Tag Archives: Transport

23 August 1954

The first prototype Lockheed YC-130 Hercules takes of fromm the Lockheed Air terminal, Burbank, California, 23 August 1954. (Lockheed Martin)
The first prototype Lockheed YC-130 Hercules, 53-3397, takes of from the Lockheed Air Terminal, Burbank, California, 23 August 1954. (Lockheed Martin)

23 August 1954: The first of two Lockheed YC-130 Hercules four-engine transport prototypes, 53-3397, made its first flight from the Lockheed Air Terminal at Burbank, California, to Edwards Air Force Base. The flight crew consisted of test pilots Stanley Beltz and Roy Wimmer, with Jack G. Real (a future Lockheed vice president) and Dick Stanton as flight engineers. From a standing start, the YC-130 was airborne in 855 feet (261 meters), The flight lasted 1 hour, 1 minute.

The C-130 was designed as a basic tactical transport, capable of carrying 72 soldiers or 64 paratroopers. All production aircraft have been built at Lockheed Martin’s Marietta, Georgia, plant.

Lockheed YC-130 53-3397 during its first flight, 23 August 1954. (Lockheed Martin)

The first production model, the C-130A Hercules, was 97.8 feet (29.81 meters) long with a wingspan of 132.6 feet (40.42 meters), and height of 38.1 feet (11.61 meters). Total wing area was 1,745.5 square feet (162.16 square meters). The transport’s empty weight was 59,164 pounds (26,836 kilograms) and takeoff weight, 122,245 pounds (55,449 kilograms).

The C 130 has a rear loading ramp for vehicles, and there is a large cargo door on the left side of the fuselage, forward of the wing, The transport’s cargo compartment volume is 3,708 cubic feet (105.0 cubic meters). It could carry 35,000 pounds (15,876 kilograms) of cargo.

Lockheed YC-130 53-3397 during its first flight, 23 August 1954. (Lockheed Martin)

The C-130A was equipped with four Allison T56-A-1A turboshaft engines, driving three-bladed propellers. The engines produced 3,094 shaft horsepower at 13,820 r.p.m. (continuous), and 3,460 horsepower, Military Power (30-minute limit) or Takeoff ( 5-minute limit).

The C-130A had a cruise speed of 286 knots (329 miles per hour/530 kilometers per hour) and maximum speed of 326 knots (375 miles per hour/604 kilometers per hour) at 24,200 feet (7,376 meters). Its range with a 35,000 pound ( kilogram) payload was 1,835 nautical miles (2,112 statute miles/3,398 kilometers). The initial rate of climb at Sea Level was 4,320 feet per minute (21.95 meters per second). The combat ceiling was 38,700 feet (11,796 meters).

Lockheed YC-130 Hercules prototype, 53-3397. (SDA&SM)
Lockheed C-130A-LM Hercules 55-031, circa 1957. The radome has been added and the tip of the vertical fin squared off. (U.S. Air Force)

In addition to its basic role as a transport, the C-130 has also been used as an aerial tanker, a command-and-control aircraft, weather reconnaissance, search and rescue and tactical gunship. It has even been used as a bomber, carrying huge “Daisy Cutters” to clear large areas of jungle for use as helicopter landing zones, or, more recently, the Massive Ordnance Air Blast “mother of all bombs.” The aircraft has been so versatile that it has served in every type of mission. Over 40 variants have been built by Lockheed, including civilian transports. It is in service worldwide.

The latest version is the Lockheed C-130J Hercules. After 64 years, the C-130 is still in production, longer than any other aircraft type.

YC-130 53-3397 was scrapped at Indianapolis in 1962.

Lockheed C-130J Hercules transports under construction at Lockheed's Marietta, Georgia plant. (Lockheed Martin)
Lockheed C-130J Hercules transports under construction at Lockheed Martin’s Marietta, Georgia plant. (Lockheed Martin)

© 2018, Bryan R. Swopes

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22 August 1922

Second Lieutenant Stanley Cockerell, Royal Flying Corps

22 August 1922: Captain Stanley Cockerell, A.F.C., a test pilot for Vickers Ltd (Aviation Department), made the first flight of the prototype Type 56 Victoria Mk.I, J6869, at Brooklands, Surrey, England.

The Victoria was a twin-engine biplane military transport, developed from the earlier Vickers Vernon and Virginia. It was operated by a crew of two in an open cockpit and could carry up to 22 troops.

