-
Curtiss C-46 Commando 1
Curtiss C-46 Commando
C-46 Commando
Wartime photo, USAAF
Role Military transport aircraft
National origin United States
Manufacturer Curtiss-Wright Corporation
Designer George A. Page Jr.
First flight 26 March 1940
Introduction 1941
Status Still in use
Primaryusers Buffalo Airways (as of 2013) United States Army
AirForcesUnited States Marine CorpsUnited States Navy
Produced 19401945
Number built 3,181[1]
The Curtiss C-46 Commando is a transport aircraft originally
derived from a commercial high-altitude airlinerdesign. It was
instead used as a military transport during World War II by the
United States Army Air Forces as wellas the U.S. Navy/Marine Corps
under the designation R5C. Known to the men who flew them as "The
Whale," the"Curtiss Calamity," [2] the "plumber's nightmare", and
among ATC crews, the "flying coffin,"[3] the C-46 served asimilar
role as its counterpart, the Douglas C-47 Skytrain, but was not as
extensively produced. At the time of itsproduction, the C-46 was
the largest twin-engine aircraft in the world, and the largest and
heaviest twin-engineaircraft to see service in World War II.After
World War II, a few surplus C-46 aircraft were briefly used in
their original role as passenger airliners, but theglut of surplus
C-47s dominated the marketplace with the C-46 soon relegated to
primarily cargo duty. The typecontinued in U.S. Air Force service
in a secondary role until 1968. However, the C-46 continues in
operation as arugged cargo transport for Arctic and remote
locations with its service life extended into the 21st
century.[4]
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Curtiss C-46 Commando 2
Design and developmentThe 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.[5] The CW-20 was
intended as a private venture intended to introduce anew standard
in pressurized airliners. The CW-20 had a patented fuselage
conventionally referred to as a"figure-eight" (or
"double-bubble"[6]) 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 twoportions but shared in the stress of each,
rather than just supporting itself. The main spar of the wing could
passthrough the bottom section which was mainly intended for cargo
without intruding on the passenger uppercompartment.[6] A decision
to utilize a twin-engine design instead of a four-engine
configuration was consideredviable if sufficiently powerful engines
were available, allowing for lower operating costs and a less
complexstructure.[7]
Engineering work involved a three-year commitment from the
company and incorporated an extensive amount ofwind tunnel testing
at the California Institute of Technology (Caltech). The resultant
design was a large butaerodynamically "sleek" airliner,
incorporating the cockpit in a streamlined glazed "dome". [8] The
engines featured aunique nacelle "tunnel cowl" where air was ducted
in and expelled through the bottom of the cowl, reducingturbulent
airflow and induced drag across the upper wing surface.[6] After a
mock-up was constructed in 1938,Curtiss-Wright exhibited the
innovative project as a display in the 1939 New York World's
Fair.[9]
Although the company had 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 undertake production.[9] The designof a 24-34 passenger airliner
proceeded to prototype stage as the CW-20 at the St. Louis,
Missouri facility with theinitial configuration featuring twin
vertical tail surfaces. Powered by two 1,700 horsepower
(1,300kW)R-2600-C14-BA2 Wright Twin Cyclones, the prototype,
registered NX-19436 flew for the first time on 26 March1940 with
test pilot Edmund T. "Eddie" Allen at the controls. After testing,
modifications were instituted, includingthe fitting of a large
single tail to improve stability at low speeds.[10][11]
The first prototype was purchased by the United States Army Air
Forces (USAAF) to serve as a master for the seriesand was
designated "C-55", but after military evaluation, the sole example
was returned to Curtiss-Wright andsubsequently re-sold to the
British Overseas Airways Corporation (BOAC).[9] During testing,
General Henry H."Hap" Arnold became interested in the potential of
the airliner as a military cargo transport, and on 13
September1940, ordered 46 modified CW-20As as the C-46-CU Commando;
the last 21 aircraft in this order were delivered asModel CW-20Bs,
designated C-46A-1-CU. None of the first C-46s purchased by the
U.S. military werepressurized.[12][13] The design was then modified
to the C-46A configuration, receiving enlarged cargo doors,
astrengthened load floor, and a convertible cabin that speeded
changes in carrying freight and troops. The C-46 wasintroduced to
the public at a ceremony in May 1942, attended by its designer,
George A. Page Jr.[5]
A total of 200 C-46As in two initial batches were ordered.[2] At
this time, one other important change was made;more powerful
2,000hp Pratt & Whitney R-2800 Double Wasp engines replaced the
two Wright Twin Cyclones. Anumber of minor modifications, such as
fuel system changes and fewer cabin windows were also
adopted.[14]
Subsequent military contracts for the C-46A extended the
production run to 1,454 examples, 40 of which weredestined for the
U.S. Marine Corps, to be designated R5C-1. The military model was
fitted with double cargo doors,a strengthened floor and
hydraulically operated cargo handling winch; 40 folding seats were
the sole passengeraccommodation for what was essentially a cargo
hauler.[14] Tests indicated that the production C-46 was capable
ofcarrying a substantial payload, and could fly well on one engine.
