Fairchild C-123 Provider
| C-123 Provider | |
|---|---|
| |
| A United States Coast Guard HC-123B Provider from CGAS Miami. | |
| Role | Military transport aircraft |
| Manufacturer | Chase Aircraft Fairchild Aircraft |
| First flight | 14 October 1949 |
| Primary users | United States Air Force United States Coast Guard South Vietnamese Air Force |
| Variants | Stroukoff YC-134 |
The C-123 Provider was an American military transport aircraft designed by Chase Aircraft and subsequently built by Fairchild Aircraft for the United States Air Force. In addition to its USAF service, which included later service with the Air Force Reserve and Air National Guard, it also went on to serve most notably with the United States Coast Guard and various air forces in South East Asia.
Design and development
The C-123 Provider was designed originally as an assault glider aircraft for the United States Air Force (USAF) by Chase Aircraft as the XCG-20 (Chase designation MS-8 Avitruc)[1] Two powered variants of the XCG-20 were developed during the early 1950s, as the XC-123 and XC-123A. The only difference between the two was the type of engines used. The XC-123 used two Pratt & Whitney R-2800-23 air-cooled radial piston engines, and was then modified as the XC-123A with four General Electric J47-GE-11 turbojets, in two pods.[2] The XC-123A also has the distinction, while only experimental, of being the USAF first jet powered military transport.[3] While the piston powered XC-123 was initially well regarded for tactical transport for its ruggedness and reliability and ability to operate from short and unimproved airstrips, the turbojet powered XC-123A which was designed as a high speed transport between USAF bases for critical parts and personnel was found unable to operate from short and rough airstrips and due to the wing and fuselage design, there was no practical speed advantage, while there was a minus of a drastic reduction in range, and only the one turbojet powered test and evaluation version was built. [citation needed]
By 1953, Henry J. Kaiser purchased a majority share in Chase Aircraft, feeling that after having completed C-119s for Fairchild under contract, he could take control of the impending C-123 contract. Two airframes were completed at Kaiser's Willow Run factory in Ypsilanti, Michigan, before personal politics led to Kaiser's being told that no further contracts with him would be honored. The C-123 contract was put up for bid, and the two completed airframes scrapped. The contract was finally awarded to Fairchild Engine and Airplane, who assumed production of the former Chase C-123B, a refined version of the XC-123.[4] Before turning production over to Fairchild, Chase originally named their C-123B the AVITRUC but it never stuck. [5]
Operational history
The first recipients of C-123 aircraft would be USAF transport units, soon followed by the United States Coast Guard (USCG) who used the aircraft for search and rescue missions, and even the US Air Force Demonstration Team, the "Thunderbirds," would use C-123s for a time. The type would also be widely exported under various US military assistance programs, directly from USAF stocks.
The aircraft was nearly ignored by the USAF for service in Vietnam, but a political rivalry with the US Army and the Army's use of the CV-2 Caribou and later pre-production order for the C-8 Buffalo, led to a decision to deploy C-123s there. To compete with the well-performing CV-2, the USAF and Fairchild furthered development on the C-123 to allow it to do similar work on short runways. This additional development increased the utility of the aircraft and its variants to allow it to perform a number of unique tasks, including the HC-123B which operated with the USCG fitted with additional radar equipment for search and rescue missions through 1971, and the C-123J which were fitted with retractable skis for operations in Greenland and Alaska on compacted snow runways.
By 1962, the C-123K variant aircraft was evaluated for operations in Southeast Asia and their stellar performance led the Air Force to upgrade 180 of the C-123B aircraft to the new C-123K standard, which featured auxiliary jet pods underneath the wings, and anti-skid brakes. In 1968, the aircraft helped resupply troops in Khe Sanh, Vietnam during a three-month siege by North Vietnam.[1]
A number of C-123s were configured as VIP transports, including General William Westmoreland's White Whale. The C-123 also gained notoriety for its use in "Operation Ranch Hand" defoliation operations in Vietnam. Oddly enough, the USAF had officially chosen not to procure the VC-123C VIP transport, opting instead for the Convair VC-131D.
