Curtiss-Wright

Curtiss-Wright Corporation
Company type	Public
Industry	Aerospace, Defense, Industrial
Predecessor	Curtiss Aeroplane and Motor Company, Wright Aeronautical, and other associated suppliers
Founded	July 5, 1929; 97 years ago
Headquarters	Davidson, North Carolina, United States
Area served	Worldwide
Key people	Guy Vaughan (president 1935)
Products	Aircraft components (actuators, flight control systems, valves), surface-treatment solutions, parts for commercial and naval nuclear power plants, industrial vehicles, oil and natural gas equipment
Number of employees	180,000 (WWII peak) (1940s)
Website	www.curtisswright.com

The Curtiss-Wright Corporation is a U.S.-based manufacturer and service provider, with its main offices located in Davidson, North Carolina. It operates both within the United States and internationally. The company was formed in 1929 by merging Curtiss, Wright, and several associated suppliers, becoming the largest aviation enterprise in the United States. During World War II, Curtiss-Wright produced more than 142,000 aircraft engines for military use.

Although it no longer produces entire aircraft, Curtiss-Wright focuses on manufacturing components such as actuators, flight control systems, and valves, as well as providing surface-treatment solutions. Its offerings cater to sectors including commercial aerospace, defense, industrial, and energy. Additionally, the corporation supplies parts utilized in commercial and naval nuclear power plants, industrial vehicles, and equipment for the oil and natural gas industries.

Formation and Growth

Curtiss-Wright was created on July 5, 1929, through the consolidation of twelve companies connected to the Curtiss Aeroplane and Motor Company based in Buffalo, New York, and Wright Aeronautical from Dayton, Ohio. With headquarters established in Buffalo, the new entity launched with $75 million in capital, positioning itself as the largest aviation company in the United States at that time.

Merged Entities	Ownership
Wright Aeronautical Corp	Hoyt
Curtiss Aeroplane & Motor Co	Keys
Curtiss Airports Corp.	Keys
Curtiss Flying Service	Keys
Curtiss Aeroplane Export Co.	Keys
Curtiss-Caproni Corp.	Keys
Curtiss-Robertson Airplane Mfg. Co.	Keys
New York Air Terminals	Hoyt
N.Y. & Suburban Airlines	Hoyt
Keystone Aircraft Corp	Hoyt

By September 1929, Curtiss-Wright further expanded its operations by acquiring Moth Aircraft Corporation, recognized for producing licensed de Havilland Moth aircraft, along with Travel Air Manufacturing Company.

Business Segments

The corporation was structured into three principal divisions: Curtiss-Wright Airplane Division (responsible for airframe production), Wright Aeronautical Corporation (focused on aircraft engines), and Curtiss-Wright Propeller Division (specializing in propeller manufacturing). Following the merger, most engines were marketed under the Wright brand name, whereas aircraft designs maintained either Curtiss or Curtiss-Wright branding depending on their origin. This approach supported a broad product range aligned with their strategic business objectives.

Before World War II

In the 1930s, Curtiss-Wright concentrated on the design and manufacture of aircraft serving military, commercial, and private sectors. The Wright engine division, with its established connections to the U.S. military, played a crucial role in helping the company endure the Great Depression. Guy Vaughan took over as president in 1935. By 1937, Curtiss-Wright had developed the P-36 fighter plane, which secured the largest peacetime contract from the Army Air Corps and expanded its international sales, including early deployment during World War II.

War production

Throughout World War II, Curtiss-Wright manufactured 142,840 aircraft engines, 146,468 electric propellers, and 29,269 airplanes. Employing a workforce of 180,000, it ranked second only to General Motors in U.S. wartime production contracts.

Among its principal products were nearly 14,000 P-40 fighters—renowned for their association with Claire Chennault's Flying Tigers in China—more than 3,000 C-46 Commando transport planes, and upwards of 7,000 SB2C Helldivers. The P-40 was primarily assembled at Buffalo, New York, where additional factories were established during the war alongside new plants in Columbus, Ohio; St. Louis, Missouri; and Louisville, Kentucky. Engine and propeller manufacturing occurred in New Jersey, Pennsylvania, and Ohio.

In 1942, the government assigned Curtiss-Wright a defense factory in Louisville to produce the C-76 Caravan cargo aircraft, which was largely constructed from wood due to wartime material constraints. However, after encountering production difficulties and with aluminum supplies improving, mass production of the C-76 was discontinued.

