C 1A Aircraft

C 1A Aircraft - Our C-1A was delivered to the US Navy in 1955. It served on the USS Lexington as well as the USS Roosevelt. Retired from the Navy in the late 1980s, it passed through several civilian owners before being donated to the Champaign Aviation Museum in January 2019. Currently, the aircraft is being thoroughly inspected to ensure it is safe to fly passengers in.

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C 1A Aircraft

World Wide Master Tracker List My Cal Fire Turbo Tracker Photos My Marsh Aviation Photos Trackers Gone West Cal Fire S-2T List Gitmo Bay Tracker Links My United Aeronautical Corporation Photos Archived Tracker Updates The Chess Players

Brazil Traders Guest Photos This aircraft was part of an estate auction for the assets of Air Power, Inc. from Lakeport, CA on May 30, 2009. The Trader was purchased by Specline Corp dba The Cactus Air Force and

will be moved to Carson City, NV. Engines and props from Tracker 136508 will be used to fly it from Lakeport, CA later in 2010. It will return to the airshow circuit after restoration is completed on it.

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My Tracer Photos World Wide Master Tracker List My Cal Fire Turbo Tracker Photos My Marsh Aviation Photos Trackers Gone West Cal Fire S-2T List Gitmo Bay Tracker Links My United Aeronautical Corporation Photos Archived Tracker Updates

The Chess Players Brazil Traders Guest Photos John Palmer of Houston, TX informed me that the fuselage of 146052 was on a trailer and was seen by him at an outside antique festival. The aircraft is still registered with the FAA with the

Lone Star Flight Museum as the owner. DDJ  10-30-2017 See my Trader Photo Page The C-1A could be configured to carry up to nine passengers or up to 4,800 lbs of high priority cargo whose dimensions were compatible with those of the cargo area and/or the fuselage access doors (this included small jet engines).

This Trader is back on the air show circuit in 2007 after a 6 year restoration. S-2 Tracker Site 136781-2000 Airport Data 136781-2006/2007 MyAviation.net 136781- various Webshots 136781-2007-1 Webshots 136781-2007-2 C-1As are variants of the S-2 Tracker developed in the early 1950s.

Created for the purpose of COD, carrier on-board delivery, C-1As were the freight carriers of the Navy. Capable of being launched from an aircraft carrier, they delivered mail, people and cargo. Two 1,500 HP Wright R-1820s power this aircraft.

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C117 Aircraft

C117 Aircraft - This tag should be used on existing categories that are likely to be used by others, even though the "real" category is elsewhere. Redirected categories should be empty and not categorized themselves. It should not be used on categories that are misspellings and thus unlikely to be used by other people.

The Air National Guard flies C-17s from the 172d Airlift Wing, Jackson, Miss., and the 105th Airlift Wing, Stewart ANGB, N.Y. Additionally, Air Force Materiel Command operates two C-17s at Edwards AFB, Calif., and Pacific Air Forces operates aircraft at Joint Base Elmendorf-Richardson, Alaska, and Joint Base Pearl Harbor-Hickam, Hawaii.

C117 Aircraft

A high-wing, four-engine, T-tailed military transport aircraft, the multi-service C-17 can carry large equipment, supplies and troops directly to small airfields in harsh terrain anywhere in the world. The massive, sturdy, long-haul aircraft tackles distance, destination and heavy, oversized payloads in unpredictable conditions.

Train The Way You Operate

It has delivered cargo in every worldwide operation since the 1990s. Boeing provides comprehensive C-17 Globemaster III training solutions for aircrews and loadmasters with advanced simulation, courseware and computer-based training. C-17 operators can practice the complete range of tasks required for tactical military airlift operations and humanitarian missions, along with rehearsal of other scenarios such as aerial refueling and emergency procedures.

Boeing has partnered with the U.S. Air Force on C-17 sustainment since the delivery of the first aircraft in 1993. With a focus on high performance at an affordable cost, Boeing provides sustainment and maintenance for global C-17 customers in eight allied countries.

The C-17 fleet has a best-in-class combined dollar per flight hour and mission capable rate, performing at the highest level of readiness worldwide. Designed as a replacement for the C-141 Starlifter, the C-17 made its maiden flight on Sept.

15, 1991, and the first production model was delivered to Charleston Air Force Base, now known as Joint Base Charleston, S.C., on June 14, 1993. The first squadron of C-17s, the 17th Airlift Squadron, was declared operationally ready Jan

. 17, 1995. Currently, 275 C-17s operate around the world. The aircraft's largest customer is the United States Air Force, with 223 in 12 bases. Outside of that country, the United Kingdom, Australia, Canada, Kuwait, Qatar, the United Arab Emirates, India and the 12-nation Strategic Airlift Capability all operate the C-17 Globemaster III.

Reliability and maintainability are two outstanding benefits of the C-17 system. Current operational requirements impose demanding reliability and maintainability. These requirements include an aircraft mission completion success probability rate of 92 percent, only 20 aircraft maintenance man-hours per flying hour, and full and partial mission availability rates of 74.7 and 82.5 percent, respectively.

Under the Globemaster III Sustainment Program contract, Boeing is fully responsible and accountable for total weapon system availability executing program management, sustaining logistics, material and equipment management, sustaining engineering and depot-level aircraft maintenance. On-site base support includes personnel for base management and operations support, field services and engineering technical support and 24/7 base supply support for spares.

The C-17 Globemaster serves as the U.S. Air Force's primary strategic lift aircraft for global transport of troops and equipment. The C-17 is capable of rapid strategic delivery of troops and all types of cargo to main operating bases or directly to forward bases in the deployment area.

The aircraft can perform tactical airlift and airdrop missions and can transport litters and ambulatory patients during aeromedical evacuations when required. The inherent flexibility and performance of the C-17 force improve the ability of the total airlift system to fulfill the worldwide air mobility requirements of the United States.

The Globemaster III was designed to be able to land on runways as short as 3,500 feet and as narrow as 90 feet. With engine thrust reversers, the C-17 can back up and turn around on very small runways in forward operating bases.

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C 41 Aircraft

C 41 Aircraft - Our C-141 B 63-8088 (Golden Bear) arrived at Travis AFB, 23 Apr 1965 as a C-141 A model and was assigned to the LTF (Lead The Force) accelerated aging program. This program required the Aircraft to accumulate as many flying hours as fast as possible in order to assess the aircraft structure and systems integrity.

As part of the fleet upgrade, the aircraft was stretched 23 feet to a "B" model. This Aircraft was also a part of Operation Home Coming (returning Hanoi POWs) 12 Feb 1973. The last flight of 8088 was 17 Jan 1996. It was then assigned to the Travis AFB Museum.

