amphibian.S.. Japan. (water). Once the inves­ tigation was concluded. During the early 1990s. 29. An investigation o f the crash (see NTSB/AAR-07/04) attributed the wing failure to a combination o f corrosion in the main spar and fatigue cracks in the strap added to the spar. the war had ended.] max takeoff (water).800 lbs. Limited production continued until March 1951. resulting in the award o f a supplemental Type Certificate in 1970 as the G-73T Turbo Mallard. Turbo Mallards flying regular passenger services between Florida and the Bahamas with C halk’s Ocean Airways were all grounded in December 2005 after one of them expe­ rienced a complete separation o f its right wing following takeoff. range 1.000 lbs. Weights: 20. 0 in.] (normal). Dimensions: span 80 ft. rated for seventeen passengers. As with the Goose and Widgeon. o f cargo. Canada. [2. 2 in. length 60 ft. 2. however. The last type o f large. Performance: max.. and French Polynesia (Tahiti).. and similar modifications on several other Mallards were under­ taken by an Australian company listed as Aero Engineers. Most recently.] empty. over thirty ffks/?-powered Mallards are believed to remain on the U. in a venture coor­ dinated by Duncan Aviation in the U. Today.225-hp Wright R-1820-76 Cyclone 9-cylinder radial engines driving three-bladed. maritime recon­ naissance and antisubmarine patrol) were essential factors. The last Mallard built was initially retained by Grumman as a company transport but later sold to a Canadian firm. the Federal Aviation Administration issued an airworthiness directive that effectively removed G-73Ts from further air carrier operations. m ulti-engine flying boat to be mass-produced by a manufacturer in the United States. Caribbean. Total produced: 466 Powerplants: two 1.] (max. a number o f ex-corporate Mallards saw service as airliners with small regional carriers in the U. bombs. New Zealand. the specification included provision to carry extra fuel in tip floats and for wing pylons that could be rigged to carry drop tanks. Since extended range (2.S. ft. Australia. A Mallard owned by Northern Consolidated Airlines (Alaska) was tested for fifty hours in 1964 and 1965 with two 578-shp Pratt & Whitney PT6A-6 turboprop but later returned to standard configuration.S. In late 1944. BuAer authorized Grumman to built two prototypes as the XJR2F-1.. and C halk’s other G-73Ts were subsequently found to have the same problem. or torpedoes. by the time construction was actually underway (delayed apparently by Grumm an’s other wartime production priorities). ceiling 21. 33.581 mi. at which point Grumman had delivered a total o f fifty-nine G-73s. the design o f G rum m an’s G-64 originated from a 1944 Navy requirement calling for a twin-engine utility amphibian with a capacity for four crewmembers and ten passengers or 5. killing the two crewmembers and all eighteen passengers. and the new amphibian’s poten­ tial roles had been expanded to encompass search and rescue missions with the recently-established . constant-speed metal propellers.811 mi. depth charges. While aerodynamically similar to the G-73 Mallard.Part III: The Post-War Era.” Very favorable performance trials conducted during 1947 and 1948 led to a series o f produc- . Air Force. 1947. The maiden flight o f the first XJR2F-1 took place on October 24. Grumman originally selected the name “Pelican” for the XJR2F-1 but later changed it to “Alba­ tross. the G-64 utilized a new. and the aircraft was thereafter delivered to the Navy for official evaluations. tricycle gear arrangement consisting o f dual nose wheels and main gear struts that pivoted out from the wings and the hull. 1945-Present 239 U. the much larger G-64 emerged with over twice the mass and horsepower. The design o f the two-step hull incorporated a deep Vsection that would enable the aircraft to operate in very rough seas. As also seen on the G-73. much stronger. followed shortly by the second prototype.S. follow­ ing adoption o f the tri-service system . The U SA F originally ordered the A lbatross under the designation OA-16A but changed it to SA-16A by the tim e deliveries started. and Venezuela. M alaysia. three to the P ortuguese A ir Force and two to the Spanish A ir Force. plus. From 1948 to 1954. C ontracts under U SA F serial num bers accounted for production o f 305 G-64s betw een 1949 and 1953. other wartime priorities delayed completion of the project. were delivered to the C oast G uard. not all o f the air­ craft w ere accepted by the USAF. During 1953. under MAP. tion contracts from both the N avy and the USAF. thirty -six antisubm arine versions for export as the SA16B/ASW. O ther than those m entioned above.” received skis kits for operations on snow and ice. five to the West G erm an D eutsche M arine as the SA-16B. O ver a period extending to 1961. Although the aircraft was ordered in 1944. the designation had changed again to UF-1 under a new utility category. Eleven specially equipped variants. Norway. seventy-one for the C oast G uard as the U F-2G . The last operational HU-16E flight was made in March 1983. Two other U SA F S A -16As. 154 U SA F SA-16As. plus six m ore retained by the factory for resale. som etim es referred to as “triphibians. P hilippines. but before any aircraft could actually be delivered. Like the N avy contract. T hailand. after undergoing factory conversions for cold weather operations in A ntarctica. The type is reported to have operated with foreign air forces until the mid-1990s. R epublic o f C hina (Taiw an). all A lbatross designations w ere changed as follows: SA-16A Opposite: UF-2G (HU-14E after 1962) serving with the Coast Guard. six to the Japanese M ulti-S ervice D efense Forces as the U F-2S. G rum m an converted 242 o f the am phibians to the B standard: ninety-four for the U SA F as the SA-16B. and thirty-three for the Navy as the UF2. In the interim .138 o f the am phibians were m anufactured under Naval Bureau N um bers. though not all entered service w ith the Navy. w ith fifty-three being allocated to the C oast G uard as UF-IGs. Iceland. G rum m an built tw enty-seven new aircraft to the B standard: ten for the Royal C anadian A ir Force as the CSR-110. and G -64s w ere initially ordered as PF-lA s. the Navy had discarded the JR designation. M exico.240 Am erican Flying Boats and Am phibious Aircraft Grum m an XJR2F-1 prototype as seen in late 1947. designated UF-1G. D uring the sam e tim efram e. w ere reassigned to the N avy as U F-lL s. Other im provem ents included a taller fin and rudder and an aerodynam ic cleanup o f aerials and anten­ nas. and five m ore accepted by the N avy in 1953 as UF-1T dual­ control trainers. foreign air arm s receiving SA-16Bs and SA16B/ASW s included A rgentina. eight (PB-517 through -524) to Indonesian A ir Force under a government-sponsored M ilitary A ssistance Program (M A P). In 1955 G rum m an introduced an extensive upgrade to the type (com m only referred as the “Bv conversion) in w hich w ingspan w as increased sixteen feet six inches w ith new outer w ing panels incorporating enlarged ailerons and fixed leading edge cam ber in place o f the original slots. In 1962. Peru. B razil. Italy. G reece. C hile. . Pakistan. . Ninety-four of these later underwent the conversion to SA-16B (HU-16B after 1962).A total of 305 SA-16As were accepted by the USAF between 1949 and 1953 for search and rescue duties. in reducing stall speed by alm ost 10 m ph. A s m ore Sikorsky HH-3 (i. rendered single-engine operations much safer. ARS SA-16s began flying rescue m issions in the Yellow Sea in the sum m er o f 1950 and served throughout the conflict. HU-16s were w ithdraw n from SAR duties. UF-1T to TU-16C. Florida. This aircraft also featured a T-tail and a G eneral E lectric T58 turboshaft engine m ounted in the fuselage to provide bleed air over the flaps for boundary layer control. SA-16B/ASW to SHU-16B. Even though the Dart engines more than doubled available horsepower.242 Am erican Flying Boats and Am phibious Aircraft to HU-16A. In addi­ tion to rescue duties. The w ing extension o f the B conversion. In operational service. had been credited w ith saving 60 dow ned airm en. entered hostilities in S outheast A sia in m id-1964. and U F-2G to HU-16E. carried under the w ing initially but later housed in a nose radom e. N avy versions w ere used for a variety o f duties. . In later service. efforts to market the type were unsuccessful. UF-1L to LU-16C. SA-16B to HU-16B. “Jolly Green G iant”) helicopters entered U SA F service during the m id-1960s.e. and airsea rescue. O ften.S. and by the end o f 1965. U F-2 to HU-16D. HU-16Bs serving as a com ponent o f the U S A F ’s A erospace Rescue and R ecovery Service com m enced operations in the G u lf o f Tonkin. as well as transportation o f troops and supplies in support o f A rm y Special Forces operations. HU-16Bs orbiting o ff the coast o f V ietnam w ere used as com m and and con­ trol p latform s to coordinate m ulti-aircraft m issions. UF-1 to HU-16C. and the first UFlGs w ere delivered to the C oast G uard in 1951. The USAF The sole Conroy Turbo Albatross as seen at Lakeland. m ost SA-16s w ere adapted to use JATO bottles for im proved tak eo ff perform ance and also retrofitted w ith an AN/APS-31A search radar. air am bulance. they w ere em ployed for surveillance o f ice flow and oil slicks. in 1992. w ith m ost U SA F SA-16s being assigned to the A ir R escue S ervice (ARS) branch o f the M ilitary A ir T ransport Service (M ATS). At the tim e the U. SA16s w ould accom pany Sikorsky H-19 helicopters to the area o f the dow ned aircraft w here the heli­ copter w ould m ake the actual pickup. N avy U F -ls and U SA F SA-16As began entering operational service in 1949. O ne UF-1 converted in 1962 to a fourengine configuration (two R-1340s added) by Shin M eiw a Industries in Japan becam e the UF-XS. All U SA F and C oast G uard variants w ere specifically dedicated to the search and res­ cue role. O ne o f the type’s serious deficien­ cies w as the inability to m aintain altitude on one engine w hen loaded. Credit: Derek Heley. m aritim e reconnaissance. including transportation o f personnel and cargo. D uring the K orean War. through a collaborative effort with Resorts International. 11 in. Performance (est. The last operational Coast Guard HU-16E made its final flight on March 10. Hughes. After making a start in Culver City. World War II provided the pretext for yet another record: the largest aircraft in the world. As they were released from m ilitary service.Part III: The Post-War Era. .100-hp G arrett TPE-331 turboprops and another. Grumman Aerospace acquired 57 HU-16s with the intention of converting them to airline use. (an affiliate o f Aero Spacelines.).983 mi. The first factory-converted Albatross flew in February 1979 and in April 1980. California. structural components stripped down and repaired or replaced as needed. and mechanical systems. length 218 ft. In 1981. as Hughes Development Co. In 1970. only thirteen G-llls were actually completed. In the interval. where they served until being withdrawn between 1971 and 1975. Conroy Aircraft Corp. 1945-Present 243 phased-out its last HU-16 in 1974. to be used in its Malaysian operations.000-hp Pratt & Whitney PT-6As—but never pursued. Hughes had a passion for breaking records. The concept for what ultimately became the Hughes H-4 originated with industrialist Henry J.warbirdalley. Total produced: 1 Powerplants: eight 3. Aircraft Registry. During its formative years. with his modified Lockheed 14. cruise 199 mph. Jr. a galley and provision for a flight attendant. Kaiser. Other programs to upgrade Albatrosses to turbine power (four engines) have been proposed—one to 1. converted an HU-16 to 2.. Albatrosses are reported to have continued in service with some foreign air forces as late as the mid-1990s.. Additions included a twentyeight passenger interior.000-h p Pratt & W hitney R -4 360-4 Wasp M a jo r 28-cylin d er air-cooled radial engines driving four-bladed. Weights: em pty (not reported). the aircraft were flown to Arizona and placed in storage. in 1934. Dimensions: span 319 ft. avionics. a total o f ninety-two G-64s and G-llls remain on the U. and the engines rebuilt to zero-time. C halk’s International Airways (a subsidiary o f Resorts International) commenced scheduled airline operations with its G -llls between south Florida and the Bahamas.. speed 225 mph.430 sq. range 2.S. but in 1987. and West Virginia). gross. ex-U SA F SA-16/HU-16s were transferred to four different Air National Guard squadrons (California.com /hul6. twelve for Resorts International and one for Conoco Oil Corp. plus all new instruments. nine hours. Starting in 1955.9 0 0 ft. and his first in-house aircraft design. 1983. by Frakes. but no sales resulted and only a single pro­ totype (civil registration N16CA) was ever completed. to 1.): m ax.0 0 0 lbs. 8 in. ft. Hughes H-4 (HK-1) Hercules (1947) TECHNICAL SPECIFICATIONS Type: long-range m ilitary transport. Hughes Aircraft Division Hughes Tool Co. ceilin g 2 0 . As o f 2006. The conversion amounted to a complete remanufacture o f the air­ frame in which all m ilitary equipment was removed. As America entered World War II. creator of the “Super G uppy” ). the aircraft received a new Type Certificate as the G -lll. In the late 1970s. and the Navy retired its last active examples in 1976. the com­ pany reorganized in 1936 as the Hughes Aircraft Division o f Hughes Tool Co. o f which approximately thirty are said to be in airwor­ thy condition. significant numbers o f UH-16s found their way into civilian hands. after Resorts International was acquired by entrepre­ neur Donald Trump. set new records for closed course speed (352 mph in 1935) and average transcontinental speed (332 mph in 1937). w ing area 11.htm).280-shp Rolls-Royce Dart turboprop engines and attempted to market it as the Conroy Turbo Albatross. Howard R. losses o f Allied ships to German U-boats were reach­ . accord­ ing to one source (see http://www. (m ax. he established a new around-the-world record o f three days. M aryland.. Rhode Island. the H-l. it functioned as an alter-ego o f its immensely wealthy and sometimes eccentric owner. In 1938. constant-speed m etal propellers. 4 0 0 . Douglas and Glenn L.244 American Flying Boats and Amphibious Aircraft ing catastrophic levels (i. designated HK-1 (HughesKaiser-One). to be completed within a two-year deadline. Kaiser persuaded Howard R.160 ships sunk in 1942 alone). 1. Martin in the ven­ ture. Kaiser believed the risk of submarine attack could be avoided by building hundreds o f mammoth (150-200 ton). cargo or troop-carrying flying boats—“ Sky Freighters” —in much the same manner that his shipyards turned-out Liberty ships. the project was . Hughes to join him. To fund development.e.. After unsuccessful efforts to interest Donald W. A War Department development contract issued to Hughes and Kaiser in late 1942 called for three prototypes. ) w ere studied before the H K -l’s sin g le-h u ll. The aircraft was completed in 1947. scheduled to receive $18 m illion over tim e from the governm ent-sponsored R econstruction Finance Company. Hughes made the flight during a recess in the U. O dekirk. tw in-hull. fully loaded. etc. In its final form . 1947.000 lbs. eig h t-en g in e layout was adopted.. Senate hearings held to investigate the project. and the capacity to carry 700 fully-equipped troops. M any different configurations (e. six. H-4 seen on November 2. 1945-Present 245 The massive H-4 during the final stages of construction in Long Beach. four.g. D ue to the w artim e restrictions placed on strategic m aterials such as alum inum .Part III: The Post-War Era.. assigned the actual design w ork on the aircraft to an engineering team led by G lenn E. . Hughes. just prior to its one and only flight. California. three years behind schedule. or engines. though retaining supervisory capacity.S. m ost o f the airfram e w ould be fabricated according to the “duramold” process. a m ethod developed by H ughes in w hich lam inations o f plyw ood bonded w ith resin were m olded under pressure to form very large com ponents. the giant aircraft em erged w ith a pro jected w eight o f 400. In fall o f 1947. this time to the Evergreen Aviation Museum in McMinnville. and flown in less than twelve m onths. being readied for public display at Long Beach after acquisition by the California Aero Club. In 1995. w ho originally believed that the first aircraft could be designed. the Senate War Investigating Com­ m ittee subpoenaed H ughes to explain and ju stify the usage o f governm ent funds on the project. In 1980. H ughes continued under his own nam e. signifying the fourth aircraft to be designed by his com pany. m aintaining an altitude o f seventy feet at an airspeed o f 135 mph for ju st under a m ile before setting it back down. H ughes rem ained unruffled in the face o f the C om m ittee’s evident hos­ tility and skepticism . becam e frustrated and w ithdrew . m ost notably H u g h es’ own preoccupation w ith perfection and his alleged m ental breakdow n during developm ent. the H-4 w as acquired by the C alifo rn ia A ero Club and thereafter placed on display under a large dom e adjacent to the Q ueen M ary ocean liner exhibit in Long Beach. the p opular press tagged it the “ Spruce G oose. A fter the war. w ith tw enty-seven people aboard (including three m em bers o f the press).” a misnom er. H ughes continued construction o f the H-4. C ritics o f the p roject claim ed that the aircraft had rem ained in the ground effect and lacked sufficient pow er to clim b any higher. M any reasons have been cited for the delays. sold the H-4 to Evergreen Avia­ . sixteen m onths after the contract aw ard. and w ork proceeded at such a slow pace that the H-4 rem ained unfinished at the tim e the w ar ended in S eptem ber 1945. Oregon. but later changed the airc ra ft’s designation to H-4. since it w as m ade m ostly o f birch. around the tim e the H-4 was com pleted. On N ovem ber 2. built. W hile giving his testim ony. but after disappointing revenues. w ith the project still lingering in the design stages. A lthough H ughes had given the name H ercules to the huge airplane. Kaiser. he returned to C alifornia for the osten­ sible purpose o f running taxi tests on the H-4. initially as the HFB-1 (H ughes-F lying-B oat-O ne). the air­ craft never flew again and w as m aintained in flying condition in H u g h es’ hangar until his death in 1976. governm ent cancellation o f production plans notw ithstanding.246 Am erican Flying Boats and Am phibious Aircraft The H-4 in 1980. during the last o f three taxi runs n ear Long Beach. In any case. A fter m ore than a year had passed. the aircraft was moved again. Disney pur­ chased both attractions in 1988. A ctual construction o f the prototype did not begin until m id-1944. D uring a break in the Senate hearings. Hughes lifted the H-4 o ff the water. 0 in. new lightw eight engine..e. trailerable w ith folding w ings. and optional LCD (glass) instrum ent display. w ing area (not reported). The best w ord for the Icon A5 is audacious. th ereafter assem bled a design team that included individuals who had previously w orked for B urt Rutan at S caled C om posites.430 lbs. sports car type interior appointm ents. carbon-fiber airfram e. Performance: max. and Stanford B usiness School graduate. C a lifo rn ia-b ase d com pany was founded by K irk H aw kins in 2005. Icon Aircraft has announced plans to proceed with Type Certification and possibly have the aircraft in production sometime in 2010. w here it may be seen today. no Standard A irw orthiness Certificate has been issued by the FAA for a new am phibian design since the appearance o f the T hurston Teal in 1969. H aw kins. gross. Dim ensions: span 34 ft. Seawind 300C and Thurston TA-16. empty. In addition to being Light Sport qualified.iconaircraft. see http://w w w ..Part III: The Post-War Era. sp eed 120 mph.com /about-icon. 1. both reported below). 0 in. Icon A5 (2008) TECHNICAL SPECIFICATIONS Type: 2-place light sport civil am phibian. Icon Aircraft This Los A ngeles. For m ore inform ation.. located in M cM innville. a year after the Federal Aviation A dm inistration enacted new rules creating the Light Sport A ircraft cat­ egory and the L ight Sport Pilot C ertificate. Inc. Icon A5 prototype as seen during flight-testing in July 2008. range 345 mi. form er U SA F pilot. 1945-Present 247 tion M useum in 1995. everything about the A5 is innovative: m olded. ceilin g (not reported). O regon (southw est o f Portland). Weights: 900 lbs. high-perform ance w ing/airfoil design.htm l.. fixed-pitch com p osite propeller. . length 22 ft. A lthough there are still other candidates in offing (i. h im self an engineer. Total produced: 1 Powerplant: one 100-hp Rotax 912 U LS 4-cylind er air and liq u id -cooled opposed engine driving a threebladed. 248 American Flying Boats and Amphibious Aircraft Instead o f tip floats, the A5 employs seawings (sponsons) that not only add lift, but also function as entry platform s on the water. The A5 will apparently be available as either an amphibian with retractable tricycle landing gear or a flying boat without any gear. According to the manufacturer’s estimates, at gross weight, the A5 will take off within 750 feet on a standard day. The A5 prototype made its first flight on July 9, 2008, and has since been undergoing trials to access general flying characteristics such as takeoffs and landings on land and water, low-speed maneuvering, and water handling. Icon expects the experimental phase of the flight test program to be completed in 2009. Once the design is finalized, the company plans to build a production pro­ totype that will verify all FAR Part 23 airworthiness standards. Production is scheduled to begin Part III: The Post-War Era, 1945-Present 249 sometime in late 2010. According to Icon’s website (see http://www.iconaircraft.com/buy-yourmodel.html), the target price for an A5 standard model will be $139,000. Lake Aircraft Corp. After acquiring the assets o f Colonial Aircraft Corp. in 1959 (see page 221), Lake Aircraft Corp. was formed on Colonial’s site in Sanford, Maine with Jack F. Strayer, a former Colonial distribu­ tor, as its president. Since that time, over a forty-plus year interval, the company has undergone a series of reorganizations in which the original Aircraft Type Certificate changed hands at least four times. In late 2002, under the name Sun Lake aircraft (a subsidiary o f LanShe Aerospace, LLC), all production rights were acquired by Wadi Rahim, a native o f Bangladesh, and all manufacturing operations relocated from Maine to Fort Pierce, Florida. Most recently, as reported on the Lake Amphibian Flyers Club website (see www.lakeflyers.com/lake_history.htm), Armand Rivard (i.e., Revo, Inc.), who had sold Lake’s assets and ATC to Rahim, regained control in 2005 following a default in payments. Lake LA-4, LA4-200, and LA4-200EP Buccaneer (1960) TECHNICAL SPECIFICATIONS (LA4-200) Type: 4-place civil amphibian. Total produced: 873 (both versions, est.) Powerplant: one 200-hp Lycoming I0-360-A1B 4-cylinder air-cooled opposed engine driving a two-bladed, constant-speed metal propeller. Performance: max. speed 140 mph, cruise 121 mph; ceiling (not reported).; range 600 mi. Weights: 1,559 lbs. empty, 2,600 lbs. gross. Dimensions: span 38 ft. 0 in., length 24 ft. 1 1 in., wing area 189 sq. ft. Soon after the takeover by Lake, in order to offset the increased gross weight o f the proposed four-seat LA-4 Buccaneer prototype, the twenty-first Colonial C-2 built (serial number 121) was modified by extending wingspan four feet, plus one foot added to each aileron. Other changes included lengthening the nose seventeen inches to allow for complete enclosure o f the nose gear when retracted and revising the cockpit arrangement. The modified aircraft, designated the LA-4P, retained the 180-hp Lycoming 0-360-A1A powerplant o f the C-2 and was tested during 1960. Listed as LA-4As, the next two production aircraft retained the shorter nose o f the C-2, while all of the other estimated 182 LA-4s completed between 1961 and 1969 came with long noses. It is an inter­ esting point o f fact, that from 1963 to 1985, Lake Aircraft, under several different variations of own­ ership, subcontracted actual construction o f the aircraft to Aerofab, Inc., a separate company formed for that purpose by Herbert P. Lindbad, who had co-founded Colonial with David B. Thurston back in 1946. In 1969, Lake Aircraft introduced the 200-hp LA4-200 with the aim o f increasing certificated gross weight. The 200-lb. increase in takeoff weight rendered four-seat operations far more prac­ tical. Other refinements made during production o f the LA4-200 included moving the battery to the baggage compartment and the pitot tube under the wing, replacing the cabin roof and upper nose with fiberglass panels, and adding fourteen gallons o f fuel capacity to the tip floats. A single LA-4, registration number N7637L, built as a flying boat without amphibious landing gear, was completed as a special order in 1969. The LA4-200 Buccaneer became most numerous o f the entire Colonial/Lake series, with approximately 645 examples having been delivered by the end of 1981. From 1981 to 1986, LA4-200 production was superceded by the LA4-200EP or Buccaneer EP (extended performance), which featured a balanced 10-360-A1B6 engine, a larger propeller, a prop shaft extension, and new rear cowling. According to reported serial numbers used, forty-three LA4200EPs are believed to have been built, bringing total LA-4 production to an estimated 873 air­ craft. Since being m anufactured, many LA-4s have been retrofitted with after-m arket Rayjay turbo-superchargers to improve perform ance at altitude. 