Anak

The model

Building report

The real plane

ID

General Description
A four-engine long range transport that served in the IAF in from 1964 to 1978. The Stratocruisers gave the IAF unprecedented reach, as far as transport was concerned, and enabled it to bring in large cargoes from abroad, quickly and efficiently.

The Anak was one of the most technically complex planes to fly in the IAF, and received the unflattering title “the largest three engine plane in the world”, because of its engines’ tendency to malfunction. Heyl Ha’avir’s technicians were able to adapt the (originally civilian) plane to its new military role, and developed high-level safety standards for the plane.

Other changes – like a rear opening ramp and systems for airdropping Jeeps and APCs – proved impractical. In any case, the IAF saw the Stratocruisers as an essential element of its air transport arm.

The service at the Israeli Air force
In the early 1960’s, the IAF, which had been operating Dakota and Nord transports, needed a larger transport that could carry and drop heavier cargoes. Initially, the intention was to buy the new Hercules model, but its price tag was high and the US refused to approve the deal in any case.

At the time, a privately owned Stratocruiser was undergoing repairs in Israel. The IAI was given a chance to take an up-close look at the plane, and test-fly it. Al Schwimmer, who headed the IAI at the time, offered to supply the IAF with Stratocruisers, that would first be improved and modified by the IAI. IAF Commander Ezer Weizmann objected strenuously, saying the planes were too old and problematic. But Schwimmer managed to drum up support for the idea in the Ministry of Defense, which had in mind the low costs and employment for the IAI workers, and the final decision was in favor of buying the Stratocruisers. The planes were bought at bargain prices and in poor technical condition from various aviation firms, and were fixed up at the IAI, in the largest project the IAI had ever taken upon itself.

The project included taking off the plane’s tail unit and replacing it with that of the C-97 military version. The floor of the cabin was reinforced and a mechanical system was developed for dropping equipment through downward-opening hatches in the tail. Heyl Ha’avir employed 14 Stratocruisers, of both the civilian and military models, on missions of transport and airdrops.

The Stratocruisers officially entered service with the IAF on July 1st 1964, and joined the transport squadron which had been established a year earlier, and had been composed solely of Dakotas. The bulk of its missions in those years involved bringing in cargoes from abroad.

In the years preceding the Six Day War, the squadron carried out numerous flights to France and back, bringing in weapons, ammunition, and precious spare parts. In the war itself, they executed unconventional assignments, like dropping fuel for the IDF armor in the Sinai.

During the War of Attrition, the Stratocruisers carried out numerous transport missions to the Suez area. On Friday, September 17th 1971, a Stratocruiser went on a photographic reconnaissance mission over the Egyptian front line. It was shot down in an Egyptian SA-2 missile ambush, and crashed into the ground 22 km. east of the Suez Canal. Only one of the eight crew members, Maj. Hananya Gazit, survived.

There were ten serviceable planes in Stratocruiser squadron when the Yom Kippur War broke out. They were used on transport missions to the Sinai and overseas, and carried many IDF soldiers to and from Faid airbase on the west bank of the Suez.

When the Skyhawks entered service with the IAF, some of the planes were modified for refueling. In 1978, the Stratocruisers were retired.

Development process
Boeing based the Stratocruiser on its B-29 World War II bomber. The extra-large plane was intended to allow Boeing to enter the civilian passenger/transport market (largely controlled by Douglas, Lockheed and Curtiss), by carrying out relatively simple modifications of the military bomber.

Source: IAF

Throughout its history The Boeing Company has made good use of applying technology developed on bomber aircraft to the development of commercial aircraft, such as the Model 247 from the B-9, and the Model 314 from the XB-15. During the later part of the Second World War, Boeing developed the C 97 transport aircraft using the wings and tail surfaces of the B-29, It first flew on November 9, 1944.

After the war, the C-97 was developed into an aerial tanker for the U.S. Air Force. 888 of the C/KC-97 series were built. The model 377, “Stratocruiser,” A commercial passenger conversion of the C-97, made its first flight in July of 1947, On April 1, 1949, Pan American Airlines inaugurated service with the Stratocruiser on a flight from San Francisco to Honolulu. The main selling point of the Stratocruiser was its comfortable passenger accommodations, excelling over rivals such as the Lockheed Constellation and Douglas passenger planes. The Stratocruiser, with its double lobe fuselage and pressurized cabin, accommodated 52-60 passengers in first class luxury. but could provide for more than 100 seats if needed. Another popular attraction of the aircraft was its lounge and bar located below the main deck, after of the main wing and connected to the main deck by a spiral staircase. For long distance flights, almost half of the seats could be converted into sleepers earning the Stratocruiser the name “Flying Hotel.” Because of problems with engines and propellers, the Stratocruiser was not a great success and only 56 were built, but the distinctive style and luxury of the Stratocruiser have made it unforgettable.