C 41 Aircraft

The final destination of the Golden Bear followed a complete repainting and movement to its current location at the intersection of Travis Ave and Burgan Blvd. The square tipped propeller option is used for all four versions in this box.

They proved to be the most time consuming with masking the black rubber de-icing boots. The prop tip warning strips are provided as decals. Three liveries use all white stripes and the version shown on the box top has white/red/white stripes.

Douglas was also an advocate of the power of America's military aviation and saw the need for more American air power. Donald Douglas was not only a very highly regarded engineer and bold entrepreneur, but as World War II approached, he proved to be remarkably perceptive, by saying only a year and a half before Pearl Harbor, that this was the "hour of destiny for American

aviation.” He expressed confidence that the industry could meet the need and laid out the methods by which it would transform, from small companies producing aircraft in small batches to making them on a production-line basis.

The aircraft industry grew from a distant 41st place among American industries to first place in less than five years. Douglas Aircraft grew from being a small company with 68 employees in 1922 to be the fourth-largest business in the United States.

Arnold used this plane to travel across the country to continue building up the power of our Air Corps. In 1941 Douglas and Arnold took the C-41 to a location for duck hunting. It was there on December 7th that Douglas and Arnold got the call about the attack on Pearl Harbor and rushed back to Washington D.C.

It was this plane that made the military's use of the C-47 so prominent. It is because of the close relationship Arnold had with Douglas that in 1943 that Arnold phoned Douglas and told him he needed an order of 300 C-47's before July of 1944 "no questions asked".

The CASA-212 Aviocar is a versatile transport aircraft that was manufactured in Spain since the '60's, and Indonesia until 2012. The C-41A is a military version used by the US, Mexico and many other countries within Central and South America.

It exhibits excellent short field takeoff and landing (STOL) abilities, and is able to operate from unprepared airstrips. This model is a re-release of various other versions of the aircraft. It comes in a very sturdy top opening box with a nice painting of the US military C-41A.

All sprue trees were contained in one bag, with the clear parts and decal sheet in their own bags. The clear plastic bags are closed with sticky strips, so be careful when removing the decal sheet, and that you don't allow the sticky strip to attach itself to the decals.

I did, somehow, and had a heart stopping minute separating them! The instruction manual is printed on good quality glossy paper, and each step is clear, accurate and in color where needed. After the war, it was sold to Southern Airways and registered as NC15473.

Later to CAA as N12 and then to the FAA as N43. It then went on to Southeast Missouri State University as N54595, then to Otis Spunkmeyer Air as NC41HQ. James Gabbert operated the aircraft out of Oakland CA, and the aircraft is now owned by the Mid America Flight Museum located in Mt.

Pleasant Texas. After looking over each sprue, it is clear that any version of this aircraft could be built. There are well over 100 unused parts, including different control surfaces, fuselage side panels, a long nose option, another set of propellers, main wheel sponsons, external fuel tanks, antennae's and clear parts.

WOW!!! I added some weight in the separate nose cone and in front of the instrument panel. The fuselage halves were then glued together. I found I got a better fit from the fuselage and other parts when I deepened the locating holes a little using a small drill.

They were a little shallow. Among all aircraft, our GOLDEN BEAR is the most notable. It is located at the intersection of Burgan Boulevard and Travis Avenue. The GOLDEN BEAR had long been in storage at Travis and had suffered from exposure to the elements.

The Travis Heritage Center and Travis Heritage Center Foundation, with support from the 60th Air Mobility Wing Civil Engineers, restored this historic aircraft in 2005. The cost of restoration, and placement on exhibit of the original GOLDEN BEAR was funded by volunteer labor, corporate,

individual and Travis Heritage Center Foundation contributions. The 30-day project included repainting, movement of the aircraft and site preparation, such as lighting and landscaping. The history of the Douglas C-41 starts long before its creation in 1938. This plane has an extensive backstory that ties it heavily to major military and aviation figures at the forefront of aviation military history.

This plane was the catalyst that pushed C-47's to be the number one cargo and troop carrier of WWII. This unique and historic aircraft was commissioned by General Henry Arnold, and so we begin with his early exploits in aviation.

I used Eduard set CX-503 to mask all the windows except the first cabin window on each side of the fuselage. These were painted over, or not there at all on the version I chose. The entire aircraft was painted white, followed by masking and painting the black nose anti-glare panel, and the rear of the engine nacelles and wings.

Several gloss coats prepared the model for decals. In addition, after the late 60s, the GOLDEN BEAR flew in support of every major military contingency and humanitarian operation in which Travis participated around the globe. These operations included military flights to Panama, Honduras, and Grenada and the airlift of relief to victims of natural disasters in Sudan, Ethiopia, and Mexico City.

General Henry "Hap" Arnold was always at the forefront of military aviation. In 1911 the Wright Brothers trained Arnold. After only a few hours of flight training over the course of several days, he became the second person listed to have received a military aviation license alongside Tommy Milling.

This aircraft was used as a VIP Transport and based at Bolling Army Airfield, Washington D.C. as a part of the 1st Staff Squadron. It was originally to be used by Arnolds predecessor Gen. Oscar Westover.

Westover, however, died a month after the C-41's delivery to the Army in a plane crash. After Westover passed, Arnold was promoted to Chief of the Air Corps and the C-41 was used as his personal transport.

The U.S. Air Force C-141 B was a modern, high-speed aircraft that was designed for and met all Air Force requirements for a logistics system. Its capacity, load ability, and airdrop capacity did not compromise its ability to maintain high subsonic cruise speeds up to 495 knots.

A uniquely faired afterbody plus a T-Tail combine to provide high aerodynamic efficiency in flight with ease of loading and unloading. It was during WWI that Arnold would see the potential for aviation as well as recognize the US military's lack of power when it came to military aviation.

Arnold was one of the few who believed in the military potential of aviation. His leadership would eventually lead to America's aviation dominance during WWII. His experience in WWI convinced Arnold that future wars could be won in the air.

Construction starts with the interior, including the cockpit, a choice of forward fuselage side panels (depending on which of the four liveries you chose) and cabin windows. There is no cabin detail and nothing can really be seen beyond the cockpit.

I left the cabin unpainted as the plastic is a fairly dark gray. The cockpit detail is fine as is. Four decals furnish the instrument panel which looks good. It would have been nice, however, if decals were included for the center console between the pilot seats and the overhead panel.

They can be seen through the large side windows. I made simple seat belts using 3M tape painted gray with silver buckles. The rest of the cockpit was painted as per the instructions. The round cabin window diameters were a hair small, but Testors clear glue closed any slight gaps between the windows and the fuselage walls.

