Panama GV Boeing 727

in Panama Government Service

History

Used by the Escuadrilla Presidencial.


Individual Details

Serial c/no. Prev. Identity Delivered Fate/Notes
HP-400 18894/168 ZS-YDO, ZS-SBC, N727CR 2.1984 sold as N61944 on 24.10.1997
HP-501 19815/443 N977PS, XA-TUY, HK-2637X, HP-1001, HP-500A 11.1983 sold as N726JE in 8.1985


Pictures

None at present.

More Information

References

  • Central American and Caribbean Air Forces (Daniel Hagedorn)
  • World Air Forces Directory 2004/2005 (Ian Carroll)

Other Sources

To be added.

Boeing 40b

in Honduran Air Force Service

History

Used by the Escuela de Aviación Militar.


Individual Details

Serial c/no. Prev. Identity Delivered Fate/Notes
12 1096 NC178, AMH 1 15.12.1936 crashed on 25.1.1945
13 1158 NC833M, AMH 2 15.12.1936 n/a
14 1436 NC10355 12.1936 n/a
15 1425 NC10344 12.1936 w/o 7.1940
16 1146 NC278K 12.1936 n/a
17 883 NC3272 12.1936 w/o 7.1940
18 898 NC3287 12.1936 n/a
19 899 NC3288 12.1936 n/a


Pictures

None at present.

More Information

References

  • Central American and Caribbean Air Forces (Daniel Hagedorn)

Other Sources

To be added.

Boeing 95

in Honduran Air Force Service

History

Used by the Escuela de Aviación Militar.


Individual Details

Serial c/no. Prev. Identity Delivered Fate/Notes
4(2) 1068 NC424E 22.7.1936 n/a
5 1052 NC189E 22.7.1936 w/o 2.12.1940
6 (1) 1053 NC190E 7.1936 crashed on training flight on
22.2.1938
6 (2) 1051 NC188E 11.1936 n/a


Pictures

None at present.

More Information

References

  • Central American and Caribbean Air Forces (Daniel Hagedorn)

Other Sources

To be added.

Boeing 707-321B

in Paraguayan Air Force Service

History

Two Boeing 707-321B obtained in 1978 for use by LAP, with a third obtained in 1980. The last survivor was passed to the FAP and used by the Grupo de Transporte Aéreo. This latter aircraft was given to Brazil in 2010 but just the engines and some instruments were removed, so it remains in storage.


Individual Details

Serial c/no. Prev. Identity Delivered Fate/Notes
4001 18957 N415PA, ZP-CCF, FAP-01 1994 reserialled from FAP-01 by Dec 2003. Stored fro museum May 2011
ZP-CCE 18841 N410PA 11.1978 operated by LAP, stored at Asunción from 4.1992
ZP-CCF 18957 N415PA 11.1978 operated by LAP, to FAP as FAP4001 in 1994
ZP-CCG 19264 N419PA 2.1980 operated by LAP, stored at Asunción from 12.1991


Pictures

Boeing 707 4001 seen at Havana in February 2004.
(photo, Craig Walker)


More Information

References

Other Sources

To be added.

Boeing 767-4SFER

in Bahrain Royal Flight Service

Key Facts

History

One Boeing 767-4SFER delivered in January 2009. Used by the Government for VIP transport.

Individual Details

Serial c/no. Prev. Identity Delivered Fate/Notes
A9C-HMH 34205 N526BA Jan 2009  

More Information

References

  • World Air Forces Directory 2009/10 (Mach III)

Other Sources

To be added.

Boeing 747SP

in Bahrain Royal Flight Service

History

One Boeing 747SP-21 acquired on 24 December 1998. One Boeing 747SP-25 acquired in 2007. Used by the Government for VIP transport.

Individual Details

Serial c/no. Prev. Identity Delivered Fate/Notes
A9C-HHH 21649 V8-AC1 April 1999 747SP-21, to A9C-HMH by Oct 2002
A9C-HMH 21649 A9C-HHH April 1999 747SP-21, to VQ-BMS May 2008
A9C-HAK 23610 A6-ZSN 2007 747SP-25, noted Aug 2008

Pictures


Boeing 747SP A9C-HMH (photo, Nils Böhrnsen)

More Information

References

  • World Air Forces Directory 2004/05 (Mach III)
  • World Air Forces Directory 2006/07 (Mach III)
  • World Air Forces Directory 2009/10 (Mach III)

Other Sources

To be added.