When empty, the aircraft could even climb on oneengine at 200300ft
per minute.The final large production run C-46D arrived in 194445,
and featured single doors to facilitate paratroop drops; production
totaled 1,430 aircraft.[14] 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
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Curtiss C-46 Commando 3
for 234 C-46Fs reverted to the earlier cockpit shape but
introduced square wingtips. A sole C-46G had the steppedwindscreen
and square wingtips but the end of the war resulted in the
cancellation of any additional orders for thetype.[13]
Operational history
C-46 air evacuation from Manila, PhilippineIslands.
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
"TheHump" (as the Himalaya Mountains were nicknamed by
Alliedairmen), transporting desperately needed supplies to troops
in Chinafrom bases in India and Burma.[14] A variety of transports
had beenemployed in the campaign, but only the C-46 was able to
handle thewide range of adverse conditions encountered by the
USAAF.Unpredictably violent weather, heavy cargo loads, high
mountainterrain, and poorly-equipped and frequently flooded
airfields proved aconsiderable challenge to the transport aircraft
then in service, alongwith a host of engineering and maintenance
nightmares due to ashortage of trained air and ground
personnel.
After a series of mechanical gremlins were controlled, the C-46
proved its worth in the airlift operation in spite ofcontinuing
maintenance headaches. It could carry more cargo higher than other
Allied twin-engine transport aircraftin the theater, including
light artillery, fuel, ammunition, parts of aircraft and, on
occasion, livestock. Its powerfulengines enabled it to climb
satisfactorily with heavy loads, staying aloft on one engine if not
overloaded, though"war emergency" load limits of up to 40,000lbs
often erased any safety margins. Nevertheless, after the
troublesomeCurtiss-Electric electrically-controlled pitch mechanism
on the propellers had been removed, the C-46 continued tobe
employed in the CBI and over wide areas of southern China
throughout the war years.[14]
The C-46's huge cargo capacity (twice that of the C-47), large
cargo doors, powerful engines and long range alsomade it suitable
for the vast distances of the Pacific island campaign. In
particular, the U.S. Marines found theaircraft (known as the R5C)
useful in their amphibious Pacific operations, flying supplies in
and wounded soldiersout of numerous and hastily-built island
landing strips.