The first C-123s to reach South Vietnam were part of the USAF's Special Aerial Spray Flight, as part of Operation Ranch Hand tasked with defoliating the jungle in order to deny rebels their traditional hiding places.[6] These aircraft began their operations at the end of 1961. Aircraft fitted with spraying equipment were given the U prefix as a role modifier, with the most common types being the UC-123B and the UC-123K. Aircraft configured for this use were the last to see military service, in the control of outbreaks of insect-borne disease. The C-123 was also used as "jump aircraft" for U.S. Army Airborne students located at Lawson Army Airfield, Fort Benning, Georgia in the late 1970s and early 1980s. This aircraft was used in conjunction with the Lockheed C-130 Hercules and Lockheed C-141 Starlifter.
With the end of the Vietnam War, remaining C-123Ks and UC-123Ks were transferred to Air Force Reserve (AFRES) and the Air National Guard (ANG) that were operationally-gained by Tactical Air Command (TAC) prior to 1975 and Military Airlift Command (MAC) after 1975.[7]
The 302nd Tactical Airlift Wing at Rickenbacker AFB (later Rickenbacker ANGB), Ohio flew the last UC-123Ks Providers in operational service before converting to the C-130 Hercules. Known as the Special Spray Flight, these aircraft were used to control insect-borne diseases, with missions to Alaska, South America and Guam being among the humanitarian duties performed by this Air Force Reserve unit.[8]
The final examples of the C-123 in active US military service were retired from the Air Force Reserve and Air National Guard in the early 1980s. Some airframes were transferred to the Federal Aviation Administration (FAA) for test and evaluation programs while others were transferred to the US Department of Agriculture (USDA) for miscellaneous programs. These aircraft were also retired by the end of the 1990s.
Experimental projects
In 1954, the YC-123D, formerly the XC-123A prototype, flew in its modified state after being converted by Stroukoff Aircraft. While the most obvious change from the original XC-123A was the switch of engines, the YC-123D also had a Boundary layer control (BLC) system fitted. This system directs air from the engines at high speed over the top of the wing, making the wing act as if the aircraft is flying at a much higher airspeed. As a result, the YC-123D had a greatly reduced take-off and landing distance. Compared to the C-123B, the YC-123D could land in 755 feet instead of 1,200, and take-off with only 850 ft of runway instead of 1,950, with a 50,000 lb total weight.
In 1955, Stroukoff, under contract from the USAF, produced a single YC-123E, designed to be able to take off from any surface, and also equipped with BLC. The new aircraft also featured Stroukoff's Pantobase system, combining a ski system with a sealed fuselage and wing mounted floats, while retaining its normal landing gear. The skis worked both on snow and water, and the system effectively allowed the aircraft to land on water, land, snow or ice.
In 1956, the USAF awarded a contract to Fairchild to design an improved version of the C-123 under the designation C-136, but the contract was cancelled before the aircraft was built.[9]
At much the same time the YC-123H was under development, the product of a Fairchild modification program started in 1956 and completed in 1957. A "Jet Augmentation Program" for existing C-123Bs had been initiated in 1955 at the behest of the USAF, and in the YC-123H contract the USAF expanded it to allow the mounting of two pod-mounted General Electric CJ-610 (later developed as the military J85) turbojets. Perhaps more impressive was the new wide-track main landing gear, noticeable since the larger gear and tires required the removal of the landing gear doors. The new gear reduced the aircraft's turning radius and improved the Maximum Take Off Weight (MTOW) of the aircraft, along with being rugged enough to stand up to unimproved runways, all important factors for the C-123's mission profile. Testing both in the United States and in South Vietnam continued until the YC-123H crashed in an accident in 1963. However, many of the design improvements were carried over to the C-123K.
In 1979, the Royal Thai government, seeking to extend the life of their C-123 fleet, placed a contract with the Mancro Aircraft Company, supported by the USAF, to convert a single C-123B to turboprop powerplants. Allison T56-A-7 turboprops were used and by the time the aircraft, dubbed C-123T, was complete it had new "wet" wings, an Auxiliary Power Unit (APU) to assist with power movement of the control surfaces, and a heating system for the cargo compartments that also fed a new deicing system. Budgetary restrictions forced the Thai government to abandon the program in 1981, and with a lack of interested parties development of the C-123T stopped. However, it concluded the life of the C-123 by making it the only aircraft (at least this is claimed) to operate under jet, internal combustion and turboprop engine power, and as a glider,[N 1] during its history.
