History Podcasts

Curtiss F4C

Curtiss F4C

Curtiss F4C

The Curtiss F4C was a version of the Navy TS-1 scout that used an aluminium frame in place of the wooden frame on the earlier aircraft. The TS-1 was a small scout aircraft designed in 1921-22 for service on the carrier USS Langley. It had a slightly unusual design, with the lower and upper wings both separated from the fuselage by a gap, a fuel tank in the lower wing centre section and diagonal wing struts. The F4C retained the equal span non-staggered wings of the TS-1 and the Lawrence J-1 air cooled radial engine.

Curtiss produced most of the TS-1s, and so when the Navy decided to test out a metal framed version Curtiss was the logical choice to produce it. The F4C was designed by Charles Ward Hall, and the aircraft is sometimes known as the Curtiss-Hall F4C-1. Hall made a number of changes to the basic design, including raising the lower wing to the bottom of the fuselage. The fuselage was built around a dural tube framework, while the wings had tubular spars and stamped dural ribs. Both fuselage and wings were fabric covered.

The first F4C made its maiden flight on 4 September 1924. Two F4Cs were built, and their performance was comparable to the wooden TS-1. However it was slower than the Curtiss PW-8 and related P-1 Hawk, and so the Navy decided to stop development of the F4C and instead order their own Hawks, starting with the Curtiss F6C Hawk.

Despite its higher number this was the first Curtiss fighter under the US Navy type/ manufacturer system. Numbers one to three were allocated to Navy racing aircraft that were given fighter as well as racer designations (CR/ CF, R2C/ F2C and R3C/ F3C). The next Curtiss fighter would be the F6C, 5 having been skipped because of the large number of Curtiss F-5L flying boats that were still in service in the 1920s.

Engine: Lawrence J-1/ Wright J-3 radial engine
Power: 200hp
Crew: 1
Span: 25ft 0in
Length: 18ft 4in
Height: 8ft 4.5in
Empty weight: 1,029lb
Maximum take-off weight: 1,703lb
Max speed: 125mph
Climb Rate: 3.9 mines to 5,000ft
Service ceiling: 19,900ft
Range: 470 miles
Armament: Two .30in machine guns


Naval Aircraft Designations - 1946-1962

There have been several systems to designate U.S. naval aircraft. Naval aircraft model designation history is very complex. For those land-lubbers accustomed to the Joint system in effect since 1962, it is nearly impossible to understand. Unlike Army and Air Force designation systems, which were organized around mission designations, the Navy designation systems were organized around both mission and manufacturer, introducing complexity unfathomable to non-nautical minds.

In order to fully understand the designations, it is important to know the factors that played a role in developing the different missions that aircraft have been called upon to perform. Technological changes affecting aircraft capabilities have resulted in corresponding changes in the operational capabilities and techniques employed by the aircraft.

  1. Aircraft Type/Class
  2. Manufacturer Type Sequence
  3. Manufacturer
  4. Modification

In the beginning there were just two classes: heavier-than-air (fixed wing) identified by the letter V and lighter-than-air identified by the letter Z. The letter H for heavier-than-air (rotary wing) was added with the introduction of the helicopter in the 1940s. Late in 1945 the letter K was added for pilotless aircraft, making four distinct types. In March 1946 the Type/Class designation was separated into two distinct headings of Type and Class. The letter V was omitted in the model designation, but H, K, and Z were used where applicable. The letter X was added as a prefix designating an experimental model.

In designating the first model of a class produced by a given manufacturer, the first number (1) is omitted in the Manufacturer Type Sequence position, but is shown in the Modification Sequence position. Thus, in the VJ class, the first utility aircraft produced by Grumman Aircraft Corporation was the JF-1. When a major modification was instituted for the JF-1 without changing the character of the model, that modification changed the designation to JF-2. The second modification changed the designation to JF-3. The second utility aircraft built by Grumman was designated the J2F-1 and successive modifications to this aircraft became J2F-2, J2F-3, etc. It must be remembered that the aircraft Modification Sequence Number is always one digit higher than the actual modification number.

