420:
1192:
1364:
384:
352:
376:
1231:
827:
550:
1119:
692:
312:
948:
1394:
638:. This aircraft was based on the P-40, but was an almost entirely different aircraft. While retaining the rear fuselage of the P-40, the XP-46 had a new wing with wider track landing gear. The nose was redesigned too, as it housed a new 1,150 hp (860 kW) V-1710-39 engine. This "F-series" engine differed from the "C-series" engine of the Model 81 in having a more compact external spur gear-type
431:(Model 81A) were nearly identical to the XP-40, but was built with a 1,040 hp (780 kW) V-1710-33s and one .30 M1919 Browning in each wing. The company designation was changed to Model 81 due to the extensive changes from the standard Model 75. France, who was a large operator of the P-36, was interested in this fighter and ordered 140 aircraft as Hawk 81A-1s. However, following the 1940
66:
1328:. Designation was not official. One source states that this aircraft was converted from a P-40N-25 and later converted into the third XP-40Q. However, another source states that the XP-40N was converted from a P-40K-1 and later converted into the second XP-40Q, but this is unlikely as photographic evidence shows that the XP-40N had the long tail that first appeared on the P-40K-10.
168:
731:
strong as in fixed gear aircraft (like the
Gladiator) or on some other retractable gear fighters such as the Hurricane. As a result, novice pilots had a hard time adjusting to the new fighter and there were many accidents on landing and takeoff in the early years of the war, with both Tomahawk and Kittyhawk types. Therefore, two P-40Es were fitted with a second seat to be used as
654:(one in each wing, never used). The nose guns were deleted as there wasn't room for them in the final design. Upon testing both the P-40D and XP-46 prototypes, the USAAF found that the XP-46 offered no significant improvement over the P-40C, and was inferior to the P-40D. Both the USAAF and RAF cancelled their orders for the P-46 and the name "Kittyhawk" was given to the P-40D.
25:
708:
627:
1413:, initial prototype after extensive modifications. The radiator intake was relocated to its original position under the nose, but was more streamlined. A bubble canopy similar to the one on the XP-40N was installed. The aircraft was originally flown with round wingtips, but these were later clipped by one foot, giving them a square appearance.
730:
P-40's were more a powerful, faster-flying aircraft than the primary and advanced trainers most pre-war and early-war Allied pilots were familiar with, and transition training was often inadequate or neglected altogether in the early years of the war. The landing gear was also more narrow and not as
1213:
Starting with the P-40N-5 (Model 87W), the canopy was redesigned to give the pilot a better field of vision. This variant also reverted to the six gun wing and one rack was added to each wing, these could carry either bombs or drop tanks. A more powerful V-1710-99 engine was introduced on the N-20,
1209:
In an attempt to increase performance, Curtiss lightened the P-40M by introducing a lightweight structure, lighter, smaller-diameter undercarriage wheels, removing two of the guns, and installing aluminum radiators and oil coolers. Head armor was also re-introduced. With these changes, the P-40N-1
967:
led to this order being increased to 1,300 aircraft. A continuation of the
Allison-powered Warhawk, the K was similar to the P-40E, but was powered by a 1,325 hp V-1710-73. It also featured improved machine gun ammunition storage reducing gun stoppages. These were the heaviest P-40 variants,
804:
The main problem with the P-40 was its effective altitude ceiling of about 12,000 feet. Above that altitude the single-stage
Allison V-1710 engine started to perform poorly. As a result, unless combat was taking place at low altitude, P-40 pilots often faced attack from above in the opening stages
726:
When the P-40D and E went into service, several problems were discovered. When maneuvering in high G turns the guns would often jam due to the way the ammunition was stored. Another problem was that engine and trim management were both somewhat complex and taxing with earlier P-40's required strong
971:
As with the P-40F, the increase in power led to decreased directional stability, but
Curtiss predicted this and incorporated an enlarged vertical stabilizer to early P-40Ks. On the K-10 sub-variant onward, this was replaced with the lengthened tail of the P-40F-5. This feature was standard on all
865:
Although the P-40F was superior to the
Allison powered P-40s, there was a shortage of Merlin engines due to the vast number of aircraft that used them. Parts for these engines were becoming scarce, and maintenance became an issue. As a result, at least 70 P-40Fs were re-engined with V-1710-81s of
1037:
was a lightened version of the P-40F. Many weight saving changes were made to the aircraft, including removal of armor plating and reduction of rounds per gun. On the P-40L-5, weight was further reduced by removing two of the guns and reducing the internal fuel capacity from 157 gal. to 120 gal.
