Boeing YC-14

  Base model:C-14
  Designation System:U.S. Tri-Service
  Designation Period:1962-Present
  Basic role:Transport

  Length: 131' 8" 40.1 m
  Height:48' 4" 14.7 m
  Wingspan: 129' 39.3 m
  Wingarea: 1,762.0 sq ft 163.6 sq m
  Empty Weight: 117,500 lb 53,287 kg
  Gross Weight: 251,000 lb113,832 kg

  No. of Engines: 2
  Powerplant: CF6-50D11
  Thrust (each):51,000 lb23,129 kg

  Range: 3,190 miles 5,136 km
  Cruise Speed: 449 mph 723 km/h 390 kt
  Max Speed: 504 mph 811 km/h 438 kt
  Climb: 6,350 ft/min 1,935 m/min
  Ceiling: 45,000 ft 13,715 m

Examples of this type may be found at
Pima Air & Space MuseumTucsonArizona

YC-14 on display

Pima Air & Space Museum


Recent comments by our visitors
 Greg Cioc
 Bainbridge Island, Wa, WA
Just out of college, I stopped by the Boeing plant II in Seattle and was hired to be an Industrial Engineer on the YC-14 project. I was a Tooling Estimator and saw both shipsets beING built from the ground up. Since this was not production, there was considerable leeway in tolerances and they used a lot of shim stock to make things fit.

This was truly one of the highlights of my work career.

However, I've never understood why the technology of Upper Surface Blowing (USB) was not incorporated into modern aircraft. The lift is spectacular and would be great for small, shorter airfields in rural area.

Good memories!
02/06/2015 @ 08:50 [ref: 68916]
 Vicki Harp
 Enumclaw, WA
My husband Bill Harp was in Flight Test Weights. We moved to Lancaster for about 9 months for the testing program What a plane and what and experience!
07/14/2014 @ 17:31 [ref: 68566]
 blakey, PA
06/03/2013 @ 16:14 [ref: 67866]
 jon whitworth
 issaquah, WA
I was lead flight test engineer on the no. 2 aircraft. Probably the most interesting airplane I ever worked on. One hell of a flying machine.
08/29/2010 @ 15:59 [ref: 29676]
 Richard Keller
 Seatte,, WA
I was an Instrumentation Engineer on the YC-14 Test Program at Edwards Air Force Base in California. I tried to avoid flying while airpane number one (of two) was in Seattle. Air Force pilots refused to realize how dangerous severe manuvers could be while an Instrumentation Engineer changed the heavy tape recorder reels. One incident of an AF pilot doing a hard push over nearly caused injury to an engineer because at that time you can not be strapped in.
This lead to some of our flight qualified engineers quiting the company. I was pressed into flight service and did all the medical and survival pre qualification classes at Edwards. Seated at my station watching a true air speed indicator register 59 knots on a 45 degree landing approach made a believer out of me. That is slower than the landing speed for a number of private light planes. During a practice of an air show manuver I saw number two airplane bank so close to the ground I expected a crash. The airplane did a 90 degree left turn, flew outward did a 180 degree turn then another 90 degree turn over the runawy. The plane was about 5,000 feet when it passed the end of the 10,000 foot runway.
09/05/2007 @ 14:39 [ref: 17845]
 Brian Scott
 , FL
With all the demand for cargo aircraft and the Army/Air Force fight over the JCA why are we not revisiting this kind of technology? This would make a very good Special Operations platform. Somebady at Boeing should wake up. Speaking of wake up calls, why are there so many 747's in storage when they would make excellent tanker/cargo aircraft? Its a type allready in the inventory and the mx is allready in place, a boom, some MCARS pods and you have true mobility! What happened to corporate development of military aircraft? Aircrews need corporate help, they are sure not getting it from leadership!!!!!
03/19/2007 @ 04:01 [ref: 15943]
 C. W.
 Naval Weapons Center, China Lake, CA

I was the prinicpal investigator for infrared signature tests performed on the YC-14 and its competitor, the YC-15. During one phase of the testing, the airplane was required to do a spot landing with a 50ft tolerance AT NIGHT with NO landing lights and no runway lights. VERY IMPRESSIVE performance on the parts of both the pilot and the airplane.
On takeoff, the Coanda effect across the huge flaps made it a particularly vulnerable target to IR SAMs like the Soviet Union was distributing at the time.
02/13/2007 @ 12:23 [ref: 15503]
 Ron Mitchell
 Anaheim Hills,, CA

As a young man of around 25 I worked for a company named ASTECH in Costa Mesa as a prototype mechanic and was assigned the job of helping to build the clam shell reverser for the YC14. It was an interesting project due to the fact that it was a prototype job which meant not much was allocated to create tooling. Consiquently much of the fabrication and fitting was done by hand. It was a nice job to have been associated with and I am glad that the plane, although not selected by the military, was a success and lived up to it's expectations.
02/05/2007 @ 12:47 [ref: 15423]
 Todd Buckingham
 , TX
My father was the test pilot for the YC-14. We were with this beautiful plane from start to finish. I watched it fly many times, even rode in a tank as they loaded it onto the plane during a load capacity test. It was an amazing aircraft and I was sad to see the program cancelled. We visited both models of the plane recently at the Pima Air Museum and AMARC (Bone Yard). It was good to see the planes still standing tall.
06/18/2006 @ 20:57 [ref: 13544]
 John Henderson
 Tacoma, WA
Sometime in the late seventies I was driving my 1970 Ford Econoline van south along the Alaska Way Viaduct in Seattle while the YC-14 was on approach to Boeing Field. I spotted the YC-14 ahead of me as I came out of the Battery Street tunnel. By the time I got off the viaduct down by the Sears building I had passed it. Yes, there was a good headwind blowing but that was most imopressive!!

John Henderson
Illegitimus Non Carborundum
03/30/2006 @ 21:49 [ref: 12986]


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