The Fairchild C-123 Provider is an American military transport aircraft designed by Chase Aircraft and later built by Fairchild Aircraft for the United States Air Force. In addition to its USAF service, which includes services later with Air Force and National Guard Reserves, it also caters primarily with US Coast Guard and various air forces in Southeast Asia. During the Vietnam War, the plane was used to spray Agent Orange.
Video Fairchild C-123 Provider
Design and development
The C-123 provider was originally designed as an attacking glider aircraft for the United States Air Force (USAF) by Chase Aircraft as XCG-20 (Chase designation of MS-8 Avitruc) Two powered variants of the XCG-20 were developed during the early 1950s, as XC- 123 and XC-123A. The only difference between the two is the type of machine used. XC-123 uses two Pratt & amp; Whitney R-2800-23 air-cooled radial piston engine, while the XC-123A is equipped with four General Electric J47-GE-11 turbojets, in two pods. The XC-123A also has a difference, while only experimental, being the first jet-powered USAF military transport. While the piston-powered XC-123 was initially considered good for tactical transport due to its ruggedness and reliability and the ability to operate from short and unimportant runways, the turbojet-powered XC-123A - designed for high-speed transport between the USAF base for key parts and personnel - found unable to operate from short and rough airstrips. There is also no practical speed advantage due to the design of the wings and the fuselage, and a drastic reduction in range. Only one test version and turbojet evaluation are built.
In 1953, Henry J. Kaiser purchased a majority stake in Chase Aircraft, feeling that after completing the C-119 for Fairchild under a contract, he could take over the upcoming C-123 contract. Two airframes finished at Kaiser's Willow Run plant in Ypsilanti, Michigan, before the price scandal that caused Kaiser to be told that no more contracts with him would be honored. Contract C-123 is prepared for bidding, and two completed airframes are removed. The contract was eventually awarded to Fairchild Engine and Airplane, which assumes the production of the former Chase C-123B, a refined version of the XC-123. Before switching production to Fairchild, Chase initially named their C-123B AVITRUC but never stopped.
Maps Fairchild C-123 Provider
Operational history
The first recipient of the C-123 is a USAF transport unit, soon followed by a US Coast Guard (USCG) using aircraft for search and rescue missions, and even the US Air Force Demonstration Team, Thunderbirds, will use C-123 for a while as a logistical support plane to transport the crew and ground equipment of the team. This type will also be exported extensively under various US military aid programs, directly from USAF shares. C-123 was used to transport President John F. Kennedy's limousine during his tour in November 1963, Texas.
The aircraft was virtually ignored by the USAF for service in Vietnam, but political competition with the US Army and the use of the Army of the Caribou CV-2 and pre-production orders for de Havilland Canada C-8 Buffalo led to the decision to deploy C-123 to it. To compete with well-performing CV-2s, USAF and Fairchild continued development on C-123 to enable it to do similar work on short runways. This additional development enhanced the utility of the aircraft and its variants to enable it to perform a number of unique tasks, including the USCG-operated HC-123B equipped with additional radar equipment for search and rescue missions until 1971, and C- 123J equipped with retractable skis for operations in Greenland and Alaska on compacted runways.
In 1962, the C-123K variant aircraft were evaluated for operations in Southeast Asia and their star performance led the Air Force to raise 180 C-123B aircraft to the new C-123K standard, featuring an additional jet pod under the wing , and anti-skid brakes. In 1968, the aircraft helped supply troops in Khe Sanh, Vietnam during a three-month siege by North Vietnam.
A number of C-123s are configured as VIP transport, including William White Westmoreland White Whale . C-123 also became famous for its use in defoliation operations "Operation of Hand Hoe" in Vietnam. Surprisingly, USAF has officially chosen not to purchase VC-123C VIP transport, instead choosing Convair VC-131D.
