C 87 Aircraft

C 87 Aircraft - Five C-87s were converted as AT-22 for training flight engineers. Six stations in the fuselage were for students learning the operation of powerplants. In 1944 those five were redesignated TB-24D when they trained engineers scheduled for B-24 and B-32 bombers.

24 AAF C-87s were transferred to the RAF under Lend-Lease for Transport Command as Liberator C.VII [EW611/EW634]—known AAF s/ns [44-39219, 39248/39261] account for only 15 of them. They were used by 232, 246, and 511 Sqdns from mid-1944 until the end of the war.

C 87 Aircraft

The last examples were disposed of in 1946. [44-39219=EW611] became civilian [G-AKAG]. The Curtiss-Wright C-46 Commando was the military version of a yet unproven commercial transport. Like the C-47, it was a twin-engine monoplane but much larger and heavier with a maximum cargo capacity of 15,000 pounds against 10,000 for the C-47 and a passenger load capacity of 12,000 pounds against 6,500 for the C-47.

C- / C- Liberator

Accordingly, the Army Air Force (AAF) rested high hopes on its development but engineering difficulties so persisted that it did not get extensive use before 1944. Total acceptance reached only 3,144 airplanes by August 1945. Back in 1964 I was coming back from leave (Omaha) from boot camp.

My uncle wrangled me a seat on a DC-3 (that is what I knew it as – the Air Force designation may have been different) out of Offut for the flight back to San Diego. He was the navigator on the flight and a WW2 veteran.

I was a lowly Naval E-2. I got called forward to have a few words with my uncle. The view was spectacular. Loved his control panel. And all the other passengers were envious. An E-2? Gone are the days.

Perhaps the "Lib's" best feature was its versatility. B-24s were used in every theater of the war and in various roles. Liberators raided the oil refineries at Ploesti, Rumania, in August 1943. Others flew maritime and antisubmarine patrol missions.

The emblem is that of the First Troop Carrier Command. Its motto: VINCIT QUI PEIMUM GERIT means: “He conquers who gets there first”. An original patch is part of the museum's collection. It is hand painted on a leather disc.

It was sewn onto a leather jacket worn by a crew member. I had a big laugh when I found that military gliders were being made by piano manufacturers ""' sounds a little incongruent. I spent four years at Dover.

At first I was Air Policeman and walked the flight line under MATS aircraft. I was always part of the 95th Fighter Interceptor Squadron which was at Dover. I loved walking the flight line while my fellow mechanics were getting the F-106 repaired.

The Liberator represented a generation of aircraft even more advanced than the B-17, a fact not readily apparent from outward appearances. Piloting the aircraft was no easy task, for much of the aircraft's operating system was electric and the cockpit abounded with dials and switches.

The B-24 was built around the slender, shoulder-mounted, high-lift Davis wing. Most models of the B-24 aircraft had easily identifiable oval endplate vertical fins and rudders, plus oval-shaped engine cowlings and nacelles. The aerodynamically superior high-aspect-ratio wing enabled the B-24 to achieve a range in excess of 2,000 miles and a speed of 300 mph.

With nose and tail guns eliminated and a port side cargo door added, "Lumbering Lib" became the C-87 transport, able to carry a crew of five with twenty passengers. Another variant was the C-109 tanker, capable of transporting 2,900 gallons of fuel.

The C-109s carried fuel over the Himalayan "Hump" to resupply B-29s operating from Chinese bases. @media only screen and (min-device-width : 320px) and (max-device-width : 480px) { #ga-ad {display: none;} } SOURCES: -- Famous Bombers of the Second World War, William Green, Doubleday, 1959.

-- British Military Aircraft Serials, 1912-1969, Bruce Robertson, Ian Allen, 1969. -- Liberator: America's Global Bomber, Alwyn T. Lloyd, Pictorial Histories, 1993. -- Consolidated B-24J Liberator, Roger A. Freeman, Profile Publications, 1969. -- B-24 Liberator in Action, Larry Davis, Squadron/Signal Publications, 1987.

-- General Dynamics Aircraft & Predecessors, John Wegg, Naval Institute Press, 1990. -- Consolidated B-24D-M Liberator, Ernest R McDowell, Arco, 1970. -- US Military Aircraft Since 1909, Gordon Swanborough & Peter Bowers, Smithsonian, 1989. -- American Combat Planes, 3rd Edition, Ray Wagner, Doubleday, 1982.

-- Jane's American Fighting Aircraft of the 20th Century, Michael J H Taylor, Mallard Press. During World War II there was little debate as to what was desired of a transport aircraft: it was one that was equally useful for the delivery of either cargo or troops to their destination.

However, the only aircraft specifically developed during the war for this purpose was the Fairchild/North American C-82 Packet that did not see service until after the war. Meanwhile, great resourcefulness was displayed in meeting emergency demands using the aircraft and equipment that was readily available.

Those aircraft, forming the backbone of the Army Air Force's (AAF) transport fleets, were the C-47, C-54 and the C-46. Most were assigned to Air Transport Command (ATC). When Burma fell to the Japanese in April 1942, China's only supply line, the Burma Road, was cut, and the only route from India was by air, involving a perilous flight over the Himalayas, the highest mountain range in the world, which became legendary.

as "The Hump." On Sep 12, 1943 ATC established a route over The Hump that actually began at Patterson Field, Ohio, and ended in China, covering 28,000 miles and taking 12 days. ATC C-87s became an important part of this operation so dangerous that the AAF lost three crewmen for each thousand tons of cargo that reached China, ultimately costing the lives of more than 1,000 aircrewmen.

The importance of the transport plane to the operations of the AAF, whether as a carrier, troop transport or long-range cargo carrier, was illustrated by the growing number of these planes. In July 1939, the AAF had only 118 transports and on the eve of Pearl Harbor it had only 216. Thereafter, the inventory rose steadily and by August 1944 the AAF had more than 10,000 transports on hand.

Among the bombers modified for transport service, the first choice fell on the Liberator B-24 because of its long range. Designated the C-87 Liberator Express, the modified bomber performed important transport services for the AAF from the beginning to the end of the war.

As the C-109, it was used as a tanker and hauled large quantities of fuel across the Himalayas from India to China. Many unmodified B-24s saw unanticipated service as transports and tankers in theaters throughout the world;

a notable example being the use of a wing of the Eighth Air Force's B-24s in September 1944 to haul gasoline for George Patton's Third Army in France. The Douglas C-47 Skytrain was a military cargo version of the DC-3, a standby of the commercial airlines for a number of years before Pearl Harbor.

With other modifications the DC-3 became the C-53 Skytrooper, a troop and hospital transport. A steady and proven aircraft, the C-47 earned for itself a reputation hardly eclipsed even by the more glamorous of combat airplanes.

The dependable workhorse of the air, one finds it everywhere shuttling freight or airborne troops. Before the war was over the AAF had accepted more than 10,000 DC-3 type airplanes which was nearly half of the transport planes it received between 1940 and 1945.

The Liberator transport served a useful purpose, but its original design as a bomber did not make it fully compatible with the growing list of wartime personnel transport and cargo needs. In any case, the continuing demand for bombers argued for a different set of production lines to supply a four-engine transport.

@media only screen and (min-device-width : 320px) and (max-device-width : 480px) { #ga-ad {display: none;} } The Douglas C-54 Skymaster became the outstanding four-engine transport of the war. Known in its commercial model as the DC-4, the C-54 served mainly on the long-distance hauls of the Air Transport Command.

