This marketing brochure provides a unique glimpse of the Curtiss Goshawk. Not only does it provide a good overview of the design, but it also suggests how the manufacturer saw this airplane's advantages.
I have converted much of this brochure to text in the interest of conserving filespace and bandwidth. The pictures credited to Pete Peck on the main Goshawk page were a part of this brochure. The pictures were 8x10 and preceded the text. The 3-view was the final page of this brochure.
This brochure was given to Pete Peck's father, who was a Navy pilot, when he arrived at the Curtiss factory to pick up a Goshawk. My sincere thanks go to Pete Peck for lending me this brochure.
The Curtiss F11C-2 is a single seat tapered wing sesquiplane representing the very advanced development of the Curtiss "Hawk", a basic type which has proven highly satisfactory through a long period of years in Naval Aviation. As a combined fighter and dive bomber it possesses both performance characterisitics and the ability to carry and deliver a heavy bomb which we believe the Fleet will find to be exceptional. The airplane may be flown under any of the following conditions of loading:
1. Normal fighter. (Total fuel 94 gallons - Gross weight 4078 pounds)
2. Overload fighter where the normal fighter load is augmented by the auxiliary tank. (Total fuel 146 gallons - Gross weight 4460 pounds)
3. 500-pound dive bomber. (Total fuel 94 gallons - Gross weight 4596 pounds)
4. 116-pound dive bomber where two 116-pound bombs are carried one under each lower wing. (Total fuel 94 gallons - Gross weight 4326 pounds)
5. Overload 116-pound dive bomber where the auxiliary tank is carried in addition to the bomb load. (Total fuel 146 gallons - Gross weight 4713 pounds.)
(It should be noted that the design weight of the F11C-2 is 4500 pounds and that at or below this weight the airplane is unrestricted in maneuvers. Therefore in the loadings listed under "3" and "5" above it is partially restricted until sufficient fuel and oil have been consumed to reduce the gross weight to this figure which ammounts to 16 gallons in the first case and 34 gallons in the second.)
The high speed of the F11C-2 is 202 miles per hour at 8000 feet; which shows a substantial increase over other existing types. With this high speed and a total fuel capacity of 146 gallons it is evident that an unusually long range may be obtained.
The Cyclone develops its maximum horsepower at a slow engine speed, which feature considerably enhances propeller efficiency. The wing cellule incorporates a high lift section, tapered in plan form, tending also to produce high efficiency. These factors contribute materially to takeoff and climb characterisitcs and at the same time conduce to a reasonably slow landing speed and a short radius of turn and furthermore make the F11C-2 a very desireable combat airplane.
It should be pointed out that the demonstration of the F11C-2 before the Trial Board both as a fighter and as a bomber consisted of every normal maneuver including spins of 10 turns as a fighter and 2 turns as a bomber. The execution of all maneuvers is considered to be entirely satisfactory and recovery from each spin may be effected in one turn.
The diving tests were very comprehensive and were all conducted with the airplane loaded as a bomber. Many preliminary dives of varying length with varying degrees of pullouts were included leading up to the six vertical dives to terminal velocity with high acceleration pullouts. The latter were for a length of 10,000 feet each from the start of the dive to the start of the pullout where velocities greater than 360 miles per hour were recorded. Accelerations of 10g were developed in the pullouts which exceeded even the maxiumum demonstration requirements. The ruggedness and strength of the airplane have been well demonstrated and deserve the complete confidence of all pilots flying it.
The Curtiss "Hawk" has always had the reputation of possessing excellent flying characteristics, however, these have been still further improved in the F11C-2. Very compreshensive studies of centre of gravity locations, control, and stability have been made.
All variable itmes of useful load including the fixed fuel tanks, auxiliary tank, bombs and ammunition are located very near the centre of gravity. Its movement is therefore negligible under any condition of loading thus permitting practically constant flying characteristics.
The use of balanced ailerons of greater area has provided greater effectiveness and at the same time has reduced the lateral stick forces. We believe this will prove particularly desireable in a landing circle and in the actual landing from the circle.
The horizontal and vertical tail surfaces have been studied and modified accordingly to obtain the optimum area and aspect ratio combinations meeting the present day requirements of stability and control.
Because of an engine location which is lower than is customary a relatively large angle of vision maintains at the ppilot's eye between the line of sight and the top of the engine cowling. The upper wing is placed in what we believe is the optimum location for obtaining an adequate angle of vision between its leading edge and teh line of sight at the same time holding its blind angle to a minimum.
The lower wing has been cut away at the fuselage to afford the pilot vision in a vertically downward direction which should prove a great aid in picking up the target in dive bombing operations. As previously stated, the engine location is low and is also a good distance away from the pilot so that the angle which it subtends at his eye is comparatively small but at the same time a good view of the signalman may be had between the cylinders at all times during the approach.
It is believed that the vision of the F11C-2 will be found very satisfactory for every requirement of Naval operations.
The photographs show that the tread of the landing gear is exceptionally wide and that a large angle exists at the centre of gravity of the airplane between the vertical and the point of wheel contact with the ground. the tail wheel is steerable throughout the thorw of the rudder but becomes automatically full castoring at either extreme rudder position. This combination of the steerable tail wheel and wide tread landing gear coupled with an efficient brake installation prevent any ground looping possibilities and we believe make the F11C-2 outstanding in its controllability on the ground.