The C-123T has recently been revived by a joint venture between the US-based Fleetwings Aircraft Company and the South African company Elmer Group. In 2010 they announced a project to initially remanufacture old airframes for African customers and, where there was demand, to build new aircraft. The airframes would be fitted with new turboprop Rolls-Royce T56-A-15 engines, a ‘glass’ cockpit and other enhancements. The proposed C-123T would have had a 25,000 lb payload capability, and a take-off run of just over 1,000 ft at 50,000 lb MTOW. Possible applications included maritime patrol, search and rescue, and even use as a gunship, while roll-on packages have already been developed for mid-air refuelling and agricultural applications.[10]
Black Spot and other special military C-123s
During the conflict in Vietnam, a number of C-123s were modified for specialized roles. Most of these modifications were on a one- or two-aircraft level. Only the usage of C-123s as "flare ships" to illuminate targets for fixed wing gunships such as the AC-47 and AC-119G were more numerous. These aircraft, operating under the call-sign Candle were flown by the USAF's 14th Special Operations Wing.
A single C-123B was tested as a possible replacement for the Candle aircraft, with its rear loading ramp removed and replaced with a large box with 28 large lights. The airplane could continuously light a 2-mile circle from an altitude of 12,000 feet. This aircraft, under the provisional designation NC-123B was dropped because the lights, fixed to the aircraft, made it far easier for enemy gunners to track compared to the earlier flare ships.
The "Candle" aircraft had an extended life when several UC-123K's were transferred to Nakhon Phanom Royal Thai Air Force Base in Thailand. During that period, it was used as a flare ship as well as a forward air control (FAC) aircraft. The flare duties were generally used for troops in contact (TIC) while the FAC mission directed air strikes in Laos over the Ho Chi Minh trail.
Another NC-123B was used as a radio relay aircraft over the Ho Chi Minh trail, with equipment to read the signals from various sensors on the ground designed to pick up enemy truck activity.
Two C-123K aircraft modified in September 1965 under Project Black Spot.[11] The Black Spot aircraft were to fit under the "self-contained night attack capability" that was Operation Shed Light's primary focus and E-Systems of Greenville, Texas was contracted to complete the modifications. These aircraft featured a variety of new sensors including Low Light Level TV (LLLTV), Forward Looking Infrared (FLIR), and a laser rangefinder.[12] The aircraft looked radically different visibly from its transport brethren, as the new equipment required lengthening the nose by over 50 inches.[13] The aircraft also featured an armament system designed to carry BLU-3/B (using the ADU-253/B adapter) or BLU-26/B (using the ADU-272/B adapter) bomblets, or CBU-68/Bs cluster bombs.[14][15]
The two aircraft, AF Serial Numbers 54-0691 and 54-0698, were first designated NC-123K in 1968 and then redesignated AC-123K in 1969.[N 2] These NC/AC-123Ks were first deployed operationally at Osan AB, South Korea between August and October 1968, and flying in support of operations against North Korean infiltrators approaching by boat. The operations in Korea met with a certain level of success and as a result the NC/AC-123Ks were transferred to South Vietnam in November 1968. The aircraft operated there until January 1969, when they were redeployed to Ubon RTAB, Thailand. The two aircraft were then returned to the United States to Hurlburt Field, Florida in May 1969, where a second round of training occurred. Four crews attended a ground school in Greenville, Texas and returned to Hurlburt where they flew the aircraft for the first time.
The fate of the aircraft is still unclear. Sources have missions terminating in early July 1970 and the aircraft flying to the Military Aircraft Storage and Disposition Center (MASDC) "boneyard" at Davis-Monthan AFB, AZ, where they were returned to C-123K standard, then returned to South Vietnam still wearing their camouflage and black undersides for transport duty.[13] However, the official history states that combat operations ceased on 11 May 1969, with no mention of the second deployment.[11] While the second deployment is mentioned in associated documentation, the only dates are of the arrival in Thailand and there is no information as to when they departed or where their destination was.[16]
Variants
- XCG-20
- Two prototype all-metal troop transport gliders built by Chase Aircraft, later designated the XG-20, one became the XC-123, the other the XC-123B.
- XC-123
- Former XG-20 fitted with two 2200 hp R-2800-23 engines.