Strictly a transport and cargo plane, which was not modified for troop carrier purposes and would have been uneconomical in such a service, the C-54 was not available in large numbers until 1944. Its most colorful achievement came on the Hump route to China but

it also cut down the great distances separating the United States from many other far-flung battle fronts as well. Even before twin-engine military transports demonstrated their indispensability during World War II, the AAF took steps to acquire larger, four-engine aircraft as cargo transports.

During 1940-41, responding to overseas tensions and the pressing requirements of Lend-Lease operations, the Army Ferrying Command took shape and decided to operate the modified Consolidated B-24 Liberator bomber. Designated B-24A, the airplane was stripped of bomb-bay gear and assigned to long-distance

routes, where its top speed of 300 mph and range of three thousand miles made it a valued asset. With its high, shoulder-mounted wing, boxy fuselage shape, low ground clearance, and extended range, the Liberator seemed a natural design for conversion into a full-time transport.

Production orders for the transport version, the C-87, quickly followed.

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C 137 Aircraft

C 137 Aircraft - USAF procurement of the Boeing 707 was very limited, amounting to three Model 707-153s designated VC-137A. When delivered in 1959 these had four 13,500 lb (6123 kg) dry thrust Pratt & Whitney J57 (JT3C6) turbojets; when subsequently re-engined with 18,000 lbf (80.1 kN) dry thrust TF33-P-5 (JT3D) turbofans they were redesignated VC-137B.

Only one other variant served with the USAF. this was the VC-137C Air Force One Presidential transport, the two examples of which were Model 707-320B Intercontinentals with specialized interior furnishings and advanced communications equipment. Two further non-presidential C-137C aircraft were later added.[1]

C 137 Aircraft

The planes can carry up to 42,000 pounds of cargo or about 90 combat troops. The original C-130 was introduced in the 1950s, however the more modern "H" and "J" model variants like those that were removed from service, were introduced in the 1970s and 1990s respectively.

C-37As come equipped with a number of features not found on any other business jets. The avionics system is a state-of-the-art Honeywell SPZ-8500 Flight Management System (FMS) with an integrated full-function Heads-Up Display (HUD). They also come equipped with enhanced Ground Proximity Warning System (GPWS), a Microwave Landing System, TACAN military navigation equipment, and a military Identification Friend/Foe (IFF) transponder.

The C-37A resembles the C-20H (Gulfstream IV), but is eight feet longer, with a wider wing span, a more advanced avionics package and greater performance capabilities, allowing the aircraft to carry up to 12 passengers a distance 50 percent greater

than the C-20B models. A typical C-37 mission will be able to fly 5,500 nautical miles without refueling, carrying Cabinet secretaries, congressional delegations or senior military leaders. The Boeing C-137 Stratoliner is a retired VIP transport aircraft derived from the Boeing 707 jet airliner used by the United States Air Force.

Other nations also bought both new and used 707s for military service, primarily as VIP or tanker transports. In addition, the 707 served as the basis for several specialized versions, such as the E-3 Sentry AWACS aircraft.

The designation C-18 covers several later variants based on the 707-320B/C series. The C-137 should not be confused with the similar Boeing C-135 Stratolifter; although they share a common ancestor, the two aircraft have different fuselages.

The Boeing C-137 Stratoliner was a VIP transport aircraft derived from the Boeing 707 jet airliner used by the United States Air Force. Other nations also bought both new and used 707s for military service, primarily as VIP or tanker transports.

In addition, the 707 served as the basis for several specialized versions, such as the E-3 Sentry AWACS aircraft. The designation C-18 covers several later variants based on the 707-320B/C series. While Simmons said that "a small number" of the C-130 aircraft that have been removed had been operating overseas in support of military operations, the Air Force said that "at this time, it has been assessed that this temporary removal of service will

not impact ongoing C-130 support to overseas contingency operations." Gen. Maryanne Miller the commander of the Air Force's Air Mobility Command "ordered the temporary removal of 123 of 450 Total Force C-130 Hercules from service on August 7, after atypical cracks were discovered" during programmed depot maintenance," Air Mobility Command said in a

statement US Air Force procurement of the Boeing 707 was very limited, amounting to three Model 707-153s designated VC-137A. When delivered in 1959 these had four 13,500 lb (6123 kg) dry thrust Pratt & Whitney J57 (JT3C6) turbojets;

when subsequently re-engined with 18,000 lbf (80.1 kN) dry thrust TF33-P-5 (JT3D) turbofans they were redesignated VC-137B. Only one other variant served with the Air Force. this was the VC-137C Air Force One Presidential transport, the two examples of which were Model 707-320B Intercontinentals with specialized interior furnishings and advanced communications equipment.

Two further C-137C aircraft lacking Presidential transport modifications were later added.[1] "In consultation with aircraft maintenance and engineering experts, Gen. Miller directed an immediate time compliance technical order inspection to identify and correct any cracking to ensure airworthiness of these C-130 aircraft," the statement said, adding that "aircraft that are inspected and determined to have no cracking will be immediately returned to service.

" The key to the aircraft's performance is its state-of-the-art wing design, improved aerodynamics and more powerful engines. The airframe is capable of low-speed, high-lift performance, high-altitude maneuverability, and turbulence tolerance. The BMW/Rolls-Royce BR710-48 engines move the C-37 at a cruising speed of 600 mph.

Civilian versions of the aircraft have set 15 world speed and distance records, including the first non-stop flight from New York to Tokyo. The Gulfstream V is the first aircraft of its kind, capable of cruising at altitudes up to 51,000 feet, high above most other air traffic, weather and adverse winds.

The C-37 is a military version of the Gulfstream V business jet. It, along with the new C-32s, will replace the 89th Airlift Wing's aging fleet of C-137s. The first C-37A (#70400) arrived at Andrews AFB in July 1998, joining the wing's current fleet of five C-20Bs, two C-20Hs and three C-9Cs.

The aircraft has been modified to comfortably accommodate the Vice President, First Lady, their staff and other traveling dignitaries. The C-32 has been divided into four sections. The forward area has a communications center, galley, lavatory and 10 business class seats.

The second section is a fully-enclosed stateroom for the use of the primary passenger. It includes a changing area, private lavatory, separate entertainment system, two first-class swivel seats and a convertible divan that seats three and folds out into a bed.

The third section contains the conference and staff facility with eight business class seats. The rear section of the cabin contains general seating with 32 business-class seats, galley, two lavatories and closets. Entering service in 1998, the C-32 Air Force Two is a modified version of the commercially available Boeing 757-200 commercial passenger plane.

It is used to transport the Vice President, First Lady, their families and other national political executives. The C-130 aircraft plays a major role in helping the US military fly troops, equipment and cargo around the world, something made easier by the plane's ability to use rough, dirt airstrips in hostile environments.

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C 133 Aircraft

C 133 Aircraft - By 1961 managers within NASA began thinking about modes of transportation to ensure rapid delivery of upper Saturn stages, beginning with the S-IV. The size of the S-IV ruled out delivery to the Cape by rail or road.

As the lead center of launch vehicle development, MSFC let a contract in 1960 to the Douglas Aircraft Corporation to determine the feasibility of air transport. A Douglas assessment team spent several months on the project and came up with a proposal that envisioned a "piggyback" concept that used an Air Force C-133 transport.

C 133 Aircraft

Design studies included pictures of the rocket stage positioned above the C-133 and perched atop streamlined fairings. Because the stage was exposed to the passing air stream, planners expected to fit the stage with a streamlined nose cone, with vertical stabilizers at the rear to enhance its aerodynamic qualities in transit.

