(Curtiss) C-46 Commando @·AIRCRAFTUBE

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    C-46 Commando
  • Curtiss CW-20T (The C-46 prototype) Curtiss CW-20T (The C-46 prototype)
    Curtiss CW-20T (The C-46 prototype)
  • C-46 Commando C-46 Commando
    C-46 Commando
  • Curtiss C-46 Commando Curtiss C-46 Commando
    Curtiss C-46 Commando
  • CW-20B Commando CW-20B Commando
    CW-20B Commando
  • Curtiss C-46 Commando Curtiss C-46 Commando
    Curtiss C-46 Commando
  • C-46D Commando C-46D Commando
    C-46D Commando

Curtiss-Wright C-46 Commando

The Curtiss C-46 Commando is a twin-engine transport aircraft derived from the Curtiss CW-20 pressurised high-altitude airliner design. Early press reports used the name 'Condor III' but the Commando name was in use by early 1942 in company publicity. It was used as a military transport during World War II by the United States Army Air Forces and also the U.S. Navy/Marine Corps, which used the designation R5C. The C-46 served in a similar role to its Douglas-built counterpart, the C-47 Skytrain, but it was not as extensively produced as the latter.

After World War II, a few surplus C-46 aircraft were briefly used in their originally designated role as passenger airliners, but the glut of surplus C-47s dominated the marketplace and the C-46 was soon relegated to primarily cargo duty. The type continued in U.S. Air Force service in a secondary role until 1968. The C-46 continues in operation as a rugged cargo transport for Arctic and remote locations with its service life extended into the 21st century.

Design and development

The prototype for what would become the C-46, the Curtiss CW-20, was designed in 1937 by George A. Page Jr., the chief aircraft designer at Curtiss-Wright. The CW-20 was a private venture intended to compete with the four-engined Douglas DC-4 and Boeing 307 Stratoliner by the introduction of a new standard in pressurized airliners. The CW-20 had a patented fuselage conventionally referred to as a "figure-eight" (or "double-bubble") which enabled it to better withstand the pressure differential at high altitudes. This was done by having the sides of the fuselage creased at the level of the floor that not only separated the two portions but shared in the stress of each, rather than just supporting itself. The main spar of the wing could pass through the bottom section which was mainly intended for cargo without intruding on the passenger upper compartment. A decision to utilize a twin-engine design instead of a four-engine configuration was considered viable if sufficiently powerful engines were available, allowing for lower operating costs and a less complex structure.

Engineering work involved a three-year commitment from the company and incorporated an extensive amount of wind tunnel testing at the California Institute of Technology (Caltech). The resultant design was a large but aerodynamically "sleek" airliner, incorporating the cockpit in a streamlined glazed "dome". The engines featured a unique nacelle tunnel cowl where air was ducted in and expelled through the bottom of the cowl, reducing turbulent airflow and induced drag across the upper wing surface. After a mockup was constructed in 1938, Curtiss-Wright exhibited the innovative project as a display in the 1939 New York World's Fair.

The company approached many airlines in order to obtain their requirements for an advanced airliner. No firm orders resulted, although 25 letters of intent were received, sufficient to begin production. The design of a 24–34 passenger airliner proceeded to prototype stage as the CW-20 at the St. Louis, Missouri facility with the initial configuration featuring twin vertical tail surfaces. Powered by two 1,700 hp (1,300 kW) R-2600-C14-BA2 Wright Twin Cyclones, the prototype, registered NX-19436 flew for the first time on 26 March 1940 with test pilot Edmund T. "Eddie" Allen at the controls. After testing, modifications were instituted, including the fitting of a large single tail to improve stability at low speeds.

The first prototype was purchased by the United States Army Air Forces (USAAF) to serve as a master for the series and was designated C-55. After military evaluation, the sole example was returned to Curtiss-Wright and subsequently re-sold to the British Overseas Airways Corporation (BOAC). During testing, General Henry H. "Hap" Arnold became interested in the potential of the airliner as a military cargo transport and on 13 September 1940, ordered 46 modified CW-20As as the C-46-CU Commando; the last 21 aircraft in this order were delivered as Model CW-20Bs, called C-46A-1-CU. None of the C-46s purchased by the U.S. military were pressurized and the first 30 delivered to the AAF were sent back to the factory for 53 immediate modifications. The design was then modified to the C-46A configuration, receiving enlarged cargo doors, a strengthened load floor and a convertible cabin that speeded changes in carrying freight and troops. The C-46 was introduced to the public at a ceremony in May 1942, attended by its designer, George A. Page Jr.

A total of 200 C-46As in two initial batches were ordered in 1940, although only two were actually delivered by December 7, 1941. At this time, one other important change was made; more powerful 2,000 hp Pratt & Whitney R-2800 Double Wasp engines replaced the two Wright Twin Cyclones. By November 1943, 721 modifications had been made to production models, although many were minor, such as fuel system changes and fewer cabin windows were also adopted. Subsequent military contracts for the C-46A extended the production run to 1,454 examples, 40 of which were destined for the U.S. Marine Corps, to be designated R5C-1. The military model was fitted with double cargo doors, a strengthened floor and a hydraulically operated cargo handling winch; 40 folding seats were the sole passenger accommodation for what was essentially a cargo hauler.

The final large production-run C-46D arrived in 1944–45, and featured single doors to facilitate paratroop drops; production totaled 1,430 aircraft. Although a one-off XC-46B experimented with a stepped windscreen and uprated powerplants, a small run of 17 C-46Es had many of the same features as the XC-46B along with three-bladed Hamilton-Standard propellers replacing the standard Curtiss-Electric four-bladed units. A last contract for 234 C-46Fs reverted to the earlier cockpit shape but introduced square wingtips. A sole C-46G had the stepped windscreen and square wingtips but the end of the war resulted in the cancellation of any additional orders for the type.

