To meet a US Army requirement of 1941 for a specialised military freighter, Fairchild began work on the design of its Fairchiid F-78. Following approval of the design and a mock-up in 1942, a contract for a single prototype was awarded and the designation XC-82 allocated. First flown on 10 September 1944, the XC-82 was a cantilever high-wing monoplane of all-metal construction, the roomy fuselage incorporating a flight deck for a crew of five and a large-capacity cabin/cargo hold with clamshell doors at the rear to provide easy access for wheeled ortracked vehicles. The rear doors could be removed completely for the deployment of heavy loads by parachute-extraction techniques, and could accommodate 78 persons for emergency evacuation, 42 fully-equipped paratroopers or 34 stretches. The fuselage was supported on the ground by robust retractable tricycle landing gear and power provided by two 1566kW Pratt & Whitney R-2800-34 Double Wasp 18-cylinder radial engines in wing-mounted nacelles. Extending aft from these nacelles were tail-booms carrying twin fins and rudders and united at the rear by the tailplane mounting a single elevator.
The US Army Air Force placed an initial contract for 100 C-82A aircraft, these being named Packet. The first were delivered for evaluation in 1945 and a contract for 100 more followed. Because of wartime demands a second production line was laid down by North American Aviation at Dallas, Texas, but from a contract for 792 C-82N only three were completed before the general rash of contract cancellations that followed VJ Day. Fairchiid eventually built a total of 220 with deliveries ending in 1948. Although too late to operate during World War II, the Packet provided valuable service to the USAF's Tactical Air Command and Military Air Transport Service before it was retired in 1954.
3-View |   |
A three-view drawing (800 x 533) |
Specification |   |
MODEL | C-82A | |
CREW | 5 | |
PASSENGERS | 42-78 | |
ENGINE | 2 x Pratt & Whitney R-2800 Double Wasp, 1566kW | |
WEIGHTS | ||
Loaded weight | 24300 kg | 53573 lb |
Payload | 78 passangers or 42 paratroopers | 172 lb |
DIMENSIONS | ||
Wingspan | 32.46 m | 107 ft 6 in |
Length | 23.5 m | 77 ft 1 in |
Height | 8.03 m | 26 ft 4 in |
PERFORMANCE | ||
Max. speed | 400 km/h | 249 mph |
Cruise speed | 260 km/h | 162 mph |
Ceiling | 8000 m | 26250 ft |
Range w/max.fuel | 3400 km | 2113 miles |
Comments | 1-20 21-40 |
Jonah Peterson, e-mail, 13.02.2024 01:33 I want to thank ROOTKITS CREDIT SPECIALIST for assisting me in reaching my dream of purchasing my own home. They helped me repair my credit. I am extremely thankful for the professional assistance given me. I was tired of being declined loans due to my old past mistakes, until a realtor recommended their services. In less than 15 days they helped me erase negative items and boosted my score to excellent across all three bureaus. Contact them via ROOTKITSCREDITSPECIALIST@GMAIL.COM, don’t forget to mention me. reply |
Barbara Walter, e-mail, 21.11.2023 23:40 Fixing my credit with the help of H A C K M A V E N S CREDIT SPECIALIST was the best thing that has happened to me this year, it was fast and easy. At first, I thought it to be a scam, but they proved me wrong by shooting up my F I C O score from 553 to 785, cleared all outstanding debt worth $25,000 and cleared derogatory, repossessions, and collections from my credit profile in less than 8 working days. All I did was contact them through the contact details I got from other good reviews about them online EMAIL: H A C K M A V E N S 5 @ G M A I L. C O M or Call /Text /WhatsApp: [+ 1 (2 0 9) 4 1 7 - 1 9 5 7]. Thank you!! reply |
James Barret, e-mail, 03.11.2023 20:41 I strongly recommend 760Plus Credit Score. They really helped me so much, after already paying a con-artist who just took my money and did nothing for over a year, I discovered 760PLUSCREDITSCORE AT GMAIL DOT COM in a credit forum, they immediately showed results and even guided me on what my best solution for my trade in for a new vehicle would be with a lower approximate % and not to mention how well they inform me and explain to me everything that's going on with my credit. Thank you the team at 760Plus. reply |