C- Cargomaster

A high-mounted wing, external blister fairings on each side for the landing gear, and rear-loading and side-loading doors ensured that access to, and the volume of, the large cargo compartment were not compromised by these structures.

The C-133 could fly the equivalent of 22 loaded railroad boxcars nonstop between Los Angeles, Calif., and New York for about 5 cents per ton per mile (907 kilograms per 1.6 kilometers). It carried fully assembled tanks and transported the Douglas-built Thor intermediate-range ballistic missiles.

Douglas built and delivered the last Cargomasters in 1961. NASA used Cargomasters to drop-test early space capsules and to transport a variety of space products. Douglas built 50 Cargomasters, but after the C-133, Douglas did not build transports specifically for the military for another 10 years.

From March into May of 1966 the Buddhist chaplains of the Army of the Republic of Vietnam's (ARVN) crack 1st Infantry Division incited their troops to open mutiny. To suppress the mutiny, commanders decided to send 1st Troop (M41A3), 5th ARVN Cav from Xuan Loc in In Corps to Da Nang.

The only way to get it there in time was to airlift it, so they called upon Military Assistance Command, Vietnam (MACV) for help. Senior Advisor, Republic of Vietnam (RVNAF) Armor Command, Colonel Raymond R. Battreall received instructions from MAC 53 (MG William De Puy, later CG, TRADOC) to supervise the loading of 1/5 Troop aboard four USAF C-133s at Tan

Son Nhut Airbase. The C-133's internal dimensions could accommodate two M41s if they could be gotten inside without tearing the plane apart and if the load would remain balanced. There would be only %-inch clearance on each side.

Suggestions from other sources ran the gamut from airplanes to gliders to lighter-than-air vehicles. One proposal envisioned the use of a blimp, which would putter along from California to Florida with a swaying S-IV stage slung underneath.

As late as 1963 serious thought was given to resurrecting a modern successor to the prewar dirigible, with an interior cargo hold to carry rocket stages. The first C-133A arrived at Travis on Oct. 17, 1958 and was dubbed the "State of California" and was assigned to the 84th Air Transport Squadron of the 1501st Air Transport Wing.

The last Cargomaster, a C-133B departed Travis on July 30, 1971 for the Davis-Monthan Air Force Base in Arizona. Operation BLUE LIGHT, in late 1965, was the first combat operational test of the C-141. A total of 88 C-141 sorties, 126 C-133 sorties, and 11 C-124 sorties delivered an infantry brigade directly from Hawaii to Pleiku, South Vietnam, where the Viet Cong were massing for a major attack.

N199AB as it was re-dubbed on Dec. 6, 1975 was purchased by Maurice Carlson for the Cargomaster Corporation and was flown to Alaska to haul cargo for the Alaskan Pipeline. Forty-eight years after its departure from Travis, it returned to a base that it called home for the last time.

The Alaskan sky was dark and overcast and Terry pulled the collar up on his brown leather jacket to keep the chill out. This was going to be a big day for him. He was far from home.

A little anxious, a little excited, and one could say even a little nervous. His steps were heavy as he walked out on the barren flight line and thought about what he might be getting into.

What could he say? What would he do? The questions went round and round in his head, a chaotic jumble of words, but before he could grasp his thoughts and get a handle on things, he saw her.

From that timeless moment on, the Travis Heritage Center, and the men, women and families of the 84th Military Airlift Squadron devoted their time and efforts to bring the C-133 "Cargomaster" 56-1999, home. In no time, the arrangements and the funding for the long trip from Alaska to Travis were made and in August 2008, the last flying C-133 touched down at the 2008 Travis Air Expo.

Terry Juran, the museum director at the time, was there to greet her as well, and he had the sole honor of being the last crew chief to block a C-133. ABOUT THIS SITE | TERMS OF USE |

PRIVACY POLICY | CONTACT US Copyright © 2023 Airplanes-Online.com The C-133 was the USAF's only production turboprop-powered strategic airlifter, entering service shortly after Lockheed's better known C-130 Hercules, which was known as a tactical airlifter. It provided airlift services in a wide range of applications, being replaced by the C-5 Galaxy in the early 1970s.

By the time the last aircraft was ready to go, the first one had returned from Da Nang for a second load. Each plane flew two sorties, and one flew a third to deliver the seventeenth tank.

These C-133s supported the combat-operational airlift of tanks in the history of warfare. Units had flown empty tanks once around the airfield to prove it could be done on Strategic A&Y corps (STRAC, FORSCOM's predecessor) mobility exercises;

and aircraft had flown empty tanks over oceans when the delivery priority was high enough. But never before had combat-loaded tanks flown with crews ready to go into action upon arrival at the other end. That is just what the 1/5 ARVN Cav did.

The M41s shown on TV clearing the streets of Da Nang of mutinous elements were theirs. As a result of its design, the C-133 was capable of carrying large payloads that included transporting the Atlas, Titan and Minuteman ballistic missiles.

The C-133 would also do work for NASA transporting Atlas, Saturn and Titan rockets to Cape Canaveral as the launch booster for the Gemini, Mercury and then the Apollo space programs. The aircraft was flown only at Travis and Dover Air Force Bases for the 1501st (later the 60 MAW) and 1607th (later the 436 MAW) Air Transport Wings.

Three squadrons flew the aircraft that included the 1st, 39th and 84th Air Transport Squadron (later military airlift squadrons). For 13 years the C-133 served our Air Force as the first wide-body cargo aircraft. Only 50 of these magnificent aircraft were ever made and unfortunately only seven remain in existence.

They courageously served our Air Force from 1958 to 1971 until they were replaced by the C-141 "Starlifter" and later overshadowed by the C-5 "Galaxy" and C-17 "Globemaster III". NASA referred to her as the first step into space as she carried booster engines for the Mercury Gemini Space Program, and on several occasions she carried the Apollo space capsule.

More than anything else though, the C-133 was the airplane of the 84th MAS stationed at Travis. The Cargomaster was the largest turboprop transport to be used by the United States Air Force. At over 157 feet long with a wingspan of 179 feet, plus its four Pratt and Whitney T34-P-7WA engines rated at 6,500 horsepower each, the aircraft was able to do what was considered impossible at the time.

There were only 50 Cargomasters produced; 35 "A Models" and 15 "B Models." It was the first aircraft in Air Force history to go directly into production without any prototypes. The C-133 was for many years the only USAF aircraft capable of hauling very large or very heavy cargo.

The C-133 was originally a 10,000-hour airframe that had been life-extended to 19,000 hours. Severe vibration had caused critical stress corrosion of the airframes to the point that the aircraft was beyond economic operation any longer.

The Air Force managed to keep as many of the C-133 fleet in service as possible until the C-5 finally entered squadron service. She stood there all alone. She was weathered, cold and lost. She was pushing more than 17,000 hours of flight time and her days of flying were now numbered.

She was missing her markings and looked tired, but there was no mistaking that she was the one. Terry was speechless. He approached her slowly, put his hand out to greet her and like destiny and knew without a doubt, that their lives would never be the same again.

On Saturday, 15 Mar 2010, the 84th MAS celebrated their reunion at the Travis Heritage Center where their honored guest was, their long lost love, the C-133 "Cargomaster". This magnificent aircraft, tail number 56-1999, which flew out of Travis only from February to November 1960, was the main attraction for this occasion.