250 Am erican Flying Boats and Am phibious Aircraft Lake LA-4, the first production model of the series, powered by a 180-hp Lycoming 0-360-A1A. An estimated 182 were sold between 1960 and 1969, when production shifted to the LA4-200. Recent photograph of the LA4-200, the most numerous of the series, with 641 having been delivered by the end of 1981. The fairing and scoop ahead of the pylon houses a retrofitted heating system. Lake LA4-250 and -27OT Renegade, Seafury, and Seawolf (1982) TECHNICAL SPECIFICATIONS (LA4-250) Type: 4 to 6-place civil amphibian. Total produced: 137 (all versions, est.) Powerplant: one 250-hp Lycoming I0-540-C4B5 6-cylinder air-cooled opposed engine driving a threebladed, constant-speed metal propeller. Performance: max. speed 168 mph (est.), cruise 150 mph; ceiling 14,700 ft.; range 1,050 mi. Weights: 2,070 lbs. empty, 3,050 lbs. gross. Dimensions: span 38 ft. 0 in., length 28 ft. 4 in., wing area 189 sq. ft. 252 American Flying Boats and Amphibious Aircraft Major changes in the Lake production standard seemed to have occurred whenever the com­ pany changed hands. Evidence o f this trend was seen when Armand Rivard (as a subsidiary of Revo, Inc.) acquired the Lake Type Certificate in 1979, followed in two years by the introduction the LA4-200ER But even as new standard was put into operation, plans were afoot to offer a far more extensive upgrade in the form o f the larger LA4-250. The prototype LA4-250 (N250L), com­ pleted and test flown during 1982, was derived from an existing LA4-200 airframe in which the hull was lengthened three feet six inches in the cabin area to accommodate two additional seats and more baggage space, and the pylon and nacelle were modified to accept the larger 10-540 engine. Part III: The Post-War Era, 1945-Present 253 Lake LA4-270T Renegade N84142 shown in 2008. The Renegade series uses a standard LA4 wing with a 3-foot 5-inch fuselage stretch and enlarged fin and rudder area to offset the increase in power. Credit: Julian Monch. The hull extension also produced a deeper V -section, enabling operations in rougher w aters than previous versions. To com pensate for the added pow er (and m odernize appearance), the fin and rudder w ere enlarged and given sw eepback, and the horizontal surfaces raised to a higher position in the thrust line. First deliveries o f LA -250s, m arketed under the new nam e R enegade, com m enced in late 1983. Interestingly, Rivard purchased A erofab, Inc., from H erbert Lindbad in 1985, thus com ­ bining Type C ertificate ow nership o f Lakes w ith th eir m anufacturing operations for first tim e in over tw enty years. M ore pow er becam e available in 1987 w ith the introduction o f the LA 4-270T, equipped with a 270-hp turbo-supercharged T10-540-A A 1A D . A ccording to the m an u factu rer’s claim , the 270T boasted a 26-m ph increase in cruise speed and an alm ost forty percent im provem ent in ceiling (i.e., 23,800 ft.), though useful load dim inished by 100 lbs. The L A 4-250 and 270T were offered in two versions: the standard civil R enegade and the com m ercial Sea Fury, w hich featured beefed-up construction and increased salt w ater protection. A m ilitary variant, appearing som etim e later as the Seawolf, reportedly featured m ajor structural enhancem ents, w ing hardpoints for stores and m unitions, plus an engine boost to 290 hp. A vailable data does not reveal how many, if any at all, Seawolfs have been m anufactured besides the prototype. Sales o f L A 4-250s from 1983 to 1995 are believed to have num bered over 100 aircraft; sales o f L A -270T s from 1987 to 2002, num bered about thirty. L anShe A erospace, w hich acquired Lake as Sun Lake in 2002, resum ed production in 2003 and 2004, but the num ber o f aircraft com pleted before R ivard regained control is uncertain. Today, Team Lake, LLC (see w w w .team lake.com ), R ivard’s current operation, indicates that a new Seafury, in either 250-hp or and 270-hp (T) versions, can be built to order in the $700,000-$800,000 price range. T here are also plan s, ac co rd in g to the site, to resu m e p ro d u ctio n o f the m ilitary Seawolf. Glenn L. Martin Co. G lenn L. M artin’s fascination w ith large flying boats continued unabated into the post-w ar years. Even after his death in 1955, his com pany redoubled its efforts to push the flying boat paradigm up 254 A m erican Flying Boats and Am phibious Aircraft to new levels o f technology. But the trend o f history, specifically, changing m ilitary requirements, w ent against it, and M a rtin ’s flying boat era abruptly ended when the last P5M -2 rolled off the Mid­ dle River assem bly line in 1960. It also m arked the end o f M a rtin ’s fifty-one-year history as an air­ fram e d esig n er and m anufacturer. In 1961, the co m p an y ch an g ed its nam e to M artin-M arietta A erospace, specializing in m issile system s, and follow ing a m erger w ith L ockheed in 1994, reap­ peared as L ockheed-M artin. Martin JRM Mars (1945) TECHNICAL SPECIFICATIONS (JRM-2, -3) Type: long-range m ilitary transport. Total produced: 6 (all version s) Powerplants: four 3,000-h p Pratt & W hitney R -4 3 6 0 -4 Wasp Major 28-cylind er air-cooled radial engines driving four-bladed, constant-speed (fully-reversible on inboard engines) m etal propellers. Performance: max. sp eed 238 mph, cruise 215 mph; ceilin g 14,600 ft.; range 6,7 5 0 mi. W eights: 75,573 lbs. empty, 148,500 lbs. normal gross, 165,000 max. takeoff. D im ensions: span 200 ft. 0 in., length 120 ft. 3 in., w in g area 3,683 sq. ft. D uring the latter stages o f World War II, although the “ Sky F reighter” concept had been com­ pletely abandoned, N avy planners nonetheless perceived the need for lim ited num bers o f large: flying boats to augm ent N aval A ir T ransportation Service (NATS) operations in the Pacific. In June= 1944, in consideration o f the X P B 2 M -lR ’s (see Part II, page 182) established perform ance record in service, B uA er aw arded M artin a contract for tw enty new aircraft under the designation JRM-L T hough retaining the original w ing planform and R-3350 engines o f the XPB2M -1R, the JRM-1 (com pany m odel 170A) w as essentially a new airfram e. T he hull was lengthened six feet forward o f the w ings w hile the aft fuselage w as shortened three feet and reshaped to support a large single Caroline Mars, the sixth production aircraft and the only JRM-2, as seen in 1946 prior to application of Navy markings. This aircraft, after being converted into a civilian fire-bomber, was destroyed b— a typhoon in 1962. The first JRM-1.Part III: The Post-War Era. Internally. christened Hawaii M ars . Martin also began work on the model 170-24A. cargo handling was optimized by installing an overhead hoist and delet­ ing many o f the bulkheads between compartments. was delivered to the Navy for evaluations in late . In tooling up for the Navy order. an R-4360-powered civil version o f the Mars it hoped to offer on the post-war airliner market. 1945-Present 255 fin and rudder. and H aw aii Mars (No. In May 1950. T he sixth and final M ars. the big flying boats did occasionally depart from routine duties to per­ form som e im pressive feats: in 1949. the five M ars w ere assigned to V R-2. O ver tim e. to useful load. Though used prim arily to haul cargo and personnel between the West C oast and Flawaii.. the Caroline M ars . but the aircraft w as entirely consumed by the fire. as a result o f the V-J Day cut­ backs. A fter entering N avy service. w hich im proved w ater handling to the extent that the aircraft could now back up. w hile operating off D iam ond H ead in H awaii. in order to bring them up the JR M -2 payload standard. 2). July 1945. all four JR M -ls were refitted w ith R-4360 engines and returned to service as JR M -3s. and in 1949. B.000 lbs. M arshall M ars .256 Am erican Flying Boats and Am phibious Aircraft Photograph of Hawaii Mars (C-FLYL) made in 2006 at Sproat Lake. The increase in pow er upped ta k eo ff w eight by 16. It also featured fully-reversible propellers on the two inner engines. again. All o f the crew escaped to safety.C. M artin delivered four m ore JR M -ls by the end o f the year. A dded to that. the original order w as reduced to only six aircraft. As they becam e fully operational. though expecting a post-w ar air travel boom .. the Caroline M ars carried a payload o f 68. In 1956 the N avy began the process o f reequipping VR-2 w ith Convair R3Ys . but was accidentally destroyed two w eeks later in a landing accident on Chesapeake Bay. in 1950. Philippine M ars . delivered in 1946 as the JR M -2 and subsequently nam ed Caroline Mars. the M arshall M ars w as forced to m ake an open sea landing after one of its engines caught fire. while owned by Forest Indus­ tries Flying Tankers. i. M arianas M ars. based in San Fran­ cisco Bay at Naval A ir Station A lam eda.000-hp R -4360-4 engines originally intended for the 170-24A and dis­ tinguishable by longer-chord cow lings. the M arshall M ars carried a record 301 servicem en plus a crew o f seven from San D iego to A lam eda. This aircraft and Philippine Mars were sold to Coulson Flying Tankers in 2007. the JR M s enjoyed a virtually unblem ished safety record during their tenure w ith V R-2. airline operators. trans­ ported 144 M arines from San D iego to H onolulu. all four JR M -ls received nam es in Bureau N um ber order. expressed no interest in the m odel 170-24A or any other large flying boat for that m atter.282 lbs. however.000 lbs. w as com pleted w ith the 3. (double the norm al load) from B altim ore to C leveland (Lake Erie). and added over 10.e. O ther than this incident. the follow ing O ctober. w as flown to Fairey A viation o f C anada in V ictoria. D espite these m isfortunes. the M arianas M ars (C anadian registration CF-LYJ). was seen as a m ore practical long-term m aintenance scenario. (50. plus thirty-five spare R-3350-24W A engines. due to the persistent efforts o f an expe­ rienced C anadian pilot nam ed Dan M clvor. (see page 225). It is an am azing testam ent. Philippine M ars (CF-LYK) and H awaii Mars (CF-LYL) entered service as tankers during 1963 and 1964. the conversion involved rem oval o f all m ilitary equipm ent and installation of 6. In 2006. who w as ill at the tim e) ca rt­ wheeled the aircraft into the forest.100-lb. each M ars.650. the four JR M s w ere re-sold to a consortium o f British C olum biabased lum ber corporations and registered in the nam e o f Forest Industries Flying Tankers (FIFT). The sw itch to the less pow erful (2. that in the forty-th ree years that follow ed. thereby allow ing a rapid turnaround betw een w ater drops. In addition to the planes. T hereafter. As they w ere returned to flyable condition. It survives today as a fire-bomber under Canadian registration C-FLYK. killing h im self and three crew m em bers.) w ater tanks in the bottom hull w here fuel tanks had been. and the final M ars flight took place in A ugust o f th at year. Philippine Mars . however. the aircraft w as w recked beyond repair by typhoon Freda. the four M ars were hauled out o f the w ater on beaching gear and consigned to the boneyard at A lam eda.Part III: The Post-War Era. British C olum bia. FIFT disclosed plans to discontinue operations and offer the Philippine M ars and H aw aii M ars for .000 lbs. three years later. but was destroyed the follow ing June w hen the pilot (not M clvor. Caroline Mars (CF-LYM ). The hull plan ­ ing surfaces were equipped w ith retractable scoops designed to enable the aircraft to recharge its water tanks w hile skim m ing across a lake. 1945-Present 257 The second JRM-1. the M a rs’ career did not end there: in 1959. even w ith the consequent reduction in payload (-10.500 hp) but less complex R -3350s. who envisaged the huge flying boats as ideal platform s with w hich to fight forest fires. this tim e w ith M clvor at the controls. B esides the engine change and a general refurbishm ent.). The second. w hile ashore for m aintenance. Fortunately. respectively. flew in early 1960.000-gal. The first JR M converted. all four aircraft w ere sold to a scrap dealer for a com bined price o f $23. one at a tim e. com m enced fire-fighting operations in early 1962. w here they underwent extensive conversions to aerial fire-bom bing tankers. M clvor acquired m ost o f the N av y ’s rem aining inventory o f JRM parts. these two huge flying boats flew hundreds o f firebom bing sorties over w estern C anada virtually w ithout m ishap. making a JATO-assisted takeoff from San Francisco Bay in its 1950s heyday with VR-2. XP5M-1 seen in its original configuration. cruise 159 mph. bombs. ft. speed 251 mph.). takeoff. of torpedoes (4).000 lbs. range 2. normal gross. L td . a su b sid ia r y o f C o u ls o n A r ca n e ( s e e h ttp ://m a r tin m a rs. another B ritish C o lu m b ia -b a se d co m p a n y . S o o n afterw ard .258 Am erican Flying Boats and Am phibious Aircraft sa le to th e h ig h e st bid der. A c c o r d in g to a w e b s ite m ain tain ed by C o u ls o n F ly in g T ank ers. Martin P5M (SP-5) Marlin (1948) TECHNICAL SPECIFICATIONS (P5M-2) Type: 8 to 12-place maritime and antisubmarine patrol boat. 2 in..000 lbs. 7 in.595 lbs. or mines carried in two wing nacelle bays. 3. 78. Performance: max. M artin A v ia tio n M u se u m in B altim ore la u n ch ed a fu n d -r a isin g c a m p a ig n to a cq u ire at lea st o n e o f th e se h isto r ic aircraft. 76.c o m /). wing area 1. Dimensions: span 118 ft.471 mi.. max.000 ft.485 lbs.406 sq.. Some historians believe the hull design was influenced by the Japanese Kawanishi H8H “Emily” of World War II. th e G le n n L. empty. length 100 ft.060 mL (max. both air­ craft are b a c k in s e r v ic e and a v a ila b le for fir e -fig h tin g c a lls . Armament: two 20-mm cannons in a powered tail turret and 8. Weights: 50. . ceiling 24. charges.. fo r an u n d is c lo s e d p rice. B ut in A p ril 2007.450-hp Wright R-3350-32WA Double Cyclone 18-cylinder air-cooled radial engines driving four-bladed. depth. Total produced: 267 (all versions) Powerplants: two 3. (normal). This aircraft flew with a standard PBM-5 wing mated t= the new hull. F IF T a n n o u n c e d that b o th o f th e b ig fly in g b o a ts w e re b e in g so ld to C o u ls o n A rca n e. fully-reversible metal propellers. however. the company commenced work on a wholly new . in the midst o f wartime production. Instead. though more conservative than its rival Convair P5Y. M artin was quick to acknowledge that the R-3350-powered Consolidated XP4Y-1 and Boeing XPBB-1 (see Part II.The Martin P5M. Martin was sufficiently impressed. nevertheless represented a landmark advance in large flying boat design when it appeared in 1948. the wartime priorities on R-3350 engines rendered such a plan impractical. above) both demonstrated superior speed and range over the PBM-3. in fact. During the early 1940s. to consider the possibility of license-building PBBs at the Middle River plant. The new singlestep hull pattern not only created a more streamlined length-to-beam ratio (9. the model 237 emerged with a noticeably larger single fin and rudder and a hull afterbody (allegedly inspired by the Japanese Kawanishi H8K) extending all the way to the tail. While sharing some characteristics with the PBM.45 to 1 on the proto- .260 American Flying Boats and Amphibious Aircraft R-3350-powered design. such as the gull wing planform. the model 237. which was seen as a future candidate to replace current production PBM-5s. The prototype made its first flight on May 30.” another hull design innovation. B ottom -m ounted “hydroflaps. type. w hich differed substantially from the prototype in having uprated (3. assigned the designation XP5M-1. 1945-Present 261 Three P5M-ls of VP-56. increased wing dihedral. but also created m ore interior space and im proved seaw orthiness in rough water. Despite the shift tow ard reliance on land-based aircraft to accom plish the m aritim e and an ti­ submarine patrol functions. The APS15 search radar.Part III: The Post-War Era. 1948 from C hesapeake Bay and w as afterw ard delivered to the Naval Air Test Center for official trials. post-w ar N avy officials still planned to m aintain a sizeable fleet o f flying boats w hich could be operated from m obile bases served by seaplane tenders. W hile having alm ost the sam e w ing area as the PBM . Planned defensive arm am ent originally consisted o f dual 20-m m power turrets in the nose and tail. load fac­ tor increased by tw enty percent. page 177). based at NAS Jacksonville. Produc­ tion P5Ms dispensed with the nose and dorsal arm am ent of the prototype. In D ecem ber 1949. revised engine nacelles w ith larger w eapons . sim ilar to late production PB M -5s. in the mid-1950s. 10 to 1 on later versions). with PBM -5 production scheduled to end the next year (see Part II. g reater flap area. and after initially considering it as the XPBM -6. sq uared-off w ingtips. As construction proceeded. plus a dorsal tu rret w ith two . the factory nam e “ M arlin” was applied to the new aircraft. Thus. and fow ler-type flaps occupying seventy-five percent o f the span were used to keep landing speeds in the 100-mph range. M artin received an order for four P5M-1 production m odels. w as housed in a teardrop radom e over the cock­ pit. the new hull and em pennage o f the XP5M-1 w ere m ated to a PBM-5 wing m odified to accept the larger R-3350 engines but otherw ise unchanged. A round the sam e tim e. perm itted m ore pre­ cise m aneuvering on the surface. off the Florida coast. B uA er author­ ized M artin to build one prototype o f its proposed m odel 237. in June 1946.250-hp) turbo-com pound engines.50-calibre m achine guns. lacking arm am ent and m ost m ilitary equipment. M arlins w ent on to equip a total o f thirteen active duty N avy squadrons based at various locations on both coasts. C oast G uard P 5M -lG s. http://w w w . plus seven m ore as the P5M-1G for the C oast G uard. including the Coast G uard P 5M -lG s. VP-31. and as deliveries pro­ ceeded (including P5M -2s from m id-1954 onw ards).e. V P-50. V P-44. attached to the seaplane tender C urrituck (AV-7) out o f N orfolk. V P-48. M artin had deliv­ ered 117 exam ples. and a raised flight deck. bays. The XP5M-1 prototype continued to serve m any years as a flying testbed for NATC. A fter acceptance.vpnavy. C oast G uard P5M -lG s.262 Am erican Flying Boats and Am phibious Aircraft One of four P5M-2Gs delivered to the Coast Guard in 1956. and V P-56 (for detailed unit infor­ m ation see.. evaluat­ ing new hull and nacelle configurations plus experim ental features like radar-directed armament and fixed leading edge slats. E quipm ent changes included a bulbous nose radom e housing an APS-44A radar in place o f the nose turret. The finish is an aluminized “varnish.org/). D eliveries o f P5M -2 production m odels commenced in the spring o f 1954. had been delivered by A pril 1954. D ue to the naval buildup incident to the K orean War. a “Jezeb el” droppable sonarbuoy system . P5M -2s subsequently receiv­ ing the A SW refit m entioned above w ere re-designated P5M -2S. V P-49. and installation o f -32WA engines added a 400-hp boost to takeoff power. w ith defensive arm am ent being reduced to only a tw in 20-mm tur­ ret in the tail. Eary production P5M -ls began entering service in late 1951 and all.” All USCG P5Ms were transferred to the Navy in 1961 and used afterward as trainers. four-bladed propellers. w ith the 15 to 1 aspect hull for the proposed XP6M-1 (see below ). and by m id -D ec em b e r 1960. V P-47. V irginia.. larger tip floats on faired struts that had been m oved further outboard. the im proved P5M -2 was rolled out for its first flight in A ugust 1953. As a result o f a redesign effort begun in 1951. w ere specially equipped for SAR m issions. and an autom atic integrated display system (AIDS) to track subm arine targets. eighty P5M -ls dedicated to the A SW role were subsequently re-designated P5M-1S after being fitted w ith a m agnetic anomaly d etector (M A D ) atop the tailfin. The m ost noticeable changes included a new T-tail configuration with the M A D gear housed in a stream lined tail cone along w ith a m ore rounded bow and lowered chine that produced less sea spray. intended for use in long-range (i. i. V P-42. w hen production term inated.e. V P-46. ending up. M artin received contracts dur­ ing 1950 to m anufacture a further 156 P5M -ls for the Navy. VP-40. V P-30. including four to the C oast G uard as the P5M -2G . . a high-intensity search­ light pod-m ounted under the starboard w ing. V P-45. Crew accom m odations w ere im proved. Early production P 5M -ls first becam e operational during D ecem ber 1951 w ith VP-44. finally. the P5M -2S and the P5M -2T the TP-2B. the final examples being retired from VP-40 in late 1967. the P5M-1T the T P-5A . but the fea­ ture was never incorporated as a program retrofit. under a m ilitary assistance program (M A P). the C oast G uard turned over all o f its P5M s to the N avy in 1961. In 1964. engaged . respectively. the P5M-1 becam e the P-5A . three squadrons o f SP-5Bs. C iting unacceptably high operational costs.000-lbs. the French A eronavale received tw elve P5M -2s from the N avy order. w here they w ere used for m aritim e patrol out o f Dakar West A frica until 1964. 1945-Present 263 The XP5M-1 prototype seen later in life as the model 270 after having been modified to test the 15:1 hull configuration of the P6M SeaMaster. SP-5s were the navy’s last operational flying boats. and since they lacked m ost m ilitary equipm ent. one SP5B was tested w ith a tail-m ounted 3. after w hich tim e they w ere returned to the Navy. operating in rotation out o f NAS Sangley Point in the Philippines. A lthough the N avy had begun the process o f replacing M arlins w ith land-based L ockheed P-2s and P-3s during the early and m id-1960s. A Navy SP-5B (formerly P5M-2S) in the post-1958 paint scheme of insignia white over seaplane gray. the P5M -2 the P-5B. up to 3. In 1959./s.t. in attem pt to boost tak eo ff power.) search and rescue operations. began entering service in early 1954.000 m i. w ere placed into service as crew trainers under the des­ ignations P5M-1T and P5M -2T. When all A m erican m ilitary forces adopted the tri-serv ice designation schem e in Septem ber 1962.Part III: The Post-War Era. Pratt & W hitney J60 turbojet engine. the P5M-1S the SP-5A . follow ed in 1956 by P5M -2G s. Today. w in g area 1. takeoff. 167.). 1967...0 0 0 ft.011 lbs.000 lbs. dry. The N avy ended fifty-five years o f flying boat operations w hen an SP-5B o f V P-40 made its last operational flight on N ovem ber 6. and as they w ere retired from active service. ceilin g 4 0 . each rated at 9. Armament: two radar-directed 20-m m cannons in a pow ered tail turret and 3 0.500 lbs.000 lbs. Vi in. (m ax. XP6M-1 seen on the ramp at M artin’s Baltimore plant during load verification tests sometime prior to its first flight in July 1955.t.595 mi. normal gross. Florida. m ax. Performance: max. length 133 ft. In addition to coastal reconnaissance. o f bombs. ft. speed 646 mph.264 Am erican Flying Boats and Am phibious Aircraft in com bat operations from 1964 to 1966 w hen they deployed to Cam Ranh Bay in South Vietnam. 7 in. in afterburning.000 lbs. they w ere placed in storage until being sold for scrap. Total produced: 16 (all version s) Powerplants: four A llison J71A-6 turbojet engines. W eights: 8 6 . M artin became prime contractor for the Navy’s Seaplane Striking Force project in October 1953. (armed). N o M arlins w ent to the reserves. the only know n surviving exam ple is an SP-5B m aintained as an outdoor exhibit by the N aval Aviation M useum in Pensacola.745 mi. .. SP-5B s arm ed w ith rockets and m achine guns were occa­ sionally used to attack surface vessels supplying enem y forces. empty.900 sq. m ines. depth charges.2 3 9 lbs. cruise 540 mph. or nuclear w eapons carried in a w atertight rotary bom b bay. D im ensions: span 102 ft. 13./s. 171. 2. range 1. Martin P6M SeaMaster (1955) TECHNICAL SPECIFICATIONS (YP6M-1) Type: 4-p lace nuclear attack/m inelayer/reconnaissance boat. originated during 1949.Part III: The Post-War Era.e. termed the “Seaplane Striking Force” (SSF). soon after the Department o f Defense cancelled the Navy’s “Super Carrier” program in favor o f U. Air Force plans to build up its strategic bomber force (i.. the . 1945-Present 265 The Martin SeaMaster. by all accounts the most sophisticated American flying boat to ever achieve production. The SeaM aster’s mission.S. presents a prime example o f what happens when a military aircraft’s function is eclipsed by emerging technology. e. once naval officials decided to move forw ard w ith the SSF program . would be able to operate from hidden ocean bases. BuAer cir­ culated a form al requirem ent calling for a seaplane that could carry a 30. SSF foresaw a fleet o f large. To m inim ize frontal area and at the sam e tim e offer good handling in open seas. M artin considered pow ering the m odel 275 w ith exper­ im ental turb o -ram jet com pound pow erplants under developm ent by C urtiss-W right. M ach 0.. By shoulder-mount- One of the six service-test YP5M-ls. G iven the highly am bitious and specialized nature o f these specifications. Decker as aerodynam icist.9 (i. low -chine hull design that possessed an exceptionally slender 15:1 length-to-beam ratio. D uring the early stages o f the project. the first of which commenced flight-testing in January 1958. . 52. and reconnaissance as well. B ecause the Soviet fleet w ould need to pass through several “chokepoints” when leaving port.000 lbs. in afterburning).000-lb. 685 m ph at sea level).266 A m erican Flying Boats and Am phibious Aircraft Convair B-36 and Boeing B-47). To achieve transonic dash speeds (i. but after a series o f engine failures. And perhaps m ost im portant. know n internally as the m odel 275. the XP5M-1 was used as a flying testbed to validate the overall efficiency o f their new hull concept. m ine-laying. after undergoing extensive m odifications. m ine-laying ability w as seen as an effective m eans o f blocking enem y access to open sea.. L. It is painted in the special SSF scheme of seaplane gray over insignia white. R esponsibility for M a rtin ’s design. the XP6M-1 em erged w ith very thin-section w ings.8+) on the pow er available (i. but conventional bom bing. a fairly straightforw ard adaptation o f the axial-flow J35. w eapons load over a 1. jet-p ro p elled flying boats not only capable o f long-range nuclear strike. unlike landplane bom bers./s.e.t. D.500-mile com bat radius and also be capable o f a low -altitude dash speed o f M ach 0. In m id-1952. In M arch 1951. supported only by seagoing tenders or subm arines. assisted by J. sw ept to 40-degrees at the leading edge. abandoned the idea in favor o f m ore conventional afterburning Allison J71 turbojets. Pierson as hydrodynam icist and J. T rim ble’s team evolved a deep-V. was assigned to G eorge Trim ble as project engineer. M artin ’s efforts ulti­ m ately paid o ff in O ctober 1953 w hen BuA er declared it w inner o f the SSF com petition and awarded a contract to construct two prototypes and a static test exam ple under the designation XP6M-1. the flying boats o f the SSF. Con­ vair and M artin were the only airfram e contractors having the in-house expertise to tender SSF pro­ posals.e.. were located over the w ings to raise the intakes above the sea spray. in paired nacelles near the roots. and a rotary bom b bay w hich. Martin adopted the nam e S eaM aster for the new aircraft. and flight engi­ neer. copilot. for sea operations. w ing spoilers for roll control. dem onstrated satisfactory flying characteris- Canted engine nacelles are evident in this group photograph of the six YP6M-ls. A four-m an flight crew. such as the T-tail em pennage. navigator-radio operator. consisting o f a pilot. Large. would be housed in a fully-pressurized bow com partm ent. All but one show the unique beaching cradles allowing them to make a quick transition from the water onto the ramp. As prototype construction advanced. and Navy officials had sufficient confidence in the future o f SSF to add six YP6M-1 pre-production m odels to the contract. Final assem bly o f the first XP6M-1 prototype w as com pleted in late D ecem ber 1954.Part III: The Post-War Era. . w ith a future provi­ sion for up to tw enty-four P6M -2 production versions. Many o f the innovations initially seen on M artin ’s XB-51 were adapted to the design o f the P6M. Since the a irc ra ft’s m ission called for high speeds at low alti­ tudes. 1945-Present 267 ing the w ings at a slight anhedral angle. The four J71 engines. board-type “ hydroflaps” on the aft hull bottom could be used for either w ater m aneuvering or aerodynam ic braking. included a pneum atic sealing system . carried out by M artin c h ie f test pilot G eorge Rodney. the w ing structure was designed to be very rigid. utilizing m achined alum inum skins hav­ ing a thickness o f one inch at the root. Early air testing. but loadverification and other ground testing delayed the first flight until July 14. The w ing featured a com bination o f retractable leading-edge slats and articulated trailing-edge flaps that w ould keep landing speeds below the 150-mph mark. the stabilizing floats could be placed outboard the w ingtips rather than on drag-producing struts. 1955. the Navy optim istically forged ahead w ith plans to officially unveil the S eaM aster program w hen it invited the press to the rollout cerem ony o f the second XP6M-1 in early N ovem ber 1955. by w hich time the second prototype had been fitted w ith ejection seats along w ith instrum entation to provide impor­ tant flight telem etry data. the horizontal stabilizer w as changed to an all-flying surface rather than one w ith separate. The advent of Forrestal class carriers and missile-carrying nuclear submarines hastened the demise of the SSF program. Even so. Initial trials indicated that the earlier problem s had been resolved. m oveable elevators. on D ecem ber 7 (three days after G lenn Martin’s death). A few w eeks later. the pilot o f the XP6M-1 lost all pitch control and the aircraft w ent into an un-comm anded outside loop. The second SeaM aster w ould be com pleted w ith the navigational and bom bing equipm ent needed to evaluate the airc ra ft’s m ilitary m ission. the cause o f the crash was not im m ediately apparent.268 American Flying Boats and Amphibious Aircraft One of the eight P6M-2 production aircraft. N orth C arolina. Fortunately. The first of six Y P 6M -ls rolled out o f the M iddle R iver plant in N ovem ber 1957 and com m enced flight-testing in January 1958. O ther changes included a com pletely redesigned horizontal stabilizer con­ trol system in w hich elevator m ovem ent w as restored plus an upgrade to A-6 engines. As testing o f the second XP6M-1 proceeded into the fall o f 1956. the first XP6M-1 inexplicably crashed into C hesapeake Bay. data recovered from the flight recorders clearly show ed that the aircraft had entered the m aneuver because the hydraulic control actuators were unable to counteract the high-speed aerodynam ic loads placed on the horizontal stabilizer. as the S eaM aster’s hom e base. M a rtin ’s engineering sta ff w orked to im plem ent changes to the service-test YP6M-ls that w ould rectify the design flaws o f the prototypes. plus establish­ m ent o f a new air station at H arvey Point. The flight program did not resum e until May 1956. In an effort to solve the vibration problem . Testing also revealed a recur­ ring problem w ith airfram e vibrations or “b uzzin g ” during flight m aneuvers. h igh-speed flights had to be lim ited after prolo n g ed afterb u rn er operations were show n to cause serious scorch and sonic dam age to the aft fuselage. and as the other . At the sam e tim e. tics. On N ovem ber 9. however. B uA er still believed the SSF program was viable and m oved ahead w ith extensive preparations in anticipation o f future operations. developm ent o f beach­ ing cradles to allow the P6M s to taxi in and out o f the w ater under th eir own power. In the investigation that follow ed. the entire flight crew w as able to safely eject ju st before the air­ fram e broke up. Since no flight data recorders w ere carried aboard the aircraft. the rea­ sons for the earlier crash rem ained uncertain and the airfram e vibrations continued. T he engine nacelles were moved rearward to reduce w ater ingestion and given a toe-out geom etry o f five degrees to direct engine exhaust away from the rear fuselage. D espite the loss o f both prototypes. w hile attem pting a pull-out from a high-speed dive. N avy plans included conversion o f two seaplane tenders and one subm arine as support vessels. killing all four of the crew. the program suffered its first m ajor setback: during a routine check flight w ith the first Navy pilot at the controls. 