The engine nacelles, exhaust pipes and propeller spinner back plate were assembled and glued together. The nacelles needed some sanding to remove seams. These fitted fairly nicely, although I needed to trim a few mounting places to get a better fit to the wings.

The C-41 was not only a symbol of the relationship between Douglas Aircraft and the Army Air Corps during the war, but it was also the driving force behind the heavy use of the C-47 during the war.

As a result of the exemplary nature of the C-41, the C-47 was used heavily during the war and was one of the determining factors at play in the success of D-Day and Operation Overlord including many other major military operations.

The main landing gear and sponsons were attached. There is nice interior detail but nothing can be seen when the sponsons are glued on. More antennae's and sensors are attached to the belly, again depending on the aircraft you are building.

I left the nose gear and main wheels off until the end. In 1917 Donald Douglas Sr., the first MIT graduate with an aeronautical degree, was appointed as the Chief Engineer of the Army Signal Corps.

Douglas and Arnold worked side by side at the end of WWI to develop the relatively small Signal Corps. It was during this time that they developed a very close friendship that would last for decades to come.

In 1924, Arnold helped publicize the first US military, around the world flight, and aerial refueling exploits of the Douglas World Cruiser. This solidified the Douglas Aircraft's reputation for reliable aircraft. The decal sheet includes the wing, tailplane and tail de-icing boots, prop tip stripes, stencils and four livery options.

I had chosen the fourth decal choice, a green striped Evergreen Airlines Aircraft contracted by the CIA in the 2000's. This was a tough call as all four schemes were appealing. Cartograf decals are a joy to work with and these were no exception.

They laid down nicely, and sunk themselves into panel lines before any setting solution was used. They are thin, but tough enough to be maneuvered into position. A further gloss clear coat sealed these in. Designed to offer mission flexibility, the C-40A is a versatile FAA-certified 737-700 convertible / "combi" aircraft, optimized to transport passengers and cargo around the globe.

The aircraft can be configured to carry all-passengers, all-cargo, or a combination of both. The C-40A is part of Boeing's C-40 series of aircraft, which also includes the C-40B and C-40C. The C-40A is currently on offer as the C-40Ai to countries around the world.

With all the options in one box, this kit represents really good value. I would recommend it to all modelers, however, a couple of builds under one's belt would be helpful when dealing with removal and addition of all the various options.

As WWII approached Douglas and Arnold could both see how aviation and air power would influence the coming conflict. Douglas and Arnold's close relationship was no doubt a driving factor in Arnold's commission of a military version of the DC-3.

The capability of the DC-2 convinced Arnold of the excellence of the basic transport's design and construction, and a study of the improved DC-3 enabled the US Army to outline the modifications required for the DC-3's use as a military transport.

These changes included more powerful engines, the strengthening of the rear fuselage and cabin floor, provision of large loading foods, replacement of the airline type interior with utility seats lining the cabin walls, and adoption of a power-plant comprising two R-1830-

21 Radials. Final assembly consisted of adding the "breakable" parts like antennae's, pitot tubes, boarding step, propellers and wheels/nose undercarriage. A light wash was applied to selected panel lines, as from what I had seen online, these aircraft were kept fairly clean.

Previous boxing's offered photo etch windshield wipers, and other details that are not part of this package. This is by no means a deal breaker, but they would have been nice additions to the large cockpit windows.

The army then stationed Arnold at the first military airfield at College Park, Maryland, not far from the nation's capital. There he trained others to fly for the military and worked closely with mechanics to help them learn fundamentals as well as nuances of maintaining aircraft.

He established several records and received many awards for his aviation achievements. Two antennae's are removed from the fuselage roof and holes need drilling to accept new antennae's appropriate for the version you are building. The tailplanes and elevators are assembled and attached to the fuselage.

If the elevators and rudder are attached carefully, they can be movable. The wings contain a single, complete upper section and two lower parts. Once the wing was assembled I found the fit to the fuselage to be one of the best I have ever experienced!!

In September of 1944, Gen. "Hap" Arnold landed at LaGuardia Airport in the C-41 and had a meeting inside the plane on the runway with Dr. Theodore von Kármán. It was during this meeting that Kármán and Arnold discussed the formation of what would later become the Air Force Scientific Advisory Board.

The goal of this group was to take the technologies that the Axis Forces had been working on and advise on projects for Research and Development. This meeting and the subsequent formation of this group led to the development of jet engines, rockets, and many other advances in aviation technology.

The C-41, as it was later classified, was built by Douglas as DC-3A on 10/20/38, with serial number 2053, and powered by two Pratt R-1830-21 900 HP engines. It was accepted two days later by the U.S.

Army Air Corps (USAAC) on 10-22-38 as C-41 sn 38-502 Order Number AC11137. In the late 30s, as Arnold saw the coming conflict in Europe escalating, he began pushing for more and more development and military contracts with civilian companies.

He was a strong proponent of long-range bombers and fighters. In 1935 he was made Assistant Chief of the Air Corps and was put in charge of procurement and supply. Arnold was dedicated to making sure that America did not fall behind in aviation as we had in WWI.

It was during this time that Arnold saw the need for long-range cargo transport and troop carrier with reliability, speed, and durability. The Douglas DC-3 and its predecessor, the DC-2, were leaders in the field and had both shown amazing potential after only a short time on the market.

There is some confusion about this aircraft as there are publications that describe this aircraft to be one based off a Douglas DC-2. The confusion came from the fact that this aircraft was ordered in the middle of a batch of DC-2/C-39's.

From this aircraft's extensive background, there is no question that this C-41 is most defiantly a variant of a DC-3 and not a DC-2.

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C 15 Aircraft

C 15 Aircraft - Nearly all of the Army's air-transportable equipment such as a 69-ton M1 Abrams main battle tank, armored vehicles, trucks and trailers, as well as other cargo, is loaded onto the C-17 through a large aft ramp and door system.

Additionally, the cargo floor has rollers that can be flipped from a flat floor, to accommodate wheeled or tracked vehicles, to rollerized conveyors to accommodate palletized cargo. The largest-ever fuel drop occurred recently when a C-17 dropped 120 bundles of fuel to a remote base in the Middle East.

C 15 Aircraft

Currently, there are 157 C-17s in Air Force active duty, 47 with the Air National Guard and 18 in the Air Force Reserve. The C-17 is operated by Air Mobility Command from Travis AFB, California, Dover AFB, Delaware, Joint Base Lewis-McChord, Washington, Joint Base Charleston, South Carolina, and Joint Base McGuire-Dix-Lakehurst, New Jersey.