Operational history

Pacific Theater

Most famous for its operations in the China-Burma-India theater (CBI) and the Far East, the Commando was a workhorse in flying over "The Hump" (as the Himalaya Mountains were nicknamed by Allied airmen), transporting desperately needed supplies to troops in China from bases in India. A variety of transports had been employed in the campaign, but only the C-46 was able to handle the wide range of adverse conditions encountered by the USAAF. Unpredictably violent weather, heavy cargo loads, high mountain terrain, and poorly equipped and frequently flooded airfields proved a considerable challenge to the transport aircraft then in service, along with a host of engineering and maintenance nightmares due to a shortage of trained air and ground personnel.

After a series of mechanical problems were controlled if not surmounted, the C-46 proved its worth in the airlift operation in spite of continuing maintenance headaches. It could carry more cargo higher than other Allied twin-engine transport aircraft in the theater, including light artillery, fuel, ammunition, parts of aircraft and, on occasion, livestock. Its powerful engines enabled it to climb satisfactorily with heavy loads, staying aloft on one engine if not overloaded, though "war emergency" load limits of up to 40,000 lbs often erased any safety margins. Nevertheless, after the troublesome Curtiss-Electric electrically controlled pitch mechanism on the propellers had been removed, the C-46 continued to be employed in the CBI and over wide areas of southern China throughout the war years. Even so, the C-46 was referred to by ATC pilots as the "flying coffin" with at least 31 known instances of fires or explosions in flight between May 1943 and March 1945, and many others missing and never found. Other names used by the men who flew them were "The Whale," the "Curtiss Calamity," and the "plumber's nightmare". The C-46's huge cargo volume (twice that of the C-47), three times the weight, large cargo doors, powerful engines and long range also made it suitable for the vast distances of the Pacific island campaign. In particular, the U.S. Marines found the aircraft (known as the R5C) useful in their amphibious Pacific operations, flying supplies in and wounded personnel out of numerous and hastily built island landing strips.

Europe

Although not built in the same quantities as its more famous wartime compatriot, the C-47 Skytrain, the C-46 nevertheless played a significant role in wartime operations, although the aircraft was not deployed in numbers to the European theater until March 1945. It augmented USAAF Troop Carrier Command in time to drop paratroopers in an offensive to cross the Rhine River in Germany (Operation Varsity).

So many C-46s were lost in the paratroop drop during Operation Varsity that Army General Matthew Ridgway issued an edict forbidding the aircraft's use in future airborne operations. Even though the war ended soon afterwards and no further airborne missions were flown, the C-46 may well have been unfairly demonized. The operation's paratroop drop phase was flown in daylight at low speeds at very low altitudes by an unarmed cargo aircraft without self-sealing fuel tanks, over heavy concentrations of German 20 mm, 37 mm, and larger caliber antiaircraft (AA) cannon utilizing explosive, incendiary, and armor-piercing incendiary ammunition. By that stage of the war, German AA crews had trained to a high state of readiness; many batteries had considerable combat experience in firing on and destroying high-speed, well-armed fighter and fighter-bomber aircraft while under fire themselves. Finally, while many, if not all of the C-47s used in Operation Varsity had been retrofitted with self-sealing fuel tanks, the C-46s received no such modification. Although 19 of 72 C-46 aircraft were shot down during Operation Varsity, it is not as well known that losses of other aircraft types from AA fire during the same operation were equally as intense, including 13 gliders shot down, 14 crashed, and 126 badly damaged; 15 B-24 bombers shot down, and 104 badly damaged; 12 C-47s shot down, with 140 damaged.

Design shortcomings

Despite its obvious and valuable utility, the C-46 remained a maintenance nightmare throughout its AAF career. The official history of the Army Air Forces summarized its shortcomings:

But from first to last, the Commando remained a headache. It could be kept flying only at the cost of thousands of extra man-hours for maintenance and modification. Although Curtiss-Wright reported the accumulation by November 1943 of the astounding total of 721 required changes in production models, the plane continued to be what maintenance crews around the world aptly described as a "plumber's nightmare." Worse still, the plane was a killer. In the experienced hands of Eastern Air Lines and along a route that provided more favorable flying conditions than were confronted by military crews in Africa and on the Hump route into China, the plane did well enough. Indeed, Eastern Air Lines lost only one C-46 in more than two years of operation. But among the ATC pilots the Commando was known, with good reason, as the "flying coffin." From May 1943 to March 1945, Air Transport Command received reports of thirty-one instances in which C-46s caught fire or exploded in the air. Still others were listed merely as "missing in flight," and it is a safe assumption that many of these exploded, went down in flames, or crashed as the result of vapor lock, carburetor icing, or other defects.

During the war years, the C-46 was noted for an abnormal number of unexplained airborne explosions (31 between May 1943 and May 1945) that were initially attributed to various causes. In particular, the fuel system, which was quickly designed, then modified for the new, thirstier Pratt & Whitney engines, was criticized. The cause of the explosions was eventually traced to pooled gasoline from small leaks in the tanks and fuel system, combined with a spark, usually originating from open-contact electrical components. Though many service aircraft suffered small fuel leaks in use, the C-46's wings were unvented; if a leak occurred, the gasoline had nowhere to drain, but rather pooled at the wing root. Any spark or fire could set off an explosion. After the war, all C-46 aircraft received a wing vent modification to vent pooled gasoline, and an explosion-proof fuel booster pump was installed with shielded electrical selector switches in lieu of the open-contact type used originally.