800 lbs.S. length 17 ft. Total produced: unknown Powerplant: one 90-hp Continental C90-12 4-cylinder air-cooled opposed engine driving a two-bladed metal propeller. currently reside at the Glenn L. wing area 90 sq. As two more P6M-2s joined the program during the summer of 1959. mine-laying. The -2 came with an upgrade to Pratt & Whitney J-75-P-2 engines. giving it higher lowlevel penetration speeds than any comparable land-based bomber (e. (est. the Boeing B-52 was lim­ ited to 420 mph at sea level). one fuselage section. An efficient beaching system.” but the project never went beyond the idea stage. and reconnaissance aircraft such as the Douglas A3D (A-3) Sky war­ rior. enabled SeaMasters to easily move in and out o f the water without outside assistance. which boosted available power by a factor o f eighteen percent. max. building plans are currently available from Osprey Aircraft.. However. and the removal of most wing anhedral due to the deeper draft produced by increased weight (i. to only eight. the introduction o f Forrestal class aircraft carriers. Noticeable differences from earlier variants included a larger all-around vision cockpit enclosure. transistorized Sperry nav­ igation and bombing system which would improve multi-mission capability. Afterward. M artin Aviation Museum in Baltimore. takeoff). gross. All that remains today. Pereira Osprey I (X-28A) (1970) TECHNICAL SPECIFICATIONS Type: 1-place civil/military flying boat.000 feet.. 1959.Part III: The Post-War Era.. that would enable it to refuel other aircraft. California 95864. it posted a top speed o f Mach 0. two tail assemblies. each delivering 15. and second. and later still. Dimensions: span 23 ft. despite the long-awaited success. Performance: max. transport version of the P6M.S. the emergence o f nuclear submarines that could carry sixteen Polaris nucleartipped ballistic m issiles. Pereira (Osprey) Aircraft Company This company evolved from several homebuilt designs developed by George Pereira and has been in business for nearly 40 years. starting in late 1955. The thirteen aircraft—five YP6M-ls and eight P6M-2s—sat idle on a ramp at the Middle River plant for over a year until being dismantled and scrapped. bomb runs with both conventional and nuclear “shapes. 900 lbs. ceiling 18. in afterburner. Sacramento. the ability to deploy long-range nuclear strike. then on August 21. and with them./s. ospreyaircraft. the P6M-2. 195. and a set o f tip floats.” and day and night operations using specialized reconnaissance cradles. George Washington.284 lbs.t.g. As the YP6M-1 test program proceeded apace. re-shaped nacelles to house new engines. unofficially dubbed the “ SeaM istress.e.. 91. citing “unfore­ seen technical difficulties.1959. the first o f which was launched in mid-1959 (i.. SSBN-598 ). speed 135 mph. range (not reported). M artin reportedly tried to promote an eight-engine. 3741 El Ricon Way.com). 3 in. ft. 0 in. contained within the rotary bomb bay. SSF operational testing truly began in earnest. the U.e. According to its recently updated website (see http://www. Production models also featured an all-new. Martin turned its attention to construction of the definitive SeaM aster production model. . a combination o f protracted development and rising costs led to a cut back in the production contract to eighteen P6M-2s.000 lbs. empty. The aircraft and their weapons systems were evaluated over a broad range o f missions that included high-speed mine-laying. 1945-Present 269 five YP6M-ls joined the program during 1958. Two developments ultimately spelled the demise o f the SeaMaster: first. it looked as if SSF might still turn onto an operational reality. Soon after the first P6M-2 flew on March 3.). the other five P6M-2s were completed during the fall o f 1959 but never flown.95 (686 mph) at sea level.” the Navy abruptly cancelled the entire program. Weights: empty (not reported). The SeaMaster acquired yet another role with the development o f a probe and drogue refueling package. consisting of a float-stabilized dolly. and aerodynamic configuration was very similar to the Colonial/Lake amphibians reported above. Construction was all-wood.270 American Flying Boats and Amphibious Aircraft Pereira’s first design arose in connection with a Navy requirement for a lightweight. featuring a single-step. Except for the absence o f landing gear. semi-monocoque hull reinforced with resin-bonded fiberglass and fabric-covered wings . the hydro. to be operated in the river deltas o f Southeast Asia for ostensible police-type duties. single­ engine flying boat. .3 2 0 4-cylind er air-cooled opposed engine driving a two or three-bladed metal or w ooden propeller. The Osprey II represented an effort by G eorge Pereira to offer am ateur builders a fully-am phibious. and control surfaces. c eilin g (not reported). and the em pennage was characterized by a sw ept fin and rudder having a high-m ounted horizontal stabilizer. 130 mph. Credit: Glenn Chatfield. No other X -28A s were ordered or produced. but there is no evidence that any were flown or registered. Performance: max. 0 in.S. Total built or started: 500 (est. the plans and constru ctio n m ethods w ere featu red in M echanics Illu stra ted m agazine. Though sharing the general arrangem ent o f the X -28A . the O sprey II featured a w idened hull. Weights: 970 lbs. range 350 mi. cruise.570 lbs. in 1972.. A fter being test flown som e­ time in 1970 as the O sprey I under civil registration N 3337. (est. the prototype w as turned over to the Navy and thereafter evaluated as the X -28A (U SN serial num ber 158786). V irginia. . O ther data suggests that one or m ore O sprey Is may have been built privately.) Powerplant: one 160-hp Lycom ing 0 . Dimensions: span 26 ft. Pereira Osprey II (1974) TECHNICAL SPECIFICATIONS Type: 2-place civil hom ebuilt am phibian. and the sole example was donated to the U. length 21 ft. gross. w in g area 105 sq. w ithdraw al from V ietnam and C am bodia. 0 in. and a m echanically operated landing gear that folded into the wings. M arine C orps M useum in Q uantico. ft. The pilot sat in an open cockpit ju st forw ard o f the pylon-m ounted pusher engine. an enlarged cruciform em pennage. empty.Part III: The Post-War Era. two-place design that could be built in a w orkshop w ithout m olds. Soon after being introduced in 1974. due apparently to the U. Fully-cantilevered w ings attached to the u pper hull. sp eed 145 mph. 1. 1945-Present 271 Photograph of X-28A as it appeared in 2007 on exhibit at the Kalamazoo/Battle Creek International Airport.S.). Hull construction utilized a sandwich technique whereby the built-up wooden structure was sprayed with polyurethane form. and three layers o f cloth were applied to the hull bottom to withstand impact loads. When the Osprey II prototype was flown sometime in 1974 it was powered by a 150-hp Franklin . the engine was mounted on struts behind a streamlined Plexiglas canopy that fully enclosed the cockpit area. and the outer panels could be removed for storage. then after cutting and sanding.272 American Flying Boats and Amphibious Aircraft To simplify construction. cov­ ered in glass cloth impregnated with polyester resin. The wings were o f conventional two-spar wooden construc­ tion with fabric covering aft o f the main spar. New York. C alifornia. 1945-Present 273 Osprey II N52JF seen during the Experimental Aircraft Association’s annual fly-in at Oshkosh. W hile not originally intended to be kit-built. Performance: max. range 360 mi.. M aterials m arketed by O sprey consist o f a 46page plan accom panied by an illustrated.. ft To date. 8 in. 500 o f these aircraft have been com pleted and thought to be flying at the tim e o f this writing.060 Powerplant: one 215-hp Franklin 6A 8-215-B 8F or B9F 6-cylin d er air-cooled opp osed engine driving a twobladed.e. Total produced: 1. the Seabee is included in this era because it is m ost com m only identified w ith lightplanes introduced after 1945.Part III: The Post-War Era. An estimated 500 have been built since the design appeared over 35 years ago. Known throughout the industry as a m ilitary contractor.000 ft.810 lbs.. speed 120 mph. partial O sprey II kits (i. step-by-step co nstruction m anual. A ccording to the O sprey website.190 lbs. Dimensions: span 37 ft. cruise 103 mph. w in g area 196 sq. in 1939 follow ing a financial restru c­ ture and change o f ow nership. above). Spencer was em ployed by R epublic as a test pilot at the tim e. m olded canopies and w ood parts) are now avail­ able from A ircraft Spruce & S pecialty C om pany o f C orona. A lthough actually flown and tested during World War II. the com pany becam e R epublic A viation Corp. length 27 ft. F light-testing revealed generally good flying and w ater handling ch ar­ acteristics and required only sm all changes to trim . ceilin g 12. S p en cer’s S-12 A ir C ar (see Part II. 2. 10'/2 in. empty. fixed-pitch w ood en or m etal propeller. in Farm ingdale. the R epublic Seabee holds the distinction o f having been produced in g reater num ­ bers than any type o f single-engine civil am phibian in the U. 4R engine but subsequently m odified to accept installation o f a L ycom ing 0 -3 2 0 after production of the 4R was discontinued. Republic began m aking plans in 1943 to capitalize on the anticipated post-w ar lightplane boom when it pur­ chased the design and production rights to Percival H. Weights: 2. Republic RC-1 and -3 Seabee (1944) TECHNICAL SPECIFICATIONS (RC-3) Type: 4-place civil amphibian.S. Wis­ consin. U sing the general design concept behind the wood and fabric S- .. Republic Aviation Corporation Having been started by A lexander de Seversky in 1931 as Seversky A ircraft Corp. gross. tapered wing with single-strut stabilizing floats. construction o f the prototype RC-1 (Republic Commercial One) “Thunderbolt Amphib­ ian” commenced during 1944.12 Air Car. but with the main wheels neatly retracting flush into hull recesses. An upswept hull afterbody that smoothly blended up into the cruciform tail group gave the RC-1 the characteristic look of all . plus a fully-cantilevered. Obvious design changes included all-metal construction methods. producing a stronger and more streamlined airframe. The conventional landing gear arrangement of the S-12 was retained. the prototype received much acclaim at an aviation industry convention in . rolled out o f the Farmingdale plant in late November 1944. Further attention was given to drag reduction by burying the 175-hp Franklin 6A-6 pusher engine in the middle o f the wing center-section and fairing it into the aft cabin pod. 1945-Present 275 Seabees. Only weeks later. The RC-1 prototype. civil registration NX41816.Part III: The Post-War Era. and with Percy Spencer him self at the controls. made its first flight on November 30. m ore powerful by 40 hp. Soon after that. It was particularly well suited to coastal regions and w ilderness areas served by lakes. in O ctober.” While still m aking plans to tool-up for post-w ar Seabee production. Republic received a sizeable order from the U SA A F in A pril 1945 for am phibians to be delivered as the OA-15. the production line was suspended to aw ait further sales. the definitive production m odel (note that the RC-2 had been assigned to a proposed com m ercial version o f R epublic’s XF12 Rainbow ) continued through the rest o f the year. Then in early 1945.972 new am phibians to be sold at a price o f $3. Seabees becam e well know n as air taxis along m ajor w aterw ays and for hauling passengers and supplies in the isolated bush areas o f C anada and A laska. L ater the sam e m onth. C entral and South A m erica. The last o f 1. The recessed w heel w ells w ere deleted and the geom etry o f the m ain landing gear changed to sim ply sw ivel up against the sides o f the hull. G. To sim plify m ass production. recessed main landing gear. the Civil A eronautics Authority g ranted R epublic official type certification. w here R epublic received deposits for 1..276 American Flying Boats and Amphibious Aircraft RC-1 prototype as seen in 1944 and 1945. Louis. and lower-mounted engine distinguish it from the RC-3 production model. and finally. and added to that. registered NX87451. (Tex) Rankin of Rankin A viation Industries o f Tulare. South A frica. m anufacturer o f Franklin engines. 1945. M issouri. The new engine. w here they could m ake a swift transition . specified a m ore pow erful. In June 1947. But despite a com paratively b rie f production life. and deliveries o f production RC-3s com m enced in late July. The first RC-3. St. C alifornia. In M arch 1946.500 each. geared engine plus a cabin arrangem ent for two hospital litters. rising production costs and inflation had driven the Seabee price to $6. and N orthern Europe. Inc.000 by late 1946. the expected explo­ sion in post-w ar lightplane sales never m aterialized. Work on the RC-3. before any m ilitary exam ples could be com pleted. was m oved to the top o f the w ing in a larger nacelle. produc­ tion m odels featured constant chord w ings braced by single lift struts and stabilizing floats braced by ju ry struts. the first exam ple (actually the thirteenth RC-3 built) being accepted by J. R epublic announced that all Seabee pro­ duction was being term inated. However. A cantilevered. NX41816 was taken to the W ashington N ational Airport and dem onstrated before officials representing the U. w ith Percy Spencer again serving as test pilot. the East Indies. The m ilitary version. em erged from the factory for its first flight on December 1 . the RC-3 differed from the prototype in a num ber o f im portant respects. the contract was can­ celled in late 1945 as part o f the V-J Day cutbacks. But after such a hopeful start.S. Republic obtained form al approval from the N avy for the com m ercial use o f the nam e “ Seabee. R epublic had sufficient confidence in the future o f the Seabee and the lightplane m arket in general to acquire Aircooled M otors. Instead o f fully-cantilevered units. the Seabee has enjoyed a long and fruitful career as a general aviation aircraft in both private and com m ercial hands. and m any were sold to foreign users in the C aribbean. intended m ainly for rescue w ork. m ilitary services. tapered wing.060 Seabees built w as sold and delivered in early 1948. According to recent estimates. as seen recently in Canadian registration. UC-1 Twin Bee conversion by United Consultant Corp.060 RC-3s had been built when production term inated in 1947. The last iteration of the Seabee. . the Trident Trigull. Efforts to place the type into production during the 1970s ran into a series of financial difficulties. Twenty-three are said to have been converted between 1966 and 1987. 1945-Present 277 Production RC-3 during the type’s heyday in the late 1940s. 250 or more are still flying. The twin-engine configuration improved per­ formance about 25 percent across the board.Part III: The Post-War Era. A total of 1. the current status o f the project is unknown. The first flight o f the prototype. Percival Spencer and son-in-law Charles Herbst. increase in useful load—and extra cabin space was created where the engine had been located. structure was all-metal. commenced an effort to design and pro­ duce a more modern amphibian based upon the RC-3. however. 900-mile range.) Powerplant: one 310-hp Continental I0-550-N 6-cylinder air-cooled opposed engine driving a three-bladed.278 American Flying Boats and Amphibious Aircraft from land to water operations. Seawind. Inc. o f Victoria. out of an effort to extend and improve the RC-3’s usefulness. an engineer. Seawind (1982) TECHNICAL SPECIFICATIONS (300C) Type: 2 to 4-place civil amphibian. LLC. For more information. with the ultimate aim o f placing the aircraft in production. Penn­ sylvania. billed as the TR-1 Trigull under Canadian registry CF-TRI-X. and elsewhere. Newton. after being reorganized as Seawind. At least twentythree Twin Bee conversions were completed between 1966 and 1987. has been involved in an effort to obtain official type certification for the Seawind in both the U . Quebec. the company made plans to develop a six-seat production version that would be powered by a Lycoming 10-540 engine. The nose wheel retracted into a hull recess with the par­ tially exposed tire acting as a bumper. due to mounting financial difficul­ ties. intro­ duced the UC-1 Twin Bee. LLC) The U.S. . took place on August 5.S. 131-mph cruise. Seawirtd/SNA. surviving Seabees have typically undergone numerous rebuilds that have included upgrades to more powerful engines with controllable propellers. four-seat airframe that featured tricycle landing gear. est.htm . a magazine report appearing in Air Interna­ tional announced that a Canadian firm planned to revive efforts to produce a turbine-powered vari­ ant o f the Trigull. A third airframe was built for static tests and never flown. and the mains folded upward into the wings. Total produced: 120 (all versions. Except for the cabin pod forward o f the engine. some 250 Seabees (over 23 percent o f the original fleet) are said to still be registered and flying in the U. the company. either normally aspirated or tubo-charged. company was originally formed in the 1990s by Richard Silva of Kimberton. As o f 2006. and Canada.seabee. the project was taken over by David Hazelwood and C. plus a 300-lb. of Saint Jean. The extra weight was offset by three-foot wing extensions. to market and distribute Seawind amphibian kits being fabricated in Canada. o f Norwood. plus a 300-hp Continental 10-520 engine driving a three-bladed. The second prototype. constant-speed metal propeller. S.S. distributor for aircraft m anufactured in Canada by Air Composites. (Seawind. together with its Canadian counterparts. the TR-1 was in fact an all-new. United Consultant Corp.S.C. During the testing o f the prototypes. But before an aircraft was built. More recently. As o f April 2003. Canada. constant-speed propeller.1973. o f Vancouver. Presumably. and CF-TRI-X (now C-FTRI) is maintained in airworthy status. Through the course of their long service.. flew for the first time in July 1976. see http://www. Starting in 1960. retractable tip floats. Trident was forced to cancel production plans and cease business in early 1980. Performance improved across the board—147-mph top speed. LLC will function as U. The story o f the Seabee does not end here and may not be over yet: In the mid-1960s. B.info/trigull. and the hull afterbody was length­ ened three feet four inches to compensate for the change in center of gravity. Though sharing the basic Seabee configuration. registered C-GATE-F. a swept fin and rudder. however. A decision to go-ahead with production—based on firm orders for forty-three aircraft—was made in mid-1978. a conversion that involved removing the pusher engine and replacing it with two tractor-m ounted Lycoming 180-hp 0-360-A1A or 200-hp I0-360-B1D engines on the wings. which was formed from fiberglass. Inc. who reorganized it in 1970 as the Trident Aircraft Ltd. Both Trigulls prototypes are currently owned by Viking Air Ltd. Massachusetts. The first U. speed 20 0 mph. pow ered by a 300-hp Lycoming 10-540 engine driving a three-b lad ed propeller. . 0 in. Dimensions: span 35 ft. m erge together to form an airfram e of exceptional aerodynam ic cleanness. range 1. The cabin.Part III: The Post-War Era. w as flown under C anadian registration C -G FN L. The aft end o f the pylon is used to support a vertical finlet and an all-m oving horizontal stabilator. featuring changes to the hull and sponsons. length 27 ft. features a w rap-around w indscreen offering nearly panoram ic visibility. A second 200-hp exam ple. Som e exam ples have been com pleted w ith turbo-charged Lycom ing TSIO 540 engines and at least three are know n to be pow ered by A llison 250-B17B turboprop engines delivering 400 shp. As originally designed. all o f H aliburton. Len. empty. strengthened by cellfoam . Efforts to certificate the aircraft and place it production are still ongoing. The origins o f the Seaw ind can be traced back to the 1970s w hen Roger. ceilin g 18. Its m ost outstanding characteristic is a tightly cow led tractor engine w hich extends to the center o f gravity from a horizontal pylon m ounted on top o f the large fin and ru d ­ der. The original prototype.. gross.3 5 0 lbs. 3 . 2 in. Weights: 2.S.4 0 0 lbs. situated well forw ard o f the w ing. O ntario.. the Seaw ind 300C represents an interesting departure from the m ore orthodox single-engine am phibian layouts seen in the post-w ar era. and Kirk Creelman.040 mi. w in g area 163 sq. approxim ately 115 Seaw ind kits have been sold to hom ebuilders and over 80 o f them are reported to be flying. 1945-Present 279 The Seawind 300C (N46SW). began laying dow n their concept for a com posite-built amphibian having a tail-m ounted engine. is thought to have m ade its first flight in 1982 under C anadian registration C -G N EW and was displayed in the U. M olded fiberglass com ponents. Since their introduction over fifteen years ago. The 3 0 0 C ’s cantilevered w ings end in sponsons w hich are shaped to also function as drooped tips that im prove ta k eo ff and landing perform ance. ft. the first 300-hp version to be built by Richard Silva. C anada. pow ered by a 200-hp Lycom ing 10-360 engine.000 ft.. the m ain landing gear retracted into the hull behind the step. cruise 180 mph. A dvertised as the fastest and longest-ranged am phibian on to d ay ’s m arket. for the first tim e at the O shkosh EAA Fly-In in 1983. O th er changes in cluded redesigned main landing gear legs that retracted upw ard into the w ings. registered S eaw ind (N 540SW ) appeared during the early 1990s.S. Performance: max. Continental-powered 300C prototype.280 American Flying Boats and Amphibious Aircraft The process o f bringing the Seawind design to full U. But in April 2007.seawind. the com­ pany is still optimistic. The current price listed for a VFR-equipped new 300C. the company received ninety-three deposits for production 300Cs. has been protracted. and Canadian type certification. .seawind.html) states that the second 300C prototype is about two-thirds complete and so far. and in the interval.biz/Seawind%20News. preparatory to production. Despite these problems.pdf) indicated that further testing and production plans would be held in abeyance until additional funding was obtained for the project. the company has received half o f the funding needed to resume testing.S.biz/Seawind %20Flyer% 20Fall% 202007. A newsletter issued soon afterward (see http://www. the Seawind certification program suffered a severe setback when the prototype was lost in a fatal crash. however. The test program got off to a good start in 2004 with the first factory-built. A recent report (see http://www. at about 70 per­ cent completion. all m ajor airfram e com ponents w ere fabricated from spruce and plyw ood or.000 feet. cruise 135 mph. he passed away in 1995.900 (about h a lf o f the suggested price for a new Lake LA -250. constant-speed propeller. from fiberglass m olded over form s. and tip floats. -270). 4 in. 1945-Present 281 should it com e to pass. Anderson in C hino. at left. at virtually the sam e tim e that he w as w orking on a production aircraft intended to succeed the Seabee (i.Part III: The Post-War Era.150 lbs. engine cow ling. and Republic RC-1/-3 Seabee. constant-speed metal propeller. range 800 mi. ft.. Weights: 2. page 273).. . Part III. with Dale Anderson in the early 1980s. 3 in. 3. page 208. speed 155 mph. C alifornia. Spencer and A nderson rem ained involved in prom oting their designs until 1991. gross. Total produced: unknown Powerplant: one 285-hp Continental I0-520-B 6-cylinder air-cooled opposed engine driving a three-bladed. Spencer m ade the first flight o f the S-12C prototype from Chino on May 25.200 lbs. in the case of the upper hull.. T rident TR-1). In 1968 S pencer and A nderson com m enced w ork on the S-12C. Percival Spencer was an active pilot until 1987. Performance: max. length 26 ft. 1970. Dimensions: span 37 ft. the S-14. To facilitate construction by hom e­ builders. in an effort to im prove useful load and high Percival H. Spencer. Spencer-Anderson S-l2C/E Air Car (1970) TECHNICAL SPECIFICATIONS (S-12E) Type: 4 -place homebuilt civil amphibian.S. to develop m ore sim plified am phibian designs for the hom ebuilt market. Spencer died in 1995 at age 90. is $349. wing area 184 sq. S pencer and A nderson. A fter flying the aircraft all over the U. a m o dernized and slightly enlarged version o f the old 1941 S-12 A ir C ar design that w as to be pow ered w ith a 180-hp Lycom ing 0-360 engine driving a tw o-bladed. and began conducting w ater trials on Lake H avasu in early July. team ed up w ith Dale L. standing in front of his last project.. ceiling 15. The tricycle landing gear used spring-type m ain legs that rotated up against the hull and a pivoting nose wheel arrangement sim ilar to the TR-1.e. empty. Spencer and Anderson In the late 1960s. S pencer (see Spencer S-12 A ir C ar in Part II. Percival H. Spencer and Anderson are thought to have sold over 300 sets o f S-12C/E plans before selling the design rights to Robert Kerans in 1991. Box 327. was designed to be powered by a 285hp Continental I0-520-B .. Illinois 61933. the S-14 Air Car Junior. Plans and building information may be obtained today from Spencer Amphibian Air Car. represented an effort to offer a scaled-down (two-seat) version with folding wings for road transport. Construe- . Spencer’s last amphibian design.282 American Flying Boats and Amphibious Aircraft altitude performance. P. A number o f S-12Es have been completed and flown by homebuilders. though the exact figure has never been published. The definitive version. or by calling (847) 882-5678. Inc. the S-12E. thereafter modified it for installation o f a 260-hp Lycoming 0-540-E4B engine and renamed it the S-12D. Kansas. O. Thurston Aircraft (Aeromarine) Corporation David B.. Wisconsin. W hile working as a design engineer for G rum m an. The S-14 prototype was purchased by W illiam Randolph Hearst. Jr. w here he . Another visitor to the Oshkosh fly-in. then in 1966. but after 37. on November 4. T hurston is one o f the m ost respected nam es in m odern am phibian design. Spencer began selling construction plans to homebuilders in 1970. Wisconsin. (see page 221). tion o f the S-14 started in 1980. In 1972 T hurston assigned p ro­ duction rights o f his Teal am phibian design to Schw eizer A ircraft o f Elm ira. and they are still avail­ able today.5 hours o f flight-testing. by Spencer h im self at age 86.Part III: The Post-War Era. N ew York. this Air Car (N14NX) was completed with a twin boom tail group and conventional landing gear. S pencer decided to term inate the S-14 project. No details are available. and the aircraft w as test flown. founded T hurston A ircraft C orp. 1983. he co-founded C olonial A ircraft Corp. in S anford. 1945-Present 283 A Spencer S-12C Air C ar as seen at the annual Experimental Aircraft Association fly-in in Oshkosh. in 1984 and thereafter donated to the Experim ental A ircraft A ssociation M useum in O shkosh. M aine. known as Thruston Aeromarine Corp. along with a development company. Later still. Thurston formed an engineering consulting firm. Florida.. in the 1970s and 1980s. to pursue certification and production o f his TA-16 Seafire design. o f St. Schweizer sold the Teal produc­ tion rights in 1976 to Teal Aircraft Corp.. named Aeromarine International Corp. . In yet another move. Augustine.284 American Flying Boats and Amphibious Aircraft was also employed as a managing engineer. which listed David Thurston as vice-president. which will be discussed in more detail below. length 23 ft.e. marketed under the new name Marlin 150. Over the next two years.5-gallon fuselage tank and a gross weight increase to 2. a change in horizontal stabilizer incidence. and the Skimmer had only been designed as a pusher because CAA regulations applicable at the time [i. tailwheel-type landing gear. and following successful flight trials. Wisconsin. (Thurston later explained that tractors were gener­ ally more efficient. Performance: max. The TSC-1A amphibian prototype. two-place amphib­ ian that could be marketed at about half the cost o f comparable three or four-place types like the Lake Buccaneer. civil registry N1968T. the Teal was somewhat simpler. Though sharing some characteristics with Thurston’s earlier Skimmer design. which fea­ tured two 23-gallon wing tanks in place o f the 24.600 lbs.. wing area 157 sq. Thirty-eight Teals had been completed by three different manufacturers when production terminated in 1978. gross. and increased elevator trim tab travel. Weights: 1. 