Douglas' JumboThe Globemaster Anthony J Tambini Adolph Caso eBook
Download As PDF : Douglas' JumboThe Globemaster Anthony J Tambini Adolph Caso eBook 
The history of military air transport continues to be incomplete. Lacking is the document legacy of two relatively unknown Douglas transports, the reciprocating engine Globemaster I and II. These propeller driven aircraft set the benchmark for the heavy lift transports that are currently in operation in both civilian and military service.
Lost in history is the fact that Globemaster I was the first truly heavy lift transport to enter military service. Its offspring, the Globemaster II, for over 20 years performed yeoman’s work in supporting the U.S and its allies. It has also made possible humanitarian relief to the world at large.
Douglas' JumboThe Globemaster Anthony J Tambini Adolph Caso eBook
Iam a older retired USAF Navigator with approx. 4000 hours in the C-124. This was all at my time at Dover AFB, DEl in the late 50's and early 60's. It brought back a number of memories however it must have been "written by flight engineers for flight engineers" with very little time spent on the human GPS function i.e. the navigators. The typical overwater basic crew was two pilots, two engineers, one loadmaster and ONE Navigator with an 18 hour day. The addition of a pilot, loadmaster and a nav bumped the duty day up to 24 hours. On a 12 hour flight over the Atlantic the pilots and engineers took turns resting in their respective bunks whereas the nav. did his thing maintaining position, eta's, fuel mgt, and hourly weather(airep) reporting. At 8000' in the Atlantic in the winter meant being in weather, challenging for the nav. His aids were Loran, pressure pattern, celestrial when available, dead reckoning and Consol. I personally flew missions in the Pacific, North Atlantic, South Atlantic and the Indian ocean. Spent many hours in the Arctic supplying bases in Greenland and northern Canada and Alaska. Arctic flying for the nav required a form of navigation called "Grid Navigation". The compasses were unusable. For example: Which way is south at the north pole?" The only parts of the world I did not traverse in my career in "Old Shakey" was the USSR, Mainland China and The antarctica(did it later in the C-141 in operation Deep Freeze). Read this book on vacation. Interesting but I expected more! Col Keith Lowrey USAF(Ret)Product details
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Douglas' JumboThe Globemaster Anthony J Tambini Adolph Caso eBook Reviews
Iam a older retired USAF Navigator with approx. 4000 hours in the C-124. This was all at my time at Dover AFB, DEl in the late 50's and early 60's. It brought back a number of memories however it must have been "written by flight engineers for flight engineers" with very little time spent on the human GPS function i.e. the navigators. The typical overwater basic crew was two pilots, two engineers, one loadmaster and ONE Navigator with an 18 hour day. The addition of a pilot, loadmaster and a nav bumped the duty day up to 24 hours. On a 12 hour flight over the Atlantic the pilots and engineers took turns resting in their respective bunks whereas the nav. did his thing maintaining position, eta's, fuel mgt, and hourly weather(airep) reporting. At 8000' in the Atlantic in the winter meant being in weather, challenging for the nav. His aids were Loran, pressure pattern, celestrial when available, dead reckoning and Consol. I personally flew missions in the Pacific, North Atlantic, South Atlantic and the Indian ocean. Spent many hours in the Arctic supplying bases in Greenland and northern Canada and Alaska. Arctic flying for the nav required a form of navigation called "Grid Navigation". The compasses were unusable. For example Which way is south at the north pole?" The only parts of the world I did not traverse in my career in "Old Shakey" was the USSR, Mainland China and The antarctica(did it later in the C-141 in operation Deep Freeze). Read this book on vacation. Interesting but I expected more! Col Keith Lowrey USAF(Ret)
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