After demonstrating outstanding performance and widespread success, the F-15 air-superiority fighter was adopted by the forces of Japan, Saudi Arabia, South Korea, and Singapore.

F-15E Strike Eagle Operational History

As early as 1967, when the US Air Force faced a new generation of Soviet fighters while waging a separate war in Vietnam, it was clear that something had to be done to recover air dominance for many years. This entailed developing a fighter capable of defeating all opponents in every sphere of an aerial battle, utilizing “state-of-the-art” technology that had not yet been conceived.

Most of the main aircraft manufacturers were given the new air-superiority fighter development contracts, despite being presented with a set of arduous conditions that any reasonable person would have rejected. Not so for McDonnell Douglas, which came up with the answer to numerous air force issues after thousands of hours of intricate computer analysis. They christened it the F-15 “Eagle,” a fitting moniker that mimics its feathered cousin in every way: it is agile, strong, and with unrivaled vision.

Since its first flight in December 1986, the F-15E has shown its high capability in performing tactical military air-to-air and air-to-ground missions. 

The F-15E Strike Eagle was deployed during the Gulf War, where it was extensively used in two significant events; the Desert Shield and the Desert Storm in 1990, where the Eagle launched a laser-guided bomb and shot down an Iraqi helicopter. 

The American military has lost a total of three F-15E fighters during the war in Iraq; two in Desert Storm and one in Operation Iraqi Freedom. Moreover, during this campaign, the F-15 air superiority plane had won 36 of the 39 air-to-air victories over Iraqi troops. 

In 2011, the F-15E was also employed by the American military during their intervention in Libya one F-15 crashed during this operation due to a mechanical problem.
As the US F-15 fighter demonstrated its effective combat capabilities, it was adopted by Japan’s Air Self-Defense Force, which possessed 200 Mitsubishi F-15Js by the end of 2022. The Royal Saudi Air Force was also a fan, owning 211 F-15s.

F15-E Strike Eagle Specs

Anyone who has had the opportunity to get a close look at the McDonnell Douglas F-15 Eagle can’t help but be amazed by the size of this jet, which bills itself as a “fighter pilot’s dream.”

Thanks to its high engine thrust-to-weight ratio, low wing loading, and multi mission avionics suite most other fighter aircraft lack, the F-15 is a highly agile aircraft.
The F-15 cockpit houses a head-up display that provides the pilot with essential flight information during, day or night flights. The E model can operate low-altitude flights at night and in any weather conditions thanks to its LANTIRN system and targeting from long ranges by the sophisticated APG-70 radar system. 

The F-15E is also fitted with a range of payloads and precision-guided weapons.

F-15E Strike Eagle Production

Boeing’s production plant for this excellent aircraft is currently operational and should remain so until at least 2022. More crucially, with several of the world’s premier air forces recently ordering F-15 Strike Eagle variants, the original Eagle airframe’s useful life is safe for at least the next few decades.

F-15E Strike Eagle Performance

The F-15E fourth-generation aircraft is propelled by two Pratt & Whitney F100-PW-220 or F100-PW-229 engines, characterized by their digital electronic engine control systems that not only make it possible to accelerate from idle power to maximum afterburner in less than four seconds but also permit acceleration while in a vertical climb. Each F100-PW-220 engine can provide 25,000 pounds of thrust while the F100-PW-229 provides 29,000 pounds. 

F-15E Strike Eagle Design

The aircraft’s ability to track, acquire, and attack opposing aircraft as well as its design that enables one person to engage in air-to-air combat safely and successfully makes it a fan favorite.

The Strike Eagle’s metal and semi-monocoque fuselage was designed by McDonnell Douglas to perform optimized ground attack operations. The combination of high thrust-to-weight engines and low-wing loading made the F-15 more maneuverable. 

F-15E Strike Eagle Comparisons

Similar fighters to the F-15E Strike Eagle

F-14 Tomcat vs MiG-25: For many years, the Soviet MiG-25 Foxbat heavyweight interceptor and the American F-15 Eagle air superiority fighter were the heaviest and most competent aircraft for air-to-air combat in each respective air force. The Foxbat was substantially heavier than any fighter aircraft class, necessitating longer runways and more fuel, but it could carry far greater weaponry and fly much higher and faster. Although it did reach Mach 3.08, it never routinely flew above Mach 2.5. The aircraft was designed primarily for long-range air-to-air combat, employing the most powerful air-to-air missiles of the time.