A parking brake is installed which should to a large extent eliminate the necessity for using chocks in both carrier and shore operations.
Particular attention has been paid to the cockpit design in order to make it as neat, convenient and comfortable as possible. All controls are placed so asto be within easy reach and to otherwise afford maximum convenience to the pilot. We have made a distinct effort to provide comfortable movements in the use of the stick, rudder pedals and brake treadles and special attention is invited to this feature of these installations. The cockpit is completly lined which reduces all drafts from obscure sources and in addition presents a a very neat appearance.
The total fuel capacity of the F11C-2 in the overload condition is 146 gallons. Two fuselage tanks (one 50-gallon and the oteher 44-gallon capacity) constituting the normal load of 94 gallons, are augmented by the auxiliary tank of 52 gallon capacity. The fueling of the fuselage tank is done entirely through the front tank, there being an equalizing line between the two.
The auxiliary tank is carried on the 500-pound bomb rack and may be dropped at the will of the pilot. It is therefore possible to operate this ariplane with the total 146 gallon capacity as either a fighter or a 116 pound dive bomber at all times.
At 1700 RPM, the equivalent of 175 MPH airspeed, and with the mixture control at best setting, the fuel consumption of the Cyclone is 39 gallons/hour, The endurance is therefore 3-3/4 hours and the range 650 miles with the total 146 gallons.
The F11C-2 guns are located ahead of the cockpit, one on each side of the fuselagee. Two .30 calibre guns are carried as normal load but the right hand gun may be alternated with a .50 calibre gun. Access is gained to the entire installation by lifting the hinged doors of cowling on the sides of the fuselage. The distinct advantage of this installation arrangement is that the armorer may stand on the deck just ahead of the lower wing or sit on the leading edge of the lower wing to install, bore sight or service the guns, all the time working at a height only slightly above his waist. In any of these operations he has no obstruction or intereference to contend with. The ammunition boxes are of the sliding type insterted from the side, and are locked in place by merely rotating a handle used in handling the box. It is readily seen that servicing may be rapidly accomplished.
The guns are located outside the cockpit lining; consequently, the pilot will experience no annoyance from the noise or fumes produced in firing. Rounds counters are furnished in the cockpit to show the exact number of rounds remaining in the ammunition boxes at any time.
The installation of the 500-pound bomb possesses many very desireable features. An examination of the photographs will show that there is considerable space between the struts of the single strut landing gear and that their length is such that the fuselage is higher than is customary. This allows the armorer to roll the bomb dolly under the engine and fuselage from the front and line up the bomb beneath the rack without the necessity of either raising the tail or rolling the airplane up inclined blocks. Each fitting for the bomb rack and displacing gear is externally located which enables a rapid change from the dive bomber to the fighter condition and, of course, the converse is true.
The fuselage is contructed of chrome molybdenum steel tubing unheat-treated. The wings and tail are of normal "Hawk" construction with fabric cover. Considering the entire airplane we believe two of the outstanding advantages of the type are its general ruggedness (proved by years of service given by its predecessors) and its ease of maintenance.
By means of hinged doors of cowling or quickly detachable pieces of cowling every installation is readily accessible. The side covering of the fuselage from the engine to the cockpit consists of three hinged doors of cowling on each side which provide access to the guns, cockpit controls, and engine compartment. the turtleback hinges as a unit permitting ready access to the fuselage structure, radio instalation and arresting hook and to the elevator, stabilizer, rudder and tail wheel control cables and pulleys. It is believed that the access thus provided will prove unusually satisfactory in such routine inspection, servicing, or replacement as is required.
The turtleback is high, serving also the purpose of a head rest, and affords considerable room for stowage purposes. The life raft is carried in this compartment normally but with this either in or out a great deal of space may be utilized for baggage. If the life raft is omitted there is ample room for a suitcase, a cross-country bag (and other traveling appurtenances).
the operation of changing parts likely to be damaged in carrier landings has been given careful consideration. The lower panel may be replaced without loosening the flying wires or propping up the upper panel. consequently, this operation is accomplished rapidly since no re-alignment or special equipment is necessary. Quickly detachable pieces of cowling permit excellent access to the tail surfaces which are held to the fuselage by a minimum number of bolts.
the design of the landing gear and tail wheel units locates every element of them outside the fuselage proper, thus facillitating considerably their inspection and servicing. The open fairings on the wheels make for ready wheel servicing and the removal of any mud which may accumulate.
The Cyclone engine uses the down draft carburetor and attention is invited to the neatness which this engine installation presents due to this feature. It not only eliminates the drawing of dust and access to the magnetos, starter, generator and fuel and oil lines than is possible with the up-draft carburetor. Convenient hinged doors of cowling are placed on both sides of the engine compartment which permit excellent access to every part of the engine installation.
Nearly ten years ago, the Curtiss Hawk took its place among the leaders in Fighter Aviation. Since that time this basic type has been so extensively modified and completely modernized through the use of up-to-date air-cooled engines and single-strut landing gear, and the incorporation of hundreds of lesser improvements, that it is today the outstanding airplane in the combined fighter and dive bomber class. It is believed to be unique in the annals of aviation for an airplane with such a record of ruggedness and development inherited from its predecessors to be unequalled still in performance by its contemporaries. We are proud of our product and of the privilege of building airplanes of this type for use in the Naval Aviation Service.