The first C-123 to reach South Vietnam was part of the Aerial Spray Special Flight, USAF, as part of Operation Animal Husbandry assigned to cutting down forests to prevent rebels in their traditional hideouts. The aircraft began operating at the end of 1961. Aircraft equipped with spraying equipment were prefixed U as role changers, with the most common types being UC-123B and UC- 123 rb . The aircraft configured for this use is the last to see military service, in controlling outbreaks of insect-borne diseases. C-123 was also used as a "leap plane" for US Air Force students located at Lawson Army Airfield, Fort Benning, Georgia in the late 1970s and early 1980s. This aircraft is used in conjunction with Lockheed C-130 Hercules and Lockheed C-141 Starlifter.
In 1958, the US Coast Guard received its first HC-123B, followed by seven more in 1961. The installation of the dome on the nose of the plane accommodated a large radar that allowed the aircraft to meet the requirements for search and rescue and long-haul flights over water. The Coast Guard manned the plane with five crew: two officers who served as Pilot and Co-Pilot, plus the Enlisted Flight Mechanic, enlisted enlisted, and an enlisted Loadmaster. The role of HC-123B in the Coast Guard was slowly replaced by the HC-130 Coast Guard aircraft in the 1960s and 1970s when the new planes arrived.
With the end of the Vietnam War, the remaining C-123K and UC-123K were transferred to the Air Force Reserve (AFRES) and Air National Guard (ANG) tactical hauling units operated by Tactical Air Command (TAC) before 1975 and Airlift Command (MAC) Military after 1975.
Airlift 302 Tactical Wing at Rickenbacker AFB (later Rickenbacker ANGB), Ohio flew the last UC-123Ks Broadcaster in operational service before converting to Lockheed C-130 Hercules. Known as Special Spray Flight, this aircraft is used to control insect-borne diseases, with missions to Alaska, South America and Guam being one of the humanitarian tasks undertaken by this Air Force Reserve unit.
The last example of C-123 in the active US military service has been retired from the Air Force and Air National Guard Reserves 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 various programs. These planes also retired in the late 1990s.
Experimental project
In 1954, YC-123D , formerly the prototype XC-123A, flew in altered state after being changed by Aircraft Stroukoff . While the most obvious change from the original XC-123A was the machine shift (into two 3,500 hp (2,600 kW) radial engines Wright Turbo Compound R3350-89A, twisting four blades, thirteen feet Aeroproducts vane with a completely constant velocity), YC- 123D also has a Border layer control system (BLC) installed. This system directs air from the engine at high speed over the wing, making the wings act as if the aircraft is flying at higher airspeed. As a result, YC-123D has a greatly reduced landing and landing spacing. Compared to C-123B, the YC-123D can land at 755 feet instead of 1,200, and take off with only 850 feet of ground instead of 1,950, with a total weight of £ 50,000.
In 1955, Stroukoff, under contract from USAF, produced a single YC-123E, designed to take off from any surface, and also equipped with BLC. The new aircraft also features the Stroukoff Pantobase system, incorporating a sealed airplane ski system and a wing-mounted buoy, while retaining its normal landing gear. Ski works well in snow and water, and the system effectively lets the plane land on water, soil, snow or ice.
In 1956, the USAF awarded a contract to Fairchild to design a C-123 repair version under the appointment of C-136 , but the contract was canceled before the aircraft was built.
At the same time, YC-123H is under development, the product of the Fairchild modification program began in 1956 and was completed in 1957. The "Jet Augmentation Program" for the existing C-123B has begun. in 1955 at the behest of the USAF, and under the YC-123H contract, USAF expanded it to allow the installation of two General Electric J85 turbo jets.
In 1979, the Royal Thai government, which sought to extend the life of their C-123 fleet, placed a contract with Mancro Aircraft Company, backed by the USAF, to convert one C-123B into a turboprop power plant. Allison T56-A-7 turboprop is used and at the time of the aircraft, dubbed C-123T , it has new "wet" wings, auxiliary power units (APU) to assist the movement of power from the control surface, and heating systems for cargo compartments that are also given a new de-icing system. Budget restrictions forced the Thai government to abandon the program in 1981, and with the lack of development of interested parties from C-123T ceased. However, it concludes the life of the C-123 by making it the only type of aircraft operating under jet, piston, and turboprop engine power, and as a glider, during its history.
