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THE RELUCTANT DRAGQW The Cu~s employees nick named the S03C the "1ll~ILlctar_""",, Dragon" (reluct.., 'to take ruf and always dragging). It $m.~ up its dismal operational 11!'e. It was underpowered, overweight and suffered from being rushed into service without adequate testing and re-engineering. It is incredible that over 700 of these aircraft could have been produced. But it was an old story, a good premise gone bad all for the want of an engine that couldn't live up to it's promises. The scenario was compounded by a lend-lease quantity contract. Then, once the war started for America, much of the re-engineering needed to make the S03C viable could not be done. Tooling was too valuable and the S03C was not a priority, hence the upturned wing-tips instead of a re-tooled wing. For water takeoffs, more power or a re-engineered float step were needed, but neither happened. All this aside, this dog of an airplane was a very interesting by-product of the war years. I have always been intrigued by its unique modern style wing with upturned tips and its graceful vertical fin and horizontal tailplane. One thing is certain, Naval Air is never boring!
© 1999 by Steve Ginter ISBN 0-942612-47-7 Steve Ginter, 1754 Warfield Cir., Simi Valley, California, 93063 All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form by any means electronic, mechanical or otherwise without the written permission of the publisher. CONTRIBUTORS: Hal Andrews, Warren Bodie, B. J. Long, Wayne Morris, National Archives, Lee Reinitz, Frank Savino (Wave Form Effects, (323) 664-2571,
[email protected]), William Swisher, Norm Taylor, Eric Thompson, and Nick Williams.
_
Above, Curtiss test pilot Red Hulse with General Manager AI Williams in March 1942. (Curtiss via Hal Andrews)
;OVER: Colorized photo of ~uNo 4236 on a factory test ::urtiss via Hal Andrews) ion by Hollywood Effects -~t'rI'Pl!P'I~nkSavino. BACK COVER: Twilight over the Pacific. Created by Hollywood Effects Artist Frank Savino. Below, ugly, ungainly, and ineffective was the business end of the S03C. Box-like affair in the lower portion of the engine air inlet was the carburetor intake. The large round intake port is the oil cooler intake. The small square port above the oil cooler intake was the .30 cal gun port. This S03C-1 was seen on the Curtiss ramp on 3 December 1941. (Curtiss via Hal Andrews)
CURTISS'S
"RELUCTANT DRAGON", THE
INTRODUCTION: In early 1937, Curtiss and Vought, the Navy's two pre-war suppliers of fleet catapult scout floatplanes, were asked to submit bids for a high-speed replacement of the very successful SOC Seagull series. Navy design number 403 called
for a mid-wing monoplane with a crew of two seated in tandem. The removable centerline float and outer-wing floats could be replaced with optional fuselage-mounted landing gear. Because of cruiser and battleship deck and hangar space limitations, the specification called for folding wings and wing floats all within a weight limitation of 6,350 pounds. However, the most critical design stipulation was that of the engine. The unproven experimental engine specified was to be a military first for the United States. It was an in-line, 12cylinder, inverted vee, air-cooled engine being developed by Ranger. Designated XV-770-4, the engine had great promise because of its low fuel consumption expectation of .65 Ibs./b.h.p./hr. This feature would allow the new scout to extend its mission times extensively. Unfortunately, the engine's cooling and performance
S03C
problems proved to be the demise of the aircraft. DEVELOPMENT: In August 1937, under the guidance of Bruce Eaton, Curtiss submitted its bid to the Navy. In May 1938, Curtiss was awarded a contract for the XS03C-1 and Vought for its XS02U-1. The two mock-ups and the finished prototypes were very similar in appearance due to the stringent specifications. The Curtiss mock-up was approved by the Navy in June, and the first flight occurred on 6 October 1939. The Vought airplane flew first in July as a landplane, and started floatplane testing in December. Competitive tests bet-
1
SEAGULLISEAMEW
I~
ween Curtiss and Vought were conducted throughout the early part of 1940. Vought's entry weighed slightly over 300 pounds more than the Curtiss entry and was 3 mph faster at 201 mph. Upon conclusion of the competitive tests, Curtiss was awarded the contract. In January 1940, land plane demonstrations were conducted in
Below, float installation on the XS03C1 on 9-22-39. The stubs sticking out the bottom of the fuselage are the Ranger engine's exhaust stacks. Compare the original vertical fin to the larger production model with dorsal extension, as seen on the front cover. (USN)
XS03C-1
FIRST FLIGHT CONFIGURATION
) 1305
lS03C ·\