642:. The production version of the P-46 was to have four .30 MGs in each wing and two .50 MGs in the nose for a total of ten guns. This would have been the heaviest armament for a US fighter at the time. Both the USAAF and RAF placed orders for this aircraft, with the latter naming it "Kittyhawk".
513:
Though strongly built, the first P-40 variant was poorly protected and lacked armor and self sealing tanks. This was partly rectified with the P-40B, which had additional armor behind the cockpit, but fuel system and control line vulnerability remained a problem to some extent with all
Tomahawk
861:
Along with the added power of the Merlin engine came a decrease in directional stability. Curtiss attempted to fix this by fitting a dorsal fillet to the tail of a single P-40F; however, this was not adopted into production. Starting with the P-40F-5, the tail was lengthened by about 20 in.
813:
V-1710. Although a good idea on paper, there were many problems with fitting a turbo-supercharged V-1710 into the P-40. One of the main problems was the size of the turbocharger, which would not fit in the standard P-40 airframe. On top of that the intended engines were reserved for
1407:, originally a P-40K-10, this prototype bore a resemblance to the XP-40K, having similar wing root radiators. Apart from this, the aircraft had a lengthened nose and four-bladed propeller. Armament consisted of four .50 Brownings, these were carried on all XP-40Q prototypes.
395:(Model 75P) did not have a turbo-supercharger, thus the cockpit was not moved back, and the radiator was moved to the ventral position. Later the landing gear was redesigned and the radiator was moved under the nose. Armament was two .50 M2 Brownings mounted in the nose.
727:
rudder pressure to offset engine torque and frequent trim adjustments were needed during rapid speed changes. Both these problems were remedied sometime late in production by enlarging the vertical stabilizer and changing how the ammunition was stored.
1470:
1425:, P-40N-25 was modified into the third prototype. This aircraft was almost identical to the XP-40Q-2 with the exception of a more streamlined canopy. One source states that this aircraft was converted from the XP-40N.
718:
Starting with the 24th Model 87, an additional .50 MG was added to each wing and the carburetor intake was moved forward 6 in. Although these changes were relatively minor, this new variant was given the designation
335:(company designation Model 75I). The cockpit was moved back towards the tail to make room for the massive supercharger, and the engine was cooled by two radiators on either side of the nose. Armament was one .30
405:
In August 1943, the XP-40 was fitted with rubber-tracked main landing gear. Testing began in 1944, revealing problems with snow and ice being packed between the wheels and track belt, stretching the latter.
1300:, 220 aircraft with a 1,360 hp V-1710-115 engine, metal covered ailerons, improved fuel tanks, new radio and oxygen system, and flame-dampening exhaust stacks. An order for 780 aircraft was cancelled.
1126:
Due to the shortage of
Merlins, development of the Allison powered Warhawk was again continued. The P-40K airframe was given a 1,360 hp V-1710-81 with a cooling grill forward of the exhaust stubs.
645:
Due to delays in the P-46 program, the USAAF asked
Curtiss to prioritize development of an improved P-40. Curtiss did so, and reworked the P-40 to accommodate the V-1710-39 of the XP-46. The resulting
1214:
and a further improved V-1710-115 was introduced on the N-40. Curtiss attempted to further improve visibility and fitted one P-40N with a bubble canopy; this feature never made it to production.