The F-15 was intended similarly, primarily for air-to-air warfare with a secondary air-to-ground duty, although it lacked access to specialized ordnance. The Eagle made up for its inferior air-to-air missiles in part by having a greater range, the capacity to take off from shorter runways, and enormously better capabilities while fighting at shorter ranges, when the MiG-25 was at its weakest.

The McDonnell Douglas KC-10A Extender is an advanced aerial tanker and cargo aircraft designed to provide increased global mobility for U.S. armed forces. Although the KC-l0’s primary mission is aerial refueling, it can combine the tasks of a tanker and transport aircraft by refueling fighters and simultaneously carrying the fighter support personnel and equipment on overseas deployments.

McDonnell Douglas KC-10 Extender Background

Based on the McDonnell Douglas DC-10 Series 30CF Convertible Freighter, the KC-10A Extender emerged victorious in a contest with Boeing’s Model 747 aerial tanker variant to satisfy the U.S. Air Force’s Advanced Tanker Cargo Aircraft requirement. In December 1977, it was selected by the USAF based on integrated assessment of capability, price, life-cycle costs and technical features of the DC-10.

The KC-10’s maiden flight took place on 12 July 1980. The first aerial refueling occurred during testing on 30 October 1980, with the receiver aircraft a C-5 Galaxy. The first KC-10 was delivered to the USAF on 17 March 1981. The 60th and last was formally handed over on 29 November 1988.

In the mid-1990s, the major USAF reorganization that witnessed the elimination of the Strategic Air Command (SAC) resulted in the KC-10 Extender fleet being reassigned among units of the Air Mobility Command (AMC) and Air Combat Command (ACC), before all being controlled by AMC. All KC-10’s, apart from a single aircraft that was destroyed in a fire on the ground in September 1987, are still in service.

McDonnell Douglas KC-10 Extender Features

The KC-10 is powered by three General Electric CF6-50C2 high bypass-ratio turbofan engines, each generating 52,500 pounds of thrust. Versions of the CF6 engine family are installed on most of the DC-10s in commercial airline service and have compiled an impressive reliability record. One of the engines is mounted at the base of the tail above the aft fuselage, and the other two are installed on pylons beneath the wings, one on each side of the fuselage.

Although the KC-10 retains 88 percent of systems commonality with the DC-10-30, it has additional systems and equipment necessary for its Air Force mission. Additions include military avionics, director lights for receiver aircraft, an aerial refueling boom, an aerial refueling hose and drogue system, a 3-seat aerial refueling operator station (ARO) and an aerial refueling receptacle. Several aircraft in the KC-10 fleet have been modified with wing-mounted pods to further enhance aerial refueling capabilities. The hose and drogue WARP (Wing Air Refueling Pod) modification allows for the aerial refueling of two aircraft simultaneously. This is extremely helpful when refueling naval fighter groups – a fighter group can be refueled two at a time, reducing the waiting period of the other aircraft and allowing each aircraft to “save” fuel.

In addition to the DC-10’s standard wing and auxiliary tanks, the KC-10 has a bladder-type supplementary fuel tankage system which includes seven unpressurized integral-body fuel cells, four aft of the wing and three forward, all located in under-deck vented cavities. A crashworthy design makes use of keel beams and strategically placed energy absorption material to protect the tanks. Under-fuselage panels permit direct access to each cell for installation, removal, and system, maintenance and structural inspection. Combined, the tanks carry more than 356,000 pounds (160,200kg) of fuel – almost twice as much as the KC-135 Stratotanker.

During boom refueling operations, fuel is transferred to the receiver aircraft at a maximum rate of 1,100 gallons (4,180 liters) per minute; the hose and drogue refueling maximum rate is 470 gallons (1,786 liters) per minute. The KC-10 can be air-refueled by a KC-135 or another KC-10 to increase its delivery range.

The aerial refueling operator’s station in the KC-10, located aft of the rearward lower fuselage fuel tanks, features improvements in comfort, viewing capability, and environment. Instead of assuming the prone position required by the KC-135, the refueling operator sits in an aft-facing crew seat. Station equipment includes handy refueling controls, a wide viewing window facing aft and additional periscope-type viewing arrangements for traffic management. Accessible from the upper deck, the ARO station is pressurized and has independent thermal control, a quiet environment and an arrangement suited for both training and operational missions. While refueling requires only one operator, two additional seats are provided to accommodate an instructor and an observer.