The XS03C-1 on the day of its first flight, 6 October 1939. The aircraft was silver overall with yellow upper wings. Note the thin black wing walk limit line towards the wing's leading edge and the dark grey wing walk area on either side of the fuselage. All of the Seagulls/Seamews were completed as landplanes with a separate contract let to the EDO company for the floats. (National Archives)
2 ;;
Above and below, the prototype on 29 December 1939. The yellbw of the upper wing wraps around the wing's leading edge. The propeller tips are red-yellow-blue and extended steps have been added to either side of the fuselage. The shape of the original chin intake was much more pleasant than the enlarged squared off chin on the production aircraft. (National Archives)
3
Above and below, an early attempt to correct the cooling problems of the Ranger engine was the large air outlets on the side of the fuselage and the cowl flaps on the lower fuselage aft of the exhaust stacks. Note the leading edge slats are deployed on the photo above. Visibility behind the pilot's seat was non-existent on the prototype, as seen here. The problem was corrected on the production machines by replacing the sheet metal aft of the pilot with framed plexiglass. (National Archives)
Washington DC. Seaplane tests and final contractor demonstrations were started in late January at NAS Norfolk, Va. In March 1940, Curtiss released the XS03C-1 to the Navy for its final trials. Cooling and stability problems plagued the test program from the onset. The engine failed early in the the test program, causing the aircraft to sink in shallow water on 21 July 1940. The airplane was rebuilt by
Curtiss at its Buffalo plant and continued testing. The prototype's engine failed a second time in November 1940 at Buffalo. The aircraft was taken to the full-scale wind tunnel at Langley Field in hopes of solving the cooling and stability problems. Based on the Langley data, Curtiss enlarged the air scoop and added extra cowl flaps, which for the most part solved the cooling problems. Stability problems were addressed by enlarging the vertical fin and rudder and by adding a dorsal extension to the fin that ran above the aft cockpit. This was supplemented by upswept wingtips and eventually enlarged horizontal tail surfaces. In December 1940, Curtiss moved its S03C production efforts to the cattle barns at' the Ohio State Fairgrounds. The first production S03C-1 was flown at Columbus by Red Hulse on 4 March 1942. S03C-1 flight testing was later moved to the old Trimm aircraft factory in Van Nuys, Ca., to obtain better flying weather.
PRODUCTION The original contract called for 300 S03C-1 aircraft. Of this, only 141 were produced as -1 models. These were BuNo.s 4730-4783 (54) and 4793-4879 (87). Fleet deliveries of the -1 started in July 1942, with the first ship to receive the aircraft being the USS Cleveland. The remaining aircraft, BuNo.s 4880-5029 (150), from the original contract were finished as S03C-2s. These differed primarily in having uprated 520 hp engines. Another 50 -2s (BuNo.s 04149-04198) were ordered. The British called their 250 S03C-2Cs Seamew, a name that replaced Seagull in the US Navy when the S03C was withdrawn from active service and replaced with the older, refurbished, SOC bi-planes. The British aircraft differed from the US models in having a tail hook and provisions for a 550 pound bomb under the fuselage. British Seamews carried serial numbers FN450-649 and JW550-599 (BuNo.s 22007-22256). The US Navy's final order was for 150 S03C-3s (BuNo.s 04199-04348).
4
At right, early water testing of the XS03C-1 with a ventral scag being tested on 10 April 1940. The small round fairing on the right side of the fuselage adjacent to the spinner was for the .30 cal. machine gun barrel. (USN via Hal Andrews) Below right, Vought's entry, the XS02U-1, which greatly resembled the Curtiss design. (Warren Bodie)
MORE PROBLEMS
Once the S03Cs went to the fleet, more difficulties were encountered due to a large extent to the added weight of government furnished equipment. The biggest problem was the aircraft's inability to make a water takeoff with a full fuel load. The Navy had increased its fuel requirements, and the larger tanks and increased weight kept the aircraft on the water until 120 to 150 pounds of fuel had been burned. It was thought that the problem could be corrected by changing the aft upsweep angle of the EDO float. This idea was discussed with EDO, and due to war production requirements, there was no way to effect a tooling change in late 1941/early 1942. Operationally, it was discovered that in rough water the pedestal float flexed enough to allow the propeller to slice the top of the floats. Curtiss solved this problem by putting a cutout slot in the top of the float and by covering it with balsa wood to restore airflow.