A Vickers Victoria (San Diego Air and Space Museum Archives Catalog # Iraq_00831)
A Royal Air Force Vickers Victoria transport. (San Diego Air and Space Museum Archives Catalog # Iraq_00831)

The prototype Vickers Victoria was powered by two water-cooled, normally-aspirated,  1,461.135 cubic-inch-displacement (23.944 liters) D. Napier and Son Ltd. Lion I, a 60° “triple Four” or “broad-arrow” 12-cylinder engine (also known as a W-12), rated at 450 horsepower at 1,925 r.p.m., each. This was a very complex engine, using individually machined steel cylinders surrounded by welded stamped-steel water jackets. The cylinders were closed at the upper end, rather than having a separate cylinder head. Four valve ports were machined into the “crown.” Each cylinder had two intake and two exhaust valves, which were operated by a dual overhead camshaft arrangement. The cylinders were screwed into a aluminum “head block” which provided stiffening to the assembly, and contained intake and exhaust runners and cooling passages. The three individual banks of four cylinders were attached to the crankcase by studs. The engine’s crankshaft used large roller main bearings for support. The engine used a dry sump lubrication system with an oil pick up at each end. The propeller was driven through a 2:1 reduction gear unit. Cast aluminum alloy pistons were fitted to a master rod with two side rods. The Napier Lion was was compact, very light for the power it produced, and also very efficient. The Napier Lion I weighed approximately 860 pounds (390 kilograms).

The Vickers Victoria had a maximum speed of 110 miles per hour (177 kilometers per hour), and a service ceiling of 16,200 feet (4,940 meters). Its range was 770 miles (1,240 kilometers).

97 Victoria transports were built by Vickers. The type remained in service with the Royal Air Force until 1935 and saw extensive use in Iraq and Afghanistan.

Stanley Cockerell, 1933
Stanley Cockerell, 1933. (A Fleeting Peace)

Stanley Cockerell had been an aircraft mechanic before becoming a fighter pilot. On 27 October 1916, Serjt. Cockerell was assigned to the Royal Flying Corps. He was credited with seven aerial victories during World War I, while flying the Airco DH.2, DH.5 and the Sopwith Camel.

Albert I, King of the Belgians, conferred the Chevalier de l’Ordre de la Couronne to Temporary 2nd Lieutenant Cockerell, 21 September 1917. On 25 October 1917, Cockerell was promoted to the temporary rank of Captain. He was awarded the Belgian Croix de Guerre 11 March 1918.

For a flight from England to South Africa in a Vickers Vimy, 24 January–26 February 1920, (“The Times Flight”) Captain Cockerell was awarded the Air Force Cross by George V.

On 4 June 1921, Flight Lieutenant Stanley Cockerell, A.F.C., Royal Air Force, was transferred to the unemployed list.

In 1921, Cockerell married Miss Lorna Lockyer. They would have seven children.

In 1922, Cockerell competed in the King’s Cup, a cross country air race, flying a Vicker’s Type 61 Vulcan, G-EBEM. He finished in 7th place. In the 1923 race, he flew a Type 74 Vulcan, but that airplane did not finish.

Stanley Cockerell and his six-year-old daughter, Kathleen, were killed during the Battle of Britain, when the Luftwaffe bombed Sunbury-on-Thames, 29 November 1940. Mrs. Cockerell was also killed during The Blitz.

A Royal Air Force Vickers Victoria transport, J7924, photographed in flight over Iraq. (RAF)

© 2017, Bryan R. Swopes

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14 August 1931

Tupolev ANT-14 CCCP N1001, Pravda (Правда)
Mikhail Mihaylovich Gromov

14 August 1931: The Tupolev ANT-14 made its first flight, piloted by famed Russian aviator Mikhail Mikhaylovich Gromov (Михаил Михайлович Громов). It was the largest aircraft of its time, and was capable of carrying up to 32 passengers on long-distance flights.

The ANT-14 was designed by a team led by Andrei Nikolayevich Tupolev. It was an all-metal high-wing monoplane with fixed landing gear. The wings and fuselage were covered in corrugated duralumin. The design of the aircraft took three months. This was possible as components of earlier Tupolev aircraft were included in the new aircraft. Tupolev paid special attention to the safety and comfort of the passengers, using features from railroad passenger cars.

The flight crew consisted of two pilots and a navigator. Two flight attendants were in the passenger cabin. Seating was arranged in nine rows of four seats, with a central aisle.