For cargo-handling, the KC-10 is equipped with a large, upward-hinging cargo door, located on the left side of the forward fuselage, which provides the capability to transport a significant portion of the tactical support equipment of fighter squadrons. The cargo loading system, adapted in part from the commercial DC-10 freighter, has been enhanced with the addition of powered rollers, powered winch provisions for assistance in fore and aft movement of cargo, and an extended ball mat area to permit loading of larger items. The cargo compartment can accommodate loads ranging from 27 pallets to a mix of 17 pallets and 75 passengers. In an all-cargo configuration, the KC-10 accommodates 25 standard 88 x 108-inch 463L cargo pallets in the cabin with aisles down both sides, or 27 pallets with a single aisle.

Other modifications to the aircraft include elimination of most upper deck windows and lower deck cargo doors, and provisions for additional crew. Several configurations exist for personnel and crew accommodations. One arrangement is for a crew of five, plus six seats for additional crew and four bunks. The same area also has space for the installation of 14 more seats for support personnel. In another arrangement, the bunks can be shifted rearward, making room for 55 more support personnel, along with the necessary utility, lavatory and stowage modules, raising the capacity to a total of 80 crew and support personnel. Although all eight of the DC-10 upper deck passenger doors are installed as standard, three are deactivated. Normal entry and exit are through the two forward passenger doors on each side, and the aft right-hand door is available as a ground emergency exit for people in the aerial refueling operator’s station.

McDonnell Douglas KC-10 Extender Statistics

During Operations Desert Shield and Desert Storm (1990-91), the KC-10 fleet provided inflight refueling to aircraft from all branches of the U.S. armed forces as well as those of coalition forces. This allowed for continued air operations without costly and time-consuming ground refueling. Aerial refueling was key to the rapid airlift of materiel and forces. In addition to refueling airlift aircraft, the KC-10, along with the smaller KC-135, moved thousands of tons of cargo and thousands of troops in support of the massive Persian Gulf build-up. The KC-10 and the KC-135 conducted about 51,700 separate aerial refueling operations and delivered over 125 million gallons (475 million liters) of fuel without missing a single scheduled rendezvous.

McDonnell Douglas KC-10 Extender Specifications

The Douglas AC-47D is a fixed-wing, side-firing aerial gunship that provides close air support in defense of ground positions, escort and patrol, pre-planned strikes against suitable targets, and forward air controlling for fighter strikes.

Background

In the early-1960s, the Air Force Systems Command began experimenting with fixed-wing, side-firing weapons systems for possible use in Vietnam. By 1964, the first gunship conversion of a World War II Douglas C-47 Skytrain transport was completed under the Project Gunship I program. Initially designated FC-47D (Fighter-Cargo), it was later changed to AC-47D (Attack-Cargo).

On 15 December 1964, the AC-47D, using the callsign “Spooky”, was introduced into combat in Southeast Asia. It was an instant success in breaking up enemy attacks on hamlets and other defensive positions, and within a year, substantial numbers of the rehabilitated “Gooney Birds” were in action throughout the region.

Following the highly successful Project Gunship I combat test program, the U.S. Air Force created the 4th Air Commando Squadron (ACS) in August 1965 as the first operational unit equipped with “Spooky” gunships. Although the 4th ACS was based at Tan Son Nhut AB, it deployed from several forward operating locations throughout South Vietnam (Bien Hoa, Pleiku, Na Trang, Da Nang and Can Tho). In November 1965, the 4th ACS (tailcode EN) was assigned 16 operational aircraft with four more assigned as “advanced attrition” aircraft. Within two years, the 4th ACS and the newly formed 3rd ACS (tailcode EL) were serving under the 14th Air Commando Wing (ACW). In August 1968, the unit designations were changed from “Air Commando” to “Special Operations” (SOS/SOW).

A total of fifty-three C-47Ds were converted for use as gunships during the Vietnam War. Although the AC-47D “Spooky”, commonly referred to as “Puff” (as in “Puff the Magic Dragon”), was an effective attack system, it was also vulnerable to enemy fire. Fifteen aircraft were lost between December 1965 and September 1969.

