Boeing C-17 Globemaster III

From Scramble - The Aviation Magazine

Boeing (McDonnell Douglas) C-17 Globemaster III

Description
Role	Strategic Transport
Crew	3
First Flight	September 15, 1991
Entered Service	June 14, 1993
Number built	est. production run: 242 (as of May 2011)
Manufacturer	Boeing
Design	McDonnell Douglas
	MD-17/BC-17
Dimensions
Length	53.04 m	174 ft 0 in
Wingspan	51.74 m	169 ft 9 in
Height	16.79 m	55 ft 1 in
Wing area	353.03 m²	3800 ft²
Weights
non ERFCS
-Empty	125645 kg	277000 lb
-Payload	76655 kg	169000 lb
-Maximum takeoff weight	265306 kg	585000 lb
ERFCS
-Empty	127685 kg	281500 lb
-Payload	75250 kg	165900 lb
-Maximum takeoff weight	278959 kg	615000 lb
Powerplant
Engines	Four Pratt & Whitney F117-PW-100 turbofans
Thrust	179.9 kN (each)	40440 lb_f (each)
Performance
Cruising speed	787 km/h	489 mph
Operational range
-non ERFCS	8148 km	5063 miles
-ERFCS	9815 km	6099 miles
Service ceiling	13715 m	45000 ft

History

By 1980, the US Air Force found itself with a large fleet of ageing C-141 Starlifter cargo aircraft. Compounding matters, US Air Force historically never possessed sufficient strategic airlift capabilities to fulfill its airlift requirements. The US Air Force set mission requirements and released a request for proposals (RFP) for C-X in October 1980. McDonnell Douglas elected to develop a new aircraft based on the YC-15; Boeing bid an enlarged three-engine version of its AMST YC-14. Lockheed submitted two designs, a C-5-based design and an enlarged C-141 Starlifter design. On 28 August 1981, McDonnell Douglas was chosen to build its proposed aircraft, by then designated C-17.

Development

The full-scale development was called off January 1982 and replaced on 26 July 1982 by a slow-paced preliminary development order. The development and three prototypes (one flying) were ordered 31 December 1985. The fabrication of the prototype C-17A (T1/87-0025) began 2 November 1987 and the first production C-17A contract was signed 20 January 1988. The assembly of the prototype started at Long Beach 24 August 1988 and was completed 21 December 1990. The program transferred from the Douglas Aircraft Company to McDonnell Douglas Aerospace in 1992, to McDonnell Douglas Military Transport Aircraft in 1996 and to Boeing following the merger of August 1997. The aircraft’s first flight (T1/87-0025) was on 15 September 1991 which was also the delivery to Edwards AFB. The first flight of an initial production aircraft (P1/88-0265) was on 18 May 1992 with the first delivery to operational unit following on 14 June 1993. The first overseas service flight (P11/92-3291) was to Mildenhall, UK, on 25 May 1994. Development flight testing was completed 15 December 1994, by which time 16 production aircraft had been delivered and 22 records had been set (a further 13 world records were set by the 71st production aircraft during testing at Edwards in November 2001). The initial AMC Squadron (17th AS) received its 12th C-17A on 22 December 1994 and it achieved IOC 17 January 1995.

Description

Power Plant

Four F117-PW-100 (PW2040) turbofans, with maximum flat rating of 179.9 kN (40,440 lb st), pylon-mounted in individual underwing pods and each fitted with a directed-flow thrust reverser deployable both in flight and on the ground. With effect from the 20th production aircraft, an improved version of the Pratt & Whitney F117 was adopted, this embodying single-crystal turbine blade technology, a supercharged compressor and enhanced thermal barrier coatings. The benefits of this include a 20 per cent reduction in cost of maintenance, increased reliability and slightly better fuel consumption.

Fuel

Two outboard wing fuel tanks of 21,210 litres (5,603 US gallons or 4,665 Imp gallons) each, two inboard wing fuel tanks of 30,056 litres (7,940 US gallons or 6,611 Imp gallons) each, to a total capacity of 102,532 litres (27,086 US gallons or 22,554 Imp gallons). With effect from the 71st (first Lot 12) aircraft, an extended-range fuel tank containment system (ERFCS) was adopted: this converts a wing dry bay into an additional fuel tank containing approximately 36,339 litres (9,600 US gallons or 7,994 Imp gallons) of fuel, thus increasing the range with 18,144 kg (40,000 lb) payload by 900 n miles (1,667 km or 1,036 miles). ERFCS is also installed on the four UK aircraft. There are provisions for in-flight refuelling.

Crew

Normal flight crew of pilot and co-pilot sit side by side and there are two observer positions on the flight deck, plus a loadmaster station at the forward end of the main floor. Access to the flight deck via a downward-opening airstair door on the port side of the lower forward fuselage. The bunks for the crew are immediately aft of flight deck area and a crew comfort station is located at the forward end of the cargo hold. Removable crew armour can be fitted around flight deck and loadmaster's area.