Boeing 747-4P9

in Bahrain Royal Flight Service

History

One Boeing 747-4P9 delivered in February 2003. Used by the Government for VIP transport.

Individual Details

Serial c/no. Prev. Identity Delivered Fate/Notes
A9C-HMK 33684   Feb 2003 noted Aug 2008

More Information

References

  • World Air Forces Directory 2004/05 (Mach III)
  • World Air Forces Directory 2006/07 (Mach III)

Other Sources

To be added.

Boeing 727-2M7

in Bahrain Royal Flight Service

History

One Boeing 727-2M7 obtained new in 1993. Used by the Government for VIP transport.

Individual Details

Serial c/no. Prev. Identity Delivered Fate/Notes
A9C-BA 21824/1595 N740RW 1993 noted Aug 2008

Pictures


Boeing 727-2M7 A9C-BA (photo, Rob van Ringelesteijn)

More Information

References

  • Worldmil (1994) p.51
  • Worldmil (1996) p.50
  • World Air Forces Directory ’98 (Mach III)
  • World Air Forces Directory 2006/07 (Mach III)

Other Sources

To be added.

Boeing X-32

Aircraft Profile
The Boeing X-32A makes its first flight.
(Boeing photo)

Development

The Joint Strike Fighter (JSF) programme has been described as the largest single defence project in history, with a potential market for 5,000-8,000 aircraft and the key objective of reversing the continuing upward trend in military aircraft unit costs.
The origins of JSF lie in the realisation by the US Marine Corps and Royal Navy during the 1980s that a replacement for the Sea Harrier and AV-8B would be required after the year 2000. Various research studies were undertaken on both sides of the Atlantic into advanced Short Take-Off and Vertical Landing (STOVL) concepts. The best of these concepts appeared to involve the use of a dedicated lift-fan located behind the cockpit. In 1989, DARPA (Defense Advanced Research Projects Agency) took over leadership of the advanced STOVL project and focused the on-going effort into a phased development programme leading to a flying demonstrator aircraft using the powerful new engines developed for the YF-22 and YF-23 Advanced Tactical Fighter.

As the studies progressed, it was realised that a STOVL aircraft with the lift-fan removed and replaced by a large fuel tank would result in a fighter with excellent long range capability. Such a fighter would fulfil the needs of the USAF, which was looking for a longer-ranged fighter capability in the light of Gulf War operations. Thus was born the Common Affordable Lightweight Fighter (CALF) project – aimed at producing a single aircraft design with both STOVL and Conventional Take-Off and Landing (CTOL) variants.

In March 1993, study contracts were issued to Lockheed and McDonnell Douglas under the CALF project. In addition, Boeing and Northrop Grumman initiated self-funded design studies. In 1995, CALF was absorbed into the Joint Advanced Strike Technology (JAST) programme, which was originally intended to focus on technology studies and demonstration of various equipment for next generation strike aircraft. In fact, JAST soon evolved into a firm requirement for an advanced single-seat, single-engined lightweight multi-role fighter which could be operated by the USAF, US Navy and US Marines in closely similar variants. The opportunity to replace the F-16, A-10, F/A-18C/D and AV-8B with one design would result in huge savings in costs due to the large production run. During 1996 JAST was renamed JSF (Joint Strike Fighter).

In November 1996, Boeing and Lockheed Martin were awarded contracts to build two Concept Demonstrator Aircraft (CDA) – one CTOL version and one STOVL version – each. The aircraft were not intended to be fighter prototypes, but rather to prove that the selected design concepts would work, hence the use of X-series designations. The Boeing design received the designation X-32 and the Lockheed Martin design the designation X-35.

The Boeing X-32 uses a novel airframe shape combined with a direct-lift STOVL configuration. The AV-8B Harrier-style direct lift concept requires the lift nozzles to be on the centre of gravity of the aircraft. To achieve this, the engine is located in the front portion of the fuselage, with the vectoring nozzles immediately behind it, and then a long exhaust duct leading back to the afterburner and pitch-axis thrust vectoring nozzle at the rear. The engine position and overall dimension limitations dictated a very short nose. The thick delta wing was chosen to give good high-Alpha characteristics and its large volume allowed fuel tankage to give long range.