Postwar

Overall, the C-46 had been successful in its primary role as a wartime cargo transport, and had benefited from a series of improvements. Like the C-47/DC-3, the C-46 seemed destined for a useful career as a postwar civilian passenger airliner, and was considered for that purpose by Eastern Airlines. However, the high operating costs of the C-46 (up to 50% greater than the C-47), soon caused most operators to change their minds. Consequently, most postwar C-46 operations were limited to commercial cargo transport, and then only for certain routes. One of the C-46's major drawbacks was the prodigious fuel consumption of its powerful 2,000 hp engines, which used fuel at a much higher rate than the C-47/DC-3. Maintenance was also more intensive and costlier. Despite these disadvantages, surplus C-46s were used by some air carriers, including Capitol Airways, Flying Tigers, Civil Air Transport (CAT) and World Airways to carry both cargo and passengers. Many other small carriers also eventually operated the type on both scheduled and non-scheduled routes. The C-46 became a common sight in South America, and was widely used in Bolivia, Peru, Brazil, Argentina and Chile, especially in mountainous areas (where a good climb rate and high service ceiling were required) or to overfly deep jungle terrain where ground transport was impracticable.

C-46 Commandos also went back to war. A dozen surplus C-46's were purchased in the US covertly for use in Israel's 1948 war for independence and flown to Czechoslovakia in a circuitous route along South America and then across to Africa. The type's long range proved invaluable flying cargo, including desperately needed dismantled S-199 fighters from Czechoslovakia as well as other weapons and military supplies. On the return flight the C-46's would dump bombs out the cargo door on various targets at night, including Gaza, El Arish, Majdal, and Faluja (both Egypt and Israel also used C-47s as bombers and transports locally). C-46's served both Korea and Vietnam for various USAF operations, including resupply missions, paratroop drops, and clandestine agent transportation. The C-46 was not officially retired from service with the U.S. Air Force until 1968. The type also served under a U.S. civilian agency, the Central Intelligence Agency (CIA). The C-46 played a supporting role in many clandestine operations during the late 1940s and early 1950s, including resupply efforts to Chiang Kai-Shek's troops battling Mao's Communists in China as well as flying cargoes of military and medical supplies to French forces via Gialam Airfield in Hanoi and other bases in French Indochina. The CIA operated its own "airline" for these operations, Civil Air Transport (CAT), which was eventually renamed Air America in 1959. An Air America C-46 was the last fixed-wing aircraft flown out of Vietnam [Saigon] at the close of hostilities there. On 29 April 1975, Capt. E. G. Adams flew a 52-seat version, with 152 people on board, to Bangkok, Thailand. The C-46 was also employed in the abortive U.S.-supported Bay of Pigs invasion in 1961. The Republic of China Air Force operated the C-46 up until 1982 at which time it was retired from service.

Although their numbers gradually began to dwindle, C-46s continued to operate in remote locations, and could be seen in service from Canada and Alaska to Africa and South America. In the late 1970s and early 1980s, the Canadian airline Lamb Air operated several C-46s from their bases in Thompson and Churchill, Manitoba. One of the largest C-46 operators was Air Manitoba, whose fleet of aircraft featured gaudy color schemes for individual aircraft. In the 1990s, these aircraft were divested to other owner/operators.

Between 1993 and 1995, Relief Air Transport operated three Canadian registered C-46s on Operation Lifeline Sudan from Lokichoggio, Kenya. These aircraft also transported humanitarian supplies to Goma, Zaire and Mogadishu, Somalia from their base in Nairobi, Kenya. One of the aircraft (C-GIXZ) was lost near Lokichoggio while the remaining two (C-GTXW & C-GIBX) eventually made their way back to Canada.

Buffalo Airways currently operate two, primarily used in Canada's Arctic. Their aircraft have been featured on the Ice Pilots NWT television show.

Two C-46s, formerly owned and operated by Relief Air Transport in Africa, were operated as freighters for First Nations Transportation in Gimli, Manitoba, but the airline has now ceased operations with one aircraft sold to Buffalo Airways and the other tied up in receivership. According to First Nations Transport, as of Jan 2016, the aircraft is claimed to be airworthy with two new engines and available for sale with the fire bottles and props needing updates

The Japan Air Self-Defense Force used the Commando until at least 1966, when they began development of the Kawasaki C-1.

Prices for a used C-46 in 1960 ranged from £20,000 for a C-46F conversion, to £60,000 for a C-46R.