A "model" is a basic alpha-numeric designation within a weapon system series, such as a ship hull series, an equipment or system series, an airframe series, or a vehicle series. For example, the F-5A and the F-5F are different models within the same F-5 system series. Model designator systems generally consist of alpha-numeric strings, with each character in the sequence being a more specific subset of the class defined by the previous character. Thus, model 5 is a subset of the F class. Air Force mission designator system designations are assigned chronologically, which makes it immediately evident whether an aircraft is of recent or elderly vintage. For those lubbers accustomed to this system, the Navy's former designation system can be unfathomable. A lubber might imagine that the F4F is a followon to the F4D, but in fact the two aircraft are completely unrelated, the first being a jet fighter made by Douglas in the 1950s, and the later being a propeller-driven fighter built by Grumman during World War II [which started life as a biplane in 1935].

The basic designation could be expanded to show additional characteristics, as demonstrated below:

Suffix letters came into a more general use during the period of rapid expansion immediately prior to US entry into World War II. Unfortunately, the use of suffix letters was not strictly defined and the same letter was frequently used to denote several different characteristics causing considerable confusion.

On 11 March 1946, a major revision was issued to the Class Designation of Naval Aircraft. Aviation Circular Letter Number 43-46 divided naval aircraft into four types and assigned a letter designation. The This order provided that "no changes. be made in the model designation of aircraft already produced or in production, except that the mission letter of all BT class aircraft shall be changed to A." Thus, the SB2C and TBF/TBM aircraft remained in use until they were removed from the inventory, while the BT2D and BTM aircraft were redesignated as AD and AM. These aircraft were assigned to the new attack squadrons established in the latter part of 1946.

By the time the system was abandoned, it was necessary to know the aircraft in question rather than relying on the suffix letter to tell the specific characteristics being identified. The Navy system had worked well enough for forty years, however, Congress decreed in 1962 that there should only be one system to designate military aircraft in the United States. The new system was based on the Air Force system and the aircraft manufacturer was no longer identified.

While there were relatively few changes to Air Force aircraft designations, the Navy made a complete change. Aircraft models all started with the numeral 1, except for those aircraft on hand which were used by both services, in which case the existing Air Force designation applied. Thus, the FJ-3 became the F-1C, while the SNB-5P became the RC-45J.

It must be emphasized that the placement of the dash is critical to distinguish aircraft under the new system from those under the previous Navy system. For example, the F4B-4 was a Boeing biplane fighter of the mid 30's, while the F-4B is an early version of the Phantom II.

The new system consisted of a Status Prefix Symbol (letter), a Basic Mission Symbol (letter), a Design Number (numeral), a Modified Mission Symbol (letter), a Series letter, and a Type Symbol (letter). A Design Number was assigned for each basic mission or type. New design numbers were assigned when an existing aircraft was redesigned to an extent that it no longer reflected the original configuration or capability. A Series Letter was assigned to each series change of a specific basic design. To avoid confusion, the letters "I" and "O" were not used as series letters. The Series letter was always in consecutive order, starting with "A".


Where it all begins

After landing in Northern Virginia in 2003, we have been unstoppable. Working and training youth in the entire region, thanks to Coach Vera, F4C has trained and coached over 1000 youth players in the past 16 years.

over 97% of our students have gone on to play High School and College, one of the players who had his beginnings with Coach Vera played at the Bundesliga with Borussia Dortmund

Training location

Training location

Training location

Our training takes place in beautiful Ashburn, Va.

We train outside in a full range of weather. During the winter, we train indoors. We are proud of the history of F4C. over the years we have become like a family member. There's not a single player or parent that can't tell you, they didn't learn and change for better the way they played the game after training with us.

Our Coaches

Training location

Our Coaches

Our coaches aren't just trainers and coaches of Football (Soccer). They are members of our community. In the off-season, we work with local charities to bring sports and hope to underserved children in our home town. Our staff is composed of college coaches and and pro players who are recommended by current or former staff. They are experienced coaches with outstanding playing and coaching credentials. All our coaches have extensive background checks by the Commonwealth of Virginia.