439:
acquired these aircraft as
Tomahawk Mk.Is. This variant was not considered combat-ready, as they lacked heavy armament and armor, but as there was a shortage of decent fighter aircraft after the
1419:, the first P-40K-1 was converted into the second XP-40Q. This aircraft was similar to the XP-40Q-2, but with minor changes. One source states that this aircraft was converted from the XP-40N.
367:. These differed from the XP-37 in having a V-1710-21 with a more reliable supercharger and an extended nose. The project was cancelled after continued supercharger and visibility problems.
850:
did not have the same problems. Curtiss fitted the second P-40D with a 1,300 hp (969 kW) Merlin 28. Production aircraft had the
American-made 1,390 hp (1,040 kW)
757:, 820 aircraft built. Somewhere along the production line flared "fishtail" exhaust stacks appeared, and an unknown number of late production aircraft had larger vertical stabilizers.
682:
s. The first 20 of these aircraft were built with the standard four guns, but the rest had six, making them almost identical to the later Mk.IA. Some were diverted to other allies.
777:
as two seat photo reconnaissance aircraft. The "EF" designation was unofficially given to the aircraft by the Soviets, with the F standing for "Foto", the Russian word for photo.
630:
Nosed over P-40D apparently without armament or unit markings. The carburetor intake on top of the nose was positioned farther back than on subsequent Model 87 variants.
398:
The new engine conferred a 50 mph speed advantage over the already popular Hawk, and export orders from England and France came in quickly. In April 1939, the
2151:
1445:
83:
38:
2156:
1924:
1226:, the first 400 aircraft with a lighter structure, 4 wing-mounted MGs, smaller diameter undercarriage tires, aluminum radiators and oil coolers, and head armor.
497:
s. A number of minor changes were made, including replacing the .30 Browning MGs in the wings with .303 Browning MGs, which was done on most Tomahawk marks.
1355:
was a planned variant of the P-40N with a Merlin engine. The project was cancelled due to a shortage of Merlins and the aircraft were delivered as P-40Ns.
178:
650:(Model 87A) had a shorter nose with a larger radiator, four .50 Brownings in place of the .30 units, a revised windscreen, and provisions for two
419:
1379:
V-1710-121 into the Hawk 87 airframe. The resulting aircraft became the fastest P-40 model at 422 mph. Even with these modifications, the
236:
130:
1397:
The second XP-40Q. This aircraft was sold to Joe Ziegler, who flew it in air races as "Race 82". The aircraft was destroyed in the 1947
208:
102:
1570:
44:
215:
109:
1917:
1867:
1848:
331:
inline engine. The prototype Hawk was fitted with a turbo-supercharged 1,150 hp (860 kW) Allison V-1710-11 engine as the
262:
149:
52:
1134:
was supposed to be a purely export variant of the K, although many ended up in USAAF units. In RAF service the aircraft was named
968:
but the extra horsepower on the P-40K gave it good performance particularly at low altitude (noticeably better than the P-40E).
2120:
2076:
222:
116:
1191:
639:
193:
87:
402:
also put in a domestic order for 524 Model 75Ps, which was the largest single order for a US fighter aircraft at the time.
1306:, 30 various P-40Ns modified or factory built with a second seat for training purposes. Other known designations included
605:
286:, via the P-37. Many variants were built, some in large numbers, under names including the Hawk, Tomahawk, and Kittyhawk.
204:
98:
1444:
A single photo exists of a P-40 with two Merlin engines mounted on top of the wings over the landing gear. The apparent
1910:
399:
1809:
1745:
1372:
1179:
839:
391:
In 1937, the 10th P-36A was fitted with a 1,150 hp (860 kW) V-1710-19. Unlike the Model 75I, the resulting
1024:, 351 P-40Ks built for the RAF under Lend-Lease as Kittyhawk Mk.IIIs, about half which were diverted to other allies.
1363:
1175:
336:
576:. The latter change increased the combat radius dramatically, and was a standard feature in all subsequent P-40s.
383:
351:
76:
2146:
2084:
1504:
432:
1376:
666:, 2 aircraft built for testing purposes, both were later modified into the prototypes of subsequent variants.
