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TECHNICAL SPECIFICATIONS (OJ-2 FLOATPLANE) Type: Two- place lightweight observation floatplane.

Manufacturer: Berliner- Joyce Co., Baltimore, Maryland. Total produced: 40 (USN, USMC)

Powerplant: One 400-hp Pratt & Whitney R-985-88 Wasp Junior 9- cylinder air- cooled radial engine driving a two- bladed, fixed- pitch metal propeller.

Armament: One fixed forward- firing .30-cal. machine gun and one flexible .30-caliber machine gun in the rear cockpit

Performance: Max. speed 149 mph at s.1.; ceiling 13,500 ft.; range 679 mi.

Weights: 2,520 lbs. empty, 3,851 lbs. loaded.

Dimensions: span 33 ft. 8 in., length 29 ft. 1 in., wing area 284 sq. ft. One of the more successful designs of the short- lived Berliner- Joyce Co., BuAer ordered the XOJ-1 on June 28, 1929, to fulfill the same “lightweight” observation floatplane require- ment as the rival Keystone XOK-1 and Vought XO4U-1. While

built to BuAer Design No. 86 like the XOK-1, the XOJ-1 differed in having a fabric- covered, metal- framed fuselage and tailplane. After being tested at NAS Anacostia in May 1931 (date of first flight not known), the XOJ-1 was returned to the factory for installation of a full- span “Zap” flap system on the upper and lower wings which was designed to provide more lift with less specific wing area. Following new trials conducted in 1932, BuAer deemed the flap system to be unsatisfactory, but awarded Berliner- Joyce a contract to produce 39 production aircraft lacking the flap system as the OJ-2.

As OJ-2s reached the fleet during 1933, they began serving in two- plane detachments of VS-5B and VS-6B aboard the ten

Omaha class light cruisers that had been retrofitted with cata-

pults. One OJ-2 modified in early 1934 with an NACA- type cowling and canopy enclosure was redelivered to NAS Ana- costia for trials as the XOJ-3, but after a crash, was rebuilt and returned to service as an OJ-2. The active service life of OJ-2s was brief, and the type had been completely replaced by newer Curtiss SOC-1s by mid–1936. After that, 35 OJ-2s continued to operate with various Navy and Marine reserve units as train- ers until the final examples were scrapped in 1941.

Berliner-Joyce OJ-2

Top: One of 39 OJ-2s delivered in 1933. They served in two-plane

detachments aboard Omaha class light cruisers until replaced by Curtiss SOC-1s during 1935 and 1936. Bottom: After being replaced aboard light cruisers, most OJ-2s were converted to wheels and transferred to reserve units. Final examples with- drawn in 1941.

Vought O4U—1931

TECHNICAL SPECIFICATIONS (XO4U-1 RIGGED WITH WHEELS) Type: Two- place lightweight observation

floatplane.

Manufacturer: Chance Vought Division of United Aircraft, Inc., East Hartford, Connecticut.

Total produced: 1 (USN)

Powerplant: One 500-hp Pratt & Whitney R-1340D Wasp 9-cylinder air- cooled radial engine driving a two- bladed, fixed- pitch metal propeller.

Armament: One fixed forward- firing .30- cal. machine gun and one flexible .30- caliber machine gun in the rear cock- pit.

Performance: Max. speed 143 at s.1.; ceiling 21,200 ft.; range 539 mi.

Weights: 2,178 lbs. empty, 3,696 lbs. loaded.

Dimensions: Span 37 ft., length 27 ft. 9 in., wing area 335 sq. ft.

Ordered in May 1930 as the third type of “lightweight” ob- servation to be considered as a candidate along with the Key- stone XOK-1 and Berliner- Joyce XOJ-1, the Vought XO4U-1 was completed to a somewhat different specification. The design was characterized by a deep, metal- clad fuselage, a swept upper wing mated to the top of the fuselage, and a rounded tailplane. When the aircraft crashed right after its maiden flight on February 28, 1931, BuAer discontinued devel- opment. The XO4U-2 (see above), though flown in June 1932 under the same Bureau Number, was actually an O3U-3 air- frame fitted with an R-1535 Twin Wasp Junior engine.

Loening (Keystone) SL—1931

TECHNICAL SPECIFICATIONS (XSL-1) Type: One- place submarine scout.

