Curtiss F9C Sparrowhawk

The concept of fixed-wing aircraft being carried and launched from airships was initially developed during the First World War - initially, this proposal originated in the United Kingdom, to allow British interceptors to conserve fuel by being carried to an altitude whereby they could then engage German zeppelins.H. J. C Harper [http://www.flightglobal.com/pdfarchive/view/1937/1937%20-%203094.html "Composite History" ] Flight 1 November 1937 The increasing use of airships in the armed forces of various countries led to variations on the idea of using aircraft with them, with major uses being for reconnaissance, extending the reach of the airship beyond the horizon, and to provide the airship with a degree of self-defence. In the late 1920s, the US Navy began experimenting with its airships, initially using {{USS|Los Angeles|ZR-3|6}} as a platform for testing the concept of the so-called parasite aircraft.{{cite web |url=https://www.newspapers.com/image/59900863 |title = 21 Aug 1929, Page 2 - The Brooklyn Daily Eagle at Newspapers.com}} The success of these tests led to the decision to build two new airships capable of accommodating an on-board air group of specially designed aircraft. This was ultimately developed into the Curtiss Sparrowhawk.

File:F9C-2 Sparrowhawk fighter.jpg

Although designed as a pursuit plane or fighter, the Sparrowhawk's primary duty in service was reconnaissance, enabling the airships it served to search a much wider area of ocean. The Sparrowhawk was primarily chosen for service aboard the large rigid-framed airships Akron and Macon because of its small size ({{convert|20.2|ft|m|abbr=on}} long and with only a {{convert|25.5|ft|m|abbr=on}} wingspan), though its weight, handling and range characteristics, and also downward visibility from the cockpit, were not ideal for its reconnaissance role.{{cite book|last1=Smith|first1=Richard K|title=The Airships Akron & Macon: Flying Aircraft carriers of the United States Navy|date=1965|publisher=United States Naval Institute Press|location=Annapolis, Maryland|isbn=978-0-87021-065-5|page=27}} The theoretical maximum capacity of the airships' hangar was five aircraft, one in each hangar bay and one stored on the trapeze but, in the Akron, two structural girders obstructed the aft two hangar bays, limiting her to a maximum complement of three Sparrowhawks.{{cite book|last1=Smith|first1=Richard K|title=The Airships Akron & Macon: Flying Aircraft carriers of the United States Navy|date=1965|publisher=United States Naval Institute Press|location=Annapolis, Maryland|isbn=978-0-87021-065-5|page=67}} A modification to remove this limitation was pending at the time of the airship's loss. Macon had no such limitation and she routinely carried four airplanes.

File:Macon F9C2 with landing gear replaced by fueltank.jpg

To achieve launching and recovery from the airship in flight, a 'skyhook' system was developed. The Sparrowhawk had a hook mounted above its top wing that attached to the cross-bar of a trapeze mounted on the carrier airship. For launching, the biplane's hook was engaged on the trapeze inside the airship's (internal) hangar, the trapeze was lowered clear of the hull into the (moving) airship's slipstream and, engine running, the Sparrowhawk would then disengage its hook and fall away from the airship. For recovery, the biplane would fly underneath its mother ship, until beneath the trapeze, climb up from below, and hook onto the cross-bar. The width of the trapeze cross-bar allowed a certain lateral lee-way in approach, the biplane's hook mounting had a guide rail to provide protection for the turning propeller (see photo), and engagement of the hook was automatic on positive contact between hook and trapeze. More than one attempt might have to be made before a successful engagement was achieved, for example in gusty conditions. Once the Sparrowhawk was securely caught, it could then be hoisted by the trapeze back within the airship's hull, the engine being cut as it passed the hangar door. Although seemingly a tricky maneuver, pilots soon learned the technique and it was described as being much easier than landing on a moving, pitching and rolling aircraft carrier.{{cite book|last1=Smith|first1=Richard K|title=The Airships Akron & Macon: Flying Aircraft carriers of the United States Navy|date=1965|publisher=United States Naval Institute Press|location=Annapolis, Maryland|isbn=978-0-87021-065-5|page=28}} Almost inevitably, the pilots soon acquired the epithet "The men on the Flying Trapeze" and their aircraft were decorated with appropriate unit emblems.