Below, the April 1942 highly air-brushed flight manual photo of the prototype after enlarging the tail and adding the upturned wingtips. Note the scag has been removed. Even with all the improvements added, the takeoff attitude was alarmingly steep. Note the fUlly extended slats. (National Archives)
These problems and excessive operational accidents resulted in the early withdrawal of the S03Cs from fleet service. The average length of time that the Seamew was used on each of its assigned ships was only two months. After its operational failure, the S03C was replaced by the SOC Seagull, the aircraft the Seamew was built to replace in the US Navy. The Navy attempted to convert the Seamews to target tugs, but in reality they did not have enough performance for this duty either and were rarely used. At war's end, one VOIVOS pilot spotted orange painted S03Cs in a hanger at NAF Long
5
At left, orange S03C-2K target aircraft. (AAHS via Wayne Morris) Below left, British S03C-2C Seamew in British camouflage. (via Burger) Below left, Coast Guard S03C-1 assigned to USCG Air Station Port Angeles. (Gordon S. Williams) At left bottom, the only known civil registered S03C was NX41806. It was registered to the Ranger Engine Company. Ranger Test Pilot Thomas Sullivan is at the controls. The aircraft operated into the early 1950s. (via B. J. Long)
Beach after conversion to S03C-1 Ks, and -2Ks although he never saw one fly. At least thirty of these radio-controlled targets were assigned to Britain, where they were designated Queen Seamews, and used to supplement the Royal Navy's de Havilland Queen Bee target aircraft. The aircraft were quickly discarded by the British too. They were used to equip training squadrons numbers 744 and 745 based at Yarmouth, Canada, and Worthy Down, Hampshire. Most of the 250 British aircraft delivered ended up in Canada as marginal target tugs. A total of forty-eight Seamews were bailed to the US Coast Guard during 1943 and 1944, where they experienced limited success as patrol landplanes.
CONCLUSION Although a failure, the S03C cannot be considered to be a failure of the Curtiss Aircraft Corporation. It was a failure of an unproven engine and unyielding Navy specifications, as well as more demanding war needs. Curtiss proved its ability to build a proper scout floatplane when it built its SC Seahawk. The Seahawk was not hampered by design restrictions and became an excellent performer. In the landplane configuration it could outclimb a Grumman F6F Hellcat to 6,000 feet and turn inside the F8F Bearcat. It was sometimes referred to as a baby P-47. Curtiss employees best summed up the Seamew's career by dubing it the "Reluctant Dragon": "Reluctant to take off and always draggin". 6
WORLD
WAR
TWO
NAVY SCOUT
At right, the real workhorse of the Pacific War in the scout f10atplane category was the Vought Sikorsky Kingfisher. The radial engined OS2U was very similar to the S03C and the XS02U configuration, but was successful due to the engine's reliability and performance. This Kingfisher was being launched from the USS Quincy (CA-71) on 2 February 1944. The aircraft was painted in the the tri-color scheme with red bordered national insignias. (National Archives)
At right, a SOC-1 from the USS Chester with fixed landing gear instead of floats. The SOC was well loved by the Fleet, but was to be replaced by the Ranger powered S03C. After the operational failure of the S03C, and because of the insufficient numbers of Kingfishers available, the SOCs were pUlled out of mothballs, refurbished, and returned to the Fleet where they finished out the war long after the S03Cs were retired. The aircraft is in pre-war silver with a wide yellow fin stripe. (unknown)
At right, the last Fleet scout f1oatplane, the high-performance Curtiss SC-1 Seahawk was sometimes referred to as a "baby Thunderbolt". The aircraft broke from tradition by not having a second crewman. This Seahawk was assigned to the Naval Air Test Center (NATC) at Patuxent River, MD, in 1947. The aircraft was painted in the tri-color paint scheme. (Warren Bodie)