- XC-123A
- Former XG-20 fited with four J47-GE-11 turbojets in pairs (from a B-47[citation needed]) under wings.[2][17]
- C-123B
- Production model based on the XC-123 with two 2300 hp R-2800-99W engines with accommodation for 61 troops or 50 stretchers, five built by Chase and 302 build by Fairchild Aircraft.
- UC-123B
- C-123Bs modified for defoliation and crop destruction duties.
- VC-123C
- Executive transport version of the jet-powered XC-123A, not built.
- YC-123D
- One aircraft built by Stroukoff with boundary layer control system for improved VTOL performance.
- YC-123E
- One aircraft built by Stroukoff with modified fin and rudder, modified fuselage bottom (called Pantobase) and pontoon floats to allow operation from water, sand, snow or ice.
- YC-123H
- Prototype with wide track undercarriage and two underwing J85 booster engines.
- C-123J
- C-132B with two wing tip mounted Fairchild J44-R-3 booster engines, 10 converted.
- C-123K
- C-123Bs with two underwing J85 booster engines and larger wheels, 183 converted.
- AC-123K/NC-123K
- Two C-132Bs converted for armed nighttime surveillance with special sensors.
- C-123T
- Proposed upgrade for Royal Thai Air Force C-123Bs including installation of turboprop engines; cancelled due to budgetary reasons.
- HC-123B
- USCG search and rescue variant
- UC-123K
- C-123Ks converted for Ranch Hand defoliation missions, 34 converted.
- VC-123K
- One C-123K converted as personal transport for General Westmoreland's use in Vietnam.
- YC-134
- One aircraft built by Stroukoff, as C-123B but fitted with boundary layer control system, tailplane endplates, redesigned landing gear with tandem mainwheels. Later designated YC-134A when fitted with Pantobase landing gear.
- YC-136
- Proposed improved variant; cancelled before any aircraft built.
Operators
- Brazilian Air Force - two resold to VARIG
Specifications (C-123K Provider)
General characteristics
- Crew: 4
- Capacity: 62 passengers, 50 litters or 24,000 pounds (11,000 kg) of cargo
Performance
- Thrust/weight: 0.10
Accidents and incidents
- 11 December 1965: En route to Tuy Hoa Air Base, a USAF C-123 hit some trees on top of a ridge, causing it to enter a spin and crash. All 4 crew and 81 passengers were killed.
- 6 February 1982: A South Korean Air Force C-123 crashed into a volcano while on approach to Jeju International Airport, killing all 53 people on board.
- 1 August 2010: The aircraft used in Con Air, registration N709RR (cn: 20158), crashed in Denali National Park while performing a cargo flight for All West Freight. All three crew members perished.[18]
Survivors
Museum examples of C-123s include those located at:
Wright-Patterson AFB, OH, National Museum of the United States Air Force, C-123K #56-4362 (on loan from NMUSAF)
Castle Airport, CA, Castle Air Museum, C-123K #55-4512 (on loan from NMUSAF)
Dover AFB, DE, Air Mobility Command Museum, C-123K #54-0658 (on loan from NMUSAF)
Dyess AFB, TX, C-123K #54-0604 (on loan from NMUSAF)
Fort Bragg, NC, 82nd Airborne Division War Memorial Museum, C-123K #54-0609 (on loan from NMUSAF)
Hill Aerospace Museum, Hill AFB, UT, C-123K #54-0610 (on loan from NMUSAF)
Hurlburt Field, FL, Hurlburt Field Memorial Air Park, C-123K #55-4533 (on loan from NMUSAF)
Kulis ANGB, Anchorage, AK, C-123J #56-4395 (on loan from NMUSAF)
Lackland AFB, TX, C-123K #54-0668 (on loan from NMUSAF)
Little Rock AFB, AR, Air Park, C-123K #55-4567 (on loan from NMUSAF)
March ARB, CA, March Field Air Museum, C-123K #54-0612 (on loan from NMUSAF)
Pima Air and Space Museum (adjacent to Davis-Monthan AFB), Tucson, AZ, C-123B #55-4505 (on loan from NMUSAF)
Pope AFB, NC, Air Park, C-123K #54-0669 (painted as #54-0332) (on loan from NMUSAF)
Robins AFB, GA, Museum of Aviation, C-123B #54-0633 (on loan from NMUSAF)
Travis AFB, CA, Travis Air Museum, C-123K #55-4507 (on loan from NMUSAF)
Air America Foundation, Inc.(Owner) (housed at) Valiant Air Command Warbird Museum, Space Coast Regional Airport, Titusville, FL
Museum of Alaska Transport and Industry, Wasilla Airport, AK
Air Heritage Museum in Beaver Falls, PA; this museum's C-123K, "ThunderPig," is operational and available for air shows
Muan International Airport, South Korea
Jinpo maritime Theme park, Gunsan, South Korea
War Memorial of Korea, Seoul, South Korea
Benito Ebuen AFB, Mactan Island, Philippines, PAF
Museo de la Aviación, Ilopango Airport, Ilopango, El Salvador, FAS
Royal Thai Air Force Museum, Don Muang AFB
El Avion restaurant in Manuel Antonio, Costa Rica. Twin of the CIA-operated aircraft downed by the Sandinista forces over Nicaragua in 1986, the aircraft has been converted into a bar.