The ANT-14 was 26.49 meters (86.91 feet) long with a wingspan of 40.40 meters (132.55 feet and height of 5.02 meters (16.47 feet). The total wing area was 240.00 square meters (2,583.34 square feet). The transport’s empty weight was 10,828 kilograms (23,872 pounds) and its gross weight was 17,530 kilograms (38,647 pounds). The wings contained four fuel tanks with a capacity of 2,000 kilograms of gasoline (about 2,650 liters, or 700 gallons).

A.N. Tupolev ANT-14, Pravda.

The ANT-14 was powered by five engines, with one mounted at the nose, and two on each wing. They were air-cooled, supercharged 28.628 liter (1,746.991 cubic inch displacement) Établissements Gnome et Rhône Jupiter 9 Akx nine-cylinder radial engines with a compression ratio of 5.15:1, a licensed version of the British Bristol Aeroplane Company’s Jupiter VI engine. The Gnome-Rhône 9 Akx produced 476 chaval vapeur (470 horsepower) at 1,870 r.p.m., and drove two-bladed fixed-pitch propellers through gear reduction. The direct-drive Gnome-Rhône 9 Ak variant weighed 301 kilograms (664 pounds).

(Gnome-Rhône had a production facility in St. Petersburg. In 1928, Wladimir Klimov purchased 200 Jupiter 9 engines, and a license to produce them. The Soviet version of the Jupiter 9 was designated Shvetsov M-22. It is not known whether the ANT-14’s engines were built by Gnome-Rhône or Shvetsov.)

Andrei Nikolayevich Tupolev

The ANT-14 had a maximum speed of 195 kilometers per hour (121 miles per hour) at low altitude, and 236 kilometers per hour (147 miles per hour) at high altitude. Its cruising speed was 204 kilometers per hour (127 miles per hour). The airplane’s service ceiling was  4,220 meters (13.845 feet), and its range was 400 kilometers (249 miles).

Designer Tupolev was pleased with the new airplane, saying, “Look, he is handsome, and in the plane the external form is the most important part.”

Aeroflot (Аэрофлот), the Soviet airline, tested the aircraft in 1932 but as they had no need for an airplane so big, none were ordered. The single ANT-14 was then named Pravda (Правда—”Truth”) and used as a propaganda tool for the Communist government. It was flown for ten years and during that time, carried more than 40,000 passengers.

Tupolev ANT-14, CCCP-N1001. (San Diego Air and Space Museum)

Mikhail Mikhaylovich Gromov was born 24 February 1899, at Tver, about 110 miles (180 kilometers) northwest of Moscow. He was the son of Mikhail Konstantinovich Gromov, an “intellectual” who had studied medicine at Moscow University, and Lyubov Ignayevna Gromov, a midwife. The family were of the nobility, but poor.

Mikhail M. Gromov, circa 1917.

The younger Gromov attended the Resurrection Real School, and then the Moscow Higher Technical School for Aviation. He graduated in 1917. Gromov was taught to fly by Boris Konstantinovich Welling, a pioneer in Russian long-distance flights. After working as a flight instructor, Gromov began test flying. He became the chief test pilot for the Tupolev Design Bureau. By the outbreak of World War II, he had test flown twenty-five different airplanes.

In 1926, Gromov made a non-stop long-distance flight in a Tupolev ANT-3, from Moscow via Berlin, Paris, Rome, Vienna, Prague, Warsaw and back to Moscow. The flight took 34 hours. In 1934, he flew a Tupolev ANT-25 12,411 kilometers (7,712 miles) in a closed circuit over 75 hours. For this accomplishment, he was named a Hero of the Soviet Union.

From 12–14 July 1937, Gromov set a world record for distance in a straight line, flying an ANT-25 from Moscow to San Jacinto, California, a distance of 10,148 kilometers (6,306 miles).¹ The duration of this flight was 62 hours, 17 minutes.

Lieutenant Colonel Mikhail Mikhaylovich Gromov, c. 1939.

In March 1941, Gromov became the first director of the Flight Research Institute at Zhukovsky, southeast of Moscow. The Institute was later named the M.M. Gromov Flight Research Institute, in his honor.

In 1942, during The Great Patriotic War, Gromov commanded the Soviet long range air forces on the Kalinin Front. He next commanded the 3rd Air Army, 1942–1943, and the 1st Air Army, 1943–1944. In 1945, he returned to test flying.

Following the War, Gromov continued to work in the aviation industry, but following a disagreement with the  Minister of Aviation, Pyotr Vasilyevich Dementiev, over the issue of quality vs. quantity and the safety of the test pilots, he retired. Later, he entered politics and was twice elected to the Supreme Soviet.