Train The Way You Operate

Pacific Air Forces operate C-17s from Joint Base Elmendorf-Richardson, Alaska, and Joint Base Pearl Harbor-Hickam, Hawaii. The Air National Guard operates C-17s from Jackson, Mississippi, Stewart ANG Base, New York, Memphis, Tennessee, Martinsburg, West Virginia, and Charlotte, North Carolina.

The Air Force Reserve Command operates C-17s at March Air Reserve Base, California, and Wright Patterson AFB, Ohio. Air Force Materiel Command has one C-17 on loan from JB Charleston to conduct tests at Edwards AFB, California.

Air Education and Training Command performs C-17 aircrew training from Altus AFB, Oklahoma. The horizontal 'T-tail' on the C-17 is used to avoid large downwash from high-lift systems. The horizontal tail has a total area of ​​845 sq ft.

It's 65 feet wingspan gives it a 5.0 aspect ratio and it has a 27-degree sweep. The first 50 C-17s had horizontal tails that were made of metal. But in the late 1990s, Boeing transitioned it to a composite tail.

All C-17 aircraft from No. 51 on contains the lighter, less expensive horizontal tail. It has 2,000 fewer parts and 42,000 fewer fasteners than the metal unit, and weighs about 500 pounds less - approximately a 20 percent weight reduction.

The design of the aircraft allows it to operate through small, austere airfields. High-lift wing, slats, and externally blown flaps allow the C-17 to take off and land on runways from 2,300 to 3,500 feet (1,064 meters) and only 90 feet wide (27.4 meters).

Even on such narrow runways, the C-17 can turn around using a three-point star turn and its backing capability. The Air Force describes an austere runway as, “runways are usually less than 4,000 feet long and can be as narrow as 60 feet.

Payloads may be constrained by runway length and weight-bearing capacity. There is less than 100,000 square feet of ramp space accessed by way of a single narrow taxiway and there are no turnaround areas at either end of the runway.

Ground support and equipment are usually nonexistent.” The C-5 is distinct for having both front and rear cargo ramps, allowing for much faster load and offload operations. Other features of the C-5 include its ability to operate on runways 6,000 feet long (1,829 meters);

five landing gear totaling 28 wheels to distribute the weight and a "kneeling" landing gear system that permits lowering the parked aircraft to facilitate drive-on/drive-off vehicle loading and adjusts the cargo floor to standard truck-bed height.

The C-5 also has the distinctive high T-tail, 25-degree wing sweep, and four turbofan engines mounted on pylons beneath the wings. The YC-15 first flew on Aug. 26, 1975, and a competitive fly-off against its Boeing competitor was completed in 1977. However, the Air Force decided against the AMST aircraft and terminated the program.

On Dec. 10, 1979, it formally canceled the AMST program for both the YC-14 and the YC-15. This resulted in the development of the C-X (Cargo Transport Aircraft-Experimental) — the future C-17. The C-17 made its maiden flight on Sept.

15, 1991, and the first production model was delivered to Charleston Air Force Base, now identified as Joint Base Charleston, S.C., on June 14, 1993. The first flight to Charleston AFB was piloted by then-Air Force chief of staff, Gen

. Merrill McPeak. The C-17 program was delivered under controversy about avionics glitches and external/aesthetic mishaps. The entire program was valued at $42 billion in 1993. Charleston Air Force Base joined with Naval Weapons Station Charleston to become Joint Base Charleston in 2010.

Currently, 275 C-17s operate around the world. The aircraft's largest customer is the United States Air Force, with 223 in 12 bases. Outside of that country, the United Kingdom, Australia, Canada, Kuwait, Qatar, the United Arab Emirates, India and the 12-nation Strategic Airlift Capability all operate the C-17 Globemaster III.

The C-17 Globemaster III can carry a cargo of wheeled U.S. Army vehicles in two side-by-side rows. A wide array of vehicles can be carried in various scenarios. The heaviest and most impressive is the U.S.

Army's main battle tank, the M-1 Abrams. The M-1 Abrams battle tank weighs roughly 120,000 pounds – only one can be located in the C-17 but other wheeled vehicles can fit around the tank as well.

If there's no tank onboard, three Bradley Fighting Vehicles fit in the cargo bay of the C-17. Four Pratt & Whitney F117-PW-100 turbofan engines, which are based on the commercial Pratt and Whitney PW2040 used on the Boeing 757, power a C-17 Globemaster III.

Each engine is rated at 40,440 pounds of thrust and includes thrust reversers that direct the flow of air upward and forward to avoid ingestion of dust and debris. The engine weighs 7,100 pounds and measures 146.8 inches long.

The inlet diameter of the engine is 78.5 inches, the maximum diameter of the engine is 84.5 inches long, it has a bypass ratio of 5.9 to 1, and an overall pressure ratio of 30.8 to 1.

Built in response to an U.S. Air Force request for an advanced medium short-takeoff-and-landing (STOL) transport (AMST), McDonnell Douglas built two YC-15 prototypes to replace the Lockheed C-130 Hercules tactical transport. They were to be used on short, undeveloped fields, and Bell, Boeing, Fairchild, Lockheed and McDonnell Douglas submitted proposals in March 1972. Boeing and McDonnell Douglas won contracts to design and build the transport;

the Boeing version was designated the YC-14 and the McDonnell Douglas, the YC-15. Truly, a Globemaster. Currently, 274 C-17s operate around the world. The aircraft's largest customer is the United States Air Force, with 223 in 12 bases.

Outside of that, the United Kingdom, Australia, Canada, Kuwait, Qatar, the United Arab Emirates, India and the 12-nation Strategic Airlift Capability all operate the C-17 Globemaster III. It has played an integral role in global strategic airlift and significant delivery of humanitarian aid.

C-17 support for relief efforts includes Pakistan, Haiti, Chile, China, Myanmar, and Thailand and is the primary airlifter for military operations around the world. One YC-15 (Serial No. 72-1876) was stored at Davis-Monthan Air Force Base, Ariz., and scrapped in March 2012. The last remaining YC-15 (Serial No. 72-1875) is on display near the

West Gate of Edwards Air Force Base, Calif. Developed in the 1960s to replace the C-133 Cargomaster and to compliment the smaller C-141 Starlifter, the C-5 Galaxy experienced a rocky design phase, plagued with wing cracks that delayed deployment of the aircraft until 1970. The latest C-5M

Super Galaxy is designed with modern avionics and flight instruments and is set to remain in service through 2040. Maximum payload capacity of the C-17 is 172,000 pounds (77,519 kilograms), and its maximum gross takeoff weight is 585,000 pounds (265,352 kilograms).