Variants

  • CW-20 : Original passenger airliner design.
  • CW-20T : The original passenger airliner prototype, fitted with a dihedralled tailplane and endplate vertical tail fins, powered by two 1,700 hp (1,268 kW) Wright R-2600 Twin Cyclone radial piston engines.
  • CW-20A : Company designation of the C-55.
  • CW-20B : Company designation of the C-46A.
  • CW-20B-1 : Company designation of the XC-46B.
  • CW-20B-2 : Company designation of the C-46D.
  • CW-20B-3 : Company designation of the C-46E.
  • CW-20B-4 : Company designation of the C-46F.
  • CW-20B-5 : Company designation of the C-46G.
  • CW-20E : Company designation of the AC-46K.
  • CW-20G : Company designation of the XC-46C.
  • CW-20H : Company designation of the XC-46L.
  • C-55 : Modification to the original CW-20T prototype, tail redesigned with a large single vertical tail-fin and rudder, and a horizontal tailplane with no dihedral and other improvements, including a change to Pratt & Whitney R-2800-5 radial engine. It was used as a C-46 military transport prototype aircraft, also designated XC-46. Later sold to BOAC
  • C-46 Commando : Twin engined military transport aircraft, powered by two 2,000 hp (1,491 kW) Pratt & Whitney R-2800-43 radial piston engines.
  • C-46A Commando : Twin-engined military transport aircraft, powered by two 2,000 hp (1,419 kW) Pratt & Whitney R-2800-51 radial piston engines, fitted with a large cargo door on the port side of the fuselage, equipped with strengthened cargo floor, a hydraulic winch and folding seats for up to 40 troops.
  • TC-46A : Three C-46As converted to crew trainers.
  • XC-46A : A C-46A used for development tests; converted back to C-46 after tests were completed.
  • XC-46B Commando : One C-46A was converted into a test aircraft to evaluate a stepped windscreen design, it was powered by two 2,100 hp (1,567 kW) R-2800-34W radial piston engines with water injection.
  • XC-46C Commando : Redesignated from C-46G, later redesignated XC-113.
  • C-46D Commando : Twin-engined personnel, paratroop transport aircraft, fitted with an extra door on the port side; 1,610 built.
  • TC-46D : 15 C-46Ds converted to crew trainers.
  • C-46E Commando : 17 C-46Ds modified with a large single cargo door on the port side of the fuselage, fitted with a stepped windscreen and 2,000 hp R-2800-75 engines with 3-bladed Hamilton Standard propellers.
  • ZC-46E : Redesignation of C-46Es in 1946.
  • C-46F Commando : Twin-engined cargo transport aircraft, equipped with single cargo doors on both sides of the fuselage, fitted with square cut wingtips; 234 built.
  • C-46G Commando : This one-off aircraft was fitted with a stepped windscreen and square wingtips, one built.
  • C-46H : More powerful version of C-46F, equipped with twin tail wheels, 300 ordered but later cancelled. One C-46A was modified to C-46H standard after WWII.
  • C-46J : Planned update for C-46E with stepped windscreen; never ordered.
  • AC-46K Commando : Unbuilt version, intended to be powered by two 2,500 hp (1865-kW) Wright R-3350-BD radial piston engines.
  • XC-46K : Conversion project for C-46F with two 2,500 hp Wright R-3350-BD engines.
  • XC-46L : In 1945 three C-46As were fitted with Wright R-3350 radial piston engines.
  • XC-113 : Engine change: One C-46G, s/n 44-78945, was converted into an engine testbed, the aircraft was fitted with a General Electric T31 turboprop in place of right hand side R-2800. The aircraft handled so poorly on the ground that it was never flown.
  • R5C-1 : Twin-engined military transport aircraft for the U.S. Marine Corps. Similar to the C-46A Commando; 160 built.
  • C-46R : Riddle Airlines, of USA, conversion, with modification kit (mid-1950s) which added 40mph (64km/h) to cruising speed and 2,204 Ib (1,000 kg) to the payload. Riddle subsequently converted its own fleet of 32 to have 2,100 hp Pratt & Whitney engines. This conversion was also referred to as the Super 46C.

Some military operators

Bolivia, Brazil, Republic of China, Cuba, Dominican Republic, Egypt, Haitian Air Corps, Israeli Air Force, Japan, South Korean Air Force, Mexico, Peru, Soviet Air Force (One aircraft only), United States Army Air Forces, United States Air Force, United States Marine Corps, United States Navy.

Some civil operators

Brazil (SADIA and Varig), Canada (Air Manitoba, Buffalo Airways, Lambair, First Nations Transportation, Pacific Western Airlines), Irish International Airlines (Seaboard & Western Airlines), Kenya (Relief Air Transport), British Overseas Airways Corporation (CW-20) and in the US: Capitol Air, Civil Air Transport (later became Air America), Delta Air Lines, Resort Airlines and Riddle Airlines.

Accidents and incidents

Like every other major type in long service and operation, accidents and incidents have been recorded that have substantially reduced the numbers flying. The following list is typical of such a record of operational use.