The Louisville facility then transitioned to manufacturing C-46 Commandos, delivering 438 units to supplement about 2,500 produced in Buffalo. Equipped with powerful radial engines, the C-46 was capable of high-altitude flights essential for missions in the China-Burma-India Theater.

This expansion during wartime considerably increased Curtiss-Wright’s market presence and reinforced its leadership in military aviation manufacturing.

Defective engines sold to U.S. military in World War II

Between 1941 and 1943, Curtiss Aeronautical’s Lockland plant in Ohio produced aircraft engines under contracts for the U.S. Army Air Forces. Pressure from Wright management at Lockland to meet high production targets led to a substantial number of engines failing inspection criteria. Nonetheless, these defective engines were approved by inspectors and installed in military aircraft. Subsequent investigations uncovered that Wright executives colluded with civilian consultants and Army inspectors to authorize substandard engines for military deployment.

Demise of aircraft production

Curtiss-Wright was unable to successfully transition into jet aircraft design and manufacturing despite multiple efforts. During World War II, the company prioritized incremental upgrades to existing conventional planes rather than investing heavily in research and development for new technologies. This strategic oversight allowed competitors such as North American, Bell, Lockheed, and Northrop to win significant military contracts with more advanced designs.

The P-60 fighter—the last propeller-driven model from Curtiss-Wright—was essentially an outdated derivative of the 1930s P-36 Hawk that offered no competitive edge. Rapid progress in jet propulsion and near-supersonic flight technology left Curtiss-Wright behind its rivals, resulting in lost opportunities for critical postwar military contracts. The cancellation of the XF-87 Blackhawk program in 1948 after losing to Northrop’s F-89 Scorpion prompted Curtiss-Wright to shut down its Aeroplane Division and sell assets to North American Aviation. Later projects such as the TDU-12/B Skydart drone and X-19 tilt-rotor failed to rejuvenate the aviation business; by the early 1960s, Curtiss-Wright had fully exited aircraft manufacturing.

Flight research

Established in 1943 near Buffalo airport, Curtiss-Wright's flight research laboratory persisted beyond the divestiture of its airframe division. The facility was subsequently transferred to Cornell University, accompanied by funding aimed at completing a transonic wind tunnel project. Renamed Cornell Aeronautical Labs (CAL), it eventually evolved into the private entity Calspan Corporation, which played a pivotal role in advancing innovations related to flight and safety research.

Engine development

Following the government's decision to assign Whittle jet engine development to GE, Curtiss-Wright concentrated its efforts on reciprocating engines and propeller systems designed for military transport aircraft and commercial airliners. As demand for piston-powered aircraft engines waned, Curtiss-Wright obtained a license in 1950 for the Sapphire jet engine from Armstrong Siddeley (U.K.), producing it under the designation Wright J65. This engine powered aircraft such as the Martin B-57 and various U.S. fighter jets. Subsequent versions experienced delays and failed to achieve substantial market penetration.

In 1958, Curtiss-Wright briefly secured licensing rights for the Wankel rotary engine from NSU, exploring its potential as an aircraft power source while benefiting from the expertise of NSU engineer Max Bentele.

Flight simulators

United Airlines invested $3 million in 1954 to acquire four advanced flight simulators developed by Curtiss-Wright. These simulators integrated visual displays, audio, and motion capabilities, representing a major breakthrough in commercial pilot training technology and establishing Curtiss-Wright’s early prominence in flight simulation innovation.

Business diversification and acquisition strategy

Confronted with industry transformations during the 1950s and 1960s, Curtiss-Wright shifted focus away from piston engines toward aircraft components and expanded into areas such as nuclear submarine technology, maintaining this strategic direction through continued operations.

In 1956, Curtiss-Wright entered into a management partnership with automaker Studebaker-Packard Corporation aimed at preventing bankruptcy; this arrangement concluded in 1959.