For the two CDA aircraft, the designation X-32A was allocated to the CTOL version and X-32B to the STOVL version. Unlike the Lockheed Martin X-35, there were no airframe changes required to demonstrate US Navy aircraft carrier (CV/CTOL) approach capabilities – the X-32A performed both roles. Apart from the lift nozzles on the STOVL version, there are a number of design differences between the two airframe configurations. The X-32A features a non-moving intake, and wide span wings with accentuated tip extensions. The X-32B features a moving intake cowl which translates forward during hover to allow more air into the engine. The fuselage is slightly shorter and the wing span has been narrowed to reduced weight. No wing leading edge lift devices are fitted. The twin lift nozzles are concealed behind doors in the fuselage belly when not in use.

Since the X-32 design was frozen, continued design evolution has resulted in the planned production version (model 375) gaining a conventional tailplane, to enhance manoeuvrability during approach to an aircraft carrier, and hence a stubby swept wing has been adopted rather than the original delta wing. The engine intake cowl will now be raked forward rather than backwards. Boeing anticipates that all three production versions will have the same length fuselage. The production version is known in the programme as the Preferred Weapons System Concept (PWSC).

The Lockheed Martin X-35 was selected as the winning JSF design on 26 October 2001. Some X-35 workshare may be awarded to Boeing as a consolation.

The X-32A in flight View of the internal weapons bay Rear view of the X-32A
(All photos Boeing)

Variants

Requirement Specification: JORD – Joint Operational Requirements Document
Manufacturers Designation: Model 370

Development History:
X-32A CTOL concept demonstrator for the USAF and US Navy.
X-32B STOVL concept demonstrator for the USMC and Royal Navy.
Model 375 Boeing designation for PWSC production version.
CTOL PWSC Baseline production version, for USAF.
STOVL PWSC USMC production version with shortened wings, under-fuselage lift nozzles and moving intake cowl.
CV PWSC US Navy production version, featuring additional outboard wing ailerons and strengthened landing gear.

History

Key Dates:
1990    Common Affordable Lighweight Fighter (CALF) study launched by Defense Advanced Research Project Agency (DARPA).
1993    Boeing joins study programme.
August 1994    United Kingdom joins study programme.
1995    CALF incorporated into JAST (Joint Advanced Strike Technology) concept studies.
March 1996    Request for proposals issued to Boeing, Lockheed Martin and McDonnell Douglas led teams.
mid 1996    JAST programme renamed JSF (Joint Strike Fighter).
16 November 1996    McDonnell Douglas eliminated from competition. Boeing and Lockheed Martin awarded contracts to produce and flight test 2 technology demonstrators each.
late 1996    McDonnell Douglas joins Boeing team.
18 September 2000    Maiden flight of X-32A CTOL demonstrator.
21 December 2000    First supersonic flight by X-32A.
February 2001    Final production PWSC design submitted.
7 March 2001    First hover of X-32B STOVL demonstrator.
13 April 2001    First airborne transition from conventional to STOVL mode and back again by X-32B.
28 July 2001    Short take-off, supersonic flight and slow STOVL landing in one mission achieved by X-32B.
26 October 2001    Lockheed Martin X-35 wins the JSF competition.
The STOVL X-32B flies X-32B in the hover Looking up at X-32B hover
(All photos Boeing)

Operators

Military Operators

U.S. Air Force (1,763 planned)
U.S. Navy (480 planned)
U.S. Marine Corps (609 planned)
UK – Royal Navy (60 planned)

Government Agencies

None  

Civilian Operators

None  

Specifications

Boeing X-32
Crew: One
Dimensions: Length 45 ft 0 in (13.72 m) for X-32A, 43 ft 8.6 in (13.33 m) for X-32B; Height 13 ft 4 in (4.06 m); Wing Span 36 ft 0 in (10.97 m) for X-32A, 30 ft 0 in (9.14 m) for X-32B; Wing Area 590.00 sq ft (54.81 sq m) for X-32A.
Engines: One Pratt & Whitney F119-PW turbofan derivative, designated SE614, rated at 42,000 lb st (186.9 kN) with afterburning and 34,000+ lb st (151.3 kN) without afterburning. (F119-PW-614C for CV/CTOL and F119-PW-614S for STOVL variant).
Weights: Empty Equipped 22,046 lb (10,000 kg) for USAF CTOL and STOVL, 24,030 lb (10,900 kg) for CV/CTOL; Normal Take-off 38,000 lb (17,236 kg) for USAF CTOL; Maximum Take-off 50,000 lb (22,680 kg) for all variants.
Armament: Six AIM-120C AMRAAM or two AIM-120C AMRAAM and two 2,000 lb. JDAM in internal fusleage bay; provision for one 20mm M61A2 rotary cannon with 400 rounds in starboard wing root (USAF CTOL variant). Provision for 4 underwing pylons with 5,000 lb (2,268 kg) capacity each.
Performance: Maximum level speed ‘clean’ 1.6 at high altitude; Maximum rate of climb at sea level classified; Combat ceiling 50,000 ft (15,240 m); Combat radius on USMC mission 600 nm (691 mls, 1110 km), on USAF mission 850 nm (979 mls, 1575 km), on USN mission 750 nm (863 mls, 1390 km)

