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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