The Douglas DC-7

The DC-7 is an evolutionary development of the DC-6 from which it differs mainly by having an 8 foot longer fuselage and a powerplant consisting of four 3.250-horsepower (T.O.) Wright R-3350-18DAL turbocompound 18-cylinder radial air-cooled compound engines. Fuel in eight wing tanks. Fuel capacity, 5,512 U.S. gallons. Crew of three (domestic) or five (oversea). Accommodation for 60 passengers, plus 6 lounge seats, or up to 95 in coach version. All freight and baggage space below cabin floor. Total cargo capacity, 743 cubic feet, or 14,200 pounds. Span, 117.6 feet; length, 108.11 feet; height, 28.7 feet. Maximum T.O. weight 122,200 pounds. At 97,000 pounds., mavimum speed 410 miles per hour at 22,200 feet. Maximum cruising speed, 365 miles per hour at 24,400 feet. At 102,000 pounds, maximum speed 406 miles per hour at 22,100 feet. Maximum cruising speed, 360 miles per hour at 24,300 feet. At 110,000 pounds, maximum speed 401 miles per hour at 22,000 feet. Maximum cruising speed 349 miles per hour at 24,000 feet. Ranges: At 15,000 feet, with 5,512 U.S. gallons fuel 4,430 miles. At 23,500 feet with 5,512 U.S. gallons fuel 3,905 miles.

The Douglas DC-7B

The DC-7B, the long-range intercontinental version of the DC-7 from which it differs in many respects. The most important design change is a new flap linkage system which provides optimum position of the flap for takeoff. The fuel capacity has been increased from the 5,512 U.S. gallons of the DC-7 to 6,400 U.S. gallons by the addition of external saddle tanks which form part of the engine nacelles above the wing. The powerplant of the DC-7B consists of four Wright turbocompound R-3350–18DA4 engines, each of which delivers 100 more METO horsepower than the earlier DA engines. Dimensions, same as for DC-7. Weights, Payload 22,650 pounds. Maximum T.O. weight 122,000 pounds. The Douglas DC-7—“Seven Seas"

The DC-7C is an improved version of the long-range DC-7B. It has a span of 127.6 feet.; 10 feet more than that of the DC-7 and DC-7B. The extra span is added at the wing roots, the effect of which is to locate the inboard engines a farther 5 feet away from the fuselage. The fuselage length has been increased by 40 inches forward of the wings. The vertical tail surfaces have been increased 2 feet in height. Four Wright R-3350-18EA1 turbocompound radial air-cooled engines. Fuel in eight wing tanks. Total capacity 7,824 U.S. gallons. Accommodation, varied internal arrangements from a 62-passenger to a 99-passenger tourist version. Usual overwater crew consists of captain, first officer, flight engineer, navigator, and radio operator. Two crew bunks are provided for long flights. Dimensions, span 127.6 feet; length, 112.3 feet; height 31.8 feet. Maximum T.O. weight, 143,000 pounds. Maximum speed, rated power high blower, at 22,700 feet at 107,000 pounds, 406 miles per hour. Recommended maximum cruising speed at 21,600 feet and 110,000 pounds, 346 miles per hour. Range with maximum fuel and 15,310 pound payload at 274 miles per hour in still air, no allowances, 5,635 miles. Range with maximum payload, still air, no allowances, 4,635 miles.

The Lockheed 1049

First Super Constellation. Fuselage 18.4 feet longer than that of Constellation. Four 2,800 horsepower Wright Cyclone 956C18 CB1 engines. Fuel capacity 6,550 U.S. gallons. Gross takeoff weight 120,000 pounds. Carries up to 92 passengers. Cruising speed 320 miles per hour.

The Lockheed 10490

This is the 1049 fitted with four Wright R-3350-DA1 turbocompound engines. The Lockheed 1049D

Commercial cargo transport version of 1049 fitted with four 3,250 horsepower Wright R-3350-DA1 turbocompound engines. Has total cargo volume of 5,568 cubic feet and a capacity for 36,200 pounds of payload. Two large cargo loading doors, aft door, 9.41⁄2 by 6.21⁄2 feet, forward door 5.1% by 6.44 feet. Maximum T.O. weight, 135,400 pounds.