At right, even EDO, the manufacturer of all the Navy's floats, got into the scout floatplane business with the XOSE. Another single seater like the SC-1, the EDO was assigned to the Naval Air Test Center (NATC) at Patuxent River, MD, in May 1948. The aircraft was painted overall dark sea blue. (Warren Bodie)
7
FLOATPLANES
8
NOI.L~"t:I.L3t:1
S.L"Ol.:l dl.L9NIM aN" 9NIM
~-~£OSX
PRODUCTION S03C WING FOLD At left top, XS03C-1 at the Buffalo Plant on 22 September 1939, shown on floats with wings folded. With the fold point so close to the fuselage, it was necessary to make the wing tip floats fold also. At left bottom, the folded wing tip floats on the XS03C-1 in the tied back position. (National Archives)
At right, the third production S03C-1 (BuNo 4732) on 10 April 1942 at Columbus with the wings fully folded. The production aircraft's wing fold point was moved outward from the fuselage enough so that the wing tip floats did not have to be made foldable. (National Archives) Below right, production wing being folded at the factory in April 1942. Note the final design of the fuselage cowl flaps and the enlarged intake scoop. The fixed forward firing .30 cal. machine gun port is on the upper right fuselage side even with the upper edge of the cowl flaps. The propeller blade was black with red-yellow-red tips. (National Archives) Bottom, factory photo of S03C-1 during construction on 17 April 1942, showing the wing-fold hinge mechanism and the inboard wing bulkhead. Note the inboard flap is in the down position. (Curtiss via Hal Andrews)
9
O~
I:Hf3~
~NIH~"38
aN" .1"01:1
NOI.1~naOl::ld
EDO
FLOATS
At left, EDO float Model 69 and beaching gear as used on production S03Cs. The tail wheel was mounted on the left hand side of the float. The red stripe on the float's bow is the propeller warning stripe. (National Archives) Above and below, EDO float Model 74 was used on the wings of the production S03Cs. (National Archives) At right head-on view of the main float, EDO Model 69. (National Archives)
11
THE
AIRPLANE:
ALL
DATA S03C-3
UNLESS
NOTED
OTHERWISE
Above, factory -fresh S03C-3, BuNo 04236, on a test flight in the mid-war tri-color scheme. See front cover for color reference. The -3 was essentially a -2 that had undergone a weight reduction program to improve performance. (via Hal Andrews)
GENERAL DESCRIPTION The S03C-3 airplane was a single engine, two place, scout observation, convertible for landplane or seaplane operations. The landplane version was equipped for catapulting and arresting operations aboard carriers. The seaplane version was equipped for catapulting and net recovery operations aboard battleships and cruisers. For conversion to the seaplane condition the landing gear, tail wheel, fuselage bomb rack, and arresting gear were removed and the main float and two auxiliary wing floats were installed.
Height Landplane Wings Folded Seaplane (beaching gear) Folded (on beaching gear) Width Wings Folded Landplane/Seaplane
GROSS WEIGHT SEAPLANE 10ft. 2in. 12ft. 14ft.1in. 15ft. 1in. 15ft.
38ft. 33ft. 9-1/4in. 34ft. 11-7/8in.
6,376Ibs. 6,506Ibs. 6,789Ibs. 6,791Ibs. 6,636Ibs.
WEIGHT AND BALANCE
WEIGHT: USEFUL LOAD ITEMS
The balance of the airplane may vary between 20% and 29% without seriously affecting flying characteristics. Sea sled recovery required balance at 23% aft.
7201bs. Fuel (120ga!. fuselage tank) Fuel (120ga!. wing tank, each) 7201bs. 78,5Ibs. Oil (10.5ga!.) 22.5Ibs. Trapped Fuel 181bs. Trapped Oil Ammunition 32.5Ibs. Nose Gun 500 rounds 481bs. Tail Gun 600 rounds 1161bs. Wing Bomb (each) 3251bs. Depth Bomb (each) 3261bs. Mk.7 Smoke Tank (each) 1.5Ibs. Signal Pistol Shells (6) 1211bs. ASB Equipment 19.5Ibs. Flares (each) 121bs. Frequency meter 9.5Ibs. Front Gun Camera
Gross weight of various airplane loading arrangements varies from 6,205Ibs. to 6,791Ibs.
DIMENSIONS Span Length Landplane Seaplane
Scout (120ga!.) Bomber (2-116Ib, bombs) Bomber (2-depth bombs) Smokescreen Layer (80ga!.) Scout Overload (160ga!.)
