What Is The Largest Military Cargo Plane In The World – The McDonnell Douglas/Boeing C-17 Globemaster III is a large military transport aircraft that was developed for the United States Air Force (USAF) from the 1980s to the early 1990s by McDonnell Douglas. The C-17 is named after two previous piston-powered military cargo planes, the Douglas C-74 Globemaster and the Douglas C-124 Globemaster II.
The C-17 is based on the YC-15, a small transport aircraft prototype designed in the 1970s. It was designed to replace the Lockheed C-141 Starlifter and also performs some of the functions of the Lockheed C-5 Galaxy . Compared to the YC-15, the redesigned transport aircraft differed in its swept wings, increased size and more powerful gines. Development was protracted by a series of design issues, which caused the company to suffer a loss of nearly US$1.5 billion on the development phase of the program. On September 15, 1991, about a year late, the first C-17 made its household flight. The C-17 officially entered USAF service on January 17, 1995. Boeing, which merged with McDonnell Douglas in 1997, continued to manufacture the C-17 for nearly two decades. The last C-17 was completed at the Long Beach, California plant and flew on November 29, 2015.
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What Is The Largest Military Cargo Plane In The World
The C-17 typically performs tactical and strategic airlift missions, transporting troops and cargo around the world; additional roles include medical evacuation and airdrop duties. The transport is in service with the USAF with the air arms of India, United Kingdom, Australia, Canada, Qatar, United Arab Emirates, Kuwait and the European-based multilateral organization Heavy Airlift Wing. The type played a key logistical role during Operation For Freedom in Afghanistan and Operation Iraqi Freedom in Iraq, as well as providing humanitarian aid in the aftermath of various natural disasters, including the earthquake of 2010 land in Haiti and the 2011 floods in Sindh.
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In the 1970s, the US Air Force began looking for a replacement for its Lockheed C-130 Hercules tactical cargo plane.
The AMST (Advanced Medium STOL Transport) competition took place, with Boeing offering the YC-14 and McDonnell Douglas offering the YC-15.
Although both entrants exceeded the specified requirements, the AMST competition was canceled before a winner was selected. The USAF initiated the C-X program in November 1979 to develop a larger AMST with longer range to augment its strategic airlift.
By 1980, the USAF had a large fleet of aging C-141 Starlifter cargo planes. To make matters worse, increased strategic airlift capabilities were required to meet its rapidly deployable airlift requirements. The USAF defined mission requirements and issued a request for proposals (RFP) for C-X in October 1980. McDonnell Douglas elected to develop a new aircraft based on the YC-15. Boeing offered a three-engine version of its AMST YC-14. Lockheed submitted both a design based on the C-5 and a larger C-141 design. On August 28, 1981, McDonnell Douglas was chosen to build his proposal, designated C-17. Compared to the YC-15, the new aircraft differed in its swept wings, increased size and more powerful engines.
Lockheed C 130 Hercules
This would allow it to do the work done by the C-141 and perform some of the functions of the Lockheed C-5 Galaxy, freeing up the C-5 fleet for out-of-gauge cargo.
Alternative proposals were pursued to meet air transport needs after the CX competition. These included upgrading C-141As to C-141Bs, ordering more C-5s, continuing purchases of KC-10s, and expanding the Civil Reserve Air Fleet. Limited budgets reduced program funding, necessitating a four-year delay. Meanwhile, contracts have been awarded for preliminary design work and for the completion of plant certification.
Criticisms were made of the aircraft in development and questions were raised about more cost-effective alternatives during this time.
The C-17 cleanup flight took place on September 15, 1991 from the McDonnell Douglas plant in Long Beach, California, about a year late.
Video Of A Large Military Cargo Plane Ca…
The first aircraft (T-1) and five other production models (P1-P5) participated in extensive flight testing and evaluation at Edwards Air Force Base.
A static test of the C-17 wing in October 1992 resulted in it failing at 128% of the design limit load, below the required 150%. Both wings buckled from rear to front and failures occurred in the spars, spars and ribs.
Some $100 million was spent to redesign the wing structure; the wing failed 145% in a second test in September 1993.
A review of the test data, however, showed that the wing was not properly loaded and indeed met the requirements.
Us Luftwaffe Boeing (früher Mcdonnell Douglas) C 17 Globemaster Iii Eine Große Militärische Transportflugzeuge Stockfotografie
In late 1993, the Department of Defense (DoD) gave the contractor two years to resolve production issues and cost overruns or face contract termination after delivery of the 40th aircraft.