1940s

  • 20 September 1944: USAAF C-46A 42-107397 went missing during a nighttime navigation training mission both leaving and returning to Syracuse Army Air Base. The wreckage was found in August 1945 on NE face of Blue Ridge Mountain near Speculator, NY. All three servicemen perished.
  • 2 February 1945: USMC R5C-1 39504 disappeared south of Los Angeles with seven on board.
  • 4 February 1945: While flying over remote jungle 55 mi northwest of Jorhat, USAAF C-46A 42-107386 developed mechanical problems that led to an in-flight fire and crashed near the top of a jungle-covered hill at 6559 feet and burned out, killing 34 of 35 on board.
  • 4 March 1945: USAAF C-46A 44-77654 was shot down by anti-aircraft fire and crashed off Orfordness after it wandered into a restricted area over the English Channel after the pilot got lost, killing the four crew. The crew was returning from dropping off a Waco CG-13A glider in France.
  • 6 May 1945: USAFF C-46D 44-77839 hit a radar tower when flying in low cloud and crashed into Gibbet Hill, Hindhead, England, killing all 30 on board and 1 on the ground.
  • 23 May 1945: USAAF C-46D 44-77507 crashed at Taillefontaine, France due to an engine fire, killing all 44 on board.
  • 14 June 1945: USAAF C-46D 44-77948 crashed near Oakridge, Mississippi due to loss of control after the aircraft was struck by lightning, killing 17 of 18 on board.
  • 28 September 1945: USAAF C-46D 42-101183 crashed 20 mi southeast of Chihkiang, killing 20.
  • 5 October 1945: USAAF C-46A 41-5190 struck Mount Baldy in the San Gabriel Mountains, killing all four on board.
  • 10 October 1945: USAAF C-46D 44-78490 struck the north face of Sarwaged Mountain (14 mi north of Boana, Papua New Guinea) in poor weather, killing the five crew.
  • 12 October 1945: While trying to navigate their approach to Beijing Nanyuan Airport, USAAF C-46F 44-78591 (carrying four US crew and 55 Chinese soldiers) struck a radio antenna and crashed, killing all on board in the deadliest accident involving the C-46.
  • 26 October 1945: USAAF C-46D 44-77561 crashed in a forest 42 mi east of Coos Bay, Oregon while attempting to return to Fresno due to poor visibility, killing three of 12 on board; the crew bailed out at some point after which the aircraft crashed. Five survivors were found two days later and the remaining four were found later on; two of the dead were found in the wreckage and the third remained missing as of 5 December 1945.
  • 30 October 1945: USAAF C-46A 43-47228 crashed into a hill after takeoff from Zhijiang after the aircraft did not gain sufficient altitude due to possible engine problems, killing 45 of 50 on board.
  • 8 April 1946: A C-46 crashed after takeoff from Chongqing Airport due to losing its course, killing all on board, including Ye Ting, Wang Ruofei, Qin Bangxian and Deng Fa.
  • 13 July 1946: A Central Air Transport C-46 crashed just after takeoff from Jinan Airport due to engine failure, killing 13 of 49 on board.
  • 10 December 1946: US Marine Corps R5C-1 39528 en route from San Diego to Seattle crashed into South Tahoma Glacier on the side of Mount Rainier in Washington, killing all 32 US Marines on board. The pilot was flying entirely by instruments in severe weather and it was determined that wind had moved the aircraft off course. At the time, this accident was the worst in U.S. aviation history.
  • 25 December 1946: In what would be known as China's "Black Christmas", a China National Aviation Corporation C-46 (115) crashed while on approach to Longhua Airport in poor visibility, killing 31 of 36 on board (some sources say 29 dead); this aircraft was one of three that crashed on this night.
  • 5 January 1947: A China National Aviation Corporation C-46 (XT-T51 / 121) struck a mountain west of Qingdao, China, killing all 43 on board. All Chinese commercial aircraft were grounded for a week pending investigation of this crash as well as the three crashes a week earlier.
  • 28 January 1947: A China National Aviation Corporation C-46 (XT-T45 / 145) crashed 30 minutes after takeoff from Hankou, killing 25 of 26 on board.
  • 14 February 1947: A Slick Airways C-46E (NC59486) crashed at Denver due to a loss of control, killing both pilots.
  • 21 August 1947: A Slick Airways C-46E (NC59488) crashed at Hanksville, Utah after entering a thunderstorm, killing all three on board; the aircraft struck a mountain while flying too low.
  • 20 January 1948: A China National Aviation Corporation C-46 crashed on takeoff from Mukden, China, killing 11 of 54 on board.
  • 16 May 1948: A Slick Airways C-46E (NC56489) crashed near Port Columbus International Airport due to a loss of control following structural failure of the tail, killing both pilots.
  • 23 May 1948: Still bearing the registration of Panamanian airline LAPSA, Israeli Air Force C-46 RX-136 crashed on a slope near Latrun in poor visibility; the navigator died when the fuselage of an Avia S-199 the aircraft was carrying broke loose and slid forward into the cockpit.
  • 29 July 1948: A Civil Air Transport C-46D (XT-822) crashed at Qingdao Airport after entering a spin after takeoff, killing all 19 on board.
  • 24 October 1948: A Transandina Ecuador C-46 (HC-SIA) crashed in a lagoon near Cozumel, Mexico while attempting to land, killing all eight on board.
  • 5 December 1948: A Central Air Transport C-46 (XT-538) crashed at Kiangwan, killing nine of 40 on board.
  • 5 March 1949: USAF C-46D 44-77335 crashed shortly after takeoff from Naha AFB, killing six of 22 on board.
  • 27 May 1949: A Trans-Air Hawaii C-46F (N5615V) crashed and burned at Maui, Hawaii due to wing separation caused by an engine fire, killing both pilots; the fire was caused by a number eight cylinder failure on the number two engine.
  • 2 June 1949: A Central Air Transport C-46 (XT-520) crashed 200 mi N of Chongqing, killing the three crew.
  • 7 June 1949: A Strato-Freight C-46D (NC92857) crashed on climbout from Isla Grande Airport following a loss of power in the right engine due to maintenance errors, killing 53 of 81 on board; the accident remains the worst in Puerto Rico.
  • 12 July 1949: Standard Air Lines Flight 897R (a C-46E, N79978) crashed at Chatsworth, California, due to pilot error, killing 35 of 48 on board.
  • 19 July 1949: An Air Transport Associates C-46F (N5075N) crashed on takeoff from Boeing Field after the left engine lost power, probably due to use of low-octane fuel, killing two of 32 on board; one person on the ground also died.
  • 2 August 1949: A Varig C-46D (PP-VBI) operating a flight from São Paulo-Congonhas Airport to Porto Alegre made an emergency landing on rough terrain near the location of Jaquirana, approximately 20 minutes before landing in Porto Alegre, following fire on the cargo hold. Of the 36 passengers and crew aboard, five died.
  • 9 October 1949: Slick Airways Flight 11-8 (a C-46E, NC59485) crashed near Cheyenne, Wyoming due to loss of control caused by icing and severe turbulence, killing all three on board.
  • 4 December 1949: A Civil Air Transport C-46 crashed in China, killing the five crew; the aircraft was carrying a cargo of fuel.
  • 9 December 1949: A Civil Air Transport C-46D (XT-820) crashed near Lanzhou, killing all 38 on board.
    • 10 December 1949: A Civil Air Transport C-46D (XT-814) crashed at Haikou, killing 17 of 40 on board.

