American bombers and transport aircrafts

Used as a cargo transport to fly the notorious "Hump" over the Himalayas after the Japanese closed the Burma Road, and as a paratroop carrier in various campaigns from Normandy to New Guinea, the Douglas C-47 was one of the prime people movers of WWII where, in one form or another, it was manufactured by belligerents on both sides, after first having been licensed to Mitsui before the Japanese attack on Pearl Harbor, and to the Russians, who manufactured it under license as the Lisunov Li-2. During the war, Mitsui built their own version, via contract with the Showa and Nakajima companies, which built about 485 "Tabbys" (the code name given to the aircraft by the Allies) as the Showa L2D.

Known also as "Dakota" (British designation), R4D (U.S. Navy), "Skytrooper" and "Gooney Bird," the Douglas C-47 (USAAF) went through many modifications during its long service life, largely with respect to engine power ratings, but also with structural modifications for specific tasks like reconnaissance and navigation training. It was even tested as a floatplane, and as an engineless glider, a task it performed well, but too late in the war to matter. It was also used as a fighting machine as the AC-47D gunship ("Puff, the Magic Dragon") of the Vietnam war, where the plane was equipped with three modernized Gattling guns (General Electric 7.62mm "Miniguns," each mounted and firing from the port side) for use as a "target suppressor," circling a target and laying down massive fire to eliminate or at least subdue the enemy position.

More pics

C-54s began service with the US Army Air Forces in 1942, carrying up to 26 passengers. (Later versions carried up to 50 passengers.) The U.S. Navy also acquired the type, under the designation R5D. The C-54 was one of the most commonly used long-range transports by the U.S. armed forces in World War II. 515 C-54s were manufactured in Santa Monica, California and 655 were manufactured in Chicago, Illinois. After World War II, the C-54 continued to serve as the primary airlifter of the new United States Air Force and with the United States Navy.

In late 1945, several hundred C-54s were surplus to U.S. military requirements and these were converted for civil airline operation, many by Douglas Aircraft at its aircraft plants. The aircraft were sold to airlines around the world. By January 1946, Pan American Airways was operating their Skymasters on transatlantic scheduled services to Europe and beyond. Trans-Pacific schedules from San Francisco to Auckland began on 6 June 1946. On July 23, 1954, a Douglas C-54 Skymaster civilian airliner, registration VR-HEU, operated by Cathay Pacific Airways, en route from Bangkok to Hong Kong, was shot down by Chinese Communist La-7 fighters off the coast of Hainan Island, killing 10.

President Harry S. Truman signed the National Security Act of 1947, which created the U.S. Air Force, on board "Sacred Cow", the Presidential C-54 which is preserved at the National Museum of the United States Air Force. More than 300 C-54s and R5Ds formed the backbone of the US contribution to the Berlin Airlift in 1948. They also served as the main airlift during the Korean War. After the Korean War, the C-54 was replaced by the Douglas C-124 Globemaster II, but continued to be used by the U.S. Air Force until 1972.

The C-54 was the personal aircraft of Franklin D. Roosevelt, Douglas MacArthur, and Winston Churchill (along with an Avro York). The C-54 was also used by the Royal Air Force, the Armée de l'Air, and the armed forces of at least twelve other nations. The last active C-54 Skymaster in U.S. Navy service (C-54Q, BuNo 56501, of the Navy Test Pilot School, NAS Patuxent River) was retired on 2 April 1974

Great info, thanks!

More pics

The prototype of the Lockheed Model 18, which first flew in 1939, was constructed from one of a batch of Lockheed Model 14 Super Electras which had been returned to the manufacturer by Northwest Airlines after a series of crashes of Model 14s. The fuselage was lengthened by 5 ft (1.5 m), enabling the fitting of two more rows of seats and hopefully making the aircraft more economical to operate. However, most US airlines were by then committed to purchasing the Douglas DC-3, and Lockheed found the Lodestar difficult to sell at home. A total of 625 Lodestars of all variants were built.

Overseas sales were a little better, with 29 bought by the government of the Netherlands East Indies. South African Airways, Trans-Canada Air Lines and BOAC were the biggest airline customers. Various Pratt Whitney and Wright Cyclone powerplants were installed. When the United States started to build up its military air strength in 1940–41, American operated, plus many new-build Lodestars were flown by the Army Air Force and U.S. Navy under various designations. Lend-lease aircraft were used by the RNZAF as transports.