The Lockheed 1049E

Improved version of 1049C with same maximum takeoff weight but with addition of all structural modifications to permit increase of maximum takeoff weight to 150,000 pounds.

The Lockheed 1049G

Four 3,250 horsepower Wright R-3350-DA3 turbocompound engines. Can be fitted with wing-tip auxiliary tanks (600 U.S. gallons each) raising total maximum fuel capacity to 7,750 U.S. gallons. Normal range (with reserves) 4,620 miles, absolute range 5,840 miles. Maximum gross takeoff weight 137,500 pounds.

The Lockheed 1049H

Convertible passenger-cargo version of the model 1049G, with fuselage stressed for heavy loads and new extruded aluminum floor. Designed to carry 40,203 pounds of cargo under 5-percent overload conditions with a domestic interior, and a normal payload of 35,118 pounds. The 83-foot long main cabin and two lower compartments provide 5,569 cubic feet of stowage space. Dimensions of the rear cargo double door are 9.42 feet wide by 6.22 feet high, and of the forward door 5.1% feet wide by 6.44 feet high. The standard model 1049H is so equipped that it can be converted in a few hours into a passenger aircraft with accommodation for up to 109 passengers and a crew of 11. Dimensions and fuel capacity are as for the model 1049G, but the model 1049H has Wright R-3350EA3 engines and an increased maximum takeoff weight of 140,000 pounds. Normal range with 3 hours of reserve fuel is 4,313 miles in passenger configuration or 3,393 miles in cargo configuration.

The Lockheed 1649A Starliner

The model 1649A is an extra long-range derivative of the Super Constellation. Powerplant, four Wright 988TC18EA2 turbocompound engines, with 3,400 horsepower each. Total fuel capacity in integral wing tanks, 9,600 U.S. gallons. Pressurized cabin for crew and passengers. Normal crew for overland operation is 5, with provision for a crew of 11 on long-range overocean flights. Dimensions, span 150 feet; length (with radar) 116.2 feet; length (without radar) 113.7 feet; height 23.5 feet. Weight empty 85,262. Maximum gross takeoff weight 156,000 pounds. Maximum speed at 18,600 feet, 377 miles per hour. Maximum cruising speed at maximum landing weight at 22.600 feet, 342 miles per hour. Maximum range, no reserves, at 15,000 feet, 7,200 miles.

The Boeing 707-100

Basic civil production version intended primarily for continental use but capable of full-load overocean operation on many routes. Four Pratt & Whitney JT3C-4 (J57) turbojet engines. Standard accommodation for 124 first-class, 124 combined first-class/tourist or 150 tourist passengers.

The Boeing 707-300 Intercontinental

Enlarged long-range overwater version powered by four Pratt & Whitney JT4A-3 (J75) turboengines.

The Douglas DC-8

The DC-8 is a four-jet sweptwing civil airliner with accommodation for 118176 passengers. Four Pratt & Whitney JT3C-6 or JT4A-3 turbojet engines or four Rolls-Royce Conway R. Co. 10 bypass turbojet engines in four separate pods, two under each wing. Dimensions, span 139.9 feet; length 150.6 feet; height 42.4 feet. Weights and loading (domestic-P. & W. JT3C-6 (J57) engines). Maximum T.O. weight 265,000 pounds. Weights and loadings (domestic, P. & W. JT4A-3 (J57) engines). Maximum T. O. weight 265,000 pounds. Performance (domestic, P. & W. JT3C-6 (J57) engines). Recommended cruise at 220,000 pounds A.U.W. at 30,000 feet 561 miles per hour. Range with maximum payload, no allowances, 5,100 miles. Performance (domestic, P. & W. JT4A-3 (J57) engines). Recommended cruise at 220,000 pounds at 30,000 feet 589 miles per hour. Range with maximum payload, no allowances, 5,350 miles. The Boeing Stratofreighter

USAF designation, C-97: The C-97 Stratofreighter is the military transport counterpart of the Stratocruiser, from which it differs principally in the arrangement and equipment of the large two-deck fuselage. The principal structural modification to the C-97 fuselage involves the provision of large loading doors and an internally operated ramp under the rear fuselage to permit the loading of wheeled and tracked vehicles and other bulky cargo. Three fully loaded 12-ton trucks or two light tanks can be driven into the fuselage. The cabins can also be arranged to accommodate 134 fully equipped troops, or be fitted out as a hospital transport for 83 stretcher cases and 4 attendants.

