c 46 transport aircraft

C 46 Transport Aircraft - The Curtiss-Wright C-46 Commando was a transport aircraft originally based on a high-altitude commercial airliner design. Instead, it was used as a troop transport during World War II by the US Air Force and the US Navy/Marine Corps under the designation R5C. Known to those who flew it as the "Kit" or "Curtiss Calamity", the C-46 filled the same role as its counterpart, the Douglas C-47 Skytrain, but was not produced as much.

After World War II, a few surplus C-46s were briefly used in their original passenger aircraft role, but surplus C-47s dominated the market and the C-46 soon took over. The type continued to serve in the US Air Force. until 1968 he played a minor role. However, the C-46 continued to be operated as a rugged cargo transport for northern and outlying areas, and its service life extended into the 21st century.

C 46 Transport Aircraft

The Curtiss CW-20 was first developed in 1937 by George A. Page, Jr., head of the aircraft department at Curtiss-Wright. The CW-20 was developed as a private enterprise aimed at setting a new standard in pressurized aircraft. The CW-20 had a patented fuselage, aptly named "figure of eight" (or "double bubble"), which allowed it to better withstand the pressure drop at high altitude. This was done by having the sides of the fuselage bent at floor level, which not only separated the two parts, but shared the load on each of them rather than just supporting it. The main part of the wing could pass through the lower compartment, intended mainly for cargo, without intruding into the upper passenger compartment. The decision to use a twin-engine design instead of a four-engine design was considered viable, given engines powerful enough to allow lower operating costs and a less complex design.

Curtiss C 46d Commando (operation Varsity)

The engineering work required a three-year commitment from the company and included extensive wind tunnel testing at the California Institute of Technology (Caltech). The result was a large but aerodynamically "elegant" airliner with a cockpit enclosed in a "dome" with aerodynamic glazing. The engines featured a unique "tunnel hood" nacelle in which air was channeled into and ejected from the bottom of the hood, reducing turbulent airflow and causing drag on the upper wing surface. After the mock-up was completed in 1938, Curtiss-Wright presented the innovative design as an exhibit at the New York World's Fair in 1939.

Although the company approached several airlines to obtain their requirements for the advanced airliner, no firm order was given, although 25 letters of intent were received, enough for production. The project of a 24-34-seat passenger airliner moved to the prototype stage under the name CW-20 in St. Petersburg. Louis, Missouri, in its initial twin vertical tail configuration. Powered by two 1600 hp R-2600-C14-BA2 Wright Twin Cyclones engines, NX-19436 first flew on March 26, 1940, piloted by famed test pilot Eddie Allen. After testing, modifications were made, including the installation of a large single tail to improve low-speed stability.

The first prototype was purchased by the United States Air Force (USAAF) as the basis for the series and received the designation "C-55", but after military evaluation, the only example was returned to Curtiss-Wright and then re-manufactured. sold to British Overseas Airways Corporation (BOAC). During testing, General Henry H. "Hap" Arnold became interested in the airliner's potential as a military cargo transport and ordered 46 modified CW-20As on 13 September 1940 as the C-46-CU Commando; the last 21 aircraft in this order were delivered as the CW-20B model, designated C-46A-1-CU. None of the first C-46s purchased by the US military came under pressure. The design was modified after the C-46A configuration, gaining extended cargo doors, a reinforced cargo floor, and a convertible cabin, expediting changes in cargo and troop transport. The C-46 was unveiled to the public in a May 1942 ceremony attended by its designer, George A. Page, Jr.

A total of 200 C-46As were ordered in two initial batches. Another important change was made at this time; More powerful 2000 hp Pratt & Whitney R-2800 engines. replaced two Wright Twin Cyclones engines. A number of minor modifications were also adopted, such as changes to the fuel system and fewer cockpit windows. Subsequent military contracts for the C-46A expanded production to 1,454, of which 40 were destined for the US Marine Corps and designated the R5C-1. The military model was fitted with double cargo doors, a reinforced floor, and a hydraulically operated cargo winch; 40 folding seats were the only passenger seats for what was essentially a cargo vehicle. Tests showed that the serial C-46 was capable of carrying a significant load and could fly well on a single engine. An empty plane could still climb on one engine at 200-300 feet per minute.

