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Aviation History
1941
1941 - 0505.PDF
FLIGHT, February 2yth, 1941 a TWO R.A.F. PURSUIT SHIPS Some Notes and Particulars of the Curtiss Mohawk and —v Tomahawk Span '• Length I Height Mohawk - - - 37ft. - - - 28ft. - - - 9ft. 3£in. 9Jin. 3in. | 1,200 h.p. Wright Cyclone engine. Span . Length Height 1,100 h Tomahawk - - - 37ft. - - - 28ft. - " - - 10ft. .p. Allison engine. ^> 3j!nT 11 in. 8in. ALTHOUGH outward appearances are so different—the Mohawk's entry is as blunt as that of theTomahawk is sharp—the two machines have much in common. It can be said that the Tomahawk (Curtiss P.40) is a development of the Mohawk (Curtiss F.36A) and fitted with a liquid-cooled Vee 12 engine. The wing construction is the same in each case, being a stressed-skin multi-spar structure. In the Tomahawk, however, flush riveting has been employed to produce the few extra knots so eagerly sought after in wartime. Ailerons take up nearly one-half of the wing span, and split flaps occupy the remaining length of trailing edge. Unlike the English system of putting the landing lights in the leading edge, the Curtisses have theirs fitted under the port wing and operated by retraction gear. In both types the wing tips are easily detachable in case of damage, and the navigation lights are semi-inset in the upper and lower surfaces. The Tomahawk has flare chutes in each wing, a feature which does not occur on the Mohawk, but the latter has flush-fitting bomb racks to take a variety of bomb loads. These ks provide for ten chemical or fragmentation bombs of about 251b. each, or for six 5olb. high- explosive bombs. The Mohawk can also be fitted to take one TO Mohawks^m formation. The ports for the synchronisedelage guo£ can be seen on the top of the engine cowling. 5oolb. »H.E. on^an external rack under the fuselage. Ajrfrther similarity between the two types is found in j /tkfjrjhydraulic mechanism of the undercarriage retraction .:/ amd flap operation. Instead of having an engine-driven i-^pump, as is common in English systems, the Curtiss Company employ a fractional horse-power electric motor driven from a battery which is charged by an engine- driven dynamo. The motor drives an independent hydraulic pump and gives the pilot the advantage of being able to operate his undercarriage and flaps despite a dead engine. As a further safeguard a hand pump is also installed. Although this independent system may have some advantages, a major snag is the speed of operation. A Hurricane or Spitfire has its legs nicely tucked up 15 seconds after opening the throttle for take off, while either of the Curtisses will require something over 40 seconds. Hydraulic Operation The retractable undercarriage, including the tail wheel, is identical in the two machines. By a system of bevel gears and hydraulic rams the legs are lifted directly backwards and upwards. During the travel upwards the wheels make a full 90 deg. turn to fit flush into the wheel wells in the wings. All this seems rather un- necessary, becau. " there is still a knee joint projecting under the leading edge after employing all this complication. The landing gear weighs some 560 1b. The actual operation of the flaps and undercarriage is of some interest. The pilot makes his selection with a gear shift lever and then, at the appropriate moment, presses a button on the top of the joy stick to set the mechanism in motion. The detachable wing tip, semi-inset navigation light, retrac- ted landing light, flare chute,American-type pitot head and aileron of the Curtiss Toma-hawk. (Left) First aid outfit on the Tomahawk is behindthe door of a small luggage compartment. (Right) Con-trary to the usual practice of putting the horn balance ofthe elevator at the tip of the tail plane, the Tomahawk has it a few inches inboard. "Flight" photograph and sketches.
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