Features

The AC-47D was equipped with three 7.62mm SUU-11A Gatling Miniguns mounted in the fifth and sixth windows on the port side of the fuselage and in the aft passenger/cargo door area. Approximately 16,500 rounds of ammunition was carried on a typical mission. Note: The SUU-11As were later replaced by specially designed 7.62mm General Electric MXU-470/A Gatling Miniguns.

For night missions, the aircraft carried approximately 48 MK-24 Mod 3 flares. Each flare could last up to three minutes and produce a light magnitude of two million candlepower. The delivery system was extremely simple, the loadmaster armed and dropped each flare out the cargo door when the pilot signaled by flashing a cargo compartment light. Note: Initially, 30 MK-6 flares of 750,000 candlepower were carried before the MK-24 flares were available.

Airspeed during attack maneuvers was normally 120 knots indicated air speed (KIAS). With the Miniguns firing at a rate of 6,000 rounds per minute, aerial coverage was provided over an elliptical area approximately 52 yards in diameter, placing a projectile within every 2.4 yards during a three-second burst.

Statistics

From 1964 to 1969, the AC-47s successfully defended 3,926 hamlets, outposts and forts. They fired over 97 million rounds and killed over 5,300 enemy soldiers. No outpost or village under gunship protection was ever lost to the enemy. Typical was the defense of the embattled DUC LAP compound in Quang Duc Province. Major Daniel Rehn, pilot of Spooky 41, observed:

“When we arrived, the buildings in the compound were all afire and the men were grounded in a blockhouse below the burning operations center. I set up a quick orbit of the area and began firing on targets about 200 to 300 meters from the camp. Almost immediately we began receiving intense AAA fire from four points. I began by firing a long burst at a target from my Miniguns but when the tracers started to fly close to us, I moved to another altitude to peck with short bursts at the enemy locations.”

For several days, the gunships shot 761,044 rounds and dropped 1,162 flares. Up to four aircraft worked the area simultaneously. The AC-47s not only devastated the attacking enemy troops but stiffened the confidence of defenders, particularly at night. As the men at DUC LAP put it, “Spooky” truly became their “Guardian Angel”.

During a night defense of a hamlet in the Mekong River Delta, a reporter from the Stars and Stripes watched an AC-47 attack from inside the fortifications. Upon witnessing the wrath that the AC-47 brought down on the VC attackers that night, he reported that visual effect of the tracers, one in every five rounds (20 per second), gave the appearance of Dragon’s breath. He also tied the roar of the guns into the description. (Captured VC documents later told of orders not to attack the Dragon, as weapons are useless and it will only infuriate the monster.)

(Excerpts from”Douglas AC-47 “Spooky” Gunships: The Record”, USAF Museum.)

The ‘Cone of Fire’

When firing its 7.62mm Gatling Miniguns and dropping flares while defending ground positions, the AC-47D “Spooky” gunship is a sight to be seen. As the aircraft banks left over the target area, tracer bullets and the aircraft’s rotating beacon create a phenomena known as the “Cone of Fire”, a very awesome and disturbing site! Photographers using time lapse exposure techniques could really capture the essence of the moment.

Sergeant John L. Levitow

On 24 February 1969, while serving as a loadmaster aboard an AC-47 gunship (Call sign “Spooky 71“) flying a night mission in support of Long Binh Army post, located a few miles northeast of Saigon, Airman First Class Levitow’s aircraft was struck by a hostile mortar round. The resulting explosion ripped a hole 2 feet in diameter through the right wing and fragments made over 3,500 holes in the fuselage. All occupants of the cargo compartment were wounded and helplessly slammed against the floor. The explosion tore an activated magnesium flare from the grasp of a crewmember who had been launching flares to provide illumination for Army ground troops engaged in combat. Airman Levitow, though stunned by the concussion of the blast and suffering from over 40 fragment wounds in the back and legs, staggered to his feet and turned to assist the man nearest to him who had been knocked down and was bleeding heavily. As he was moving his wounded comrade forward and away from the open cargo compartment door, he saw the smoking flare ahead of him in the aisle. Realizing the danger involved and completely disregarding his own wounds, Airman Levitow started toward the burning flare. The aircraft was partially out of control and the flare was rolling wildly from side to side. Airman Levitow struggled forward despite the loss of blood from his many wounds and the partial loss of feeling in his right leg. Unable to grasp the rolling flare with his hands, he threw himself bodily upon the burning flare. Hugging the deadly device to his body, he dragged himself back to the rear of the aircraft and hurled the flare through the open cargo door. At that instant, the flare separated and ignited in the air, but clear of the aircraft. Airman Levitow, by his selfless and heroic actions, saved the aircraft and its entire crew from certain death and destruction. For his gallantry and profound concern for his fellow crewmen, at the risk of his life above and beyond the call of duty, Airman Levitow was awarded the Congressional Medal of Honor. President Richard M. Nixon presented the Medal of Honor to Sergeant Levitow on Armed Forces Day, 14 May 1970, at the White House. More »

