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American Combat Planes of the 20th Century is an incredible reference for anyone who is interested in any American Combat Plane History. There are 758 pages and 1700 b/w photos in this substantial labor of love by Ray Wagner, who has been passionately researching and writing about aircraft for over 50 years. Whether you are already familiar with his past works, or just discovering this accomplished author for the first time... This is the book that you've been waiting for!

If you'd like to see the book's Table of Contents ... Click here. You can also browse the entire Index Section to get an idea of the extensive amount of information that is covered within this book.

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Army Pursuits the Biplane Period, 1920-1932

P-12's, & XP-925

Page 14

BOEING P-12D BOEING 218 (later XP-925)

In June 1931, an Army board met to consider the respective merits of the best fighters then on hand: the turbosupercharged XP-6D, the air-cooled P-12D and YP-20, and the liquid-cooled XP-22. The supercharger still seemed unready for squadron service, and the YP-20, while slightly superior in speed and climb to 5000 feet, was inferior to the P-12D in maneuverability and visibility. The XP-22 was the fastest up to 15,000 feet, but was less maneuverable than the Boeing fighters.

While the P-12 was the more acceptable pursuit, the board recommended purchase of 46 P-22s to further development of the liquid-cooled engine in pursuit airplanes, and for “the desirability of giving the Curtiss Company business.” Lt. Colonel Henry H. Arnold recommended a contract on July 10, 1931, for 46 Curtiss fighters at $12,211 each, but these aircraft were designated P-6E.

The contract was approved July 24, and by November 4, 1931, Curtiss had assembled a prototype XP-6E by installing the XP-22’s engine, nose, and landing gear on the YP-20’s airframe. A shallower fuselage, larger headrest, and tail wheel distinguished it from the XP-22. During January 1932 tests, this ship did 198 mph at sea level, but the 45 regular P-6E production ships delivered at Buffalo from December 1931 to March 1932 were less quick. Fifty gallons of fuel were contained behind the V-1570-23 engine with a three-blade Hamilton propeller, and a 50-gallon belly drop tank or two 116-pound bombs on wing racks could be added.

The first P-6E went to Wright Field, as was customary, and 44 went to Selfridge Field for the 17th and 94th Pursuit Squadrons. Famous at the time for their good-looking markings, the Curtiss Hawk was easy to fly, but was usually out-turned in mock dog-fights with the lighter P-12Es of the other 1st Pursuit Group squadron, the 27th. Seven P-6Es were lost from February 10 to June 2, 1932, by the 94th Squadron, but these accidents were due to collisions and weather, not the aircraft. BOEING P-12F BOEING P-12E

In March 1933 the XP-6E became the XP-6F when modified with a turbosupercharged V-1570-55, a cockpit canopy and open-sided wheel pants. Top speed of the XP-6F increased with altitude from 183 mph at sea level to 225 mph at 18,000 feet; but engine overheating prevented higher flights, and tests were discontinued on August 1, 1933.

A temporary installation of a V-1570-51 on a P-6E in August 1932 was represented by the XP-6G designation, but more significant was the XP-6H, the first Army multi-gun single-seater. Two .30-caliber synchronized guns, with 600 rpg, had been standard on pursuit ships since 1918, the only difference on the P-6E being that the guns were lowered from their usual position on the cowl, to fire through troughs below the exhaust stacks. But the need for more firepower was felt, and a P-lB with another pair of .30-caliber guns in the upper wing had been tested in December 1931.

Conversion of the first P-6E into a six-gun XP-6H, with an additional pair of .30-caliber guns in the upper wing with 600 rounds each, and one with 450 rounds in each lower wing, was approved on September 11, 1932, and completed at Wright Field in April 1933. Wing guns added too much weight for airframe safety and the project was discontinued.

BOEING XP-925A (Modified 218)

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