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50-589: CNAC may refer to: China National Aviation Corporation Canadian Numbering Administration Consortium Centro Nacional Autónomo de Cinematografía Centre National d'Art Contemporain, Grenoble, France; located at the Le Magasin Centre National des Arts du Cirque, Châlons-en-Champagne , Marne, Grand Est, France CNAC House, Hong Kong International Airport , Hong Kong, China; HQ for Air China Cambridge Nonviolent Action Committee, part of

100-589: A 45 percent share in CNAC. The Keys share in CNAC wound up in Intercontinent Aviation, another holding company that he had established in 1929 to handle foreign airline investments; by that stage Intercontinent itself had become part of North American Aviation, another firm founded by Keys in 1928. From 1931 until 1948 William Langhorne Bond was operations manager and vice-president of China National Aviation Corporation By 1933, Keys had retired under

150-408: A cloud of scandal and near bankruptcy. Thomas Morgan was his successor as the head of Curtiss-Wright which through cross holdings ultimately controlled both North American and Intercontinent. After a series of disastrous accidents and disagreements with Chinese leaders, Morgan decided to sell the 45 percent stake held by Intercontinent in CNAC to Pan American Airways : on 1 April 1933. Morgan concluded

200-533: A move aimed at expanding its presence in the military aircraft emergency arresting systems sector. SAA, a subsidiary of Safran Aerosystems, specializes in designing and manufacturing aircraft emergency arresting systems and will operate within Curtiss-Wright's Naval & Power segment post-acquisition. The completion of the acquisition, valued at $ 240 million, is contingent on regulatory approval and other closing conditions, with expectations for finalization in

250-487: A significant percentage of engines that did not meet Army Air Forces (AAF) inspection standards. These defective engines were nevertheless approved by inspectors for shipment and installation in U.S. military aircraft. After investigation, it was later revealed that Wright company officials at Lockland had conspired with civilian technical advisers and Army inspection officers to approve substandard or defective aircraft engines for military use. Curtiss-Wright failed to make

300-564: A supplier of specialized data communications products for real-time systems, primarily for the aerospace and defense, industrial automation and medical image markets. The acquisition also reintroduced Curtiss-Wright to Dayton, Ohio. In 2010, Curtiss-Wright acquired Hybricon Corporation for $ 19 million in cash. Hybricon is a supplier of electronic packaging for the aerospace, defense, and commercial markets, and provides electronic subsystem integration. In 2011, Curtiss-Wright acquired Ireland-based Acra Control for $ 61 million in cash. Acra Control

350-540: Is a supplier of data acquisition systems and networks, data recorders, and telemetry ground stations for both defense and commercial aerospace markets. At the beginning of 2013, Curtiss-Wright acquired Exlar Corporation for $ 85 million in cash. Exlar, a private company, is a designer and manufacturer of highly engineered electric actuators used in motion control solutions in industrial and military markets. The acquired business will operate within Curtiss-Wright's Motion Control segment. In October 2013, Curtiss-Wright completed

400-454: Is anticipated to yield a 100% free cash flow conversion rate, underscoring the robust liquidity position. This strengthened financial position can be leveraged for profitable and revenue-generating strategies. As well as manufacturing engines, a range of electrically actuated constant speed three- and four-bladed propellers were manufactured under the name Curtiss Electric . Albert Kahn Associates designed several industrial buildings for

450-483: The Cambridge movement (civil rights) Covington Neighborhood Action Coalition, see History of Covington, Kentucky See also [ edit ] [REDACTED] Search for "cnac" on Misplaced Pages. All pages with titles beginning with CNAC All pages with titles containing CNAC Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with

500-768: The Great Depression . Guy Vaughan was appointed president in 1935. In 1937, the company developed the P-36 fighter aircraft, resulting in the largest peacetime aircraft order ever given by the Army Air Corps. Curtiss-Wright also sold the P-36 abroad, where they were used in the early days of World War II . During World War II , Curtiss-Wright produced 142,840 aircraft engines, 146,468 electric propellers, and 29,269 airplanes. Curtiss-Wright employed 180,000 workers, and ranked second among United States corporations in