Also on that day, the Travis Air Museum presented their newest display dedicated to the men and women who sacrificed, served and supported this beautiful aircraft and to those who donated funds to bring this beauty home.

The 84th Squadron moved to Travis AFB in 1953, where it was equipped with long range C-124 "Globemaster II" intercontinental transports. The unit flew worldwide strategic transport missions under the Western Transport Air Force. It was re-equipped with the C-133B "Cargomaster" very heavy strategic transport aircraft in 1958, and continued worldwide transport operations until July 1971 when the C-133s were retired.

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C 125 Aircraft

C 125 Aircraft - The primary military advantage of the detachable fuselage cargo plane lies in the extreme versatility achieved through this basic airplane design. For instance, the military transport as it exists in operational use today-in the C-119, the C-124, the C-97-is completely equipped to carry out every mission required of it.

Consequently, when used as a standard cargo carrier, it must carry, as dead weight, hundreds of pounds of equipment which are needed when the same plane is to be used as a paratroop plane. In gaining experience with the C-82 and C-119 Packets, it became obvious that detachable pod aircraft would have radical implications in the field of military logistics, with subsequent civilian applications similar to those of the truck-trailer combinations of the highways.

C 125 Aircraft

This led to the experimental XC-120 Packplane, under flight test in 1950. Fairchild hoped to use this aircraft to work out the details and final configuration of the ultimate production article. Fairchild believed that the detachable-fuselage transport airplane can provide answers to many of the most pressing logistical problems.

C- Packplane

Most of the military planners involved in transport work agree with us, and already thinking on the eventual use of such an airplane is far in advance of the specific plane's present configuration or performance. The Northrop YC-125A was developed in 1948 and intended for use as a tactical transport for rough, short fields.

It is the last tri-motor propeller driven aircraft to see service in the U.S. military. By the time the C-125 was ready for production the jobs it had been intended to do were being done by helicopters and the C-123.

The Air Force decided that it had no flying job for the few C-125s that were built. Most, like this one, went directly from the factory to technical schools for use as non-flying ground trainers. After brief military careers most of the 23 C-125s built were sold to a Florida company which then resold them to airlines in Latin America.

Most were out of service by the mid-1960s. Only two Raiders are known to exist, both in museums in the United States. The role of transport aircraft in the combat mission cannot be undervalued. These aircraft transported personnel, equipment, spare parts and other supplies to keep fighters and bombers flying.

In late 1950, eight different transport aircraft were undergoing testing at Wright Air Development Center [WADC] . These included the Fairchild XC-120 Packplane with a detachable cargo compartment. The Fairchild XC-120 Packplane, a converted C-119B, had a removable cargo compartment.

Only was one built.

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C-145 Skytruck Aircraft

C-145 Skytruck Aircraft - The C-145A Skytruck was initially procured to support the non-standard aviation mission in 2009. It was deployed by the AFSOC's 318th Special Operations Squadron under the 1st Special Operations Wing at Cannon Air Force Base to support AvFID missions in March 2011.

C-145A Skytruck is a light cargo and troop transport aircraft designed and manufactured by Polskie Zaklady Lotnicze (PZL) Mielec for the US Air Force (USAF). The aircraft is primarily used to assist Aviation Foreign Internal Defense (AvFID) missions of the Air Force Special Operations Command (AFSOC).

C-145 Skytruck Aircraft

The MC-145B Coyote is equipped with wing-mounted and internal common launch tube portals, and ramps for weapon deployment. The four underwing hardpoints can hold AGM-114 Hellfire, AGR-20 advanced precision kill weapon system (APKWS), GBU-39 small diameter bomb (SDB), and precision-guided rockets.

Weapons Compatibility Of Mc-B Coyote Aircraft

SNC and PZL Mielec are partners in the US Special Operations Command's (USSOCOM) Armed Overwatch program. The MC-145B Coyote prototype is one of the five prototypes selected for the Armed Overwatch program in May 2021, with five companies receiving contracts totaling $19.2m in value for the prototype demonstration.

The aircraft has a wingspan of 72.38ft (22.05m), a length of 43ft (13.1m), and a height of 16ft (4.9m). The passenger cabin has a length of 17.25ft (5.26m), a width of 5.66ft (1.73m), and a height of 5.6ft (1.7m).

The flight deck accommodates a crew of two pilots and one loadmaster. The aircraft can carry a total of 16 passengers or 10 combat rigged paratroopers based on the mission requirements. It is capable of performing airland and airdrop of cargo up to a maximum capacity of 2,400lb.

The C-145A operates at a service ceiling of 25,000ft with an on board supplemental oxygen equipment. It performs take-off and landing at 1,000ft, with maximum gross weight. The propulsion system enables the aircraft to fly at a maximum cruise speed of 223kt and to a maximum range of 1,010nm.

C-A Skytruck Design And Features

The aircraft incorporates dual communication and radio navigation equipment for flight plans compliant with visual flight rules (VFR) and instrumental flight rules (IFR). The equipment includes VHF omni directional radio range (VOR) navigation system, a global positioning system (GPS), instrument landing system (ILS) and an automatic direction finder (ADF).

It was relocated to the 919th Special Operations Wing at Duke Field in January 2013 and was operated by the 6th Special Operations Squadron. It replaced the MC-130E Combat Talon I aircraft, which was retired in April 2013.

The PZL M28 Skytruck is a license-built version of the Antonov An-28 and is in service with the Polish Air Force, Vietnamese Air Force, Polish Navy, Royal Nepalese Army Air Service, Venezuelan Army and Indonesian Air Police.

The MC-145B aircraft can accommodate 19 passengers. The rear cargo door has a length of 8.5ft (2.6m) and a width of 3.9ft (1.2m). The baggage compartment under the fuselage can carry a load of 662lb (300.3kg).

C-A Skytruck Light Twin-Engine Aircraft

C-145A Skytruck transport aircraft features an all-metal structure and requires less operating costs. It is equipped with high wings and two vertical fins. A non-retractable, fixed tricycle landing gear with a steerable nose wheel is attached to enable short take-off and landings (STOL) on unprepared runways.

AFSOC retired 11 C-145As in 2015 and these were offered to US allies. The Estonian Air Force received the first of two C-145As in 2019, while Kenya accepted six aircraft. Costa Rica and Nepal will receive two aircraft each.

The aircraft has a length of 43ft, height of 16ft and wing span of 72.4ft. It has a maximum take-off weight of 16,534lb and can carry a maximum cargo of 5,000lb or up to four litter patients.

The BRU-71 bomb rack pod has four wing pylons with 500lb (227kg) capacity and a standard 14in (0.35m) lug spacing. It can accommodate payloads such as SAR, as well as ISR and electronic warfare (EW) pods.

The aircraft first deployed in 2011 to Afghanistan. It is reconfigurable for 2,400 lb of cargo airdrop, casualty evacuation, CSAR, and humanitarian missions. C-145As later shifted to partnership capacity building Aviation Foreign Internal Defense (AvFID) missions.

The aircraft has a radio frequency (RF) transparent side door with a weight capacity of more than 300lb (136.07kg). The side compartment can carry distributed search and rescue (SAR), non-traditional communication intelligence (COMINT), and standoff sensor payloads.