1946] required the propeller arc to be a certain distance away from the passenger cabin. Dimensions: span 31 ft. Thurston had planned to develop both flying boat (TSC-1) and amphibious (TSC1A) versions o f the Teal but abandoned the flying boat idea before any construction started. Thurston introduced the improved TSC-1A1. In mid-1973. Four TSC-lA ls had been delivered at the time production was taken over by Schweizer in 1972. having constant-chord wings without flaps and a manually-operated. David Thurston conceived the Teal with the idea o f producing an all-metal. when fifteen TSC-lAs had been m anufactured. and Schweizer went on to produce a total o f nine -lA2s before production rights were assumed by Teal Aircraft in 1976.War Era..200 lbs.200 lbs. constant-speed metal propeller. 2. 1945-Present 285 Thurston TSC-1A. received FAA type certification in August 1969. 7 in. speed 125 mph.) Originally. and was making plans to Thurston TSC-1A seen at the Experimental Aircraft Association’s annual fly-in Oshkosh. . empty.Part III: The Post. ft. which incorporated slotted flaps. was flown for the first time in June 1968. Teal Aircraft completed seven TSC-lA2s. 1 in.. and -1A2 Teal I and II (Marlin 150) (1968) TECHNICAL SPECIFICATIONS (TSC-1A2 TEAL II) Type: 2 -place civil amphibian. cruise 115 mph. Total produced: 38 (all versions) Powerplant: one 150-hp Lycoming 0-320-A 3B 4-cylinder air-cooled opposed engine driving a two-bladed. range 400 mi. after delivery o f three more TSC-lAls. -1A1. Other noticeable differences included a T-tail arrangement and a trac­ tor engine mounted on struts above the wing. ceiling (not reported). production shifted to the improved TSC-1A2 Teal II. By mid-1971. O f the thirty-eight Teals built.seabee. T hough aerodynam ically sim ilar to the Teal II. under a proposed venture known as A dvanced A ircraft.htm . Dimensions: span 37 ft. A w ebsite with cur­ rent inform ation and im ages on surviving Teals may be view ed at http://w w w. The TA-16 Seafire. 0 in. Efforts to place the Teal back into produc­ tion during the 1980s never materialized. Its tricycle landing gear system was rem iniscent o f the Skim m er. neither o f the proposed u pgrades ever achieved production status. the tw enty percent larger TA-16 w as d esigned to lift tw ice the useful load w hile producing significant increases in cruise speed (+40 m ph) and range (+600 m iles). cruise 150 mph.. w hen it flew in 1982. D uring the early 1980s. length 27 ft. A lthough one TSC-1A2 was fitted w ith the 180-hp engine for test purposes. and at least tw enty-one o f these are either in flying condition or undergoing restoration. range 1. tw enty-six are thought to still exist in som e form . Total built: 3 (est. wing area 183 sq. plus refinements to other system s.000 ft. It em bodied Thurston’s tried and tested all-m etal structural m ethods w ith an updated airfram e that prom ised above-aver­ age flight perform ance and excellent w ater handling. 3. Performance: max. gross. represented the sum o f D avid T h u rsto n ’s accumulated experience in am phibian design over a period spanning nearly forty years.. the trailing-arm type m ain w heels retracting flush into the .info/teal.950 lbs.286 American Flying Boats and Amphibious Aircraft Schweizter-built TSC-1A1 in Monaco (LN) registration.000 mi. ft.200 lbs. speed 175 mph. plans w ere m ade to offer a m odification package for existing Teal IIs that w ould have com prised conversion to tricycle gear. upgrade to a 180-hp engine. ceiling 18. at the tim e it ceased all m anufacturing operations.. the TSC-1A 2/EP w ith a 160-hp Lycom ing 0-320-1A 2 and the TSC-1A3 (M arlin 180) w ith a 180-hp Lycom ing 0 -3 6 0 . empty. but the effort failed before any aircraft w ere m odified. 2 in. constant-speed metal propeller. introduce two upgrades.) Powerplant: one 250-hp Lycoming 0-540-A4D5 6-cylinder air-cooled opposed engine driving a two-bladed. Weights: 1. Thurston TA-16 Seafire/Trojan (1982) TECHNICAL SPECIFICATIONS Type: 4-place civil amphibian. Less visible enhancements consisted of a steerable nosewheel for easier beaching and engine/propeller controls located on a central pedestal rather than overhead. Special attention was given to hull design. A new cruciform empennage. Thurston envisaged both pro­ duction versions (i. The genealogy o f the TA-16 is somewhat unusual. while half the nosewheel tire was left exposed to form a docking bumper. From the first.e. blown canopy which slid all the way back to permit easy access to the rear seats. placed the horizontal surfaces directly behind the engine thrust line for maximum pitch author­ ity. Seafire) and homebuilt versions (i.. 1945-Present 287 wings. Trojan) o f the same aircraft. a deep V-section with side strakes that would allow high-speed water turns and improve rough water handling.. Other noticeable features included a single pylon engine mount and a one-piece.Part III: The Post-War Era.e. The Seafire . given slight sweepback. on May 20.000. In late 1990s. Inc. made its first flight a little less than six months later. at which point the program stalled at about 85 percent completion. The first flight o f the o f the TA-16 Seafire prototype. Alabama..S. would possess certain detail differences in systems that would enable it to meet type certification standards under FAR Part 23. Test flying resumed sometime in 2002. Wisconsin. . Although the site reported that the company hoped to achieve certification by the end o f 2004. after a long hiatus. Sets o f plans for the homebuilt Trojan were first issued in 1975 while Thruston simultaneously waged a campaign to obtain investor support for a Seafire construction and certification program. Credit: Derek Linder. had all but disappeared. The Seafire prototype. Inc. the first homebuilt TA-16 Trojan. 1983. where it underwent a complete airframe refurbishment that included installation o f new avionics and test equipment. Inc. the current status o f the project was not revealed. and the pro­ totype was displayed at the EAA’s annual Oshkosh. headquartered in Ozark. and production plans were placed on hold. Following certification. but the certification project apparently stalled again. only two examples were actually completed and flown. Start and stop efforts to obtain FAA Type Certification for a manufactured Seafire version have been ongoing since 1983. Thurston him self commenced construction of the production model prototype. re-registered to Aquastar in 2000. was moved to Seagull Aviation Parts. New Jersey. As to homebuilt Trojan variants.htm ) under the aegis o f Aeromarine Aircraft. registration number N16TA. in 2003. according to an article that appeared in the February 2000 issue of General Aviation News. registration number N1378J. however. and Canada during the 1970s and 1980s.S. the project resurfaced at a website listed as the “Seafire Home Page” (see http://www. It should be noted that the Seafire certification program coincided with a time period in which the market for new production single-engine civil aircraft in the U. During the late 1970s and early 1980s. 1982. More recently. took place on December 10.nelsonillustration. of Clintonville. Efforts to obtain type certification o f the Seafire continued until 1987.com /SeafireC oInfo. The sequence of events after 2002 is not clear. while a number of Trojan homebuilt projects were at various stages o f construction. Aquastar planned to offer production models at a unit price in the range of $325. Thurston revived support for the Seafire certification and pro­ duction program under the sponsorship a new company known as Aquastar. Wisconsin fly-in the same year. forty-five construction projects were reported to have been started in the U.288 American Flying Boats and Amphibious Aircraft The original amateur-built TA16 Trojan N1378J as seen at Camden. and soon after World War II. acquired the assets o f Jarvis Aircraft Co. He passed away in 1997. a m otor-glider type aircraft featuring a pod nacelle with a pusher engine and mono­ wheel landing gear with outriggers. California. .War Era. 1945-Present 289 Volmer Aircraft Company Volmer S. in Burbank. Outside o f aviation circles. Jensen began designing and building sailplanes in the 1930s.Part III: The Post. Jenson is probably best remem­ bered for having created the model o f the “Enterprise” seen in the original Star Trek television series. to patent and build the VJ-21 Jaybird. cruise 85 mph. C onstruction w as speeded-up by utilizing the fabric-covered.. 6 in. ceiling 13. and som e have sw itched to a tractor type mount. m etal lift struts. Total built: 100 (est.) Powerplant: one 85-hp Continental C-85 4-cylinder air-cooled opposed engine driving a two-bladed. 0 in. C hubasco. By the tim e the V J-22 w as ready to fly.000 lbs. T hough not specifically m entioned. range 300 mi. Dimensions: span 36 ft.” a Spanish term for violent thunderstorm s seen o ff the Pacific coast. for exam ple. gross. plus A eronca w ing parts and associated hardw are are still obtainable from U nivair A ircraft Corp.. different pow erplants have been installed.. m ost com m only the 100-hp C ontinental 0-200 and the 108-hp L ycom ing 0 -2 3 5 . fixedpitch wooden or metal propeller. then overlaid w ith fiberglass cloth for added strength. Performance: max. (see http://www. Flight trials subsequently revealed docile flight character­ istics and very good w ater handling. Today. longerons. m arketed as the “ Sportsm an.com /). w hich retails for $4. V J-22 builders have introduced a num ber o f variations to the basic design. covered in a veneer o f aircraft grade V\6-inch and 3 /32-inch mahogany. A lm ost fifty years after it first appeared. ft.500 lbs.526. it appears Jenson also m ade use o f the steel tube horizontal tail surfaces. length 24 ft.000 ft. is still registered and flying. Volmer Jensen started construction o f the first V J-22 in the fall o f 1957 and m ade the first flight in D ecem ber 1958. All o f the basic airfram e com ponents w ere o f built-up wooden construction. the VJ-22 stands as one o f the m ost enduring amphib­ ian designs in the history o f the hom ebuilt aircraft m ovem ent and exam ples are still being built today. The first VJ-22. empty. Complete hull kits are now available.290 American Flying Boats and Amphibious Aircraft Volmer VJ-22 Sportsman (1958) TECHNICAL SPECIFICATIONS Type: 2-place homebuilt civil amphibian. N7802C “Chubasco.volm eraircraft. . w ooden w ings o f an Aeronca 7AC C ham pion.aircraftsp ru ce..” and over 100 exam ples are estim ated to have been built and flown. In the intervening years. and other ready-m ade hardw are from the Champ. Weights: 1.co m /).univairparts. In recent years. prospec­ tive builders have the option o f buying a com plete V J-22 hull kit from A ircraft Spruce & Specialty Co.” Simple construction combined with docile handling qualities have made the Sportsman a popular choice with homebuilders. Jensen had dubbed it “C hu b asco . scaled-dow n from an old Savoia-M archetti design. was fram ed with a keel. wing area 170 sq. follow ing a recent refurbishment and recovering. the original V J-22. com /). Jensen sold m any sets o f plans. rein­ forced to '/4-inch at the step location. and form ers o f spruce. The single-step hull. 1.00 (see http://w w w . As is com m on w ith m ost homebuilts. speed 105 mph. P lans and b u ild in g in fo rm atio n are cu rren tly sold by the V olm er C lub o f A m erica (see h ttp://w w w . in Aeromarine Airways service with a highly modified bow for passenger accommodations. A erom arine also m odified a num ber of ex-Navy C urtiss H S-2L s in 1921 into six-passen g er flying boats and offered them as the M odel 80.Appendix A: Lesser Known Flying Boats and Amphibians T he E a r l y E r a • 1912-1928 Aeromarine Model 80 (1920) In addition to the NAF F-5Ls converted to M odel 75s. the EO represented a final effort on A erom arine’s part to introduce a three-place sport plane to the civil m arket. an ex-Curtiss HS-2L. Powered by 291 . Aeromarine EO (1924) Resembling a dow n-sized version o f its A M C (see Part I. page 13). At least one w as placed into service w ith its A erom arine A irw ays subsidiary and another is known to have operated out o f B altim ore during 1921 and 1922 w ith the short-lived E aster Airways. Aeromarine 80. Front view of Aeromarine EO with 5-cylinder Anzani engine. The rivet detail on the bottom of the metal hull is visible. . . deepV hull o f exceptionally modern design having a sesquiplane wing layout that was braced by V-struts. the EO featured an all-aluminum. No performance data is available. One EO is known to have been competed in 1924. seems to be a point o f debate. In any case. after being reequipped with a 90-hp Kinner K-5 engine in 1929. though whether its was subsequently registered to Aeromarine-Klemm or Edo Corp.Lesser Known Flying Boats and Amphibians 293 a tractor-mounted 80-hp Anzani 5-cylinder radial engine. the EO was destroyed in a crash in 1931. E ngland. The ungainly craft w as pow ered by three 120-hp E m erson six-cylinder engines. T hough successfully launched in the H erb River. . Powered by three 175-hp engines. Batson Air Yacht (1913) Probably the largest flying boat in the w orld at the tim e. affixed w ith a plethora o f struts and braces to a seventy-four-foot-long pontoon. to Liverpool. N ew Jersey. the ungainly craft report­ edly never achieved flight. it reportedly never achieved sustained flight. Geor­ gia. Its single vertical tail surface was mounted under the port wing. M atthew A. The 1913 flying boat appeared w ith a raised mono- The Boland canard flying boat as it appeared in 1913. built and tested sev­ eral aircraft that featured unusual canard layouts. Boland Flying Boat (1913) B etw een 1910 and 1913. Batson built this aircraft during 1912 and 1913 w ith the intention o f flying it on a transatlantic flight from Savannah. The airfram e consisted o f six forty-foot w ings and a gondola-type cabin. Frank and Joseph B oland o f Rahway.294 Appendix A Batson Air Yacht seen sometime in 1913. The flat-bottomed hull pos­ sessed two transverse steps that would have been between the approximate center o f gravity. Pho­ tographs indicate a water-cooled V-8 engine in a pusher configuration.Lesser Known Flying Boats and Amphibians 295 plane wing which tied into spanwise braces that also served as outriggers for the stabilizing floats. A single fin and rudder was mounted between the wing and the float on the port side. was large enough to function as a tandem wing. . rigged as an all-flying stabilizer. The forward canard. No flight data was reported. Massachusetts (acquired by Curtiss in 1916). and the wooden hull was similar in configuratio to the Curtiss F Boat. purchased by the Navy and taken into service a the D-l (later AB-6). AB-6) (1913) Built by the Burgess Co. . Its two-bay biplane wings utilize inverted V-struts with a single tubular metal spar. o f M arblehead. was destroyed in a crash in early 1914.296 Appendix A Burgess K (D-l. the mod* K was flown in April 1913 with a 70-hp Renault pusher engine. The single example built. under license.S. powered by a 100hp Curtiss OXX-2 engine. When the Army and the Navy expressed no interest in the type. Only one B-D-F was built. .Lesser Known Flying Boats and Amphibians 297 Burgess-Dunne B-D-F (1916) The Burgess-Dunne series o f aircraft were British tailless designs built in the U. Burgess tried unsuccessfully to sell them on the civilian market. The B-D-F o f 1916 was a boat-hulled version o f the B-D land and hydroplane. was in all likelihood designed by Alan Loughead (later Lockheed) who worked for C hristofferson at the time. the Hydro flying boat. in San Francisco. which flew som etim e in 1913. California. The aircraft was powered by a 120-hp Hall-Scott V-8 engine and featured a two-bay biplane layout very similar to that o f the Curtiss F Boat. but never used in that capacity. Another Hydro is listed as having been sold to Japan. and one was employed by Silas Christofferson’s San Francisco-Oakland Aerial Ferry in 1914. two were sold to explorer Roald Amundsen for a proposed Arctic flight.298 Appendix A Christofferson Hydro (1913) Constructed by Christofferson Aviation Co. O f the three or four exam ples known to have been com pleted in 1914. thus becom­ ing the second scheduled airline to operate in the U.S. . Lesser Known Flying Boats and Amphibians 299 Cooke Tractor Flying Boat (1913) Weldon B. mounted forward o f the wing. apparently started construction o f a flying boat project in California. Ohio. and then sometime in 1913. Cooke was killed during an exhibition flight in 1914. was driven by a belt running from a 75-hp Roberts engine. No performance data exists on this aircraft. where the aircraft was completed and presumably flown from Lake Erie. shipped the parts by rail to Sandusky. After he left Sandusky to assist Benoist with the St. Its single tractor propeller. Petersburg-Tampa Air Boat Line. an early pioneer who taught him self to fly in a Curtiss pusher. . The craft’s biplane wings rested on a full-length boat hull that ended in a tail group supported by a profusion o f struts. Cooke. This aircraft w as re-designated E-l after it flew in mid-1913. w hile utilizing the sam e m odel E components. plus a fabric-covered enclosure over the tw o-m an cockpit. . E-l. in 1913. Cooke was killed a year later while working with Benoist. featured a m ore pointed V-bottom hull and im proved housings for the tricycle wheels. w hich. It was probably the first amphibian. but its final disposition is unknow n. The OWL II was reportedly com pleted som etim e in 1914. it becam e the am phibious OW L I (O ver W ater and Land) after being subjected to a series o f experim ental m odifications during 1913 that entailed installation o f a w ide. was really an “ E Hydro” with a cabin built up onto the pontoon. stepped pon­ toon w ith built-in tricycle-type w heels. Ohio. and AX-1) (1912) O rdered by the N avy in May 1911 as a standard m odel E pusher landplane and taken into serv­ ice as the A -2.300 Appendix A Weldon Cooke’s flying boat seen on Lake Erie in Sandusky. depicted here. Work was begun by C urtiss in late 1913 on the OW L II. The OWL I. Curtiss OWL (A-2. then as AX-1 in early 1914. it was fitted with skis and flown off a frozen lake. it was converted to a biplane layout. M orris. it w ould not tend to becom e airborne during high winds. but w ith inset ailerons and several degrees o f sweep. A ccording to this notion. if the w ing were adjusted to negative incidence w hile the plane w as m oored. the first monoplane flying boat. O ne o f the devices tested on this aircraft w as a set o f m oveable struts on the upper and lower w ing center sec­ tions that enabled incidence to be adjusted. After unsatisfactory tests. Curtiss M (Monoplane) (1914) When it made its first flight in January 1914. the C urtiss m odel M becam e the w orld’s first m ono­ plane flying boat. B uilt to order for R aym ond V. In 1914. C ontinuing experim ents w ere carried w ith the Tadpole in w inter o f 1914 w hen it was fitted with outrigger skis and flown from a frozen lake. a C urtiss em ployee. The one-of-a-kind Tadpole was built to test various wing configurations. as it appeared in 1914. . the single-seat model The Curtiss M Boat.Lesser Known Flying Boats and Amphibians 301 Curtiss Tadpole (1913) Curtiss built the Tadpole to test the aerodynam ic relationship betw een the planing hull and the rigging o f the w ings. The first variation used a 100-hp C urtiss OX engine and cam e w ith the unequal span wings o f the early F Boat. the H -7 ’s tractor engine arrangem ent w ould be seen again on the H-10 and becam e standardized on the H-12/-16 series. It was ordered by Russia. probably in 1916 following modifications. W hen the planned C urtiss V-4 pow erplants failed to materialize. D uring the H7 ’s first flight in m id -O cto b er 1915.A. A scaled down version o f the H -7 ’s tail design appeared later on the H-14. Curtiss H-7 Super America (1915) The H-7 S uper A m erica. D espite successful trials. no Navy or RNAS orders w ere forthcom ing. the contract w as cancelled before any o f the other 19 examples on order could be com pleted. N evertheless. Curtiss T Triplane (1916) D esigned to British A dm iralty requirem ents and com pleted in 1916. and a sm aller low er w ing w as later added to this aircraft. featured large tip ailerons.000 lbs. perform ance w ith the m onoplane wing was found to be unsatisfactory. It m assed 22. O ne reference indicates that the big flying boat was dam aged beyond repair on its m aiden flight. it dem onstrated extrem e tail-heaviness that nearly resulted in its destruction. The cockpit.” was a transitional flying boat design having features that w ould be incorporated on later types. Navy or R. In any case.302 Appendix A M w as pow ered by a 90-hp OX engine and possessed a stepped. the aircraft w as dism antled and shipped to G reat B ritain. * H-7 TB. loaded and boasted an upper w ingspan o f 134 feet. . re-rigging o f the w ings. Two H -7s ordered by Russia subsequently becam e victims of the sam e shipping fiasco that involved the C urtiss K Boats. braced by two bays of V -struts attached to a bottom outrigger spar that also held the stabilizing floats. and m odifications to the hull. A fter M orris tested the M in San D iego during 1914. W hile its w ings and hull were sim ilar to those o f the H -4. The single th irty -fo u r foot w ing.S. and a thicker airfoil section derived from the Bleriot Type IXb. the H-7 differed in having tractor-m ounted 160-hp C urtiss VX experi­ m ental engines and a redesigned tail group that w as reinforced by boom s extending from the engine m ounts to the horizontal tail surfaces. also referred to as the “T ransatlantic. but not by the U. full-length hull sim ilar in shape but narrow er in beam to that o f the F Boat. several degrees o f sweep. w here it w as reassem bled and fitted with four 240-hp R enault engines. unlike the H -4. F light-testing w as not resum ed until May 1916 follow ing a repositioning of the engines.N. the Curtiss T was the first type o f A m erican-built aircraft to possess four engines. was left open.S. but its final disposition in unknow n. One-of-a-kind FL Boat. the m odel FL com bined the high-aspect ratio triplane w ings o f the m odel F landplane w ith the hull o f a late F Boat. It was reportedly sold to a corporate owner afterward. C urtiss reportedly sold the single FL to the A m erican T rans-O ceanic C orp. Curtiss FL (Model 7) (1917) Tested during 1917 as an experim ental project. .Lesser Known Flying Boats and Amphibians 303 Massive Curtiss T Triplane flying boat as seen after being shipped to Great Britain and readied for flight. The type’s 100-hp C urtiss OX engine was m ounted in a pusher configuration in the center-section o f the m iddle wing. A fter experimental trials.. also carried as the model 7. which tested a triplane configuration. 304 Appendix A Curtiss-Judson Triplane (1917) C om pleted for an individual nam ed Judson (no first nam e given) in early 1917. Coast G uard regarding the feasib ility o f an aircraft w hich. w hich w as m ated to an extra set o f F Boat upper w ings. . One was completed in 1917. It is not certain whether this aircraft was actually built by Curtiss or built using Curtiss components. represented an interesting idea that did not work in practice. no specifications for this aircraft w ere ever listed. T he idea arose from discussions betw een C urtiss and the U. completed for the Coast G uard in 1917. Its single 150-hp C urtiss VX engine was pusher-m ounted betw een the panels o f the m iddle wing. Curtiss BT (1917) T he triplane BT or Baby T flying lifeboat w as b u ilt to investigate an interesting theory that did not w ork w ell in practice. This triplane is reported to have been refitted som etim e later w ith a 400-hp C urtiss K-12 engine and used for exploratory w ork in South America.S. after landing in the w ater near a stricken The BT Boat. but it appears to have used a lengthened and improved F Boat hull. W hen prelim inary testing w as carried out in mid-1917. the w ings and tail group were no longer capable o f being je ttiso n ed . T hough the C oast G uard apparently lost interest in the project. the aircraft was never flown. and the aircraft w as scrapped in mid-1919. A m odified BT having a tractor-m ounted. Ecker of Syracuse. No further exam ples were ordered. com pleted in 1918. w hich becam e the subject o f an infringem ent law suit brought against Curtiss in 1914. the N avy purchased the BT in D ecem ber 1917 and tested it briefly. Janin’s lawsuit w as dism issed. N ew York. the Janin Patent Boat w as built for the express purpose o f invalidating a patent filed by A lbert Janin in 1913. built the E cker Flying Boat in late 1912 or early 1913. In its initial configuration. the B T ’s transm ission system proved to be so problem atic that it had to be discarded.Lesser Known Flying Boats and Amphibians 305 vessel. however. direct-drive engine on the m iddle w ing w as flown in late 1917. A fter the aircraft. Curtiss Janin Patent Boat (1918) Never intended to fly. Ecker Flying Boat (1912) Neither the tim e o f construction nor the first flight o f this aircraft can be accurately verified. H erm an A. The aircraft was powered by a converted 60-hp 6-cylinder R oberts m arine engine that was pusher-m ounted on . failed to achieve flight as expected. According to the records o f the S m ithsonian N ational A ir and Space M useum (N A SM ). which drove two tractor propellers m ounted on the m iddle w ing through a transm ission and shaft drive. the BT w as pow ered by a single 200-hp C urtiss VX-3 engine buried in the hull. could discard its w ings and tail group and thereafter function as a m otorized lifeboat. Built by Curtiss in 1918 to disprove allegations of patent infringement. page 149) first effort to produce an airplane. Junkin and C layton J. the time of Ecker’s first flight was not documented. The Ecker Flying Boat used a Roberts engine but otherwise very similar to the Curtiss E Boat. O hio. Credit: National Air and Space Museum. The stepped w ooden hull and three-bay w ing design bear a conspic­ uous resem blance to the C urtiss E Boat o f the sam e tim e period. Ecker was reported to have flown the flying boat successfully for several years before placing it into storage. o f Long Island. fea­ tured a sesquiplane and boom layout having an upper span o f 25 ft. this aircraft is identified by som e historians as having been the first product o f w hat ultim ately becam e the Weaver A ircraft Co. Hall Air Yacht (1923) The 2-seat A ir Yacht w as C harles H a ll’s (see Hall A lum inum A ircraft Co. in Part II. Junkin and B ruckner reportedly stored the Baby Flying Boat in loft above a dance hall in Lorain. 