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Curtiss-Wright employed 180,000 workers, and ranked second among United States corporations in the value of wartime production contracts, behind only General Motors. [9] [10] The main building of the Curtiss-Wright company at Caldwell, New Jersey, 1941. Curtiss-Wright: Biggest Aviation Company Expands Its Empire. This is an overall perspective ...
PacStar (Pacific Star Communications, Inc.), part of Curtiss-Wright Corporation's Defense Solutions Division, is a developer and manufacturer of tactical communication and information technology infrastructure hardware and software based in Portland, Oregon. [1]
The Curtiss SB2C Helldiver is a dive bomber developed by Curtiss-Wright during World War II. As a carrier-based bomber with the United States Navy (USN), in Pacific theaters , it supplemented and replaced the Douglas SBD Dauntless .
In 1935, Curtiss-Wright began work on a more powerful version of their successful R-1820 Cyclone 9. The result was the R-2600 Twin Cyclone, with 14 cylinders arranged in two rows. The 1,600 hp (1,200 kW; 1,600 PS) R-2600-3 was originally intended for the C-46 Commando (being fitted to the prototype CW-20A).
The Curtiss Aeroplane and Motor Company (1909–1929) was an American aircraft manufacturer originally founded by Glenn Hammond Curtiss and Augustus Moore Herring in Hammondsport, New York. After significant commercial success in its first decades, it merged with the Wright Aeronautical to form Curtiss-Wright Corporation.
Power was intended to be provided by a Wright R-3350 of 2,500 horsepower (1,900 kW), while the Pratt & Whitney R-4360, giving 3,000 horsepower (2,200 kW), was considered for future installation. [3] Impressed with the inspection of the mockup of the massive aircraft in December 1941, the Navy ordered two prototypes, and parts of the design were ...
The R-1300 is basically a single row Wright R-2600. The engine was mass-produced but not widely used. Engineering began in 1942 but the first flight of an R-1300 did not take place until 1949. The engine was produced under license by Kaiser-Frazer and later by AVCO Lycoming. [2]
In late 1948, both Douglas and Curtiss-Wright were awarded preliminary design contracts to further develop and refine their proposals. [5] While Douglas managed to maintain the take-off weight at 68,000 lb, Curtiss were unable to meet the more generous 100,000 lb target during this phase, and thus were eliminated from consideration.