A document by the U.S. General Accounting Office from 1984 stated that data provided by the Air Force and McDonnell Douglas Corporation, the C-17 contractor, show that the C-17 is designed to carry its 172,200 pound maximum cargo load an un-refueled distance of about 2,900 nautical miles

. This data also shows that the C-17 will be able to land in 2,370 feet with a cargo load of 170,000 pounds. Landing on remote, unprepared runways is a difficult task. One of the main benefactors allowing the C-17 Globemaster III the ability to do so is its wings.

The wings of the C-17 wings amass a total of 3,800 sq ft. They contain a 7.165 aspect ratio, 35 degree sweep angle, and supercritical airfoil. It's wing flaps are fixed-vane, double-slotted, and simple-hinged. A 'supercritical' wing is an advanced airfoil design that enhances the range, cruising speed and fuel efficiency of jet aircraft by producing weaker shock waves that create less drag and permit high efficiency.

The YC-15 could hold 90 percent of all Army combat vehicles, including a 62,000-pound (28,122-kilogram) extended-barrel, 8-inch (203 mm) self-propelled howitzer. Vehicles were loaded through rear fuselage doors with built-in ramps. The YC-15 introduced a number of innovative features, such as externally blown flaps, which used double-slotted flaps to direct part of the jet exhaust downwards, while the rest of the exhaust passed through and downward over the flaps, introducing the Coanda effect

. It was also the first military aircraft with a supercritical airfoil. Every major worldwide operation since the 1990s. That's how often the C-17 has dropped cargo or assisted other branches of the military. The C-17 Globemaster III has an illustrious history of both combat performance as well as humanitarian aid.

In recent years the C-17 played an integral role in helping Puerto Rico after massive flooding, in Yemen delivering food and supplies to refugees, in Haiti delivering relief supplies, and even delivering a fire truck to emergency responders in Guatemala.

A high-wing, four-engine, T-tailed military transport aircraft, the multi-service C-17 can carry large equipment, supplies and troops directly to small airfields in harsh terrain anywhere in the world. The massive, sturdy, long-haul aircraft tackles distance, destination and heavy, oversized payloads in unpredictable conditions.

It has delivered cargo in every worldwide operation since the 1990s. Boeing has partnered with the U.S. Air Force on C-17 sustainment since the delivery of the first aircraft in 1993. With a focus on high performance at an affordable cost, Boeing provides sustainment and maintenance for global C-17 customers in eight allied countries.

The C-17 fleet has a best-in-class combined dollar per flight hour and mission capable rate, performing at the highest level of readiness worldwide. In 2015, inside Boeing's Long Beach manufacturing facility, C-17 employees pieced together the nose, center fuselage, wings, and tail for the last time.

Or so they thought. Boeing, which absorbed McDonnell Douglas after the C-17 was designed and built, now runs the C-17 program. Plane 279 marked the final, "major join," of the C-17, and was the final plane to come off the assembly line.

However, the United States recently entered into an agreement to sell one C-17 Globemaster III to India. This means the Boeing manufacturing plant will pump out at least one more C-17. Thrust reversers. One of the coolest C-17 facts is that each engine is rated at 40,440 pounds of thrust and includes thrust reversers that direct the flow of air upward and forward to avoid ingestion of dust and debris.

A fully-loaded aircraft on the ground can employ its thrust reversers and back up a 2-percent slope. For an aircraft as massive as the C-17, that's impressive. The C-17 thrust-reversers also aid in a quick turn around on a limited runway using a three-point turn.

Airdrops are one of the primary features the C-17 was designed for. The C-17 can drop a single 60,000-pound payload, with sequential load drops of 110,000 pounds. The Loadmaster is in charge of loading and balancing the cargo properly.

An airdrop is usually a coordinated effort between the Air Force and the Army. "The airdrop represents a very significant mission — delivering needed supplies while reducing the burden and risk on our Army helicopter and maintenance crews," said Army Chief Warrant Officer 2 David Beville, 3rd Infantry Division Resolute Support Sustainment Brigade.

Under the Globemaster III Sustainment Program contract, Boeing is fully responsible and accountable for total weapon system availability executing program management, sustaining logistics, material and equipment management, sustaining engineering and depot-level aircraft maintenance. On-site base support includes personnel for base management and operations support, field services and engineering technical support and 24/7 base supply support for spares.

The unit price for one C-17 Globemaster II was $202.3 million (fiscal 1998 constant dollars). That translates to roughly $312.8 million in today's dollars. The United States recently entered into an agreement with India to sell one C-17.

The C-17 was outfitted with all of the latest avionics updates and priced at $366.2 million. The cost-per-flight hour of the C-17 is $23,811 which is significantly cheaper than the next step up in transport aircraft.

The C-5 Galaxy costs $78,817 per flight hour. The C-17 measures 174 feet long (53 meters) with a wingspan of 169 feet, 10 inches (51.75 meters). Compared to other transport/cargo aircraft in the U.S. Air Force inventory, like the C-5 and C-130, these specifications place the C-17 Globemaster III right in the middle in size.

The C-130 measures 97 feet, nine inches long with a wingspan of 38 feet, 10 inches. The C-5 – the largest of the three – measures 247 feet, 10 inches long with a wingspan of 222 feet, nine inches.

The large aircraft is operated by only a crew of three. The pilot, co-pilot and loadmaster are the three positions necessary to deliver the rapid strategic delivery of troops and all types of cargo to main operating bases or directly to forward bases in the deployment area.

Having a crew of three reduces manpower requirements, risk exposure and long-term operating costs. A standard crew of five is added for aeromedical evacuation missions. Medical crew, which includes two flight nurses and three medical technicians, may be altered by the needs of patients.

Boeing provides comprehensive C-17 Globemaster III training solutions for aircrews and loadmasters with advanced simulation, courseware and computer-based training. C-17 operators can practice the complete range of tasks required for tactical military airlift operations and humanitarian missions, along with rehearsal of other scenarios such as aerial refueling and emergency procedures.

The Instrument Display in the C-17 cockpit is equipped with 2 full-time all-function head-up displays (HUD) and 4 multi-function active matrix liquid crystal displays. The C-17 Globemaster III flight control system maintains a quadruple-redundant electronic flight control with mechanical backup system.

A recent upgrade to the C-17 avionics includes new mission displays and computers as well as new software for the warning and caution system. The new software is courtesy of Northrop Grumman Navigation Systems. One of the largest aircraft in the world, the C-5 Galaxy is the primary lift aircraft in the U.S.

military for moving oversized cargo to global theaters of operation. The newest C-5M Super Galaxy has the capability to lift two M1 Abrams tanks and can transport nearly a company of troops and gear anywhere in the world with aerial refueling.