Beginning in 2002, Curtiss-Wright embarked on a series of strategic acquisitions to broaden its aerospace and defense offerings:

- In 2002, acquired Penny & Giles, a manufacturer of black boxes and sensing equipment. - In 2003, purchased Systran Corporation, specializing in data communication systems for aerospace, defense, industrial automation, and medical imaging sectors. - In 2010, acquired Hybricon Corporation for $19 million to enhance capabilities in electronic packaging and subsystem integration. - In 2011, bought Ireland-based Acra Control for $61 million, expanding expertise in data acquisition and telemetry technologies. - In 2013, acquired Exlar Corporation for $85 million to strengthen motion control product lines; also purchased Parvus Corporation for $38 million to add ruggedized computing solutions tailored for aerospace and defense markets. - In 2020, procured military communications provider Pacific Star Communications for $400 million; completed acquisition of 901D Holdings for $132 million to support U.S. Navy shipbuilding initiatives; finalized purchase of Dyna-Flo Control Valve Services Ltd. for $81 million. - In 2022, agreed to acquire Safran Aerosystems Arresting Company assets for $240 million to bolster military aircraft emergency arresting system capabilities within its Naval & Power segment; this deal is anticipated to increase earnings and achieve free cash flow conversion exceeding 100%. - In November 2022, completed acquisition of Keronite Group Limited for $35 million, enhancing Plasma Electrolytic Oxidation surface treatment services within the Aerospace & Industrial segment; initial earnings impact expected to be neutral while strong cash flow conversion supports growth objectives.

These acquisitions underscore Curtiss-Wright’s strategic emphasis on diversifying its product portfolio across aerospace, defense, and industrial markets while reinforcing competitive positioning through focused investments aligned with global business operations.

Aircraft

Curtiss C-46 Commando | 1940 | 3181 | Twin-engine monoplane cargo aircraft | Curtiss SB2C Helldiver | 1940 | 7140 | Single-engine monoplane dive bomber | Curtiss AT-9 | 1941 | 792 | Twin-engine monoplane trainer aircraft | Curtiss-Wright C-76 Caravan | 1943 | 25 | Twin-engine monoplane cargo aircraft | Curtiss SC Seahawk | 1944 | 577 | Single-engine monoplane scout floatplane | Curtiss-Wright XF-87 Blackhawk | 1948 | 2 | Four-engine jet monoplane fighter aircraft | Curtiss-Wright X-19 | 1963 | 2 | Experimental twin-engine tiltrotor aircraft | Curtiss KD2C Skeet| 1947| —| Target drone|

Model name	Maiden flight	Quantity produced	Category
Curtiss Bleeker SX-5-1 Helicopter	1926	1	Experimental single-engine helicopter
Curtiss Teal		2	Single-engine monoplane flying boat
Curtiss-Wright Junior	1930	Approximately 270	Single-engine monoplane sport aircraft
Curtiss F9C Sparrowhawk	1931	More than 7	Single-engine biplane parasite fighter
Curtiss A-8	1931	13	Single-engine monoplane attack aircraft
Curtiss-Wright CW-16		22 or 23	Single-engine biplane trainer aircraft
Curtiss O-40 Raven	1932	5	Single-engine biplane observation aircraft
Curtiss F11C Goshawk	1932	30	Single-engine biplane fighter aircraft
Curtiss T-32 Condor II	1933	45	Twin-engine biplane airliner
Curtiss BF2C Goshawk		166	Single-engine biplane fighter
Curtiss-Wright CW-14 Osprey		38+	Single-engine biplane
Curtiss P-36 Hawk	1935	1115	Single-engine monoplane fighter
Curtiss SBC Helldiver	1935	257	Single-engine biplane dive bomber
Curtiss P-40 Warhawk	1938	13738	Single-engine monoplane fighter
Curtiss SO3C Seamew	1939	795	Single-engine monoplane scout floatplane
Curtiss-Wright CW-22	1940	align=center ~442	align=left Single-engine monoplane trainer

Curtiss Electric propellers

Alongside its engine production, the corporation developed a series of electrically controlled constant speed propellers featuring three and four blades, marketed under the Curtiss Electric name, thereby broadening its aerospace propulsion offerings.

Albert Kahn

The Curtiss Wright Corporation's industrial plants were crafted by Albert Kahn Associates, a firm distinguished for its expertise in industrial design. Major manufacturing sites were established in Beaver, Pennsylvania; Buffalo, New York; Caldwell, New Jersey; Columbus, Ohio; Indianapolis, Indiana; Kenmore, New York; Louisville, Kentucky; and St. Louis, Missouri. The personal working library of Albert Kahn is maintained at Lawrence Technological University in Southfield, Michigan, preserving the architectural legacy associated with Curtiss Wright’s production facilities.

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