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C117 Aircraft - Services: US Air Force Propulsion: 4x Pratt & Whitney F117-PW-100 turbofan engines Speed: 450 kts Range: Global with in-flight refueling Crew: Three (two pilots and cargo) Load: 102 troops/parachute; 36 liters and 54 ambulatory patients and attendants; 170,900 pounds (77,519 kilograms) of cargo (18 pallets)

The C-17 Globemaster serves as the United States Air Force's primary strategic lift aircraft for the global transport of troops and equipment. The C-17 is capable of rapidly delivering troops and all types of cargo to main operating bases or bases in the staging area. The aircraft can perform tactical airlift and airlift missions and can carry litter and ambulatory patients during aeromedical evacuation when required. The inherent flexibility and performance of the C-17 powertrain enhances the overall airlift system's ability to meet the United States' global air mobility requirements.

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Reliability and stability are two outstanding benefits of the C-17 system. Today's business demands demand reliability and stability. These requirements include a 92 percent probability of aircraft mission success, only 20 aircraft service hours per flight hour, and 74.7 and 82.5 percent full and partial flight capability, respectively.

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The Globemaster III is designed to land on runways as short as 3,500 feet and as narrow as 90 feet. Unlike a jet fighter, the C-17 can reserve and open very small airstrips at forward bases.

The C-17, designed to replace the C-141 Starlifter, made its first flight in September. January 15, 1991 and the first production model on June 14, 1993 in Charleston, S.C. Transferred to Charleston Air Force Base, known as Joint Base. January 17, 1995.

The C-17 is operated by the Air Mobility Command at Travis AFB, California. Dover AFB, Del.; Joint Base Lewis-McChord, Wash.; Joint Base Charleston, S.C. and Joint Base McGuire-Dix-Lakehurst, N.J.

Air National Guard 17th Airlift Wing, Jackson, Miss. And the 105th Airlift Wing, Stewart ANGB, N.Y. In addition, the Air Force Materiel Command operates two C-17s at Edwards AFB, California, and the Pacific Air Force Base operates aircraft at Elmendorf-Richardson, Alaska, and Joint Base Pearl Harbor-Hickam, Hawaii.

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Air Force Reserve Command operates the aircraft at March Air Force Base, California, and Wright-Patterson AFB, Ohio. The Air Education and Training Command has 17 aircraft at Altus AFB, Okla.

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Strykers, Bradleys likely to be in major US aid package for Ukraine. It ends a massive aid package for Ukraine that US officials say could be as much as $2... The McDonnell Douglas/Boeing C-17 Globemaster III is a large military transport aircraft developed for the United States Air Force (USAF) since the 1980s. By McDonnell Douglas in the early 1990s. The C-17 is named after the previous piston-engine 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 smaller prototype aircraft developed in the 1970s. It was designed to replace the Lockheed C-141 Starlifter and perform some of the functions of the Lockheed C-5 Galaxy. Compared to the YC-15, the redesigned aircraft differs in its swept wings, size and more powerful engines. Development was delayed by several design issues, which cost the company nearly $1.5 billion during the program's development. On September 15, 1991, almost a year later, the first C-17 made its maiden flight. The C-17 officially entered service with the USAF on January 17, 1995. Boeing, which merged with McDonnell Douglas in 1997, continued production of 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.

Landing Heavy Military Transport Turboprop Aircraft Stock Photo

The C-17 often performs tactical and strategic airlift missions, transporting troops and cargo; Additional roles include medical evacuation and air conditioning duties. The vehicle is in service with the USAF with the Heavy Airlift Wing based in India, the UK, Australia, Canada, Qatar, the United Arab Emirates, Kuwait and Europe. This type has been instrumental in providing humanitarian assistance following various natural disasters, including Operation Freedom in Afghanistan and Operation Iraqi Freedom in Iraq, as well as the 2010 Haiti earthquake and 2011 Sindh floods.

In the 1970s, the US Air Force began replacing the Lockheed C-130 Hercules tactical cargo aircraft.

An Advanced Medium STOL Transport (AMST) competition was held, with Boeing offering the YC-14 and McDonnell Douglas offering the YC-15.

Although both contests exceeded certain requirements, the AMST contest was canceled before a winner was selected. The USAF initiated the C-X program in November 1979 to produce a larger AMST with a longer range to enhance strategic airlift.

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By 1980, the USAF had a large fleet of aging C-141 Starlifter cargo planes. Conflicting factors require additional strategic airlift capabilities to meet rapidly deployable airlift requirements. The USAF identified mission requirements and issued a Request for Proposals (RFP) for the C-X in October 1980. McDonnell chose to build a new aircraft based on the Douglas YC-15. Boeing markets the large three-engine version of the AMST YC-14. Lockheed submitted the C-5-based design and the larger C-141 design. On August 28, 1981, McDonnell Douglas voted to establish a proposal designated C-17. Compared to the YC-15, the new aircraft differs in its swept wings, size and more powerful engines.

This would allow the Lockheed C-5 Galaxy to perform tasks performed by the C-141 and perform some duties, freeing up the C-5 fleet for offloading.

After the C-X competition, alternative proposals were made to meet the needs of the airline. These include upgrading the C-141A to the C-141B, ordering more C-5s, continuing to buy KC-10s, and expanding the Civilian Reserve Air Force fleet. Limited budgets have reduced the program, prompting a four-year delay. During this period, contracts were awarded for preliminary design work and completion of gin certification.

There have been criticisms of developing aircraft, and questions have been raised about more efficient alternatives today.

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The first flight of the C-17 took place on September 15, 1991 from the McDonnell Douglas factory in Long Beach, California, almost a year later.

The first aircraft (T-1) and five other production models (P1-P5) underwent extensive flight testing and evaluation at Edwards Air Force Base.

A static test of the C-17 wing in October 1992 failed at 128% of the design load limit, less than the 150% requirement. Both wings bent forward and there were failures in the wires, ends and ribs.

About $100 million has been allocated to restructure the wing; In a second test in September 1993, the wing failed 145%.

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A review of the test data showed that the wing was not properly loaded and did indeed meet the requirements.

In late 1993, the Department of Defense (DoD) gave contractors two years to address production issues and cost overruns or cancel the contract after the 40th aircraft was delivered.

By accepting the terms in 1993, McDonnell Douglas incurred losses of nearly $1.5 billion during the program's development.

In April 1994, the program remained over budget and did not meet weight, fuel consumption, payload and range specifications. It failed several critical criteria in airworthiness tests.

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In May 1994, it was proposed to reduce production to 32 aircraft; these cuts were later rescinded.

A July 1994 Management Accountability Office (GAO) report revealed that USAF and DoD inspections in 1986 and 1991 indicated that the C-17 could use 6,400 more runways than the C-5 outside the United States. , but these studies only consider runway dimensions, but no runway or classification numbers (LCN). C-5 is available

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