550-755: The Travel Air Manufacturing Company . There were three main divisions: the Curtiss-Wright Airplane Division, which manufactured airframes ; the Wright Aeronautical Corporation, which produced aircraft engines ; and the Curtiss-Wright Propeller Division, which manufactured propellers . After 1929, most engines produced by the new company were known as Wrights. Existing aircraft continued using

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600-709: The Vultee V-1A single-engine transport that "missed the boat" to Republican Spain ended up in China. Initially, the Nationalists maintained contact with the outside world through the port of Hanoi in French Indo-China , but the Japanese put pressure on the new pro-Vichy regime there to cut off relations with them in 1940–41. Flying in mainland China during the war with Japan was dangerous. A CNAC aircraft

650-473: The Wankel rotary engine from NSU in 1958 as a possible aircraft power plant. For this project, Curtiss-Wright relied on the design leadership of NSU-Wankel engineer Max Bentele . In 1954, United Airlines bought four Curtiss-Wright flight simulators at a cost of $ 3 million. These simulators were unlike earlier ones produced in the late 1940s for airliners but now included visuals, sound, and movement. They were

700-535: The Army and Navy for more advanced aircraft designs. The P-60 , the firm's last prop-driven fighter design, was merely an extrapolation of its 1930s P-36 Hawk , offering no advantage over other designs already in service. With the rapid development of jet engine technology and near-supersonic flight, this technological lag resulted in Curtiss losing a number of critical postwar military aircraft orders. The final nail in

750-760: The Chinese Finance Minister H.H. Kung . During World War II, CNAC was headquartered in India, and flew supplies from Assam , India, into Yunnan , southwestern China through the Hump Route over the Himalayas, after the Japanese blocked the Burma Road . Despite the large casualties inflicted by the Japanese and more significantly, the ever-changing weather over the Himalayas, the logistics flights operated daily, year round, from April 1942 until

800-562: The Chinese National Aviation Corporation, a state owned company with an authorized capital of ten million yuan . Sun Fo , Minister of Railways and son of Sun Yat Sen served as its first chairman although the real power lay with the Minister of Communications, Wang Boqun. Two weeks later on 17 April, the Nationalists entered into a service contract with an American firm, Aviation Exploration Inc which

850-473: The Curtiss name, while new designs used either the Curtiss or Curtiss-Wright name, depending on which location they were designed by, with a few exceptions. Throughout the 1930s, Curtiss-Wright designed and built aircraft for military, commercial, and private markets but it was the Wright engine division and the longstanding relationship with the U.S. military that helped the company through the difficult years of

900-742: The Delaware-registered Civil Air Transport Inc (CAT) in an effort to save the aircraft from the Communists. After a lengthy legal battle (which went on appeal from Hong Kong to Privy Council in UK, as reported in 1951 Appeal Cases) the planes were delivered by the Hong Kong government to CAT in 1952. Moon Fun Chin , who flew supplies over the dangerous Hump Campaign to resupply the Chinese during World War Two,

950-469: The Ministry of Communications released its revenue. An old China hand named Max Polin managed to broker a new deal between China Airways Federal and the Ministry of Communication. On 8 July, the two rival airmail operators merged into a reconfigured China National Aviation Corporation, which thereafter was better known by its acronym, CNAC. The Chinese government had a 55 percent share and Keys' interests had

1000-615: The People's Aviation Company of China in May 1952, and eventually became part of CAAC Airlines in June 1953. Today the original Convair 240 (with one engine missing) is on display at a Military Aviation Museum in Beijing. Liu left China in 1971 for Australia where he died in May 1973. The remaining 71 aircraft in Hong Kong were sold by the Nationalists, who had retreated to the island of Taiwan, to

1050-580: The acquisition of 901D Holdings, LLC (901D) for $ 132 million in cash. Designing and manufacturing electronic systems, subsystems, and shipboard enclosures, 901D is a contributor to major U.S. Navy shipbuilding programs including both nuclear and non-nuclear powered vessels. In February 2020, Curtiss-Wright Corporation (NYSE: CW) completed the acquisition of Dyna-Flo Control Valve Services Ltd. ("Dyna-Flo") for $ 81 million in cash. In January 2022, Curtiss-Wright Corporation (CW) announced an agreement to acquire assets from Safran Aerosystems Arresting Company (SAA),