C-97A: Four Pratt & Whitney R-4360-27 engines.

C-97A has a normal payload of 41,400 pounds and under special conditions can carry up to 53,000 pounds.

C-97C: Four 3,250 horsepower Pratt & Whitney R-4360-35A engines. Similar to C-97A in general details and performance-heavier floor, higher payload. KC-97E: Four 3,250 horsepower Pratt & Whitney R-4360-35A engines. Multipurpose transport and tanker. Has permanent fixtures for tanker but can be rapidly converted to cargo or troop carrier, or ambulance. Pod carrying flying boom, operator and controls is detachable and tanks, pumps, etc., on upper deck are removable.

KC-97F: Four 3,250 horsepower Pratt & Whitney R-4360-59 engines. Convertible tanker-transport. Other details and performance similar to KC-97E. KC-97G: Four 3,250 horsepower Pratt & Whitney R-4360-59B engines. Development of KC-97F. Change in location of refueling tanks and related equipment, so that they need not be removed when aircraft is used as a transport. As a personnel carrier without refueling equipment can carry 96 fully-equipped combat troops, or as an ambulance, 69 stretcher patients, medical attendants, and supplies. With refueling equipment installed can carry 65 fully equipped troops or 49 stretcher cases, attendants, and supplies. Fitted with two external fuel tanks with total capacity, of 1,400 U.S. gallons. Following particulars refer specifically to the KC-97G-span 141.3 feet; length 110.4 feet; height, 38.3 feet. Maximum permissible loaded weight, 175,000 pounds. Maximum speed 375 miles per hour; cruising speed 300 miles per hour; operating range 4,300 miles; service ceiling over 35,000 feet.

The Lockheed C-121

Military long-range transport version of the model 1049 with Wright R-3350 turbo compound engines. Quickly convertible to carry 75 passengers, 47 litter patients and attendants, or 14 short tons of freight. Takeoff weight 135,400 pounds.

Douglas Globemaster II

USAF designation, C-124: The Globemaster II transport has the ability to load without disassembly 95 percent of all types of Army Field Force's equipment. In 5 years 446 C-124's were built.

C-124A: Four 3,800 horsepower Ford-built Pratt & Whitney R-4360-63 engines. Main cargo hold 77 feet long, 12.10 feet high and 13 feet wide, providing more than 10,000 cubic feet of usable cargo space. Clamshell doors in nose ahead of nosewheel provides an opening 11.8 feet high and 11.4 feet wide. For personnel transport interior of hold can be converted into a double-deck cabin with capacity for 200 troops and their field equipment. Fitted as an ambulance it can accommodate 127 stretcher cases, plus 52 sitting patients and medical attendants. Span, 172.1% feet; length, 130.5 feet; height, 48.3% feet. Payload, 50,000 pounds. Weight loaded, 175,000 pounds. Speed over 300 miles per hour; ceiling over 30,000 feet; range, 4,000 miles with lighter loads.

The Canadair CL-44D

The CL-44D transport powered by four Rolls-Royce type turboprop engines. It will be available as a freighter and will have a maximum range of approximately 5,100 miles at a cruising speed of about 380 miles per hour. This will be sufficient for nonstop operation across the Atlantic in either direction regardless of headwinds. The CL-44 will accommodate approximately 150 passengers, or 66,500 pounds of cargo, or a combination of both. Powerplant, four 5,500 e.s.h.p. Rolls-Royce type 11 turboprop engines. Dimensions-span, 142.3% feet; length, 136.8 feet; height, 37.3 feet. Takeoff weight, 205,000 pounds. Cruising speed (cargo version) 375 miles per hour. Range with 150 passengers or 25 tons cargo and reserves, 4,200 miles. Range with maximum cargo and reserves nearly 3,000 miles.