After leaving the air force, Mr. Levitow worked in the field of veteran’s affairs for more than 22 years. On 8 November 2000, after a lengthy battle with cancer, he passed away at the age of 55.

The End of An Era

By the end of 1969, the AC-47D “Spooky” gunships had been replaced by the larger, more advanced Lockheed AC-130A “Spectre” (Project Gunship II) and AC-119G/K “Shadow/Stinger” (Project Gunship III) line of gunships. Almost all of the surviving AC-47 aircraft were turned over to foreign air forces throughout Southeast Asia.

Specifications

The C-9A Nightingale demonstrates its uniqueness and versatility daily by its ability to serve not only military, but Department of Veterans Affairs and civilian hospitals throughout the world, using military and commercial airfields. It is the only aircraft in the USAF inventory specifically designed for the movement of litter and ambulatory patients.

Background

Experience gained in the early stages of American involvement in the Vietnam War highlighted the need for a medium-range aeromedical transport, and as a relatively low-cost expedient, an initial order for eight ‘off-the-shelf’ commercial McDonnell Douglas DC-9 Series 30 airliners was placed to be set aside for military conversion. Modifications included the provision of a special-care compartment, galleys and toilets fore and aft, and the addition of a third access door 11 feet, 4 inches (3.45m) wide in the front fuselage with a built-in hydraulic ramp to facilitate the loading of litters. Accommodation was provided for up to 40 litters and 40 ambulatory patients, two nurses and three aeromedical attendants.

The first C-9A was rolled out on 17 June 1968 and delivered to Scott AFB two months later; subsequent aircraft served with the 375th Aeromedical Airlift Wing of MAC (now 375th AW of AMC), and later with the 55th AAS of the 435th Tactical Airlift Wing (now 86th AW at Ramstein). Later orders brought the total deliveries to 21, in addition to three C-9C executive transports flown by the 89th Military Airlift Wing at Andrews AFB, MD. In addition to these operators, the C-9 is flown by the 374th AW at Yokota, while the 73rd AAS is an Air Force Reserve Associate unit at Scott, supplying aircrews to augment the active-duty crews.

Features

This specialized aircraft incorporates:

• Ceiling receptacles for securing intravenous bottles.
• A special care area with a separate ventilation system for patients requiring isolation or intensive care.
• Eleven vacuum and therapeutic oxygen outlets, positioned in sidewall service panels at litter tier locations.
• A 28v DC outlet in the special care area.
• Twenty-two 115v AC-60 hertz electrical outlets located throughout the cabin permit the use of cardiac monitors, respirators, incubators and infusion pumps at any location within the cabin.
• A medical refrigerator for preserving whole blood and biological drugs.
• A medical supply work area with sink, medicine storage section and work table, fore-and-aft galleys and lavatories.
• Aft-facing commercial airline-type seats for ambulatory patients.
• A station for a medical crew director that includes a desk communication panel and a control panel to monitor cabin temperature, therapeutic oxygen and vacuum system.
• An auxiliary power unit that provides electrical power for uninterrupted cabin air conditioning, quick servicing during stops, and self-starting for the twin jet engines.

Skytrain II

A subsequent version of the DC-9 was developed as the C-9B Skytrain II, ordered by the U.S. Navy as a fleet logistic transport. Combining features of both the DC-9 Series 30 and 40, a total of 19 aircraft were delivered to Navy logistic support squadrons in the U.S. and two to the Marine Corps’ Station Operations and Engineering Squadron at Cherry Point MCAS, NC. The Navy subsequently purchased 10 similar DC-9-30s.