Once the system was fully developed, in order to increase their scouting endurance while the airship was on over-water operations, the Sparrowhawks would have their landing gear removed and replaced by a fuel tank. When the airship was returning to base, the biplanes' landing gear would be replaced so that they could land independently again.{{cite book|last1=Smith|first1=Richard K|title=The Airships Akron & Macon: Flying Aircraft carriers of the United States Navy|date=1965|publisher=United States Naval Institute Press|location=Annapolis, Maryland|isbn=978-0-87021-065-5|page=133}}

For much of their service with the airships, the Sparrowhawks' effectiveness was greatly hampered by their poor radio equipment, and they were effectively limited to remaining within sight of the airship. However, in 1934 new direction-finding sets and new voice radios were fitted which allowed operations beyond visual range, exploiting the extended range offered by the belly fuel tanks and allowing the more vulnerable mother ship to stay clear of trouble.

One interesting use of the Sparrowhawks was to act as 'flying ballast'. The airship could take off with additional ballast or fuel aboard instead of its airplanes. Once the airship was cruising, the aircraft would be flown aboard, the additional weight being supported by dynamic lift until the airship lightened.{{cite book|last1=Smith|first1=Richard K|title=The Airships Akron & Macon: Flying Aircraft carriers of the United States Navy|date=1965|publisher=United States Naval Institute Press|location=Annapolis|isbn=978-0-87021-065-5|pages=56 & 101}}

File:Curtiss XF9C-2 Sparrowhawk.jpg

;XF9C-1

:First prototype. One built. BuAer number 8731. Scrapped in 1936.

;XF9C-2

:Second prototype. One built. BuAer number 9264.

;F9C-2 Sparrowhawk

:Single-seat fighter biplane. 6 built. BuAer numbers 9056 - 9061

;{{USA}}

• United States Navy

File:BuNo9056-F9C-2-StevenFUdvarHazy2024.jpg (2024)]]

Only one intact Sparrowhawk survives today. Bureau of Aeronautics (BuAer) number 9056 was pending write-off at NAS Hampton Roads in 1939 when it was transferred to the Smithsonian Institution. In later years it had been rebuilt, using parts from the surviving F9C-2 (BuAer number 9057) and the XF9C-2 (9264). It was previously at the National Museum of Naval Aviation, at NAS Pensacola, and is currently displayed at the Steven F. Udvar-Hazy Center of the Smithsonian's National Air and Space Museum collection, wearing the markings of F9C-2 A9056 of USS Macon.

File:Uss-macon-sparrowhawk-telescopic-gun-site-09-2006b.jpg

The remains of a further four aircraft lie at the underwater wreck-site of the Macon; the aircraft were found in their hangar when the wreck was discovered and documented in 1990 and 1991.{{cite web|title=The Underwater Discovery of the USS Macon|url=http://montereybay.noaa.gov/maritime/macon/discovery.html|publisher=NOAA|access-date=16 February 2015}}{{cite web|last1=Smithsonian Institution|title=Smithsonian Air & Space|publisher=Smithsonian Institution|url=http://airandspace.si.edu/collections/artifact.cfm?object=nasm_A19410007000|access-date=2015-02-16|archive-date=2016-06-23|archive-url=https://web.archive.org/web/20160623225803/http://airandspace.si.edu/collections/artifact.cfm?object=nasm_A19410007000|url-status=dead}} These are known to have been BuAer numbers 9058 to 9061.{{cite book|last1=Smith|first1=Richard K|title=The Airships Akron & Macon: Flying Aircraft carriers of the United States Navy|date=1965|publisher=United States Naval Institute Press|location=Annapolis, Maryland|isbn=978-0-87021-065-5|page=203}}[https://www.thisdayinaviation.com/tag/curtiss-wright-f9c-2-sparrowhawk/ This Day in Aviation February 1935 F9c-2 Sparrowhawk]