ANNEX 9. ENGINE OVERHAUL PERIODS

The following are airlines approved engine overhaul periods for the year ending December 31, 1958:

ANNEX 11. INFORMAL REPORT OF C-97 TRAINING, TRAVIS AIR FORCE BASE, Calif.

CHIEF, AIR DIVISION,

National Guard Bureau, Washington, D.C.:

1. This report covers the initial period of training from January 23, through the end of MTD ground training, February 18.

5. The ground training for the aircrews was completed on February 15. The Course was 132 hours classroom instruction on the C-97 and its systems (30 hours of which was a cruise control). Classes were 6 hours per day for 7 days a week. The grades will certainly justify your confidence in the Guard's

ability. The previous high score for MATS pilots taking this course was 98 percent. Two ANG pilots made near perfect scores of 99.4 percent (Capt. Carlos D. Markham, California, and Capt. Frank L. Slane, Oklahoma). Six of the Guard pilots equaled or exceeded the MATS high of 98 percent.

6. The previous high score for MATS flight engineers was 91 percent. Four Guard airmen scored 95.2 percent. (MSgt. John W. McCann, Minnesota; MSgt. Arthur L. Saunders, Oklahoma, TSgt. Robert E. Grady, New Hampshire; and TSgt. Irving C. Lewis, California). Twenty Guardsmen equaled or exceeded the MATS high of 91 percent and the entire class average exceeded the 91 percent, being 92.2 percent.

10. Aircrews began flying February 12, and through February 17, have flown 142 hours. In the simulator 228 hours have been logged through February 17. The instructor personnel at Travis have the highest confidence in the ability of our pilots to take over the C-97 and fly it.

DEAR MR. MARKEY: Reference is made to your letter of January 20 wherein you requested further amplification of our position and comments relating to air transport activities and equipment of the Air Reserve Forces.

The Air Reserve Forces, as well as the Air National Guard units, are military organizations, and hence could be expected to provide important hard-core airlift. As you may know, the Department of Defense has recently published its report which has been approved by the President. Contained in that report is the following statement: "The demands of the hard-core mission in terms of responsiveness, risks, and training are far beyond those that could reasonably be imposed on commercial carriers." The report further noted that "Air Force Reserve and Air National Guard units equipped with transport aircraft could serve beneficially in providing primary backup for the active military airlift force." We believe that the Air Reserve Forces and Air National Guard units might well be equipped with transport aircraft, and that such airlift capability should be applied to meeting and being ready to meet the Department's hard-core military airlift requirements.

We have been advised that the Air Reserve and/or Air National Guard units have provided constant air defense alert capability. Since the hard-core airlift requirements, other than those connected with the air movement of outsized and/or sensitive cargo, and military-type maneuvers require a constant alert and readiness posture, the units in question are seemingly suited for the hardcore airlift task. (It is assumed that these units would, if equipped with transport aircraft, be under the operational control of MATS.) Accordingly, to the extent that these units represent airlift capability, MATS active military airlift forces can be reduced thereby providing the Department with the economic resources to operate and maintain the Reserve units without imposing any additional burden on the taxpayers or depriving other elements of our Armed Forces of needed funds.

The hard-core type airlift requirements are such as to warrant a low utilization rate. To the extent that military airlift forces are employed in the air movement of the Department's routine personnel and cargo traffic it reduces the effectiveness of these forces. Therefore, we believe that Air Force Reserves and Air National Guard units, when equipped with transport aircraft, should not be used in meeting the Department's routine air logistic requirements, but instead should be kept in a high state of readiness. This policy should be similarly applied to MATS active transport forces in the national interest. To the extent that peacetime air transport capability is generated even at a low utilization rate, such capability, including that of MATS' active forces, should