In early 1942 Boeing initiated a design study to examine the feasibility of producing a transport version of its B-29 Superfortress. In due course the company's proposal was submitted to the USAAF for consideration and, because at that time the long-range transport was a much-needed type of aircraft, a contract for three prototypes was awarded on 23 January 1943. Identified by the company as the Boeing Model 367, and designated XC-97 by the US Army Air Force, the first made its maiden flight on 15 November 1944.
The XC-97 had much in common with the B-29, including the entire wing and engine layout. At first view the fuselage, of 'double-bubble' section, appeared to be entirely new, but in fact the lower 'bubble' was basically a B-29 structure, and so was the tail unit attached to the new (and larger) upper 'bubble'. On 6 July 1945, following brief evaluation of the prototypes, 10 service-test aircraft were ordered. These comprised six YC-97 cargo transports, three YC-97A troop carriers, and a single YC-97B with 80 airline-type seats in its main cabin.
The first production contract, on 24 March 1947, for 27 C-97A aircraft with 2425kW Pratt & Whitney R-4360-27 engines, specified accommodation for 134 troops, or the ability to carry a 24,040kg payload. Two transport versions followed, under the designation C-97C and VC-97D, and following trials with three KC-97A aircraft equipped with additional tankage and a Boeing-developed flight-refuelling boom, KC-97E flight-refuelling tankers went into production in 1951. This version was powered by 2610kW R-4360-35C engines. The KC-97F variant which followed differed only in having R-4360-59B engines. Both the KC-97E and KC-97F were convertible tanker/transports, but for full transport capability the flight-refuelling equipment had to be removed. The most numerous variant, with 592 built, was the KC-97G which had full tanker or full transport capability without any on-unit equipment change.
When production ended in 1956 a total of 888 C-97s had been built, and many were converted later for other duties. The KC-97L variant had increased power by the installation of a 2359kg thrust General Electric J47-GE-23 turbojet beneath each wing to improve rendezvous compatibility with Boeing B-47s. KC-97Gs converted to all-cargo configuration were redesignated C-97G, and in all-passenger configuration became C-97K. Search and rescue conversions were HC-97G, and three KC-97Ls went to the Spanish air force, being designated TK-1 in that service. Several have served in many roles with Israel's air force.
Variants
C-97D: designation applied to the third YC-97A, the YC-97B, and two C-97As following conversion to a standard passenger configuration; the three VC-97Ds were subsequently redesignated C-97D
KC-97H: designation applied to one KC-97F, following modification for service trials as a tanker using the probe-and-drogue flight-refuelling system developed in the UK
YC-97J: final designation of two KC-97Gs converted for USAF use as flying test-beds, each with four 4250kW (5,700-shp) Pratt & Whitney YT43-P-5 turboprop engines
Boeing 367 / C-97 on YOUTUBE
Specification
MODEL
KC-97G
ENGINE
4 x Pratt & Whitney R-4360-59B radial pistone engines, 2610kW
I really enjoy reading the comments above. I was a boom operator on the KC-97s at Dow Air force Base with the 71st and 341st Air Refueling Squadrons from 1960 through 1963. I can still remember how cold it got on some of the night flights. Some of the people above I still remember. Thanks.
I was with the 55th ARS at Forbes AFB Kansas. I was a Crew Cheif from 1955 until I was discharged March 31st 1957. We were on a TDY at Yokoda Japan. We then stopped at Hickham AFB in Hawaii. We refueled the B-52 which was making a around the world non stop flight. Great Aircraft. Bob
I was a Navigator in the 384th AREFS at Westover AFB, MA from July 1960 - July 1964. A great group of guys who were supported by even greater maintenance personnel. We overworked those engines with way too many heavy weight takeoffs. Newfoundland, Greenland, England, Spain and the Azores were our main TDY locations. An experience I will treasure forever.
I was radio operator on C-97's 1266 Air Transport Squadron at Hickam AFB Hawaii. 1950-1954. Flew air evac from Haneda AFB Tokyo to Travis AFB Calif. One flight to Travis we lost engine #2 over the Pacific, shortly after #4 went. Had ninety stretcher patients on board and declared EMERGENCY as we started losing altitude. Air sea rescue came out with a B-29 with large boat attached to belly and two jet fighters from Hamilton AFB in California. We couldn't make it to Travis so they directed us to Mills Airpot (San International Airport). We crossed directly over the Golden Gate Bridge at 2,500 ft and made a right turn for landing at S.F. Landing went well but there we many with hearts in our throarts. Once on takeoff from Kwajalein Island #2 engine decided to leave us, and it did. Horrowing experience, flames ... making a 180 and landing downwind with very high humidity. Had a right side landing gear collapse on takeoff at Haneda AFB Tokyo with 82 litter patients on board. Props #3 and#4 chewed up the runway and we stopped our slide 6 feet from Tokyo Bay.Amazing ... no injuries. I was on the first flight bring POW's home from Korea. Haneda To Travis. Most of their families were present at Travis for a wonderful home greeting.
