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Curtiss-Wright AT-9 Jeep

The Curtiss-Wright AT-9 Jeep: an American World War II twin-engine advanced trainer aircraft. Or, as some might prefer, a rather blunt instrument designed to filter out the faint of heart from the fledgling pilots destined for multi-engine combat.

"CW-25" redirects here. For the CW affiliate in South Bend, Indiana, see WCWW-LD.

AT-9 Jeep

AT-9A

General information

History

  • Manufactured 1941–1943
  • First flight 1941

The Curtiss-Wright AT-9 Jeep was an American twin-engined advanced trainer aircraft that saw significant, if somewhat challenging, service with the United States during World War II. Its primary, and rather specific, mission was to bridge the considerable gap—or perhaps, chasm—between the relatively forgiving nature of single-engined primary trainers and the brute force, complex demands of the new generation of twin-engined combat aircraft. With its low-wing cantilever monoplane configuration, a rather advanced (for its time) retractable landing gear system, and power provided by a pair of Lycoming R-680-9 radial engines, the AT-9 was a deliberate departure from simpler training platforms. It was designed to be a handful, and it delivered on that promise with an almost malicious glee, ensuring that only the most adaptable pilots would progress to the war's more formidable machines.

Development

Curtiss-Wright, with a foresight that bordered on prescience, or perhaps just a keen eye for impending chaos, accurately anticipated the urgent requirement for this particular breed of "high-performance" transitional aircraft. They embarked on the design of what would become the Curtiss-Wright CW-25, a twin-engined trainer specifically engineered to possess the takeoff and landing characteristics of a light bomber. This wasn't merely about familiarization; it was about immersion in the harsh realities of wartime aviation. The underlying design philosophy aimed to replicate, as closely as possible, the demanding flight dynamics that pilots would encounter in front-line multi-engined aircraft.

The CW-25 shared a basic design lineage with the somewhat larger, though arguably less infamous, Cessna AT-17 Bobcat. However, the new CW-25 was crafted with a more compact layout, strategically grouping its two Lycoming R-680-9 radial engines forward on the wings. This configuration, combined with a retractable tailwheel landing gear, was crucial in achieving the necessary performance parameters to meet the stringent requirements of an advanced trainer. The goal was not comfort or ease, but a rigorous simulation of the multi-engined operational environment. The single CW-25 prototype acquired for evaluation featured a welded steel-tube fuselage structure, a robust but relatively traditional approach for its time. The wings, fuselage, and tail unit of this prototype were all fabric-covered, a method that would see some evolution in the subsequent production models. This initial design choice, while practical for a prototype, hinted at the rapid advancements in aircraft construction that were simultaneously unfolding. [1]

Operational history

The inaugural flight of the prototype Model 25 occurred in 1941, a year that would irrevocably alter the course of global events. Following successful, if perhaps harrowing, evaluations, the production version of this demanding trainer aircraft formally entered service as the AT-9 in 1942. Curtiss-Wright itself attempted to christen the aircraft with the rather poetic name "Fledgling," a moniker that, given the aircraft's temperament, felt deeply ironic. Predictably, the pragmatic and often blunt pilots of the United States Army Air Forces (USAAF) quickly adopted a more fitting, if less elegant, designation: the "Jeep." [2] This nickname, shared with the equally robust and utilitarian ground vehicle, implicitly acknowledged the aircraft's tough, no-nonsense nature and its ability to get the job done, albeit with a certain lack of finesse.

While the prototype CW-25 had utilized a fabric-covered steel tube fuselage and similarly fabric-covered wings and tail units, the production AT-9s marked a significant step forward in construction. These operational variants transitioned to a stressed metal skin construction. [1] This change offered increased rigidity, durability, and a smoother aerodynamic profile, essential for an aircraft designed to put aspiring pilots through their paces with high-performance characteristics.

The defining characteristic, and indeed the entire raison d'être, of the AT-9 was its deliberate instability. It was, by all accounts, purposely designed to be less stable than its contemporaries, a trait that made it notoriously difficult to fly and, perhaps even more so, to land. This wasn't a design flaw; it was a feature. This inherent "difficulty" was precisely what made it exceptionally suitable for its role: to teach new pilots how to contend with the demanding, often unforgiving, flight characteristics of a new generation of high-performance, multi-engined combat aircraft. Think of it as a brutal but effective preparatory course for machines like the notoriously challenging Martin B-26 Marauder—a bomber that earned the nickname "Widowmaker" in its early days—and the sleek, twin-boomed, high-performance Lockheed P-38 Lightning fighter. The AT-9 forced pilots to develop superior coordination, quick reflexes, and an acute understanding of multi-engine management, skills that were absolutely non-negotiable for survival in the skies over Europe and the Pacific. [1]