GROSS WEIGHT LANDPLANE Scout (120ga!.) Bomber (2-116Ib, bombs)
12
6,205Ibs. 6,335Ibs.
---_.----"-~--_ .. _----------------------~-~~---~------
XS03C-1
RANGER
ENGINE
At right top, Ranger engine installation, right-hand side on the XS03C-1 with original exhaust stacks and cowl flaps. (National Archives) At right middle, XS03C-1 engine compartment from above on 29 December 1939. (National Archives) At right bottom, left-hand XS03C-1 engine compartment. (National Archives)
Rear Gun Camera 6lbs. Landplane Tow Target Fittings 4lbs. 4.5Ibs. Seaplane Tow Target Fittings 2.2Ibs. Float Light 1.8Ibs. Smoke Grenade 381bs. Anchor and Line 5.6Ibs. Alternate Gun Site 9lbs. Engine Tool Kit 12.6Ibs. Mk.43 Practice Bomb Rack 2.7Ibs. Practice bomb
POWER PLANT
The airplane was powered by a Ranger V-770 inverted "V" engine which was air-cooled. The V-770-6 was used on the S03C-1 & -2 models and the V-770-8 was used on the S03C-3 model. The supercharger was a single stage, single speed blower that required no attention. The propeller reduction ratio of the engine was 3:2. ENGINE RATING V-770-6 Take-off: 520b.h.p. @ 3,150 r.p.m. Normal: 450b.h.p. @ 3,000 r.p.m. V-770-8 Take-off: 550b.h.p. @ 3,300 r.p.m. Normal: 500b.h.p. @ 3,150 r.p.m.
CONSTANT SPEED PROPELLER
The Hamilton Standard Propeller was a two-blade, constant speed type. The S03C-1/2 had a diameter of 8 feet 10 inches and the S03C-3 had a diameter of 9 feet. PROPELLER BLADE SPECIFICATIONS Index Setting (base) High Pitch Stop Low Pitch Stop Low Pitch Stop (8'10" blade) Normal Operating Range Normal Operating Range (8' 10") Maximum Operating Range
26° 26° 11 ° 12° 15° 14° 15°
13
INSTALLATION
S03C-1 V-770-6 RANGER ENGINE INSTALLATION
Above, right-hand view of a V-770-6 engine in S03C-1 with revised cowl flaps installed on 6 April 1942. At left, exhaust stack detail, interior fuselage view on 17 December 1942. Below, left-hand view of engine installation in a S03C-1. At top right, original straight exhaust stacks on the S03C-1. Above right, production exhaust stacks looking aft. At right, front view of V-770-6 engine prior to installation on 6 April 1942. At right bottom, fuselage fuel tank. (National Archives)
14
S03C-2C/3
V-770-8
15
RANGER
ENGINE
S03C-2C
CARRIER ARRESTING
AND
CATAPULTING
GEAR
FLYING CHARACTERISTICS NORMAL HIGH SPEED LEVEL FLIGHT Maximum continuous r.p.m. was 3,150 with 39.5" of manifold pressure at sea level and 38" of manifold pressure at 8,000 feet, the aircraft's critical altitude. HIGH SPEED STALLS High speed stalls with the slats locked were abrupt and violent, but due to the high stick forces involved would not normally be encountered. With the exception of landings and rough water take-offs, slats were normally locked during all flight operations to improve rate-of-c1imb. CRUISING While cruising could be conducted at any engine power and r.p.m., ideally, cruising operations were to be conducted at 70% of normal rated power. At 70% power and below, the engine was to be operated in the AUTO LEAN setting. TAKE-OFF WATER The aircraft required an exceptionally long take-off run in water, and an alarming low rate of climb until the slats were closed and the flaps retracted. To improve the take-off characteristics, the pilot was directed to reduce gross weight, to not attempt take-off early, to take-off with slats locked, if not locked build up speed before closing slats, and by closing slats before flaps when used. LANDPLANE TAKE-OFF RUNS 5,965Ibs., Slats Locked, Flaps 20° Sea Level 1,340 feet 2,000 feet 1,440 feet 4,000 feet 1,540 feet 6,000 feet 1,660 feet 8,000 feet 1,780 feet CATAPULTING For catapulting, use fuel from the fuselage tank, lock slats, and lower flaps to a maximum of 40°. LANDING Landplane, slats unlocked, flaps lowered 30° to 50° Seaplane rough water landings were made with flaps fully lowered 50° and slats unlocked. Carrier landings were to be made with a maximum of 30° flaps.