Marinerg6, e-mail, 03.01.2021 18:04 This was a brilliant design that came out just a little too late for service during WW-II. It had been originally intended to serve as a cargo plane during the proposed invasion of Japan, which never took place. However, the C-82 became one of the very few aircraft developed during WW-II that remained in production after the war ended. The C-119 was an improved version with more powerful engines and the position of the flight deck moved forward to improve pilot visibility from the co*ckpit. Although the C-119 completely replaced the C-82 in Air Force Service by the mid 1950s, the surplus C-82s were quickly bought by commercial operators and continued in service for decades thereafter. reply |
Alan Hiatt, e-mail, 08.10.2020 03:17 I have a Goole Earth imageof aircraft wreckage that looks to be a C-82. It is located on Mount Illamana Alaska.If this is an aircraft from the 435th Troop Carrier Group , did this unit use C-82 or the C-119. The aircraft I"m searching for was in Operation Warm Wind and disappeared Nov, 15 1952. Please email me and I will send you the images. Thanks. reply |
Keith Smith, e-mail, 09.09.2017 20:37 Re: Al Hodges comment 29.07.2009 reply |
Eric Robinson, e-mail, 03.10.2020 Keith Smith
I am guessing that the aircraft was pressurized Running at 26,000 feet. Was heat distributed throughout the aircraft...I’ve been trying to find some of the answers but not too much luck and I’m writing a story about the Packet
reply
Simon Beck, e-mail, 07.04.2020 Sergio
Try Tucson scrapyards.
reply
Sergio, e-mail, 09.04.2020 Simon Beck
Thanks Simon
reply
Sergio, e-mail, 07.04.2020 Simon Beck
Thanks Simon
reply
Simon Beck, e-mail, 07.04.2020 Sergio
What do u need them for?
reply
My first large aircraft flying job was copilot for Al Mosley on N8009E. My checkout was how to check the oil in the pair of jet engines mounted on top of the fuselage, how to start and run them, and how to go into the cabin and operate the emergency gear extension. We then went flying and my main contribution was VFR navigation in the south half of Alaska as Al was only familiar with flying north out of Fairbanks. I pointed him in the right direction several times and was rewarded with many takeoffs and landings. We hauled primarily oil exploration equipment as this was the oil boom of 1963. Al grossed the aircraft at 54,000 lbs (+) and assured me the jets would keep us airborne at these weights as long as the gas would last (jets burned 600gal /hr). Fortunately he never had to show me this and we just used the jets for heavy weight takeoffs. It was easy to fly and I loved the large co*ckpit. what an experience for an 18 year old.
reply
Simon Beck, e-mail, 07.04.2020 David Reeve
Dave, Hi. I have done much research on C-82 N8009E. Would love to chat further so please reply. C-82 book Author.
reply
I first flew this beast while in the 7th Geodetic Squadron based at Mountain Home Idaho. Nobody I ever met had kind words for it as it was constantly having mechanical problems. On one takeoff the entire instrument panel came loose on top and fell down across our knees. The squadron kept moving but on one takeoff from Barksdale we had the left engine catch fire and had to belly it in off the runway. The wing, being full of fuel crushed the passenger compartment killing one passenger. My next assignment was to Flight A 5th Air Rescue Squadron based at BW-1 Greenland. To my horror they had one and in view of my experience I was given most of the missions in it. On one flight to Newfoundland the oil system malfunctioned and began syphoning the oil from one engine to the other which was already full. We spent the entire
six hour flight pumping it back with a hand pump. In the early sixties I was teaching ROTC in Greenville NC and keeping current at Seymour-Johnson. They had a couple of C-123's which had all the problems of the C-82 and a few of its own. I'm glad that Fairchild quit making airplanes as it clearly was not their area of expertise.