A total of 491 AT-9s were initially constructed before the first production run concluded. Recognizing the continued need for this specialized trainer, a new production run of 300 aircraft, designated the AT-9A, commenced. These variants were generally similar, maintaining the core design philosophy. [1]

Due to its rather "character-building" flying characteristics – or, more accurately, its outright hostility to inexperienced hands – the AT-9 was conspicuously not offered for sale to civilians after the war. It seems the market for aircraft that actively tried to humble their pilots was, unsurprisingly, rather limited outside of military necessity. However, its value as a teaching tool persisted, and many non-flying examples of the AT-9 were generously donated to ground schools across the nation for maintenance and systems training purposes, where they could continue to intimidate without the risk of actual flight. [ citation needed ]

Variants

  • CW-25: This was the initial prototype aircraft. It featured a welded steel-tube fuselage structure, which was then covered with fabric, as were its wings and tail surfaces. This represented the foundational design from which the production models evolved.
  • AT-9: The primary production aircraft. This variant saw a significant shift in construction, moving from fabric covering to a more robust stressed-skin covering across its airframe. It was powered by two Lycoming R-680-9 radial engines, each delivering 295 horsepower. A total of 491 units of this initial production model were built.
  • AT-9A: An improved variant of the AT-9. The AT-9A maintained the general design but incorporated two more powerful Lycoming R-680-11 radial engines. Additionally, it featured a revised hydraulic system, likely to enhance reliability or performance of the retractable landing gear and other hydraulic components. Production of the AT-9A accounted for 300 units, bringing the total production run of the AT-9 series to 792 aircraft before manufacturing ceased in February 1943.

Operators

 United States

Surviving aircraft

Despite its relatively high production numbers and crucial role, the challenging nature and specialized design of the AT-9 meant few survived the post-war culling. Those that remain are testaments to dedicated preservation efforts.

  • 41-12150 – An AT-9 that is currently on static display at the venerable National Museum of the United States Air Force in Dayton, Ohio. Its journey to display was not a simple one, requiring extensive restoration. The museum staff embarked on a painstaking process, meticulously incorporating components from two incomplete airframes to create a single, coherent example. Furthermore, numerous parts had to be fabricated from scratch on-site, a testament to the rarity of original components and the dedication required to bring this difficult trainer back to a display-worthy condition. [3]
  • 42-56882 – Another AT-9, this one held in storage at the Pima Air & Space Museum in Tucson, Arizona. [4] This particular aircraft was recovered from a crash site in 1993, a recovery effort that likely involved considerable logistical challenges given the remote or difficult locations such crash sites often entail. Following its recovery, it was transferred to the museum for what was anticipated to be a comprehensive restoration. [5] [6] [7] However, as of current reports, the aircraft remains incomplete, presenting a formidable and extensive restoration project for the museum, highlighting the significant resources and time required to return such a rare and complex artifact to its former glory for public display. [ citation needed ]

Specifications (AT-9)

A 3-view line drawing of the Curtiss-Wright AT-9A provides a clear visual representation of its compact yet purposeful design.

Data from Curtiss Aircraft 1907–1947 [8]

General characteristics

  • Crew: 2 (a pilot and an instructor, both presumably with nerves of steel)
  • Length: 31 ft 8 in (9.65 m) — a relatively compact airframe for a twin-engine machine, contributing to its "lively" handling.
  • Wingspan: 40 ft 4 in (12.29 m)
  • Height: 9 ft 10 in (3.00 m)
  • Wing area: 233 sq ft (21.6 m2)
  • Airfoil: root: NACA 23015.9; tip: NACA 4410 [9] — specific aerodynamic profiles chosen to achieve its intended, less-than-stable flight characteristics.
  • Empty weight: 4,494 lb (2,038 kg)
  • Gross weight: 6,060 lb (2,749 kg)
  • Powerplant: 2 × Lycoming R-680-9 radial engines, each producing 295 hp (220 kW) — sufficient power to ensure it wasn't just difficult, but also capable of simulating the speeds of more powerful combat aircraft.
  • Propellers: 2-bladed propellers

Performance

  • Maximum speed: 197 mph (317 km/h, 171 kn) — a respectable speed for a trainer, allowing for realistic engagement in simulated combat scenarios.
  • Cruise speed: 175 mph (282 km/h, 152 kn)
  • Range: 750 mi (1,210 km, 650 nmi)
  • Service ceiling: 19,000 ft (5,800 m) — high enough to introduce pilots to the challenges of operating at altitude, including thinner air and colder temperatures, without requiring supplemental oxygen systems typically found in combat aircraft at higher altitudes.
  • Time to altitude: 10,000 ft (3,000 m) in 8 minutes 36 seconds — demonstrating a reasonable climb rate for its intended training role.

See also

Aircraft of comparable role, configuration, and era

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