Manufacturer: Loening Aeronautical Div. of Keystone Aircraft Corp. (a subsidiary of Curtiss- Wright), East River, New York. Total produced: 1 (USN)

Powerplant: One 110-hp Warner Scarab 7-cylinder air- cooled radial engine driving a two- bladed fixed- pitch metal propeller. Performance: Max. speed 101 mph; ceiling 13,000 ft.; range (not re-

ported).

Weights: 1,114 lbs. empty, 1,512 lbs. loaded.

Dimensions: Span 31 ft., length 27 ft. 2 in., wing area 148 sq. ft. The Loening SL was the last type of aircraft used in a series of Navy experiments, conducted intermittently from 1923 to 1933, to develop a small seaplane scout that could be deployed from a submarine. The aircraft had to be designed so that it could easily be dismantled and stowed in a watertight, eight- foot- diameter tube carried on the deck of the submarine. The earliest experiments had been carried out with diminutive float- equipped biplanes (e.g., Cox- Klemin XS-1 and -2, Martin MS-1) and actual submarine trials conducted in 1926, but these small aircraft were deemed unsatisfactory. Four years later, Vought XO4U-1

The XO4U-1 seen at Vought’s plant after its first flight in February 1931. Note deep fuselage and shoulder-mounted upper wing. The prototype crashed soon after this picture and development was discontinued.

BuAer decided to reinstate the idea with a small monoplane flying boat, and in June 1930, awarded Loening a contract to con- struct a single prototype as the XSL-1. The design emerged with a semi- cantilevered monoplane wing which attached to the top of a single- step metal boat hull. The Warner engine, mounted on struts in a pusher configuration, featured a ring cowl and a small bullet- shaped nacelle. Stowage in the deck tube was accomplished by sim- ply detaching the wings and stabilizing floats. The prototype, date of first flight unknown, was delivered to NAS Anacostia for trials February 1931. When testing re- vealed the XSL-1 to be underpowered with the Warner engine, it was returned to the factory for installation of a 160-hp Me - nasco B-6 and a more streamlined engine mount. The revised aircraft, re- designated

XSL-2, resumed testing at Anacostia in early 1933, but these trials indicated only a nominal improvement in performance. Soon afterward, the Navy abandoned the entire program when the XSL-2 suffered serious damage during exercises with a sub- marine.

Pitcairn OP—1931

TECHNICAL SPECIFICATIONS (XOP-1) Type: Two- place observation autogyro.

Manufacturer: Pitcairn- Cierva Autogyro Co., Willow Grove, Penn- sylvania.

Total produced: 3 (USN, USMC)

Powerplant: One 300-hp Wright R-975 Whirlwind 9-cylinder air- cooled radial engine driving a two- bladed fixed- pitch metal pro- peller.

Performance: Max. speed 123 mph; ceiling 16,400 ft.; range (not re- ported).

Weights: 2,250 lbs. empty, 2,807 lbs. loaded.

Dimensions: Rotor diameter 45 ft. 0 in., length 23 ft. 1 in.

The XSL-1, shown in its original configuration in 1931, was underpowered with the Warner engine. The Navy abandoned the program in 1933 after the modified XSL-2 was damaged during exercises with a submarine.

Loening XSL-2

The XOP-1, the first of three Pitcairn PCA-2 autogyros evaluated by the Navy for the observation role starting in 1931. Landing trials were conducted aboard Langley in the fall of 1931.

In 1931 the Navy acquired three Pitcairn autogyros for eval- uation purposes under the designation XOP-1. All three were essentially similar to the civil model PCA-2 having 30-foot monoplane wings with upturned tips and a freewheeling rotor mounted on struts. Both the airframe and rotor consisted of metal structures covered in fabric. The type commenced official trials aboard the Langley in the fall of 1931 but was apparently never employed operationally. One XOP-1 was transferred to the Marines in 1933, where it served with VJ-6M in Nicaragua for less than a year. Another XOP-1 was re- designated and pre- sumably test flown as the XOP-2 in 1936 when it was modified by removing the wings, installing a new 50-foot rotor, and adding a full- chord cowling. All three were withdrawn from service sometime in 1937.

Douglas O-38—1931

TECHNICAL SPECIFICATIONS (O-38C) Type: Two place observation landplane.