Production

Design Centre

Head of Design Team: ?
Programme Manager: ?
Design Office: Boeing Aircraft Company, Seattle, Washington

Manufacture

Boeing Aircraft and Missiles
(Box 516, St Louis, MO 63166-0516, USA.)
Version Quantity Assembly Location Time Period
X-32A 1 Palmdale, CA* 1998-2000
X-32B 1 Palmdale, CA* 1998-2001
F/A-xx (2900) St Louis, MO (planned 2004-2020+)
Total: 2    

* Former Rockwell facility. Forward fuselage and cockpit designed and produced at the Phantom Works, St Louis.

Total Produced: 2900 a/c (planned)

Production List

To be added.

More Information

Books

‘International Air Power Review, Volume 1’ [Order this book from Amazon UK]
Published by AIRtime Publishing Inc, May 2001 ISBN: 1 880588 33 1
* Includes ‘Focus Aircraft’ feature on the two JSF contenders.

Magazines

‘Combat Aircraft, Vol. 3 No.4’
Published by AIRtime Publishing Inc, March 2001 ISBN: n/a
* Includes feature article on JSF flight testing.

Links

The Boeing Company

Shop

Flight Simulator Models:
To be added.

Scale Models:
To be added.

Scale Drawings:
To be added.

Videos:

To be added.

Boeing C-17 Globemaster III

Aircraft Profile
C-17A 99-1189 seen at London, Ontario
(photo, Alex Petrovic)

Development

The portly but manoeuvreable C-17 has emerged from a prolonged and controversial development programme to become the backbone of the USAF’s strategic transport force. In trouble spots and disaster zones around the world, C-17s are often seen delivering equipment and supplies wherever they are needed.

The development of the C-17 began in February 1980 when a draft Request For Proposals (RFP) was issued by the US Air Force for a CX heavylift cargo transport. In October this document was formally issued. The RFP required an aircraft for the strategic airlift role, replacing the C-141 Starlifter and supplanting the C-5 Galaxy. It would have a fuselage cross-section sized to carry outsized loads such as an M1 Abrams main battle tank, suitable undercarriage and high-lift devices to enable it to perform short-field landings and thrust reversers to enhance manoeuvring on the ground.

CX designs were proposed by Boeing, Lockheed and the Douglas Aircraft division of McDonnell-Douglas. Douglas’s design drew upon the experience it had gained during the design and testing of the YC-15 jet-powered tactical transport which was intended to replace the C-130 Hercules. First flown in August 1975, the YC-15 never entered production. On 28 August 1981 the Douglas design was announced as the CX winner and the designation C-17 subsequently assigned. By early 1984 detail design was almost finalised and a full scale fuselage mock-up was constructed to evaluate cargo loading capability for different load combinations. In February 1985 a contract was placed for a C-17 prototype. A total buy of 210 airframes was anticipated at this time. However, Douglas’s lack of recent experience in managing complex military aircraft programmes soon showed as programmes milestones began to slip repeatedly, sub-contractors were changed and the estimated weight if the aircraft continued to rise. Costs vastly exceeded initial estimates and in April 1990 the planned production run was cut from 210 to 120 aircraft to save money.