    1950s

  • 27 May 1950: A Regina Cargo Airlines C-46F (N9406H) crashed on takeoff from Teterboro Airport due to overloading and engine problems, killing one of the pilots; the airline's AOC was suspended following the crash.
  • 5 June 1950: A Westair Transport C-46F (N1248N) operating a flight from San Juan, PR to Wilmington, NC ditched into the Atlantic 300 miles east of Melbourne, Florida due to failure of both engines for reasons unknown. It sank in one of the deepest areas of the Atlantic and could not be recovered. Of the 65 passengers and crew aboard, 28 died.
  • 23 July 1950: USAF C-46D 44-77577 lost control and crashed shortly after takeoff from Myrtle Beach AFB after the left aileron separated, killing all 39 on board.
  • 8 January 1951: USAF C-46D 44-78505 crashed on landing at Chungju (K-41) Air Base, South Korea; the aircraft struck two other C-46Ds, 44-78270 and 44-78262. Two of three on board 478505 died.
  • 14 February 1951: A LANSA C-46A (HK-333) crashed near Yalí, Colombia, killing both pilots.
  • 25 February 1951: USAF C-46D 44-78257 crashed into high ground near Iwakuni MCAS while returning to Taegu (K-2) Air Base, killing the three crew.
  • 29 July 1951: A Lóide Aéreo Nacional C-46A (CB-39), flying from Cochabamba to Rio de Janeiro, probably operating a delivery ferry flight still bearing the Bolivian registration number, crashed on takeoff. All seven occupants died.
  • 27 September 1951: USAF C-46D 44-77713 struck Mount Tanazawa, killing all 14 on board.
  • 16 December 1951: A Miami Airlines C-46F (N1678M) stalled and crashed at Elizabeth, New Jersey due to an engine fire, killing all 56 on board. The aircraft was leased from the USAF.
  • 29 December 1951: Continental Charters Flight 44-2 (a C-46A, N3944C) struck Bucktooth Ridge near Napoli, New York due to pilot error, killing 26 of 40 on board.
  • 30 December 1951: Transocean Air Lines Flight 501 (a C-46F, N68963) crashed near Fairbanks, Alaska due to spatial disorientation caused by pilot error, killing all four on board.
  • 5 April 1952: US Airlines Flight 4-2, a C-46F (N1911M), was on a maneuvering flight from Fort Lauderdale to Teterboro when it lost and control and crashed near Idlewild Airport following a sudden engine failure, killing both pilots and three people on the ground.
  • 18 April 1952: Robin Airlines Flight 416W (a C-46E, N8404C) crashed into a hill near Whitter, California after the pilot descended too low, killing all 29 on board. The aircraft was leased from Air Charters.
  • 24 May 1952: A Lóide Aéreo Nacional C-46D (PP-LDE) during take-off from Manaus-Ponta Pelada stalled when trying to return to the airport following an engine failure. It crashed into the Rio Negro. The 6 occupants died.
  • 4 August 1952: A private C-46A (N79096) crashed at Miami International Airport after the elevator control system failed due to poor maintenance, killing all four on board.
  • 16 October 1952: USAF C-46D 44-77538 crashed off Kangnung Air Base after takeoff, killing all 25 on board.
  • 15 November 1952: USAF C-46D 44-78114, of the 34th Troop Carrier Squadron, 315th Air Division, crashed in the Sea of Japan off Kangnung, South Korea after takeoff, killing 11 of 18 on board.
  • 21 December 1952: A RANSA C-46D (YV-C-ARC) disappeared over the Atlantic en route to Miami with three on board.
  • 7 January 1953: An Associated Air Transport C-46F (N1648M) crashed 8 mi west of Fish Haven, Idaho after the pilot involuntary descended into icing and turbulent conditions, killing all 40 on board; the wreckage was found five days later.
  • 9 February 1953: Egyptian Air Force C-46D 1001 crashed in the desert 40 mi east of Cairo, killing 30 of 35 on board.
  • 4 March 1953: Slick Airways Flight 162-3, a C-46F (N4717N), crashed near Bradley Field due to pilot error following a missed approach, killing both pilots.
  • 20 August 1953: An Itaú C-46A (PP-ITD) crashed and caught fire during an emergency landing at Corumbá. Three crew members died and one survived.
  • 28 September 1953: Resort Airlines Flight 1081, a C-46F (N66534) stalled and crashed while on approach to Standiford Field after the left elevator separated due to improper maintenance and incorrect parts, killing 25 of 41 on board. The aircraft was leased from the USAF.
  • 15 December 1953: An Aviateca C-46D (TG-AQA) crashed into Cerro Tecpan, killing both pilots.
  • 1 February 1954: USAF C-46D 44-48027 crashed off Hokkaido while the pilot was attempting to ditch the aircraft in the Tsugaru Straits following a possible in-flight fire, killing all 35 on board.
  • 13 March 1954: An Aigle Azur Maroc C-46E (F-DAAR) was destroyed on the ground by mortar fire at Gia Lam Airport during the Battle of Dien Bien Phu.
  • 4 June 1954: A Varig C-46A (PP-VBZ) operating a cargo flight between São Paulo-Congonhas Airport and Porto Alegre crashed during take-off from São Paulo. All crew of 3 died.
  • 2 April 1955: An AAXICO Airlines C-46A (N51424) lost control and crashed off Pensacola, Florida after encountering turbulence while flying through a thunderstorm, killing both pilots.
  • 3 April 1955: An Itaú C-46A (PP-ITG) struck a hill two miles short of the runway while on an instrument approach to Vitória. The crew of three died.
  • 18 June 1955: A Tigres Voladores C-46 (XA-LID) struck trees and crashed on takeoff from Leon Airport due to engine failure, killing two of 42 on board.
  • 13 July 1955: A Lineas Interamericana Aérea C-46 (HK-607) crashed at Capacho, Venezuela, killing three of four on board.
  • 14 September 1955: An AVENSA C-46 (YV-C-EVL) disappeared over the Gulf of Venezuela with four crew on board.
  • 17 December 1955: A Riddle Airlines C-46A (N9904F) broke up in mid-air following a loss of control and crashed in a cornfield near Hollywood, South Carolina, killing both pilots.
  • 9 September 1956: A Jordan International Airlines C-46A (JY-ABV) bounced off a hill and crashed while attempting to return to Marka International Airport following problems on climbout, killing one of 57 on board.
  • 4 March 1957: JASDF C-46D 51-1110 ditched off Miho Air Base, killing all 17 on board.
  • 7 April 1957: A Varig C-46A (PP-VCF) operating a flight from Bagé to Porto Alegre crashed during takeoff from Bagé, following a fire developed in the left main gear wheel well and consequent technical difficulties. All 40 passengers and crew died.
  • 19 June 1957: Two Western Hemisphere Import Export Co. C-46As (42-96685 and N8013N) were damaged in a storm at Panagarh after a hangar collapsed.
  • 25 June 1957: A Sociedad Aeronautica Medellin (SAM) C-46D (HK-513) crashed near Guarne, Colombia for reasons unknown, killing both pilots.
  • 3 October 1957: A Lebanese International Airways C-46A (OD-ACK) lost control and crashed off Beirut while attempting to return following a possible in-flight fire, killing all 27 on board.
  • 30 March 1958: An Aerolíneas Nacionales C-46D (TI-1019) was forced down by rebels and crashed 35 mi from Havana.
  • 31 May 1958: A Paraense C-46D (PP-BTB) crashed on climbout from Rio de Janeiro-Santos Dumont while operating a cargo flight. The crew of four died.
  • 5 September 1958: A Lóide Aéreo Nacional C-46D (PP-LDX) crashed during approach to Campina Grande. Of a total of 18 people aboard, 2 crew members and 11 passengers died.
  • 29 September 1958: A Republic of China Air Force C-46 was shot down over Formosa Strait during a supply flight, killing a crewmember; the remaining two were captured and taken prisoner.
  • 16 November 1958: A Capitol Airways C-46F (N1301N) struck a mountain 23 mi west of Fort Collins, Colorado at 8700 feet in turbulence and icing conditions following engine failure, killing both pilots.
  • 16 January 1959: Austral Líneas Aéreas Flight 205 crashed on approach to Mar del Plata killing 51 occupants: five crew members and 46 passengers. The cause of the crash was determined as pilot error.
  • 21 January 1959: A Linea Expresa Bolivar (LEBCA) C-46D (YV-C-LBI) struck Páramo La Culata mountain (20 mi northeast of Mérida, Venezuela) in clouds, killing all four on board. The pilot was unfamiliar with the terrain and was flying too low.
  • 30 March 1959: Riddle Airlines Flight 402 (a C-46A, N7840B) lost control and crashed at Alma, Georgia following a fire in the cargo hold, killing both pilots.
  • 17 April 1959: A Tigres Voladores C-46F (XA-MIS) crashed near Bahía Kino following a possible mid-air explosion, killing all 26 on board.
  • 6 May 1959: A Paraense C-46A (PP-BTA) crashed shortly after takeoff from Belém-Val de Cães. Three crew members died.
  • 13 May 1959: A Transportes Aéreos Peruanos (TAPSA) C-46A (OB-WBP-507) crashed into a hillside 19 miles south of Tournavista, Peru, killing all 12 on board.
  • 21 May 1959: A Lineas Aéreas Interpolar C-46 (CC-CIA-497) struck Cerro Shano mountain (near Moro, Peru), killing all eight on board.
  • 1 June 1959: An Aerolíneas Nacionales C-46 (TI-1022) was shot down by a Nicaraguan Air Force P-51 over Nicaragua, resulting in the death of both pilots.
  • 15 July 1959: A Paraense C-46A (PT-BEE) force-landed near Babaçulândia, Brazil following an in-flight fire, killing two of the three crew. The fire was caused by a fuel leak.
  • 2 September 1959: Aaxico Airlines Flight 7002, (a C-46F, N5140B) stalled and crashed at Dyess AFB following a loss of elevator control, killing both pilots. Investigation revealed that a bolt had fallen out of the elevator control mechanism.
  • 8 December 1959: A SAM C-46A (HK-515) crashed off Moron Island, Colombia for reasons unknown, killing all 45 on board. Eight days after the crash, the right main landing gear was found near Moron Island.