Contractor: PZL Mielec (Lockheed Martin/Sikorsky subsidiary).First Flight: July 1993 (PZL M-28).Delivered: 2009-2013.IOC: N/A.Production: 16.Inventory: Five, USSOCOM-owned.Operator: AFSOC, AFRC (associate). Aircraft Location: Duke Field, Fla. Active Variant: •C-145A. Militarized civilian M-28 Skytruck used for SOF support and training. Dimensions: Span 72.3 ft, length 43 ft, height 16.1 ft. Weight: Max T-O 16,534 lb. Power Plant: Two Pratt & Whitney PT6A-65B turboprops, 1,100 shp.

Performance: Speed ​​256.5 mph, range 1,161.5 miles.Ceiling: 25,000 ft.Accommodation: Two pilots, one loadmaster.Load: 16 passengers or 10 paratroopers; up to four litters; max cargo 5,000 lb. The aircraft is an enhanced version of the PZL M28 Skytruck, a twin-engine turboprop utility aircraft with short take-off and landing (STOL) capability.

Manufactured by PZL Mielec, the M28 aircraft can operate in difficult environments, such as the deserts of Jordan, the subtropical forests of Kenya, and the harsh cold weather of Estonia. C-145A Skytruck is a light cargo and troop transport aircraft designed and manufactured by Polskie Zaklady Lotnicze (PZL) Mielec for the US Air Force (USAF).

The aircraft is primarily used to assist Aviation Foreign Internal Defense (AvFID) missions of the Air Force Special Operations Command (AFSOC). The highly modified aircraft has a cabin area, which is expected to support the deployment of large, palletised munitions such as Lockheed Martin's cruise missile - the Joint Air-to-Surface Standoff Missile (JASSM).

It also features an air-operable rear cargo ramp. AFSOC now uses contract aircraft to provide partner countries with more tailored assistance and opted to cut the fleet from 16 to the current five aircraft in 2015. C-145s now provide aircrew proficiency for combat aviation advisers.

Furthermore, the aircraft features a retractable sensor payload area, which has a diameter of 25in (0.63m), a height of 30in (0.76m), and a load capacity of approximately 330lb (150kg). The sensor payloads that can be carried in the retractable sensor lift include electro-optical/infra-red (EO/IR), hyperspectral, SAR, and light detection and ranging (LIDAR) systems.

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C12 Aircraft Interior

C12 Aircraft Interior - Why stop with new seats? Oregon Aero can provide additional interior upgrades for your certified, experimental, and homebuilt aircraft or helicopter. Let us help with your interior restoration or upgrade to ensure matching components. We approach every job with the same commitment to comfort, quality, and meticulous attention to detail.

We manufacture custom designs in-house and offer free design consulting. Oregon Aero interior upgrades are FAA compliant and 100% Satisfaction Guaranteed. All work is performed at our FAA approved repair station in Scappoose, Oregon. Services include:

C12 Aircraft Interior

Additionally, decade ranges (1990-1999, etc.) are available as selections in this menu. Selecting a decade range will show all photos matching your other search criteria from the selected decade. The 'All Years' selection is the default selection for this option.

The 'Keywords' field is perhaps the most useful field included in our search engine. Using this field, you may search for any word, term, or combinations of terms in our database. Every photo field is covered by the Keywords search routine.

The Keywords field is ideal for searching for such specifics as aircraft registrations, photographers' names, specific airport/city names, specific paint schemes (i.e. 'Wunala Dreaming'), etc. To use the Keywords field, begin by selecting a Keyworld search field.

You may select either a specific database field (airline, aircraft, etc.), or choose to match your keyword to all database fields. If you are looking for photos of a specific aircraft type, use this menu. Please note that, due to space constraints, this menu includes only some of the more requested aircraft in our database.

If the aircraft you're searching for is not in this list, use the 'Keywords' field further down in the search menus. Selecting 'Boeing 747,' for example, will show results featuring all Boeing 747 jetliners in our database, while selecting '- Boeing 747-200' will show all Boeing 747-200 variants in our database (Boeing 747-200, Boeing 747-

212B, Boeing 747-283F, etc.) This pulldown menu, in addition to each photographer available as a search limiter, also shows the number of photos currently in the database for each specific photographer, enclosed in brackets. For example, an option of:- Paul Jones [550].. indicates that there are 550 total photos taken by Paul Jones currently in the database.

Additional services may be available. Give us a call at 800-888-6910 to discuss any specific needs or requirements for your aircraft. Any custom upgrades fabricated without the aircraft on-site may require customer provided templates. Contact us for additional information and pricing.

This pulldown menu, in addition to each year available as a search limiter, also shows the number of photos currently in the database for each specific year, enclosed in brackets. For example, an option of:- 2003 [55000].. indicates that there are 55,000 total photos taken in the year 2003 currently in the database.*Note: The total number of photos, enclosed in brackets, is updated four (4)

times hourly, and may be slightly inaccurate. We are accepting repair stations, seat upgrades and custom cushion work; however, we are still not doing complete interior upgrades at this time. Access to our facility in Scappoose, OR remains restricted to employees only until the COVID-19 pandemic is under control.

We will be happy to discuss your needs via telephone or email, and we appreciate both your understanding and your business during this global crisis. All countries represented in our database are included in this selection menu, which is updated automatically as the database grows.

There must be at least 20 photos from a specific airport in the database before that airport is added to this list. Please note that, due to space constraints, this menu includes only airlines of which 10 or more photos exist in our database.

If the airline you're searching for is not in this list, use the 'Keywords' field further down in the search menu. Next, select a Keyword limiter. There are three options from which to choose:- is exactly- starts with- containsSelect the appropriate limiter for your search, then enter the keyword(s) you wish to search in the box on the right.

Some menu selections include a generic aircraft model, as well as more specific variants of that airliner. These variants are denoted by a - before the aircraft name.

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C 6 Aircraft

C 6 Aircraft - The C-5 modernization approach is proven. In three flights operating out of Dover AFB, Delaware, a joint U.S. Air Force and Lockheed Martin crew set 43 world aviation records, demonstrating the C-5M's ability to redefine global airlift.

In deployed airlift operations, the C-5M is demonstrating a new era of highly capable, reliable and affordable airlift. With departure reliability rates greater than 90 percent and payload increases of 20 percent over legacy C-5s, the Super Galaxy is delivering more to the warfighter on every mission.

C 6 Aircraft

With a substantial improvement in unrefueled range, the C-5M is overflying traditional en-route fuel stops, enabling a reduction in fuel consumption by as much as 20 percent. This is the OEM difference. I was told the Olympic had a steel tube inner fuse structure for the faint of heart who were beginning to prefer metal to wood.

The Original Equipment Manufacturer Oem Difference - Proven Performance

The low-wing Alcor was classic Loughead = all-wood monocoque with strength to weight ratio = mild steel verified by Richard Von Hake. The Lodestar was similar in layout to most Lockheed transport aircraft of the inter-war years.

It had low mounted tapered wings, with a moderate dihedral. The fuselage had flat sides, and a rather more pointed nose than earlier models. It had a high mounted tail, with twin vertical control surfaces at the ends.

The standard version had a row of small cockpit windows on both sides, and a cabin door towards the rear of the left side of the aircraft. Their first aircraft was the Olympic Duo-4, and its fuselage was similar to the Lockheed Vega 5. In place of the Vega's single radial engine were two Menasco C4 Pirate engines.

These in-line, four-cylinder engines were air-cooled and produced 125 hp (92 kW). The engines were positioned in the nose of the Duo-4 so that the tips of the propellers cleared each other by about 3 in (76 mm).

