Post by v6srs on Apr 7, 2015 19:19:53 GMT
The Fairchild C-123 "Provider" was developed in the late 1940s by Chase Aircraft. Due to a pricing scandal, the actual production of the aircraft was carried out by Fairchild Engine and Airplane.
Although never designed as such, it was always regarded as the natural successor to Fairchild's C-119 "Flying Boxcar".
The main users of the C-123 in its early years were the USAF and USCG.
From 1953 to 1958, Fairchild's Hagerstown factory produced 302 C-123B aircraft. The C-123B featured more powerful engines and an anti-lock braking system as well as other minor upgrades compared to the prototype XC-123.
The C-123B was further developed into the HC-123B featuring a radome nose and other SAR equipment. Also the C-123J was developed with wing-tip jet pods and retractable skis for use in the Arctic regions.
Throughout the 1950s, the C-123B was used in all roles by several armed forces around the world, but was always regarded as being under-powered for its size. This problem was solved in 1962 by the addition of two jet boosters under the wings. The new type was designated C-123K and Fairchild, by now Fairchild-Hiller, set about modifying the existing fleet to the K standard. No new aircraft were produced as K variants, but between 1966 and 1982, 183 were converted from B to K standard.
The K variant arrived just in time to save the C-123 from the scrapyard. The C-130 was gaining popularity in the USAF, but the C-123K's suitability for use in South East Asian conflict zones was recognised and several were transfered to Vietnam in multiple roles. 34 C-123Ks were converted to spray Agent Orange defoliant and designated UC-123K. Others were used for gunship, reconnaissance and forward air support roles. 1 was even converted to VIP transport and designated VC-123K.
With the end of the Vietnam War, all the C-123K and UC-123K aircraft were transferred to the Air Force Reserve and the Air National Guard. These were slowly retired from service, with the last seeing service into the early 1980s.
Of the 307 air-frames originally built, 91 have been lost in accidents. Following the concerns about Agent Orange contaminated air-frames, the USAF took the unusual step of shredding and melting down every one of its remaining stored C-123K/UC-123K aircraft.
As a result of this, it is believed there may be as few as 80 complete examples of the C-123 in existence. Records from other countries not being as thorough as the USAF means that an exact number is hard to come by.
My collection now contains 69 complete or partial aircraft. 2 of them are hidden, 1 in a museum and 1 in a private hanger.
I only know of the details of 1 other surviving aircraft which I have not managed to locate yet.
All aircraft are labelled with their variant, bureau number and construction number. Where they had a civilian life after the military one, their last civilian registration is included. They are subdivided by country and in construction number order within the country. There are 3 aircraft at Pusan, Gimhae which are not fully identified. There is also one air-frame in Venezuela and 1 in Jeju, South Korea that I have not been able to identify.
Anyone who finds another or has any details to add to the existing aircraft, please post a reply.
EDIT 22-Dec-2015: 2 Non-static aircraft moved. Still 72 in the collection.
EDIT 25-Apr-2021: Complete rebuild of the collection. Now 69 in the collection.
Although never designed as such, it was always regarded as the natural successor to Fairchild's C-119 "Flying Boxcar".
The main users of the C-123 in its early years were the USAF and USCG.
From 1953 to 1958, Fairchild's Hagerstown factory produced 302 C-123B aircraft. The C-123B featured more powerful engines and an anti-lock braking system as well as other minor upgrades compared to the prototype XC-123.
The C-123B was further developed into the HC-123B featuring a radome nose and other SAR equipment. Also the C-123J was developed with wing-tip jet pods and retractable skis for use in the Arctic regions.
Throughout the 1950s, the C-123B was used in all roles by several armed forces around the world, but was always regarded as being under-powered for its size. This problem was solved in 1962 by the addition of two jet boosters under the wings. The new type was designated C-123K and Fairchild, by now Fairchild-Hiller, set about modifying the existing fleet to the K standard. No new aircraft were produced as K variants, but between 1966 and 1982, 183 were converted from B to K standard.
The K variant arrived just in time to save the C-123 from the scrapyard. The C-130 was gaining popularity in the USAF, but the C-123K's suitability for use in South East Asian conflict zones was recognised and several were transfered to Vietnam in multiple roles. 34 C-123Ks were converted to spray Agent Orange defoliant and designated UC-123K. Others were used for gunship, reconnaissance and forward air support roles. 1 was even converted to VIP transport and designated VC-123K.
With the end of the Vietnam War, all the C-123K and UC-123K aircraft were transferred to the Air Force Reserve and the Air National Guard. These were slowly retired from service, with the last seeing service into the early 1980s.
Of the 307 air-frames originally built, 91 have been lost in accidents. Following the concerns about Agent Orange contaminated air-frames, the USAF took the unusual step of shredding and melting down every one of its remaining stored C-123K/UC-123K aircraft.
As a result of this, it is believed there may be as few as 80 complete examples of the C-123 in existence. Records from other countries not being as thorough as the USAF means that an exact number is hard to come by.
My collection now contains 69 complete or partial aircraft. 2 of them are hidden, 1 in a museum and 1 in a private hanger.
I only know of the details of 1 other surviving aircraft which I have not managed to locate yet.
All aircraft are labelled with their variant, bureau number and construction number. Where they had a civilian life after the military one, their last civilian registration is included. They are subdivided by country and in construction number order within the country. There are 3 aircraft at Pusan, Gimhae which are not fully identified. There is also one air-frame in Venezuela and 1 in Jeju, South Korea that I have not been able to identify.
Anyone who finds another or has any details to add to the existing aircraft, please post a reply.
EDIT 22-Dec-2015: 2 Non-static aircraft moved. Still 72 in the collection.
EDIT 25-Apr-2021: Complete rebuild of the collection. Now 69 in the collection.