In September 1990 the C-17A prototype (87-0025), referred to as T-1 because of it’s test role, was towed out of the factory at Long Beach, CA, to undergo fuselage pressure testing. Two other test airframes, T-2 for ‘static’ load testing and T-3 for ‘durability’ cyclic fatigue testing were not assigned military serial numbers. On 15 September 1991, T-1 made it’s first flight – actually a ferry flight to Edwards AFB where it was accepted by the 6510th Test Wing. Shortly afterwards, a major problem emerged back at Long Beach when the T-2 airframe suffered a wing structural failure at a loading condition much less severe that had been forecast. The necessary structural strengthening would add a further 1% to the weight of the wing. The first production C-17A (88-0265), referred to as P-1, made its first flight on 19 May 1992, joining T-1 at Edwards AFB the same day. P-2, the second production aircraft, featured a production standard avionics fit and made its first flight on 20 June 1992. After its problematic development programme, the flight test programme proceeded remarkably smoothly with virtually all test objectives being achieved on time.

The name Globemaster III was officially applied to the C-17 on 5 February 1993 by the head of Air Mobility Command General Ronald R. Fogleman. The first unit to operate the C-17 was the 437th Airlift Wing at Charleston AFB, SC, which received its first aircraft on 14 June 1993. Within months of achieving Initial Operational Capability (IOC) entering service, in mid December 1995 the 437th deployed 12 of its C-17s to Rhein Main, Germany to take part in the huge airlift operation required to establish IFOR peacekeeping forces in Bosnia. The benefits of the C-17 were immediately apparent, as it carried much of the US Army’s heavy equipment into Tuzla Airport, where the C-5A was too heavy to operate safely. The reduced ramp space taken up by the C-17 compared to the C-5 was also appreciated.

During the 1999 Kosovo War a detachment of C-17s from the 437th AW operated dozens of tactical airlift flights into Tirana in Albania from Ramstein AB in Germany, while other C-17s flew strategic airlift missions between the USA and Europe. Overall, C-17s contributed 60% of the total ALLIED FORCE transport missions, but comprised only 10% of the USAF airlift fleet.

On 16 May 2000 the British Ministry of Defence announced that it had chosen the C-17 to meet its requirement for the strategic transport of outsize loads. Four aircraft would be obtained on a 7 year lease from Boeing. The aircraft were built to Block XII standard incorporating an additional 10,000 US gal (37053 litre) fuel tank in the wing centre section, redesigned cockpit multi-function displays (MFDs) and updated navigation software. The first RAF aircraft (ZZ171) was handed over to 99 Sqn on 17 May 2001 and flown to its new base at RAF Brize Norton, Oxfordshire six days later. The fourth and last aircraft arrived on 24 August 2001. Training and logistic support for the RAF aircraft is provided by the USAF. The British C-17s faced their first major challenge when they took part in the Joint Rapid Reaction Force exercise ‘Saif Sareea II’ in Oman during October 200l. Such was the C-17’s effectiveness that the initial limited number of exercise flights was rapidly increased. Not long afterwards, RAF C-17s were making regular supply runs into Kabul to support operations in Afghanistan. 99 Squadron was also heavily committed to ferrying equipment prior to the Iraq war and still continues to make regular flights into Iraq direct from the UK. The expected annual usage rate for the British C-17s had been 3000 hours, but these aircraft are now seeing over 6000 hours usage and the acquisition of an additional aircraft is now planned.

While air strikes on Taliban/al-Qaeda forces in Afghanistan were being carried out by Allied air forces, USAF C-17s were busy providing a continuous airlift of supplies to the various coalition bases. At night C-17s dropped more than 2.4 million food parcels to Afghan civilians displaced by the fighting. During Operation Iraqi Freedom, in March 2003, C-17s carried the 173rd Airborne Brigade from Italy into Kurdish-controlled northern Iraq, for a 1000-troop night parachute drop. This was the first combat insertion of paratroopers using a C-17.

In FY2000 an order was placed for 15 additional aircraft to fulfill the Special Operations Low Level (SOLL) II mission, replacing aging C-141B aircraft. Since the start of series production, the manufacturer had been making strenuous efforts to reduce the unit cost of production C-17 aircraft and this effort was rewarded when the acquisition of a further 60 C-17As was officially approved on 15 August 2002. Even this additional number may not be sufficient to meet demand and further orders may eventually be forthcoming.

From the outside, the C-17 reveals little of its high technology design. It appears to be a conventional high-wing, four engined T-tailed jet transport. Inside it is a different story. The two-crew cockpit features digital displays and head-up displays. The aircraft is flown using a fighter-style control stick instead of the traditional yoke used on transport aircaft. The flying controls are managed by a quadruply redundant Fly-By-Wire control system with mechanical backup that operates 29 control surfaces – including an all-moving tailplane, two rudders, two ailerons, eight spoilers, four flaps and eight slats.