EuropeAlthough not built in the same quantities as its more
famous wartime compatriot, the C-47 Skytrain, the C-46nevertheless
played a significant role in wartime operations, although the
aircraft was not deployed in numbers to theEuropean theater until
March 1945. It augmented USAAF Troop Carrier Command in time to
drop paratroopers inan 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 famously issued an edict forbidding the aircraft's use in
future airborne operations. Even though the war ended soon
afterward 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 slow speeds at very low altitudes,
by an unarmed cargo aircraft without self-sealing fuel tanks, over
heavy concentrations of German 20mm, 37mm, and larger calibre
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
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Curtiss C-46 Commando 4
self-sealing fuel tanks,[15] the C-46s received no such
modification. Although 19 of 72 C-46 aircraft were shot downduring
Operation Varsity, it is not as well known that losses of other
aircraft types from AA fire during the sameoperation were equally
as intense, including 13 gliders shot down, 14 crashed, and 126
badly damaged; 15 B-24bombers shot down, and 104 badly damaged; 12
C-47s shot down, with 140 damaged.[16][17]
Despite its obvious and valuable utility, the C-46 remained a
maintenance nightmare throughout its AAF career. Theofficial
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 ofthousands of extra
man-hours for maintenance and modification. Although Curtiss-Wright
reported theaccumulation 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
"plumbersnightmare." Worse still, the plane was a killer. In the
experienced hands of Eastern Air Lines and alonga route that
provided more favorable flying conditions than were confronted by
military crews in Africaand on the Hump route into China, the plane
did well enough. Indeed, Eastern Air Lines lost only oneC-46 in
more than two years of operation. But among the ATC pilots the
Commando was known, withgood reason, as the "flying coffin." From
May 1943 to March 1945, Air Transport Command receivedreports of
thirty-one instances in which C-46s caught fire or exploded in the
air. Still others were listedmerely as "missing in flight," and it
is a safe assumption that many of these exploded, went down
inflames, or crashed as the result of Vapor lock, carburetor icing,
or other defects.[3]
During the war years, the C-46 was noted for an abnormal number
of unexplained in-air explosions (31 betweenMay 1943 and May 1945)
that were initially attributed to various causes. In particular,
the fuel system, which wasquickly designed, then modified for the
new, thirstier Pratt & Whitney engines, was criticized. The
cause of theexplosions was eventually traced to pooled gasoline
from small leaks in the tanks and fuel system, combined with
aspark, usually originating from open-contact electrical
components. Though many service aircraft suffered small fuelleaks
in use, the C-46's wings were unvented; if a leak occurred, the
gasoline had nowhere to drain, but rather pooledat the wing root.
Any spark or fire could set off an explosion. After the war, all
C-46 aircraft received a wing ventmodification to vent pooled
gasoline, and an explosion-proof fuel booster pump was installed
with shielded electricalselector switches in lieu of the
open-contact type used originally.[18][19]
PostwarOverall, the C-46 had been successful in its primary role
as a wartime cargo transport, and had benefited from aseries of
improvements. Like the C-47/DC-3, the C-46 seemed destined for a
useful career as a postwar civilianpassenger airliner, and was
considered for that purpose by Eastern Airlines. However, the high
operating costs of theC-46 (up to 50% greater than the C-47), soon
caused most operators to change their minds. Consequently,
mostpostwar C-46 operations were limited to commercial cargo
transport, and then only for certain routes. One of theC-46's major
drawbacks was the prodigious fuel consumption of its powerful
2,000hp engines, which used fuel at amuch higher rate than the
C-47/DC-3. Maintenance was also more intensive and costlier.[14]
Despite thesedisadvantages, surplus C-46s were used by some air
carriers, including Capitol, Flying Tigers, Civil Air
Transport(CAT) and World Airways to both carry cargo and
passengers. Many other small carriers also eventually operatedthe
type on both scheduled and non-scheduled routes. The C-46 became a
common sight in South America, and waswidely used in Bolivia, Peru,
Brazil, Argentina and Chile, especially in mountainous areas (where
a good climb rateand high service ceiling were required) or to
overfly deep jungle terrain where ground transport was
impracticable.C-46 Commandos also went back to war, serving in 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
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Curtiss C-46 Commando 5
as flying cargoes of military and medical supplies to French
forces via Gialam Airfield in Hanoi and other bases inFrench
Indochina. The CIA operated its own "airline" for these operations,
Civil Air Transport (CAT), which waseventually renamed Air America
in 1959. An Air America C-46 was the last fixed-wing aircraft flown
out ofVietnam [Saigon] at the close of hostilities there. On 29
April 1975, Capt. E. G. Adams flew a 52-seat version, with152
people on board, to Bangkok, Thailand.[20] The C-46 was also
employed in the abortive U.S.-supported Bay ofPigs invasion in
1961.Although their numbers gradually began to dwindle, C-46s
continued to operate in remote locations, and could beseen in
service from Canada and Alaska to Africa and South America. In the
late 1970s and early 1980s, theCanadian airline Lamb Air operated
several C-46s from their bases in Thompson and Churchill, Manitoba.