McDonnell Douglas F4C "Phantom II"

Originally designed as a carrier-based fighter for the U.S. Navy, the "Phantom" proved versatile and rugged during the Vietnam Conflict with the ability to carry twice the bomb load of the Second World War B-17.

The Louisiana Air National Guard flew the F4 from 1979-1985 as part of the US Air Defense Alert system.

This aircraft (SN: 63-7556) is on loan from the United States Air Force Museum. Object ID# 666281

Originally designed as a carrier-based fighter for the U.S. Navy, the "Phantom" proved versatile and rugged during the Vietnam Conflict with the ability to carry twice the bomb load of the Second World War B-17.

The Louisiana Air National Guard flew the F4 from 1979-1985 as part of the US Air Defense Alert system.

This aircraft (SN: 63-7556) is on loan from the United States Air Force Museum. Object ID# 666281

Topics. This historical marker is listed in these topic lists: Air & Space &bull Military &bull War, Vietnam.

Location. 29° 57.61′ N, 90° 0.352′ W. Marker is in New Orleans, Louisiana, in Orleans Parish. Marker can be reached from Angela Street 0.3 miles south of North Claiborne Avenue (State Highway 39), on the right when traveling south. Touch for map. Marker is at

or near this postal address: 4209 Chenault Boulevard, New Orleans LA 70117, United States of America. Touch for directions.

Other nearby markers. At least 8 other markers are within walking distance of this marker. Beech AT-11 "Kansan" (a few steps from this marker) Lockheed T-33 "Shooting Star" (a few steps from this marker) N/TSW-7C Air Traffic Control Center (a few steps from this marker) McDonnell Douglas F-15A "Eagle" (within shouting distance of this marker) Douglas A-26C "Invader" (within shouting distance of this marker) North American F-100D "Super Sabre" (within shouting distance of this marker) Douglas A-26B Invader "Solid" Nose (within shouting distance of this marker) Convair F-102A "Delta Dagger" (within shouting distance of this marker). Touch for a list and map of all markers in New Orleans.

More about this marker. Located on the grounds of the Louisiana National Guard, Jackson Barracks base. The Ansel M. Stroud Jr. Military History & Weapons Museum is located on site. Museum is opened M-Sat 10-4. Highly recommend checking before a visit to make sure base/museum is opened and accessible to civilians, as it is an active military base.

Also see . . . Geaux Guard Museum website. (Submitted on November 28, 2020, by Cajun Scrambler of Assumption, Louisiana.)


Glenn Curtiss Slept Here

THE AUTUMN SUN HAS SET. Paul Geisz Sr. and I have spent about 20 minutes trekking through the thick brush along the south shore of Keuka Lake, in upstate New York. Behind us, bulldozers sit silently after another day of work demolishing the old Garrett Warehouse in preparation for 26 new lakefront condos. Nothing looks particularly historic here there’s no sign telling visitors that on March 12, 1908, on the frozen surface of this lake, the Red Wing, the first U.S. airplane designed and built by someone other than the Wright brothers, took off on its first flight.

Wetlands block our way ahead, so we double back to my rental car and head south. We turn into the Hammondsport Junior-Senior High School parking lot. Now we’re surrounded by parkland about 100 feet from us is the lake. By this time it’s dark, and the rising moon flickers on the surface of the water. Here, at least, there are a few signs of resident Glenn Curtiss’ accomplishments. You can make out an airplane mounted on a pole several feet from shore. It is a model of the Curtiss A-1, the U.S. Navy’s first airplane. Next to Geisz and me is a short flagpole in a black, angular stone base about four feet tall. Carved in it are Curtiss’ major accomplishments, along with the dedication date: July 4, 1978, exactly 70 years after Curtiss flew the third airplane he designed, the June Bug, and won a Scientific American trophy for making the first public flight of at least one kilometer. The base also notes Curtiss’ 1906 speed record on a motorcycle (136 mph), his invention of the floatplane, and more.

“It’s not much of a monument,” says Geisz, a former cop from Philadelphia in his late 60s who moved here after he retired.