The supercritical aerofoil section wing is swept at 25º and features prominent winglets, which improve aerodynamic efficiency at the wing tips. Hung off the wing on cantilevered pylons are four Pratt & Whitney PW2040 turbofan engines. Based on the engines used on the Boeing 757, they are known by the military designation F117-PW-100. Each engine nacelle includes a thrust reverser, whereby a section of the engine cowling slides backwards to allow engine exhaust to be directed upward and forward. This function gives the C-17 the ability to complete a 180 º turn on a 90 ft (27.86 m) wide runway and to be able to reverse up a 2 per cent slope.

The positions of the engines allows the use of propulsive lift technology, first tested on the YC-15, in which the engine exhaust is trapped under the wing and forced to flow over both sides of the single split flap on the wing trailing edge. The exhaust then leaves the flap trailing edge at an angle related to the flap deflection. A full span leading edge slat helps the wing maintain optimum lift and stall characteristics. The combination of the features allows a steep, low speed final approach with a low landing speed.

The bulk of the fuselage is taken up with the cargo hold, which features a palletised load/unload system which can be handled by a single loadmaster. Powered rollers allow up to 18 standard 463L pallets to be accommodated in the 68 ft 1.5 in (21.11 m) long cargo compartment. The width and height available permits odd shaped cargo such as helicopters to be accepted with the minimum of preparation.

Attached to the fuselage are the low-drag pods for the main landing gear. The non-steerable six wheel per side main units spread the load to permit operation from most concrete hard standing areas. The steerable dual wheel nose gear retracts into the forward fuselage. An Auxiliary Power Unit (APU) in the starboard main gear fairing provides electrical power when the engines are not running.

Boeing’s hi-tech military airlifter is the right aircraft at the right time. As the rapid deployment of military forces or humanitarian relief aid becomes an ever more crucial capability, the C-17s proven ability to carry outsize loads into austere airfields is a vital asset which will ensure it remains a vital component of the USAFs inventory for many years to come.

P-120 03-3120 leaving Long Beach
(photo, James Richard Covington, Jr)
ZZ174 on approach to Birmingham Airport
(photo, Derek Pedley/Airteamimages.com)

Variants

Requirement Specification: CX
Manufacturers Designation:

Development History:
CX Initial project designation.
C-17A First prototype (T-1). Nose pitot boom. Reduced avionics fit.
C-17A Block I to XI Standard production version. P-1 to P-5 for development testing. P-13+ with interim strengthend wing, P-32+ with redesigned stronger wing structure, P-51+ with composite tailplane and improved avionics.
C-17A Block XII Improved production version (P-71+) with centre section wing fuel tank for extend range. Upgraded software and redesigned cockpit MFDs.
C-17A SOLL II Special Operations Low Level (SOLL) II variant to replace C-141B SOLL II.
EC-17 Projected airborne command post version to replace EC-135.
KC-17 Proposed tanker version. Additional fuel in wing centre tank and/or modular palletised tank in fuselage. Total capacity 165,513 litres. Refuelling boom and/or hose drum unit integated into rear cargo ramp door plus optional underwing pods. Operators station on modular pallet.
MD-17 Proposed dedicated commercial freighter variant.
BC-17X Proposed designation for commercially operated C-17A, subsidised by DoD to be available to USAF in time of crisis.
60002 on finals to Rhein-Main
(photo, David James Clelford)
01-0189 leaving Sydney Airport
(photo, Joe Corrigan)

History

Key Dates:
Feb 1980    Draft RFP issued for CX heavylift cargo transport.
Oct 1980    Formal issue of RFP for CX programme.
28 August 1981    McDonnell Douglas chosen as CX prime contractor.
26 July 1982    C-17 Research and Development contract placed.
early 1984    Detailed design completed.
Feb 1985    Contract placed to built a C-17 prototype.
31 Dec 1985    Full Scale Development (FSD) contract signed.
April 1990    Planned requirement reduced from 210 to 120 airframes.
15 Sept 1991    Maiden flight of first prototype (T-1)
1 Oct 1991    Static test airframe experiences wing structural failure at less than predicted maximum load.
19 May 1992    First flight of first production aircraft (P-1).
1 June 1992    Military Airlift Command becomes Air Mobility Command.
14 June 1993    First delivery to 17th AS, 437th AW.
17 Jan 1995    17th AS attains IOC (Initial Operational Capability)
3 November 1995    Multi-year order for 80 C-17s placed by DAB
Dec 1995    C-17s participate in major airlift of equipment to Tuzla in Bosnia
1997    Boeing takes over McDonnell Douglas
16 May 2000    UK selects C-17 for strategic airlift role
2 Sept 2000    UK signs 7-year lease for four C-17s
17 May 2001    First C-17 handed over to 99 Sqn RAF
15 Aug 2002    Contract signed for 60 additional C-17s
02-1110 approaching Rhein-Main AB
(photo, Oliver Brunke)
Good upper view of 03-3115
(photo, Sam Chui)