CURTI~S
SoJ
c.-2-
At top, catapulting holdback gear was installed in the wheel fairing. Above middle, tail hook retracted. At left, tail hook extended. (National Archives)
AARESTlIfG GCAR
E1r.T£WD5:D (;,8 6243 LV .2'11-42
16
S03C-2C CARRIER TRIALS, USS ALTAMAHA (CVE-18), 22 JUNE 1943
I CARRIER
TYPE TAIL WHEEL
I
Above, a S03C-2C catches a wire during the first carrier trials on 22 June 1943 on board CVE-18. (USN via Hal Andrews) Below, the S03C-2C deck launches off the USS Altamaha. (USN via Hal Andrews) At left, the S03C-2C carrier tail wheel was different than the standard SeagulllSeamew tail wheel. (National Archives)
.. Below, forward and aft views of the S03C-2C aboard CVE-18 on 22 June 1943. With its wings folded, the aircraft's footprint was small enough .to fit between the elevator and the island on a CVE. Instead of using wing fold braces, the deck crew tied the wings together with a rope. (National Archives)
17
XS03C-1
PILOT'S
INSTRUMENT PANEL
Below, the XS03C-1 instrument panel as seen on 29 December 1939 was very busy in comparison to production aircraft. At right top, pilot's cockpit right side was zinc chromate. At right bottom, left hand side held the flight controls.
18
X03C-1
X03C-1
PILOT'S COCKPIT RIGHTHAND SIDE
PILOT'S COCKPIT
19
LEFTHAND SIDE
S03C-1
PILOT'S INSTRUMENT PANEL 2
At left and above, S03C-1 pilot's instrument panel was virtually unchanged in the -2 and -3 versions. (National Archives) Below, fixed .30 cal. gun installation in a S03C-1. Installation was identical in all versions of the Seamew. The wheel at right opens and closes the canopy. (National Archives)
20
I AIRSPEED 2 BANK a TURN 3 RATE OF CLIMB 4 ALTIMETER 5 ENGINE-GAGE UNIT 6 CYLINDER TEMP. GAGE 7 FREE AIR TEMP 8 CLOCK 9 OIL PRESS. AUTO PILOT 10 FUEL QUANTITY II ENGINE OPERATIONS TABLE 12 PILOTS CHECK-OFF LIST 13 TACHOMETER 14 MAN IFOLD PRESS 15 COMPASS MKVIII 16 BANK a CLIMB GYRO 17 DIRECTIONAL GYRO 18 CHART BOARD MKII
S03C-2
S03C-2C/3
PILOT'S COCKPIT LEFTHAND SIDE
PILOT'S COCKPIT
21
RIGHTHAND
SIDE
L CABIN CONTROL CRANK 2. MICROPHONE Above left, righthand pilot's console. Above, lefthand pilot's console. (National Archives) 3. FLUORESCENT LIGHT 4. ENGINE COWL FLAPS CONTROL .-----, ...---, LEVER
TER
5.~~T~ 6. STEP LOCK 7. SWITCH BOX
8.