C-123T was recently revived by a joint venture between the US-based Fleetwings Aircraft Company and Elmer Group companies in South Africa. In 2010, they announced a project to restructure the first airframes to African customers and, where there is demand, to build new aircraft. The airframes will be equipped with a new turboprop Rolls-Royce T56-A-15 engine, cockpit glass and other enhancements. The proposed C-123T will have a payload capability of 25,000 pounds, and take-off runs of over 1,000Ã, ft at 50,000 Â £ lbOW. Possible applications include maritime patrol, search and rescue, and even be used as weapons, while roll-on packages have been developed for refueling in the air and agricultural applications.
Black Spot and other special military C-123
During the Vietnam War, some C-123s were modified for special roles. Most of these modifications are done at the level of one or two planes. Only the use of C-123 as a "flare vessel" to illuminate targets for fixed wing weapons such as AC-47 and AC-119G more. This aircraft, operating under the call mark Candle was flown by the 14th USAF Special Operations Wing.
One C-123B was tested as a possible replacement for the Candle plane, with its rear loading rails removed and replaced with a large box with 28 large headlights. The plane could continue to illuminate a circle two miles from a height of 12,000 feet. This aircraft, under the temporary appointment NC-123B dropped because of the light, plugged into the plane, made it much easier. for enemy shooters to be tracked compared to previous beacons.
The "Candle" plane had a long life when some UC-123K was transferred to Royal Thai Air Force Base Nakhon Phanom in Thailand. During that period, it was used as a beacon as well as the front air control aircraft (FAC). The flare assignment is commonly used for in-contact troops (TIC) while the FAC mission directs air strikes in Laos on the Ho Chi Minh trail.
The other NC-123B is used as a radio relay aircraft through the Ho Chi Minh line, with equipment to read signals from various sensors on the ground designed to pick up enemy truck activity.
Two C-123K planes were modified in September 1965 under the Black Spot Project. Black Spot aircraft will fit under "standalone night attack capabilities" which is the main focus of Shed Light Operations and E-Systems Greenville, Texas contracted to complete modifications. The aircraft features a variety of new sensors including Low Light Level TV (LLLTV), Forward Looking Infrared (FLIR), and laser rangefinder. The plane looked radically different from its transporting brothers, as the new equipment required a nose lengthening of more than 50 inches. The aircraft also features an armament system designed to carry BLU-3/B (using ADU-253/B adapter) or BLU-26/B (using ADU-272/B adapter bombs), or CBU-68/B cluster bombs.
Both aircraft, AF Serial Numbers 54-0691 and 54-0698, were first designated NC-123K in 1968 and then redesigned AC-123K in 1969. NC/AC-123K was first used operationally in Osan AB, South Korea between August and October 1968, and flew in support of operations against North Korean infiltrators approaching by boat. Operations in Korea met with certain success rates and as a result NC/AC-123K was transferred to South Vietnam in November 1968. The aircraft operated there until January 1969, when they were deployed to Ubon RTAB, Thailand. Both aircraft were then returned to the United States to Hurlburt Field, Florida in May 1969, where a second round of training took place. Four crew attend primary school in Greenville, Texas and return to Hurlburt where they fly the plane for the first time.
The fate of the plane is still unclear. The source had a mission ending in early July 1970 and the aircraft flew into the Military Aircraft Storage and Disposition Center (MASDC) boneyard at Davis-Monthan AFB, AZ, where they were returned to C-123K standards, then returned to South Vietnam still wearing camouflage and black down for transport duty. However, official history states that combat operations ceased on May 11, 1969, without mentioning a second placement. While the second placement is mentioned in the related documentation, the only date is the arrival in Thailand and there is no information when they depart or where their destination.
Secret operation
Southeast Asia
In 1962, the CIA acquired five C-123Bs from USAF for Air America to be used in Laos and Vietnam, and 5 other C-123Bs for use by the 34th Squadron of the Chinese Republic (Taiwan) Army, the Black Ops unit called "Black Bat" , as part of Flight B (part of Flight A is two P2V-2U/RB-69A). Five Taiwanese C-123Bs were sent to Lockheed Skunk Works for modification as a secret camouflage aircraft with "smart" air-to-air jammer, BSTR system for radar jamming anti-aircraft weapons, also added defensive operator stations to operate. jammers on board, with extra fuel in an underwing tank, with 36 Taiwanese crew completing a training course at Pope AFB in November 1962.
