FS2002 PRO/FS2004 Douglas C-133B Cargomaster

By: Tim Piglet Conrad

The C-133 Served as the USAF’s only turbo-prop strategic airlifter from 1956 to 1971, when wing fatigue caused their retirement. The C-141 and C-5 then took over the C-133’s role. The main mission of the C-133 was to transport the USAF’s range of ICBM’s to their bases,and to move many oversized cargoes long distances. This Model has Reflective Textures, full V-Cockpit, Custom Gauges, Interior, and full opening Doors. Recommended for faster (P4 1.5+) computers


Conceived as an air transport for American ICBMs, the C-133 Cargomaster was developed by the Douglas Aircraft Company and first flown on 23 April 1956. It was the second and largest turboprop transport to be accepted by the U.S. Air Force. The C-133 was designed to meet the requirements for the USAF’s Logistic Carrier Support System SS402L. The aircraft differed considerably from the C-74 and C-124 Globemasters that had preceded it. A high-mounted wing, external blister fairings on each side for the landing gear, and rear-loading and side-loading doors ensured that access to, and the volume of, the large cargo compartment were not compromised by these structures. The cargo compartment (90 feet in length and 12 feet high) was pressurized, heated, and ventilated.
The Cargomaster had a 13,000 cubic foot cargo area with floor tie-down facilities permitting installation of 200 airline-type seats. The C-133 could accommodate 110,000 pounds of cargo or a fully-assembled Thor, Jupiter or Atlas ballistic missile. Cargo was loaded via a two-section rear door assembly, the lower section formed a ramp for drive-on/drive-off capability, or by a cargo door on the port side of the forward fuselage. The C-133 was able to accept practically every type of vehicle in service with the U.S. Army. The Cargomasters went directly into production as C-133A; no prototypes were built. The first C-133As were delivered to the Military Air Transport Service (MATS) in August 1957. A total of 35 were built: the last three having a “clamshell” rear door assembly which increased the compartment length by 3 feet, making it possible to airlift completely assembled Titan missiles. These were followed by 15 C-133B aircraft that retained the “clamshell” doors and incorporated more powerful engines. In 1958, C-133s began flying MATS air routes throughout the world, and two C-133s established transatlantic speed records for transport aircraft on their first flights to Europe. The fleet of 50 aircraft proved itself invaluable during the VietNam War, but fatigue problems led to their withdrawal from service in 1971.


Wingspan: 179’8”
Stabilizer Span: 60’00“
Length: 157’6“
Cargo Deck Length:
Height: 48’9”
Main Gear Width: 21’8”
Cargo deck ht: 50”
Limiting load dimensions:
C-133A 105” width 150” height
C-133B 142” width 151” height
Side loading door, both 106” width 100” height
Ground Clearance: 8’00” Inboard Propeller
8’8” Outboard Propeller
18’3” Top of Fuselage
16” Bottom of fuselage
22’3” Wingtip
Min Turning Radius 140’ outside wingtip
(for 180° turn with brakes and power assistance)
160’ outside wingtip
(for 180° turn without brakes or power assistance)
175’ outside wingtip
(for 360° turn without brakes or power assistance)
180’ outside wingtip
(for 180° turn without brakes or power assistance and nose gear turned to maximum degree not to activate nose steering warning system horn)
Design zero fuel wt: 215,000 pounds (C-133A/B)
Design Gross Wt: 275,000 pounds (C-133A)
282,000 pounds (max overload TOGW)
282,000 pounds (max landing GW)
286,000 pounds (C–133B)
300,000 pounds (max overload TOGW)
300,000 pounds (max landing GW)
Engines: Pratt & Whitney T34-P-7WA with 6,500 shaft HP (C-133A)
Pratt & Whitney T34-P-9W with 7,500 shaft HP (C-133B)
Fuel Capacity: 18,236 gal (109,416 lbs)
Oil Capacity: 60 gallons
Propellers: Curtiss-Wright Turboelectric CTS35S-B319, 18’ diameter
Landing Gear: Main gear two independent dual tandem trucks
Nose gear twin wheels
Cruise TAS 260 knots (C-133A) 2789 knots (C-133B)
Ceilings Absolute (Zero fpm rate of climb) 35,000′
Service (100 fpm rate of climb) determined by gross weight
Cruise (300 fpm rate of climb) determined by gross


Although the C133 never served with the SAC, it still had a long and impressive history as one of the military’s most universal cargo aircraft. The author did a very nice job with the model itself, giving it a very ’to scale’ overall look. Textures simulate the plating but are in no way subtle, detracting slightly from the realism. The old FS98 2D instrument panel brings back memories but doesn’t quite fit with the FS2004 capabilities. The VC however is impressive and features a wide expanse of cockpit complete with navigator station, plenty of moving parts, and a nicely detailed instrument panel. The clamshell doors can be opened with [SHIFT-E 2]. Flight characteristics are questionable at best. The aircraft will not sit still at an idle, VR can be achieved at 45 knots with full flaps? With the flaps completely extended the plane will glide for several miles at idle and must be forced to the ground. The sound package is a bonus with realistic turboprop sounds. All in all I would have to say that the author did a nice job on this model. The aircraft looks very scale but doesn’t quite fly right for a heavy old bird. Not bad, just not up to par with some of the exceptional models for FS9.

My Rating 6/10

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