During his military career, in addition to the Gold Star Medal of Hero of the Soviet Union, Colonel General Mikhail Mikhaylovich Gromov was awarded the Order of Lenin four times, the Order of the Red Banner (four), and the Order of the Red Star (three). He died 22 January 1985.

Colonel-General Mikhail Mikhaylovich Gromov, Hero of the Soviet Union.

¹ FAI Record File Number 9300

© 2017, Bryan R. Swopes

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30 June 1975

The last operational U.S. Air Force C-47 Skytrain, 43-49507, on display at NMUSAF. (U.S. Air Force)

30 June 1975: The last operational Douglas C-47 Skytrain transport in service with the United States Air Force, 43-49507, was retired and flown to the National Museum of the United States Air Force at Wright-Patterson Air Force Base, Ohio.

A C-47D, it is on display in the World War II Gallery, painted and marked as C-47A-80-DL 43-15213 of the 91st Troop Carrier Squadron, 439th Troop Carrier Group, during World War II. At the time it was withdrawn from service, 43-49507 had flown a total of 20,831 hours.

43-49507 (Douglas serial number 26768) was built at Oklahoma City as a C-47B-15-DK Skytrain. The C-47B differed from the C-47A in that it was powered by Pratt & Whitney Twin Wasp S3C4-G (R-1830-90) engines. These engines were equipped with two-speed superchargers for improved high-altitude performance. Following World War II, the second speed (“high blower”) was either disabled or removed. Following this modification, the airplane was redesignated C-47D.

A group of new Douglas C-47 Skytrains. The airplane closest to the camera is C-47-DL 41-18415. (Douglas Aircraft Company)

The Douglas C-47 Skytrain is a military transport variant of the Douglas Aircraft Company DC-3 commercial airliner. It is an all-metal, twin-engine, low-wing monoplane with retractable landing gear. It was operated by a minimum flight crew of two pilots, navigator, radio operator and mechanic/load master. The airplane’s control surfaces are covered with doped-fabric. The primary differences between the civil DC-3 and military C-47 was the addition of a cargo door on the left side of the fuselage, a strengthened cargo floor, a navigator’s astrodome and provisions for glider towing.

The DC-3 made its first flight 17 December 1935, while the C-47 flew for the first time six years later, 23 December 1941.

Two Douglas C-47 Skytrains. Nearest the camera is C-47A-90-DL 43-15661. The further airplane is C-47A-65-DL 42-100550. (U.S. Air Force)

The C-47 is 64 feet, 5½ inches (19.647 meters) long with a wingspan of 95 feet (28.956 meters) and height of 17 feet (5.182 meters). The total wing area is 988.9 square feet (91.872 square meters). The angle of incidence is 2°. The wing center section is straight, but outboard of the engine nacelles there is 5º dihedral. The wings’ leading edges are swept aft 15.5°. The trailing edges have no sweep.  Empty weight of the C-47D is 17,865 pounds (8,103 kilograms) and the maximum takeoff weight is 33,000 pounds (14,969 kilograms).

The C-47A was powered by two 1,829.4-cubic-inch-displacement (29.978 liter) air-cooled, supercharged R-1830-92 (Pratt & Whitney Twin Wasp S1C3-G) two-row 14-cylinder radial engines with a compression ratio of 6.7:1. These were rated at 1,060 horsepower at 2,550 r.pm., up to 7,500 feet (2,286 meters), maximum continuous power, and 1,200 horsepower at 2,700 r.p.m. at Sea Level for takeoff. Each engine drives a three-bladed Hamilton Standard Hydromatic constant-speed full-feathering propeller with a diameter of 11 feet, 6 inches (3.505 meters) through a 16:9 gear reduction. The R-1830-92 is 48.19 inches (1.224 meters) long, 61.67 inches (1.566 meters) in diameter, and weighs 1,465 pounds (665 kilograms).

U.S. Army paratroopers jump from Douglas C-47-DL Skytrain 41-7805, over England, May 1944. (U.S. Air Force)

The specifications of the  Pratt & Whitney Twin Wasp S3C4-G (R-1830-90) installed on the C-47B and C-47D were nearly the same as the -92 engine of the C-47A. Displacement and compression ratio were identical. The engines’ diameters were the same, though the -90 was very slightly longer than the -92—1.85–2.74 inches (4.699–6.960 centimeters), depending on specific variant. Also, the -90 was heavier than the -92 by 25–30 pounds (11.34–13.61 kilograms), again, depending on the specific variant. The R-1830-90 could maintain 1,000 horsepower at 2,550 r.p.m. at 12,500 feet (3,810 meters), and 1,000 horsepower at 2,700 r.p.m. at 14,000 feet (4,267 meters), a significant increase over the -92.