The five ROCAF/Taiwan/CIA C-123Bs will be used over North Vietnam as a low-level, night-end aircraft, under the South Star II agreement, under the guise of Taiwan's national carrier China Airlines, which has a "closing story" of operating Transport Vietnam Air (VIAT) in South Vietnam, previously operated by Air America. The secret outfit is based in Saigon, but will fly out of Da Nang for airborne missions entering North Vietnam, with several missions lasting 14 hours.
On February 1, 1964, South Star II's overall control was transferred from the CIA to the Study and Observation Group (SOG), as part of the US Military Assistance Command (MACV) in Saigon. The outfit was redesigned as Det. 1 of the USAF's 75th Task Force Squadron (TCS), but within the SOG it is known as First Flight Detachment (FFD).
In May 1964, under "Project Duck Hook", six other C-123s received extensive modifications by Lockheed Air Service in Ontario, California, equipped with ATIR and BSTR ECM packages, Doppler ASN-25 navigation system, radar terrain radars APN-153, console station for radio operators, new HF radio, and other radios. The aircraft was issued to Taiwan's secret Black Bat unit operating in South Vietnam. In October 1964, MACV, CIA and ROCAF/Taiwan signed a South Star III agreement to continue operations in Vietnam. Six "Kick Duck" C-123Bs based at Nha Trang Air Base, north of Cam Ranh Bay, officially designated as USAF Det. 12 of 1131 Squadron Special Activities.
The "Duck Hook" C-123Bs was updated with RDR-10 weather radar and homing receiver ARN-131 in 1966 to undertake missions on the Ho Chi Minh trail. All C-123Bs were converted to C-123Ks in 1968, with two wing-mounted turbopets, plus ECM enhancement with APR-25 radar warning receivers and ALE-1 husk dispensers. The project "Duck Hook" was finally converted into "Heavy Hook". Det. 12 of the 1131 Special Squadron Unit Activities in Nha Trang received an outstanding unit award from the USAF, to fly 4,000 combat missions and combat missions classified from June 1966 to May 1968.
In May 1970s, C-123Ks of "Black Bats" supported a secret US military strike into Cambodia. In October 1970, flights to Laos began. In March 1972, SOG was disabled, and the Southern Star operation ended with four remaining C-123Ks back to Taiwan. On March 1, 1973, the "Black Bat" 34 squadron of ROCAF/Taiwan was disbanded.
Central America
On October 5, 1986, C-123 Corporate Service Provider (HPF821, formerly N4410F and USAF 54-679, (c/n 20128)) departed from San Salvador-Ilopango Airport in El Salvador with 70 AK-47 rifles and 100,000 rounds ammunition, rocket-propelled grenades and other equipment. Fly along the Nicaraguan coastline and enter Nicaragua airspace near the border with Costa Rica. Approaching San Carlos, the plane descended to 2,500 feet while preparing to lower its charge to Contra fighters.
While doing the drop, C-123 was shot down by a Sandinista soldier, using the SA-7 Grail. CIA pilot Wallace "Buzz" Sawyer and William Cooper died in the accident. Loadmaster Eugene Hasenfus was parachuted to safety and taken captive. He was later released in December 1986. Fairchild C-123 which was shot down in Nicaragua remained there. His brother ship, also Fairchild C-123 purchased by the CIA at the same time as the first, was abandoned at San Jose International Airport for a while and then purchased for $ 3,000 and dismantled into 7 parts and transported by boat to Quepos, Costa Rica and then reassembled and now a central part of a beachside cocktail lounge just down the road from the Antonio Manual national park.
