C 15 Aircraft - The McDonnell Douglas/Boeing C-17 Globemaster III is a large military transport aircraft developed by McDonnell Douglas for the United States Air Force (USAF) in the 1980s to early 1990s. The C-17 is named after two earlier piston engine military transport aircraft, the Douglas C-74 Globemaster and the Douglas C-124 Globemaster II.
The C-17 is based on the YC-15, a smaller prototype airlifter developed in the 1970s. It was designed to replace the Lockheed C-141 Starlifter and also perform some of the duties of the Lockheed C-5 Galaxy. Compared to the YC-15, the redesigned aircraft differed in wingspan, larger size and more powerful engines. Development was delayed by a series of design issues, resulting in the company incurring a nearly $1.5 billion loss during the program's development phase. On September 15, 1991, about a year behind schedule, the first C-17 made its maiden flight. The C-17 officially entered USAF service on January 17, 1995. Boeing, which merged with McDonnell Douglas in 1997, continued production of the C-17 for nearly two decades. The final C-17 was completed at the Long Beach, California facility and flew on November 29, 2015.
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The C-17 typically performs tactical and strategic airborne missions, transporting troops and cargo around the world. Additional duties include medical evacuation and descent duties. The transport is in service with the USAF along with the air forces of India, UK, Australia, Canada, Qatar, UAE, Kuwait and the Europe-based Multilateral Heavy Airlift Wing. The guy played a key logistical role during Operation While Freedom in Afghanistan and Operation Iraqi Freedom in Iraq, and provided humanitarian assistance following various natural disasters, including the 2010 Haiti earthquake and the 2011 Sindh floods.
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In the 1970s, the US Air Force was looking for a replacement for its Lockheed C-130 Hercules tactical cargo aircraft.
An Advanced Medium STOL Transport (AMST) competition was held, with Boeing proposing the YC-14 and McDonnell Douglas the YC-15.
Although both trants exceeded certain requirements, the AMST competition was canceled before a winner was determined. The USAF initiated the C-X program in November 1979 to develop a larger, longer-ranged AMST to improve its Strategic Airlift.
By 1980, the USAF had a large fleet of aging C-141 Starlifter cargo aircraft. All in all, it was necessary to increase the strategic airlift capacity to meet the requirements for the rapid deployment of airlift. The USAF established the mission requirements and issued a Request for Proposals (RFP) for the C-X in October 1980. McDonnell Douglas decided to develop a new aircraft based on the YC-15. Boeing offered a larger, three-engine version of its AMST YC-14. Lockheed submitted a design based on the C-5 and a larger C-141 design. On August 28, 1981, McDonnell Douglas was selected to create their proposal, designated the C-17. Compared to the YC-15, the new aircraft differed in wingspan, larger size and more powerful engines.
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This would allow her to do the C-141's work and perform some of the Lockheed C-5 Galaxy's duties, freeing up the C-5 fleet for a tailings charge.
Alternative proposals to meet post-C-X competition air transport needs followed. These were the conversion of the C-141A to the C-141B, the ordering of new C-5s, further purchases of KC-10s and the expansion of the civil reserve aircraft fleet. Tight budgets are cutting funding for the program, necessitating a four-year delay. During this time, orders were placed for the conception and implementation of the gina certification.
During this time, aircraft under development were criticized and questions were raised about cheaper alternatives.
The C-17's first flight took place on September 15, 1991 from the McDonnell Douglas factory in Long Beach, California, about a year late.
United States Air Force Usaf Boeing C 17a Globemaster Iii Military Transport Aircraft 05 5153 From The 535th Airlift Squadron Editorial Photo
The first aircraft (T-1) and five other production models (P1-P5) participated in extensive flight tests and evaluations at Edwards Air Force Base.
A static test of the C-17 wing in October 1992 resulted in failure at 128% of design load, below the required 150%. Both wings buckled from back to front and there were failures in tendons, spars and ribs.
About $100 million was spent on redesigning the wing structure. At the second test in September 1993, the wing failed with 145%.
However, a review of the test data revealed that the wing was not properly loaded and actually met the requirements.