C-/ C- / C- / C- / C- - Lockheed Model Lodestar

The engines were laid on their sides so that their heads were close together and the crankshafts were farthest apart and canted out at a slight angle. The Duo-4's engine arrangement had less air resistance than a normal twin-engine plane.

In addition, when one engine was shut down, the Duo-4 behaved much like a single-engine aircraft. Lockheed built more C-60As for the AAF (325) than any other version of the military Lodestar. Soon after the war began, the need for air evacuation was met by the peacetime practice of using regular transports.

The first occasion requiring the movement by air of large numbers of patients occurred in January 1942 during the construction of the Alcan Highway to Alaska. The second occurred in Burma in April 1942. In both instances regular transport planes (C-47s) already equipped with litter brackets were pressed into ambulance service.

In February 1937, Allan started a new aviation company: the Alcor Aircraft Corporation. The "Alcor" came from Allan Lockheed Corporation. Alcor's first official aircraft (the Duo-6 had been built before the company was formed) was the C-6-1 Junior Transport.

It was designed to carry six to eight passengers. The C-6-1 used the engine installation of the Duo but with improved C6S-4 Super Buccaneer engines that produced 275 hp (205 kW) at 2,400 rpm for takeoff.

Each engine was canted out 4 degrees and the propellers cleared each other by 12 in (0.3 m). Converted from a Super Electra, it differed primarily by having the fuselage lengthened by 1.68m to provide accommodation for 15 to 18 passengers, depending upon the other facilities provided;

some were produced with high-density bench seating for a maximum of 26 passengers, and were available with a variety of engines by Pratt & Whitney and Wright. Despite the improved economy demonstrated by the Lodestar, Lockheed failed again to achieve worthwhile sales in the United States as most operators were committed to purchasing DC-3s from the Douglas Company.

Fortunately, the type appealed more to export customers, with airlines or government agencies in Africa, Brazil, Canada, France, the Netherlands, Norway, South Africa, the UK and Venezuela ordering a total of 96 aircraft. Sources: – Jane's All the World's Aircraft 1932 by C.G.

Grey – Jane's All the World's Aircraft 1934 by C.G. Grey – Jane's All the World's Aircraft 1938 by C.G. Gray and Leonard Bridgman – Lockheed Aircraft since 1913 by Rene J. Francillon (1982/1987) – “Commercial Aviation: An American Feeder-Line Machine,” Flight 6 July 1934

– "A 'Flat' Engined Transport," Flight 12 May 1938 – http://1000aircraftphotos.com/Contributions/HornDavid/9336.htm – http://www.aerofiles.com/_al.html – Brief Allan Lockheed 1910-1942 Autobiography – http://en.wikipedia.org/wiki/Allan_Loughhead In October 1934, the United States placed operating restrictions on single-engine transports carrying passengers. This regulation marked a permanent shift to multi-engine transports for passenger service.

Presumably, the twin-engine Duo would have done well under the new regulations with its ability to perform like a conventional single-engine aircraft in the event of one engine being shut down. Unfortunately, the Duo-6 crashed in late 1935 and was not repaired.

The aircraft had a low-wing, and the main gear retracted back into the wing with the wheels turning 90 degrees to lay flat. The wings and fuselage had a structure made mostly of wood. However, there were some components in high-stress areas that were made of metal.

The fuselage had a circular section and was made up of laminated spruce framework with a two-piece plywood skin that was molded under pressure. The engines were closely cowled and faired into the nose and wing.

The C-6-1 was a streamlined aircraft that was very efficient and had excellent flight characteristics. The four to six passenger Duo-4 was a high-wing cantilever monoplane. The monocoque fuselage had a wooden structure and was covered with a plywood skin that was molded under pressure.

The wings also had a wooden structure and were covered with plywood. The aircraft (registered as NX962Y) was first flown by Frank Clarke in 1930. In March 1931, the Duo-4 was damaged when a sudden gust of wind caused it to nose-over and then collide with a vehicle during a landing at Muroc (

now Edwards Air Force Base), California. Unfortunately, this incident caused investors to back away from the Lockheed Brothers Aircraft Corporation, and funds were not available to quickly repair the Duo-4. Great to hear from you! I'm very glad you found the article and that it earned your stamp of approval.

And thank you very much for the great additional information. I did not know the twin recovered by itself and continued to fly; what a shame there was no one onboard to land it. There were quite a number of warplanes based on the Clarence Kelly Johnson-designed Lockheed Electra and the later Model 18 Lodestar.

The C-60 is a twin-engine transport based on the Lockheed Model 18 Lodestar, the Lockheed equivalent of the DC-3. Lockheed 10/14/18 were twin-engine monoplanes - the L 10 (Electra) carrying 10 passengers at 200 mph in 1934;

the 14 (Super Electra) carried 12 passengers at 240 mph in 1937; the 18 (Lodestar) carried 14 passengers at 225 mph in 1939. The resulting aircraft was a twin-engined, all-metal, twin-tailed, mid-wing monoplane with the main landing gear retracting into the engine nacelles.

The tail wheel did not retract. As with the Model 14, the aircraft was equipped with leading-edge slots and Fowler flaps. The trend of aircraft design is seen in the high wing loadings of 31.76 and 33.5 lb./sq.

ft. for the two loaded weights. To retain the moderate landing speed of 65 mph is only possible with the very efficient Fowler flaps. Tony Stadlman told me how Dad tricked the shell parts from the Olympic to comply with a round and larger fuse.

Tony told him you could not use the skins from 3 smaller oranges to fit over a bigger orange. Dad told him you could within limits, did it, and Tony agreed it worked perfectly. The circular fuse was planned for mild pressurization.

Hell, the perfect bonding of the Lockheed patent process with spruce laminae would have handled it easily. There are also drawings of the planned Alcor C6-2, which would have packaged 2 of the proposed Menasco V-12's in place of the I6's.

The C6-1 exceeded 400 MPH in the power dive from which it recovered and flew graceful circles over Oakland Bay–without its witless pilots! So, the uprated performance with V-12's would have been incredible. In mid-1942, Lockheed introduced the C-60 variant of the "Lodestar".

Designed specifically for military use, the C-60 was used as a troop and cargo carrier, flew anti-submarine patrols, and performed Search and Rescue duties. A total of 21 more C-60 and 325 C-60A were delivered. One of the last was the C-60B with an experimental de-icing system with hot air.

The only aircraft model 18-10 with engines R-1830-53 with a power of 1200 hp. (895 kW) and 11 passenger seats was purchased in 1942 under the designation C-66 as VIP transport for the president of Brazil.

Expressing irritation with failure to equip transport planes with litter supports, the AAF Directorate of Military Requirements called upon the Materiel Command for a report. In reply that Command summarized the situation. All C-47s were completely equipped with litter supports during production.

While a shortage of critical materials had prevented installation in the first twenty-four C-46s delivered, all others would come equipped. Beginning in December 1942, all C-53s would be provided with litter brackets by manufacturers. Meanwhile, the Air Forces would install them in 200 planes of that type already delivered.

Beginning in January 1943, supports for ten litters would be placed in each C-60. Finally, all new types of transport would be equipped with litter supports when deliveries began. Interest of US military to "Lodestar" manifested itself for the first time in 1940, when the US Navy ordered one XR5O-1 and two R5O-1.

Similar aircraft were delivered to the US Coast Guard. They were equipped with Wright R-1870 engines. 12 R5O-4, 41 R5O-5 and 35 R5O-6 were built. The first two options were, respectively, a 4-7-seat administrative and 12-14-passenger passenger transport aircraft.