Controversy Orange Agent
In 2011, a retired Air Force officer, Major Wesley T. Carter, filed a complaint with the Air Force Inspector General who stated that the Air Force knew that the UC-123K used to spray Orange Agents in Vietnam remained contaminated and that the Air Force had failed. to inform precisely the next flight crew of risk after its transfer to the Air Force Reserve at the end of the Vietnam War. In his complaint, Major Carter stated that the Air Force had known since 1994 that the plane was contaminated with defoliant; he cites the fact that when the former C-123 is being prepared for a permanent static display that workers must use the HAZMAT suit and respirator. In addition, it was stated that when the aircraft was tested by the Air Force, it contained a high level of known karchinogenous dibenzodioxin polychlorinated, a study since confirmed by Oregon Health Sciences University and the Mailman School of Public Health Columbia University.
Aircraft flown from 1972-1982, assigned to an Air Force Reserve after their service in Vietnam, and used for normal cargo and aeromedical evacuation missions. The air crew collects hundreds of hours of flying over several contaminated aircraft that are often flown with open windows due to smell and eye irritation. The memo appears indicating that the Air Force officer JAG recommended keeping the toxicity information, "... in the official channel." Furthermore, Major Carter discovers Air Force reports from dioxin-contaminated aircraft sold abroad, and one of them is used at Robins AFB, Georgia Museum of Aviation with public access to the contaminated plane surface. In 2010, due to concerns about dioxin contamination, the Air Force took an unusual step to tear off all remaining remnants of the remaining C-123K/UC-123K aircraft and melt the rest into the ingots for disposal.
On June 9, 2011, the Secretary of the US Air Force Inspector General rejected Carter's complaint, and in a subsequent message explained, "Unfortunately, we do not have the ability to identify or notify individuals in the category you mentioned" when asked whether the military would remind the crew about their exposure to dioxin. On June 18, 2011, the veterans' complaints were received with the Inspector General of the Department of Defense, adding the request that the UC-123K aircraft itself was designated by the Minister of Defense as the "Agent Orange Exposure Site".
In December 2011, the US Department of Veterans Affairs posted two notices of its decision that, while the post-Vietnam aircraft "may" have been contaminated, aircrews "are unlikely" to have suffered from dioxin exposure. In an unusual response, the US Center for Toxic Substances and Disease Registry quickly replied to the VA position on January 25, 2012 with a statement by their Deputy Directors concluding that crew and maintenance personnel are likely to be exposed far beyond the military and government surface screening levels.
In November 2011, the USAF Aerospace Medical School began its own investigation of the extant C-123 contamination. In April 2012, the USAF Aerospace Medical School released its review of the C-123 Agent Orange exposure issue and reported that their researchers could not determine the level of exposure, if any, that the aircraft might have borne on the contaminated aircraft during that period. 1972-1982. Their report, in turn, was challenged by university-based experts Richard Clapp and Jeannie Stellman, both of which continued to affirm aircrews contaminated aircraft as well as air ports and veterans maintenance. In August 2012, the US Department of Veterans Affairs has refused service connections (veterans' disease relationship with military service) to every application for medical benefits.
In September 2012, Thomas Murphy, VA's Director of Compensation Services, wrote that TCDD (the toxic component of the famous Agent Orange) has not been proven to cause damage to humans in its rejection of a veteran application. On November 25, 2012, a committee of scientists and doctors, headed by Jeanne Stellman, told VA Under Secretary for Benefits Allison Hickey that VA's scientific conclusions about the C-123 situation were unfounded and asked VA to involve outside experts in re-evaluation. In the next telecon, Deputy Chief Consultant Dr. T. Walters informed veterans of no C-123 exposure claims allowed for approval, VA formed the basis of rejection around redefining the word "exposure" to include bioavailability. No bioavailability equals no exposure, and thus no exposure claims are allowed and indeed, as veterans begin studying the contamination of the C-123 fleet, no approved exposure claims other than through an appeal to the VA Supervisory Agency.