    1960s

  • 19 March 1960: SAM Flight 901 (a C-46A, HK-516) crashed 7 mi northwest of Planeta Rica, Colombia due to engine failure and pilot error, killing 25 of 46 on board.
  • 5 April 1960: A Líneas Aéreas de Nicaragua (LANICA) C-46A (AN-AIN) crashed on a hillside short after takeoff from Siuna Airport, killing two of 18 on board. The cause of the crash was traced to propeller problems.
  • 22 September 1960: A Paraense C-46A (PP-BTF) crashed shortly after takeoff from Belém-Val de Cans. Seven occupants died.
  • 29 October 1960: A chartered C-46 carrying the Cal Poly football team crashed on takeoff in Toledo, Ohio, resulting in the death of 22 of the 48 people on board.
  • 7 December 1960: A Real C-46A (PP-AKF) belonging to Transportes Aéreos Nacional operating flight 570 from Cuiabá to Manaus-Ponta Pelada crashed on Cachimbo mountains. The no.2 engine failed during the flight. Altitude was lost, the pilot jettisoned some of the cargo but the aircraft continued to lose height. It crashed and caught fire and 15 passengers and crew died.
  • 13 August 1961: A Curtiss C-46F transport plane operated by the CIA's Air America airline crashed near Pha Khao in Laos, killing all 5 crew members on board. The crew was on a mission to drop supplies for General Vang Pao's Hmong army when the plane suffered a mechanical problem.
  • 30 April 1964: An Aerolineas Carreras C-46D (HK-527) made an emergency landing in the Andean region of Puna de Atacama, Argentina on a cargo flight between Lima, Perú and Buenos Aires, Argentina all crew was safe and rescued with the only loss of a handful of thoroughbred mares they were shipping.
  • 20 June 1964: Civil Air Transport Flight 106 (a C-46D, B-908) crashed on climbout from Taichung Airport due to loss of control following engine problems, killing all 57 on board.
  • 12 August 1965: A Paraense C-46A (PP-BTH) en route to Cuiabá caught fire and crashed in Buracão, close to Barra do Bugre, in the State of Mato Grosso. All 13 passengers and crew died.
  • 11 July 1966: An Aeropesca Colombia C-46D (HK-527) disappeared near Cerro el Planchon, Chile on a cargo flight between El Dorado International Airport, Bogota, Colombia and Buenos Aires, Argentina with the loss of a crew of eight.
  • 16 April 1969: Shortly after takeoff, a CIA-chartered (operated by WIGMO) C-46 (9T-PLJ?) crashed into the Congo River, killing all 45 people on board. The pilot had reported a landing gear malfunction, and was trying to return to N'djili Airport.