The third option was an 18-seat military transport aircraft used by the Marine Corps for parachuting operations. Equipped with engines Pratt & Whitney R-1830, one R5O-2 and three R5O-3 were built for the US Navy. After the war, many military Lodestars were declared surplus and sold to private operators for use as cargo or executive transports.

In 1957, the first fire jump for the California Smokejumpers was made out of a Lockheed Lodestar. The Lockheed Lodestar was powered by two 9-cylinder radial air-cooled engines providing a top cruise speed of 207 knots and a range of 1650 miles.

Originally designed for commercial flights, the Lodestar was frequently flown by the Air Force in the 1940s. After the war, the Lodestar returned to civilian service and eventually found its way into the Smokejumper program. The C-6-1 (registered as NX15544) was first flown on 6 March 1938. On a test flight over San Francisco Bay on 27 June 1938, the C-6-1 went out of control during a high-speed dive.

The dive test was instigated by the pilot and not part of the flight schedule. Unable to regain control, the pilot and observer bailed out, leaving the sleek C-6-1 to crash into the bay. The aircraft was insured, but the funds were only sufficient to pay off Alcor's debts.

With no capitol, Allan closed out Alcor. Allan continued to be involved in aviation for the rest of his life, but he did not build any further aircraft of his own design. Over the next few years, the Duo-4 was slowly repaired and modified.

The four-cylinder Pirate engines were replaced by six-cylinder Menasco B6S Buccaneer engines. The supercharged, 230 hp (171 kW) Buccaneers were in-line, air-cooled engines and turned 7 ft 6 in metal propellers. After the modifications, the aircraft was renamed the Duo-6 (some sources refer to it as the Loughead Alcor).

It flew again in early 1934. The Model 18 was developed because of problems with its predecessor, the Model 14 Super Electra (designated PBO and R4O in USN service). The first commercial operator of the Model 14 was Northwest Airlines which purchased eleven aircraft.

Three of these aircraft crashed between May 1938 and January 1939 causing the flying public to lose confidence in the aircraft and Northwest returned the Model 14s to Lockheed and purchased the slower Douglas DC-3 (R4D in USN service) in March 1939. During the same

period, five Model 14s crashed outside the U.S., one each in Canada, England and the Netherlands and two in Romania. Recognizing that it had a big problem, Lockheed began work on a replacement for the Model 14.

Even though the Duo-4 and Duo-6 were built under the Lockheed Brothers Aircraft Corporation name, they are often referred to as the Alcor Duo-4 and Alcor Duo-6. In addition, the Alcor C-6-1 is often incorrectly referred to as the Lockheed Alcor.

The Lockheed Model 18 Lodestar first flew in September 1939 [1940?], the Model 18 was originally designed as a successor to the Lockheed Model 14 and the earlier Model 10 Electra. The Army began ordering military versions of the Model 18 in May 1941. The Lodestar was offered with the Pratt & Whitney Hornet, Twin Wasp or Wright Cyclone engines and with various interior configurations.

Depending upon engines and interior configuration, these transports were given C-56, C-57, C-59, C-60 or C-66 basic type designations. The Duo-4 and Duo-6 had a 42 ft (12.80 m) wingspan and were 28 ft 6 in (8.69 m) in length.

The Duo-4 had an empty weight of 2,265 lb (1,027 kg). The aircraft had a maximum speed of 140 mph (225 km/h) and a landing speed of 47 mph (76 km/h). The Duo-6 had an empty weight of 2,885 lb (1,309 kg) and a gross weight of 5,090 lb (2,309 kg).

The aircraft had a max speed of 183 mph (295 km/h), a cruise speed of 157 mph (253 km/h), and a landing speed of 57 mph (92 km/h). The service ceiling was 18,500 ft (5,639 m) and its range was 660 mi (1,062 km).

The single engine performance of the Duo-6 was a max speed of 125 mph (201 km/h), a cruise speed of 100 mph (161 km/h), and a ceiling of 6,400 ft (1,951 m). The Junior Transport had a wingspan of 49 ft (14.94 m) and a length of 31 ft 8 in (9.65 m).

The aircraft had an empty weight of 4,141 lb (1,878 kg) and a gross weight of 6,200 lb (2,812 kg). The aircraft had a max speed of 211 mph (340 km/h) at 5,500 ft (1,676 m) and a cruise speed of 190 mph (306 km/h) at 5,500 ft (1,676 m) and 200 mph (322 km/h

) at 10,000 ft (3,048 m). The service ceiling was 24,000 ft (7,315 m) and its range was 835 mi (1,344 km). On one engine, the C-6-1 had a top speed of 147 mph (237 km/h), could cruise at 129 mph (208 km/h), and had a ceiling of 12,600 ft (3,840 m).

Since its inception, the C-5 has been a critical instrument of national policy. From the defense of Israel in the Yom Kippur war, to the air bridge supporting coalition forces in Desert Storm, the C-5 delivers unmatched capability to carry enormous loads over global distances.

In late 1941, when America entered the war, all "Lodestars" flying with the United States military were former airliners conscripted into service. These aircraft received different numerical designations depending on engine type. Most of the aircraft were removed from the US domestic service by December 1941, when they received a designation of a series of C-56: respectively, one C-56A, 13C-56B, 12C-56C, seven C-56D and two C

-56E. A total of 10 Model 18-07 and 15 Model 18-56 were designated respectively C-59 and C-60. The US Army Air Corps ordered one aircraft with Wright R-1820-29 engines in May 1941 under the designation C-56.

It was a military version of the Civil Model 18-50. After some time, three aircraft were ordered Model 18-14 with engines Pratt & Whitney R-1830-53. In addition, orders for seven and three cars were made. Accordingly, all 13 vehicles were designated as C-57.

The requisitioned civilian aircraft received the designation C-57A, seven military transport aircraft were known as the C-57B, and three of the latest C-60A aircraft were converted to Pratt & Whitney R-1830-43 star engines and designated C-57C

. One of these three aircraft was the C-57D, later equipped with R-1830-92 engines. I had understood that the Alcor engines (there is a drawing I have somewhere) were canted out 6 deg's each, included angle = 12 deg's.

That looks to be more extreme than reality. I like the 3.5 deg's/each better – don't know… In response to an escalating number of transport aircraft crashes in the mid-1940s, in the 1950s researchers at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory undertook a decade-long investigation into a number of issues surrounding low-altitude aircraft

crashes. The tests were conducted at the Ravenna Arsenal, approximately 60 miles south of the Lewis laboratory in Cleveland, Ohio. The aircraft were excess military transports from World War II. The nine-crash initial phase of testing used Lockheed C-56 Lodestar and C-82 transport aircraft to identify potential ignition sources and analyze the spread of flammable materials.

@media only screen and (min-device-width : 320px) and (max-device-width : 480px) { #ga-ad {display: none;} } In 1929, the Lockheed Aircraft Corporation was bought by the Detroit Aircraft Corporation. Lockheed's founder, Allan H. Loughead (phonetically pronounced Lockheed) was unhappy with the acquisition and had voted against it.

Allan left and formed a new company in 1930 with his brother Malcolm. The pair had worked together in aviation before pursuing separate interests in the 1920s. The new company was known as the Lockheed Brothers Aircraft Corporation.

The Lockheed Model 14 Super Electra, and the Model 18 Lodestar proved to be extremely capable planes with among the best cruising speeds, ranges and altitude performance, besting that of its rival, the Douglas DC-3. The U.S.