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In late 1993, the Department of Defense (DoD) gave the contractor two years to resolve production issues and cost overruns or cancel the contract after delivery of the 40th aircraft.
By accepting the 1993 terms, McDonnell Douglas suffered a nearly $1.5 billion loss during the program's development phase.
In April 1994, the program remained over budget, failing to meet specifications for weight, fuel economy, payload and range. It failed several key criteria during airworthiness evaluation tests.
In May 1994 it was proposed to reduce production to just 32 aircraft; These cuts were later reversed.
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A July 1994 Government 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 US than the C-5, but these studies considered runway dimensions only, not runway thickness or load classification number (LCN). The C-5 has a lower LCN, but the USAF classifies both in the same broad load classification group. When accounting for runway dimensions and loading levels, the global runway advantage of the C-17 over the C-5 has decreased from 6,400 to 911 airports. The report also noted that "current military doctrine does not reflect the use of small, austere airfields", so the short-range capability of the C-17 was not considered.
A January 1995 GAO report stated that the USAF originally planned to order 210 C-17s at a cost of US$41.8 billion and that the 120 ordered would cost US$39.5 billion , based on a 1992 estimate.
In March 1994, the US Army decided that it did not need the C-17's 27,000 kg (60,000 lb) low-altitude parachute extraction system and the C-130's 19,000 kg (42,000 lb) parachute extraction system. kg) capacity was sufficient.
Testing of the C-17 was limited to this lighter weight. Due to airflow issues, the C-17 was unable to meet landing requirements. A February 1997 GAO report revealed that a fully loaded C-17 could not land on 910 m (3,000 ft) wet runways; Simulations show that a distance of 1,500 m (5,000 ft) is required.
Boeing C 17a Globemaster Iii By Oscerf On Deviantart
The YC-15 was turned over to AMARC in March 1997 to be airworthy again for further flight testing for the C-17 program.
By September 1995, most of the previous issues had been resolved and the C-17 met all performance and reliability targets.
In 1997, McDonnell Douglas merged with domestic competitor Boeing. In April 1999, Boeing offered to lower the price per C-17 unit if the USAF would buy 60 more;
On February 6, 2009, Boeing was awarded 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.
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On April 6, 2009, Secretary of Defense Robert Gates announced that no more C-17s would be ordered from the planned 205.
However, on June 12, 2009, the House Air and Ground Forces Subcommittee added an additional 17 C-17s.
In 2010, Boeing reduced its production rate from a peak of 16 aircraft to 10 aircraft per year due to declining orders and to extend production line life while additional orders were needed. By 2012, the workforce had been reduced by around 1,100, and the second shift at the Long Beach plant was also eliminated.
On June 19, 2012, the US military ordered its 224th and final C-17 to replace the one that crashed in Alaska in July 2010.
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In September 2013, Boeing announced that production of the C-17 would be phased out. In October 2014 the main wing 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 parts is expected to continue until at least 2017. The C-17 is expected to remain in service for several more decades.
As of February 2014, Boeing was in sales talks with "five or six" countries for the remaining 15 C-17s.
In May 2015, The Wall Street Journal reported that Boeing expected to impose a fee of less than $100 million and cut 3,000 jobs in connection with the C-17 program, and also suggested that the cheaper A400M Atlas of Airbus would take away international sales. C-17.
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The C-17 Globemaster III is a strategic transport aircraft capable of transporting cargo close to the combat zone. The size and weight of US mechanized firepower and equipment has grown in recent decades due to increased air mobility requirements, particularly for large or heavy, non-palletized loads. It has a length of 53 m (174 ft) and a wingspan of 51.77 m (169 ft 10 in).
The C-17 is powered by four Pratt & Whitney F117 PW-100 turbofan engines based on the commercial Pratt & Whitney PW2040 used in the Boeing 757. Each engine is rated at 180 kN (40,400 lbf) thrust. . Engine thrust reversers direct engine exhaust air up and forward, reducing the likelihood of foreign object injury from ingestion of runway debris and allowing reverse travel
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