Specifications

Conceived as an air transport for American ICBMs, the C-133 Cargomaster was developed by the Douglas Aircraft Company and first flown on 23 April 1956. It was the second and largest turboprop transport to be accepted by the U.S. Air Force.

The C-133 was designed to meet the requirements for the USAF’s Logistic Carrier Support System SS402L. The aircraft differed considerably from the C-74 and C-124 Globemasters that had preceded it. 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 cargo compartment (90 feet in length and 12 feet high) was pressurized, heated, and ventilated.

The Cargomaster had a 13,000 cubic foot cargo area with floor tie-down facilities permitting installation of 200 airline-type seats. The C-133 could accommodate 110,000 pounds of cargo or a fully-assembled Thor, Jupiter or Atlas ballistic missile. Cargo was loaded via a two-section rear door assembly, the lower section formed a ramp for drive-on/drive-off capability, or by a cargo door on the port side of the forward fuselage. The C-133 was able to accept practically every type of vehicle in service with the U.S. Army.

The Cargomasters went directly into production as C-133A; no prototypes were built. The first C-133As were delivered to the Military Air Transport Service (MATS) in August 1957. A total of 35 were built: the last three having a “clamshell” rear door assembly which increased the compartment length by 3 feet, making it possible to airlift completely assembled Titan missiles. These were followed by 15 C-133B aircraft that retained the “clamshell” doors and incorporated more powerful engines.

In 1958, C-133s began flying MATS air routes throughout the world, and two C-133s established transatlantic speed records for transport aircraft on their first flights to Europe.

The fleet of 50 aircraft proved itself invaluable during the VietNam War, but fatigue problems led to their withdrawal from service in 1971.

Note:  The C-133 was a remarkable aircraft with exceptional lifting capability and range; a true airlift workhorse! Its replacement, the C-5 Galaxy, became a great airlifter in its own right.

Specifications

The Air Force’s long-range airlifter that performed yeoman service through two wars and nearly 25 years, the C-124, nicknamed “Old Shakey,” was a major redesign of the C-74 Globemaster that was developed at the end of World War II. The C-124 used the same wings, tail, and engines as the C-74.

To facilitate outsized cargo handling, the C-124 featured “clamshell” loading doors and hydraulic ramps in the nose and an elevator under the aft fuselage with an electric hoist amidships, and two overhead cranes (each with a capacity of 16,000 pounds) which could traverse the entire length of the 77 foot long cargo compartment. It was capable of handling such bulky cargo as tanks, field guns, bulldozers, and trucks (up to 74,000 pounds of cargo). It could also be converted into a transport capable of carrying 200 fully-equipped troops in its double-decked cabin or 123 litter patients and their attendants.

The first flight by a C-124 took place on 27 November 1949. The first operational aircraft were delivered in May 1950, and production ran through May 1955 (204 C-124As and 243 C-124Cs). The improved C-124C featured more-powerful engines, as well as wingtip-mounted combustion heaters that provided cabin heating and wing and tail surface deicing, and an APS-42 weather radar in a distinctive nose “thimble.” These latter improvements were eventually retrofitted to the C-124As.

These planes went on to provide a much-needed airlift capability in the Korean War, as it was the only aircraft that could carry many of the Army’s vehicles. It also performed many other missions such as airlift support in the Far East and Southeast Asia, resupply missions to Antarctica, refugee evacuation, disaster relief, and mercy flights. Although very reliable, the C-124s were slow (97 hours from Travis AFB, Calif., to Tan Son Nhut AB, South Vietnam, and back).

Used in conjunction with Douglas C-133s, the Globemaster IIs remained in service until replaced by the controversial Lockheed C-5A Galaxy in 1970.

Specifications

The C-118 (designated as R6D by the U.S. Navy) was a military variation of the Douglas DC-6 commercial airliner. In 1947, USAAF officials ordered 166 aircraft to support operations of the Military Air Transport Service (MATS).

The 29th production DC-6 was designated as VC-118 and modified to replace the aging C-54C “Sacred Cow” Presidential aircraft. It differs from the standard DC-6 configuration in that the aft fuselage was converted into a stateroom; the main cabin seated 24 passengers or could be made into 12 “sleeper” berths. The VC-118 was formally commissioned into the USAAF on 4 July 1947, and was nicknamed “Independence” for President Truman’s hometown in Missouri. Probably the plane’s most historic flight occurred when it carried the President to Wake Island in October 1950 to discuss the Korean situation with Gen. Douglas MacArthur.