The YC-15 had four engines, while the Boeing version had two. The YC-15 used large, double-slotted flaps that extended over 75 percent of the wingspan to enhance STOL capabilities. To save costs, it used a modified DC-8 nosewheel unit and the DC-10 cockpit, adapted for a two-person crew, with two lower windows for visibility during short-field landings.

Tanks, vehicles and cargo aren't the only things the C-17 Globemaster III was designed to carry. Delivering a load capacity of troops is paramount to the success of the military in question. The C-17 seats 54 soldiers on the sidewall and 48 in the centerline.

27 soldiers on each side of the sidewall, with an 18-inch seat. The centerline seats 48 soldiers in eight sets of six back-to-back seats. Or instead of the centerline, a C-17 can sit 80 soldiers on eight pallets in addition to the sidewall, for a maximum troop capacity of 134.

The first squadron of C-17s, the 17th Airlift Squadron, was declared operationally ready Jan. 17, 1995. The Air Force originally entered into a contract with McDonnell Douglas to buy 120 C-17s. Despite a rocky beginning, the USAF took note of the unrivaled success of the C-17 to accomplish various mobility missions.

Because of this, additional aircraft were acquired, resulting in a final fleet of 223 aircraft. The 17th Airlift Squadron began its existence at Hamilton Field, California in February 1942 as the 17th Air Corps Ferrying Squadron and has since flown a variety of aircraft to include the C-46, C-47, C-54, C-124, C

-141 and C-17. Although the aircraft and name of the squadron have changed over the years, the job of the 17th AS has always been air transport.

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C 35 Aircraft

C 35 Aircraft - After stretching the Citation I to make the II, Cessna decided to increase the size of the cabin again, stretching the fuselage by another 20 inches (510 mm), resulting in the largest member of the straight-wing family, the Model 560 Citation V

The first engineering prototype flew in August 1987, and certification was granted in December 1988. The aircraft utilized the T-47A's JT15D5A engines for extra performance. By the time the aircraft was superseded in 1994, 262 had been built.

C 35 Aircraft

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.

Citation V

In 1993, Cessna decided to update the Citation V design, and announced the Citation Ultra Powered by Pratt & Whittney JT15D-5D engines with 3045 lbs of thrust and the standard avionics suite, which was updated to the Honeywell Primus 1000 EFIS glass cockpit.

The Primus 1000 replaced the standard "round dial" flight instruments with three CRT computer screens, one for each pilot and one center multifunction display. In 1994, the Ultra was named Flying magazine's "Best Business Jet". The Ultra was produced from 1994–1999.

Both the Citation V and Ultra hold 5816 pounds of fuel. The UC-35 is a military version of an executive passenger and transport aircraft based on the Cessna Citation V. It is primarily used by the US Air Force, US Navy, US Army and US Marine Corps for several functions, including range clearance, embassy

support, medical evacuation, VIP transport, passenger and light cargo transport. The Cessna Citation V (Model 560) is a turbofan-powered small-to-medium sized business jet built by the Cessna Aircraft Company in Wichita, Kansas. A stretch of the Cessna Citation II series, the Citation V aircraft was evolved into the Citation Ultra, the Citation Encore, and the Citation Encore+ models.

Citation Ultra

Another version of the Model 560 is the OT-47B "Tracker", five of which were purchased by the Department of Defense for use in drug interdiction reconnaissance operations, based at Maxwell Air Force Base. The OT-47B utilizes the F-16's APG-66(V) fire control radar system and the WF-360TL imaging system.

The OT-47Bs have been operated on loan to the Colombian Air Force[6] and the Peruvian Navy. 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.

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.

Again/Again Quote

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C35 Aircraft

C35 Aircraft - The F-35 strengthens national security, enhances global partnerships and powers economic growth. As the most lethal, survivable and connected fighter jet in the world, the F-35 gives pilots the critical advantage against any adversary, enabling them to execute their mission and come home safe.

C35 Aircraft

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C 15 Aircraft

C 15 Aircraft - Nearly all of the Army's air-transportable equipment such as a 69-ton M1 Abrams main battle tank, armored vehicles, trucks and trailers, as well as other cargo, is loaded onto the C-17 through a large aft ramp and door system.

Additionally, the cargo floor has rollers that can be flipped from a flat floor, to accommodate wheeled or tracked vehicles, to rollerized conveyors to accommodate palletized cargo. The largest-ever fuel drop occurred recently when a C-17 dropped 120 bundles of fuel to a remote base in the Middle East.

C 15 Aircraft

Currently, there are 157 C-17s in Air Force active duty, 47 with the Air National Guard and 18 in the Air Force Reserve. The C-17 is operated by Air Mobility Command from Travis AFB, California, Dover AFB, Delaware, Joint Base Lewis-McChord, Washington, Joint Base Charleston, South Carolina, and Joint Base McGuire-Dix-Lakehurst, New Jersey.

Train The Way You Operate

Pacific Air Forces operate C-17s from Joint Base Elmendorf-Richardson, Alaska, and Joint Base Pearl Harbor-Hickam, Hawaii. The Air National Guard operates C-17s from Jackson, Mississippi, Stewart ANG Base, New York, Memphis, Tennessee, Martinsburg, West Virginia, and Charlotte, North Carolina.

The Air Force Reserve Command operates C-17s at March Air Reserve Base, California, and Wright Patterson AFB, Ohio. Air Force Materiel Command has one C-17 on loan from JB Charleston to conduct tests at Edwards AFB, California.

Air Education and Training Command performs C-17 aircrew training from Altus AFB, Oklahoma. The horizontal 'T-tail' on the C-17 is used to avoid large downwash from high-lift systems. The horizontal tail has a total area of ​​845 sq ft.

It's 65 feet wingspan gives it a 5.0 aspect ratio and it has a 27-degree sweep. The first 50 C-17s had horizontal tails that were made of metal. But in the late 1990s, Boeing transitioned it to a composite tail.

All C-17 aircraft from No. 51 on contains the lighter, less expensive horizontal tail. It has 2,000 fewer parts and 42,000 fewer fasteners than the metal unit, and weighs about 500 pounds less - approximately a 20 percent weight reduction.

The design of the aircraft allows it to operate through small, austere airfields. High-lift wing, slats, and externally blown flaps allow the C-17 to take off and land on runways from 2,300 to 3,500 feet (1,064 meters) and only 90 feet wide (27.4 meters).

Even on such narrow runways, the C-17 can turn around using a three-point star turn and its backing capability. The Air Force describes an austere runway as, “runways are usually less than 4,000 feet long and can be as narrow as 60 feet.