1in. B ruckner. N ew York. No flight details are available. Junkin-Bruckner Baby Flying Boat (1919) B uilt in 1919 by Elw ood J. pow ered by a 60-hp 3-cyliner radial. struts beneath the upper w ing. The aircraft was acquired by N A SM in 1961 and com pletely restored in 1982. Flight trials on Lake Erie quickly revealed that the craft w as far too underpow ered to achieve flight. and a hull length o f 25 ft. a boom -m ounted em pennage.306 Appendix A Though dated 1912. and a 15-hp H endee engine connected to a belt and pulley driving the propeller. Vanderbilt. and G eorge E. The diminu­ tive flying boat sported a single bay o f 18-foot biplane w ings. B ruckner o f Lorain. Kirkham Air Yacht (1925) The five-place A ir Yacht was built by the K irkham A eroplane & M otor Co. Featuring a fully-cantilevered . The sm all flying boat. to the special order o f m illionaire H arold S. A fterw ard. Weaver a year later. (W ACO) form ed by Junkin. plus the vibration pro­ duced by the engine alm ost shook the airfram e apart. . The exceptionally clean aerodynamic con­ tours of the Air Yacht were thoroughly tested in a wind tunnel before the design was finalized.Lesser Known Flying Boats and Amphibians 307 gull wing and a 540-hp Napier Lion V-12 pusher engine. it was one o f the most modern flying boats in the world when it flew for the first time in late 1925. Vanderbilt is said to have used this aircraft to commute between New York City and his home in Newport. After delivery. Rhode Island. Illinois. Lawrence and his business partner. in Chicago. start­ ing in 1914 and 1915. George R. are known to have built several types o f small flying boats. Harry Lewis. enclosed cabin built onto a flat- . All o f them were biplanes featuring a long..308 Appendix A Lawrence-Lewis A and B Flying Boat (1915) Under the business name Lewis Aeroplane Co. probably in 1915. One source indicated that the A type com pleted m any successful flights (see http://w w w . K irkham ’s Air Yacht was built for the private use of millionaire Harold S.htm l).com /_la. thought to have flown som etim e in 1915. The dim ensionally larger B type. was powered by a H all-S cott engine o f undisclosed horsepow er and incorporated interplane-type ailerons. Unusual fuselage configuration shows to good effect. though sharing a sim ilar cabin layout. bottomed pontoon. aerofiles. was pow ered by a tractor-mounted 50-hp K irkham C-4 engine and reportedly used a w ing-w arping system for lateral control.Lesser Known Flying Boats and Amphibians 309 Exceptionally modern for its day. Lawrence-Lewis type A flying boat taking off. The first A type. Vanderbilt. . Although this small aircraft is known to have been com­ pleted. a year after starting his own company. It emerged as a single-bay biplane powered by a tractor-mounted 60-hp Lawrence 3-cylinder radial engine.310 Appendix A Loening Duckling (1918) In 1918. . and no specifications or performance data were ever published. and the twin fin with its high-horizontal stabilizer was an arrangement seen later on Loening’s recordbreaking monoplane Flying Yacht o f 1922. Grover Loening designed and built a small flying boat which he named the Duckling. The hull resembled an enlarged seaplane pontoon. the limited information available does not confirm whether or not it was actually flown. Lesser Known Flying Boats and Amphibians 311 Loughead F-l (1918) One o f Alan and M alcolm Loughead’s (later changed to “Lockheed”) earliest endeavors to obtain a military contract. The design was characterized by a triple fin empen- . its chief competitor at trials conducted in 1918 at the Navy’s North Island base in San Diego. the F-l was a twin-engine flying boat o f wooden construction having a three-bay biplane layout similar to the Curtiss HS-1. som e historians have speculated that this aircraft may have flown som etim e in early 1912. equipped with a 50hp G nom e and im proved w ings.htm l#_Q ).aerofiles. the N avy D epartm ent w as sufficiently im pressed to give the broth­ ers a contract to license-produce two H S-lL s. the F-l was reportedly used for sightseeing and charter flights around Santa B arbara. A 1913 version. Using a metal speedboat hull and wings from a Bleriot monoplane. there appears to be no verifiable record o f exactly w hen the A eroboat m ade its first flight.Loughead F-l. page 31). is thought to have flown som etim e the sam e year. however. being moved to Long Beach in 1918 for its first flight. Two tractor-m ounted 160-hp H all-S cott A-5 engines w ere positioned betw een the upper and low er w ing on struts. w hich w ould m ake it the w o rld ’s first flying boat. Follow ing the com petition. the Aeroboat was the first flying boat developed by amphibian pioneer Grover C. nage supported by boom s extending back from the hull and w ings. Although L oug h ead ’s entry lost to C urtiss. C alifornia.com ) is the only historical source identifying the Shaw Flying Boat. before the C urtiss Flying Boat No. the initial version utilized a discarded speedboat hull and w ings from a B leriot m onoplane and w as originally pow ered by a 35-hp G nom e rotary engine driving a pusher-m ounted propeller via a chain and sprocket. Queen Aeroboat (1912) D esigned by G rover C. But unlike C u rtiss’s effort. L oening for the short-lived Q ueen A eroplane Co. New York. 2 (see Part I.aerofiles. and m ost o f the inform ation about it is derived from five photographs supposedly taken in . Loening. o f Bronx Park. The aircraft eventually fell victim to vandals and w as abandoned on the beach.eom /_pl. w hich is w ell-docum ented. with outer wing panels removed. it was destroyed in a storm before it could be fully flight-tested. Shaw Flying Boat (1915) A erofiles (see w w w . A ccording to the inform ation posted on Aerofiles (see http://w w w . but no other data is known. used the w ing and possibly other com ponents derived from a Piper . in 1937. One photograph shows the aircraft in the w ater and anoth er in flight. N o perform ance data is known. Rhode Island. Rhode Island. The photographs depict a three-bay biplane having interplane ailerons. identified as a 3-cylinder. registered as NX17866. Pennsylvania. tw o-cycle Johnson engine o f 90 hp. The G o l d e n E r a • 1928-1945 Applegate Amphibian (1937) Built by Ray A pplegate o f L ockhaven. Stevens and Sons o f W oonsocket. m etal-hulled am ­ phibian. Built for B. 1915.Lesser Known Flying Boats and Amphibians 313 Little is known about this flying boat other than photographs thought to have been made in 1915. this tw o-place. N othing is know n o f the designer and b u ilder oth er than the nam e Shaw. Stevens Flying boat (1915) In 1915 or 1916 a firm nam ed B. Stevens by Fred Chanonhouse of Woonsocket. G eneral dim ensions appear to be sim ilar to that o f a C urtiss E Boat. Its pow erplant. this flying boat is thought to have flown in either 1915 or 1916. jo in e d to a single step hull o f planked wooden construction. was lo­ cated in the hull in front o f the cockpit and drove a single pusher propeller via a sprocket and chain connected to a drive-shaft. contracted with Fred C hanonhouse to construct a tw o-place flying boat that appeared to be very sim ilar in design to the late-m odel C urtiss F Boats having inset ailerons on the upper w ing. The aircraft was powered by a 105-hp Sturdevant engine. 314 Appendix A After mating a new metal hull to wings and other components of a J-3 Cub, Applegate sold the design rights to Piper. Never produced. J-3 Cub. Available data listed a w ingspan o f 34 feet 5 inches, a length o f 22 feet, and a useful load o f 650 lbs. Several different pow erplants ranging from 55 hp to 145 hp w ere tested on the proto­ type. Piper A ircraft C orp. acquired the project from A pplegate but never placed it in production. Argonaut H-20/-24 Pirate (1934) A rgonaut A ircraft, Inc., organized by J. Leroy Sutton in N orth Tonow anda, New York, tried unsuccessfully to m arket the H -20 and H -24 Pirate in the civilian m arket in 1934 and 1935. Both aircraft were three-place, m onoplane am phibians pow ered by a pusher-m ounted 125-hp Menasco C-4 inline, air-cooled engine. The m ain differences betw een the two were a 35-foot 4-inch span on the H -20 and 42-foot 0-inch on the H-24. T hough not revealed, structure appears to be a metal hull w ith fabric-covered w ings and tail surfaces. Available perform ance data on the H-24 lists a top speed o f 104 m ph and a cruise o f 89 m ph, w ith a useful load o f 650 lbs. A rgonaut w as acquired by White A ircraft Co. in 1938, but there is no record o f any m ore am phibians being produced. Efforts to m arket the 2-place Pirate on the civil market in 1934 and 1935 met with no success. Lesser Known Flying Boats and Amphibians 315 Booth Flying Boat (1931) Built sometime in 1931 by H.T. Booth, who lived in Freeport, New York, the two-place Booth flying boat featured a two-bay biplane layout with a tailplane supported by booms running from the wing and hull. A water-cooled engine buried in the hull forward o f the cockpit (make and horse­ power unknown) used a geared drive-shaft to turn a tractor propeller mounted on the upper wing. 316 Appendix A A separate 32-hp marine outboard motor was also installed to drive a boat propeller mounted beneath the hull. Available data does not mention dimensions, weights, or performance, or whether or not the aircraft was actually ever flown. Booth, an ex-Curtiss employee, is reported to have been involved earlier in the design o f the Kirkham Air Yacht. Lesser Known Flying Boats and Amphibians 317 Cadillac (McCarroll) Duoplane (1929) The C adillac A ircraft Co. em erged in 1927 as a sp in -o ff o f Inglis M. U p p ercu ’s (founder o f Aeromarine) C adillac dealership in D etroit, M ichigan. Its only creation, variously know n as the Cadillac am phibian and the M cC arroll D uoplane (after its designer, H.G. M cC arroll), appeared in 1929 as a four-place, all-m etal m onoplane pow ered by two 100-hp K inner K-5 radial engines m ounted in streamlined nacelles above the w ings. Specifications listed a w ingspan o f 46 feet, a length o f 32 feet, and a useful load o f 1,025 lbs. T he sole exam ple built (N X 595E ) was later m odified w ith a 48-foot w ing and two 165-hp W right R -540 W hirlw ind engines. Designed by H.G. M cCarroll, this one-off amphibian was built in the late 1920s to the order of Inglis Uppercu’s Detroit Cadillac dealership. Columbia CAL-1 Triad (1929) The CAL-1 was another hybrid type that seem s to have been influenced by the L oening “ Shoe­ horns” (See Loening C -l, -2 A ir Yacht in Part I), but w ith a com pletely detachable pontoon for land One of two Triads completed in 1929 and 1930. The pontoon could be completely detached for landplane operations. 318 Appendix A operations. This unusual six-place aircraft em ployed a m onoplane layout w ith the cockpit situated behind the engine in the upper w ing center-section, w hile the cabin was behind and below. Gen­ eral dim ensions w ere a w ingspan o f 49 feet and a length o f 33 feet, but the w eights are unknown. Its 220-hp W right J-5 engine w as m ounted high up even w ith the w ing. Available data reported a top speed o f 130 mph and a range o f 550 m iles w ith a 1,000-lb. useful load. Two C A L-ls (regis­ tered as N X 306E and N X 307E) are know n to have been built in 1929 and 1930, and the second was refitted w ith a 300-hp J-6 engine. Both aircraft w ere reportedly destroyed in a hangar fire in early 1931. Fairchild FB-3 (1929) F airchild’s first effort to offer a flying boat (no FB-1 or -2 reported), the FB-3 appeared in 1929 as a four-place, all-m etal m onoplane pow ered by a 410-hp Pratt & W hitney R-1340 m ounted as a pusher. The tw o-step hull w as clad in alum inum and the w ings and tail surfaces were fabric-covered m etal structures. Specifications list a w ingspan o f 52 feet, a length o f 41 feet, and a top speed o f 130 m ph. O nly one prototype (N X 7385) is know n to have been com pleted. Fairchild's first flying boat effort, the FB-3 (NX7385), completed and flown in 1929 but never produced. Grumman G-65 Tadpole (1944) D esigned by D avid B. T hurston and H erbert P. L indbad, who w ould later form the Colonial A ircraft Corp. (see Part III, page 221), the G -65 w as an all-m etal, tw o-place am phibian intended for the post-w ar civil m arket. Powered by a 125-hp C ontinental C-125 six-cylinder engine mounted in a raised pusher nacelle, the prototype, registered as NX41828, flew for the first tim e in Decem- Designed by David B. Thurston and H erbert P. Lindbad for the postwar civil market, the Tadpole was never placed into production. ber 1944 with Leroy Grumman at the controls. While Grumman ultimately decided not to under­ take production o f the G-65, Thurston and Lindbad went on to incorporate many elements o f its design into the Colonial C-l Skimmer. Issoudun H-23 (1930) Other than being powered by two 125-hp Warner Scarab 7-cyliner radial engines, little is known about this amphibian, built reportedly in 1930 by Issoudun Aircraft Corp. o f Northville, Michigan. 320 Appendix A The little-known Issoudun H-23, thought to have been built and flown in 1930. Knoll-Brayton Sachem (1931) Designed by Felix Knoll and built by Brayton Aeronautical Corp. o f Norwich, Connecticut, the “ Sachem,” named after nearby Sachem Head, appeared in 1931 as a three-place, parasol wing amphibian powered by a 160-hp Menasco B-6 pusher engine enclosed in a streamlined nacelle. The single-step hull was all-metal while wings and tail surfaces were fabric-covered. Strut-mounted spon­ sons also contained retractable landing gear. Specifications on performance, dimensions, and weights were not published. Named after Sachem Head on Long Island Sound east of H artford, Connecticut, this one-off amphib­ ian was reportedly flown in 1931. The market for the Monoduck as a successor to the biplane Commuter never materialized. and only one source identifies it as the C-5. In concept. receiving ATC Certification sometime in 1934. strut-mounted atop the cockpit area in a tractor configuration. was said to have been Grover Loening’s final civilian aircraft design. about 15 mph faster than the K-84. the amphibian represented a fairly straightforward adaptation o f the hull and tail group o f a Loening-Keystone K-84 Commuter (see Part II. Loening (Keystone) C-5 Monoplane (1934) The dates and exact origin o f this amphibian are not certain. Top speed was listed as 135 mph. In any case.Lesser Known Flying Boats and Amphibians 321 Loening (Keystone) Monoduck (1934) The four-place M onoduck amphibian. It may have originally appeared as the Duckling II with a 110-hp Warner Scarab engine at a date earlier than that listed above. pages 158-159) to a new monoplane wing. Only one example was known to have been completed. . Power was derived from a 300-hp Wright J-6 Whirlwind. photographic evidence o f an aircraft registered as The similarity between the C-5 and the navy’s XSL-1 submarine scout is evident in this photograph. page 32). registered as NC619. the five-place MM-200 M iami Maid am phibian. page 208) teamed up with Sikorsky engineer Vincent A. was powered by 150-hp Menasco D-4 utiliz- Prior to the Air Car. with a cruising range o f 500 miles at 100 mph. Specifications on the ATC certificate listed a wingspan o f 44 feet. Larsen in 1939 to built the SL-12. Spencer-Larsen SL-12 (1939) Percival H. Part II. and a useful load o f 1. was modified in 1930 for installa­ tion o f a 300-hp W right R-975 Whirlwind engine. appeared in either 1928 or 1929 with a 230-hp M enasco-Salmson B-2 radial engine pusher-mounted on top o f the wing. The general design was derived almost entirely from Loening’s XSL-2 Navy submarine scout (see Part II.322 Appendix A NX813W shows a two-place monoplane powered a by pusher-mounted Menasco inline engine (prob­ ably a 160-hp B-6). a second aircraft. Florida. a length o f 33 feet. Spencer (see Spencer S-12 Air Car. Top speed was reported as 120 mph. Consisting mainly of pre­ existing components. This aircraft might have been used by Grover Loening as a personal transport. registered as NC178N. o f Miami. page 161). with a reported wingspan o f 40 feet and a length o f 27 feet 10 inches. Percival Spencer joined with Sikorsky engineer Vincent Larsen to build the SL12. The design reportedly combined a Curtiss hull with a Fokker cantilevered wing. W hether the MM-200 became the MM-201 is not clear. This monoplane amphibian. The MM-200 (NC619) as it appeared in 1929. which was modified to include an enclosed cockpit on the forward hull and amphibious landing gear. . Miami Aircraft MM-200 and -201 Miami Maid (1929) A product o f the short-lived Miami Aircraft Corp. but in any case.250 lbs. It reappeared two years later as the Colgate-Larsen CL-15. the design combined an all-wood Fokker cantilevered wing with the wooden hull o f a Curtiss F boat (see Part I. . Not a commercial success. Larsen joined with G ilbert Colgate in 1941 to mod­ ify the aircraft as the CL-15 amphibian. the CL-15 mounted a 200-hp Ranger engine and featured fixed stabilizing floats and a rearward retracting land­ ing gear that rotated into the wings. only one was built. It reportedly carried four passengers at a speed o f 125 mph over a range of 500 miles. When Spencer left to form his own company. W hile aerodynamically identical to the SL-12C.Lesser Known Flying Boats and Amphibians 323 ing a geared extension to drive the pusher prop. Its novel am phibious system featured wheelequipped stabilizing floats that swiveled-down to act as the main landing gear for land operations. designed and built at least four twinengine amphibians between 1928 and 1933. also appeared in 1930 with two strut-m ounted 225-hp Packard DR-980 diesel radials and a twin-fin empennage. The first. featured an allmetal hull and a fabric-covered parasol wing having two 150-hp Comet (R-612) 7-cylinder radial engines mounted above on pylons. the TA-3. General dimensions listed a 52-foot wingspan and a 35-foot length. and reported top speed was 115 mph. Towle’s last effort. . Powered by little-known Comet (R-612) 7-cylinder radial engines.324 Appendix A Towle WC (TA-1). Towle’s larger TA-3. Engines were Packard DR-980 diesel radials. and 3 (1928) Thomas Towle. the six-place WC o f 1928. TA-2. The WC is thought to have been followed by at least one TA-1 production version. formerly employed by Ford Aviation. The WC. was a sophisticated design for its day. seen here in 1930. Towle’s first am phibian. as it appeared in 1928. The larger (56-foot span) TA-2 was flown in 1930 with two pylonmounted 240-hp W right J-6 radial engines and introduced an all-metal wing which was reinforced with internal skin stififeners instead o f ribs. glassgoose.800 lbs.html).000 ft. displayed serious structural and stability problems. and three-axis controls that included ailerons. Specifications listed a top speed of . the XA featured a single-step hull formed from fiberglass. Marketed as a kit.com/sh_ history. The new kit reportedly resolves the problems encoun­ tered in the original Sea Hawker design.. Efforts to correct the flaws in exist­ ing Sea Hawker kits led ultimately to the introduction o f the all-new Quickkit Glass Goose kit.Lesser Known Flying Boats and Amphibians 325 The P ost -W ar E ra • 1945-P resent Aero Gare Sea Hawker and Quickkit Glass Goose (1982) The Sea Hawker prototype was reportedly flown for the first time in 1982 with a 70-hp Revmaster (Volkswagen conversion) but subsequently redesigned for a 150-hp Lycoming 0-320 before any kits were offered. For water operations. According to the Quickkit website (see http://www. loaded weight 1. as designed. and landing gear. 8 in. A pusher-mounted 28-hp Rotax 277 two-cycle engine was standard but could be upgraded to a 35-hp Rotax 377. Quick­ kit reports that major engineering changes have been made to the wing structure. The single-step. length 19 ft. Advanced Aeromarine Buccaneer XA (1984) The single-place Buccaneer XA appeared in 1984 as an “ultralight air vehicle” under FAR Part 103. A flaperon system has been incorporated to both the upper and lower wings to pro­ vide roll control and lower landing speeds to 45-mph range. control system. speed 160 mph and ceiling 12. molded hull follows a configura­ tion similar to the Seabee but uses sponsons instead o f tip floats for lateral water stability. The type’s unusual cantilevered biplane layout was achieved with molded fiber­ glass components utilizing solid core construction. which is currently available as a kit that includes molded airframe parts and other assemblies. As common with ultralights. General specifications given are: wingspan 27 ft. A recent photograph of a Quickkit Glass Goose. the wings and tail group were wire-braced from a kingpost located atop the wing center-section. max.. the original Sea Hawker. sailcloth-covered flying surfaces made up o f preform ed alum inum tubing. the tailwheel folded upward and the main gear was entirely detached and stowed.. built from composites and powered by a Lycoming 0-320 engine. pro­ peller.. N3313) completed in a tailwheel configuration. Although available photo­ graphs only depict a Super Adventurer (i. Two improved Buccaneer variants introduced in the late 1980s. and a top speed o f 150 mph. tires.. was one of the first aircraft offered in the ultralight category possessing a true monohull. The Super Adventurer N3313. a 160hp Lycoming 0 -3 2 0 engine was mounted as a pusher in a nacelle on N-struts above the wing center-section.e. General specifications indicate a wingspan o f 35 feet. The Adventure Air website is presently inactive. the two-place Super Adventurer followed the tried and tested hull and aerodynamic arrangem ent seen on other amphibians like the Colonial Skimmer/Lake LA series as well as homebuilt designs like the Volmer Sportsman. date unknown. Adventure Air Super Adventurer (1991) In terms o f general design. the builder’s information stated that tricycle landing gear may be installed instead. will be discussed below under Aero Adventure. . a Super Adventurer kit includes airframe components. but not engine. 56 mph with a 50-mph cruise. According to the m anufacturer’s information. and instrumentation. control surfaces. a gross weight of 3.000 lbs. and mechanical assemblies.326 Appendix A The XA. For power. the XA and II. but used new construction methods made possible by airframe components fabricated from composite materials. depicted here. subsequently marketing them under the name “Adventura. this Delaware-based company designed and devel­ oped a six-place. Since 2004. The Adventura II. It reappeared in modified form 34 years later as the Collins W-7. a cruise o f 53 mph. twin-engine amphibian initially known as the W-6 but later as the Aqua I and II.Lesser Known Flying Boats and Amphibians 327 Aero Adventure Adventura HP and II (1995) In 1995 Aero Adventure obtained a license to produce Advanced Aeromarine’s Buccaneer kitplane series. Specifications list a loaded weight of 545 lbs.sea-plane. lists for $44. the Adventura II is licensed under the kit-built Exper­ imental or E-LSA categories. powered by a 100-hp Rotax 912ULS four-stroke engine. is offered as a two-place amphibian with a cruise speed o f 85 mph and a range o f 340 miles. Although related to the Buccaneer ultralight. including engine and propeller.. Aquaflight W-6 Aqua I and II and Collins W-7 Dipper (1946) Founded in 1946 by M eredith C. high cantilevered wings.com/Product%20Line/ Aventura%20II.” The single-place Adven­ tura HP. The design was characterized by a deep-V. and a range of 250 miles. powered by a 65-hp Rotax two-cycle liquid-cooled engine. Adventura builders have the option o f licensing the plane a under the new Experimental Light Sport Aircraft (E-LSA) rules. Listed dimensions were a wingspan o f 36 feet. comes with a strut-braced wing assembly and landing gear that swings upward for water operations. 5 inches and a length o f 29 feet.995. retractable tricycle landing gear. single-step hull having a raised afterbody. a top speed o f 63 mph. and hull sponsons that also housed the main wheels. According to Aero A dventures’ current website (see http://www. html) a complete Aventura II kit. Wartle. Aqua II prototype as seen in 1948 with two Lycoming 0-435 engines. . 6 inches. It was flown in August 1982 under civil registration N25WC. The current status of the Avid kit line. Except for fiberglass planing surfaces on the hull bottom. the W-6 hull reappeared under the new name Collins W-7 Dipper with a reduced hull afterbody. a 1. shorter span wings. even if the wing was stalled. and squared-off tail configuration. including the Catalina. The rounded tail group and exposed pusher engine mounted above the wing imparted a nostalgic appearance reminiscent of the Curtiss Duckling o f 1931 (see Part II. with two 215-hp Lycoming 0-435s. the fabric-covered structure o f the Amphibian followed the tested Light Aero/Avid formula of a welded. . is uncer­ tain. 4 in. and more recent improvements included molded wingtips that droop to form tip floats. gross weight. range. and two 180-hp Lycoming 0 -360 engines. Kansas. Recent photograph of Catalina (N1945J) listed for sale on the Barnstorm er's website. as the Aqua II. Resembling a down-sized Grumman Goose. length. years after the project foundered. page 111). Commonwealth had hoped to market these amphibians for $5.975 each. Trailing edgetype ailerons are clearly visible. The company ceased all operations in 1949. a hull length o f 24 feet 9 inches.200-lb. For water operations. the general design o f the C-170 Trimmer had been adapted from G ilbert Trim m er’s smaller Trimcraft o f 1938 and was powered by two 85-hp Conti­ nental C-85 4-cylinder engines mounted on the leading edges o f the wings. and a cruise speed o f 118 mph over a 600-mile range. and two years later. Commonwealth C-170 Trimmer (1947) Commonwealth Aircraft o f Kansas City. twin-engine amphibian. Junkerstype ailerons giving very positive roll control.328 Appendix A The W-6/Aqua I (registration number N74141) was flown in 1946 with two 125-hp Lycoming 0-290 engines. One example (NX41853) was flown in 1947 and a second destroyed in static testing. a 1 9 ft. In 1982. a stream­ lined engine cowling. successor to the Rearwin Co. wingspan. Specifications list a 36 ft. Specifications listed a wingspan o f 35 feet 8 inches. In 1992 the improved Catalina entered the kit line. appearing in mid-1985 under civil registration N47AA. introducing three-seat accommodations and an upgrade to an 80-hp Rotax 912 four-cycle engine. the manual gear retracted upward into recesses on either side o f the hull and the tailwheel remained fixed. was initially powered by a two-cycle 43-hp Cuyuna 430 but production kits subsequently upgraded to a 65-hp Rotax 532.. steel tube fuselage with wings built up o f sawn wooden ribs and tubular aluminum spars. but orders apparently never m aterialized. One o f the interesting features o f this kitplane line was full-span. with a cruise speed o f 75 mph over a 325 mi. Avid Amphibian/Catalina (1985) The two-seat Light Aero Amphibian prototype. attempted to capitalize on the expected postwar lightplane market with a three-place. Lesser Known Flying Boats and Amphibians 329 A factory photograph of the Trim m er prototype in 1947. . The spring-type landing gear. Like so many postwar civil ventures. Sixty-eight kits were prouced before Diehls ceased operations. was in all likelihood the first amphibi­ ous flying boat o f any type to fall within the definition o f an “ultralight” under FAR Part 103. a mar­ ket for it never materialized. Diehls XTC Hydrolight (1982) The one-place XTC Hydrolight. A three-axis control system used the forward canard for pitch. mounting a two-cycle. and wing spoilers for roll. which he XTC was a cutting-edge ultralight design when it appeared in 1982. Oklahoma. The hull components were molded from fiber­ glass using a vacuum-forming process and the wings and tail surfaces made up from a combina­ tion of molded fiberglass parts and laminated Kevlar-epoxy structural members. when it appeared in 1982. Inc. Orig­ inally designed and m anufactured as a kitplane by Diehls Aero-Nautical. two-cylinder 25-hp KFM 107 engine as a pusher at the very aft end o f the hull. twin wing-mounted rudders for yaw. o f Jenks. which were then covered with a bonded M ylar film. the XTC utilized a strikingly clean canard planform. originally flown as the GA-22 in 1951 with a 190-hp Con­ tinental E-185 engine. completed in 1949. Maximum level speed was listed as 62 mph with a cruise o f 55 mph. A total o f 68 kits were reportedly manufac­ tured before Diehls ceased operations. While following a Seabee-type layout. The term “Frenard” apparently came from a contraction of the designer’s name. engineers at Goodyear designed and built the Drake. fabric covered wings and tail surfaces. then reappearing as the GA-22A in 1953. Completed in 1949 under civil registration N69966. empty weight came to only 247 lbs. featured swept wings and a canard-type horizontal stabilizer. it departed from convention in having sweepback in the wings and a horizontal stabilizer mounted as a canard on the bow. above). General specifications and flight performance were not published. but the number o f XTC’s actually built and flown is unknown. was never certificated for production. though exhibiting excellent performance. the Duck featured a built-up plywood hull and wood-framed. The Duck. Although the XTC boasted a 32foot wingspan having 155 square feet o f area. Frenard (Arnoldi) Duck (1949) Former Curtiss engineer Fred N.330 Appendix A included a steerable nosewheel. Arnoldi designed and built the single-place Duck in the late 1940s to serve as the prototype for a larger four-place amphibian he hoped to ultimately certify and place into production. the Drake differed in having The GA-22 Drake. A 50-hp Continental pusher was used for power and the landing gear had to be removed for water operations. . retracted upward against the hull. Though similar in layout and dimensions to the earlier Duck. powered by a 225-hp Continental E-225. Goodyear GA-22/-22A Drake (1951) Using earlier experience gained from the GA-1/-2 Duck (see Part II. The new hull was distinguished by a deep pointed step that faired into a smooth afterbody. Goodyear demonstrated the Drake all over the country and also used it for company transportation. and substantially redesigned hull planing surfaces. The hull configuration. by International Aviation Corp. Ohio.Lesser Known Flying Boats and Amphibians 331 four-seat accommodations. but the aircraft was never certificated for pro­ duction. and flown sometime in 1946. The sole example was donated to the Experimental Aircraft Association Museum in 1966. metal-skinned wings. Testing revealed excellent handling in the water and flight performance indicated a maximum speed of 146 mph and a range o f 575 miles at a 135-mph cruise. International Duckling (1946) Little is known about this two-place aircraft other than it was reportedly built in Cleveland. a stream- . Suggested flight performance was a top speed o f 135 mph and a 120-mph cruise.. For more inform ation. for a ballistic parachute..e. The all-metal design was unusual in having its 125-hp Lycoming 0 -2 9 0 engine mounted in a nacelle on top o f the vertical tail surfaces and droop­ ing wingtips that also functioned as stabilizing floats. Bailey was making refinements that included a longer float and a larger wing. a weightshift ultralight). Developed and flown in 2001 for Moyes M icrolights by ultralight designer Bob Bailey. contact Quest Air Soaring Center. At last report. for the hull and tip floats. and a horizontal stabilizer braced by struts. except that the wings were mounted low. then organized as Island Aircraft Corp. a semi-monocoque hull structure with fully cantilevered wings. In the case o f an ultralight seaplane. Designed by LeRoy LoPresti and flown in 1969. was reminiscent of Percival Spenser’s Air Car (see Part II.332 Appendix A lined cabin pod with a boom-type afterbody supporting the tail. Groveland. the two-place X-199 amphibian (registered as N9168) was intended to serve as a prototype for a larger and more powerful four-place version that never m aterialized. it is expected to be made available as a kit that can be flown as a “ultralight air vehicle” under FAR Part 103. Construction appears to have been mostly wood. but no performance data was reported. . Florida 34736. General specifications indicated a 33-foot wingspan and a 27-foot hull length. plus 24 lbs. horizontally opposed type mounted as a pusher. the X-199 was to have formed the basis for a larger production amphibian.6-hp Rotax 447UL two-cycle engine mounted as a pusher above the wing. Moyes Microlights Connie (2001) The one-place “Connie” may be the simplest approach to an amphibian yet seen. 6548 Groveland Airport Road. page 208). Engine make is unknown but was an air-cooled. allowing a total empty weight o f 328 lbs. the Connie utilizes the Tem­ pest sailplane wing designed by Bailey and a Cosmos float normally used on a trike (i. Powered by a 39. just above the forward hull chine. FAR guidelines allow an extra 50 lbs. Island X-199 Spectra (1969) Designed and built by LeRoy LoPresti. The general aerodynamic layout features a strut-braced. pylon-mounted wing with the pusher engine incorporated into the w ing’s aft center-section.Lesser Known Flying Boats and Amphibians 333 Recent photograph of the Connie ultralight piloted by designer Bob Bailey. . According to reports. Bai­ ley hopes to offer it in kit form. Landing gear configura- The SeaRey shown here depicts recent improvements made to the hull forebody. while the wings and tail surfaces consist o f fabric-covered metal tubing. Progressive Aerodyne SeaRey—2000 The SeaRey was evidently intended from the outset to be manufactured and assembled only in kit-plane form. The two-step hull and wing pylon are formed from lightweight carbon graphite mate­ rial. Under current FAA rules. Stabilizing floats are braced into the lift struts. kit builders can certificate the amphibian in the new category of Experim ental—Light Sport Aircraft. can be accomplished within 400 feet with an initial climb rate of 700 feet per minute. for more up-to-date informa­ tion. range. Water takeoffs at gross weight. Pro­ vision is also made for the option o f installing a ballistic parachute. see the SeaRey B uilder’s Website at http://seareybuilder. design and production rights to the two-place Mermaid amphibian are reportedly being acquired by Wet Aero. Inc. The first flight o f the SeaRey pro­ totype is not published but thought to have occurred sometime in 2000. length. Wet Aero M6 Mermaid (2006) Although designed and originally manufactured in the Czech Republic by CZAW. who plans to place the aircraft in production in the light sport category. . Specifications list a 30 ft.370-lb.com. the all-metal M ermaid has been already been certificated by the FAA. gross weight. and a number of completed examples are now flying under civil registrations. a 22 ft. Wing design includes a formed leading edge with cuffed extensions along with trailing-edge flaps which reduce stall speed to a leisurely 40 mph at gross weight.” Wet Aero hopes to have the Rotax-powered American version in production soon. the SeaRey falls within the new Federal Avia­ tion Administration regulations (2004) allowing seaplanes having a gross weight o f 1. 