While there was only one major visible external difference, he undertook an extensive redesign based on his experience in the much more scientifically grounded German aviation industry, and to bring the design into line with CAA (now FAA) certification requirements, which involved a lot of submissions, and alterations, and resubmissions before they signed off on it.

[3] The third novelty was the use of a rotisserie type fuselage jig, that ensured accuracy and consistency between the airframes they built, reducing the chance of building an airplane that couldn't be rigged to fly right.

[4] The fuselage was built in a rotating jig that ensured accuracy from welded chromium-molybdenum alloy steel tubes, faired with wooden battens.

The ailerons and the entire empennage were also built from chromium-molybdenum alloy steel tubing, and all controls were actuated through pushrods and bellcranks, with no cables or pulleys used.

[2] The undercarriage was a split axle type,[5] braced to a steel tube four point pyramid that extended from the belly of the aircraft, with suspension provided with bungee cords which were protected by leather boots.

[6] The BS-14 and BS-16 (BS standing for Biplane sport) were the final developments, and again featured extensive redesign work, but once again with few visible external alterations.

On the BS-16, the undercarriage was changed to the outrigger type and a tailwheel was provided in lieu of the skid used previously, while the rear seat was raised to improve visibility.

The problematic engine supply situation was well understood long before the last Curtiss OX-5 was installed in an airplane, and substantial efforts for alternatives were made.

Simplicity and reliability were key, and the solutions invariably involved air-cooled radial engines, however the designs were not sufficiently developed, and there were many failures, and for various reasons.

Had the company continued in existence, then the Wright J6 and Lycoming R-680 that were only installed in a small number of airframes, would probably have eventually outsold the OX-5 as they did with other aircraft types.

[8] In 1929, the government decided to allow aerobatics (known as stunting at the time), during the Annual Arkansas Air Tour being held in 1929 and so a team of three Warner-powered Command-Aire 3C3-As were formed as "The Blue Devils", but painted incongruously in black and orange stripes.

[8] Although the freakish Curtiss Tanager and Handley Page Gugnunc were the only ones to pass all the qualifying rounds, the 3C3 was the last aircraft not specially designed for the contest to be eliminated, and unlike those types would actually enter revenue service.