The Veteran has quoted 8 May 2001 Federal Register, page 23166, and August 31, 2010 Federal Register, page 5320 5, each country: carries the VA statement: '"Finally, we want to clarify that the alleged service connection provided by this rule will apply to any veterans affected during service for herbicides used in Vietnam, even if exposure takes place outside Vietnam A veteran who is not considered to have been exposed to herbicide, but shown by evidence to have exposed, qualifies for the presumption of service connection for the diseases listed in Ã, § 3,309 (e). "
In August 2013, the Veterans Affairs Department approved the disability claim of Lt. Col. Paul Bailey. This is the first time VA has recognized the claims of crew members associated with Agent Orange's exposure while flying the plane after the Vietnam War. Legal questions attract significant attention from veteran supporters, and the National Veterans' Legal Services Project and Yale Law School Veterans Legal Clinic publish a comprehensive legal analysis]. Exposure confirmed as a single requirement on veterans to prove to meet the requirements of the Agent Orange incapacity claims, and Yale's Law details the complete list of evidence establishing veteran exposure during the post-Vietnam service decade of the previous Agent Orange aircraft. In addition to legal analysis, Yale's goal is that their findings are useful to all C-123 veterans in filing disability claims with the Department of Veterans Affairs.
In February 2014, a team of scientists led by Dr. Jeanne Stellman and including Dr. Peter Lurker, Dr. Fred Berman and Dr. Richard Clapp publishes an important scientific article in Environment Research Post titled Post-Vietnam Military Herbicide Exposure in UC-123K Agent Orange Airplane. "The authors challenged both VA and USAF testing methods and the previous conclusion that the C-123K fleet is toxicologically not dangerous. "Their study determined that veterans had much greater exposure, and were more dangerous than previously thought, and that the veteran TCDD exposure exceeded published safety standards.
- Air Force Reserves flew about 34 dioxin contaminated transport planes, 1971-1982.
- VA denies the benefits, claiming dioxin is tied to "dry residue that is not available.
- We use limited available sampling data and 3 methods to model dioxin exposure.
- Estimates of dermal-oral exposure exceed US EPA standards for specific personnel.
- The estimated air contamination exceeds the only standard available (Germany).
Some other examples of C-123 remain in active flying status, operated by private owners in the United States or by various air forces around the world.
Specifications (C-123K Provider)
General characteristics
- Crew: 4
- Capacity: 60 passengers, 50 liters or 24,000 pounds (11,000 kg) of cargo
- Length: 76 feet, 3 inches (23.25 m)
- Wingspan: 110 feet, 0 in (33.53 m)
- Height: 34 ft, 1 in (10.39 m)
- Wings area: 1,223 ftÃ,² (113,7 mÃ,²)
- Empty weight: 35,366 lb (16,042 kg)
- Max. Weight takeoff: 60.000 lb (27.215 kg)
- Powerplant:
- 2 ÃÆ'â € "General Electric J85-GE-17 turbojets, 2,850 lbf (13 kN) each
- 2 ÃÆ'â € "Pratt & amp; Whitney R-2800-99W "Double Wasp" 18-cylinder radial engine, 2,500 hp (1,865 kW) each
Performance
- Maximum speed: 228 mph (198 knots, 367 km/h) at 10,000 ft (3.050 m)
- Roaming speed: 173 mph (150 knots, 278 km/h)
- Kiosk speed: 95 mph (83 knots, 152 km/h)
- Range: 1.035 mi (899 nm, 1.666 km) with maximum load
- Ferry reach: 3.280 mi (2,852 nmi, 5,280 km)
- Service ceiling: 21,100 feet (6,430 m) "OEO" (One machine failed)
- Ascent level: 1,220 ft/min (6.2 m/s) "OEO" (One machine failed)
Important appearances in media
A C-123K (54-709), N709RR (since destroyed in an accident in 2010) is prominently featured in the action movie Con Air (1997); Other C-123s appeared in The Living Daylights (1987), Dumbo Drop Operations (1995) and Air America (1990). Each of these aircraft was previously used to spray Agent Orange in Vietnam, and sold by the Air Force and the General Services Administration before precautions were made to prohibit the sale of surplus aircraft contaminated with the toxin.
See also
Pengembangan terkait
- Chase XCG-20
- Chase XC-123A
- Stroukoff YC-134
Planes with equivalent roles, configurations, and eras
- Aeritalia G.222
Related list
- List of US military aircraft
References
Note
Quote
Bibliography
External links
- Joe M. Jackson's mission in C-123 that earned him the Medal of Honor
- A page detailing the world's only C-123T "Turbo Provider" conversion
Source of the article : Wikipedia
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