5 in.com/mermaidm6. a 1. and an 85-mph cruise speed over a 291 mi. Recent photograph of Czech-built M ermaid on the “step.430 pounds or less to be certificated under Experimental/Light Sport rules. 10 in. Florida.html. as reported by the manufacturer. wingspan. According to the site. For more information. See Wet A ero’s website. http://www. W hether by accident or design. o f Palm City.wetaero.334 Appendix A tion is conventional (tailwheel) with mechanically operated main wheel legs that pivot up to the lift struts for water operations. Projected price for the Rotax-powered base model is $147. but the American production version will be built with a 100-hp Rotax 912. and a gross weight o f 1.and production was expected to commence in 2009. a length of 25 feet. The Czech prototypes are powered by a 120hp Jabiru 3300 engine. with a 118-mph cruise speed over a range of 620 miles.430 lbs. General specifications given for the Jabiru-powered prototypes are a wingspan o f 33 feet 4 inches. .000. three-bladed propeller via a clutch arrangement. powered by nine 400-hp Liberty 12 engines grouped in three nacelles.Appendix B: Flying Boat and Amphibian Design Concepts Naval Aircraft Factory GB-1 Giant Boat (1921) In order to cover the vast distances o f the Pacific Ocean. The hull was of conventional wooden construction. The GB-1 “Giant Boat. the Naval Aircraft Factory came up with a scheme in 1920 for a flying boat that would have massed 2. each driving an 18-foot diameter. page 47).” as it was known. Construction of the Hull of GB-1 under construction at the Naval Aircraft Factory in 1921. 336 .5 times that of Curtiss NC series o f 1918 (see Part I. was to have been a tri­ plane layout. The project was cancelled dm to lack of funding. while the wings were metal-framed with fabric covering. an enclosed promenade deck. with the help o f an aeronautical engineer named Otto Koller. including a 200-seat dining room. W ells’ Things to Come . The remnants o f the project were reportedly disposed o f sometime after 1925. Bel Geddes Air Liner No. Like the A rm y’s somewhat smaller “Barling Bomber. The craft’s 577-foot wing (half again the span of the Hughes H-4 Hercules) would have rested upon a pair o f 147-foot-long hulls. Power would have been derived by twenty engines (type and . this gargantuan twin-hulled flying boat was the brainchild o f famed industrial designer Norman Bel Geddes (1893-1958). 4 (1929) Appearing like an apparition out o f H.Flying Boat and Amphibian Design Concepts 337 prototype (BuNo A6059) was approximately h alf complete at the time the project was cancelled in 1921 due to lack o f funding. The deep wing center-section was to have featured nine decks.G.” the Giant Boat probably would have been obsolete by the time it flew. and a solarium. given the power needed. was the first to actually appear as a completed aircraft). Grumman G-3 (1930) For its third in-house design (the G-5.000. no one ever came forward to finance it. as the Navy FF-1. is open to speculation. Bel Geddes estimated that the air­ craft could be built for $9. but not too surprisingly.A rtist’s conception of Bel Geddes’ colossal flying boat. W hether it could have flown.000. horsepower not revealed) mounted on an airfoil above the wing. Grumman tendered a design study to the Coast Guard in 1930 for a twin-engine . this single-engine flying boat was ordered by BuAer in September 1934 as the XSOK-1. Mockup of XSOK-1 in 1934 or 1935. the glazed observer’s position emanated from the back of the engine nacelle. would have been the w orld’s largest aircraft o f any type.Flying Boat and Amphibian Design Concepts 339 flying boat. Its size and overall design concept appear to have been similar to G assner’s F91. a length o f 116 feet. General specifications indicated a wingspan o f 200 feet. Available data does not reveal actual dimensions. The naval mission intended for this aircraft is not clear. and a loaded weight o f 134. as opposed to a militarized variant o f its model 314. to be powered by a single 700-hp W right R-1510 (a twin-row. which would have been a more straightforward project. O ther than its parasol m onoplane layout and w ing-m ounted engines. With a projected takeoff weight . it was cancelled before a prototype could be built. or estimated performance. The eight-place flying boat was to have been powered by six 1. 14-cylinder radial never used in a production aircraft). It is inter­ esting that Boeing proposed something this unorthodox. Fairchild SOK (1934) Designed by Fairchild’s Alfred A. but no aircraft were ordered. Fairchild went as far with the project as to complete a full-scale mockup of the XSOK-1. however. Boeing 320 Navy Patrol Boat (1938) The model 320. With the Sikorsly XPBS-1 and Consolidated XPB2Y-1 already flying and the Mar­ tin XPB2M-1 forthcoming. Similar to the F91. Gassner during the same period as the F91 (see Part II.200-hp W right R-2600 Twin Cyclone engines. page 186). as it seems too large to have been a ship-based scout. apparently represented a last ditch effort by Boeing to come up a candidate for the N avy’s Flying Dreadnought com petition (see Part II. The naval specification called for a two or three-place monoplane flying boat. Interestingly.000 lbs. The Coast Guard considered the proposal. the six-engine S-35. engine types. BuAer cancelled the project in August 1935 before a prototype could be built. except for the wing being moved up to meet the engine nacelle and a shallower front hull profile to allow for the lower propeller arc. page 79). Sikorsky S-45 (1938) Originating in 1938 as a proposal for Pan American Airways. BuAer apparently had no interest in adding another project. designed in 1938. the general configuration o f the G-3 was very similar to the Naval Aircraft Factory PN-11 (see Part II. if it had been built. page 126). 670 square feet o f area. but it was very likely similar in size and weight to the Sikorsky S-45.500-hp Wright R-3350s. appeared in 1939 as the VS-300.000 lbs.340 Appendix B o f 280. Boeing 326 (1938) A nother six-engine design proposal for Pan Am erican Airways.. it comprised five times the mass o f the S-44/XPBS-1 and nearly double that of the M artin XPB2M-1. but the most powerful American engines available at the time o f the design were 2. his next project. no dimensions or other specifications are available on Boeing’s model 326. The S-45 became Igor Sikorsky’s last flying boat design. . Planned power-plants were not listed. the S-46. Am erica’s first practical helicopter. The S-45’s specifications called for a hull length o f 155 feet with a 236-foot wing encom passing 4. but the layout was similar to the XPB2Y-1 after it was modified to a twin tail configuration. to . Not to be outdone by M artin’s XPB2M-1. C onsolidated’s XPB3Y-1 represented an almost fifty percent scale-up o f the PB2Y. apparently. World War II intervened before any o f these large airliner proposals could move forward. General dimensions were not published. Consolidated PB3Y (1940) Conceived most likely sometime in 1938. this time a four-engine aircraft with no model num ber given.Flying Boat and Amphibian Design Concepts 341 Consolidated Pan Am Proposal (1938) The third flying boat proposal made to Pan American Airways in 1938. the Consolidated model 30 received official BuAer approval in 1940 under the official designation XPB3Y-1. and PB2Y. a gross weight o f 121.000 lbs.342 Appendix B be powered by four 2. PBY. the project was cancelled within seven months to facilitate the company’s wartime production capac­ ity on existing aircraft such as the B-24..500 lbs. . and bomb load of 20. estimated top speed was 241 mph. twice the mass and load o f the PB2Y. Its design specifi­ cations projected a wingspan o f 169 feet. Even though Consol­ idated obtained authorization to proceed with construction o f an XPB3Y-1 prototype in April 1942..000-hp Pratt & Whitney R-2800-18 Double Wasp engines. While powerplant types were not revealed. Conceptual drawings o f the M193 indicate much similarity to the XPB2M-1. page 182) with a projected takeoff weight o f 250. Part II. Martin proposed the M193 as a forty percent enlargement o f the M170 (see Martin PB2M.000 lbs. but with a hull and wing stretched span and lengthwise rather than being proportionately scaled-up.Flying Boat and Amphibian Design Concepts 343 Martin M193 (1942) As the “ Sky Freighter” concept emerged in response to the U-Boat menace during early World War II. to lift the . . passenger-carrying flying boats never came to pass. however. Martin tried to develop interest in a commer­ cial version. they most likely would have been W right R-3350 Double Cyclones or Pratt & Whitney R-4360 Wasp Majors (a 3000-hp radial engine that became available during 1944). the post-war market for large. When the m ilitary urgency o f Sky Freighters disappeared.344 Appendix B weight proposed. the civil project was discontinued. One piston-engine military pro­ totype subsequently appeared as the XC-99 and made its first flight in November 1947. When no engines m aterialized. Convair performed several design studies to develop military cargo and commer­ cial variants that would share the same wing and incorporate other aerodynamic features. . land-based transport ever built. as the six-engine XB-36 prototype reached an advanced stage of construction. The largest type of piston-engine.000 lbs. and could lift a payload exceeding 100.Flying Boat and Amphibian Design Concepts 345 Consolidated (Convair) 37 (1945) Toward the end o f World War II. a length o f 185 feet. the XC-99 boasted a wingspan o f 230 feet. The civil model 37 airliner was investigated in landplane (pusher) and flying boat (tractor) configurations. and Pan American Airways is thought to have ordered fifteen o f the 204-passenger landplane ver­ sions on the premise that turboprop engines would become available by the time construction began. a pioneering company in the fields o f both flying boat and high-speed jet design. responded . OS-116) (1949) The advent o f je t propulsion in 1940s raised the possibility o f developing seaplane fighters and attack aircraft that could achieve perform ance on par with their land-based contemporaries.346 Appendix B Convair Skate (BuAer Spec. Among these was a requirement issued by the Navy in 1948 for a two-place night fighter/ attack aircraft capable o f operating in sheltered waters and being supported by submarines or seaplane tenders. Convair. 000 feet in two and a half minutes and cruise toward its target at a speed o f almost 500 mph. manned by a separate crewmember. The Skate was never built. page 229). Power derived from two W estinghouse XJ40 engines buried in the hull was expected to enable the Skate to climb to 35. and though providing much useful data.940 lbs. the step and spray chines retracted inward to form a smooth fuselage contour. To eliminate the drag normally associated with hull bottoms.Flying Boat and Amphibian Design Concepts 347 in early 1949 with a proposal to develop a swept wing flying boat utilizing a blended hull concept in which lower hull and the bottom o f the wings merged together to form a buoyant surface. Known under the project name “Skate. was intended to allow the aircraft to detect and track targets under all weather conditions. delta-wing sea fighter which ultimately appeared as the F2Y Sea Dart (see Part III. the project was con­ cluded in 1951 in favor o f Convair’s parallel project to develop a single-seat. A powerful radar system housed in the nose. .” the design evolved into a big aircraft that would have been 70 feet long with 67-foot wingspan and a projected takeoff weight o f 38. Air Force Mate­ rial Command to determine the feasibility o f developing a high-speed fighter-interceptor capable o f operating in arctic regions either from snow.. ice. or water.348 Appendix B Edo Model 150 and 142 Arctic Fighter (1950) Among the advanced seaplane concepts that surfaced in the late 1940s. Its aerodynamic design included shoulder-mounted wings . The concept was presumably based on the premise that such aircraft could be rapidly scrambled from their arctic bases to engage Soviet bombers approaching North American airspace over the poles. Edo Corp.S. a well known seaplane float manufacturer. performed a series o f design studies for the U. The Edo model 150 appeared in 1950 as a twin-jet design using a retractable hydro-ski that would theoretically enable it to operate from diverse takeoff and landing surfaces. page XXX) considered by the U. Navy in the mid-1950s as an “Open Ocean Seaplane. The “Open Ocean Seaplane” requirement. G rum m an’s proposal was not selected and the design never received an official desig­ nation. 12-foot waves). The smaller model 142. 40 percent larger than a North American F-86)—28. however. and would have been powered by four 2.300-hp Pratt & Whitney R-2800 engines. Interestingly. 35 to 40 mph). Navy during 1956 and 1957 in response to an “Open Ocean Seaplane” requirem ent.712 lbs.g. issued by BuAer in early 1956. the model 150 would have been a big fighter (e.S.. were estimated to deliver a top speed o f Mach 0. but Edo did successfully test its hydro-ski concept using a modified Grumman Goose.. while in normal mode. In BLC mode. due to budgetary problems unrelated to the project. boasted a takeoff weight o f 110. at gross weight with a projected wingspan o f 43 feet 3 inches and an overall length o f 65 feet.S. When up on the hydrofoil. Grumman G-132 (1956) The Grum m an G-132 was one o f three design proposals (See also Convair P6Y and Martin P7M.e.98 (748 mph) at sea level. The specification envisaged an aircraft equipped with a dipping-type sonar that could land and takeoff over large stretches o f open ocean in up to 12-foot waves (i. Martin P7M Submaster (1956) The P7M was one o f three designs (see also Convair P6Y and Grumman G-132) to be consid­ ered by the U. Convair P6Y (1956) During the mid-1950s. specified an aircraft capable o f landing and taking off in rough sea conditions up to state five (i. In February 1957. BuAer selected Convair as winner o f the competition and author­ ized two prototypes as the XP6Y-1. and a V-tail empennage. much of the technology derived from the P6Y was seen years later in the design o f the Shinmaywa PS-1 flying boat for the Japan M aritime Defense Force. U. a 30 percent scale-down based on the same aerodynamic concept. mounted side-by-side in nacelles on the upper hull. The USAF abandoned the arctic fighter proj­ ect before any aircraft were built. Convair developed a boundary layer control (BLC) system that would be fed by bleed air from two General Electric J85 turbojet engines housed in the central wing nacelle. combination tip tanks-stabilizing floats. would have been powered by two Westinghouse J34 engines. G rum m an’s G-132. the aircraft’s retractable tip floats would telescope down to a lower position. pylon-mounted wing and a noticeably large vertical tail surface. Although no official cancellation o f the P6Y appears on any record.025 lbs.Flying Boat and Amphibian Design Concepts 349 having 35 degrees o f sweepback. Navy planners became interested in procuring a flying boat that could hunt submarines across the open ocean using a dipping-type sonar system. Convair’s model 24 design was one o f three proposals to be considered (see also Grumman G-132 and Martin P7M).e. funding was cut off before any construction could begin.. It emerged with a unique tri-motor layout—three 3. the turbojets were ducted to blow air over the flaps and ailerons. To make this structurally feasible.” Using a new type o f dip- . G rum m an’s method o f reducing touchdown speed uti­ lized a set o f “Carl Configuration” hydrofoils—one foil at the center o f gravity and another at the tail—that were expected to keep the main hull clear o f the water at speeds above 35 mph. normal flying boat touch­ down speeds would need to be reduced by half.e.700-hp W right R-3350 engines—characterized by a very high.. As laid down. state five seas).S. they provided thrust to augment the pis­ ton engines. Two afterburning General Electric J35 engines. project was clearly overtaken in 1958-1959 by the N avy’s decision to commence development o f the land-based Lockheed P3V (later P-3A Orion). To achieve the very low touchdown speeds required for rough sea conditions (i. the larg­ est of the three. to about 40 mph. the aircraft would be expected to detect and track enemy submarines across large areas o f open ocean and able to land and takeoff in sea conditions up to state five (i. 12-foot waves). Martin attempted to get a jum p on its competition by tendering a flying boat design billed as the P5M-3. before BuAer was prepared to issue a formal request for proposals.350 Appendix B ping sonar system.e.. In 1955. Known inter- . powered by a fuselagemounted General Electric J85 turbojet engine that forced air over the flaps and ailerons. page 264) with a straight wing mounting four 1.Flying Boat and Amphibian Design Concepts 351 nally as the model 313. the P5M-3 was in fact an entirely new airframe incorporating the 15:1 aspect hull and T-tail o f the P6M (see Part II. To fly at the low touchdown speeds dictated by the sea conditions (i. 35 to 40 mph).e. In 1956. .525-hp Wright R-1820 engines. the aircraft would use a boundary layer control (BLC) system.. . the P7M would be the last in a long line o f M artin flying boat designs. M artin took the extra step o f building a full-scale mockup under the new name P7M “ Submaster.352 Appendix B apparently at its own expense.” which differed from the P5M-3 in having a BLC system powered by two J85 engines buried in the outboard engine nacelles on the wings. BuAer announced Convair’s P6Y as the winning entry in early 1957. But despite M artin’s efforts. Although the company still had the P5M-2 in production and the P6M-1 under pre-production development at the time. Acme Anser (1958) This little known twin-jet amphibious design is mentioned by some sources as a military fighter project. Inc. Roughly sim ilar in size (46-foot wingspan) and weight (9. it probably coincided with XB-58 development during the mid-1950s.. The Navy abandoned the Open Ocean Seaplane concept before any prototypes were built. sometime in the mid-1950s. As indicated by the drawing. Convair Supersonic Attack Seaplane (195?) Whether this far-fetched idea ever received official consideration is not known. In any case. and engine nacelles positioned over the w ing’s trailing edge. the wing nacelles rotated upward for takeoffs and landings and lowered for level flight. (Acme) indicates that it was actually an eight-seat transport intended for civil use. the drawing suggests that Convair apparently combined certain design elements o f its B-58 USAF bomber project with the P6Y open ocean seaplane (see above) to come up with the Supersonic Attack Seaplane. the design o f the Anser comprised shouldermounted straight wings ending in tip tanks. the entire airframe was to have . an organization involved in the project. a V-tail empennage.Flying Boat and Amphibian Design Concepts 353 Mockup of P7M at M artin's plant in 1956. data published by Air Craft Marine Engineering Co. Acme was established in Van Nuys. To maximize aerodynamic cleanness. however. gross) to a Beechcraft Model 18. While actual dates o f the study are not reported.000 lbs. Califor­ nia. and the name “Anser” was an acronym for Analytical Service. Acme went so far as to build a full-size mockup and was thought to have had a prototype under construction in 1958. . With the combined 1.000 feet.354 Appendix B been skinned in fiberglass bonded to a honeycomb core o f epoxy resin. the A nser’s designers pre­ dicted a maximum speed o f 471 mph at 25. but the aircraft was never completed. Another drag-reducing inno­ vation was retractable fuselage sponsons which also housed the amphibious landing gear. o f its two Continental 420 turbofan engines.t.580 lbs./s. the four-seat Privateer is currently being developed by Leader Industries.asp) indicate a twin-hull.com/sitemap. however. Work on the preliminary engineering design was performed by Embry-Riddle Aeronautical University.Flying Boat and Amphibian Design Concepts 355 Leader Industries Privateer (2008) Known originally as the 329 Amphibian. twin cockpit concept in either short or long-wing .329. amphibian. Inc. Exact specifications for the Privateer have yet to be published.. at an undisclosed location. CATIA drawings on Leader’s website (see http://www. 356 Appendix B variations. . the aircraft is currently under construction. The aircraft will be powered by a pusher-mounted 750-hp Walther 601 turboprop engine encased in an annular shroud which also functions as a tail surface. but no com pletion date has been announced.000 feet. All major airframe components will be constructed o f carbon-fiber composites using what is described as a multi-cell configura­ tion. According to the w ebsite. The Privateer’s cruise speed is projected to be in excess o f 240 mph at 8. or in the case of propellers. multi-engine land. Altitude may be expressed in terms of above-ground-level (AGL) or mean-sea-level (MSL). single-engine sea.500 lbs. sometimes referred to as an air­ foil section. sport. AIRSPEED—The measurement of an aircraft’s velocity. airline transport. Airspeed may be calculated using the following methods: (1) Indicated (IAS)—The uncorrected airspeed read directly from an instrument aboard an air­ craft (i. AIRMAN CERTIFICATE —A pilot’s license issued by the Federal Aviation Administration. (2) Calibrated (CAS)—Indicated airspeed corrected for instrument error and position. AERODYNAMIC FORCE —A term pertaining to the motion of the air as it acts upon a body (i. Current regu­ lations recognize seven categories of pilots in the following rank: student. recreational. AERODYNAMIC LIFT—The upward force. and commercial astronaut. airspace. Grumman G-73 Mallard). A Type Rating is required for an aircraft having a gross weight of 12.e. thrust. When engaged. and Special Flight Permit. AFTERBURNER—An annular extension to the exhaust nozzle of a turbojet or turbofan engine (see below) fitted with additional fuel injectors. private. AMATUER-BUILT AIRCRAFT—See homebuilt aircraft.S. which. an air­ craft) which is in motion against it.. AIR TAXI—An unscheduled commercial air operation using an aircraft with no more than 30 seats and a payload capacity less than 7. ALTITUDE—The height of an aircraft above the ground or water. variable-pitch propeller requiring no control inputs from the cockpit of an aircraft. and pressure. the ignited fuel produces a gas expansion resulting in a steep thrust increase. Primary. the abbreviation will be expressed in parentheses follow ing the term. AFTERBODY—The section of a flying boat or amphibian hull aft of the step. and multi-engine sea. or more (e. (2) Spe­ cial—Categories of aircraft possessing no Type Certificate that undergo and receive certification as Experimental.Appendix C. perpendicular to the direction of travel. Limited. Certificates are issued in two classifications: (1) Stan­ dard—Aircraft operating under a Type Certificate or Supplemental Type Certificate (see below). AIRWORTHINESS CERTIFICATE —A document issued by the Federal Aviation Administration which permits an aircraft to be flown in U. working in opposition. usually measured in feet.. control the rotational motion of aircraft about its longitudinal axis. (3) True (TAS)—Calibrated airspeed corrected for air temperature.e. an airspeed indicator). produced by the cam­ ber of a wing moving through the air. AEROMATIC PROPELLER—Aeromatic is a trade name for a self-contained. Changes in pitch—from high RPM to low RPM—are caused by counterweights that vary pitch according to dynamic factors such as centrifugal force and angle of attack.. density. 