The 165 C-118A Liftmasters produced were about six feet longer than the “Independence.” C-118As played a key role in “Operation Safe Haven” during which 14,000 Hungarian refugees were airlifted to the U.S. in 1956-57. In the transport configuration, the C-118 could carry up to 74 fully-equipped troops or up to 50,000 pounds of cargo.

In May 1953, after nearly six years of White House service, the “Independence” was retired as a Presidential aircraft and subsequently served several Air Force organizations as a VIP transport. It was retired for display at the USAF Museum in 1965.

Douglas C-118 Liftmaster Specifications

Immediately after the United States became engaged in World War II, it was clear that transport aircraft would be of vital importance. Because of the theater of operations envisaged, such aircraft would require both long range and great load-carrying capability.

In early 1942, the Douglas Aircraft Company began development of a new, very large transport aircraft that was to serve the USAAF in multiple theaters. Designated the C-74 Globemaster, the first of 14 production aircraft (#42-65402) flew on 5 September 1945. There were no XC-74 or YC-74 models produced, in order to speed its delivery to operational units. After all production modifications were made, the C-74 Globemaster was the largest land-based transport in the world! It was a cantilever low-wing monoplane of all metal construction, with a conventional tail unit, retractable tricycle landing gear with twin wheels on each unit, and four Pratt & Whitney radial engines.

The Globemaster’s engines were equipped with full-feathering, reversible Curtiss electric propellers. They shortened the aircraft’s landing role and saved brake wear. They also enabled the airplane to back up for positioning on the ground.

In an aerodynamic sense, the airplane was remarkably efficient. Douglas engineers chose a full-span flap arrangement consisting of split flaps under the fuselage center section, double-slotted inboard wing flaps, and complicated triple-slotted “flaperons” on the outboard sections which served as both flaps and ailerons. Low drag airfoil sections were used to cover the 16 protruding flap hinges, giving the aircraft a distinctive “toothed” look.

The aircraft had unusual “bug-eye” canopies which were chosen more for safety than aerodynamics. They allowed the pilots a nearly unobstructed 360-degree view around the aircraft. The crew was provided with quarters, though compact. The engineer’s station was behind the copilot, the radio operator was stationed behind the pilot and the navigator was stationed behind him.

The landing gear was patterned after that used on the C-54 but expanded in size to withstand greater tolerances. Hydraulic pressure was only applied to gear after takeoff in order to retract the gear. Extending the gear was done by gravity alone with the gear lever simply releasing an “up” latch and letting the gear free-fall. Hydraulic gear extension was available in case of emergencies and there was even a passageway provided so the crew could access each engine nacelle and manually lower the gear.

The C-74’s large-capacity cargo area provided accommodation for 125 troops, or 115 litter patients with medical attendants, or up to 50,000 pounds of cargo. Cargo was loaded via a self-contained loading elevator located in the aft portion of the cargo compartment. Capable of lifting 30 tons, the elevator allowed for radid loading and minimized the need for special ground equipment.

Of the 14 Globemasters built, 12 were delivered between October 1945 and April 1947. Of these 14, the second built crashed during flight testing in August 1946. The fourth was diverted to a static test article at Wright Field, Ohio and virtually every component was tested to destruction between August 1946 and November 1948. This was done in order to determine each individual component’s ability to withstand design loads.

The Berlin Airlift

On 24 June 1948, the Russians closed all land routes into the divided western sectors of the city of Berlin, Germany. On 25 June, the Air Force was requested to airlift 25 tons of supplies into Berlin. It responded the next day with over 80 tons, thus beginning what was to become the largest single airlift operation in history. “Operation Vittles,” later to be known as the Berlin Airlift, was a distinct operation in which the Globemaster played the significant role of helping to introduce the need for a large transport aircraft.

A single Globemaster arrived at Frankfurt’s Rhein-Main Airfield on the 14 August 1948 and landed for the first time three days later at Berlin’s Gatow Airfield carrying 20 tons of flour. Over the next six weeks, the Globemaster crew flew 24 missions into the city delivering 1,234,000 pounds of supplies. The aircraft that was flown during the Berlin Airlift was the 13th airframe built, tail number 42-65414. Several airlift records were set by the crew in “414” during Operation Vittles. On 18 September, Air Force Day, the crew flew six round trips into Berlin hauling a total of 250,000 pounds of coal setting a new Airlift Task Force utilization record by flying 20 hours during the 24 hour effort.