One ofthe largest C-46 operators was Air Manitoba, whose fleet of
aircraft featured gaudy color schemes for individualaircraft. In
the 1990s, these aircraft were divested to other
owner/operators.[21]
Between 1993 and 1995, Relief Air Transport operated three
Canadian registered C-46s on Operation Lifeline Sudanfrom
Lokichoggio, Kenya. These aircraft also transported humanitarian
supplies to Goma, Zaire and Mogadishu,Somalia from their base in
Nairobi, Kenya.Buffalo Airways currently owns and operates three
C-46s, primarily used in Canada's Arctic. Their aircraft havebeen
featured on the Ice Pilots NWT television show.[22]
Two C-46s, formerly owned and operated by Relief Air Transport
in Africa, were operated as freighters for FirstNations
Transportation in Gimli, Manitoba, but the airline has now ceased
operations with one aircraft sold toBuffalo Airways and the other
tied up in receivership.[23]
The Japan Air Self-Defense Force used the Commando until at
least 1966, when they began development of theKawasaki
C-1.[citation needed]
Prices for a used C-46 in 1960 ranged from 20,000 for a C-46F
conversion, to 60,000 for a C-46R.[24]
Variants
"St. Louis", the BOAC CW-20A at Gibraltar,194142. Was previously
C-55 with Curtiss and
USAAC, after conversion from twin-tail CW-20T
CW-20Original passenger airliner design.
CW-20TThe original passenger airliner prototype, fitted with
adihedralled tailplane and endplate vertical tail fins, powered
bytwo 1,700 hp (1,268 kW) Wright R-2600 Twin Cyclone radialpiston
engines.
CW-20ACompany designation of the C-55.
CW-20BCompany designation of the C-46A.
CW-20B-1Company designation of the XC-46B.
CW-20B-2Company designation of the C-46D.
CW-20B-3Company designation of the C-46E.
CW-20B-4
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Curtiss C-46 Commando 6
C-46F "China Doll", Camarillo Airport Museum
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-20HCompany designation of the XC-46L.
C-55Modification 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 & WhitneyR-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 CommandoTwin engined military transport aircraft, powered
by two 2,000 hp (1,491 kW) Pratt & Whitney R-2800-43radial
piston engines.
C-46A CommandoTwin-engined military transport aircraft, powered
by two 2,000 hp (1,419 kW) Pratt & Whitney R-2800-51radial
piston engines, fitted with a large cargo door on the port side of
the fuselage, equipped withstrengthened cargo floor, a hydraulic
winch and folding seats for up to 40 troops.
CX-46B CommandoOne C-46A was converted into a test aircraft to
evaluate a stepped windscreen design, it was powered by two2,100 hp
(1,567 kW) H-2800-34W radial piston engines.
XC-46C CommandoLater redesignated XC-113.
C-46D CommandoTwin-engined personnel, paratroop transport
aircraft, fitted with an extra door on the port side; 1,610
built.
C-46E CommandoTwin-engined utility transport aircraft, equipped
with a large cargo door on the port side of the fuselage,
fittedwith a stepped windscreen; 17 built.
C-46F CommandoTwin-engined cargo transport aircraft, equipped
with cargo doors on both sides of the fuselage, fitted withsquare
cut wingtips; 234 built.
C-46G CommandoThis one-off aircraft was fitted with a stepped
windscreen and square wingtips, one built.
C-46HC-46J
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Curtiss C-46 Commando 7
AC-46K CommandoUnbuilt version, intended to be powered by two
2,500 hp (1865-kW) Wright R-3350-BD radial piston engines.
XC-46KXC-46L
In 1945 three C-46s were fitted with Wright R-3350 radial piston
engines.
The XC-113
XC-113Engine change: One C-46G, s/n 44-78945, was converted into
anengine testbed, the aircraft was fitted with a General Electric
T31turboprop in place of right hand side R-2800. The
aircrafthandled so poorly on the ground that it was never
flown.
R5C-1Twin-engined military transport aircraft for the U.S.
