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Fairchild C-82A Packet

Interior view of the Fairchild C-82A Packet. Airlift experience during World War II demonstrated the need for a large-capacity cargo aircraft that could be loaded from ground level, and Fairchild designed the C-82 Packet to meet the U.S. Army Air Forces’ requirements. The prototype first flew in September 1944, and deliveries began in late 1945. By the time production ended in September 1948, Fairchild had built 223 Packets. All but four were C-82A models. Named for the packet ships that hauled cargo between coastal seaports, the C-82 included design elements now seen on most modern cargo aircraft. The tricycle landing gear, high wings and high tail booms allowed vehicles to approach the C-82 from any side, unlike the other USAAF transport aircraft that loaded only from the side. Its large rear doors opened like a clamshell, which made loading easier. Used primarily for transporting cargo and troops, the C-82 could also carry 41 paratroops or 34 stretchers, and it could tow gliders. Beginning in 1946, some C-82s were assigned to Tactical Air Command troop carrier squadrons and others to the Military Air Transport Service. Several C-82s took part in the Berlin Airlift. The C-82A on display flew with the Alaskan Air Command in the 1950s, and it carries the red Arctic markings used for high visibility. It was flown to the museum in 1988. (U.S. Air Force photo by Ty Greenlees)
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Fairchild C-82A Packet

Interior view of the Fairchild C-82A Packet. Airlift experience during World War II demonstrated the need for a large-capacity cargo aircraft that could be loaded from ground level, and Fairchild designed the C-82 Packet to meet the U.S. Army Air Forces’ requirements. The prototype first flew in September 1944, and deliveries began in late 1945. By the time production ended in September 1948, Fairchild had built 223 Packets. All but four were C-82A models. Named for the packet ships that hauled cargo between coastal seaports, the C-82 included design elements now seen on most modern cargo aircraft. The tricycle landing gear, high wings and high tail booms allowed vehicles to approach the C-82 from any side, unlike the other USAAF transport aircraft that loaded only from the side. Its large rear doors opened like a clamshell, which made loading easier. Used primarily for transporting cargo and troops, the C-82 could also carry 41 paratroops or 34 stretchers, and it could tow gliders. Beginning in 1946, some C-82s were assigned to Tactical Air Command troop carrier squadrons and others to the Military Air Transport Service. Several C-82s took part in the Berlin Airlift. The C-82A on display flew with the Alaskan Air Command in the 1950s, and it carries the red Arctic markings used for high visibility. It was flown to the museum in 1988. (U.S. Air Force photo by Ty Greenlees)
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Fairchild C-82A Packet

Interior view of the Fairchild C-82A Packet. Airlift experience during World War II demonstrated the need for a large-capacity cargo aircraft that could be loaded from ground level, and Fairchild designed the C-82 Packet to meet the U.S. Army Air Forces’ requirements. The prototype first flew in September 1944, and deliveries began in late 1945. By the time production ended in September 1948, Fairchild had built 223 Packets. All but four were C-82A models. Named for the packet ships that hauled cargo between coastal seaports, the C-82 included design elements now seen on most modern cargo aircraft. The tricycle landing gear, high wings and high tail booms allowed vehicles to approach the C-82 from any side, unlike the other USAAF transport aircraft that loaded only from the side. Its large rear doors opened like a clamshell, which made loading easier. Used primarily for transporting cargo and troops, the C-82 could also carry 41 paratroops or 34 stretchers, and it could tow gliders. Beginning in 1946, some C-82s were assigned to Tactical Air Command troop carrier squadrons and others to the Military Air Transport Service. Several C-82s took part in the Berlin Airlift. The C-82A on display flew with the Alaskan Air Command in the 1950s, and it carries the red Arctic markings used for high visibility. It was flown to the museum in 1988. (U.S. Air Force photo by Ty Greenlees)
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Fairchild C-82A Packet

Interior view of the Fairchild C-82A Packet. Airlift experience during World War II demonstrated the need for a large-capacity cargo aircraft that could be loaded from ground level, and Fairchild designed the C-82 Packet to meet the U.S. Army Air Forces’ requirements. The prototype first flew in September 1944, and deliveries began in late 1945. By the time production ended in September 1948, Fairchild had built 223 Packets. All but four were C-82A models. Named for the packet ships that hauled cargo between coastal seaports, the C-82 included design elements now seen on most modern cargo aircraft. The tricycle landing gear, high wings and high tail booms allowed vehicles to approach the C-82 from any side, unlike the other USAAF transport aircraft that loaded only from the side. Its large rear doors opened like a clamshell, which made loading easier. Used primarily for transporting cargo and troops, the C-82 could also carry 41 paratroops or 34 stretchers, and it could tow gliders. Beginning in 1946, some C-82s were assigned to Tactical Air Command troop carrier squadrons and others to the Military Air Transport Service. Several C-82s took part in the Berlin Airlift. The C-82A on display flew with the Alaskan Air Command in the 1950s, and it carries the red Arctic markings used for high visibility. It was flown to the museum in 1988. (U.S. Air Force photo by Ty Greenlees)
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Fairchild C-82A Packet