“Well, the Wright brothers were first,” I reply. At the spot where they made their 1903 flight, atop Kill Devil Hill in Kitty Hawk, North Carolina, there is a grand 60-foot-tall Art Deco monument, paid for by the U.S. government.

“He flew a kilometer,” Geisz says—almost 3,300 feet. “They flew yards.”
“But they did it five years before he did.”
“The one who really flew first was Langley. Did you ever see his airplane?”
“Not up close.”
“The shot of him flying.”
“Where?”
“Into the Potomac,” he says.

“Oh yeah, I’ve seen that one.” It dates back to 1903, just before the Wrights’ first flight. Smithsonian Secretary Samuel Langley’s Aerodrome arcs off its houseboat catapult and goes right into the river. That’s not flying it’s more like plunging. But never mind.

There’s no use arguing about it. The Curtiss people always think they’re right. I’m a Wright Guy.

KEUKA LAKE LIES ON the edge of Hammondsport, New York, the quiet village where in 1878 Glenn Hammond Curtiss was born. (Though he was not a descendant, he was named after village founder Lazarus Hammond.) Curtiss was raised here and in Rochester, and it was in Hammondsport that he built and rode motorcycles, designed and constructed early airplanes, and now lies buried alongside his wife and sons. But unlike Kitty Hawk or Dayton, Ohio, where images of the Wright brothers are everywhere, little in Hammondsport indicates Curtiss’ presence. At the Glenn Curtiss Museum, which is located outside of town, executive director Trafford Doherty says: “Hammondsport could have done a little more for the favorite son. Not even a statue” pays homage to Curtiss in the village. The grade school bears his name, but it’s nowhere on or near the building. The city’s phone directories are mostly filled with listings for all the wineries in the valley. This is New York wine country. That’s what brings tourists to Hammondsport every summer. Not Glenn Curtiss.

Now a group wants to change that. For starters, Curtiss supporters hope to fly the museum’s replica of the June Bug in 2008, on the 100th anniversary of that flight. But beyond that, the group, the Friends of Hammondsport, wants to build an 11-acre Glenn H. Curtiss Memorial Park along the southern shore of Keuka Lake. They envision erecting a wrought-iron gate at the entrance, as well as a wall with the names of Curtiss, his family, and the people who worked with him and flew his machines in those early days of aviation. Something substantial. After all, the lake is where Curtiss and his team made history.

Carl Slater, an 82-year-old Hammondsport native, says his father (born in 1894) would ride his bicycle down to watch men tinker with an early airplane. “Curtiss needed a part from his shop,” Slater says, “and he had no transportation, so he asked Dad if he could borrow his bicycle. He borrowed it and rode it up there. Here is a master of all transportation, and he has to borrow a bicycle from a local kid. Curtiss asked Dad if he liked to swim and Dad says ‘Yes,’ and he said ‘You can come down to the dock anytime you want to,’ and my dad took him up on it.”
The 11 acres the Friends want to transform is owned by the H&B Railroad, which was built around the turn of the last century to transport wine grapes from Hammondsport to Bath, a small town seven miles south. An abandoned train depot sits on the land, as does a garbage dump.
The railroad wants to sell the acreage it is required to offer it to the village first. It’s asking $1.35 million. So far the Friends have raised 10 percent of that ($5,000 came from the surprisingly still-extant Curtiss-Wright Corporation, which now manufactures stuff like nuclear power plant valves—it’s gotten out of the aircraft and engine business). The Friends have until July 31 to raise the other $1.2 million.