1196:
963:, and only 600 were ordered by the USAAF to supply to China. However, with the cancellation of the P-60 the
815:
375:
1240:, 1,100 aircraft with a revised cockpit canopy, 6 wing-mounted MGs, and wing racks for bombs or drop tanks.
229:
123:
985:
964:
565:
549:
475:, 44 P-40s that were fitted with four-gun P-40B/C wings, the first of which being unofficially designated
444:
1595:
1230:
984:, the first 600 aircraft ordered for Lend-Lease to China but were taken over by the USAAF and RAF after
851:
826:
1118:
904:, 177 aircraft with manually-operated cowl flaps replacing the electric units of the earlier variants.
2051:
2041:
2029:
2003:
1993:
1961:
1936:
1731:
1371:
In 1944, Curtiss attempted to bring the Warhawk to the standards of more modern fighters such as the
847:
466:
279:
1210:(Model 87V) was the fastest production Warhawk, reaching a speed of 378 mph below 12,000 feet.
838:
engine. This idea came from the British, as they noticed that their Allison powered Kittyhawks and
691:
311:
185:
2115:
696:
834:
Another solution to the high altitude performance problem was to fit the P-40 with a supercharged
1795:
1077:, 170 aircraft with radio and electrical system changes and provisions for an incendiary grenade.
835:
764:
805:
of an interception, a chronic problem which cost many lives. In response, Curtiss proposed the
604:, export version, 100 Hawk 81A-3 aircraft were diverted from an RAF order and delivered to the
2019:
1998:
1951:
1890:
1882:
1863:
1844:
1566:
774:
486:
440:
295:
283:
634:
Soon after P-40 production started, Curtiss began development of its intended successor, the
928:, at least 70 P-40Fs that were fitted with V-1710-81 engines due to the shortage of Merlins.
843:
732:
700:
360:
320:
1398:
490:
436:
1706:
892:) the first production batch of 699 aircraft with American-made Packard V-1650-1 engines.
612:. Although they were officially Hawk 81A-3s, they lacked the provisions for a drop tank.
1258:, 377 aircraft with 6 wing mounted MGs, a relocated battery, and larger wing fuel tanks.
947:
423:
P-40-CU s/n 39-156, the first of almost 14,000 Warhawks to come off the production line.
1933:
343:
mounted in the nose. The XP-37 was plagued with supercharger and visibility problems.
328:
1770:
2140:
2046:
2034:
2024:
1988:
1971:
1966:
1956:
1432:
1325:
651:
635:
609:
564:
In an attempt to further rectify the problem of poor protection, the P-40C was given
1393:
898:, 123 aircraft with an extended fuselage to counteract extra torque from the Merlin.
2094:
2089:
2066:
2061:
2056:
1981:
1976:
1636:
960:
810:
306:
1246:, P-40N-5s modified in the field with fuselage mounted cameras for reconnaissance.
1383:(Model 87X) was still inferior to modern fighters and the project was cancelled.
818:
production. In May 1942 the project was cancelled without anything being built.
739:. With these aircraft and improved training techniques these problems subsided.
714:, a P-40E-1 with a large vertical stabilizer, similar to that of the early P-40K.
2099:
1162:, 280 aircraft with changes to the fuel system and undercarriage warning system.
340:
323:, after realizing the Hawk 75 was inferior to more modern European designs, the
167:
65:
1902:
1673:
1448:, 41-13456, belongs to a P-40C, however, the canopy is from an early Hawk 87.
959:
was intended to be the last P-40 production variant before replacement by the
788:
1841:
Vee's for Victory!: The Story of the Allison V-1710 Aircraft Engine 1929–1948
573:
1894:
1065:, 148 aircraft with electric aileron trim tabs and revised engine controls.
1053:, 50 aircraft built similar to the P-40F-5 but with some equipment removed.
707:
626:
1276:, 500 aircraft with a revised instrument panel and non-metal fuel tanks.
1206:
was the most produced variant of the Warhawk, with 5220 aircraft built.
