Warbird Information Exchange

Boeing XC-97 Stratofreighter, military designation of the prototype Boeing 367, three built.

The Boeing C-97 Stratofreighter was a long-range heavy military cargo aircraft developed from the B-29 and B-50 bombers. Design work began in 1942, the first of three prototype XC-97s flew on 9 November 1944 and the first of six service-test YC-97s flew on 11 March 1947. All nine were based on the 24ST alloy structure and Wright R-3350 engines of the B-29, but with a larger-diameter fuselage upper lobe (making a figure of eight or "double-bubble" section) and they had the B-29 vertical tail with the gunner's position blanked off. The first of three heavily revised YC-97A incorporating the re-engineered wing (higher-strength 75ST alloy), taller vertical tail and larger Pratt & Whitney R-4360 engines of the B-50 bomber, flew on 28 January 1948 and was the basis of the subsequent sole YC-97B, all production C-97s, KC-97s and civilian Stratocruiser aircraft. Between 1944 and 1958, 888 C-97s in several versions were built, 811 being KC-97 tankers. C-97s served in the Berlin Airlift, the Korean War, and the Vietnam War. Some aircraft served as flying command posts for the Strategic Air Command, while others were modified for use in Aerospace Rescue and Recovery Squadrons (ARRS).

The C-97 Stratofreighter was developed towards the end of World War II by fitting a second lobe on top of the fuselage and wings of the B-29 Superfortress with the tail, wing, and engine layout being nearly identical. The XC-97 and YC-97 can be distinguished from the Boeing 377 Stratocruiser and later C-97s by the shorter fin, and later ones by the flying boom and jet engines on the tanker models

The prototype XC-97 was powered by the same 2,200 hp (1,600 kW) Wright R-3350 engines as used in the B-29. The XC-97 took off for its first flight on November 9, 1944, just after the death of Boeing president Philip G. Johnson.

On 9 January 1945, the first prototype, piloted by Major Curtin L. Reinhardt, flew from Seattle to Washington, D.C. in 6 hours 4 minutes, an average speed of 383 mph (616 km/h) with 20,000 lb (9,100 kg) of cargo. The tenth and all subsequent aircraft were fitted with the 3,500 hp (2,600 kW) Pratt & Whitney Wasp Major engines and taller fin and rudder of the B-50 Superfortress.

It looks odd with the original B-29 tail. I'd guess with that deep fuselage, the fin and rudder would be far too small in gusts (the same reason you see small auxiliary fins on float planes).

But one small tail YC-97 was sold as surplus and flew freight with a Restricted Type Certificate (AR-23) with a commercial operator, so the CAA must have been satisfied.

Also note the original nacelles for the 3350s without the oil coolers we are used to seeing with the 4360-powered variants.

A friend is building a model of this, using the wings and tail of a B-29 kit with the fuselage of a KC-97.

Nice camouflage on the Boeing factory....

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Remember the vets, the wonderful planes they flew and their sacrifices for a future many of them did not live to see.

Nice photos Mark - as ever. Thanks for posting.

The short-tail config and engine combination continued into the YC-97 pre-production run (6 aircraft); though most served with ATC/MATS, it was mainly the lack of engine power that restricted their usage. Most of these also found work on the civil register.

Slightly off topic but I remember getting a ride on a C-97 during my tour as a CAP cadet. I'm guessing 1972-73. The Wisconsin Air Guard had a squadron in Milwaukee that flew KC-97's and they had what had to be some model of a C-97 as a Hack airplane (no jets just recips) probably 30-40 of us in our dress uniforms marched out to the ramp and climbed aboard for a flight from Milwaukee-Rockford-Madison-Milwaukee. Galloping through the haze low enough that we could see cars on the highways. after we landed I walked under one of the engines and got a nice layer of oil on my nice blue uniform shirt. The base laundry (Mom) wasn't too happy with me. those shirts cost money!

My guess that the increased engine power with the 4360's and weight was likely the reason for the taller fin for the B-50 and production (K)C-97s', not gust response, but happy to be corrected. The 4360 was quite a bit more powerful than the 3350's, and especially with a critical engine out, increased stability and rudder authority with a bigger surface would be desired.

YC-97 N9538C at Chino 1962

Back in the day when they based and reloaded tankers at Chino (CNO)

The first 5000 gal. air tanker

The belly tank holds 1000 gal.

It is reloaded from 4000 gal internal tanks after drops .

Hawkins and Powers had a 5000 gal belly tank C-97 years later.

(JDDavis photos)

Awesome shots! Many thanks for posting.