Observing owl

Air Classics, Jun 2001 by O'Leary, Michael

THE ONLY FLYING EXAMPLE Of ITS

THE ONLY FLYING EXAMPLE OF IT'S TYPE, THIS PAINSTAKING RESTORATION IS ON DISPLAY AT YANKS AIR MUSEUM

During the 1920s and 1930s, the United States Army had a particular fascination with observation aircraft. The Air Service and, later, the Air Corps operated in direct support of Army ground troops so the large numbers of observation types (nicknamed "O-Birds) in service seemed logical. However, a closer examination reveals O-Birds were operated in such numbers mainly because Congress was more generous in purchasing these types rather than the more expensive bomber and pursuit aircraft.

A wide variety of O-Birds of rather limited capabilities equipped Army units during this period - at the expense of more advanced forms of combat aircraft whose development suffered. But at least O-Birds kept Army aviators in good practice, carrying out record-setting mapping and survey flights to upgrade the knowledge of North America's wilderness areas and natural resources.

Early O-Birds were generally updated World War One designs. However, as the 1920s turned into the 1930s, more advanced designs began to be purchased and the O-Birds became more aggressive, armed with machine guns and light bombs. By the mid1930s, the observation aircraft was virtually obsolete. Changing requirements in Europe had brought about high speed bombers and fighters and the thought of sending a slow O-Bird into a heavily defended area became a problem since there was little chance the machine and crew would survive the mission. New fighters and bombers could be equipped with cameras to carry out the same reconnaissance with a much better chance of survival.

As the United States sluggishly began producing more modern combat aircraft from the mid-1930s onwards, O-Birds were shuttled to second-line duties and units. The Army National Guard also received many O-Birds as the basis for its new squadrons.

The obsolete nature of the O-Bird concept did not mean complete loss of interest by the Army. Newer O-Birds were much more modem aircraft - the favored biplane configuration was completely dropped and the high-wing or parasol monoplanes were adopted. The Curtiss Model 85 was the last heavy observation type to be purchased by the Army (modified lightplanes, such as the Piper Cub, would soon gain favor as battlefield observation platforms and would carry the nickname "Grasshopper").

Given the designation 0-53, the Model 85 was ordered directly into production without a prototype - Army officials being satisfied with the performance specifications predicted by Curtiss (a bad mistake by the Army). In 1939, orders for 203 O-52s were placed with a unit cost of $50,826. The 0-52 was not a bad looking aircraft its rotund fuselage being offset by a narrow chord wing with a single strut.

Curtiss dumped lots of previously used ideas into the land-52: The land-52: ing gear came from the Navy's BF2C- Hawk while the collapsible rear turtledeck structure had previously been used on the SOC Seagull.

The wide fuselage provided plenty of room for the pilot and observer, the latter having a stowed .30-caliber Browning machine gun which could be deployed when the rear portion of the canopy was slid forward and the rear turtledeck folded down. Provision was also made for a fixed .30-caliber Browning which could be fired by the pilot.

Powered by a Pratt & Whitney R1340-51 of 600-hp, the 0-52 could, so the builder claimed, reach a top speed of 220 mph. Two camera hatches were located in the belly, providing an excellent field of view for the observer.

The first 0-52 flew during February 1941 and deliveries to Army service units started shortly afterwards. Once in service, it was quickly discovered the 0-52 lacked performance. Rate of climb was almost non-existent when loaded and handling characteristics left much to be desired. With events in the Far East and Europe rapidly changing American concepts of military aircraft tactics, most of the O-52s were handed over to second-line units but a few were apparently sent to the Pacific before America's entry into the Second World War. Little is known about the type's combat record - if indeed it had one.

Being an aircraft without a mission, surviving 0-52s were shuttled around to various bases in the USA during the war, employed as trainers and hacks. Handling characteristics were apparently so unfavorable that pilots usually tried to avoid the Owl.

After the war, there definitely was not a market for obsolete observation craft and Owls were quickly consigned to scrap yards. However, Holmberg Aerial Survey Corporation of Washington, DC, apparently thought there was a new life for the Owl. Limited Type Certificate 16 (LTC-16) was issued on 6 May 1947 to Holmberg to convert and operate Owls in a photography/survey role. The LTC was issued to individuals or companies who wished to operate surplus ex-military aircraft in a use that did not involve carriage of persons or property for hire.

Holmberg's plans were apparently more grandiose than practical and ten O-52s were registered (although we have not been able to find all ten registrations). Most of the machines were scrapped but some did survive to enjoy the benefits of the Warbird movement.