568:. The obsolete SCR-283 radio of the earlier P-40s was replaced with an
1041:
As with the P-40F, at least 53 P-40Ls were re-engined with V-1710-81s.
842:
had poor performance at high altitudes, while their own Merlin powered
569:
1512:
506:
Of the remaining 324 aircraft of the initial order, 131 were built as
882:, the second P-40D fitted with a 1,300 hp Rolls-Royce Merlin 28.
1059:, 220 aircraft with two wing guns removed and reduced fuel capacity.
1156:, 260 aircraft with carburetor air filter and aileron improvements.
557:
The last 193 aircraft of the original P-40 order were completed as
1392:
1362:
1229:
1190:
1117:
946:
825:
706:
690:
625:
548:
418:
382:
374:
350:
324:
310:
1886:
1071:, 112 aircraft with revised carburetor filters and signal lights.
1018:, one P-40K-10 with a V-1710-43 used to test wing root radiators.
1234:
A civilian P-40N. Note the revised canopy introduced on the N-5.
1122:
The sole Finnish Warhawk (KH-51) was a captured Soviet P-40M-10.
1906:
1431:, proposed production version with either six .50 guns or four
858:(Model 87B) was the first variant to carry the "Warhawk" name.
514:
types. The P-40B also had an additional .30 MG in each wing.
161:
59:
18:
1168:, a small number of aircraft converted to two-seat trainers.
934:, export version, 150 built for the RAF under Lend-Lease as
1033:
A continued development of the Merlin powered Warhawk, the
1138:, the same as the P-40K, which can cause some confusion.
922:, the third production P-40F used for streamlining tests.
916:, 112 aircraft with a revised cockpit oxygen flow system.
1288:, 500 aircraft with valve and electrical system changes.
282:
was a WWII fighter aircraft that was developed from the
1109:
s. Most of these had the three gun wings of the P-40F.
532:, export version, 110 aircraft produced for the RAF as
189:
951:
An early P-40K with an enlarged vertical stabilizer.
594:, export version, 930 aircraft built for the RAF as
2108:
2075:
2012:
1944:
695:Curtiss P-40E (Kittyhawk Mk.IA) in the markings of
90:. Unsourced material may be challenged and removed.
1294:, 500 aircraft with system changes and a new radio
1252:, 100 winterized aircraft with 4 wing-mounted MGs.
1095:, at least 53 aircraft re-engined with V-1710-81s.
1083:, 567 aircraft ordered, cancelled and never built.
1089:, 60 aircraft ordered, cancelled and never built.
1000:, 335 aircraft with the long tail of the P-40F-5.
678:, export version, 560 were built for the RAF as
443:, the RAF pressed these into service for use in
1375:. To do so, Curtiss installed a 1,425 hp
672:, 21 aircraft built for service with the USAAF.
598:s, many of which were diverted to other allies.
866:1,360 hp. These aircraft became known as
751:, the second P-40D fitted with a six-gun wing.
485:, export version, 140 aircraft ordered by the
1918:
1843:. Atglen, Pennsylvania: Schiffer Publishing.
8:
1338:, export versions, 586 built for the RAF as
830:The prototype P-40F, converted from a P-40D.
773:, a number of P-40Es and Ks modified by the
465:, one P-40 that was fitted with cameras for
194:introducing citations to additional sources
1637:"Curtiss P-40 Warhawk, Tomahawk, Kittyhawk"
1101:, export version, 100 built for the RAF as
1012:, one P-40K modified as a two-seat trainer.
540:s, the latter equipped with .303 Brownings.
53:Learn how and when to remove these messages
1925:
1911:
1903:
791:. These were given the USAAF designation
459:, 524 aircraft ordered, only 200 produced.
1858:Shores, Christopher; et al. (2014).
1563:P-40 Warhawk in action - Aircraft No. 205
1006:, 165 aircraft with winterized equipment.
994:, 200 aircraft with rotary valve cooling.
910:, 200 aircraft with winterized equipment.
