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| During 1947 Fairchiid developed an improved version of the C-82, the XC-82B prototype being a conversion from a production C-82A. It differed primarily by having the flight deck resited into the nose of the aircraft and the installation of 1976kW Pratt & Whitney R-4360-4 Wasp Major 28-cylinder radial engines. Following service tests it was ordered into production as the C-119B Flying Boxcar (55 built), these having the fuselage widened by 0.36m, structural strengthening for operation at higher gross weights, and more powerful R-4360-20 engines. Accommodating up to 62 paratroops, and with increased cargo capacity, the C-119s gave excellent service during operations in Korea and Vietnam, as well as in a wide variety of other heavy transport applications. C-119s also serve or served with the air forces of Belgium, Brazil, Ethiopia, India, Italy, Nationalist China and South Vietnam, many supplied under the Military Assistance Program. In addition, some surplus military aircraft, both C-82s and C-119s, were acquired by civil operators.
In 1961 Steward-Davis Inc. of Long Beach, California, developed a Jet-Pak conversion for C-119 aircraft. This involved the installation of a 1542kg thrust Westinghouse J34-WE-36 turbojet engine in a specially-developed nacelle mounted on the upper surface of the wing centre-section. At least 26 Indian Air Force C-119s had a more powerful HAL-built Orpheus jet pod to enable them to operate with greater payloads under 'hot and high' conditions.
| MODEL | C-119G |
| CREW | 5 |
| ENGINE | 2 x Wright R-3350-85, 2610kW |
| WEIGHTS |
| Take-off weight | 33747 kg | 74400 lb |
| Empty weight | 18136 kg | 39983 lb |
| DIMENSIONS |
| Wingspan | 33.3 m | 109 ft 3 in |
| Length | 26.37 m | 87 ft 6 in |
| Height | 8.0 m | 26 ft 3 in |
| Wing area | 134.43 m2 | 1446.99 sq ft |
| PERFORMANCE |
| Max. speed | 470 km/h | 292 mph |
| Cruise speed | 322 km/h | 200 mph |
| Ceiling | 7300 m | 23950 ft |
| Range w/max.fuel | 3669 km | 2280 miles |
| Charlie Gajewski, e-mail, 16.01.2010 21:57 Was a crew chief on C-119,53-855,at Stewart AFB. After working on C-123s & KC-97s at ShepardAFB,guessed that Fairchild corrected all their mistakes from the 119 with the 123. R-3350s were oil leakers, we always knew a 119 was by where it marked it's spot. My uncle flew on the A model for a short while during Korea. Prop feather button up on the overhead console, many went down by accident. Remember a Tech Order change moving the prop feather button. Ours were J models. As far as flying military transport, flew on C-130S & C-7S in Nam. Sure, noisy and shaky.So what! They were reliable. 119s were not able to fly on one engine,according to "the book". Well, seen many come back on one engine (yikes).
Many old timers claimed the 119 could sit on the ground and break. Mine was on the ground, except for aborted Check Flights, for over a month. Engine oil leaks. Engine shop loved my bird. Finally changed a 900hr+ engine & they flew the heck out of it. Yes, it was a dog but so were many of the old relics we were trying to keep flying in the sixties.
A bunch of us went to school in Ohio, "7" level. We could not figure out why but we were told about the "Shadow" program and it made sense. reply | | Marvin Wood, e-mail, 13.01.2010 02:12 I flew on the c-119c /f model. It was relief to fly in after 2 years in the c-82. I was assigned to 60th Troop Carrier, 11th Troop Carrier Squadron at Rhein Main AFB, Germany. 1950-1953 reply | | Jerry Baird, e-mail, 07.01.2010 01:54 Flew it as a pilot 1949 to 1957 in the following models B,C, C?F F and G. It was great after the C-82. Liked the C /F best. Flew in the CG-15 behind it, too. Combat in Korea from Ashiya Japan Sep 50 to Feb 52. Dropped a weapons carrier and a 105 mm Howitzer at Munsan-Ni in Mar 51. Aircraft in front of me got shot down. Besides Ashiya, Sewart, Maini, Youngstown and Evreux AB France. About 2000 hours. Lost a lot of buddies in it, including my best man at my marriage. He was shot down by our own artillery just south of Sowan on an aireal resupply mission. Helped the Marines out of the Chosen Resevoir area in Dec 50. Dang heaters froze up - what a cold flight on one of the missions. Lots of prop blade severances cost a lot of lives in that era. It eventually became a reasonable aircraft especially after the reserves took it over and had continual maintenance from the ones who weren't always transferring after they learned the ins and outs of it. The vetrical and dorsel fins healped to keep aircraft ahead of the power courve on engine out flying.porbaly the most oimportant modification besides new prop. reply | | Bob Penny, e-mail, 05.01.2010 02:34 I've been looking for comments about the "J" model;the one with the beaver tail. did medevac training for three years
in them and found them to bereliable,full of interesting experiences, and I definitely recall the rivets. reply | |
