I was in the 4th Aerial Port Squadron and we went to Chateauroux, France in 1954 to open up air terminals in Europe.
The cockpit was a little quieter (except for the inverters), and without as much vibration. Riding in the back of a C-119 was an extreme experience. The airplane required a lot of maintenance. We learned to position the props correctly and then not to move them to avoid breaking the seal that held in the hydraulic fluid. We were always real careful with the props, being sure to top up the hydraulic fluid just before every flight. Takeoff in the back of a C-119 felt and sounded like the world was coming to an end. This was the loudest and most vibrating aircraft I have ever experienced, and I've flown in a lot of big old birds from KC-97s and Connies to C-124s. We were afraid of the 3350s PRTs and the Aeroproducts props, but we never really had problems with them. At first we had 4360s, but later they were changed to 3350s. I went cross country in them several times. I was in an Air National Guard Unit that had C-119s in Hayward, California. Hope you are still around from 10 years ago. Other then the noise it was a great bird. Being a loadmaster I was in the back for many a takeoff. I was in G models in Reserves in Minneapolis.
WESTINGHOUSE J34 SPARK FULL
Does anyone know the decibel level of a 119 on full take-off power? The noise level in the cargo area was beyond the level of pain in my ears. I was an Army air traffic controller in the 1960's and got to fly as a passenger in the rear of a 119 out of Chanute AFB.
WESTINGHOUSE J34 SPARK SERIAL
Im looking for Serial #8031 I was a crew chief in the 1956_1957 time frame. What ever happened to those birds stationed at Harmon AFB in Newfoundland? We were attached to the SAC unit out of NĮB. He loved flying the C-119 and I remember watching them come in for landing at an air show - they came over in Vs of 3 each and peeled over like fighter planes and landed - very cool! My father (Col.Charles Daily, USAF(res), was CO of the 442nd TCW from about 1953-62 at Olathe, NAS then later Richards-Gebaur AFB near Kansas City. Obviously they brought me home every night, which I am grateful for. They were a pretty reliable aircraft as we flew 110 consecutive missions on time, which is a good record for a old aircraft that was cannon fodder. At least 26 Indian Air Force C-119s had a more powerful HAL-built Orpheus jet pod to enable them to operate with greater payloads under 'hot and high' conditions.ġ-20 21-40 41-60 61-80 81-100 101-120 121-140 141-160įlew on the AC-119G in TSN Vietnam, in 68-69. This involved the installation of a 1542kg thrust Westinghouse J34-WE-36 turbojet engine in a specially-developed nacelle mounted on the upper surface of the wing centre-section. Of Long Beach, California, developed a Jet-Pak conversion for C-119 aircraft. In addition, some surplus military aircraft, both C-82s and C-119s, were acquired by civil operators. C-119s also serve or served with the air forces of Belgium, Brazil, Ethiopia, India, Italy, Nationalist China and South Vietnam, many supplied under the Military Assistance Program. Accommodating up to 62 paratroops, and with increased cargo capacity, the C-119s gave excellent service during operations in Korea and Vietnam, as well as in a wide variety of other heavy transport applications. Following service tests it was ordered into production as the C-119B Flying Boxcar (55 built), these having the fuselage widened by 0.36m, structural strengthening for operation at higher gross weights, and more powerful R-4360-20 engines. It differed primarily by having the flight deck resited into the nose of the aircraft and the installation of 1976kW Pratt & Whitney R-4360-4 Wasp Major 28-cylinder radial engines. Virtual Aircraft Museum / USA / Fairchildĭuring 1947 Fairchiid developed an improved version of the C-82, the XC-82B prototype being a conversion from a production C-82A.
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