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1100-487: The acquisition of Keronite Group Limited, involving a cash transaction of $ 35 million. This strategic move is expected to enhance Curtiss-Wright's capabilities in Plasma Electrolytic Oxidation ("PEO") surface treatment services. Operating within Curtiss-Wright's Aerospace & Industrial segment, the acquisition is projected to have a neutral impact on the company's earnings in the initial year. It

1150-529: The acquisition of the Parvus Corporation, a business unit of Eurotech S.p.A ., for $ 38 million. Parvus is a leading designer and manufacturer of rugged small form factor computers and communications subsystems for the aerospace, defense, homeland security, and industrial markets. Curtiss-Wright acquired military communications equipment supplier Pacific Star Communications for $ 400 million, on November 2, 2020. Curtiss-Wright Corporation finalized

1200-431: The airmail and passenger service with an inaugural flight from Shanghai to Hankou. It continued to face overwhelming political and financial difficulties, not least from the Ministry of Communications which not only collected airmail revenue from its own service but from that of China Airways Federal. By the start of 1930 China Airways Federal was at the point of bankruptcy and threatened to stop operations altogether unless

1250-805: The coffin was the choice of the Northrop F-89 Scorpion over the XF-87 Blackhawk . After the F-87 was cancelled in October 1948, Curtiss-Wright shut down its entire Aeroplane Division and sold the assets to North American Aviation . Curtiss-Wright continued to occasionally venture back into the realm of designing aircraft, such as the TDU-12/B Skydart target drone and the X-19 tilt-rotor, but none of these amounted to anything and by

1300-404: The company with little of its old business, and during the 1960s it shifted to components for aircraft and other types of equipment, such as nuclear submarines , a business that continues today. In 2002, Curtiss-Wright acquired Penny & Giles , a supplier of black boxes and sensing devices (Hybrid linear, hybrid rotary and VRVT sensors). In 2003, Curtiss-Wright acquired Systran Corporation,

1350-529: The construction of a transonic wind tunnel. Cornell Aeronautical Labs, or CAL as it was known, was eventually spun off from the university as a private company, Calspan Corporation , which has been responsible for numerous innovations in flight and safety research. After the government gave the development of the Whittle jet engine to GE , the company concentrated on reciprocating engines and propeller production for military transport and civilian airliners. With

1400-483: The continued Battles of Chengdu-Chongqing , Lanzhou , Changsha , Kunming , the looming Japanese invasion of Burma , Major General Mao Bangchu of the Nationalist Air Force of China was tasked with leading the exploration of suitable air-routes over the dangerous Himalayas in 1941; as a result, CNAC pilot Xia Pu recorded the first flight between Dinjan, Burma, to Kunming, China in what was to become

1450-470: The early 1960s Curtiss-Wright was no longer an aircraft manufacturer. While this marked Curtiss-Wright's departure from preeminence in the aviation industry, one notable spin-off involved Curtiss-Wright's flight research laboratory, founded in 1943 near the main plant at the Buffalo airport. During divestiture of the airframe division, the lab was given to Cornell University along with a cash gift to finish

1500-612: The end of the war. The CNAC was a smaller part of the overall re-supply operations which included the USAAF's India-China Division of Air Transport Command . After World War II, in 1946, CNAC moved from India to Shanghai, specifically Longhua Airport , located on the western shore of the Huangpu River , 10 km from the center of Shanghai. The company was a huge organization, with departments for transportation, mechanics, medicine, food, finance, etc. The employees who numbered in

1550-420: The first of today's modern flight simulators for commercial aircraft. In 1956, financially strapped automaker Studebaker-Packard Corporation entered into a management agreement with Curtiss-Wright to allow the nation's fifth-largest automobile manufacturer to avoid insolvency. The relationship lasted until 1959 at which time Curtiss-Wright withdrew from the agreement. The shift of civilian aircraft to jets left