Marine Corps. Similar to the C-46A Commando; 160built.
Operators
Military Operators
Curtiss C-46 "Commando" in flight
Argentina Argentine Air Force - Two aircraft.
Bolivia Bolivian Air Force Transporte Areo Militar
Brazil Brazilian Air Force
China Republic of China Air Force
People's Republic of China People's Liberation Army Air
Force
Colombia Colombian Air Force (one aircraft)
Cuba Cuban Air Force
Dominican Republic Dominican Air Force
Ecuador Ecuadorian Air Force
Egypt Haiti
Haitian Air Corps
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Curtiss C-46 Commando 8
Buffalo Airways' "Buffalo Joe" C-46 in northern Canada, c.
2005
"Working office" of a C-46, c. 2006, over northern Manitoba
Lamb Air C-46.
Honduras Honduran Air Force
Israel Israeli Air Force
Japan Japan Air Self-Defense Force
South Korea South Korean Air Force C-46 on display at the War
Memorial of Korea,
Seoul, Republic of Korea
Laos Royal Lao Air Force
Mexico Peru
Peruvian Air Force Soviet Union
Soviet Air Force - One aircraft only.[25]
United States United States Army Air Forces United States Air
Force United States Marine Corps United States Navy
Civil Operators
Argentina Aeroplan Aerotransportes Litoral Argentino (ALA)
Austral Lineas Aereas
Brazil Aero Geral Aeronorte Aerovias Brasil Companhia Ita de
Transportes Areos Linha Area Transcontinental Brasileira Linhas
Areas Paulistas LAP Lide Areo Nacional NAB Navegao Area Brasileira
Paraense Transportes Areos Real Transportes Areos Sadia TABA TAS
Transportes Areos Salvador
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Curtiss C-46 Commando 9
C-46 C-GIBX from First Nations Transportation, c. 2006
C-46 from Republic of China Air Force
An APU of China Doll
Transportes Areos Nacional Transportes Areos Universal Varig
Canada Air Manitoba Buffalo Airways Lambair First Nations
Transportation Pacific Western Airlines
Chile Linea Aerea Sud Americana - LASA
Colombia Aerocondor Aeropesca Arca
Avianca Costa Rica
LACSA (Lneas Areas Costarricenses S.A. / Costa Rica)
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Curtiss C-46 Commando 10
C-46A of Caraibische Lucht Transport (Curaao)in 1970
Curacao Carabaische Lucht Transport
Dominican Republic Aeromar
Honduras Servicicio Aereo de Honduras SA
Haiti
Air Haiti - former operator Ireland
Irish International Airlines (leased from Seaboard & Western
Airlines) Kenya
Relief Air Transport Nicaragua
LANICA (Lneas Areas de Nicaragua S.A./ Nicaragua) Norway
Fred Olsen Air Transport Paraguay
Paraguayan Airways Service/Servicios Areos del Paraguay (PAS) -
3 aircraft Lloyd Areo Paraguayo S.A. (LAPSA) - 2 aircraft Aerocarga
Asociados (ACA) - 1 aircraft International Products Corporation
(IPC Servicio Areo) - 1 aircraft
PeruSATCO - Servicio Aereo de Transportes Commerciales
Taiwan Civil Air Transport - former operator
United Kingdom British Overseas Airways Corporation (CW-20)
United States Alaska Airlines Capitol Air (Capitol International
Airways) Civil Air Transport (later became Air America) Delta Air
Lines Everts Air Cargo Resort Airlines Riddle Airlines Seaboard
World Airlines Zantop Air Transport
Uruguay ARCO Aerolneas Colonia S.A.