Manufacturer: Douglas Aircraft Corp., Santa Monica, California. Total produced : 1 (USCG)

Powerplant: One 525-hp Pratt & Whitney R-1690-7 Hornet 9-cylinder

Pitcairn XOP-1

Douglas O-38C

The single Douglas O-38C, a standard Army observation type, purchased by the Coast Guard in 1931, apparently for training purposes.It was withdrawn in 1934 after being damaged beyond repair.

air- cooled radial engine driving a two- bladed fixed- pitch metal propeller.

Performance: Max. speed 147 mph at s.1.; ceiling 20,700 ft.; range 600 mi.

Weights: 3,050 lbs. empty, 4,350 lbs. loaded.

Dimensions: Span 40 ft., length 31 ft. 3 In., wing area 371 sq. ft. (est.). The Douglas O-38, a standard Army observation type pro- duced in several variants between 1931 and 1934, served with Air Corps and the National Guard until 1941. One unarmed ex- ample, originally procured in 1931 under an Army contract an O-38B, was fitted with dual controls and assigned to the Coast Guard the same year as the O-38C. The aircraft operated under call number V108 until mid–1934, when it was damaged beyond repair in an accident.

Bellanca SE—1932

TECHNICAL SPECIFICATIONS (XSE-2) Type: Three- place long- range scout.

Manufacturer: Bellanca Aircraft Corp., New Castle, Delaware. Total produced: 1 (USN)

Powerplant: One 650-hp Wright R-1510-98 Twin Whirlwind 14-cylinder air- cooled radial engine driving a two- bladed fixed- pitch metal propeller.

Armament: Two fixed forward- firing .30-cal. machine guns and one flexible .30-caliber machine gun in the rear cockpit.

Performance: Max. speed 173 mph at s.1.; ceiling 18,800 ft.; range 1,455 mi.

Weights: 3,570 lbs. empty, 6,042 lbs. loaded.

Dimensions: Span 49 ft. 9 in., length 29 ft. 8 in., wing area 411 sq. ft.

The XSE-1 was ordered by BuAer on October 19, 1931, to be evaluated as a carrier or land- based long- range scout. Its design concept, similar to Bellanca’s P-200 Airbus, was char- acterized by a high- wing that utilized large, airfoil- shaped lift and landing gear struts as auxiliary wing surfaces. To fulfill BuAer requirements for carrier stowage, the wings and lift struts were hinged to fold rearward along the fuselage. In its original configuration, the prototype was powered by a 650-hp Wright R-1820 Cyclone F and mounted an arrester hook forward of the tailwheel. The XSE-1 commenced initial factory flight- testing in December 1932 but was destroyed in a crash before it could be delivered to the Navy for scheduled trials. The second prototype, designated XSE-2, emerged in late 1934 with a twin- row Wright R-1510 engine, plus a redesigned rear fuselage, enlarged vertical tail surfaces, and a stronger tail hook positioned aft of the tailwheel. By this time, however, BuAer was making plans to procure a new generation of bomber (B) and scout bomber (SB) types to fulfill the scouting role (e.g., BG, SBU, and SBC) and Bellanca’s contract was terminated.

Loening (Keystone) O2L—1932

TECHNICAL SPECIFICATIONS (XO2L-1) Type: Three- place observation/utility amphibian.

Manufacturer: Loening Aeronautical Div. of Keystone Aircraft Corp. (a subsidiary of Curtiss- Wright), East River, New York. Total produced: 1 (USN)

Powerplant: One 450-hp Pratt & Whitney R-1340-4 Wasp 9-cylinder air- cooled radial engine driving a three- bladed fixed- pitch metal propeller.

Performance: Max. speed 132 mph, cruise 110 mph; ceiling 16,200 ft.; range 350 mi.

Weights: 2,742 lbs. empty, 4,053 lbs. loaded.

Dimensions: Span 37 ft. 0 in., length 29 ft. 10 in., wing area 348 sq. ft.

The O2L represented the ultimate evolution of the design series that had begun in 1925 with the Liberty- powered OL-1. Bellanca XSE-2

The modified second prototype, the XSE-2, running up at Ana- costia in 1934. The airfoil-shaped lift strut was characteristic of Bellanca’s high-wing designs. No production was ordered.