Interior view of the Fairchild C-82A Packet. Airlift experience during World War II demonstrated the need for a large-capacity cargo aircraft that could be loaded from ground level, and Fairchild designed the C-82 Packet to meet the U.S. Army Air Forces’ requirements. The prototype first flew in September 1944, and deliveries began in late 1945. By the time production ended in September 1948, Fairchild had built 223 Packets. All but four were C-82A models. Named for the packet ships that hauled cargo between coastal seaports, the C-82 included design elements now seen on most modern cargo aircraft. The tricycle landing gear, high wings and high tail booms allowed vehicles to approach the C-82 from any side, unlike the other USAAF transport aircraft that loaded only from the side. Its large rear doors opened like a clamshell, which made loading easier. Used primarily for transporting cargo and troops, the C-82 could also carry 41 paratroops or 34 stretchers, and it could tow gliders. Beginning in 1946, some C-82s were assigned to Tactical Air Command troop carrier squadrons and others to the Military Air Transport Service. Several C-82s took part in the Berlin Airlift. The C-82A on display flew with the Alaskan Air Command in the 1950s, and it carries the red Arctic markings used for high visibility. It was flown to the museum in 1988. (U.S. Air Force photo by Ty Greenlees)
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Fairchild C-82A Packet

Interior view of the Fairchild C-82A Packet. Airlift experience during World War II demonstrated the need for a large-capacity cargo aircraft that could be loaded from ground level, and Fairchild designed the C-82 Packet to meet the U.S. Army Air Forces’ requirements. The prototype first flew in September 1944, and deliveries began in late 1945. By the time production ended in September 1948, Fairchild had built 223 Packets. All but four were C-82A models. Named for the packet ships that hauled cargo between coastal seaports, the C-82 included design elements now seen on most modern cargo aircraft. The tricycle landing gear, high wings and high tail booms allowed vehicles to approach the C-82 from any side, unlike the other USAAF transport aircraft that loaded only from the side. Its large rear doors opened like a clamshell, which made loading easier. Used primarily for transporting cargo and troops, the C-82 could also carry 41 paratroops or 34 stretchers, and it could tow gliders. Beginning in 1946, some C-82s were assigned to Tactical Air Command troop carrier squadrons and others to the Military Air Transport Service. Several C-82s took part in the Berlin Airlift. The C-82A on display flew with the Alaskan Air Command in the 1950s, and it carries the red Arctic markings used for high visibility. It was flown to the museum in 1988. (U.S. Air Force photo by Ty Greenlees)
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Fairchild C-82A Packet

Interior view of the Fairchild C-82A Packet. Airlift experience during World War II demonstrated the need for a large-capacity cargo aircraft that could be loaded from ground level, and Fairchild designed the C-82 Packet to meet the U.S. Army Air Forces’ requirements. The prototype first flew in September 1944, and deliveries began in late 1945. By the time production ended in September 1948, Fairchild had built 223 Packets. All but four were C-82A models. Named for the packet ships that hauled cargo between coastal seaports, the C-82 included design elements now seen on most modern cargo aircraft. The tricycle landing gear, high wings and high tail booms allowed vehicles to approach the C-82 from any side, unlike the other USAAF transport aircraft that loaded only from the side. Its large rear doors opened like a clamshell, which made loading easier. Used primarily for transporting cargo and troops, the C-82 could also carry 41 paratroops or 34 stretchers, and it could tow gliders. Beginning in 1946, some C-82s were assigned to Tactical Air Command troop carrier squadrons and others to the Military Air Transport Service. Several C-82s took part in the Berlin Airlift. The C-82A on display flew with the Alaskan Air Command in the 1950s, and it carries the red Arctic markings used for high visibility. It was flown to the museum in 1988. (U.S. Air Force photo by Ty Greenlees)
Details Download

