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.
| ENGINE||2 x Wright R-3350-85, 2610kW|
| Take-off weight||33747 kg||74400 lb|
| Empty weight||18136 kg||39983 lb|
| 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|
| 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|
|Carl F. Zinn, czinn4=cfl.rr.com, 29.01.2012|
The Problem prop gave me a weeks vacation in Hawaii and 2 weeks on Johnson Island in 1950. But killed several flight crews out of Ashiya 50-51-52. I left in 52, dont know if they ever fixed the problem.
|Angel Cruz, angel787=coqui.net, 21.01.2012|
AS an aiborne radio technician 1957-1960 base at Dreux Air Force Base France, I worked on all C-119G electronic equipment stationed at Dreux. On several occasions I ran into a Radio Operator with his small box of VHF Crystals. I flew all over Germany with LT Bell. at the end of my tour, returning from Oslo, Norway and with the North Sea below, the left engine gave up and the right engine was acting up. WE made it to Dreux. We landed with one engine which was shut down when the main gear touch runway. I do not know if that was the proper procedure when landing on one engine. We came to a stop at almost end of runway, and ordered to jump out and run away from aircraft.
|john pinna, pinojohn6=aol.com, 18.01.2012|
was with the Air Police t toul-rosieres 1953-1955, then to Everoux, Many a night i walked around the C-119.
|Steve Stevensen, steve00=homesc.com, 10.01.2012|
The 904th Troop carrier gp. at Stewart AFB in Newburgh NY had a squadron of C-119Gs when I went to work as an ART for them in `66.I was an engine mech,but had never worked on an R-3350,but I learned quickly & enjoyed the time we had with that great aircraft both working on them & having a couple of flights in one also.We had them for a little over one year before we got our "new" C-124s in `67 which was what I worked on before joining the 904th. A great old bird!
|Jim Ebinger, james_ebinger=yahoo.com, 22.11.2011|
Did my jumping at Benning from this airplane love the drone in my head from those engines.
|Andy Wentzler, wentzlers=yahoo.com, 06.11.2011|
Airborne Radio Operator with 39th TCW 317th TCW at Neubiberg, Germany 1953-1956. Flew C-119F and ferried C-119G from Hagerstown, MD. back to Germany. Having trouble with hearing. Has anyone delt with the VA re: hearing problems ??
|PFC-Manuel Badea, manuelbadea=hotmail.com, 01.08.2011|
I was station in Cherry Point in 1954 to 1957.Squadron-VMR-252-Mag 35.I was a A/C mechanic Mos-6413.We work on these place we never had any accident only we flew to Puerto Rico;on a navigation run the governor that feathers the prop had electrical problem. I miss all this.Thank you.
|bob singleton, rrsingleton=excell.net, 31.07.2011|
I was with the 327 mortor battery 101 abn 56-59 with out a doubt the C 119 was a paratropers airplane
|J. William Love, Jr., billuv1928=comcast.net, 28.07.2011|
I flew the C-119G at Lawson AFB GA (Ft. Benning)then Pope AFB NC (Ft. Bragg) 1954-1955, and later as an instructor pilot in the C-119 at Ellington AFB TX in the active reserve, 1956-1958. It was a great plane to fly, but I remember it as a little shaky in thunderstoms. This was after flying the C-46, which was a solid old plane.
|P.J.Austin-Smith (Pete Smith), pjaustinsmith=hotmail.com, 01.05.2011|
I second Bob Gartshors comments re: RCAF and C-119s. It was a good aircraft which we flew in the Arctic on resupply and many other operations (para drops, etc). Bob contact me, please.
|Jerry Baird, heavychain=charter.net, 24.04.2011|
I was a pilot in the 50th TCS 49-52 Sewart and Ashiya. I was a vast improvement over the C-82. Flew The B,C,CF,F and G.I liked the CF best with the 4360 Ham Standard prop, hydraulic flaps and gear. 2000 hrs at various bases, Miami, Younstown, and Evreux.
|Bill Judd, wejits=verizon.net, 30.03.2011|
I flew as flt engr on C-119J and G out of willow grove nas from 1957 to 1968. Had a few scary flights. Ate a bunch of thunder storms over the years. Many drop missions at pope and 101st at Kentucky. In mid 60's we ferried 22 119's from Langley VA to Agra India. Took us many stops and three weeks till we got back home by C-121 embassy flight. Loved all those years.