Evaluation of a Statewide Implementation of Fathers for Change: a Fathering Intervention for Families Impacted by Partner Violence

A substantial number of families are involved with the child welfare system because of children’s exposure to intimate partner violence (IPV), which has significant impact on the health of the entire family. This study presents a program evaluation for a statewide implementation of a fatherhood focused individual and family treatment for men referred by the child welfare system and provided by six community mental health agencies. Data from 204 fathers and their coparents referred to Fathers for Change (F4C) were analyzed to assess a) the feasibility of F4C and b) the impact of the intervention on IPV as measured by mothers’ reports on the Abusive Behavior Inventory, children’s exposure to conflict on the Coparenting Relationship Scale, and fathers’ symptoms. Completion rates for the program were 73%. Age, race, severity of IPV and alcohol misuse were not associated with drop out, but those with significant drug use problems were 2.3 times more likely to drop out. Among treatment completers, mothers reported significantly reduced IPV and children’s exposure to conflict, with medium to large effect sizes. Fathers reported significant improvements in their emotion regulation, parental reflective functioning, as well as anger and hostility. F4C was feasible with high completion rates and significant reductions in IPV and children’s exposure to conflict.

This is a preview of subscription content, access via your institution.


2006 Felt F4C Carbon Road Bike

Full carbon road bike very well cared for. Low miles. Size med/large MSRP: $4,000. Selling for $1,000. Save thousands off MSRP.

2006 F4C Carbon Road Bike | | Sizes: 700c x 50, 52, 54, 56, 58, 60 | | Color: Bright Red | | Featuring a Felt full carbon fiber frame set, and pushing performance to the edge, this model is packed with parts from the best names in the industry, such as Shimano, FSA and Vittoria. Equipped with Dura-ace/Ultegra 20-speed components, and rounding out the list of premium parts are FSA carbon cranks, a Shimano wheelset, Felt carbon fork, and Vittoria tires. Don?t let the price fool you ? the F4C Carbon Fiber Bike is a race win waiting to happen. | | Frameset/Fork | | High modulus carbon fiber modular monocoque with 12K weave. | Felt carbon fiber fork | Wheelset | | Shimano 550 wheelset | Vittoria Action HSD folding tires | Components | | Felt micro adjust carbon seatpost | Carbon oversized handlebar with ergonomic drop | Felt ST 3D-forged stem | Felt Race-lite saddle with carbon injected base | Drivetrain | | Shimano Dura-Ace/Ultegra 20-speed shifters and derailleur | FSA OMEGA, 2-piece carbon compact crankset with external BB and 7075/T6 CNC alloy 50/34T machined chainring


Product lines

IB Precision Gearhead

Backlash 3 min, 15 min specifications
Catalog No. Z2004 (P1 type),
L2043 (P2 type), Z2007 (PK1 type)

Cyclo ® Servomotor

Standard backlash STD series
Low backlash (LB) series (6min specifications)
Catalog No. C2103


Curtiss F4C - History

– Awareness raising workshops,
– 1:1 key worker appointments
– Foundation Inclusion Tools (FIT)-kit modules
– F4C 8-10 week programme
– Drop in hub – allowing clients to receive ongoing support.

Using motivational interviewing and cognitive behavioural therapy to enable change in thought processes and beliefs, the programme is designed to challenge domestic abuse and equip participants with skills for developing healthy relationships with (ex) partners/family. Support workers use a conscious practice of empathy with the programme customers, looking at situational triggers and root causes for behaviours.

To speak with our teams in Doncaster and Redcar visit the team pages.

Customer story: (*name changed to protect identity) as shared by his Support Worker:

Robert took part in the Redcar F4C pilot scheme. He had a 35 year history of incidents of domestic violence, alongside alcohol dependence. Robert was invited to an initial awareness raising workshop where he was clearly challenged by the openness of the workshop facilitators and left immediately, claiming that he didn’t ‘even like women’.
Seeking to understand this reaction, we understood that Robert’s response could have been due to a lack of confidence. I contacted Robert again, to attempt to explain the course and complete an assessment. He was very apologetic for his behaviour and agreed to begin the course.
Despite the shaky start, Robert completed the course with 100% attendance. Other group members commented that his contributions to the sessions had been inspirational as he had shared experiences and feelings freely with the group. He explained to the group the consequences of living as an alcoholic and domestic violence perpetrator. Robert stated that the group had made him realise the impact that his past behaviour has had on his children. He had never considered this before beginning the course.
Robert is keen to become a co-facilitator on any future courses as he says he wants to prevent any other men living the life he has or causing harm to anyone. He is currently abstinent form alcohol and engaging with services.