783:, export version, the RAF received 1,500
553:A close up view of the P-40C's drop tank.
263:Learn how and when to remove this message
150:Learn how and when to remove this message
1471:"History of Aircraft Track Landing Gear"
1282:, P-40N-25s modified for reconnaissance.
1264:, P-40N-15s modified for reconnaissance.
359:A further 13 Model 75Is were ordered in
327:ordered one P-36 to be modified with an
184:Relevant discussion may be found on the
1877:Shamburger, Page; Christy, Joe (1972).
1462:
1342:s. Some were diverted to other allies.
387:XP-40 fitted with tracked landing gear.
1860:A History of the Mediterranean Air War
1324:), one P-40N aircraft modified with a
795:. Some were diverted to other allies.
763:, two aircraft modified into two-seat
572:and provisions were made for a 52 gal
2152:World War II Chinese fighter aircraft
1700:
1698:
1696:
1694:
1556:
1554:
1552:
1550:
1182:. Many were diverted to other allies.
809:, which was basically a P-40E with a
7:
2157:World War II Soviet fighter aircraft
1668:
1666:
1631:
1629:
1627:
1625:
1548:
1546:
1544:
1542:
1540:
1538:
1536:
1534:
1532:
1530:
1499:
1497:
1495:
1493:
1491:
88:adding citations to reliable sources
1810:"USAF Serial Number Search Results"
1746:"USAF Serial Number Search Results"
355:Curtiss YP-37 with lengthened nose.
1705:Pearce, William (19 August 2015).
1270:, 1,523 aircraft with a V-1710-99.
1174:, 466 aircraft built for the RAF,
14:
34:This article has multiple issues.
1565:. Squadron/Signal Publications.
177:relies largely or entirely on a
166:
64:
23:
205:"Curtiss P-40 Warhawk variants"
99:"Curtiss P-40 Warhawk variants"
75:needs additional citations for
42:or discuss these issues on the
1596:"1941 | 1120 | Flight Archive"
1218:Sub-variants and modifications
1142:Sub-variants and modifications
1045:Sub-variants and modifications
976:Sub-variants and modifications
874:Sub-variants and modifications
743:Sub-variants and modifications
580:Sub-variants and modifications
451:Sub-variants and modifications
1:
606:Nationalist Chinese Air Force
1862:. Vol. 2. Grub Street.
489:, but were delivered to the
400:United States Army Air Corps
16:Variants of the P-40 Warhawk
1373:North American P-51 Mustang
2175:
1475:Air Force Materiel Command
304:
293:
2085:Historical P-40C Tomahawk
1839:Whitney, Daniel (1998).
1707:"Curtiss XP-40Q Fighter"
1585:Whitney 1998, Chapter 12
1150:, the first 60 aircraft.
1105:s, and a further 160 as
699:, which was part of the
610:American Volunteer Group
379:Curtiss XP-40 in flight.
290:Allison-engined Model 75
1674:"P-40 Warhawk Variants"
1197:Cavanaugh Flight Museum
852:Packard V-1650-1 Merlin
566:self-sealing fuel tanks
1660:Shamburger 1973, P.231
1561:Dann, Richard (2007).
1435:cannons. Never built.
1402:
1368:
1235:
1199:
1123:
965:attack on Pearl Harbor
952:
831:
735:under the designation
715:
704:
631:
554:
424:
388:
380:
363:under the designation
356:
316:
1732:"Photo of the XP-40N"
1396:
1366:
1233:
1194:
1121:
972:subsequent Warhawks.
950:
829:
710:
694:
629:
588:, 193 aircraft built.
552:
526:, 131 aircraft built.
422:
386:
378:
354:
314:
1600:www.flightglobal.com
467:photo reconnaissance
280:Curtiss P-40 Warhawk
190:improve this article
84:improve this article
1881:. Wolverine Press.
1619:Shores 2014, p. 22.