By agreeing to the 1993 terms, McDonnell Douglas suffered a loss of nearly US$1.5 billion on the program’s development phase.
In March 1994, the Non-Developmtal Airlift Aircraft program was created to acquire a transport aircraft using commercial practices as a possible alternative or complement to the C-17. Initial material solutions considered included: purchasing a modified Boeing 747-400 NDAA, restarting the C-5 production line, extending the life of the C-141, and continuing production of the C-17. The field eventually narrowed to: the Boeing 747-400, the Lockheed Martin C-5D and the McDonnell Douglas C-17. The NDAA program was launched after the C-17 program was temporarily capped at a purchase of 40 aircraft for further evaluation of the cost and performance of the C-17 and evaluation of commercial airlift alternatives.
As of April 1994, the program was still over budget and did not meet specifications for weight, fuel consumption, payload and range. It failed several key criteria during airworthiness evaluation tests.
A Chinese Made Y 20 Large Military Transport Aircraft Taxis After A Demonstration Flight During The 10th China International Aviation And Aerospace Ex Stock Photo
In May 1994, it was proposed to cut production to as few as 32 aircraft; these cuts were later reversed.
A July 1994 Governmt Accountability Office (GAO) report found that USAF and DoD studies from 1986 and 1991 indicated that the C-17 could use 6,400 more runways outside the United States than the C -5, but these studies had only considered track dimensions, not track strength or load classification numbers (LCNs). The C-5 has a lower LCN, but the USAF classifies both in the same wide load classification group. When considering runway dimensions and carrying capacities, the C-17’s worldwide runway advantage over the C-5 increased from 6,400 to 911 airfields. The report also stated “current military doctrine which does not reflect the use of austere small airfields”, thus the short field capability of the C-17 was not taken into account.
A January 1995 GAO report stated that the USAF originally planned to order 210 C-17s at a cost of $41.8 billion, and that the 120 aircraft ordered were expected to cost $39.5 billion based on a 1992 estimate.
In March 1994, the U.S. Army decided that it did not need the delivery of the 60,000 lb (27,000 kg) Low Altitude Parachute Extraction System with the C-17 and that the 42,000 lb (19,000 kg) of the C-130 kg) capacity was sufficient.
Ilyushin Il 76
C-17 testing was limited to this lower weight. Airflow problems prevented the C-17 from meeting airdrop requirements. A February 1997 GAO report found that a C-17 with a full payload could not land on wet runways from 3,000 feet (910 m); simulations suggested that a distance of 5,000 ft (1,500 m) was necessary.
The YC-15 was transferred to AMARC to be airworthy again for further flight testing for the C-17 program in March 1997.
By September 1995, most of the earlier issues would have been resolved and the C-17 met all performance and reliability targets.
In 1997, McDonnell Douglas merged with its domestic competitor Boeing. In April 1999, Boeing offered to reduce the unit price of the C-17 if the USAF purchased 60 more;
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On February 6, 2009, Boeing won a $2.95 billion contract for 15 additional C-17s, bringing the total USAF fleet to 205 and extending production from August 2009 to August 2010.
On April 6, 2009, US Secretary of Defense Robert Gates declared that there would be no more C-17s ordered beyond the planned 205.
However, on June 12, 2009, the House Armed Forces Air and Ground Forces Subcommittee added 17 more C-17s.
In 2010, Boeing reduced the production rate to 10 aircraft per year from a maximum of 16 per year, due to dwindling orders and to extend the life of the production line while additional orders were sought. The workforce was reduced by about 1,100 until 2012, a second shift at the Long Beach plant was also eliminated.
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On June 19, 2012, the USAF ordered its 224th and final C-17 to replace the one that crashed in Alaska in July 2010.
In September 2013, Boeing announced that C-17 production was beginning to halt. In October 2014, the main wing spar of the 279th and final aircraft was completed; this C-17 was delivered in 2015, after which Boeing closed the Long Beach plant.
Production of spare components was expected to continue until at least 2017. The C-17 is expected to be in service for several decades.
In February 2014, Boeing was engaged in sales talks with “five or six” countries for the remaining 15 C-17s;
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In May 2015, The Wall Street Journal reported that Boeing planned to book a charge of less than $100 million and cut 3,000 positions associated with the C-17 program, and also suggested that the lower-cost A400M Atlas d ‘Airbus was pushing international sales away from the C-17.
The C-17 Globemaster III is a strategic transport aircraft, capable of transporting cargo close to a combat zone. The size and weight of American mechanized firepower
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