| | Chuck Sunder, e-mail, 05.01.2010 02:07 In 1955 I flew from Elmendorf AFB, Alaska to Sparrevohn AFS, Alaska as a passenger...never forget it....that bird rumbled and rattled...was glad to land on the uphill runway at Sparrevohn. reply | | Chuck Lunsford, e-mail, 04.01.2010 21:19 I flew as a radio operator in C-119Gs with the 12th Troop Carrier Sq., based at Dreux /Louviellers in France from '56 to '59. I would like to remind the detracting non-aircrew clowns below that the C-119 was a Combat Cargo aircraft, designed to move and drop troops and large heavy equipment in support of the Army. The C-82 and C-119 were the first aircraft designed to be airlifters, and were not converted airliner designs. It was a workhorse and never designed or intended to be user friendly for passengers. It did its job very well, and served this country and a ton of Third World countries in both military and civilian applications for nearly 50 years. There are three still flying--N15501, start of "Flight of the Phoenix" now at Buckeye, AZ, and two restricted at Palmer, Alaska. Unfortunately, none of the AC-119G or AC-119K gunships survived the war in SEA. reply | | Harry Van Den Heuvel, e-mail, 01.01.2010 17:48 I flew the C-119 as a flight mechanic with the 60th TCW, Rhein Main and later at New Castle Airbase with the 512th TCW (R). I liked the old bird and saw lots of interesting places, and a lot of exits out the rear doors. reply | | Marty Noonan, e-mail, 14.12.2009 21:47 The USAF converted 52 C-119G models to (26) AC119G "Shadow" and (26) AC119K "Stinger" Gunships in 1968 for the Close Air Support mission in Vietnam to replace the AC47 Spooky Gunship. They were operational in the 14th Special Ops Wing (SOW) 17th SOS and 18th SOS from 1968 to 1973. Shadows were used for Close Air Support and Stingers primarily for Truck Killer Mission on Ho Chi Ming Trail. I flew the AC119G Shadow in '70-'71. All the Shadows were turned over to the Vietnamese Air Force in Sept. 71. The Stingers in 1972. Non survived the after the defeat of the South in 1975. It was a formidable gun platform. More Gunship History at: www.ac-119gunships.com /
The USAF mothballed the last Reserve and Air Nat. Guard C-119 transports in late 1974 to the boneyard in Tuscon, AZ. Some are still active fire-fighting aircraft in civilian life. reply | | leo rudnicki, e-mail, 08.04.2009 03:20 Canada operated the Boxcar. My brother-in-law wore a red hat and jumped out of several of them. I wasn't so lucky. The engines were located next to the fuselage side amplifiers and the interior smelled of stomach contents. I didn't add to it but I wanted to. reply | | Jimmy E. Grant, e-mail, 03.02.2009 17:24 I flew on the AC-119K Stinger Gunship. That was one fine bird. Our mission was shooting supply trucks over the trail in Vietnam durning 1970-71. reply | | William Hill, e-mail, 20.11.2008 21:37 I was lucky to fly about 900 hrs in C-119 Cs & Gs. After flying RF-80s on active duty, it was a change. However I loved the old bird and feel that it has been knocked by those who don't really belong in military aircraft. reply | | William Steely, e-mail, 07.09.2008 14:01 I've logged over 1100 hrs.,(7 yrs.reserve time) in this aircraft (C & G models). After being a jet instructor, it was a shock for a long time....& now with each passing year, the memories get more fonder.....& the problems are being forgotten.....Are any still flying anywhere? reply | | Jerry Townsley, e-mail, 07.07.2008 23:15 Hi, Yes I have a comment, if you are going to have this site, and I really like it. I flew on them and worked on then for twenty years. YOU need to read it on some occasion and delete the assholes who are putting out the garbage above. Please keep this site clean! reply | | Conquest, e-mail, 28.05.2008 03:32 I remember jumping out of this one at Ft Bragg departing from Pope AFB. The take off was always a scary experience. reply | |
| | 'cookie', e-mail, 18.04.2008 23:05 The C-119 was manufactured by Fairchild at their Hagerstown, MD facility. reply | | 'cookie', e-mail, 18.04.2008 23:02 I well remember the hours spent riding in the web seats[?]
while watching quite a few rivets turning slowly in their holes. I figured if they ever stopped....we were going straight down.
There were many times when we made "unplanned" landings. Oh boy!! reply | | 'cookie', e-mail, 18.04.2008 23:00 I well remember the hours spent riding in the web seats[?]
while watching quite a few rivets turning slowly in their holes. I figured if they ever stopped....we were going straight down.
There were many times when we made "unplanned" landings. Oh boy!! reply | | Pat, e-mail, 18.04.2008 20:55 I always had the feeling it landed at the same speed it flew reply | | CLARMAN, e-mail, 18.04.2008 19:01 This hot-rod may have been labeled Flying Boxcar, but for those of us who flew this piece of insanity, we labeled it the Flying Crowbar. The USAF Drum and Bugle Corps who were passengers on far too many occasions came to hate iot. We had at least 3 occasions when we were lined up by the doors waiting for the green jump light, and none of us had jump training! reply | | calum morris, e-mail, 16.02.2008 23:04 probably the fairchild works reply |
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