Payloads may be constrained by runway length and weight-bearing capacity. There is less than 100,000 square feet of ramp space accessed by way of a single narrow taxiway and there are no turnaround areas at either end of the runway.

Ground support and equipment are usually nonexistent.” The C-5 is distinct for having both front and rear cargo ramps, allowing for much faster load and offload operations. Other features of the C-5 include its ability to operate on runways 6,000 feet long (1,829 meters);

five landing gear totaling 28 wheels to distribute the weight and a "kneeling" landing gear system that permits lowering the parked aircraft to facilitate drive-on/drive-off vehicle loading and adjusts the cargo floor to standard truck-bed height.

The C-5 also has the distinctive high T-tail, 25-degree wing sweep, and four turbofan engines mounted on pylons beneath the wings. The YC-15 first flew on Aug. 26, 1975, and a competitive fly-off against its Boeing competitor was completed in 1977. However, the Air Force decided against the AMST aircraft and terminated the program.

On Dec. 10, 1979, it formally canceled the AMST program for both the YC-14 and the YC-15. This resulted in the development of the C-X (Cargo Transport Aircraft-Experimental) — the future C-17. The C-17 made its maiden flight on Sept.

15, 1991, and the first production model was delivered to Charleston Air Force Base, now identified as Joint Base Charleston, S.C., on June 14, 1993. The first flight to Charleston AFB was piloted by then-Air Force chief of staff, Gen

. Merrill McPeak. The C-17 program was delivered under controversy about avionics glitches and external/aesthetic mishaps. The entire program was valued at $42 billion in 1993. Charleston Air Force Base joined with Naval Weapons Station Charleston to become Joint Base Charleston in 2010.

Currently, 275 C-17s operate around the world. The aircraft's largest customer is the United States Air Force, with 223 in 12 bases. Outside of that country, the United Kingdom, Australia, Canada, Kuwait, Qatar, the United Arab Emirates, India and the 12-nation Strategic Airlift Capability all operate the C-17 Globemaster III.

The C-17 Globemaster III can carry a cargo of wheeled U.S. Army vehicles in two side-by-side rows. A wide array of vehicles can be carried in various scenarios. The heaviest and most impressive is the U.S.

Army's main battle tank, the M-1 Abrams. The M-1 Abrams battle tank weighs roughly 120,000 pounds – only one can be located in the C-17 but other wheeled vehicles can fit around the tank as well.

If there's no tank onboard, three Bradley Fighting Vehicles fit in the cargo bay of the C-17. Four Pratt & Whitney F117-PW-100 turbofan engines, which are based on the commercial Pratt and Whitney PW2040 used on the Boeing 757, power a C-17 Globemaster III.

Each engine is rated at 40,440 pounds of thrust and includes thrust reversers that direct the flow of air upward and forward to avoid ingestion of dust and debris. The engine weighs 7,100 pounds and measures 146.8 inches long.

The inlet diameter of the engine is 78.5 inches, the maximum diameter of the engine is 84.5 inches long, it has a bypass ratio of 5.9 to 1, and an overall pressure ratio of 30.8 to 1.

Built in response to an U.S. Air Force request for an advanced medium short-takeoff-and-landing (STOL) transport (AMST), McDonnell Douglas built two YC-15 prototypes to replace the Lockheed C-130 Hercules tactical transport. They were to be used on short, undeveloped fields, and Bell, Boeing, Fairchild, Lockheed and McDonnell Douglas submitted proposals in March 1972. Boeing and McDonnell Douglas won contracts to design and build the transport;

the Boeing version was designated the YC-14 and the McDonnell Douglas, the YC-15. Truly, a Globemaster. Currently, 274 C-17s operate around the world. The aircraft's largest customer is the United States Air Force, with 223 in 12 bases.

Outside of that, the United Kingdom, Australia, Canada, Kuwait, Qatar, the United Arab Emirates, India and the 12-nation Strategic Airlift Capability all operate the C-17 Globemaster III. It has played an integral role in global strategic airlift and significant delivery of humanitarian aid.

C-17 support for relief efforts includes Pakistan, Haiti, Chile, China, Myanmar, and Thailand and is the primary airlifter for military operations around the world. One YC-15 (Serial No. 72-1876) was stored at Davis-Monthan Air Force Base, Ariz., and scrapped in March 2012. The last remaining YC-15 (Serial No. 72-1875) is on display near the

West Gate of Edwards Air Force Base, Calif. Developed in the 1960s to replace the C-133 Cargomaster and to compliment the smaller C-141 Starlifter, the C-5 Galaxy experienced a rocky design phase, plagued with wing cracks that delayed deployment of the aircraft until 1970. The latest C-5M

Super Galaxy is designed with modern avionics and flight instruments and is set to remain in service through 2040. Maximum payload capacity of the C-17 is 172,000 pounds (77,519 kilograms), and its maximum gross takeoff weight is 585,000 pounds (265,352 kilograms).

A document by the U.S. General Accounting Office from 1984 stated that data provided by the Air Force and McDonnell Douglas Corporation, the C-17 contractor, show that the C-17 is designed to carry its 172,200 pound maximum cargo load an un-refueled distance of about 2,900 nautical miles

. This data also shows that the C-17 will be able to land in 2,370 feet with a cargo load of 170,000 pounds. Landing on remote, unprepared runways is a difficult task. One of the main benefactors allowing the C-17 Globemaster III the ability to do so is its wings.

The wings of the C-17 wings amass a total of 3,800 sq ft. They contain a 7.165 aspect ratio, 35 degree sweep angle, and supercritical airfoil. It's wing flaps are fixed-vane, double-slotted, and simple-hinged. A 'supercritical' wing is an advanced airfoil design that enhances the range, cruising speed and fuel efficiency of jet aircraft by producing weaker shock waves that create less drag and permit high efficiency.

The YC-15 could hold 90 percent of all Army combat vehicles, including a 62,000-pound (28,122-kilogram) extended-barrel, 8-inch (203 mm) self-propelled howitzer. Vehicles were loaded through rear fuselage doors with built-in ramps. The YC-15 introduced a number of innovative features, such as externally blown flaps, which used double-slotted flaps to direct part of the jet exhaust downwards, while the rest of the exhaust passed through and downward over the flaps, introducing the Coanda effect

. It was also the first military aircraft with a supercritical airfoil. Every major worldwide operation since the 1990s. That's how often the C-17 has dropped cargo or assisted other branches of the military. The C-17 Globemaster III has an illustrious history of both combat performance as well as humanitarian aid.