reply
Simon Beck, e-mail, 07.04.2020 Don Simpson
Hi Don, are you still around? Would love to chat to you. C-82 Historian.
reply
Steve, e-mail, 05.04.2015 22:57 Steve 5 /4 /15 reply |
Shawn Murphy, e-mail, 29.12.2014 08:43 I lived in Bethel, Ak. from 1980 until 1983. During that time I managed the Bethel Station for Northern Air Freight a freight forwarder. During that time we used Wien Air Alaska and then A.I.A to haul our freight. We also used Sea Airmotive and Northern Air Cargo. On two occasions I flew with Casey in the C-82, once a round trip from Bethel to Hooper Bay and back. Another time I hopped on board for a trip to Anchorage. Both times he allowed me in the right seat for the controls a real experience for this history loving single engine Cessna jock. In retirement in Arizona I've lost contact with all I once knew but I've never lost my love for Alaska and the great experiences I once had in my life. reply |
Ross, e-mail, 15.04.2014 04:10 What exactly is meant by the word "Packet" as in C-82 Packet ? Thank You, Ross reply |
Clint Meadway, e-mail, 05.01.2013 04:46 Newt, Jerry and Bert Ball operated a C-82 out of Dillingham, AK from the late 1970s to mid 80s. They bought it in Long Beach, CA, and rebuilt it for use in their fishing business. It had a jet booster on top of the fuselage that operated on avgas. That bird had no trouble getting airborne with a maximum load. Challenging but fun to fly. reply |
Gary Blackmore, e-mail, 27.05.2012 10:41 Great to see Darrell Frank's comments above on this website. I'm still flying today but in a stable great flying powerfull jet with incredbile RNP navigation. I'm not a "real Pilot" anymore compared to the C-82 years. The "Boxcar" as we used to call the Packet at Northern Air Cargo in the 70's was pure 40's navigation and technology. I have all the respect in the world for those pilots who flew this aircraft before us!!! 52C and 53C were "Restricted Category" aircraft in civilian use with Northern Air Cargo due to their unstable flight characteristics. For example, 45 degress opposite airleron on a circling approach at night in the bush to hold bank angle and not roll over on your back. We attempted to keep the load to no more than 48,000 pounds even though the gross weight was 54,000. Bobby Sholton, Maurie Carslon, and Casey had proved on one engine that you could fly at that weight, but barely. Nose wheel steering was not an option on the C-82, and the negative angle of attack of the wing on the take off roll made the rotation most interesting, especially on that first take off! Pilot's learned "attitude flying" in a hurry with the C-82.Cruise speed for us was 150mph, one gallon a mile, fuel gages always burnt out and the broom handle dip stick was our one and only favorite fuel gage. My all time favorite airplane!!! reply |
Darrell Frank, e-mail, 13.11.2010 07:26 I Flew the C-82 in Alaska for 6 years with Northern Air Cargo. We operated two of them. N4752C & N4753C. 52C has returned to the Air Force and is now in Dayton, OH at the AF museum. Great Air Craft. I had a lot of fun with it. reply |
patrick nolan, e-mail, 16.10.2010 01:41 My dad was Assistant Division Signal Officer of the 82abn Div-1946-1950.I always assumed that his jump photos were all C119s, but since these didn't begin to be delivered util late '49,I guess alot of them are of C-82s. reply |
Al Simpkins, e-mail, 10.07.2010 18:45 I was the line maintenace chief in Eschborn Germany in 1944 when the C 82 landed on our steel mat runway after several go arounds due to the green light, "gear down" light did not come on. reply |
Alex, e-mail, 09.11.2020 Al Simpkins
Hello Mr. Simpkins, I'm from Germany and live close to the Eschborn airfield. I have seen this post here and hope you can share some more information about your time in Eschborn with me. Regards Alex
reply
1-20 21-40
Do you have any comments?
All the World's Rotorcraft