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Curtiss C-46 Commando 11
Compaa Aeronutica Uruguaya S.A. (CAUSA) Venezuela
Linea Aeropostal Venezolana
Cockpit of 4X-ACTC-46 Commando
operated by El-Al onflight from Lod Airportto Eilat Airport
(Israel)
(~1952)
Passengers in 4X-ACTC-46 Commando
(~1952)
4X-ACT C-46 Commandoin Eilat Airport (Israel)
(~1952)
4X-ACT C-46 Commando inEilat Airport (Israel) (~1952)
In popular cultureMovie star turned Marine Lieutenant Tyrone
Power was an R5C pilot during the Iwo Jima and Okinawa campaignsin
1945.[citation needed]
Specifications (C-46A)Data from Curtiss Aircraft
19071946[26]
General characteristics Crew: 4 Capacity: [27]
40 troops or 30 stretcher patients or 15,000lb (6,800kg)
cargo[28]
Length: 76 ft 4 in (23.27 m) Wingspan: 108 ft 0 in (32.91 m)
Height: 21 ft 9 in (6.62 m) Wing area: 1,360 ft2 (126.3 m2) Empty
weight: 30,669 lb[29][27] (14,700 kg) Max. takeoff weight: 45,000
lb[30] (20,412 kg) Powerplant: 2 Pratt & Whitney R-2800-51
two-row 18-cylinder radial engines, 2,000 hp (1,492 kW) each
Performance Maximum speed: 270 mph (235 knots, 435 km/h) at
15,000ft (4,600m) Cruise speed: 173 mph (150 knots, 278 km/h)
Range: 3,150 mi (2,739 nmi, 5,069 km) at 173 mph (278 km/h) Service
ceiling: 24,500 ft (7,468 m) Rate of climb: 1,175 ft/min[27] (6.0
m/s)
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Curtiss C-46 Commando 12
References
Notes[1][1] Andrade 1979, p. 65.[2][2] Davis et al. 1978, p.
11.[3][3] Carter 1958, p. 25.[4][4] Love 2003, pp. 46-47.[5] "Air
Freighter." (http:/ / www. time. com/ time/ magazine/ article/
0,9171,849869,00. html) Time magazine, 18 May 1942.[6][6] Johnson
2007, p. 45.[7][7] Johnson 2007, p. 44.[8] The C-46's dome somewhat
resembled the "stepless cockpits" used by almost all of the Third
Reich's Luftwaffe medium bomber designs had
adopted, like the later -P and -H wartime versions of the
Heinkel He 111[9][9] Love 2003, p. 4.[10] Bowers 1979, pp.
451452.[11] Green and Swanborough Air Enthusiast SeptemberDecember
1987, p. 27.[12] Lucariny, J.R. "Curtis C-46 Commando." (http:/ /
www. jrlucariny. com/ site2008/ c46clh/ c46clh. html)
jrlucariny.com. Retrieved: 12 April
2012.[13][13] Johnson 2007, p. 47.[14][14] Mondey 2006, p.
72.[15] Bolce, Don. "Operation Varsity." (http:/ / www. able506.
com/ 440th/ tcarticle_operationvarsity. shtml) able506.com, 24
March 1945.[16] Seelinger, Matthew J. "Operation Varsity: The Last
Airborne Deployment of World War II." (http:/ / www. armyhistory.
org/ ahf2.
aspx?pgID=877& id=139& exCompID=56) The Army Historical
Foundation. Retrieved: 11 May 2011.[17][17] Devlin 1979, p.
624.[18] Leeuw, Ruud. "Background Information: Curtiss C-46
"Commando." (http:/ / www. ruudleeuw. com/ c46_tech. htm)
ruudleeuw.com.
Retrieved: 11 May 2011.[19] "C-46 Nontransport Category
Airplanes." (http:/ / www. risingup. com/ fars/ info/
part121-C-APPX. shtml) FAA Part 121, Appendix C.[20] Adams, Capt
E.G. "Memories of the Fall of Saigon - April 29, 1975 - Fred
Walker's Diary: The Beginning of the End." (http:/ / www.
air-america. org/ Articles/ Fall_of_Saigon. shtml#adams)
air-america.org. Retrieved: 27 October 2011.[21][21] Groves 1994,
p. 32.[22] "Buffalo Airways Fleet: C-46 Commando." (http:/ / www.
buffaloairways. com/ aircraft-fleet) buffaloairways.com, 2011.
Retrieved: 11 May
2011.[23] Wiebe, Lindsey. "First Nations Transportation banned
from flying: 20 people laid off while airline fights suspension."