Fairchild C-82A Packet

Interior view of the Fairchild C-82A Packet. Airlift experience during World War II demonstrated the need for a large-capacity cargo aircraft that could be loaded from ground level, and Fairchild designed the C-82 Packet to meet the U.S. Army Air Forces’ requirements. The prototype first flew in September 1944, and deliveries began in late 1945. By the time production ended in September 1948, Fairchild had built 223 Packets. All but four were C-82A models. Named for the packet ships that hauled cargo between coastal seaports, the C-82 included design elements now seen on most modern cargo aircraft. The tricycle landing gear, high wings and high tail booms allowed vehicles to approach the C-82 from any side, unlike the other USAAF transport aircraft that loaded only from the side. Its large rear doors opened like a clamshell, which made loading easier. Used primarily for transporting cargo and troops, the C-82 could also carry 41 paratroops or 34 stretchers, and it could tow gliders. Beginning in 1946, some C-82s were assigned to Tactical Air Command troop carrier squadrons and others to the Military Air Transport Service. Several C-82s took part in the Berlin Airlift. The C-82A on display flew with the Alaskan Air Command in the 1950s, and it carries the red Arctic markings used for high visibility. It was flown to the museum in 1988. (U.S. Air Force photo by Ty Greenlees)
Details Download

Fairchild C-82A Packet

Interior view of the Fairchild C-82A Packet. Airlift experience during World War II demonstrated the need for a large-capacity cargo aircraft that could be loaded from ground level, and Fairchild designed the C-82 Packet to meet the U.S. Army Air Forces’ requirements. The prototype first flew in September 1944, and deliveries began in late 1945. By the time production ended in September 1948, Fairchild had built 223 Packets. All but four were C-82A models. Named for the packet ships that hauled cargo between coastal seaports, the C-82 included design elements now seen on most modern cargo aircraft. The tricycle landing gear, high wings and high tail booms allowed vehicles to approach the C-82 from any side, unlike the other USAAF transport aircraft that loaded only from the side. Its large rear doors opened like a clamshell, which made loading easier. Used primarily for transporting cargo and troops, the C-82 could also carry 41 paratroops or 34 stretchers, and it could tow gliders. Beginning in 1946, some C-82s were assigned to Tactical Air Command troop carrier squadrons and others to the Military Air Transport Service. Several C-82s took part in the Berlin Airlift. The C-82A on display flew with the Alaskan Air Command in the 1950s, and it carries the red Arctic markings used for high visibility. It was flown to the museum in 1988. (U.S. Air Force photo by Ty Greenlees)
Details Download

Fairchild C-82A Packet

Interior view of the Fairchild C-82A Packet. Airlift experience during World War II demonstrated the need for a large-capacity cargo aircraft that could be loaded from ground level, and Fairchild designed the C-82 Packet to meet the U.S. Army Air Forces’ requirements. The prototype first flew in September 1944, and deliveries began in late 1945. By the time production ended in September 1948, Fairchild had built 223 Packets. All but four were C-82A models. Named for the packet ships that hauled cargo between coastal seaports, the C-82 included design elements now seen on most modern cargo aircraft. The tricycle landing gear, high wings and high tail booms allowed vehicles to approach the C-82 from any side, unlike the other USAAF transport aircraft that loaded only from the side. Its large rear doors opened like a clamshell, which made loading easier. Used primarily for transporting cargo and troops, the C-82 could also carry 41 paratroops or 34 stretchers, and it could tow gliders. Beginning in 1946, some C-82s were assigned to Tactical Air Command troop carrier squadrons and others to the Military Air Transport Service. Several C-82s took part in the Berlin Airlift. The C-82A on display flew with the Alaskan Air Command in the 1950s, and it carries the red Arctic markings used for high visibility. It was flown to the museum in 1988. (U.S. Air Force photo by Ty Greenlees)
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HU-16B Albatross

Interior view of HU-16B Albatross. Grumman designed the versatile Albatross to meet a U.S. Navy requirement for an amphibious utility aircraft which could also operate from snow and ice with skis. During the Korean War, Albatrosses rescued almost 1,000 United Nations personnel from coastal waters and rivers, often behind enemy lines. They also made numerous dramatic and hazardous rescues in Southeast Asia, on occasion taxiing many miles over rough, open water when unable to take off. The prototype first flew on Oct. 24, 1947, and soon after the U.S. Air Force ordered a quantity for air-sea rescue duties as SA-16As. Grumman delivered 297 A models to the Air Force, mostly for the Air Rescue Service. In 1962 the USAF changed the designation to HU-16. In 1955 Grumman developed an improved version with a 16 1/2 foot increase in wingspan and larger aileron and tail surfaces. Beginning in 1957, many A models were converted to the B configuration with these improvements. (U.S. Air Force photo by Ty Greenlees)
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HU-16B Albatross