IFF CONTROL BOX BRAQ<ET 9 PARACHUTE FLARE RELEASE 10 MESSAGE CARRIER CCNTROL CRANK II. IFF CABLES 12. DISTRIBUTION PANEL SWITCH
13. STARTER SWITCH 14. HANDUNG LINE TENSION f'U..LEY
I. FLUORESCENT a INCANDESCENT 2.PROPELLER GOVERNOR 3. THROTTLE 4. MICROPHONE BUTTON 5. MIXTURE CONTROL LEVER 6 • WOBBLE PUMP HANDLE
12. RUDDER TRIM TAB CONTROL 13. RUDDER TAB INDICATOR 14. ELEVATOR TRIM TAB CONTROL 15. ELEVATOR TAB INDICATOR 16. AUXILIARY HYDRAULIC PUMP 17. IGNITION
7. BOMB CONTROL QUADRANT
lB. SLAT LOCK CONTROL HANDLE 19. WATER RUDDER AND TAIL WHEE LOCKING HANDLE 20. ARRESTING GEAR CONTROL
8. FLAP ANGLE INDICATOR
9. FUEL SELECTOR VALVE 10. AILERON TRIM TAB INDICATOR II AILERON TRIM TAB CONTROL _. _
22
RADIO
INSTALLATION,
AFT COCKPIT
LOOKING
FORWARD
============
14
S03C-2C/3 RADIO INSTALLATION I 2 3 4 5 ~
7 8 9 10
DRIFT SIGHT STOWA.GE ALTIMETER DIRECTION FINDER LOOP CLOCK TRANSMITTER KEY SWITCH BOX DIRECTION FINDER TRANSMITTE R WOBBLE PUMP LEVER ANTENNA REEL
II ANTENNA REEL KNOB 12 RECIEVER 13 MESSAGE CARRIER 14 ANTENNA LOA DING UNIT 15 DRIFT SIGHT BRACKET STOWAGE
S03C-1
23
AFT COCKPIT FLEXIBLE
GUN
INSTALLATION I GUN RING 2 GUNNERS SEAT 3 SEAT TO CARRIAG E LOCKING PLUNGER 4 SEAT ROTATION LOCKING PLUNGER 5 SAFETYBELT 6 GUN CARRIAGE 7 GUN MOUNTING YOKE 8 BULLET RESISTANT SIGHTING GLASS 9 GUN CHARGING HANDLE 10 MAGAZINE I' GUN YOKE RELEASE 12 SEAPLANE WING TIEBACK FITTING
13 EJECTED CASE COOTAINER 14 CLEANOUT DOOR (CASES) 15 TURTLEBACK RELEASE LEVER 16 TURTLEBACK LATCH
Above and below, the observer's gun in the stowed position. When stowed, the protective armor plate was in the folded position. At right bottom, the turtledeck aft of the gunner folded down to provide the gunner with a better field of fire.
"""
24
DEDICATION SHIP, S03C-1 NUMBER ONE, BuNo 4730, 3 DECEMBER 1941
Curtiss-Wright's Columbus, Ohio, aircraft factory was dedicated on 4 December 1941. The first production S03C-1 was one of the dedication aircraft. The aircraft was finished for display without the upturned wing tips, but was fitted with the wider ailerons designed for those wing tips. The above photo illustrates the limited field of fire that the rear gunner had when the rear turtledeck was not lowered. Note that the national insignia is absent from the upper right wing. (Curtiss via Hal Andrews)
26
Above, the national insignia is missing from the lower left wing. The propeller was 1/2 natural metal & 1/2 black. Wing bomb racks and the .30 cal. nose gun were installed. (Curtiss via Hal Andrews) At left, the dedication ship from behind and above. Note the distinctive shape of the horizontal tail that was peculiar to the S03C-1. Later models were fitted with squared off tail. This view shows the off-set vertical fin and dorsal extension. The radio antennae mast is offset to the left by at least 20°. The national insignia was not applied to the right wing for the dedication. (Curtiss .via Hal Andrews) At right, anchor compartment was located on the upper left wing adjacent to the fuselage. (National Archives) Below, spin chute installed on 4730 on 14 April 1942. Note how the cables run through the turtledeck hinge. (Curtiss via Hal Andrews)
27
·~
J
Above, the first S03C-1, 4730, in early war markings with red and white rudder stripes. The small fuselage roundels that were used for the plant dedication were replaced by larger ones seen here. (Curtiss via Hal Andrews) Below, the completed aircraft test line at Columbus. The S03Cs were delivered to the Navy complete with wing bomb racks. (Curtiss via Hal Andrews)
, ~.
.
28
COLUMBUS
FLIGHT TEST I DELIVERY LINE
All photos are early 1942. The observer compartment swivel machine gun was not installed. (Curtiss via Hal Andrews)
29
DE
\
31
Above and below, S03C-1 with wing bombs installed. (Curtiss via Hal Andrews) At left, centerline bomb rack on S03C-2. (National Archives) Bottom, S03C-1 sans spinner. Compare with photo above. (Curtiss via Hal Andrews)
32
Above, S03C-1 BuNo 4872 on a factory test flight was from the second batch of -1s. The aircraft was fitted with a carrier style tail wheel. The observer's machine gun and the propeller spinner were not installed. Note the national insignia's red center has been removed. (Curtiss via Hal Andrews) Below, S03C-2 being pushed out the factory doors after completion. (Curtiss via Hal Andrews) The aircraft came off the assembly line painted blue-gray and light gray.