(http:/ / www.
winnipegfreepress. com/ local/
first-nations-transportation-banned-from-flying-50347287. html)
Winnipeg Free Press, 7 October 2009.[24] "Curtiss CW-20/C-46
(Commando)." (http:/ / www. flightglobal. com/ pdfarchive/ view/
1960/ 1960 - 2681. html) Flight, 18 November
1960.[25][25] Hardesty 1991, p. 253 (Appendixes).[26][26] Bowers
1979, p. 456.[27] Green and Swanborough Air Enthusiast
SeptemberDecember 1987, p. 42.[28][28] Bowers 1979, p. 453.[29][29]
Cargo configuration[30][30] Normal maximum weight. Overload weight
49,600lb (22,500kg).Andrade 1979, p. 65.
Citations
Bibliography Andrade, John M. US Military Aircraft Designations
and Serials. Hinckley, Leicestershire, UK: Midland
Counties Publications, 1979. ISBN 0-90459-721-0. Bowers, Peter
M. Curtiss Aircraft, 1907-1947. London: Putnam & Company Ltd.,
1979. ISBN 0-370-10029-8. Carter, John D. "Chapter 1: The Air
Transport Command" (http:/ / www. ibiblio. org/ hyperwar/ AAF/
VII/
AAF-VII-1. html). In Frank Craven, Wesley; and James Lea Cate.
The Army Air Forces in World War II: VolumeVII, Services Around the
World 7. Hyperwar Foundation, 1958.
Davis, John M., Harold G. Martin and John A. Whittle. The
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Curtiss C-46 Commando 13
Devlin, Gerard M. Paratrooper!: The Saga Of Parachute And Glider
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External links Curtiss Commando (http:/ / www. ruudleeuw. com/
c-46_in_alaska. htm) Background Information: Curtiss C-46
"Commando" (http:/ / www. ruudleeuw. com/ c46_tech. htm) C-46s from
"Austral Lineas Aereas" (http:/ / aerospotter. blogspot. com/ 2008/
01/
austral-naci-hace-50-aos-con-c-46s. html) (Spanish)
Illustrations in Flying Magazine January 1941 showing single versus
twin-tail configurations of CW-20 prototype
(http:/ / books. google. co. uk/ books?id=Uf8vvplmxF0C&
pg=PA56& dq=curtiss+ cw-20& hl=en&
sa=X&ei=xfKeT9GXEqnT0QXixYDxDg&
ved=0CEkQ6AEwAw#v=onepage& q=curtiss cw-20& f=false)
1942 Life magazine photos of loading arrangement demonstrations
with the C-46 (http:/ / www. google. com/imgres?hl=en&
biw=1440& bih=688& tbm=isch& tbnid=-0cTOMDp5lzPyM:&
imgrefurl=http:/ / images.google. com/ hosted/ life/
8c26ef4c10fba9ce. html& docid=udtKVYi0iOzy1M& imgurl=http:/
/ www. gstatic.com/ hostedimg/ 9ec1ae826100f61b_thumb&
w=64& h=64& ei=pjOgT5GON43D8QOQ14GjAQ&
zoom=1&iact=hc& vpx=1023& vpy=409& dur=437&
hovh=64& hovw=64& tx=71&
ty=46&sig=108412345345016776534& page=1& tbnh=64&
tbnw=64& start=0& ndsp=18&
ved=1t:429,r:12,s:0,i:97)
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Article Sources and Contributors 14
Article Sources and ContributorsCurtiss C-46 Commando Source:
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Aldis90,Andrwsc, Antheii, Antonio Luis Sapienza, Armona, Asomozap,
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Rlandmann,Romeofiveten, Roo72, RuthAS, S2grand, SchuminWeb,
Scottanon, ScottyBoy900Q, Searcher 1990, Signaleer, Skyraider1,
Snowmanradio, Sobolewski, Spartan7W, SpartanCanuck, SylvainMielot,
Tabletop, Template namespace initialisation script, The Bushranger,
The PIPE, TheBaron0530, Toddlamb, Todowd, Trevor MacInnis,
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Image:Curtiss C-46A PJ-CLD MIA 19.10.70 edited-2.jpg Source:
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