Interior view of HU-16B Albatross. Grumman designed the versatile Albatross to meet a U.S. Navy requirement for an amphibious utility aircraft which could also operate from snow and ice with skis. During the Korean War, Albatrosses rescued almost 1,000 United Nations personnel from coastal waters and rivers, often behind enemy lines. They also made numerous dramatic and hazardous rescues in Southeast Asia, on occasion taxiing many miles over rough, open water when unable to take off. The prototype first flew on Oct. 24, 1947, and soon after the U.S. Air Force ordered a quantity for air-sea rescue duties as SA-16As. Grumman delivered 297 A models to the Air Force, mostly for the Air Rescue Service. In 1962 the USAF changed the designation to HU-16. In 1955 Grumman developed an improved version with a 16 1/2 foot increase in wingspan and larger aileron and tail surfaces. Beginning in 1957, many A models were converted to the B configuration with these improvements. (U.S. Air Force photo by Ty Greenlees)
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HU-16B Albatross

Interior view of HU-16B Albatross. Grumman designed the versatile Albatross to meet a U.S. Navy requirement for an amphibious utility aircraft which could also operate from snow and ice with skis. During the Korean War, Albatrosses rescued almost 1,000 United Nations personnel from coastal waters and rivers, often behind enemy lines. They also made numerous dramatic and hazardous rescues in Southeast Asia, on occasion taxiing many miles over rough, open water when unable to take off. The prototype first flew on Oct. 24, 1947, and soon after the U.S. Air Force ordered a quantity for air-sea rescue duties as SA-16As. Grumman delivered 297 A models to the Air Force, mostly for the Air Rescue Service. In 1962 the USAF changed the designation to HU-16. In 1955 Grumman developed an improved version with a 16 1/2 foot increase in wingspan and larger aileron and tail surfaces. Beginning in 1957, many A models were converted to the B configuration with these improvements. (U.S. Air Force photo by Ty Greenlees)
Details Download

HU-16B Albatross

Interior view of HU-16B Albatross. Grumman designed the versatile Albatross to meet a U.S. Navy requirement for an amphibious utility aircraft which could also operate from snow and ice with skis. During the Korean War, Albatrosses rescued almost 1,000 United Nations personnel from coastal waters and rivers, often behind enemy lines. They also made numerous dramatic and hazardous rescues in Southeast Asia, on occasion taxiing many miles over rough, open water when unable to take off. The prototype first flew on Oct. 24, 1947, and soon after the U.S. Air Force ordered a quantity for air-sea rescue duties as SA-16As. Grumman delivered 297 A models to the Air Force, mostly for the Air Rescue Service. In 1962 the USAF changed the designation to HU-16. In 1955 Grumman developed an improved version with a 16 1/2 foot increase in wingspan and larger aileron and tail surfaces. Beginning in 1957, many A models were converted to the B configuration with these improvements. (U.S. Air Force photo by Ty Greenlees)
Details Download

HU-16B Albatross

Interior view of HU-16B Albatross. Grumman designed the versatile Albatross to meet a U.S. Navy requirement for an amphibious utility aircraft which could also operate from snow and ice with skis. During the Korean War, Albatrosses rescued almost 1,000 United Nations personnel from coastal waters and rivers, often behind enemy lines. They also made numerous dramatic and hazardous rescues in Southeast Asia, on occasion taxiing many miles over rough, open water when unable to take off. The prototype first flew on Oct. 24, 1947, and soon after the U.S. Air Force ordered a quantity for air-sea rescue duties as SA-16As. Grumman delivered 297 A models to the Air Force, mostly for the Air Rescue Service. In 1962 the USAF changed the designation to HU-16. In 1955 Grumman developed an improved version with a 16 1/2 foot increase in wingspan and larger aileron and tail surfaces. Beginning in 1957, many A models were converted to the B configuration with these improvements. (U.S. Air Force photo by Ty Greenlees)
Details Download