33
S03C-2
VERSION
Externally there was little difference between the -1 and the -2. The main differences were internal. The S03C-2 had a 520 hp engine and a 24-volt electrical system. Note external fuselage stiffeners above the landing gear. (National Archives)
."...-
34
S03C-2C
CARRIER
CAPABLE
Factory test flight of BuNo 4914. The S03C-2C version was fitted with carrier arresting and alighting gear (see page 16). All -2, -2C, and -3 versions of the S03C had antennaes installed under each outer wing. In many Navy photos of the period, the censors painted out these antennae for security reasons. Curtiss wrote the BuNo on the forward fuselage in yellow chalk. (Curtiss via Hal Andrews)
35
SEAMEW
9£
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38
Above, silhouette view of the S03C-3. (Curtiss via Hal Andrews) Below, sixteen S03C-3s in outdoor storage within a field of SB2C Helldivers on 20 September 1943. (via San Diego Aerospace Museum)
39
OPERATIONAL USAGE
Carrier based S03Cs were rare in the U.S. Navy. These three photos show a carrier based S03C-2C scout plane conducting flight operations in 1943. The aircraft carries a side number of 32 painted in large white numbers just forward of the fuselage national insignia. Spinner is believed to be red. Note that the aft canopy is in the closed position contrary to normal carrier doctrine. Take-offs and landings were unsafe with the aft hatch open, as the aircraft did not have enough power to overcome the disruption of airflow and loss of stability caused by the open hatch. (National Archives)
40
Above, S03C-2 in flight over the ocean. The Seamew was frequently operated without its spinner as seen here. Note the absence of observer and of the observer's gun. (USN via Hal Andrews) Below, S03C-2 from above. This view shows the purposely off-center vertical fin and dorsal extension above the aft canopy. (National Archives)
41
FLOATPLANE
Above and below, an early S03C-1 on patrol in October 1942. The observer's gun was not fitted nor was the aircraft's spinner. (USN)
OPERATIONS
Upper right, underside of the recovery sled being lowered over the side. Upper far right, upper side of the recovery sled. (National Archives) Lower right, S03C-2 from Scout Observation Service Unit 2, NAS Norfolk. Rescue raft was dropped by blimp K-89 on 5 October 1943. (National Archives)
42
SHIP
TOWED
RECOVERY SLED
43
CRUISER - BASED OPERATIONS:
USS
DENVER
(ClS8)
Above, two S03C-1 s mounted on the USS Denver's catapults on 1 January 1943. At left, one of four known S03C-1 s that were assigned to Cl58 being hoisted into position on the catapult. The four were BuNos 4804, 4857, 4861, and 4866. At right top, Seagull / Seamew is positioned over the catapult after recovery. At right, good view of the aircraft hanging from the ship's crane in January 1943. The propeller spinner is believed to be black. Note the flaps are still in their full down position. The national insignia was located under both wings. (USN)
44
45
At left, an S03C-1 taxis onto the recovery sled of the USS Denver ClS8 in December 1942. Note that the catapult is swung out and the recovery line runs from the end of the catapult. (National Archives) Below, with the engine shut down and the aircraft riding on the sled, the pilot and observer attempt to hook the crane's cable to the S03C-1. (National Archives)
At right, on 24 January 1943 the USS Denver lost two of its S03C1s. Official reports state that BuNo 4804 crashed and sank. later that same day, BuNo 4861 crash landed at sea five minutes after a catapult shot. 4861 was reported as being sunk by gunfire. It is not known which aircraft is shown here; in all probability this was 4861. It was probably recovered, stripped of useful equipment, then put over the side and sunk by gunfire. Note that the observer's machine gun was installed on this flight. (National Archives)
46
Above, December 1942 mishap while attempting recovery aboard the USS Denver. The tangled lines have severed the radio antennae wire and wrapped itself around the stopped prop. (National Archives) At left, an S03C-1 is lowered over the side of an unknown cruiser in preparation for a water takeoff. Note that the radio antennae mast was lowered to the left so that the antennae wire would not interfere with the lifting gear. (USN) At right top, an S03C-2 Seamew at the end of its catapult stroke leaves the USS Boston (CA-69) in late 1943. (National Archives) At right, Captain's inspection on the USS Biloxi (CL-aO) with S03C "War Junk" on the left. (National Archives)
48
49
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