Several other examples of C-123s remain in an active flying status, operated by private owners in the United States or by various air forces worldwide.
Notable appearances in media
A C-123 was prominently featured in the action film Con Air, as well as Operation Dumbo Drop and Air America.
See also
Related development
Aircraft of comparable role, configuration, and era
Related lists
References
- Notes
- ^ The versatile DC-3/C-47 family has operated as a glider and under turboprop power, but not under jet power.
- ^ From Individual Aircraft Records Cards Set, provided as part of information received 24 May 2007 pursuant to Freedom of Information Act request 49112, from the Air Force Historical Research Agency, United States Air Force, Maxwell AFB, AL
- Citations
- ^ a b Gunston 1980, p. 170.
- ^ a b Andrade 1979, p. 87.
- ^ Rolfe, Douglas and Alexis Dawydoff. Airplanes Of The World. New York: Simon & Schuster, 1962.
- ^ Gunston 1977, p. 164.
- ^ "Flight" , November 5, 1954 page 682
- ^ Gunston 1980, p. 171.
- ^ "Fairchild C-123 Provider." National Museum of the United States Air Force. Retrieved: 10 August 2010.
- ^ "C-123." theaviationzone.com. Retrieved: 10 August 2010.
- ^ Parsch, Andreas. ""Missing" USAF/DOD Aircraft Designations." designation-systems.net, 2009. Retrieved: 29 October 2010.
- ^ "Sturdy Provider for Africa." Jane's IHS, 2010 via Africa Aerospace and Defence Exhibition News, 21 September 2010.
- ^ a b Smith undated, p. VI.
- ^ Smith undated, p. 6.
- ^ a b Davis 1982, p. 50.
- ^ Smith undated, pp. 7, 32.
- ^ Parsch, Andreas. "AAU/AAK to AVU/AVK - Equipment Listing." designation-systems.net, 31 August 2007. Retrieved: 29 October 2010.
- ^ Boerschig 1969, p. 5.
- ^ "Jet Power Troop Transport." Popular Science, July 1951, photo bottom of p. 81.
- ^ "Authorities identify victims of Alaska Con-air movie plane crash." wireupdate.com. Retrieved: 10 August 2010.
- Bibliography
- Andrade, John. U.S. Military Aircraft Designations and Serials since 1909. Leichester, UK: Midland Counties Publications, 1979, ISBN 0-904597-22-9.
- Boerschig Jr, Charles A. Black Spot Special Activities Report. Ubon, Thailand: Black Spot Task Force, 1969.
- Davis, Larry. Gunships: A Pictorial History of Spooky. Carrollton, TX: Squadron/Signal Publications, 1982.
- Green, William and Gerald Pollinger. The Aircraft of the World. London: Macdonald, 1955.
- Gunston, Bill. The Encyclopedia of the World Air Power. New York: Crescent Books, 1980. ISBN 0-517-53754-0.
- The Illustrated Encyclopedia of the World's Modern Military Aircraft. London: Salamander Books, 1977. ISBN 0-86101-010-8.
- Smith, C.M. History of the Black Spot Task Force, 29 July 1968 – 11 May 1969. Eglin Air Force Base, Florida: Black Spot Task Force, undated.
External links