Cargo area

The main cargo hold is able to accommodate US Army wheeled and tracked vehicles up to the M1 main battle tank, including 5 ton expandable vans in two rows, or up to three AH-64 Apache attack helicopters, with loading via a hydraulically actuated rear-loading ramp which forms the underside of the rear fuselage when retracted. The aircraft is fitted with 27 stowable tip-up seats along each sidewall and another 48 seats carried on board which can be erected along the centreline. Optionally, up to 36 litters for a medical evacuation mission or up to 90 passengers on 10-passenger pallets in addition to 54 sidewall seats can be fitted. An air delivery system with a capability for nine pallets plus two on the ramp in a single row or a logistics handling system for 18 pallets in a double row. The Airdrop capability includes single platforms of up to 27,215 kg (60,000 lb), multiple platforms of up to 54,430 kg (120,000 lb), a container delivery system (CDS) for up to 40 CDS bundles or 40 Tri-wall Aerial Delivery System (TRIADS) containers, or up to 102 paratroops. The aircraft was originally configured for single-row airdrop, but a dual-row capability operationally was certified in 1998 and is a standard feature of 51st and subsequent C-17s, as well as being retrofitted to earlier aircraft. The aircraft is also equipped for low-altitude parachute extraction system (LAPES) drops. The cargo handling system includes rails for airdrops and rails/rollers for normal cargo handling. Each row of rails/rollers can be converted quickly by a single loadmaster from one configuration to the other. The main access to the cargo hold is via the rear-loading ramp, which is itself is stressed for 18,145 kg (40,000 lb) of cargo in flight. The underfuselage door aft of the ramp moves upward inside the fuselage to facilitate loading and unloading. A paratroop door is located at the rear on each side. For the event of a waterlanding there are four overhead FEDS (flotation equipment deployment system) escape hatches, three of which are equipped with a liferaft.

Versions

C-17A

Basic standard.

Block 8

Early production block, upgraded to Block 9 standard.

Block 9

Block 9 aircraft features differences in its avionics, panels and design structures and in its Airlift Defensive System from earlier Block 8 C-17s. All of the Block 8 aircraft will eventually have software and hardware upgrades when they undergo depot repair by Boeing. Production models 49 and 50 are designated Block 9-plus versions since they have some upgrades from the later Block 10 models.

Block 10

No details available.

Block 12

First block upgrade to include the extended range fuel containment system providing 60,000 pounds additional fuel, extending the aicraft's flying time with about four to five more flying hours.

Block 13

Block 13 versions include upgrades such as a Terrain Awareness Warning System, a reactive wind sheer warning system and follow-on improvements to various computer systems that enhance the aircraft's mission capability and safety. The new aircraft contains improvements to the onboard computers, to include a warning system that maps terrain and helps pilots avoid obstacles. The new aircraft also has a new reactive wind-shear warning system on the heads-up-display and its Station Keeping Equipment are updated to allow pilots to keep track of their location relative to up to 99 other aircraft flying in formation over a 100-square-mile area.

Block 14-15

The Globemaster Sustainement Program (GSP) is an international program, with all C-17 owners participating. Block 14-16 include following improvements:

Mobility 2000 (M2K) Airline Operational Capability and Printer,
Secure Enroute Communications Package-Improved (SECOMP-1),
Communication Open Systems Architecture (COSA).

Block 15

Production block of 17 aircraft, starting with P-121. One of the most significant capability enhancements in Block 15 is the new Communications Open System Architecture. This architecture provides secure communication at all crew stations and provides growth capability.

Block 16

First flight September 2005, Block 16 upgrades include:

New [[Honeywell] AN/APS-150 weather radar with 320 nm range for waether systems
An improved Onboard Inert Gas-Generating System (OBIGGS II). This system quickly and efficiently inerts gases in fuel tanks, preventing them from exploding if hit by enemy fire
An improved stabilizer strut system
A suite of modernized avionic boxes.

The 1st Block 16 was delivered August 9, 2005 and was the 138th C-17 delivered.

Block 17

As of the beginning of 2008, C-17 Block 17 aircraft are the current standard for new production and upgrades. The newest variant includes following improvements:

Formation Flight System (FFS),
Required Navigational Performance-Improved (RNP-I) and High Frequency Data Link (HFDL),
Combat Lighting giving the aircrew more IR lighting options

Block 18

In December 2006, the United States Air Force places a follow-on contract for 10 Block 18 C-17A Globemaster III aircraft (c/n P-181/190). The contract was valued at $2 billion with deliveries to complete October 2009.

Non Block improvements

400 pound Troop Seats. Carrying weight, not seat weight.
AN/AAR-47 Defensive System kits & install, Group A aircraft only
Extended Range/On-Board Inert Gas Generating System (ER/OBIGGS) II

Proposed models

C-17B

Not assigned, but it is used unofficially (along with C-17ER) to identify aircraft with extended-range fuel tanks (Lot 12 and upwards). Designation also used in 2007 by Boeing to identify an advanced STOL version for the US Army with (among others) additional main landing gear, making it capable to operate from soft soils.

KC-17

A private venture tanker/transport project, offered unsuccessfully as a replacement for the USAF KC-135R/T Stratotanker.

MD-17

Civil certified C-17 to operate as a heavy, outsized commercial freighter.

BC-17X

A projected civil cargo version, known until 2000 as MD-17.

Operators

Images

USAF C-17A of the 305th AMW	Another USAF example	RAF C-17A during an overshoot at RAF Fairford	Tailshot displaying the T-tail design
RAF C-17A ZZ173 of No. 99 Squadron landing at RAF Fairford	Ramstein AB in Germany is the place to spot USAF C-17s in Europe	183rd AS Mississippi ANG on display during Le Bourget 2007	183rd AS Mississippi ANG on display during Le Bourget 2007
C-17A air drop	C-17A para drop