    1970s

  • 10 May 1973: A private C-46A (N446M) landed wheels-up near Ellington Field following engine problems; both pilots survived, but the aircraft was written off. The cause was traced to improper maintenance and pilot error.
  • 22 February 1974: A SAVCO C-46A (CP-1052) lost control and crashed 5 mi southwest of San Francisco de Moxos, Bolivia after the cargo shifted, probably due to turbulence, killing all seven on board.
  • 26 August 1974: A Tri-9 Corporation C-46F (N9760Z) was written off at Phnom Penh Airport following a rocket attack.
  • 8 September 1974: A TAISA C-46D (TI-1010C) struck a mountainside near Port-au-Prince, Haiti due to engine failure, killing all four on board.
  • 25 December 1974: A Cambodian International Airlines C-46A (XW-PKJ) crashed in a forest at Bannak, Cambodia, presumably killing both pilots. The aircraft was leased from Lane Xang Airlines.
  • 24 April 1975: A SAVCO C-46D (CP-1063) struck Machu Sayari after the pilot descended too soon, killing all three on board.
  • 19 October 1975: An Aerovias Las Minas C-46A (CP-992) crashed at Trinidad, Bolivia, killing the three crew.
  • 16 September 1976: An Aerosucre Colombia C-46D (HK-1282) disappeared on a cargo flight en route to Queen Beatrix International Airport, Oranjestad, Aruba with two crew.
  • 14 August 1978: An Aeropasca Colombia C-46F (HK-1350) struck Mount Paramo de Laura in bad weather, killing all 18 on board. The pilots did not realize the aircraft had been blown off course due to insufficient navigation equipment; the aircraft was also overloaded.
  • 4 August 1979: An Aircraft Line Maintenance C-46A (N8040Y, ex Austral LV-FSA) was being ferried from Buenos Aires to Miami when it struck a glacier on Cerro Tupangato in the Andes and broke in three, killing the five crew; the wreckage was found in 1981 by a Chilean rescue team searching for a missing helicopter.
  • 13 November 1979: A Lambair C-46F (C-GYHT) crashed after take off from Churchill, Manitoba. The aircraft, nicknamed Miss Piggy, was carrying a load of one snowmobile and many cases of pop when it lost oil pressure in the left engine shortly after take-off. The crew attempted to land the aircraft, crashing several hundred meters short of the runway. Two of the three crew members were injured. The wreckage remains in place today.

    1980s

  • 15 November 1980: A BWI Leasing C-46A (N355BY) crashed off Norman's Cay, Bahamas; there were no casualties, but the aircraft was written off.

    2000s

  • 21 April 2012, 7 minutes after taking off from Viru – Viru International, Santa Cruz de la Sierra – Bolivia, Curtiss C-46 CP-1319 lost one engine and crashed with the loss of a crew of three and one injured.
  • 25 September 2015, Buffalo Airways Flight 525 (a C-46A, C-GTXW) diverted to Déline Airport, Northwest Territories following engine failure and performed an emergency gear-up landing. Although the aircraft was substantially damaged and ultimately written off, all four on board were not injured.

    — — — = = — — —

    This text is available under the Creative Commons Attribution-ShareAlike License
    Source : Article Curtiss C-46 Commando of Wikipedia ( authors )

    • Curtiss-Wright C-46 Commando

    • Role : Military transport aircraft.
    • National origin : United States.
    • Designer : George A. Page Jr.
    • Manufacturer : Curtiss-Wright.
    • First flight : 26 March 1940.
    • Introduction : 1941.
    • Status : Active in limited civilian use.
    • Primary users :
      • United States Army Air Forces.
      • United States Air Force.
      • United States Marine Corps.
      • United States Navy.
    • Produced : 1940–1945.
    • Number built : 3,181.

      • Specifications (C-46A)

    • Crew : 4.
    • Capacity :
      • 40 troops or
      • 30 stretcher patients or
      • 15,000 lb (6,800 kg) cargo.
    • Length : 76 ft 4 in (23.27 m).
    • Height : 21 ft 9 in (6.63 m).
    • Wingspan : 108 ft 0 in (32.9 m).
    • Wing area : 1,360 ft² (126.8 m²).
    • Wing loading : 35 lb/ft² (170 kg/m²).
    • Airfoil : root: NACA 23017; tip: NACA 4410.5.
    • Empty weight : 32,400 lb (14,700 kg).
    • Max takeoff weight : 48,000 lb (22,000 kg).
    • Maximum speed : 270 mph (430 km/h, 230 kts) at 15,000 ft (4,600 m).
    • Cruise speed : 173 mph (278 km/h, 150 kts).
    • Range : 3,150 mi (5,070 kts, 2,740 nmi) at 173 mph (150 kts; 278 km/h) ; 1,000 mi (870 nmi; 1,600 kts) at 237 mph (206 kts; 381 km/h).
    • Service ceiling : 24,500 ft (7,500 m).
    • Rate of climb : 1,300 ft/min (6.6 m/s).
    • Time to altitude : 10,000 ft (3,000 m) in 17 minutes 24 seconds.
    • Powerplant : Two Pratt & Whitney R-2800-51 Double Wasp 18-cylinder air-cooled radial piston engines.
    • Power : 2,000 hp (1,500 kW) each.
    • Minimum power/mass : 0.083 hp/lb (140 W/kg).
    • Propellers : 4-bladed Curtiss Electric constant-speed propellers.

    — — — = = — — —

    This text is available under the Creative Commons Attribution-ShareAlike License
    Source : Article Curtiss C-46 Commando of Wikipedia ( authors )
    Curtiss C-46 Commando : Your comments on this subject
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