1515:on 26 December 2017
1509:www.uswarplanes.net
697:No. 3 Squadron RAAF
1775:www.joebaugher.com
1641:www.joebaugher.com
1403:
1369:
1236:
1200:
1124:
953:
836:Rolls-Royce Merlin
832:
811:turbo-supercharged
716:
705:
640:reduction gear box
632:
555:
425:
389:
381:
357:
317:
2134:
2133:
1879:The Curtiss Hawks
1711:Old Machine Press
854:. The resulting
441:Battle of Britain
337:M1919 Browning MG
296:Curtiss P-36 Hawk
273:
272:
265:
255:
254:
240:
160:
159:
152:
134:
57:
2164:
2147:Curtiss aircraft
1927:
1920:
1913:
1904:
1898:
1873:
1854:
1825:
1824:
1822:
1820:
1806:
1800:
1799:
1792:
1786:
1785:
1783:
1781:
1767:
1761:
1760:
1758:
1756:
1742:
1736:
1735:
1728:
1722:
1721:
1719:
1717:
1702:
1689:
1688:
1686:
1684:
1670:
1661:
1658:
1652:
1651:
1649:
1647:
1633:
1620:
1617:
1611:
1610:
1608:
1606:
1592:
1586:
1583:
1577:
1576:
1558:
1525:
1524:
1522:
1520:
1511:. Archived from
1501:
1486:
1485:
1483:
1481:
1467:
1367:Curtiss XP-40Q-1
1310:(TP-40N-25) and
1172:Kittyhawk Mk.III
1136:Kittyhawk Mk.III
1107:Kittyhawk Mk.III
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315:Curtiss XP-37
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246:December 2018
238:
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210:
207: –
206:
202:
201:Find sources:
195:
191:
187:
181:
180:
179:single source
175:This article
173:
169:
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154:
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143:
140:December 2018
132:
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101: –
100:
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95:Find sources:
89:
85:
79:
78:
73:This article
71:
67:
62:
61:
56:
54:
47:
46:
41:
40:
35:
30:
21:
20:
2125:
2095:Rowley P-40F
2090:Jurca Pee-40
1937:P-40 Warhawk
1878:
1859:
1840:
1832:Bibliography
1817:. Retrieved
1813:
1804:
1790:
1778:. Retrieved
1774:
1765:
1753:. Retrieved
1749:
1740:
1726:
1714:. Retrieved
1710:
1681:. Retrieved
1677:
1656:
1644:. Retrieved
1640:
1615:
1603:. Retrieved
1599:
1590:
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1562:
1517:. Retrieved
1513:the original
1508:
1478:. Retrieved
1474:
1465:
1443:
1428:
1422:
1416:
1410:
1404:
1387:Sub-variants
1380:
1370:
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1350:
1339:
1335:
1331:
1321:
1317:
1314:(TP-40N-30).
1311:
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986:Pearl Harbor
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658:Sub-variants
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602:Hawk 81A-2/3
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518:Sub-variants
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445:North Africa
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339:and one .50
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307:Curtiss P-37
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82:Please help
77:verification
74:
50:
43:
37:
36:Please help
33:
2100:W.A.R. P40E
1819:21 December
1646:21 November
1605:19 December
1519:20 November
2141:Categories
2116:In fiction
1683:5 November
1452:References
1099:Hawk 87B-3
932:Hawk 87B-2
844:Hurricanes
789:Lend-Lease
781:Hawk 87A-2
676:Hawk 87A-1
592:Hawk 81A-3
530:Hawk 81A-2
483:Hawk 81A-1
216:newspapers
110:newspapers
39:improve it
2121:Survivors
1887:79-173429
1440:Twin P-40
1417:XP-40Q-2A
1308:RP-40N-26
848:Spitfires
574:drop tank
469:missions.