In 1931, while deliveries of the OL-9 were still underway, Loen- ing received a contract to design and build a substantially

revised prototype under the designation XO2L-1. Though shar- ing many similarities with the OL-9, including the Wasp pow- erplant, the XO2L-1 made extensive use of semi- monocoque construction techniques that improved streamlining of the fuse- lage and main pontoon; and a 30-percent decrease in weight allowed smaller wings supported by a single bay of struts. Di- rectional stability problems encountered soon after the proto- type’s first flight in early 1932 led to the addition of finlets on the horizontal stabilizers. But when performance and handling still fell below Navy expectations, the prototype was returned to the factory and subjected to modifications which included installation of a 550-hp R-1340D engine, lengthening the fuse- lage and pontoon three and a half feet, and enlarging the fin and rudder. Under the new designation XO2L-2, trials con - tinued into late 1932, but Navy officials judged that the small performance improvement over the OL-9 did not merit produc- tion. BuAer then turned to Grumman for a new amphibian, ul- timately resulting in the creation of JF/J2F Duck series.

Curtiss S2C—1932

TECHNICAL SPECIFICATIONS (XS2C-1) Type: Two- place landplane scout.

Manufacturer: Curtiss- Wright Corp., Curtiss Aeroplane Division, Buf- falo, New York.

Total produced: 1 (USN) Loening XO2L-2

The sole prototype at NAS Anacostia in 1932, re-designated XO2L-2 after installation of a larger fin and rudder. The plane was fleet tested aboard battleships with VO-1B but not placed in production.

Powerplant: One 650-hp Wright R-1510-28 Twin Whirlwind 14-cylinder air- cooled radial engine driving a three- bladed fixed- pitch metal propeller.

Armament: Four fixed .30-cal. machine guns, one flexible .30-cal. rear machine gun, and up to 464 lbs. of bombs carried on external racks.

Performance: Max. speed 186 mph at s.1.; ceiling 18,900 ft.; range 640 mi. (combat).

Weights: 3,677 lbs. empty, 5,180 lbs. loaded.

Dimensions: Span 44 ft., length 31 ft. 3 in., wing area 285 sq. ft. The XS2C-1 came as a direct development of the Curtiss YA-10, which itself was a radial- engine offshoot of the Army’s inline- powered A-8 Shrike of 1931. After specifying delivery with a Wright R-1510 twin- row engine, BuAer purchased the XS2C-1 from Curtiss in December 1932, apparently not for as- sessment as a potential operational aircraft, but to test and eval- uate the type’s innovative slot and flap system. In any case, the XS2C-1 was not suited for carriers operations due to the size of its non- folding, wire- braced wings and absence of arresting gear. The aircraft is known to have been tested at Anacostia during 1933, but its ultimate disposition was not reported.

Curtiss S3C (F10C)—1932

TECHNICAL SPECIFICATIONS (XS3C-1) Type: Two- place carrier scout.

Manufacturer: Curtiss- Wright Corp., Curtiss Aeroplane Division, Buf- falo, New York.

Total produced: 1 (USN)

Powerplant: One 620-hp Wright R-1820-E Cyclone 9-cylinder air- cooled radial engine driving a two- bladed fixed- pitch metal pro- peller.

Armament: Two fixed .30-cal. machine guns, one flexible .30-cal. ma- chine in the rear, an up to 500 lbs. of bombs carried on external racks.

Performance: Max. speed 178 mph at s.1.; ceiling 19,800 ft.; range 696 mi.

Weights: 3,387 lbs. empty, 4,959 lbs. loaded.

Dimensions: Span 32 ft., length 25 ft. 8 in., wing area 308 sq. ft. Initially designated XF10C-1, the Curtiss XS3C-1 was ba- sically an O2C-2 (see above) airframe which had been adapted to a new low- drag, cantilevered landing gear arrangement and A radial-engine derivative of the Army A-8, the XS2C-1 was tested in 1932 and 1933 to evaluate its innovative slot and flap system. It was never equipped with arresting gear.

Curtiss XS3C-1

Basically an improved O2C-1, the only prototype of the S3C, shown here at Anacostia in early 1932, was destroyed only weeks later when it lost its elevators during dive testing.

a reshaped fin and rudder. It flew from the Buffalo factory for the first time on January 29, 1932, then was delivered to NAS Anacostia for trials in early February. But only several weeks later, the XS3C- 1project came to an abrupt end when the sole ex- ample was destroyed after shedding its elevators in a dive.