C 46 Commando Aircraft In Flight Editorial Photography

The last major production C-46D arrived in 1944-45 and featured a single leaf door to facilitate paratroopers; total production of 1,430 aircraft. Although one XC-46B experimented with a larger windshield and strengthened powerplants, a small run of 17 C-46Es shared many of the same features as the XC-46Bs, along with the Hamilton propellers—the standard three blades—which they replaced. standard four-blade Curtiss-Electric units. The final contract for 234 C-46Fs brought back the previous cockpit shape but introduced square wingtips. The only C-46G had a stepped windshield and a rectangular wing, but the end of the war caused any further orders for the type to be cancelled.

Best known for its operations in the Sino-Burmese-Indian (CBI) theater of operations and in the Far East, the Commando was a workhorse, flying over the "Hump" (as the Himalayas were nicknamed by "Allied airmen"), desperately transporting troops in need of supplies to China from bases in India and Burma. Various vehicles were used in the campaign, but only the C-46 was able to handle the wide range of adverse conditions faced by the USAF. Unpredictable rough weather, heavy payloads, high altitude terrain, and poorly equipped and often flooded airfields proved to be a major problem for the transport aircraft in service at the time, with many engineering and technical nightmares due to the lack of trained air and land. Personal After a number of mechanical gremlins were tackled, the C-46 proved its worth in air travel. It could carry higher payloads than other Allied twin-engine transport aircraft in the theatre, including light artillery, fuel, ammunition, aircraft parts, and occasionally livestock. Their powerful engines allow them to climb satisfactorily with heavy loads, staying high on one engine unless they are overdriven, although "emergency" load limits of up to 40,000 pounds often negate any margin of safety. However, after the problematic Curtiss-Electric electrically controlled pitch mechanism on the propeller was removed, the C-46 continued to be used in the CBI and large areas of southern China during the war years.

The C-46's enormous payload capacity (twice that of the C-47), large cargo doors, powerful engines, and long range also made it ideal for long-distance voyages to islands in the Pacific. In particular, the US Marines found the aircraft (known as the R5C) useful in their amphibious operations in the Pacific, bringing in supplies and wounded soldiers from the many hastily built airstrips on the islands.

In general, the C-46 has successfully fulfilled its primary role as a military cargo transporter and received a number of improvements. Like the C-47/DC-3, the C-46 appeared destined for a useful career as a post-war civilian passenger aircraft, and Eastern Airlines considered it for that purpose. However, the C-46's high operating costs (up to 50% higher than the C-47) soon caused most operators to change their minds. Consequently, most post-war C-46 operations are limited to commercial cargo operations, and only on certain routes. One of the main disadvantages of the C-46 was the enormous fuel consumption of its powerful 2000 hp engines, which consumed much more gasoline than the C-47/DC-3. Maintenance was also more intensive and more expensive. Despite these shortcomings, surplus C-46s have been used by some air carriers, including Capitol, Flying Tigers, Civil Air Transport (CAT), and World Airways, to carry cargo and passengers. Several other smaller carriers eventually used the type on both scheduled and off-schedule routes. The C-46 became commonplace in South America and saw extensive use in Bolivia, Peru, Brazil, Argentina and Chile, especially in mountainous areas (where good climb rates and high service levels were required) or for flying. over the deep jungle. where ground transportation was not possible.

Aircraft Photo Of N7848b

C-46 Commandos also returned to the war, serving in Korea and Vietnam for a variety of US Air Force operations, including resupply missions, parachuting, and covert agent transport. The C-46 was not officially retired from the US Air Force until 1968. The type also served with the US civilian agency, the Central Intelligence Agency (CIA). The C-46 played a supporting role in many covert operations in the late 1940s and early 1950s, including Chiang Kai-shek's resupply efforts.

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