319:In early
284:P-36 Hawk
186:talk page
45:talk page
2126:Variants
2077:Replicas
2004:Tomahawk
1945:Aircraft
1423:XP-40Q-3
1411:XP-40Q-2
1405:XP-40Q-1
1332:Hawk 87V
1312:P-40N-31
1298:P-40N-40
1292:P-40N-35
1286:P-40N-30
1280:P-40N-26
1274:P-40N-25
1268:P-40N-20
1262:P-40N-16
1256:P-40N-15
1250:P-40N-10
1160:P-40M-10
1087:P-40L-30
1081:P-40L-25
1075:P-40L-20
1069:P-40L-15
1063:P-40L-10
1004:P-40K-15
998:P-40K-10
914:P-40F-20
908:P-40F-15
902:P-40F-10
888:, (also
840:Mustangs
787:s under
712:41-36504
617:Model 87
570:SCR-274N
447:anyway.
410:Model 81
1934:Curtiss
1895:2177088
1780:14 June
1755:14 June
1716:14 June
1480:7 April
1244:P-40N-6
1238:P-40N-5
1224:P-40N-1
1154:P-40M-5
1148:P-40M-1
1093:P-40R-2
1057:P-40L-5
1051:P-40L-1
992:P-40K-5
982:P-40K-1
926:P-40R-1
896:P-40F-5
890:P-40F-1
868:P-40R-1
793:P-40E-1
670:P-40D-1
230:scholar
124:scholar
2109:Topics
1999:Mohawk
1939:family
1893:
1885:
1866:
1847:
1569:
1505:"P-40"
1322:P-40XN
1318:XP-40N
1304:TP-40N
1178:, and
1166:TP-40M
1016:XP-40K
1010:TP-40K
920:YP-40F
880:XP-40F
771:P-40EF
761:P-40ES
737:P-40ES
538:Mk.IIA
536:s and
477:XP-40G
232:
225:
218:
211:
203:
126:
119:
112:
105:
97:
1457:Notes
1433:20 mm
1429:P-40Q
1381:P-40Q
1359:P-40Q
1353:P-40P
1347:P-40P
1204:P-40N
1187:P-40N
1180:RNZAF
1132:P-40M
1114:P-40M
1035:P-40L
1029:P-40L
957:P-40K
943:P-40K
886:P-40F
856:P-40F
822:P-40F
807:P-40J
800:P-40J
755:P-40E
721:P-40E
687:P-40E
664:P-40D
648:P-40D
636:XP-46
622:P-40D
586:P-40C
559:P-40C
545:P-40C
524:P-40B
508:P-40B
502:P-40B
473:P-40G
463:P-40A
393:XP-40
371:XP-40
365:YP-37
347:YP-37
333:XP-37
325:USAAC
301:XP-37
237:JSTOR
223:books
131:JSTOR
117:books
1982:P-60
1977:P-53
1972:P-46
1967:P-42
1962:P-40
1957:P-37
1952:P-36
1891:OCLC
1883:LCCN
1864:ISBN
1845:ISBN
1821:2018
1782:2020
1757:2020
1718:2020
1685:2018
1648:2018
1607:2018
1567:ISBN
1521:2018
1482:2023
1351:The
1334:and
1202:The
1176:RAAF
1130:The
961:P-60
955:The
846:and
816:P-38
457:P-40
435:the
429:P-40
415:P-40
361:1938
321:1937
278:The
209:news
103:news
1336:87W
870:s.
561:s.
510:s.
493:as
192:by
86:by
2143::
2067:95
2062:90
2057:88
2052:87
2047:86
2042:81
2020:75
1889:.
1812:.
1773:.
1748:.
1709:.
1693:^
1676:.
1665:^
1639:.
1624:^
1598:.
1529:^
1507:.
1490:^
1473:.
938:s.
723:.
48:.
2035:S
2030:P
2025:I
1926:e
1919:t
1912:v
1897:.
1872:.
1853:.
1823:.
1798:.
1784:.
1759:.
1734:.
1720:.
1687:.
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1609:.
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1484:.
1401:.
1320:(
988:.
767:.
703:.
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260:(
248:)
244:(
234:·
227:·
220:·
213:·
196:.
182:.
153:)
147:(
142:)
138:(
128:·
121:·
114:·
107:·
80:.
55:)
51:(
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
