The C-46 Commando by Curtiss-Wright during World War II was an aircraft that looked ahead of its time.
The aircraft was initially designed as a sleek commercial airliner. And like most airliners during this era, it was overbuilt and easily able to handle cargo, too. However, it turned out to be a flop compared to its competition of the day, the Douglas C-47 Skytrain. particularly during World War II.
Design Challenges Held It Back
The Curtiss C-46 Commando is a perfect example of an aircraft that tried to incorporate too many technical advancements into a single iteration. Curtis faced numerous design and development issues that hurt its operational performance.
First flown on 26 March 1940, Curtis initially promised to deliver a pressurized airliner that could cruise comfortably above other competitors of the day. The challenges became more apparent, though, as it was adapted for military use.
The C-46’s intricate design, gear problems, and Pratt & Whitney R-2800 engines made it difficult to repair, and its bulky structure (required for pressurization) limited its cargo-carrying capacity.
Operations In Combat Struggled
The aircraft was initially envisioned as one that would excel in the Pacific, particularly in mountainous regions where the benefits of pressurization could be more fully exploited.
That theory was tested during resupply operations between China and India, aka “The Hump.” Martin Caidin wrote in his book The Hump: The Great Military Airlift of World War II that while the aircraft’s higher payload capacity compared to the C-47 was helpful, its mechanical reliability in rugged terrain and unimproved fields made operations difficult.
While the aircraft’s range did prove useful, it was never an easy plane to maintain, load, or operate.
C-46 vs. C-47 wasn’t even a close contest, except for range
While a betting man before the war might have put his money on the more advanced C-46, it would have resulted in massive losses.
The C-46 struggled compared to the simpler and more rugged C-47. The C-47 proved its mettle in the European theater with its notable ability to take battle damage and its repeated use on unimproved fields. The C-46 did have a notable advantage in range, nearly double that of the C-47.
Despite all of its shortcomings, its range was its primary asset. The C-46 could fly almost 2,800 nm without refueling. This was nearly double the range of the C-47, which topped out at 1,500 nm.
On the other hand, the C-47 was loved by nearly everyone who used it. The pilots appreciated its simplicity and sturdiness. Maintenance appreciated how relatively easy it was to repair and maintain, planners liked its dependability and versatility, and bean counters appreciated its lower maintenance costs and resource outlay.
After The War
Despite all its shortcomings, the C-46 still remained operational for quite a while. The C-46 had a limited role in the Korean War, and a few civilian operators kept the plane in use afterwards.
Out of the nearly 3,200 airframes built between 1940 and 1945, very few remain airworthy today. Alaskan operator Everts Air, a Part 135 operator out of Fairbanks, Alaska, operates two of the type.
There are a few others still in use around the world, too. N78774 also still occasionally flies in full military colors.
The legacy of the C-46 is complex. It was a significant contributor to the Allies’ war effort. However, it was held back by several shortcomings. Most would call it a weak design, but calling it a failure would be way too harsh.