Nice stuff!

Excellent!

The C-87 was hastily designed in early 1942 to fulfill the need for a heavy cargo and personnel transport with longer range and better high-altitude performance than the C-47 Skytrain, the most widely available United States Army Air Forces transport aircraft at the time. The first C-87 prototype was based on a damaged B-24D, serial #42-40355, that crashed at Tucson Municipal Airport #2 on 17 February 1943. Six Consolidated Aircraft employees riding as passengers were killed and several others were injured.

The prototype was converted into a transport configuration by various modifications, including deletion of the gun turrets and other armament along with the installation of a strengthened cargo floor, including a floor running through the bomb bay. The glassed-in bombardier compartment of the B-24 was replaced by a hinged metal cap to allow front cargo loading. A cargo door was added to the port side of the fuselage, just forward of the tail, and a row of windows was fitted along the sides of the fuselage.

The C-87 could be fitted with removable seats and racks to carry personnel or litters in place of cargo. In its final configuration, the C-87 could carry between 20 and 25 passengers or 12,000 lbs of cargo. Because of war production bottlenecks and shortages, many C-87 aircraft were fitted with turbosuperchargers producing lower boost pressure and power than those fitted to B-24s destined for combat use, and ceiling and climb rate were accordingly adversely affected.

Most C-87s were operated by the U.S. Air Transport Command and flown by civilian crews from U.S. civil airlines. The planes were initially used on transoceanic routes too long to be flown by the C-47. After the Japanese invasion of Burma in 1942, the C-87 was used for flying war material from India to besieged Chinese forces over "The Hump", the treacherous air route that crossed the Himalayas. When the route was established, the C-87 was the only readily available American transport with high-altitude performance good enough to fly this route while carrying a large cargo load.

The C-87 was plagued by numerous problems and suffered from a poor reputation amongst its crews. Ernest K. Gann, in Fate is the Hunter said, "They were an evil bastard contraption, nothing like the relatively efficient B-24 except in appearance." Complaints centered around the clumsy flight control layout, frequent engine problems, hydraulic leaks, and a disconcerting tendency to lose electrical power in the cockpit during takeoff and landing. The C-87 did not climb well when heavily loaded, a dangerous characteristic when flying out of the unimproved, rain-soaked airfields of India and China; many were lost in collisions with terrain soon after takeoff. Ernest K. Gann's book recounts a near-collision with the Taj Mahal after takeoff in a heavily loaded C-87. The aircraft's auxiliary long-range fuel tanks were linked by improvised and often leaky fuel lines that crisscrossed the crew compartment, choking flight crews with noxious gasoline fumes and creating an explosion hazard. The C-87 also had a tendency to enter an uncontrollable stall or spin in the event of inflight airframe icing, a frequent occurrence over the Himalayas in the days before accurate weather forecasting (Gann said they "...could not carry enough ice to chill a highball").

The aircraft could also become unstable in flight if its center of gravity shifted due to improper cargo loading. This longitudinal instability arose from the aircraft's hasty conversion from bomber to cargo transport. Unlike a normal cargo transport, which was designed from the start with a contiguous cargo compartment with a safety margin for fore-and-aft loading variations, the bomb racks and bomb bays built into the B-24 design were fixed in position, greatly limiting the aircraft's ability to tolerate improper loading. This problem was exacerbated by wartime exigencies and the failure of USAAF Air Transport Command to instruct loadmasters in the C-87's peculiarities. The design's roots as a bomber are also considered culpable for frequently collapsing nosegear; its strength was adequate for an aircraft that dropped its payload in flight before landing on a well-maintained runway, but it proved marginal for an aircraft making repeated hard landings on rugged unimproved airstrips while heavily loaded.

The C-87 was rapidly displaced on the front lines by the Douglas C-54 Skymaster and Curtiss-Wright C-46 Commando, which offered similar high-altitude performance combined with greater reliability and more benign flight characteristics. Some surviving C-87 aircraft were converted into VIP transports or flight crew trainers, and several others were sold to the Royal Air Force.

I ahve to admit, the nose door was pretty ingenious.

Nore pics

Well, this is it; the last group of pictures. I hope you have enjoyed this endless thread. I knew it was going to be big, but it has lasted more than I expected. Next monday I will star a new one about british bombers and transport aircrafts.

thank you gekho, hope you know how much we look forward to your next...

Good stuff!

More pics

B-28