During the construction of Tegel Airfield in the French sector of Berlin, large construction equipment was needed to build new runways. But this equipment, including a rock crusher, was too big for even the Globemaster to accommodate. The mission was accomplished by having the equipment cut into pieces by welding torch at Rhein-Main and flown aboard the C-74 into Tegel for reassembly.

After six weeks of Vittles flights, the Globemaster returned to Brookley AFB, Alabama. Reportedly, the Russians complained that the Globemaster could be used as a bomber via the open elevator well in its belly. The fact that the runways in Berlin were not stressed for the airlifter’s weight and that the aircraft was not compatible with the corridor’s scheduling were other factors considered for its withdrawal.

The last C-74 Globemaster was retired from Air Force service on 31 March 1956. Brigadier General George S. Cassady, who had accepted the first C-74 for the Air Force in 1945, received special permission to pilot the last C-74 from Brookley AFB, Alabama to Davis-Monthan AFB, Arizona.

Specifications

The Douglas C-54 (designated R5D by the U.S. Navy) was the military variation of the DC-4 four-engine commercial transport. It was the first four-engine transport to enter USAAF service. The USAAF accepted a total of 1,164 Skymasters from 1942 to 1947. Its maximum load capacity was 28,000 pounds of cargo or 49 passengers.

Although it served with the USAAF as a transport, the C-54 made history when it became the first “official” presidential transport aircraft (Air Force One). Known as “The Sacred Cow,” it was built in 1944 for use by President Franklin D. Roosevelt. One special feature was an elevator behind the passenger cabin to lift the President in his wheelchair in and out of the plane. The passenger compartment included a conference room with a large desk and bullet-proof picture window. President Roosevelt made his first and only flight in this aircraft traveling to Yalta, in the USSR, in February 1945. For security reasons, the tail number on the aircraft was changed for this flight. After Roosevelt’s death in April 1945, the “Sacred Cow” remained in presidential service during the first 27 months of the Truman Administration. On 26 July 1947, President Truman signed the National Security Act of 1947 while on board the “Sacred Cow.” This act established the Air Force as an independent service, making the “Sacred Cow” the “birthplace” of the U.S. Air Force. It was later assigned to other transport duties and was eventually retired in October 1961.

During the Berlin Airlift in 1948, every C-54 the USAF had was pressed into service to supply the isolated city. Many C-54s were later converted into litter-carrying planes for use during the Korean Conflict, returning 66,000 patients to the United States.

In later years, Douglas developed the XC-112, a pressurized version of C-54E Skymaster military transport. It had a longer fuselage, larger rectangular windows in place of circular portholes, and four 2,100 hp Pratt and Whitney R-2800-34 radial engines. After testing, this aircraft entered commercial service as the DC-6 and military service as the C-118 Liftmaster.

Specifications

Few aircraft are as well known or were so widely used for so long as the C-47 Skytrain, nicknamed “Gooney Bird.” The aircraft was adapted from the DC-3 commercial airliner which first appeared in 1936. The first C-47s were ordered in 1940 and by the end of WWII, over 10,000 had been procured for the USAAF and US Navy. They carried personnel and cargo, and in a combat role, towed troop-carrying gliders and dropped paratroops into enemy territory.

The most widely used military transport in World War II, the C-47 also saw service with the U.S. Navy as the R4D and with the RAF as the Dakota.

After WWII, many C-47s remained in USAF service, participating in the Berlin Airlift and other peace-time activities. One hundred C-47J aircraft were reengineered by Douglas and incorporated new wings, a new, taller vertical tail, modified landing gear, and more powerful engines. They entered U.S. Navy service under designation C-117D.

During the Korean Conflict, C-47s hauled supplies, dropped paratroops, evacuated wounded and dropped flares for night bombing attacks. In Vietnam, the C-47 served again as a transport, but it was also used for a variety of other missions which included flying ground attack, reconnaissance, and psychological warfare missions. The AC-47 “Spooky”, a heavily-armed gunship version of the C-47, was equipped with three side-firing 7.62mm Miniguns and was nicknamed “Puff the Magic Dragon.”

The last C-47 was retired from the U.S. Air Force in 1975.

Specifications