Congress passed the Civil Aeronautics Act of 1938, which created the Civil Aeronautics Board, and in March 1939, National Airlines was issued its original certificate of convenience and necessity authorizing the carriage of mail, passengers, and property over its system.

The airline received the first of its 14-passenger Lockheed Lodestars in November 1940. During its delivery the plane set a transcontinental record of 9 hours and 29 minutes, which held for more than 15 years. Hi Bill, Great to run across your footprints and fine work here, after Reno.

The work you have done with the Olympic Duo cum Alcor is excellent, and also great to see Pancho Barnes with the Duo. Turns out Dad retained her to fly tests at Muroc of the Vega 5c, last and most upgraded version.

Allan Loughead officially changed his name to Allan Lockheed in February 1934. Also in 1934, the Lockheed Brothers Aircraft Corporation went out of business, but Allan continued with the Duo-6. In May 1934, one propeller was removed to demonstrate the Duo-6's single engine performance.

At Mines Field (now Los Angeles International Airport), the Duo-6 took off in 1,200 ft (366 m) and reached 130 mph (209 km/h) on just one engine. Reportedly, with one engine shut down, the aircraft handled with little yaw, much like a single-engine plane.

In May, Allan flew the Duo-6 back east to demonstrate it to the Navy and Army. However, nothing came from this exposure.

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C1a Aircraft

C1a Aircraft - A military variant of the Boeing 757, believed to be used by the Air Branch for the covert insertion and extraction of personnel, C-32Bs have been spotted making fast turnarounds at airports during various crises around the globe.

It's believed that in February 2004 a C-32B was used to covertly fly Jean-Bertrand Aristide, the deposed President Of Haiti, into exile in Africa. This jet, which masquerades as a private business flight, is suspected of being used by the CIA for the covert movement of terror suspects.

C1a Aircraft

These so-called 'rendition flights' caused controversy when they came to light in 2004. Several Twin Otters are believed to be in Air Branch's inventory. These twin-engine light aircraft are ideal transports for small SAD/SF teams due to their ability to land and take off from short, rough airstrips.

Boeing C-B

DHC-6 aircraft with non-standard antenna arrays have been spotted in Afghanistan. These antennas indicate secure communications capability and a possible SIGINT fitment. An aircraft carrier is often called a "city at sea," and keeping a floating platform that is in constant motion resupplied is a logistical challenge.

While underway replenishment provides fuel, ordnance, food and other bulk items, the aircraft assigned to the Carrier On-board Delivery mission, known to all as the COD, play an important role delivering passengers, cargo, and most importantly mail to deployed flattops.

C-1As were the last piston engine aircraft operated on board U.S. Navy aircraft carriers and during their twilight years were something of a novelty. "The Navy's oldest airplane, described as the dinosaur of the Navy's air arm, and a gasoline-guzzling puddle jumper with the creature comforts of an outhouse, continues to be the most beloved by thousands of sailors in the fleet," one newspaper reporter noted

in an article about the C-1A in 1984, reflecting the airplane's role in delivering mail to those deployed. The last C-1A retired from its duties on board the training carrier Lexington (AVT 16) on September 27, 1988.

Dassault Falcon

This unmanned spy drone is used by the CIA Special Operations Group for both surveillance and strike missions. A remarkable bit of kit, a Predator in the air above Afghanistan can be flown by an operator in Langley, USA via secure satellite remote control.

A set of sensors in a turret under its chin provide its surveillance capability while a laser-designator and 2 AGM-114 Hellfire missiles give it teeth. CIA Predators have carried out strikes against suspected terrorists on several occasions.

COD operations began during the Korean War with the modification of World War II-era TBM Avengers for the mission. Humorously, Transport Squadron (VR) 24 adopted as the centerpiece of their insignia a code to reflect their role.

However, a modified torpedo-bomber was at best a temporary platform and following the successful introduction of the S2F Tracker antisubmarine warfare aircraft, the Navy looked to this platform as a possible carrier on-board delivery airplane. The elite pilots of SAD Air Branch, many recruited from AFSOC and the 160th SOAR, as well as civilian aviation companies, are tasked with flying everything from small light aircraft to large transport planes.

Dhc- Twin Otter

Roles of Air Branch include: The CIA often uses Russian-built helicopters, such as MI-8/MI-17s, for covert operations. As these ubiquitous helicopters are usually commonplace in theater they create less attention than a tricked-out Black Hawk or MH-53 Pavelow and cannot be readily linked to US forces.

These helos are cheap to run and easier to find spare parts for when operating outside the US military logistic chain. They are also one of the few military helicopters capable of operating over the mountains of Afghanistan.

CIA hips spotted in Iraq were equipped with various extra antennae (e.g. Bat-wing SATCOM) and countermeasures such as flare launchers and AN/ALQ-144 infrared jammers. Two Grumman C-1A Trader "Carrier Onboard Delivery" (COD) aircraft. These were the last piston-engined aircraft to serve aboard US Navy aircraft carriers.

According to Joe Baugher's serial number database (see link below), these aircraft are as follows: In recent times, the Air Branch has operated MI-8 and Mi-17 helicopters in support of special operations in Afghanistan and Iraq.

Me- Predator

In the early stages of Operation Enduring Freedom, SAD helicopter flights inserted Ground Branch operatives and Army Special Forces into the country. Aside from ferrying SAD agents around the battlefield, they also acted as aerial surveillance platforms.

Fitted with thermal imaging devices, and carrying SAD photographers, CIA helicopters scoured the mountains, valleys and desert plains for Taliban and Al Qaeda forces. The Trader entered service in 1955 and operated from the Navy's flattops for the ensuing 33 years.

Among the missions they flew during their lengthy period of operations was flying support for ships engaged in the quarantine during the Cuban Missile Crisis and, during one 23-day stretch in 1969, simultaneously supporting six carriers operating off Vietnam moving over 200 passengers and 23,000 lb

. of cargo. In addition, Lieutenant Donna L. Spruill became the first female naval aviator to carrier qualify in a fixed-wing aircraft when she completed 10 traps in a C-1A Trader on board the carrier Independence (CV 62) on June 20, 1979.

Air Branch Roles

Manufacturer: Grumman Aircraft Engineering Corporation Dimensions: Length: 42 ft.; Height: 16 ft., 3 ½ in.; Wingspan: 69 ft., 8 in. Weights: Empty: 16,631 lb.; Gross: 24,600 lbs. Power Plant: Two 1,525 horsepower Wright R-1820-82WA engines Performance: Maximum Speed: 280 M.P.H.

at 4,000 ft.; Service ceiling: 24,800 ft.; Range: 1,110 miles Armament: None Crew: Two pilots and one aircrewman In Honduras, in 1985, CIA pilots flew Beechcraft King Air light aircraft modified with antennas and RF listening equipment, in support of signals intelligence (SIGINT) operations carried out by the Intelligence Support Activity (ISA).

(2) In the run up to Operation Eagle Claw in 1980, the aborted US operation to rescue American hostages from Tehran, the CIA were involved in an operation to recon the proposed desert staging area inside Iran.

2 CIA pilots, operating a CIA DH6 Twin Otter, flew a USAF Combat Controller (CCT) and his motorbike from Oman to the proposed staging area at Dasht-e-Kavir. Flying at night and below radar coverage, the CIA plane landed in the desert, delivering the CCT who surveyed and marked out a runway on the desert floor before being flown out again, all without being detected.

Mil Mi- / Mi- Hip

(1)

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