Operators

Military Operators

Royal Air Force 4 C-17A (planned total 5)
United States Air Force 180 C-17A (planned total 200+)

Government Agencies

None

Civilian Operators

None
03-03120 on pre-delivery test flight
(photo, Micheal Carter)
00-0185 landing at Rhein-Main AB
(photo, Francisco José Jurado Ariza)

Specifications

Boeing C-17A Globemaster III
Accomodation: Three crew + 102 troops/paratroopers
Dimensions: Length 174 ft 0 in (53.04 m); Height 55 ft 1 in (16.79 m); Wing Span 169 ft 9 in (51.74 m) to winglet tips; Wing Area 3,800 sq ft (353.03 sq m)
Engines: Four Pratt & Whitney F117-PW-100 (PW2040) turbofans rated at 40,440 lb st (179.9 kN)
Weights: Empty 277,000 lb (125,645 kg); Maximum Ramp 586,000 lb (265,805 kg); Maximum Take-off 585,000 lb (265,351 kg); Maximum Payload 170,400 lb (77,292 kg) for 2.25 g limit
Performance: Max level speed Mach 0.875, Maximum Cruising Speed 350kts (403 mph, 648 kph) at low altitude; Service ceiling 45,000 ft (13,715 m); Range with 160,000 lb (72575 kg) payload no allowances 2,400 nm (2,765 miles, 4445 km), Range with maximum fuel no payload no allowances 4,700 nm (5,412 miles, 8710 km)
Fly-by from 10197 with the cargo door open
(photo, Paul Leach)
00-0173 at Rhein-Main AB
(photo, Snorre-VIP)

Production

Design Centre

Head of Design Team: Not known
Design Offices: Boeing Military Aircraft, Long Beach, California

Manufacture

Boeing Military Aircraft
(Building 54, Long Beach Airport, CA)
Version Quantity Assembly Location Time Period
C-17A (T-1) 1 Long Beach 1987-1991
C-17A (P-1+) 40 Long Beach 1988-1997
C-17A (P-41+) 80 Long Beach 1997-Nov 2004
C-17A (UK-1+) 4 Long Beach 2000-Aug 2001
C-17A (P-121+) 60 Long Beach 2004-2010
Total: 185    

Total Produced: 185 a/c (all variants)
[In addition, two complete airframes where built for static and dynamic load testing, T-2 & T-3].
(Tailplane and fin built by Northrop Grumman in Dallas, Cockpit from Boeing St Louis)

Production List

To be added.

Cargo hold of ZZ171 looking aft
(photo, Jim Woodrow)
ZZ172/00-0202 seen at Hanover
(photo, MR)

More Information

Books

‘Boeing C-17 Globemaster III (Warbird Tech Volume 30)’ [Order this book from UK]
by Bill Norton
Speciality Press, 5 July 2001   ISBN: 158007040X
* Well illustrated history.

‘STOL Progenitors: The Technology Path to a Large STOL Aircraft and the C-17’ [Order this book from UK]
by Bill Norton
American Institute of Aeronautics and Astronautics, Nov 2002   ISBN: 1563475766
* Story of the evolution of the technology used in the C-17.

Magazines

Air Forces Monthly January 2000
Air International July 2004

Links

C-17 Globemaster III
* Detailed C-17 profile including history, production, data, photos etc

The Aviation Zone
* 14 pages of C-17 photos

C-17A Globemaster III Walkaround
* A page of close-up detail photos of a C-17A

Airliners.net
* 26 Pages of excellent C-17 photos.

Boeing C-17
* Boeing’s official C-17 wesbite.

Shop

Flight Simulator Models:
To be added.

Scale Models:
To be added.

Scale Drawings:
To be added.

Videos:

To be added.