Flew the KC-97,F&G's as a Flight Enginer from 1959-1963 at Lincoln, AFB, Neb. (98 ARS 1959-1963) and Mt. Home AFB,Idaho. (9th.ARS 1963-1965) Truly a Cadillac.
Flew the -G model at Dyess in 1956 when it was right out of Renton,WA and then after 6 years in the KB-50J flew the KC-97L with the 5 Air Guard refueling groups. They were really cadillacs!
I spent nineteen months as a 4313(5)1 on the KC-97G's of the 301st AFRES at Barksdale (tail #'s 852-874). I cussed and fussed at being placed in recips at Sheppard, but I thanked God later to have been mated with the KC-97G. That wonderful bird and its fantastic crews ferried me all over the world. The most amazing experience of my teen years occurred on my first shift at the Goose Bay alert pad at 9:00 A.M. on May 1, 1960 with SAC's first Delta /Romeo level alert(U-2 shootdown). What an awesome sight, but many hours spent that night in recocking. I will forever hear the earie sounds of those old expander tube disc brakes.
THE KC97G SHOWN ABOVE CAME TO THE 9THAIR REFUELING SG.IN 1954 AND WAS AT MT.HOME AFB FOR SOME TIME IN SUPPORT OF THE 9TH BOMB WING WITH MANY DEPLOYMENTS DURING THE COLD WAR
I was a Crew Chief stationed at Selfrige Air Force base in Mt Clements Michigan, General Lemay ,came in with order reassinging most of us on loan over seas to Okinawa Japan to a MATS TRANSPORT BASE, AT Kadena AIR BASE during the Vietnam area temp duty at Da Nang VIETNAM
I was another who worked on the C-97 at Hickam, Hi 1502nd. FLM., (1957-60). I remember the dam engine cowling had to be laid out in the right order, or things got messed up!!. Also, the engines, with the super-charger, made it very hard working in close quarters.
My years working on the KC 97's in the 321st AREFS SAC Sg were the best. A great aircraft for it's time. A lot of maintenance with an extremely good airframe, flight characteristics, and safety record. We held the record on engine hours at about 1100 for a long time.Good crews, good maintenance, good aircraft. Sometimes it seems like yesterday, Cheers for the KC-97 F&G....
I was the Adjutant of the 1700th Test Squardron (Turbo-Prop) at Kelly AFB, TX from 1955 to May 1957. The purpose of our squadron was to test the Pratt & Whitney turbo prop enjines asnd the Hamilton-Standard propellers to determine maintence requirements. The squadron completed it's mission in July,1957
Flew over 5000 hours in various duties and models of the 97 including the VC 97 designated to be Gov. Dewey's Presidential aircraft. Super stable and reliable; brought me and my crew down safely after losing both inboards just after refusal speed on max weight take off. Unique moment; did "Charley-Charley" landing in Hong Kong with my Mother seated on the flight deck.
Was a passenger on a flight from March AFB to RAF Brize Norton, by way of Goose Bay Labrador. A beautiful airplane and my first experience hearing prop ice thrown against the fuselage - strange noise for a newcomer, but all was totally well. A great airplane.
We here at the BAHF own & are preserving a C97G Strat N522718 of Airworthy status. We are making HER into a of Cold War History & Nostalgia.When the project is complete we hope to present our C97G on the USA airshow circuit. The BAHF is a nonprofit,tax exempt,all volunteer Aviation Foundation & also flys a C54 Skymaster on the airshow circuit,which is a reply
Dean Gambill Jr, e-mail, 11.01.2009 18:24
My dad flew was a flight engineer on the KC97, KB50 and KB29 for nearly 30 years, both in the Air Force and finishing with the Tennessee ANG 134th ARG at McGhee Tyson ARPT Knoxville. I was lucky enough to get checked out as a boom operator and serve along with him in Tenn ANG from 1967 to 1977. Dad always said the 97 was so safe because it was about the last aircraft built on a cost plus contract basis, thus lots of redundant back up systems and components. I remember taking off from SDF in Louisville KY after a guard open house with only 3 engines turning, one of the props had sprung a leak and had to stay shut down for the flight. We flew the L model with two GE J47 jets that made quite a difference in performane and safety in all flight phases. The 97 was a great bird! One of ours from Knoxville is on display at Castle AFB Air Force Museum Merced, CA tail number 53-354. Check her out!
