C-133 Technical Data
MSG E. R. McKinzie, 84th MAS B. McKinzie, 2000
It is fitting that a Flight
Engineer head this page. Their immense technical knowledge of the C-133
was critical to safe operation of such a huge, complex aircraft. They had
developed their extensive expertise first as flight line aircraft
mechanics, before going on flight status. In the C-133, the flight
engineers were crucial to mission success, especially at locations where
C-133 expertise, supplies and equipment were scarce. Their abilities to
work with what was available often made the difference between moving the
mission and more delay. Many C-133 flight engineers had experience dating back to the B-17, B-24, C-54 and C-124,
all of which counted very strongly.
Aircraft performance was the other area where the engineers were indispensable.
Long overwater legs made fuel management crucial, especially when going to
destinations where there were no alternates, such as McMurdo Sound. There
were some missions that were truly off the charts, such as one to Quito,
Ecuador, where the airport was above 13,000'. In those cases, the engineers
and pilots extrapolated from information published in the performance manual.
Flying crew chiefs often
augmented the flight crews, especially in the final years, when the
level of C-133 knowledge among enroute transient maintenance personnel had
declined and supplies were becoming scarce. The crew chiefs worked while
the crew slept and were not able to enjoy the local attractions to the
same extent. But, they were often the difference between moving the
mission and not.
The rest of this page will give a wide variety of information about the
airplane and its performance.
C-133 Cargomaster Specifications
Following
are detailed specifications for the C-133A, as obtained from Douglas Aircraft
Co. archives and aircraft manuals. Both the C-133A and C-133B had much more powerful engines by
1970. Those data are shown in the summary table below.
Wingspan:
179’8”
Stabilizer Span:
60’00“
Length:
157’6“
Cargo Deck Length:
81’10”
Height:
48’9”
Main Gear Width:
21’8”
Cargo deck ht:
50”
Limiting load dimensions:
C-133A
105” width
150” height
C-133B
142” width
151” height
Side loading door, both
106” width
100” height
Ground Clearance:
8’00” Inboard Propeller
8’8” Outboard
Propeller
18’3” Top of Fuselage
16” Bottom of fuselage
22’3” Wingtip
Min Turning Radius
140’ outside wingtip (for 180° turn with
brakes and power assistance)
160’ outside wingtip (for 180° turn without
brakes or power assistance)
175’ outside wingtip (for 360° turn without
brakes or power assistance)
180’ outside wingtip (for 180° turn without
brakes or power assistance and nose gear
turned to maximum degree not to activate
nose steering warning system horn)
Design zero fuel wt
215,000 pounds (C-133A/B)
Design Gross Wt:
275,000 pounds (C-133A)
282,000 pounds (max overload TOGW)
282,000 pounds (max landing GW)
286,000 pounds (C–133B)
300,000 pounds (max overload TOGW)
300,000 pounds (max landing GW)
Engines:
Pratt &
Whitney T34-P-7WA with 6,500 shaft HP (C-133A)
Pratt & Whitney T34-P-9W with 7,500 shaft HP (C-133B)
Fuel Capacity:
18,236 gal (109,416 lbs)
Oil Capacity:
60 gallons
Propellers:
Curtiss-Wright Turboelectric
CTS35S-B319, 18’ diameter
Landing Gear:
Main gear two independent dual tandem trucks
Nose gear twin wheels
Cruise TAS 260 knots (C-133A) 270 knots (C-133B)
Ceilings Absolute (Zero fpm rate of climb) 35,000'
Service (100 fpm rate of climb) determined by gross weight
Cruise (300 fpm rate of climb) determined by gross weight
The following data are from Douglas Aircraft Co. for the C-133A. The changes were only in engine power and specifications, as shown above.
Otherwise, the main structural data remained constant, as far as I know. This may indeed be more detail than most people want, but at least a
few desired this level of detail.
AREAS |
CONTROL SURFACE ANGULAR MOVEMENT |
||
|
Total wing area
Each aileron aft of hinge line
Flap area each side
Total horizontal tail area
Elevator area (total) Horizontal stabilizer (total)
Total vertical tail area (w/o dorsal fin)
Total rudder area
Vertical stabilizer area
|
2,673.1 ft2
71.6 ft2
248.2 ft2
800.7 ft2
329 ft2
471.7 ft2
536.7 ft2
177.1 ft2
359.6 ft2 |
Aileron
Aileron control tab
Flap
Elevator
Elevator trim tab
Elevator trim tab
Rudder
Rudder control tab |
up/down 20 °
up/down 20 °
down 45 °
up/down 20 °
up/down 20 °
up/down 20 °
right/left 20 °
right/left 20 ° |
WING AND TAIL
|
CENTER OF GRAVITY LOCATION
|
||
|
Wing airfoil section
Theoretical root: NACA
(230)17-64-.131
Theoretical tip: NACA
(230)15-64-.131
Wing incidence @ theoretical root
Wing incidence @ theoretical tip
Sweepback @ 20% chord (wing
common
% plane)
Wing leading edge
Horizontal stabilizer airfoil sections
Theoretical root:
NACA 64A 012
Theoretical tip:
NACA 64A 010.7
Vertical stabilizer airfoil sections
Station Z = 82.000
NACA 64A 012
Theoretical tip:
NACA 64A 010.7 |
17%
15%
8 °
4 °
0 °
2.4 °
12 %
10.7%
12 %
10.7% |
Design gross wt, gear retracted
Aft of leading edge
of MAC
Below leading edge
of MAC
Design gross wt, gear extended
Aft of leading edge
of MAC
Below leading edge
of MAC
Extreme fwd CG, gear retracted
Aft of leading edge
of MAC
Below leading edge
of MAC
Gross wt for this condition
Extreme rearward CG, gear extended
Aft of leading edge
of MAC
Below leading edge
of MAC
Gross wt for this
condition |
28.0% MAC
70.5”
28.0% MAC
71.2”
17% MAC
106.1”
161,170 lb
32% MAC
71.2”
255,000 lb |
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