HU-16B Albatross

Interior view of HU-16B Albatross. Grumman designed the versatile Albatross to meet a U.S. Navy requirement for an amphibious utility aircraft which could also operate from snow and ice with skis. During the Korean War, Albatrosses rescued almost 1,000 United Nations personnel from coastal waters and rivers, often behind enemy lines. They also made numerous dramatic and hazardous rescues in Southeast Asia, on occasion taxiing many miles over rough, open water when unable to take off. The prototype first flew on Oct. 24, 1947, and soon after the U.S. Air Force ordered a quantity for air-sea rescue duties as SA-16As. Grumman delivered 297 A models to the Air Force, mostly for the Air Rescue Service. In 1962 the USAF changed the designation to HU-16. In 1955 Grumman developed an improved version with a 16 1/2 foot increase in wingspan and larger aileron and tail surfaces. Beginning in 1957, many A models were converted to the B configuration with these improvements. (U.S. Air Force photo by Ty Greenlees)
Details Download

HU-16B Albatross

Interior view of HU-16B Albatross. Grumman designed the versatile Albatross to meet a U.S. Navy requirement for an amphibious utility aircraft which could also operate from snow and ice with skis. During the Korean War, Albatrosses rescued almost 1,000 United Nations personnel from coastal waters and rivers, often behind enemy lines. They also made numerous dramatic and hazardous rescues in Southeast Asia, on occasion taxiing many miles over rough, open water when unable to take off. The prototype first flew on Oct. 24, 1947, and soon after the U.S. Air Force ordered a quantity for air-sea rescue duties as SA-16As. Grumman delivered 297 A models to the Air Force, mostly for the Air Rescue Service. In 1962 the USAF changed the designation to HU-16. In 1955 Grumman developed an improved version with a 16 1/2 foot increase in wingspan and larger aileron and tail surfaces. Beginning in 1957, many A models were converted to the B configuration with these improvements. (U.S. Air Force photo by Ty Greenlees)
Details Download

HU-16B Albatross

Interior view of HU-16B Albatross. Grumman designed the versatile Albatross to meet a U.S. Navy requirement for an amphibious utility aircraft which could also operate from snow and ice with skis. During the Korean War, Albatrosses rescued almost 1,000 United Nations personnel from coastal waters and rivers, often behind enemy lines. They also made numerous dramatic and hazardous rescues in Southeast Asia, on occasion taxiing many miles over rough, open water when unable to take off. The prototype first flew on Oct. 24, 1947, and soon after the U.S. Air Force ordered a quantity for air-sea rescue duties as SA-16As. Grumman delivered 297 A models to the Air Force, mostly for the Air Rescue Service. In 1962 the USAF changed the designation to HU-16. In 1955 Grumman developed an improved version with a 16 1/2 foot increase in wingspan and larger aileron and tail surfaces. Beginning in 1957, many A models were converted to the B configuration with these improvements. (U.S. Air Force photo by Ty Greenlees)
Details Download

HU-16B Albatross

Interior view of HU-16B Albatross. Grumman designed the versatile Albatross to meet a U.S. Navy requirement for an amphibious utility aircraft which could also operate from snow and ice with skis. During the Korean War, Albatrosses rescued almost 1,000 United Nations personnel from coastal waters and rivers, often behind enemy lines. They also made numerous dramatic and hazardous rescues in Southeast Asia, on occasion taxiing many miles over rough, open water when unable to take off. The prototype first flew on Oct. 24, 1947, and soon after the U.S. Air Force ordered a quantity for air-sea rescue duties as SA-16As. Grumman delivered 297 A models to the Air Force, mostly for the Air Rescue Service. In 1962 the USAF changed the designation to HU-16. In 1955 Grumman developed an improved version with a 16 1/2 foot increase in wingspan and larger aileron and tail surfaces. Beginning in 1957, many A models were converted to the B configuration with these improvements. (U.S. Air Force photo by Ty Greenlees)
Details Download

HU-16B Albatross

Interior view of HU-16B Albatross. Grumman designed the versatile Albatross to meet a U.S. Navy requirement for an amphibious utility aircraft which could also operate from snow and ice with skis. During the Korean War, Albatrosses rescued almost 1,000 United Nations personnel from coastal waters and rivers, often behind enemy lines. They also made numerous dramatic and hazardous rescues in Southeast Asia, on occasion taxiing many miles over rough, open water when unable to take off. The prototype first flew on Oct. 24, 1947, and soon after the U.S. Air Force ordered a quantity for air-sea rescue duties as SA-16As. Grumman delivered 297 A models to the Air Force, mostly for the Air Rescue Service. In 1962 the USAF changed the designation to HU-16. In 1955 Grumman developed an improved version with a 16 1/2 foot increase in wingspan and larger aileron and tail surfaces. Beginning in 1957, many A models were converted to the B configuration with these improvements. (U.S. Air Force photo by Ty Greenlees)
Details Download