{{Aircraft specs

|ref=The Airships Akron & Macon: Flying Aircraft carriers of the United States Navy{{cite book|last1=Smith|first1=Richard K|title=The Airships Akron & Macon: Flying Aircraft carriers of the United States Navy|date=1965|publisher=United States Naval Institute Press|location=Annapolis, Maryland|isbn=978-0-87021-065-5|page=185}}

|prime units?=imp

|crew=1

|length m=6.147

|span m=7.772

|height m=3.2

|wing area sqm=16.053

|aspect ratio=

|airfoil=Clark YH{{cite web |last1=Lednicer |first1=David |title=The Incomplete Guide to Airfoil Usage |url=https://m-selig.ae.illinois.edu/ads/aircraft.html |website=m-selig.ae.illinois.edu |access-date=16 April 2019}}

|empty weight lb=2089

|gross weight kg=

|gross weight lb=2,776

|gross weight note=

|max takeoff weight kg=

|max takeoff weight lb=

|max takeoff weight note=

|fuel capacity=

|lift kg=

|lift lb=

|lift note=

|more general=

|eng1 number=1

|eng1 name=Wright R-975-E3

|eng1 type=9-cyl. air-cooled radial piston engine

|eng1 kw=

|eng1 hp=438

|prop blade number=

|prop name=

|prop dia m=

|prop dia ft=

|prop dia in=

|prop dia note=

|perfhide=

|max speed kmh=

|max speed mph=176.5

|max speed kts=

|max speed note=

|max speed mach=

|cruise speed kmh=

|cruise speed mph=

|cruise speed kts=

|cruise speed note=

|stall speed kmh=

|stall speed mph=

|stall speed kts=

|stall speed note=

|never exceed speed kmh=

|never exceed speed mph=

|never exceed speed kts=

|never exceed speed note=

|minimum control speed kmh=

|minimum control speed mph=

|minimum control speed kts=

|minimum control speed note=

|range km=

|range miles=297

|range nmi=

|range note=

|combat range km=

|combat range miles=

|combat range nmi=

|combat range note=

|ferry range km=

|ferry range miles=

|ferry range nmi=

|ferry range note=

|endurance=

|ceiling m=

|ceiling ft=19,200

|ceiling note=

|g limits=

|roll rate=

|glide ratio=

|climb rate ms=

|climb rate ftmin=1,700

|climb rate note=

|time to altitude=

|sink rate ms=

|sink rate ftmin=

|sink rate note=

|lift to drag=

|wing loading kg/m2=

|wing loading lb/sqft=16

|wing loading note=

|disk loading kg/m2=

|disk loading lb/sqft=

|disk loading note=

|fuel consumption kg/km=

|fuel consumption lb/mi=

|power/mass=0.086 hp/lb (0.259 kW/kg)

|thrust/weight=

|more performance=

|guns=2 × {{convert|.30|in|mm|2|abbr=on}} Browning machine guns

|bombs=

|rockets=

|missiles=

|hardpoints=

|hardpoint capacity=

|hardpoint rockets=

|hardpoint missiles=

|hardpoint bombs=

|hardpoint other=

|avionics=

}}

{{aircontent

|related=

|similar aircraft=

|lists=

• List of fighter aircraft
• List of United States Navy aircraft designations (pre-1962)

|see also=

}}

{{reflist}}

{{Commons category}}

• {{Citation | last=Polmar | first=Norman | date=October 2007 | title=Flying from the Clouds | periodical=Naval History | location=Annapolis, Maryland | publisher=United States Naval Institute | volume=21 | issue=5 | pages=12–13 | url=http://www.usni.org/magazines/navalhistory | issn=1042-1920

}}

• {{Citation | last1=Smith | first=Richard K | date=1965 | title=The Airships Akron & Macon: Flying Aircraft Carriers of the United States Navy | publisher=United States Naval Institute |location=Annapolis, Maryland| isbn=978-0-87021-065-5}}

{{Curtiss aircraft}}

{{USN fighters}}

F9C Sparrowhawk

Curtiss F9C

Category:Single-engined tractor aircraft

Category:Biplanes

Category:Parasite aircraft

Category:Aircraft first flown in 1931

Category:Aircraft with fixed conventional landing gear