357 . Provisional. Airman categories are further subdivided by ratings such as airplane—single-engine land. below. Airfoils are designed to produce lift.g.500 lbs. commercial. AILERONS —Moveable control surfaces on the trailing edge of each wing. Three Glossaries Aeronautical Terms and Abbreviations Where a term and an abbreviation are used together. Light Sport. Restricted. AIRFOIL—The shape of a wing or flying surface as seen in cross-section. ALCLAD—A trademark used by Alcoa Aluminum Company for a high-strength sheet of aluminum con­ sisting of an aluminum alloy core having one or both surfaces metallurgically bonded with a pure alu­ minum that is electrochemically resistant to corrosion. C EN TER OF P R E S S U R E — The aerodynam ic point o f a w ing where the pitching m om ent (i. or parasol m onoplane to attach the w ings to the fuse­ lage or hull. corresponding to the “w aist” position o f a landplane. has an aspect ratio o f 7.514]. transm itting loads from the bottom to the sides o f the hull. tendency to pitch nose up or nose dow n) is constant w ith the angle o f attack. B U L K H E A D — A solid partition that divid es a hull or float into watertight com partm ents and provides structural rigidity. w ith a w ingspan o f 104 feet and w in g area o f 1. an upper and lower.e.1 [(104)2 1. and vice-versa. or float. BEAU FO RT W IN D S C A L E — A standardized scale from zero to tw elve corresponding to the velocity of the w ind w ith predictable surface features o f the water. B IP L A N E — An aircraft having two w in gs. BLEED A IR — Air at high pressure. triplane. an am phibian refers to an aircraft hav­ ing a boat-type hull or a pontoon form ing a perm anent part o f the fuselage and is equipped with retractable landing gear that perm its land operations. BEA C H IN G G E A R — D etachable w h eels and struts fixed to the sides and bottom o f a flying boat hull to perm it beaching. along with a hydrodynamic func­ tion. B U O Y A N C Y — The tendency o f an object to float w hen placed in a fluid. w atertight com partm ent. W eight added above this point w ill cause the object to sit deeper in the water at a level attitude. bleed air) is forced over the w in g or part o f a w in g to prevent the separation o f airflow at lower airspeeds. attainable by aircraft under standard atm ospheric conditions.6 feet. C A N T IL E V E R E D — A n aircraft w ing or flying surface w h olly supported by its internal structure without need for external bracing. It d oes not include aircraft equipped with detachable floats that are am phibious. a scale five w ill generate 18 to 24m pg w inds and wave heights up to 6. B O W — The m ost forward point or nose o f a boat hull or float. such as an aileron or elevator. C EN TER OF G RAVITY (C G )— The lateral and longitudinal point at w hich an aircraft balances. A M PH IB IO N (old sp ellin g) — A s used in this book. The angle between the sides and bottom o f a hull or float is referred to as the V-chine. which incorporates a w eight forward o f the hinge point to reduce control forces on the stick or yoke. C hines serve a structural purpose. A M P H IB IA N . A spect ratio is usually expressed as the square o f the w ingspan divided by total w ing area. In principle. Som e early aircraft also featured a biplane horizontal stabilizer and elevator. directing water away from the hull and providing hydrodynam ic lift.514 square feet. C A B A N E ST R U T — Struts used on a biplane. B A L A N C E D CO NTR OL SU R F A C E — A m oveable control surface. C EN TER OF B U O Y A N C Y — The average point o f buoyancy in a floating object. BLO W N F L A P S — A flap system w hich uses either engine thrust or a boundary-layer control system (see b elow ) to force air across the flaps. . C A M B E R — The curvature o f the upper and lower surfaces o f an airfoil. norm ally m easured in feet. an object has posi­ tive buoyancy w hen its density is less than that o f the fluid. or boundary-layer control. heating. A high aspect ratio w ing is typically long and narrow. A N G LE OF ATTACK (A O A )— The angle form ed by the chord o f an airfoil and the direction o f the aircraft into the relative w ind. C A N A R D — An aerodynam ic configuration in w hich the horizontal control surfaces are located in front of the w ings. A N G LE OF IN C ID E N C E — The angle betw een the chord line o f a w ing or horizontal stabilizer and the air­ craft’s longitudinal axis. for exam ple a Consolidated PBY. A N H E D R A L — A downward angle o f the w in gs or horizontal flying surfaces in relation to the horizontal cross-section o f the aircraft. w h ile a low aspect ratio w ing is short and w ide.358 Appendix C A M ID S H IP S — The section o f a flying boat or am phibian hull directly behind the w ing. Som etim es referred to as negative dihedral. A SPEC T RA TIO — The ratio betw een the span and the chord w idth o f an aircraft’s w ing. C H IN E —The longitudinal seam jo in in g the sid es and bottom o f a hull or float.. B IL G E — The low est point inside a hull. BEA C H IN G — P ulling a flying boat onto a suitable shore so that its w eight is supported by dry ground. C E IL IN G —The m axim um height above sea level. used for anti-icing..e. BO UND ARY -LAYER CO NTR OL (B L C )— A system in w hich high-pressure air generated by a gas turbine engine (i. For exam ple. usually produced by a gas turbine engine. DRAG RING — A cam bered ring encircling the cylinders o f a radial engine for the purpose o f improving streamlining and coolin g. operating and m aintenance requirements for all . for any w rought alum inum containing alloys o f copper. DIHEDRAL— An upward angle o f the w in gs or horizontal flying surfaces in relation to the horizontal crosssection o f the aircraft. A lso known as a cow l or speed ring. DECK—The top section o f a flying boat or am phibian hull. DRAG—The resistance caused by the m otion o f an aircraft through the air. the aircraft is free to be operated in U. FEDERAL AVIATION A D M IN IST R A T IO N (F A A )— An agency o f the U. CONTROL ST IC K — A m oveable lever m ounted in the cock pit directly in front o f the pilot that controls the aircraft’s elevators (fore and aft) and ailerons (sid e to side). EXPERIMENTAL CATEG O RY— The m ost com m on category o f airw orthiness certificate issued for hom e­ built aircraft (see below ). into w hich a flying boat may sim ply taxi to accomplish beaching. and any supporting structures. m agnesium . CONTROL Y O K E — A w h eel or partial w h eel m ounted on a shaft or colum n in the cockpit directly in front o f the pilot that controls the aircraft’s elevators (pushed and pulled) and ailerons (rotated side to side). COWLING — A rem ovable fairing around an aircraft engine that im proves stream lining and cooling. passengers. registration. baggage. CONVENTIONAL L A N D IN G G E A R — A configuration having the two m ain landing w h eels located in front o f the CG and a tailw heel or skid at the rear. DORSAL—A location on the upper section o f a hull as in a dorsal turret or dorsal fin. DOLLY —A self-con tain ed system . COMMUTER AIR C A R R IE R — A scheduled com m ercial air operation using an aircraft with no more than 30 seats and a payload capacity less than 7 . including the vertical stabilizer and rudder. DISPLACEMENT P O S IT IO N — The attitude o f a flying boat or am phibian when its w eight in the water is supported by the buoyancy o f the entire hull. usually located at the rear o f an engine cow lin g. FAIRING—A non-structural com ponent added to the outside o f an aircraft to reduce drag.” ELEVATOR—A m oveable surface at the rear o f a horizontal stabilizer controlling the pitch (nose up or nose down) o f an aircraft around its lateral axis. In the case o f a tapered or ellip ­ tical w ing. and (2) a 25 to 40-hour flight test­ ing program within 25 m iles o f the hom e airport.5 0 0 lbs. FEDERAL AVIATION R EG ULA TIO NS (FARs) — R egulations issued periodically by the FAA that include certification. CONSTANT-SPEED PR O PELLER — An electrically or hydraulically controlled propeller equipped with a governor that autom atically changes pitch to m aintain a constant RPM in response to changes in power settings. usually float stab ilized. and airw orthiness o f aircraft. horizontal sta­ bilizer and elevator. The term is also used in reference to tail surfaces.S. ELEVON —A m oveable control surface on the trailing edge o f a w ing that is interconnected to sim ultane­ ously function as an elevator or an aileron. including com plete docum entation o f its construction. governm ent having authority to oversee and regulate all aspects o f civil aviation. E levons are typically seen on delta or swept w in g aircraft hav­ ing no horizontal tail surfaces. A lso known under the A lcoa trade nam e “Duralum inum . that regulates the flow of air through the cow lin g. and flaps. cargo. O nce certificated.Aeronautical Terms and Abbreviations 359 CHORD— The distance betw een the leading and trailing ed ges o f a w ing. and usable fuel.” COWL FL A P — A m oveable flap. and m anganese. low aspect ratio w ing characterized by a swept leading edge and a straight or slightly tapered trailing edge. EMPTY W EIG H T— The w eight o f an aircraft less crew. The process norm ally involves two basic steps: (1) inspection o f the aircraft by an FAA official. during w hich tim e no passengers may be carried. EMPENNAGE— The tail group o f an aircraft. the distance is expressed as the m ean aerodynam ic chord. Variously known as the joystick or sim ­ ply the stick. The aircraft is in displacem ent position when at rest or when taxiing at very low speed. DELTA-WING— A triangular-shaped.S. now used generically. Popularly known today as a “taildragger. armament ( i f m ili­ tary). DURAL—O riginally a trade nam e. and (2) induced drag generated by the lift o f the w in g and other flying surfaces. There are generally two forms of drag: (1) parasite drag caused by the friction o f the outer surfaces o f aircraft. control surfaces. airspace and may carry passengers. DRAG W IRE— A rigging wire in an aircraft’s structure designed to resist forward and backward aerody­ namic loads. HOMEBUILT AIRCRAFT—Known also as amateur-built. or recreation.e. thus requiring less or no rudder input during a banked turn. FIN —See vertical stabilizer.. . later methods use welded steel tubing or riveted aluminum extrusions. named after engineer Leslie G. homebuilt is a generic term applying to an air­ craft operating under a Special Airworthiness Certificate in which at least fifty-one percent of the con­ struction was completed by the person (i. FLYING WIRE —A collective term for all of an aircraft’s rigging wires: drag wires. rental. that moves both rearward and downward on a track. In early aircraft such frame­ works were usually constructed of wood. FRAME CONSTRUCTION—A type of fuselage or hull construction where most of the structural. An exception would be a twin-hulled flying boat having the cockpit located in the wing center-section (see American Aeronautical S-55. Homebuilt aircraft may be built entirely from plans or from kit components assembled by the owner. FLOATPLANE—An aircraft having one or more detachable floats for its primary buoyancy. page 15). crew. HORIZONTALLY-OPPOSED ENGINE —A type of reciprocating piston engine in which an even number of cylinders (2-4-6-8) are arranged on either side of the crankcase. decreasing angle of attack. In the case of a flying boat or amphibian. and aerodynamic loads are supported by an internal framework. Most horizontally-opposed aircraft engines are air-cooled. Fowler.e. Traditionally cal­ culated using a dead reckoning computer (i. The most common types of flap systems are: (1) Split—A flap consisting of a plate hinged from the bottom surface of the wing. GROSS WEIGHT—The design weight of an aircraft when fully loaded with fuel. when lowered. hydrodynamic. FLAPERON —A hinged surface on the trailing edge of a wing that is interconnected to function as both a flap and an aileron. designation of all airspace. FORMER—A structural or non-structural internal member of a fuselage or boat-hull that forms its outside shape in cross-section. GROUND EFFECT—A phenomenon caused by the interaction of lift produced by the wing near the ground or water when the aircraft is approximately a wingspan distance above it. (2) Plain—A flap consisting of a hinged section of the entire trailing edge of the wing. and causing the aircraft to fly more slowly. and armaments (if military). FLAP—A hinged surface on the trailing edge of the wing which changes the camber in order to increase lift and drag. which contemplates that the aircraft will reach normal gross following a predictable fuel burn-off. When raised. FLYING BOAT—An aircraft having a boat-type hull that possesses no type of landing gear. the “owner”) applying for the certificate. (3) Slotted—A flap in the shape of an airfoil which. GAS TURBINE ENGINE—A type of internal combustion engine using a compressor driven by a turbine mounted on the same shaft. Frise. GAP—The vertical distance between the upper and lower wings of a biplane or triplane. Some flying boats have been equipped with built-in wheels used only for beaching. The lowering of flaps has the effect of lowering stall speeds. cargo. FRISE AILERON—A type of aileron. The term is sometimes expressed as normal gross. modern navigation systems such as LORAN or GPS provide a continuous groundspeed readout. Early flying boats were highly dependent on flying wires to support and distribute normal aero­ dynamic loads. the weight at which the aircraft remains within its airframe operating limitations.360 Appendix C commercial air activities. in Part I. thereby increasing camber and effective wing area. FIREWALL—A fire-resistant bulkhead between the engine compartment and the fuselage/hull or nacelles. an E-6B). having a beveled leading edge and mounted forward of its inset hinges. GROUNDSPEED—True airspeed corrected for the direction and velocity of the wind. and maximum takeoff. landing wires. FUSELAGE—The main body of an aircraft housing the cockpit. for land operations. licensing of pilots. and lift wires. transportation. retractable or detachable. and general operating and flight rules. (4) Fowler Type— A slotted flap. passengers. The energy produced by the combustion of the compressed air and fuel (usu­ ally kerosene) spins the turbine as the gases are expelled rearward.. passenger cabin and/or cargo space and to which the wings and tailplane are attached. GENERAL AVIATION —A generic term describing a branch of civil aviation which includes private or corporate-owned aircraft typically used for training. named for engineer Harland D. as differenti­ ated from a boat-hulled flying boat or amphibian. the fuse­ lage and hull are normally integrated as one structure. is positioned to form a slot between the wing and the leading edge of the flap. its nose produces drag and decreases adverse yaw. Aerodynamic forms tested and developed by the agency. usually expressed as a fraction (e. LEADING EDGE—The forward-most part of an aircraft’s wing or flying surfaces.e. which transmit aerodynamic loads between wing panels and maintain angles of incidence. HYDRODYNAMIC FORCE—A term pertaining to the motion of a fluid (water) as it acts upon a body (i. 0.500 lbs.15 mph. known as “N” struts. weapons. there is no lift. government agency estab­ lished in 1915 to carry out and make available various forms of aeronautical research.e. . hydrodynamic lift begin to increasingly support more of the aircraft’s weight. For amphibians. Kitplanes are exempt from Standard Airworthiness requirements (i. a nautical mile).g. PLANFORM—The general arrangement of an aircraft as seen directly from above or below. INLINE ENGINE—A type of reciprocating piston engine in which an even (4-6-8-12) number of cylinders are arranged either in a straight line or in a V-type configuration directly above (or below) the crankcase. PITOT TUBE—A tube mounted outside the propeller arc on a wing or strut that measures airspeed by read­ ing the differential between impact pressure and static pressure.Aeronautical Terms and Abbreviations 361 HORIZONTAL STABILIZER—The fixed portion of the horizontal tailplane to which the elevator is attached. such as the airspeed indicator.e. INTERPLANE STRUT—One or more pairs of vertical (or nearly vertical) biplane or triplane struts. HORSEPOWER (hp)—A measure of the motive energy required to raise 550 lbs. the rule allows retractable landing gear and a gross weight of 1. are known by NACA number or type. to a height of one foot in one second.076 feet. in general.S. KEEL—A longitudinal extension along the center of a hull bottom that enhances the directional stability of a flying boat or amphibian on the water.6 mph at sea level). 761. but as it moves faster through the water. When the aircraft is at rest. For safety reasons. about 1. It was superceded in 1958 by the National Aeronautics and Space Administration (NASA). and of distance (i. NACELLE—A streamlined structure used to house engines. and vertical speed indicator (VSI). PITOT-STATIC SYSTEM—An aircraft instrument system which takes readings from the outside air. Part II. usually expressed in units of G times one. most aircraft engines are equipped with two magnetos and two spark plugs per cylinder. LIGHTPLANE—A generic term for a single or multi-engine aircraft having a gross weight of 6...85 Mach = 650 mph at sea level). and a maximum speed not exceeding 120 knots (138 mph). HYDRODYNAMIC LIFT—The upward force generated by the motion of a hull or float through the water. a two-place aircraft with fixed landing gear and a fixed propeller. or less and most commonly applied to civil aircraft of the post-World War II era. MACH—A measurement of velocity in ratio to the speed of sound (e. NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS (N A CA )-A U. page 146). Most early inline aircraft engines were water-cooled via a radiator system. PITCH—The nose up and down motion of an aircraft about its lateral axis. feature an additional drag strut between them. MONOCOQUE —A type of fuselage or hull design in which most of the structural and aerodynamic loads are carried by the outer skin rather than internal bracing. MAGNETO—An engine-driven aircraft accessory producing high-voltage current to the ignition system of a piston engine.. PAYLOAD—The proportion of an aircraft’s useful load over and above fuel and required crew. LANDING WIRE—A rigging wire in a wing or tail structure designed to resist negative (downward) aero­ dynamic loads. KNOT—As a measurement of speed. LONGERON —A main longitudinal structural member in a fuselage or hull.320 lbs.g. landing gear. a boat-hull or float) which is in motion against it.. altimeter. though air-cooled types began to appear during the 1930s (see Grumman J4F Widgeon. possessing a gross weight not exceeding 1.15 statute miles or 6. such as airfoils and cowlings. or in some instances. LIGHT SPORT AIRCRAFT (LSA)—A category of aircraft authorized by fairly recent (2004) FAA rules. LIFT WIRE—A rigging wire in a wing or tail structure designed to resist positive aerodynamic (upward) loads. located outside of the cabanes. KITPLANE—A homebuilt aircraft (see above) built from manufactured components. a Type Certificate) and may be certificated under Spe­ cial Airworthiness requirements as long as fifty-one percent of the construction has been completed by the owner. a cockpit or cabin.420 lbs. about 1. Some interplane struts. LOAD FACTOR (G)—A measurement of the force acting upon an aircraft due to acceleration or gravity. Popularly known as being “on-the-step. RADIAL ENGINE—A type of reciprocating piston engine in which the cylinders are arranged around the crankcase like the spokes on a wheel. lift. landing. SHAFT HORSEPOWER (shp)—The amount of horsepower delivered to a propeller shaft.. but where the crankshaft was fixed and the entire crankcase. PYLON—A streamlined structural member supporting a wing. powered taxi in which the center of buoyancy shifts aft and causes very little of the aircraft’s weight to be supported by hydrodynamic lift. RUDDER PEDALS —Pedals on the floor of a cockpit in front of the pilot that control the aircraft’s rudder. drag. An odd number (5-7-9) of pistons are connected to the crankshaft via a master-and-articulating-rod assembly. as during a high-speed taxi and takeoff. or engine. SPAR—The main structural member of an aircraft wing or flying surface running perpendicular to or across its longitudinal axis. PORT—The left side of a boat or aircraft or the direction to the left of it. SESQUIPLANE—A biplane configuration in which the lower wing possesses much less area than the upper wing. PUSHER—An engine mounted with its propeller facing aft. Spars are typically designed to resist any structural or aerodynamic loads. for the powerplant only. hull. It is the most common method used in the fabrication of fuselages and hulls from aluminum. PROPELLER PITCH—The angle of a propeller blade in relation to its rotational arc. to which the propeller was mounted. PORPOISING—A rhythmic pitching motion of a seaplane on the water caused by an incorrect planing atti­ tude during takeoff. SPONSONS —Buoyant extensions to the sides of a boat hull’s forebody. RUDDER—A moveable surface at the rear of a vertical stabilizer controlling the yaw (nose left or nose right) of an aircraft about its vertical axis.. corrected for the loss of power caused by a transmission or drive system. RAMJET—A type of jet engine depending solely upon the forward motion of the aircraft to produce inlet air pressure (as opposed to a rotary compressor). SPOILER—A moveable plate on the upper surface of a wing for the purpose of causing drag or. to induce roll. i. One-piece stabilizing floats on small amphibians are sometimes referred to as sponsons. a State 5 Sea = 6-10 foot waves). have been used in lieu of stabilizing floats under the wings. when used differentially.362 Appendix C PLANING POSITION—The attitude of a seaplane when its entire weight is supported by hydrodynamic and aerodynamic lift. SEMI-MONOCOCQUE—A type of fuselage. Slats can be manual or designed to automatically extend at higher angles of attack. Commonly used as a measurement of power in turboprop engines. and torsion. SLAT—A moveable surface on the leading edge of a wing which increases both camber and airflow. also. SAILING—When a seaplane on the water uses wind as a motive force. or nacelle construction where the outside skin is sup­ ported by internal formers and stringers that share the structural. hydrodynamic.g. SKEG—An extension of the keel behind the step of a boat-hull or float which is designed to prevent the aircraft from tipping back onto the afterbody. SLOT—A spanwise gap in the leading edge of a wing which increases airflow over the upper surface at higher angles of attack. the measure­ ment of the forward distance advanced by a propeller blade in one full arc of rotation.” PLANING SURFACE—The bottom portion of a boat-hull or float which is in contact with the water. SPORT PILOT—A recent (2004) category of Airman Certificate which may be obtained with as little as . PLOWING POSITION—A nose high. SEMI-CANTILEVERED—An aircraft wing or flying surface supported partly by internal structure and partly by external bracing. the rated horsepower or thrust divided by the weight of the engine and acces­ sories. SEA STATE CONDITION NUMBER—A standard scale from zero to nine indicating the height of waves (e. ROLL—The rotational motion of an aircraft about its longitudinal axis. SEAPLANE—A generic term for any aircraft capable of taking off from and landing on the water. located near the center of gravity. tailplane. RAMPING —A process by which an amphibian or flying boat equipped with beaching gear uses its own power to taxi from the water onto the shore. the rated horsepower or thrust divided by the gross weight. Large airfoil-shaped sponsons. ROTARY ENGINE—An early type of reciprocating engine in which the cylinders were arranged around the crankcase similar to a radial.e. and aerodynamic loads. rotated around it. POWER-TO-WEIGHT RATIO—For the aircraft. STEP—A transverse gap between the fore. Sometimes known as a keelson. Any manufactured. or float which adds structural rigidity to the skin. TRACTOR—An engine mounted with its propeller facing forward.e. TURBOJET ENGINE —A type of gas turbine engine in which thrust is produced by expelling exhaust gases rearward. ready-to-fly aircraft must possess a Type Certificate. STRAKE —A longitudinal member on the outside of a boat-hull or float which adds structural rigidity and directional stability. Adjustable trim tabs. or aileron. TAPER—The angle of a wing or tail surface from root to tip as measured from its leading and/or training edge. controlled from the cockpit. elevator. STALL—An event that causes the wing to lose lift to the extent that it will no longer support the weight of the aircraft. TYPE CERTIFICATE—A certificate of airworthiness issued by the FAA for an aircraft which meets the criteria for Standard Category. and in a level. In principle.and afterbodies of a boat-hull or float near or just behind the center of gravity. Also commonly referred to as tip or wing floats. If the leading edge of the upper wing is forward of that of the lower wing. SWEEPBACK—The rearward angle between the quarter chord line (i. SPRAY RAILS —Metal flanges attached to the chine of a boat-hull or float forebody that are designed to reduce the water spray thrown into a propeller. The Type Certificate indicates that the aircraft.. and lower. have fulfilled all the requirements for conduct of safe flight operations under all normally con­ ceivable conditions. TAILPLANE —See empennage. TRIPLANE—An aircraft having three wings. adjustable or fixed control surface located on or within the trailing edge of a rud­ der. are used to reduce the aero­ dynamic forces imposed on flight controls. its powerplant. A turbofan engine is a variation of a turbojet having one or more ducted fans connected to the engine’s axial shaft. THRUST—An aerodynamic force propelling an aircraft through the air. STRINGER—A longitudinal member on the inside of a fuselage. the aircraft is said to have “positive” stagger. SUPPLEMENTAL TYPE CERTIFICATE (STC)—A certificate of airworthiness issued by the FAA when an aircraft has been modified from its original design. middle. Pilots holding a Sport Pilot Certificate may only operate a Light Sport Air­ craft (see above). thrust must exceed drag (aerody­ namic and hydrodynamic) in order for an aircraft to achieve flight. boat-hull. thereby inducing roll and yaw. The reverse is true for “negative” stagger. STARBOARD—The right side of a boat or aircraft or the direction to the right of it. TURBOPROP ENGINE—A type of gas turbine engine in which thrust is produced by a propeller connected to the axial shaft through a driveshaft and transmission case. cruising attitude. thrust and drag are equal. STAGGER—The relative fore and aft relationship between the leading edges of the upper and lower wings of a biplane or triplane. STABILIZING FLOATS —Small floats located under the outboard wing panels of a flying boat or am­ phibian to prevent the wingtips from contacting the water. Stingers are also sometimes used for the same purpose in the spanwise construction of wings and flying surfaces. TRICYCLE LANDING GEAR—A configuration having the two main landing wheels located aft of the CG and a nosewheel mounted to the front. the distance between the leading and trailing edges) of an aircraft’s wing and its longitudinal centerline. An “accelerated” stall occurs when the aircraft reaches critical angle of attack while accelerating in excess of one-G. TRAILING EDGE—The rear most part of an aircraft’s wing or flying surfaces. SUPERSONIC—A velocity exceeding the speed of sound (i. SWEET SPOT—The smallest section of a hull or float planing surface which is still in contact with the water when a seaplane in planing position reaches a takeoff attitude. Thrust may be produced by a pro­ peller or by the expelled gases of a jet or rocket engine. A stall is caused by an increase in angle of attack and resulting loss of airspeed.. STERN—The most rearward point or tail end of a boat hull or float. the step allows the hydrodynamic lift generated by the forebody to lift the afterbody clear of the water once sufficient forward speed is attained. 