In recent years the C-17 played an integral role in helping Puerto Rico after massive flooding, in Yemen delivering food and supplies to refugees, in Haiti delivering relief supplies, and even delivering a fire truck to emergency responders in Guatemala.

A high-wing, four-engine, T-tailed military transport aircraft, the multi-service C-17 can carry large equipment, supplies and troops directly to small airfields in harsh terrain anywhere in the world. The massive, sturdy, long-haul aircraft tackles distance, destination and heavy, oversized payloads in unpredictable conditions.

It has delivered cargo in every worldwide operation since the 1990s. Boeing has partnered with the U.S. Air Force on C-17 sustainment since the delivery of the first aircraft in 1993. With a focus on high performance at an affordable cost, Boeing provides sustainment and maintenance for global C-17 customers in eight allied countries.

The C-17 fleet has a best-in-class combined dollar per flight hour and mission capable rate, performing at the highest level of readiness worldwide. In 2015, inside Boeing's Long Beach manufacturing facility, C-17 employees pieced together the nose, center fuselage, wings, and tail for the last time.

Or so they thought. Boeing, which absorbed McDonnell Douglas after the C-17 was designed and built, now runs the C-17 program. Plane 279 marked the final, "major join," of the C-17, and was the final plane to come off the assembly line.

However, the United States recently entered into an agreement to sell one C-17 Globemaster III to India. This means the Boeing manufacturing plant will pump out at least one more C-17. Thrust reversers. One of the coolest C-17 facts is that each engine is rated at 40,440 pounds of thrust and includes thrust reversers that direct the flow of air upward and forward to avoid ingestion of dust and debris.

A fully-loaded aircraft on the ground can employ its thrust reversers and back up a 2-percent slope. For an aircraft as massive as the C-17, that's impressive. The C-17 thrust-reversers also aid in a quick turn around on a limited runway using a three-point turn.

Airdrops are one of the primary features the C-17 was designed for. The C-17 can drop a single 60,000-pound payload, with sequential load drops of 110,000 pounds. The Loadmaster is in charge of loading and balancing the cargo properly.

An airdrop is usually a coordinated effort between the Air Force and the Army. "The airdrop represents a very significant mission — delivering needed supplies while reducing the burden and risk on our Army helicopter and maintenance crews," said Army Chief Warrant Officer 2 David Beville, 3rd Infantry Division Resolute Support Sustainment Brigade.

Under the Globemaster III Sustainment Program contract, Boeing is fully responsible and accountable for total weapon system availability executing program management, sustaining logistics, material and equipment management, sustaining engineering and depot-level aircraft maintenance. On-site base support includes personnel for base management and operations support, field services and engineering technical support and 24/7 base supply support for spares.

The unit price for one C-17 Globemaster II was $202.3 million (fiscal 1998 constant dollars). That translates to roughly $312.8 million in today's dollars. The United States recently entered into an agreement with India to sell one C-17.

The C-17 was outfitted with all of the latest avionics updates and priced at $366.2 million. The cost-per-flight hour of the C-17 is $23,811 which is significantly cheaper than the next step up in transport aircraft.

The C-5 Galaxy costs $78,817 per flight hour. The C-17 measures 174 feet long (53 meters) with a wingspan of 169 feet, 10 inches (51.75 meters). Compared to other transport/cargo aircraft in the U.S. Air Force inventory, like the C-5 and C-130, these specifications place the C-17 Globemaster III right in the middle in size.

The C-130 measures 97 feet, nine inches long with a wingspan of 38 feet, 10 inches. The C-5 – the largest of the three – measures 247 feet, 10 inches long with a wingspan of 222 feet, nine inches.

The large aircraft is operated by only a crew of three. The pilot, co-pilot and loadmaster are the three positions necessary to deliver the rapid strategic delivery of troops and all types of cargo to main operating bases or directly to forward bases in the deployment area.

Having a crew of three reduces manpower requirements, risk exposure and long-term operating costs. A standard crew of five is added for aeromedical evacuation missions. Medical crew, which includes two flight nurses and three medical technicians, may be altered by the needs of patients.

Boeing provides comprehensive C-17 Globemaster III training solutions for aircrews and loadmasters with advanced simulation, courseware and computer-based training. C-17 operators can practice the complete range of tasks required for tactical military airlift operations and humanitarian missions, along with rehearsal of other scenarios such as aerial refueling and emergency procedures.

The Instrument Display in the C-17 cockpit is equipped with 2 full-time all-function head-up displays (HUD) and 4 multi-function active matrix liquid crystal displays. The C-17 Globemaster III flight control system maintains a quadruple-redundant electronic flight control with mechanical backup system.

A recent upgrade to the C-17 avionics includes new mission displays and computers as well as new software for the warning and caution system. The new software is courtesy of Northrop Grumman Navigation Systems. One of the largest aircraft in the world, the C-5 Galaxy is the primary lift aircraft in the U.S.

military for moving oversized cargo to global theaters of operation. The newest C-5M Super Galaxy has the capability to lift two M1 Abrams tanks and can transport nearly a company of troops and gear anywhere in the world with aerial refueling.

The YC-15 had four engines, while the Boeing version had two. The YC-15 used large, double-slotted flaps that extended over 75 percent of the wingspan to enhance STOL capabilities. To save costs, it used a modified DC-8 nosewheel unit and the DC-10 cockpit, adapted for a two-person crew, with two lower windows for visibility during short-field landings.

Tanks, vehicles and cargo aren't the only things the C-17 Globemaster III was designed to carry. Delivering a load capacity of troops is paramount to the success of the military in question. The C-17 seats 54 soldiers on the sidewall and 48 in the centerline.

27 soldiers on each side of the sidewall, with an 18-inch seat. The centerline seats 48 soldiers in eight sets of six back-to-back seats. Or instead of the centerline, a C-17 can sit 80 soldiers on eight pallets in addition to the sidewall, for a maximum troop capacity of 134.

The first squadron of C-17s, the 17th Airlift Squadron, was declared operationally ready Jan. 17, 1995. The Air Force originally entered into a contract with McDonnell Douglas to buy 120 C-17s. Despite a rocky beginning, the USAF took note of the unrivaled success of the C-17 to accomplish various mobility missions.

Because of this, additional aircraft were acquired, resulting in a final fleet of 223 aircraft. The 17th Airlift Squadron began its existence at Hamilton Field, California in February 1942 as the 17th Air Corps Ferrying Squadron and has since flown a variety of aircraft to include the C-46, C-47, C-54, C-124, C

-141 and C-17. Although the aircraft and name of the squadron have changed over the years, the job of the 17th AS has always been air transport.

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