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1600-603: The main production facilities in Buffalo, New York . During the war, a second large plant was added at Buffalo, followed by new plants at Columbus, Ohio ; St. Louis, Missouri ; and Louisville, Kentucky . Engine and propeller production was at plants in New Jersey, Pennsylvania, and Ohio. In May 1942, the U.S. government assigned Curtiss-Wright a defense production factory for wartime aircraft construction at Louisville, Kentucky , to produce C-76 Caravan cargo aircraft, which

1650-630: The result of a merger of 12 companies associated with Curtiss Aeroplane and Motor Company of Buffalo, New York , and Wright Aeronautical of Dayton, Ohio . It was headquartered in Buffalo, New York . With $ 75 million in capital (equivalent to $ 1.33 billion in 2023), it became the largest aviation company in the United States. By September 1929, Curtiss-Wright had acquired the Moth Aircraft Corporation (which primarily built de Havilland Moth aircraft under licence) and

1700-731: The roughly 2,500 C-46s produced at Buffalo. The C-46 cargo aircraft was fitted with two powerful radial engines and could fly at higher altitudes than most other Allied aircraft. Consequently, it was used extensively in the China-Burma-India Theater . From 1941 to 1943, the Curtiss Aeronautical plant in Lockland, Ohio , produced aircraft engines under wartime contract, destined for installation in U.S. Army Air Forces aircraft. Wright officials at Lockland insisted on high engine production levels, resulting in

1750-430: The route between Shanghai and San Francisco. The downfall of CNAC's operations came on 9 November 1949, when managing director of CNAC, Colonel CY Liu, and general manager of CATC ( Central Air Transport Corporation  [ zh ] ), Colonel CL Chen with a skeleton crew defected with 12 aircraft in unauthorized take-offs from Hong Kong Kai Tak Airport to Communist-controlled China. The lead aircraft ( Convair 240 )

1800-774: The route now known as " The Hump " in November of that year. On 8, 9 and 10 December 1941, eight American pilots of the China National Aviation Corporation (CNAC) and their crews made a total of 16 trips between Kai Tak Airport in the British Crown Colony of Hong Kong, then under attack from Japanese forces , and Chongqing, the wartime capital of the Republic of China. Together they made 16 sorties and evacuated 275 persons including Soong Ching-ling (the widow of Sun Yat-sen ), and

1850-621: The sale with PanAm president Juan Trippe . Trippe almost immediately put PanAm vice-president Harold Bixby in charge of the airline's new far east operation: Bixby was well known in banking and aviation circles as the man who had put up the money for the trans-Atlantic flight of Charles Lindbergh in the Spirit of St Louis . Between 1937 and December 1941, CNAC flew many internal routes with Douglas Dolphin amphibians (Route No. 3, from Shanghai – Canton, via Wenzhou, Fuzhou, Amoy & Shantou), and Douglas DC-2s and DC-3s. In addition, three examples of

1900-439: The third quarter of 2022. The strategic acquisition of SAA is part of Curtiss-Wright's efforts to enhance growth prospects and diversify its product portfolio. With an anticipated positive impact on CW's earnings, the $ 240 million transaction is projected to contribute to a robust free cash flow conversion rate exceeding 100%, signaling a favorable liquidity position for the company in the future. In November 2022, CW has finalized

1950-498: The thousands were housed in dormitories located in the Shanghai French Concession . Every morning, the company took the employees by a car convoy from the dormitories to the airport. CNAC eventually operated routes from Shanghai to Beiping , Chongqing, and Guangzhou , using Douglas DC-2 and DC-3 aircraft. Apart from purchasing war surplus planes, CNAC had also acquired brand new Douglas DC-4s , to serve

2000-529: The title CNAC . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=CNAC&oldid=997376637 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages China National Aviation Corporation The China National Aviation Corporation ( Chinese : 中國航空公司 )