|fredtbrown, fredtbrown=aol.com, 27.03.2011|
Made my fist two jumps at the AirBorne School at Ft. Benning in Aug., 1970 out of the great airplane. Flown at the time by Texas Air National Guard. Loved the sight of the twin tail booms and the drop zone below as I exited the airplane. something I will never forget. Fred T. Brown, Jr., Col. (ret)
|J Hodson, hodfam=centurytel.net, 24.03.2011|
Some of these aircraft were converted into the AC-119G gunships abd the 71st SOS out of Indiana took them to Viet Nam 1968. To read about this aircraft go to AC 119-G Gunships, they had an impressive record over there.
|James S. George, glenda_jim50=comcast.net, 20.03.2011|
4th Aerial Port Squadron 1954-1957. How I miss those days.
I arrived at Chatearoux,France in the early days of it's complition by the Army Engineers in 1954.I flew many missions as a Loadmaster/Dropmaster in C-119s and C-123's.
The C-119 was a hard working aircraft which was reliable and rugged.I remeber the tragic incident where the two C-119's collided over Germany in 1955. I was working in the 4th APS Space Control Office and received the unfortunate news. One of my friends "Tiny" was killed. He was the Loadmaster in one of the C-119's. We Loadmasters of the 4th APS were often redeployed through-out Europe 1954-1957 to establish depot operations for NATO . I spent time in Dreux,France and at Hahn AFB,Germany. The C-119 took me to many wonderful places in Europe and North Africa. I am extemely happy to have found this web-site enjoying all the comments forwarded about the C-119.
|Vern Baisden, vmbmab=bellsouth.net, 15.03.2011|
Worked on the C-119F and C-119G aircraft.From 1953 - 1955.
Was based at Mitchell Field, Ny, then Sewart AFB, Smyrna, TN. Went along on paratroop drops and heavy equipment drops.
The aircraft had serious propeller problems. Because it had reverse pitch feature, zero pitch, runaway propellers were pretty common. With a runaway prop, the engines would usually disintegrate and take its respective wing with it.
Runaway propeller meant immediate bailout. Knew of a couple of planes that came apart in heavy turbulance. Their G load factor was quite low.
|Murli, murlidharc=yahoo.com, 15.03.2011|
I flew as a Navigator from 1971 to 1975 in the converted C119G from a 2 engine prop a/c to a three engine prop- cum - jet (Gnat Fighter a/c - Orpheus jet engine on top of the fuselage). In 1971 I flew over the Himalayas landing at some of the highest airfields in the World. It was indeed a fantastic aircraft.
|fran koebert, ffkfmy=msn.com, 05.03.2011|
I was in the 326TCS at WGNAS from 1961-68. We flew the C-119G with the R-3350 engines and they did leak a little oil sometimes. We just carried a few extra 5 Gal. pails with us when we flew to locations without service. I got to take one to Vietnam from St. Augustine. It took 65 flying hours to get there on new engines with no hours. It only took 18 hours total to get back to Philadelphis by commercial A/C. I along with another reservist were the only ones with flying status. Everyone else was prior service or ARTS. I just can not find anything about the 326th or 327th TCS at Willow Grove. At the time I got out in late 68 we were broken up and C-130's were introduced to us and the rest were sent to McGuire or Dover to transition into C-141's and C-5's. I was to go into the C-141's at Dover but it was too far to travel every week. I have been to many of the bases I see mentioned in the comments but I see nothing about my unit from Willow Grove NAS. I did many flights to Pope to drop the troops from Ft. Braag and Lakehurst but can find nothing about the 326th and 327th.
|VINCE RUFFOLO, VRUFFOLO=ARSECURITY.COM, 28.02.2011|
I MADE 13 JUMPS OUT OF THE C 119.55 - 58.ALSO JUMPED THE C 123 AND AN ARMY PLANE I BELEIVE WAS A DEHAVALAND OUTER.WAS MORE COMFERTABLE WITH THE 119.ALTHOUGH ALL OR MOST JUMPS WERE SCARY.
|jacques hahn, rsffl55=comcast.net, 28.02.2011|
was in the 317th TCW from1955-1958 and had the pleasure of many of flights in the old gal. worked in Elect. shop and Maint. Control
Do you have any comments about this aircraft ?