761.6 mph at sea level). TORQUE—The rotational force imparted by a turning propeller which causes an aircraft to rotate in the opposite direction.e. an upper. and related systems. TRIM TAB—A small. fixed trim tabs are adjusted on the ground to enable the aircraft to maintain trim in level flight. In principle.Aeronautical Terms and Abbreviations 363 20 hours logged flying time. A Type . crew. In order to qualify under this rule. and helicopters to rescue downed aircrew. passengers.. NAVAL BUREAU OF AERONAUTICS)—The military agency having primary responsibil­ . combustion. Similarly. bases. ATOMIC BOMB —See nuclear weapons. WING LOADING—The wing area of an aircraft divided by its gross weight.e. a pilot operating an ultralight air vehicle is not required to hold a license issued by the FAA. weapons and munitions. In aviation applications. or compos­ ite material. supply lines. cargo.S. Most water rudders are interconnected to the main rudder cables and can be retracted once the aircraft reaches planing position. carry no more than five gallons of fuel. ARMAMENT—Refers to any type of weapon carried by an aircraft. ARS (AIR RESCUE SERVICE)—A branch started by the U. and armaments (if military). shore installations. AFB (AIR FORCE BASE)—A military base operated by the U. bombs. jet-propelled fighter-interceptor that could operate from Arctic waters. and have a maximum speed not exceeding 55 mph. AERIAL REFUELING—The in-flight transfer of fuel by one aircraft (i. WASH-OUT—A feature of wing design in which a slight amount o f ‘twist’ (as seen from the side) reduces angle of incidence from root to tip. ASW (ANTISUBMARINE WARFARE)—A branch of warfare using ships or aircraft to detect. baggage.S.. torpedoes. and personnel. and exhaust) are accomplished in two cycles (or strokes) of the piston rather than four. Wing ribs may be fabricated from wood.S. (See Edo 150 and 142 in Appendix A). Armament (i. Two-cycle engines characteristically produce greater horsepower for their weight but at much higher RPMs. Military Terms and Abbreviations L im ited to terms and abbreviations used by the U. If modified beyond its approved design. an STC must be obtained.4 lbs. m ilitary services. rarely ever seen. Air Force. aircraft (on the ground). AERIAL ATTACK—A branch of warfare using aircraft to attack military objectives such as enemy ship­ ping. page 102) that were especially equipped to attack enemy convoys at night.S. allowed for seaplanes). weigh no more than 254 lbs. is the opposite of wash-out. AERIAL BOMBARDMENT—Using aircraft to deliver bombs against tactical or strategic military objec­ tives. Air Force. BLACK CAT RAIDERS—The name given during World War II to Consolidated PBYs and Martin PBMs (see Part II.e. two-cycle engines are usually seen on very light or ultra­ light aircraft and must use a belt or gear-driven reduction system to drive the propeller. a tanker) to another aircraft via either a flying boom or probe and drogue system. rockets. usually expressed in pounds per square foot. track. ULTRALIGHT AIR VEHICLE—A category of aircraft recognized under FAR Part 103 which are exempt from certification and registration. YAW—The side-to-side motion of an aircraft about its vertical axis. flying boats. BUAER (U.S. For reasons of stability. Wash-in. weapons load) may be considered separately. and mines. amphibians. WING RIB—A chordwise member of a wing structure that forms its airfoil shape and transmits aerody­ namic loads from the skin to the spars. using landplanes. empty (274. ARRESTING GEAR—Equipment fitted to single-engine Navy amphibians enabling them to land aboard aircraft carriers. TWO-CYLE ENGINE—A type of reciprocating piston engine in which the four essential functions (i. USEFUL LOAD—The added weight of an aircraft’s fuel. including machine guns and cannons. compression. WATER RUDDER—A moveable blade at the rear of a boat-hull or float used for maneuvering on the water. Army Air Forces and continued by the U . intake.. ARCTIC FIGHTER CONCEPT—A U. depth charges. and/or destroy hostile submarines. the aircraft must be single-place.e. aluminum. an amount of washout is normally incorpo­ rated to insure that the wing stalls at the root (which has a higher angle of attack) before reaching the tip. Air Force study conducted between 1949 and 1951 to determine the feasibility of developing a hydro-ski equipped.364 Appendix C Certificate issued for a particular aircraft will remain valid as long as the aircraft meets its approved type design.S. VERTICAL STABILZER—The fixed portion of the vertical tailplane to which the rudder is attached. and location of.. expressed either in fractions of an inch (e. Mines specifically designed to be car­ ried and laid by aircraft first appeared during World War Two.. and radar. using flying boats. aerial attack. page 131). Popularly known as an atomic or A-bomb. NAF was originally created to augment civilian pro­ duction of Navy aircraft but evolved into a clearinghouse for aircraft design and development during the 1920s and 1930s. an ASW system that uses underwater sound propagation to detect submarines. DEPTH CHARGE—An underwater ASW weapon using an acoustic.. Navy ship dedicated to the repair and logistical support of flying boats and amphibians and their crews.e. Coast Guard. or magnetic fuse to trigger detonation. The MAD sensor. either pod or boom-mounted on the aircraft.S. tritium. NAS (NAVAL AIR STATION) —A military base operated by the U. The first air-droppable depth charges appeared during World War Two. or interference with.S. but subsequently applied generally to any flying boat or amphibian used to rescue shipwreck sur­ vivors. The generic term for radio interference is “jamming. the Navy oper­ ated 20 heavy tenders (AV3-AV23) and 47 light tenders (AVP1-AVP57 [hull numbers not in sequence]).S.S. CALIBER—The inside diameter of the bore of a gun. weather features.S. Navy.S. CGAS (COAST GUARD AIR STATION)—A military base operated by the U. ships. and speed of moving or stationary objects such as aircraft. page 229. or terrain. Coast Guard air­ craft from 1921 to 1962.M ilitary Terms and Abbreviations 365 ity for the development and procurement of U.g.S. NUCLEAR WEAPON —An explosive device deriving its destructive force from nuclear (atomic level) reactions. Marine Corps.S. hydrostatic (pressure). It was officially renamed the Naval Air Engineering Facility in 1956. At the peak of seaplane operations during World War Two. amphibians.S. known as Air-Sea Rescue in the 1940s and 1950s. Sonar may be (1) active. and mail to the naval ships and ground forces. (2) Fusion—A chain reaction. Part III. GUN MOUNT—The fixed or flexible installation of one or more machine guns or cannons aboard an air­ craft for defensive or offensive purposes.e. MCAS (MARINE CORPS AIR STATION) —A military base operated by the U. Operational control of NATS squadrons was absorbed into MATS (Military Air Transportation Service) in mid-1948.50caliber) or millimeters (e. Navy at Philadelphia. SAR (SEARCH AND RESCUE)—A branch of the U. amphibians. Navy program conducted between 1948 and 1957 to develop a jet-propelled fighter capable of operating from the sea.) SEAPLANE CATAPULT—A shipboard system for launching small flying boats.) RADAR (Radio Detection and Ranging)—An electronic system that uses electromagnetic waves (radio or microwave) to identify the range. mine-laying. ASW. direction. personnel.g. The first practical turntable catapults. altitude. specified as state five seas with waves up to 10 feet. enriched uranium or plutonium) that can produce an energy release up to the equivalent of 500 kilotons of TNT. Navy and U. Grumman G-132. or lithium deuteride) that can produce an energy release up to 50 megatons of TNT. . Also known as a hydrogen or H-bomb. MINE—A self-contained explosive device placed on or below the water to destroy ships or submarines that may be triggered on contact or by magnetic or acoustic exploders.S. ELECTRONIC COUNTERMEASURES (ECM)—A term for the detection. NATS (NAVAL AIR TRANSPORTATION SERVICE)-Established in 1941 to transport cargo. SEA FIGHTER—A U. MAD (MAGNETIC ANOMALY DETECTOR) —An ASW system used to detect variations in the earth’s magnetic field. navigation. RADOME—A streamlined housing for a radar system. especially in advanced areas of operation. Pennsylvania in 1917. Radio signals may include communications. and U. (See Convair F2Y. can detect a shallowly submerged submarine. hostile radio signals. OPEN OCEAN SEAPLANE—A requirement issued by BuAer in 1956 to develop a seaplane that could operate as an ASW platform in the open ocean. termed thermo-nuclear.S. receiving returns from . SEAPLANE TENDER—A U. 20-mm). SONAR (SOUND NAVIGATION AND RANGING)—As applied to aircraft. Navy.. deuterium. and ECM. MARITIME PATROL—An over-water military mission that can include long-range reconnaissance. and Martin P7M in Appendix A. and is generally one of two types: (1) Fission—A chain reaction of fissile material (i. of fissile material followed by the compression of fusion fuel (i. classification. Coast Guard. were placed in service aboard Navy ships during the early 1920s. powered first by compressed air and later. and helicopters to rescue downed aircrew and shipwreck survivors.” FLB (FLYING LIFE BOAT) —A Coast Guard name originally given to the Fokker PJ (see Part II. U. (See Convair P6Y. con­ voy escort. gunpowder charges. Marine Corps. and float­ planes. NAF (NAVAL AIRCRAFT FACTORY)—An aircraft production and development facility established by the U. II. SSF (SEAPLANE STRIKING FORCE)—A U. A tri-service system. The system is usually expressed in the following order: Type. WEAPONS RACK—An external rack fitted under the wing of a flying boat or amphibian for thepurpose of carrying bombs. mines.. -10 = Tenth Type. Weapons bays in flying boats are typically located in the bottoms of the wing nacelles. Army (USAAS. search and rescue.S. III. hearing the sound produced by objects in the water. Sequential Type Number. An “X” preceding the designation generally reflects experimental status and “Y” or “Yl” indicates a pre-production service test model. depth charges. conventional bombing. UTILITY AMPHIBIAN—A type of single or multi-engine amphibian used by all U. below). and Sub-Version.Patrol SA =Search and Rescue Amphibian SHU = Antisubmarine Utility Amphibian SP = Antisubmarine Patrol . The follow­ ing type designations apply to flying boats and amphibians covered in Parts I. m ilitary service from 1912 to 1983. military branches from 1923 to 1983 for transportation. or torpedoes. (2) Sonobuoy—Sonar equipment dropped into the water that transmits information back to the aircraft by radio. coastal maritime patrol. OA-lOB translates to OA = Observation Amphibian.). and USAAF) and Air Force (USAF) Designations A standardized alpha-numeric system for designating different types of Army aircraft first appeared in 1919 and was continued with minor variations by the USAF in 1947. ASW.S. Military Aircraft Nomenclature The lettering and numbering system s shown below are lim ited to flyin g boats and amphibious aircraft in U. mine-laying. Navy types after 1962: B = Bomber C = Cargo and Transport COA = Corps Observation Amphibian HRV = Hydrofoil Amphibian HU =Utility Amphibian LU = Cold Weather Utility Amphibian O ^Observation OA = Observation Amphibian P . TURRET—A fully-enclosed. NC-4. WEAPONS BAY —A fully-enclosed compartment for stowage of aircraft weapons. U-BOAT —A submarine serving with the German Navy (Kriegsmarine) during World Wars One and Two. U. USAAC. and B = Second Version. and ship-to-shore duties. although some carried weapons within the hull that were launched over the sides via a track system.S.S. Using the USAAF version of the Consolidated PBY-6A as an example. including U.366 Appendix C directed sound waves bounced off solid objects in the water or (2) passive. In the earliest years.g. before and during World War One. TORPEDO—A self-propelled explosive weapon launched into the water. The first air-droppable torpedoes appeared during World War One and electric-powered ASW types with acoustic homing systems were introduced in 1943. the services used no set system to identify aircraft types and usually relied upon some variation o f the manufacturer's m odel number (e.S. Navy program conducted between 1949 and 1959 to develop a jet-propelled flying boat capable of long-range nuclear strike. and Appendix A of this book. The first powered systems were introduced just prior to World War Two.S. basically incorporated the USAF system under a new numbering sequence. Curtiss H-16 . adopted for all U. flexible gun mounting that can be powered manually or by a hydraulic or elec­ tric system. Airborne systems are generally of two types: (1) Dipping—Sonar equipment low­ ered into the water while still attached to the aircraft. etc. and reconnaissance. (see Martin P6M in Part III. military branches in 1962. M ilitary Aircraft Nomenclature 367 U. Sequential Type number. and the Appendix of this book: Type Designations F = Fighter J = Utility JR = Utility Transport Manufacturer Identifiers B = Boeing B = Vickers (Canada) D = Douglas F = Grumman G = Great lakes Sub-Versions (suffix) A = Amphibious E = Electronic Countermeasures G = USCG Equipment L = Cold Weather Operations O = Observation P = Patrol PB = Patrol Bomber S = Scout R = Transport U = Utility (after 1948) H .S. 2 = Second Type.S. and R = Transport Sub-Version. Marine Corps (USMC). U. The pre-1962 system used a combination of iden­ tifying letters and numbers in the following order: Type. and Sub-Version.S.Hall J = General Aviation (Fokker) K = Fairchild K = Keystone L = Loening M = Martin N = Naval Aircraft Factory O = Viking S = Sikorsky R = Transport S = Antisubmarine T = Trainer . The following identifying letters apply to flying boats and amphibians covered in Parts I. -3 = Third Version. Version. Coast Guard (USCG) Designations A standardized system designating different types of naval aircraft first appeared in 1922 and remained in effect until adoption of the tri-service system in 1962. Y = Consolidated. II. Manufacturer Identifier. III. PB2Y-3R translates to: PB = Patrol Bomber. Navy (USN). An “X” preceding the designation gen­ erally reflects experimental status and “Y” indicates a pre-production service test model. For example. and U. Pub. War P la n es o f the S eco n d World War. New York: Dorset Press. Larkins. U. R. Smith. N aval A irp o w er. Richford.S. Federal Aviation Administration. ____ . Breihan. Gar­ den City. Francillon. 1988. C u rtiss A ircraft 1907-1946. ______.htm). reissued 1978. Tony. No. 1962. Dave. James C. New York: The Military Press. Garden City. Illu stra te d E n cyclo p ed ia o f P ro p e lle r A ir­ lin ers.S. Denver: Jeppeson-Sanderson. Montana: Pictorial Histories. 1985. California: Aviation History. M arin e C orps A ircraft 1914-1959. 1972. 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Wagner. “Moyes Microlites Connie Am­ phibious Ultralight Aircraft. http://www.org/asplogin. http://www. Seawind/SNA. “Coot Information.aero/performance.Bibliography Seawind LLC. “General Kit Information.com /Coot_Information. “Anderson Kingfisher. Inc.com/index.net/Seawind%20 News. avidflyeraircraft. Strauss.com/avidblog/?page_id=18.html. http://www. http:// www. Volmer Club of America.” Volmer Aircraft Website. http://www. “Volmer VJ-22. com/. Sportair USA. htm. http://www. asp?asplReq=%2Fhome%2Fhomebuilders%2Fse lecting%2Fkits%2FKingfisher. http://www. “Avid Aircraft Spec Sheet. Progressive Aerodyne.. http://members. See also.com/ Information.eaa.com/ssulbg/ connie-moyes_microlites.” EAA Mem­ bers Website.searey.seawind.” Avid Flyer Builder’s Website. Steeves. “Seawind News. Inc. ed. “Ultralight Vehicle Federal Regulations.html.” Sea­ wind Kit Website.htm. Richard.ultralightnews. Unofficial Home of Avid Flyer.” Ultralight Buyer’s Website.” Searey Homepage.html.htm.html%3F.uhra lightflying. Gary.” U.coot-builders. http://www. http://www.searey.com/ultralight-vehicle-regulations/ ultralight-vehicle-regulations.” Coot Builders Website.” Seawind Official Website.html.S. . “SeaRey Performance. 371 Ultralight News. Ultralight Association Website.volmeraircraft.seawindsna. 16 Burgess-Dunne B-D-F 297 Burgess K(D-1. Earl 219 Anderson airplanes: EA-1 Kingfisher 219— 220 Antilles Air Boats 102. and 55 9-11. -2. PBY (P3Y. 342. 23. IV Skimmer 221-223 Columbia Aircraft Corp.Index A and B Flying Boat 308309 A-l 110-111 A-2 300 A5 247-249 A40 7-9 A40B 8-9 A40C 9 A40F 7-8 A40L 9 A40T 9 A40U 9 A50 9-11 A50B 9 A50B-2 10 A50C 1 1 A52 1 1 A55 1 1 A60 1 1 A75 11-12 A80 291 AB-1 31 AB-2 34 AB-3 34 AB-4 34 AB-5 34 AB-6 296 AMC 12-14 AX-1 300 Acme (Air Craft Marine Engineering Co. Aqua I and II 327-328 Archbold. 217 Aerocar (Taylor) air­ planes: Coot 217-219 Aerofab. 281 Anderson. 253 Aero Gare Sea Hawker 325 Aeromarine Aircraft. 328 Catalina Air Lines 144 Chalk’s Ocean (Interna­ tional) Airways 238. Pan American Proposal 341.59 -6 1 . 90 Consolidated airplanes: PY. 327 Aeroboat 312 Aerocar International. A75 11-12. Ltd. Richard 125-126 Arctic Fighter 348-349 Argonaut H-20 and -24 Pirate 314-315 Arnoldi. 207. 84 Boeing Aircraft o f Can­ ada. 79. PBN) Catalina 96-102.59-61. Ad­ ventura II 327 Aero Adventure Aviation. B314 Clipper 84-88.34. 223 Columbia Aircraft air­ planes: CAL-1 Triad 317-318. Type 15 C-21 118 C-26 119 C-28 189 C-29 119 C-98 87-88 C-170 328-329 CA-1 113-114 CAL-1 317 CL-15 323 COA-1 58 CW-3 111-112 Cadillac (McCarroll) Duoplane 317 Canso A 100 Catalina 96-102. 243 Chaplin Air Line 6 Christofferson Hydro 298 Colgate.) 353 Acme Anser 353-355 Admiral 92 Advanced Aeromarine Buccaneer XA 325326 Adventure Air Super Ad­ venturer 326 Aero Adventure airplanes: Adventura HP 327. 330 Avalon Air Transport 144. AB-6) 296 C-l 31. 200 Baby Flying Boat 306. 84 Boeing Airplane Co. 52. Naval Bureau o f Aeronautics) 5. 110-111. Inc. Edward G. 14. 288 Aeromarine airplanes: A40 7-9. Co. Dale L. A60 11. B320 339-340.2 2 1 . Fred N. P4Y (Model 31) 107-109. Mfg.2 2 3 C-3 34 C-4 34. JL 223-225 Commodore 91-93 Commonwealth C-170 Trimmer 328-329 Commuter 158-159 Commuter Air Carrier 359 Connie ultralight 332-333 Conroy Turbo Albatross 243 Consolidated Aircraft Co. 23. 4 337-338 Benoist. P2Y 93-96. Gilbert 323 Colgate-Larsen CL-15 323 Colonial Aircraft Corp. PB2B Catalina/Canso see Consolidated PBY Boland Flying Boat 2 9 4 295 Booth Flying Boat 315-316 BuAer (U. 14 American Overseas Air­ ways 203. 19 Benoist airplanes: Type 13. PB3Y 341. 18 BDF 297 BT Type 304-305 Baby Clippers 125. 207 Antilles Seaplanes. OA-IO. A50. 11-12 Air Car 208-211. -2. EO 291-293 Aeromarine Plane & Motor Co. 281-283 Air Yacht 59-61. LLC 146 Applegate Amphibian 313-314 Aquaflight W-6. Bob 332-333 Batson Air Yacht 294 Bel Geddes. 156 C-5 34. A80 291 AMC 12-14. 221 20-22 Boeing. and 16 20. 343 373 . 17. Inc. Inc.321-322 C-6 72. Dr. Inc. 82 Amtorg GST 100 Anderson. J2F-6 141. S-56 16-17. 364-365 Budd. Inc. 294. Thomas 19 Benoist Aeroplane Co. S. William E. 100 Boeing airplanes: B-l 23-24. 216 Avid Amphibian/Catalina 328 B & W 23 B-l 23-24 B204 26-28 B314 84-88 B314A 84. 308 Bailey. Norman 337 Bel Geddes Air Liner No. Model 16 Commo­ dore 91-93. 146. 306-307. and -3 Privateer 82-84 Amphibions. 344. 7 Aeromarine West Indies Airways 7. 309 Alaska Airlines 101 Alaska Airways 16 Albatross 238-243 Amateur-built aircraft 214. 146. 216 America 36-37 American Aeronautical airplanes: S-55 14-16. PBB Sea Ranger 88-90. 249. PB2Y Coronado 102-106. 206 Amphibions airplanes: P-l. 86-88 B344 88-90 BB-1 16. PB 24-26. B204 Courier 26-28.221-223 C-2 34. 156-157. S-62 16-18 American Aeronautical Corp. B326 339. 158-159 C-16 130 Colonial airplanes: C-l. P3D. SA/ UH-16 (G-64 and -111. 28 Curtiss aircraft engines 4 Curtiss airplanes: BT Type Flying Lifeboat 3 0 4 305. 331 E Type 3. Charles W. 114 Douglas Aircraft Co. 2-Seat Air Yacht 306308 Hall Aluminum Aircraft Corp. N Type. Sherman M. AB-1]) 30-32. 125 Fairchild airplanes: F91 125-127.293. G-132 Open Ocean Seaplane 349. P2H 152-154. 1) 28-30. Gordon 236 Issoudun H-23 319-320 JF-1 137-140 JF-2 140 JF-3 140 JL-1 141. G-65 Tadpole 318-319. RNAS base.2 41 F. 214. GA-22/-22A Drake 330-331 Great Lakes Aircraft Corp. and AX-1) 300. 253 Hughes Aircraft Division. K Type 37-39. 127 Flying Life Boat 119. Skate 346-347. JF/J2F (OA-12) p u c k 137-141. Jr. H-7 Super America 302. 235 Grumman Aircraft Engi­ neering Corp. 330 Duckling 310. H Type. 242 HU-16B 238. Frank 114 Crane Amphibian 45 Curtiss. HS Type 42-44. 108. B-l Teal 110-111. OA-5 (YO-44) 120-122. M Type (Mono­ plane) 301. 30-32 E-l 300 E-2 48-50 EO 291-293 Eastman. OA-14) Widgeon 146-149. 2 [C-l. 137. G-44 (J4F. 137-141. JR2F and UF) Albatross 238-243 H-l 36-37 H-2 37 H-4 37.5 62 Felixstowe. Inc. FB-3 318.374 Continental aircraft engines 214 Convair Aircraft Corp. 142. H-l to H-4 Small Amer­ ica 36-37. FL Type (Model 7) 303. Cecil and Frank 127 Delta-wing concept 231 Diehls XTC Hydrolight 329-330 Index Dolphin 116-119 Douglas. SOK 339 FAR Part 103 (ultralight air vehicles) 214 Federal Aviation Adminis­ tration (FAA) 359 Federal Aviation Regula­ tions (FAR) 214-215. 241-243 HU-16C 242 HU-16E 240-243 Hall.223-225 J2F-1 140 J2F-2 140 J2F-2A 140. Hughes Tool Co. 28 Curtiss Aeroplane & Motor Co. Leroy R. P5Y/ R3Y Tradewind 225-229. Howard R. 351 GA-1 133 GA-2 133-134 GA-22 330 GA-22A 330-331 GB-1 336-337 Gassner. H Type. P6Y 349-350. 359-360 Felixstowe F. Inc. 276 Frenard (Arnoldi) Duck 330 G-3 338-339 G-7 138 G-15 140 G-21 140-144 G-21A 144-146 G-21C 146 G-21D 146 G-21E 146 G-21G 146 G-42 223-225 G-44 146-149 G-44A 147-149 G-64 238-243 G-65 318-319 G-73 235-238 G-73T 238 G-111 243 G-132 349.2A 42 Felixstowe F.2A 42 F-4 127-129 F. 130 Giant Boat 336-337 Glass Goose 325 Goodyear Aircraft Corp. 109 Curtiss-W right airplanes: A-l. Glenn H. Alfred A.114 Davis wing 108 De Ganahl. 140-141 J2F-6 141 J3F-1 145 . Reuben H. JRF. Curtiss Janin Patent Boat 305. OA-9 and -13) Goose 141-146.l 5.306 Hall Airplanes: PH 149— 152.243-247 H-7 302 H-8 40 H-12 41 H-14 43 H-16 39-42 H-20 314-315 H-23 319-320 H-24 314-315 HFB-1 246 HK-1 243-245 HL-1 59 HS-1 43 HS-1L 43— 44 HS-2L 42. David R. 114 Douglas airplanes: DF 122-124. 48 Eastman airplanes: E-2 Sea Rover/Sea Pirate 48-50 Ecker Flying Boat 305306 Edo Corp. 243 Hughes airplanes: H-4 (HK-1) Hercules 243247 Icon Aircraft 247 Icon airplanes: A5 247— 249 International Duckling 331-332 Ireland Aircraft. C-21. J2F-3 140 J2F-4 140 J2F-5 137-138. Kirk 247 Hercules 243-247 Hughes. 149.2 41 Felixstowe F. 44 HS-3L 44 HU-16A 240. 37 Felixstowe F. Sinbad. Donald W. 135 Great Lakes airplanes: SG 135-137 Grumman. 131133 Flying Yacht 55.348 Edo Model 150 and 142 Arctic Fighter 348-349 Experimental Aircraft As­ sociation 214 Experimental Aircraft Cat­ egory 359 Experimental Light Sport Aircraft 215 F Type 32-35 F. G-42 see Columbia JL. 106. 213. G-21 (J3F. 133 Goodyear airplanes: GA-1/-2 Duck 133-135. H-14 see HS. 37 F-l 311-312 F. 149 Hawkins.l 5. F Type 32-35. Model 37 345-346. 125. CA-1 Commuter 113-114. T Type Triplane 302-303. H Type. 133.5 62 F-5 127-129 F-5L 61-63 F-6L 62 F-1 1 129-131 F-11A 129-130 F91 125-127 FL Type (Model 7) 303 Fairchild. 125 Fairchild Aircraft Corp. 137. NC-1 to NC-10 46— 48. D Type (Flying Boat No. James 48 Eastman Aircraft Corp. -26. H-8. PD 115-116. 351. 202. 235 Grumman airplanes: G-3 338-339. 225 Convair airplanes: F2Y Sea Dart 229-235. H-12. 114. England 5 Fleet. OA-3 and -4) 116119 Drake 330-331 Duck 111-112. 90 Fleetwings airplanes: F-4 and -5 Sea Bird 127-129 Fleetwings. and -29. 3-5. E-l. Tad­ pole 301 Curtiss Flying Service 52 Curtiss-Wright Airplane Co. MF Type and Seagull 44-46. G-73 Mallard 235-238. 129-131 Fokker Air Corp. Dol­ phin (RD. Super­ sonic Attack Seaplane 353-354 Cooke Tractor Flying Boat 299-300 Coot 217-219 Coot-Builders 219 Coronado 102-106 Coulson Flying Tankers 258 Courier 26-27 Courtney. E Type (Flying Boat No. OWL (A-l. CW-3 Duck 111-112 D Hydro-Aeroplane 3 D Type 28-30 D-l 296 DF 122-124 Davis. o f Amer­ ica 129 Fokker airplanes: F-ll Flying Yacht 129-131 Forest Industries Flying Tankers (FIFT) 257258 Franklin aircraft engines 214. and H-16 Large America 39— 42. 50 Ireland airplanes: N-l and -2 Neptune 50-52 Island X-199 Spectra 332 Israel. Curtiss-Judson Triplane 304. 254-258 Martin. S2L \63-\65 LoPresti. and Seawolf 251-253 Land and Sea Triplane 75-77 LanShe Aerospace 253 Larsen. 52 Liberty aircraft engines 4 Light Aero Amphibian 328 Light Sport Aircraft and Airman (LSA) Cate­ gories 215. P6M Seamaster 264-269. 108 Lake Aircraft Corp. 54 Loening airplanes: C-l and -2 Air Yacht 59-61.84 P-3B 83-84 P3D-1 120-122 P3D-2 120-122 P3M-1 169-170 P3M-2 168-170 P3Y-1 196-97 P4N-1 186-187 P4Y-1 107. Alan 311 Loughhead. H. PM 165-167. M122 167 266. LA4-250. M156 173-175.Index J4F-1 146-147 J4F-2 146 JRF-1 145 JRF-1A 145 JRF-2 145 JRF-3 145 JRF-4 145 JRF-4 145 JRF-5G 145 JRF-6B 145 JRM-1 254-256 JRM-2 256 JRM-3 256 JRS-1 201-203 JR2F-1 238-240 JR2S-1 206 Jenson. PBN see Consolidated PBY. Malcolm 311 Loughead F-l 311-312 M313 350-351. Henry J. 243-244. and -5M 98-100 Model K 296 Monoduck 321 Monoplane 301. a n d -12 65-68. Otto 337 LA-4 249-251 LA-4A 249 LA-4P 249 LA4-200 249-250 LA4-200EP 249 LA4-250 251-253 LA-4-270T 253 LU-16C 242 Ladden. “ Mac” 92. Vincent A. OA-12A 141 OA-12B 141 79-80. GB-\ Giant Boat 336-337. -8. OL-2 58 . PBM Mariner 177-182. TF 63-65 M Type (Monoplane) 301— Naval Air Transport Ser­ vice (NATS) 216. 96. C-5 (Duckling II) Mono­ plane 321. PB2M Mars 182-185 McCarroll. 258-264 Marlin 150 285 OA-lOA 100 Marlin 180 286 OA-lOB 100 OA-11 201 Mars 182-185. Flying Yacht (S-l) 55. 54. 318 Loening.G. 156 Loening Aeronautical En­ gineering Co. 321 Moyes Microlights Connie 332-333 375 OL-3 58 OL-4 58 OL-5 59 OL-6 59 OL-7 59 OL-8 59. HL (OA-1. 52 Lewis and Vought air­ planes: VE-10 Batboat 52-53 Lewis and Vought Corp. 61. 246 Keystone Aircraft Corp. 127. Monoduck 321. Glenn E. 365 302 Neptune 50-52 M6 334-335 Ml 17 166 Nuclear weapons 215. M193 343. 253-254 OA-13 145 OA-14 146-147 Martin airplanes: JRM OA-15 276 Mars 254-258. -270T Renegade. 221. 361 Lindbad. LeRoy 332 Loughead. 312 Loening Aeronautical Division o f Keystone Aircraft Corp. LA4-200n and LA4200EP Buccaneer 2 4 9 252. 309 Knoll-Brayton Sachem 320 Koller. 317 Mermaid 334-335 Miami Aircraft MM-200 and -201 Miami Maid 322 Military Aircraft Nomen­ clature 366-367 Model 28-1. 322-323 Lawrence-Lewis A and B Flying Boat 308-309 Leader Industries Privateer 355-356 Lewis. P5M Marlin 258-264. 165.345 OA-3 119 OA-4 119 M237 260 M275 266 OA-4A 119 OA-4B 119 MF 44— 46 MM-200 322 OA-4C 119 MM-201 322 O A -5 122 Mallard 235-238 OA-8 201 Mariner 177-182 OA-9 145 OA-IO 100 Marlin. 365 M130 170-173 0-4 4 122 M156 173-175 OA-1 58 M160 177 OA-1 A 59 M162 178 OA-1B 59 M162A 175-177 M170 183 OA-1C 59 OA-2 59 M170A 254 M193 343. 245 Open Ocean Seaplane project 349-353. Loening Aeronautical Division 156 Keystone airplanes: PK. SL \6\-\63. 156. -4. 289 Jet engines 213 Junkin-Bruckner Baby Flying Boat 306. Grover C. 249. 109 P5M-1 259-263 P5M-1G 262-263 P5M-1S 262-263 P5M-1T 263 P5M-2 258. Co. Birdseye E. Seafury. 262-263 P5M-2G 262-263 P5M-2S 262-263 P5M-2T 263 P5M-3 350-352 P5Y-1 226-229 P6M-1 264-269 N-1B 51 N-2B 50-52 National Advisory Com­ mittee for Aeronautics (NACA) 361 Naval Aircraft Factory 5. 154-155 Keystone-Loening air­ planes see Loening Kingfisher 219-220 Kirkham Air Yacht 306. Volmer S. OL. -5. -3. 345. P2M and P3M 168-170. P7M Submaster 349-353. Duckling 310. 365 Osprey Aircraft 269 Osprey I 269-271 Osprey II 271-273 OWL 300 P-l 82 PB-1 24-26 PD-1 115-116 PF-1A 240 PH-1 150-152 PH-2 152 PH-3 152 PK-1 154-155 PJ-1 131-133 PJ-2 133 PM-1 166 PM-2 165-167 PN-5 62 PN-6 62 PN-7 65-66 PN-8 66 PN-9 66-67 PN-10 67 PN-11 187 PN-12 67-68 PS-1 71 PS-2 72-73 PS-3 72-73 PY-1 91-92 P-2 82-83 P2M-1 169-170 P2N 47 P2S-1 194-196 P2Y-1 94-95 P2Y-2 95-96 P2Y-3 93-96 P-3 82. C-6/K-84 Commuter 158-159. 185 Naval Aircraft Factory air­ planes: F-5L (PN-5 and -6) 6\-63. OA-16A 240 M160 177. Herbert P. M162A 175OL-1 58 177. PN-7. Isaac M. 213-216. -2. M130 170-173. -2) 55-59 Loening (Keystone) air­ planes: C-4/K-85 Air Yacht 156-157. 260.-10. 154 Keystone Aircraft. 149 Lake airplanes: LA-4. 5. -9. Glenn L. 60. 308 K Type 37-39 K-84 158-159 K-85 156-157 Kaiser. P4N (PN-11) 186-187. 184. 0 2 L \5 9 -\6 \. 61 OL-8A 59 OL-9 59 OO-l 311-212 02L-1 159-161 02L -2 161 Odekirk. 79. 215 V-2 211-212 VJ-22 289-290 Varney. 242 UF-2 240. 341. Richard 278 Sinbad 116-117 Spencer. of United Aircraft Corp. S-38 72-74 Sikorsky Manufacturing Co. 283-284. 2 5 2 253 S-l 55 S-12 208-211 S-12C 281-282 S-12D 282 S-12E 282 S-14 281. 278 Trigull 277-278 Trimble. S-36 70-72. airplanes: P2S 194-196. Moulton B. LLC) 278 17HT-4 211-212 Shaw Flying Boat 312-313 Skate 346-347 Sikorsky. and USCG Aircraft Designations 367 Utility Amphibians 5. S-39 188-189. 355356 Progressive Aerodyne SeaRey 333-334 Queen Aeroboat 312 Quickkit Glass Goose 325 RC-1 273-276 RC-3 273. 365 Sea Fury 253 Sea Pirate 50 Sea Ranger 88-90 Sea Rover 48-50 SeaBee 273-278 Seagull 45 Seafire 286-288 SeaMaster 264-269 SeaMistress 269 Seaplane Striking Force (SSF) 215. Walter 211 Verville. 68 Silva. 273 Rivard. 221. 242 UF-1T 240. 182 PBM-2 180 PBM-3 180-181 PBM-3C 181-182 PBM-3D 181 PBM-3E 180 PBM-3R 180-182 PBM-3S 181-182 PBM-4 181 PBM-5 181-182 PBM-5A 181-182 PBM-5E 182 PBM-5G 181 PBM-5S 182 PBM-6 261 PBN-1 100-101 PBS-1 203-206 PBY-1 96-99 PBY-2 98-99 PBY-3 99 PBY-4 99-100 PBY-5 100-102 PBY-5A 100-102 PBY-6A 100-102 PB2B-1 100-101 PB2B-1A 100-101 PB2B-2A 100-101 PB2M-1 182-184 PB2M-1R 184 PB2Y-1 103-105 PB2Y-2 105-106 PB2Y-3 106 PB2Y-3R 102 PB2Y-4 102 PB2Y-5H 102 PB2Y-5R 102 PB3Y-1 341-342. 282 Spencer and Anderson 281 Spencer and Anderson air­ planes: S-12C/E Air Car 281-283.376 P6M-2 267. 242 UF-1L 240.2 7 4 -2 7 8 RD 117 RD-1 118 RD-2 118-119 RD-3 119 RD-4 119 RS-1 193 RS-2 73 RS-3 73 RS-4 193 Index RS-5 193 R3Y-1 225. 289 Volmer airplanes: VJ-22 Sportsman.318 Taylor. S/VS-44 (PBS) 203207. David B. Thomas 324 Towle WC (TA-1). S-14 281. 364 USAAS. 74 S-38B 72 S-38C 73 S-39 188-189 S-39A 189 S-39B 189 S-39CS 189 S-40 190-192 S-40 A 191 S-41 192-194 S-42 198-200 S-42A 197-199 S-42B 198-200 S-43 200-202 S-43A 200 S-43B 200 S-43W 200 S-43WB 200 S-44 204-206 S-45 339. Alfred 75 Viking Aircraft Ltd. 283 Spencer-Larsen SL-12C 322-323 Sperry. (Sea­ wind. 366 SeaRey 333-334 Seawind airplanes: Sea­ wind 300C 278-281 Seawind SNA. 242 UF-1G 240. 133. 278 Viking Flying Boat Co. 283 S-34 69 -7 0 S-36 70-71 S-38 72-73 S-38A 72. 207. 187 Sikorsky Aviation Div. 226 Twin Bee 277-278 Type Certificate 363 UC-1 277-278 UF-1 240. George 269 Pereira airplanes: Osprey I (X-28A) 269-271. Os­ prey II 271-273 Pereira Aircraft Co. Percival H. 327 Wet Aero M6 Mermaid 334-335 Wright (including CurtissWright) aircraft engines 4. 207 Spencer airplanes: S-12 Air Car 208-211 Spencer Amphibian Air Car. USAAF. 264-269. 78 Privateer 82-84. 216. Inc. Lawrence B. 75 Sperry airplanes: Land and Sea Triplane 75-77 Sportsman 289-290 Stearman.242 UF-2G 240. 269 P6Y-1 349-350 P7M-1 349-353 PBB-1 88-90 PBM-1 177-180. 81. Lloyd 211 Stevens Flying Boat 313 Supersonic Attack Sea­ plane 353-354 Supplemental Type Certificate (STC) 363 TType 302-303 TA-16 286-288 TF 63-65 TR-1 277-278 TSC-1 285 TSC-1A 285 TSC-1A1 285 TSC-1A2 285 TSC-1A2/EP 286 TSC-1A3 TU-16C 242 Tadpole 301. 242 Ultralight Air Vehicle 214215. George 266 Trimmer 328-329 Trojan 287-288 Turboprop engines 214. SS 196-197 Sikorsky Manufacturing airplanes: S-34 69-70. 217 Teal I 285 Teal II 285-286 329 Amphibian 355-356 Thurston. 318 Thurston Aircraft (Aero­ marine) Corp. S-43 200-202. 344 Pereira. Meredith C. 229 Renegade 251-253 Republic airplanes: RC-1 and -3 Seabee 273-278 Republic Aviation Corp. 281 Spencer Aircraft Co. 289-290 Volmer Club of America 290 W-6 327-328 Wartle. S-42 197-200. 18-19 SA-16A 238-242 SA-16B 240-242 SA-16B/ASW 240-242 SG-1 135-137 SHU-16B 242 SL-1 161-163 SL-2 162-163 SS-1 196 SS-2 196-197 S2L-1 163-165 Sachem 320 Sea Bird 127-129 Sea Dart 229-235 Sea Fighter Program 215. USAAC. TA-2 a n d -3 324 Triad 317-318 Trident Aircraft Ltd. 68. 7980. Inc. Armand 249. 269 Pirate 214-315 Pratt & Whitney aircraft engines 4. 283-284 Towle. S-41 192-193. 211 Viking airplanes: OO (V-2) 211-212 Volmer Aircraft Co. 229-235. and USAF Air­ craft Designations 366 USN.341 S-55 14-16 S-56 16-17 S-62 16. 78. S-45 339. Igor I. 229 R3Y-2 227. S-40 189192. 78 Wright Brothers 3 X-28A 269-271 X-199 332 XA 325-326 XTC 329-330 . USMC. 187 Sikorsky Aviation Div. 75 Sperry Aircraft Co.