2050-557: The transition to design and production of jet aircraft , despite several attempts. During the war, the company expended only small amounts on aircraft research and development, instead concentrating on incremental improvements in conventional aircraft already in wartime production. This was especially true in the first two years of the war. Curtiss' failure to research and develop more advanced wing and airframe designs provided an opening for North American , Bell , Lockheed, Northrop, and other U.S. aircraft manufacturers to win contracts from

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2100-574: The treaty ports. Even more ominous was the opposition from Wang Po-chun the Minister of Communications; in July 1929, he went ahead and set up an airmail service, Shanghai-Chengtu Airways , owned entirely by his ministry. Wang imported Stinson planes and competed with China Airways Federal on the Shanghai-Hankou route. He became in effect the father of China's civil aviation. Despite all the odds, on 21 October 1929, China Airways Federal launched

2150-603: The twilight of the big piston aircraft engine, Curtiss-Wright needed a new design direction, and in 1950, Curtiss-Wright licensed the Sapphire jet engine from Armstrong Siddeley in the U.K and manufactured it as the Wright J65 . It powered models of the Martin B-57 , and several U.S. fighter aircraft. Subsequent derivative engines were late and did not find substantial markets. Curtiss-Wright briefly licensed rights to

2200-561: The value of wartime production contracts, behind only General Motors . Aircraft production included almost 14,000 P-40 fighters, made famous by their use by Claire Chennault 's Flying Tigers in China, over 3,000 C-46 Commando transport aircraft, and later in the war, over 7,000 SB2C Helldivers . Its most visible success came with the P-40, variously known as the Tomahawk, Kittyhawk, and Warhawk, which were built between 1940 and 1944 at

2250-729: Was a Chinese airline which was nationalized after the Chinese Communist Party took control in 1949, and merged into the People's Aviation Company of China ( 中國人民航空公司 ) in 1952. It was a major airline under the Nationalist government of China until the 90s. It was headquartered in Shanghai as of 1938. On 5 April 1929 the Executive Yuan of the Nationalist government of China based in Nanjing established

2300-480: Was constructed mostly of wood, a non-priority war material. After difficulties with the C-76, including a crash of a production model in mid-1943, as well as the realization that sufficient quantities of aluminum aircraft alloys would be available for war production, plans for large-scale C-76 production were rejected. The Louisville plant was converted to C-46 Commando production, delivering 438 Commandos to supplement

2350-561: Was the first passenger aircraft in history to be destroyed by enemy forces, in the Kweilin Incident in August 1938. By fall 1940, CNAC operated service from Chongqing (via Kunming and Lashio ) to Rangoon , Chengdu , Jiading (via Luzhou and Yibin ) and Hong Kong (via Guilin ). As the Japanese blockade of materials, fuel and various supplies severely strangulated China's already-deprived war effort, particularly with

2400-522: Was the last surviving CNAC pilot. He died on 9 May 2023 at age 110. Curtiss-Wright It no longer makes aircraft but does make many related components, particularly actuators , aircraft controls , valves , and it provides surface-treatment services. It supplies equipment to the commercial , industrial , defense , and energy markets. It makes parts for commercial and naval nuclear power systems, industrial vehicles, and oil - and gas -related machinery. Curtiss-Wright formed on July 5, 1929,

2450-679: Was to establish air routes between a few of the major treaty ports and manage all operations. Aviation Exploration Inc was a personal holding company of the U.S. aviation magnate Clement Melville Keys who at the same time was the president of Curtiss-Wright and a few other aviation firms. In June 1929, Keys set up China Airways Federal to manage the new airmail routes between Canton , Shanghai and Hankou . This new Sino-American venture faced acute resistance from military factions in South China: warlords had their own small air forces which had ambitions to earn income from airmail service between

2500-639: Was welcomed with pomp and ceremony in Beijing, while the other 11 landed safely in Tianjin . The aircraft were pursued by Nationalist fighter planes but were shielded by heavy cloud cover. The remaining airline staff with their families (a total of 3,400) snuck into China by land or sea later. The ideology behind the defection was nationalism as they believed that the Communist Party would best lead one, strong China. On 1 August 1950, both companies came back to operate services. Later they were merged to form

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