The C-47D has a cruising speed of 161 knots (185 miles per hour/298 kilometers per hour) at 10,000 feet (3,048 meters), and maximum speed of 202 knots (232 miles per hour/374 kilometers per hour) at 3,500 feet (1,067 meters). Its service ceiling was 22,150 feet (6,751 meters). The Skytrain had a maximum range of 1,026 nautical miles (1,181 miles/1,900 kilometers) with full cargo.

The C-47 could carry 9,485 pounds (4,302 kilograms) of cargo, or 27 fully-equipped paratroopers. Alternatively, 24 patients on stretchers could be carried, along with two attendants.

C-47 Skytrains in Vee-of Vees formation.

On D-Day, The Sixth of June, 1944, a formation of C-47 Skytrains, nine airplanes abreast, 100 feet (30 meters) from wing tip to wing tip, 1,000 feet (305 meters) in trail, stretching for over 300 miles (483 kilometers), airdropped 13,348 paratroopers of the 82nd and 101st Airborne Divisions, United States Army, and another 7,900 men of the British Army 6th Airborne Division and the 1st Canadian Parachute Battalion, behind the beaches at Normandy, France.

During the Vietnam War, 53 C-47s were converted from their transport role to AC-47 Spooky gunships. These were armed with three fixed, electrically-powered General Electric  GAU-2/A .30-caliber (7.62 NATO) Gatling guns firing out the left side of the fuselage. These aircraft were highly effective at providing close air support. The three Miniguns could fire a total of 12,000 rounds per minute.

Douglas AC-47D Spooky gunship, 45-0927, 4th Special Operations Squadron, Nha Trang, Republic of Vietnam, September 1968. (U.S. Air Force)

Douglas Aircraft Company built 10,174 C-47 Skytrains at its factories in Santa Monica and Long Beach, California, and at Oklahoma City, Oklahoma.

Douglas DC-3 (C-47B) three-view drawing. (NASA)

© 2018, Bryan R. Swopes

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26 June 1948

U.S. Air Force Douglas C-47 Skytrain transports unloading supples at Templehof Airport, Berlin, 1948. (U.S. Air Force)
U.S. Air Force Douglas C-47 Skytrain transports unloading supplies at Flughafen Berlin-Templehof, Berlin, 1948. (U.S. Air Force)

26 June 1948: 32 United States Air Force Douglas C-47 Skytrain transports flew 80 tons of supplies to Berlin, the first day of the Berlin Airlift.

At the height of the Cold War, the Union of Soviet Soviet Socialist Republics, occupying eastern Germany following World War II, blockaded the Allied portions of the city of Berlin, cutting off all transportation by land and water. This was followed by the building of the Berlin Wall. The western part of the city was now completely isolated. Josef Stalin hoped to force Britain, France and the United States to abandon Berlin, giving the communists complete control of the devastated country.

Soviet T-55 tanks at Checkpoint Charlie, one of just three access points to the Allied sectors of Berlin. (Central Intelligence Agency)

General Curtis LeMay was asked to transport the needs of the city by air. It was calculated that they would need to supply seventeen hundred calories per person per day, giving a grand total of 646 tons of flour and wheat, 125 tons of cereal, 64 tons of fat, 109 tons of meat and fish, 180 tons of dehydrated potatoes, 180 tons of sugar, 11 tons of coffee, 19 tons of powdered milk, 5 tons of whole milk for children, 3 tons of fresh yeast for baking, 144 tons of dehydrated vegetables, 38 tons of salt and 10 tons of cheese. In total, 1,534 tons were needed daily to keep the over two million people alive. Additionally, the city needed to be kept heated and powered, which would require another 3,475 tons of coal and gasoline.

A U.S. Air Force Douglas C-54 Skymaster on approach to land at Flughafen Berlin-Templehof.

At the height of the airlift, one airplane was landing every 30 seconds. By the end, more supplies were arriving by air than had previously come by rail. The airlift ended 30 September 1949.

2,326,406 tons of food, medicine and coal had been delivered.

101 aviators lost their lives.

A Douglas C-47 Skytrain clears the rooftops after takeoff from Berlin-Templehof. (Unattributed)
A Douglas C-47 Skytrain clears the rooftops after takeoff from Berlin-Templehof. (Unattributed)

© 2019, Bryan R. Swopes

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