Air Force Two
Air Force Two is the air traffic control callsign and radio designation for any United States Air Force aircraft carrying the vice president of the United States.[1] The designation ensures secure communications and priority handling similar to Air Force One for the president.[1] Unlike a specific aircraft, the term applies to whatever plane transports the vice president on official duties, allowing flexibility for missions ranging from domestic trips to international travel.[2] The primary aircraft serving as Air Force Two are four Boeing C-32A jets, militarized variants of the Boeing 757-200 commercial airliner, which entered service in 1998 to replace older C-135 models.[1][2] These jets, operated by the 89th Airlift Wing at Joint Base Andrews, Naval Air Facility Washington, feature advanced communications systems, aerial refueling capability for extended range up to 6,000 nautical miles, and accommodations for up to 45 passengers including staff and security personnel.[1] Smaller aircraft like the Gulfstream C-37A and C-37B or Boeing C-40 Clipper may also carry the Air Force Two callsign for shorter flights or when operational needs dictate.[3] The fleet supports the vice president's role in national security and diplomacy, providing a mobile command center with secure voice and data links to ground stations, reconnaissance platforms, and naval assets.[1]Historical Development
Origins and Early Designations
The practice of providing dedicated military air transport for the Vice President of the United States emerged gradually in the post-World War II era, initially relying on shared resources from the U.S. Army Air Forces and, after 1947, the newly independent U.S. Air Force. Prior to the 1950s, vice presidents such as Alben Barkley under President Truman typically traveled via commercial airlines or ad hoc military flights without standardized designations or call signs specific to their role, reflecting the limited scope of vice presidential duties and the absence of routine international travel.[4] The shift toward formalized support began as Cold War demands increased the need for secure, rapid transport for senior officials, paralleling developments in presidential aviation but lagging behind due to the vice president's secondary status.[5] The "Air Force Two" call sign, denoting any U.S. Air Force aircraft carrying the vice president, originated in 1959 amid the transition to jet propulsion for executive travel. This coincided with Vice President Richard Nixon's extensive use of Air Force jets, including modified Boeing 707 variants, for high-profile missions such as his Soviet Union goodwill tour and the subsequent "Kitchen Debate" in Moscow on July 24, 1959. These flights marked the first consistent application of the designation, distinguishing vice presidential transport from commercial or unmarked military operations and establishing protocols for secure communications and livery. Early aircraft lacked exclusive vice presidential modifications, often borrowing from the presidential fleet's VC-137 series (Boeing 707-based), which featured basic communications upgrades but no dedicated interiors until later decades.[6][7] Initial designations emphasized versatility over specialization, with aircraft like the Douglas VC-118 (a militarized DC-6) serving in the 1950s for occasional vice presidential use alongside other VIPs, under call signs such as "Executive" or service-specific identifiers rather than "Air Force Two." By the early 1960s, as jet adoption accelerated, the Air Force formalized assignments through units like the 89th Military Airlift Wing at Andrews Air Force Base, Maryland, which handled emerging vice presidential requirements. This period laid the groundwork for dedicated fleets, though early operations prioritized operational availability over custom outfitting, with vice presidents sometimes flying on propeller-driven aircraft for domestic trips into the 1960s.[1][8]Transition to Dedicated Aircraft
Prior to the 1960s, vice presidents of the United States generally relied on commercial airliners for official travel or ad hoc arrangements with military aircraft shared from presidential or other government fleets, lacking a permanent, dedicated resource for secure and reliable transport.[9] This approach reflected the relatively limited travel demands of the office at the time, with earlier vice presidents such as Richard Nixon under Dwight D. Eisenhower conducting international trips via borrowed jets but without exclusive assignment.[10] The pivotal transition to dedicated aircraft began in 1961 under Vice President Lyndon B. Johnson, the first to secure an airplane specifically allocated to the vice presidency. Shortly after the inauguration, Johnson approached President John F. Kennedy and Secretary of Defense Robert McNamara to request his own pilot and plane, citing the need for independent mobility amid growing Cold War tensions and the office's expanding role.[11] [10] Kennedy approved, leading to the assignment of a Lockheed C-140B JetStar (military designation VC-140B), a four-engine business jet capable of transcontinental flights with a range of approximately 2,500 miles and speeds up to 550 mph.[9] This aircraft, tail number 60-5955, provided Johnson with dedicated access to military airlift, enhancing security features like encrypted communications and defensive capabilities absent in commercial options. This precedent established a model for future vice presidents, prompting gradual fleet expansion. By 1974, under Vice President Gerald Ford, the Air Force introduced the McDonnell Douglas VC-9C, a modified DC-9 airliner with VIP interiors, extended range, and aerial refueling capability, serving as Air Force Two until 2005.[12] The shift prioritized operational independence, redundancy against presidential aircraft unavailability, and alignment with evolving threats, such as potential hijackings or nuclear risks, while leveraging Military Air Transport Service resources for maintenance and crew.[9] Over time, this evolved into a small, specialized fleet under the 89th Airlift Wing at Joint Base Andrews, distinct from but complementary to Air Force One operations.Introduction of the C-32A Fleet
The C-32A fleet represents the United States Air Force's adoption of a militarized Boeing 757-200 variant to modernize VIP air transport capabilities, specifically replacing the aging C-137 Stratoliner aircraft that had served in roles including Air Force Two. Procured through commercial off-the-shelf practices rather than bespoke military development, the program prioritized efficiency and cost-effectiveness, with the C-32A selected alongside the C-37A to fulfill medium- and long-range executive transport needs. This shift addressed the operational limitations of the older C-135 derivatives, which suffered from increasing maintenance demands and reduced reliability by the mid-1990s.[1][13] Initiated with an order on August 8, 1996, the C-32A program saw its first aircraft (serial 98-0001) achieve initial flight on February 11, 1998, followed by delivery to the 89th Airlift Wing at Joint Base Andrews on June 1, 1998. Subsequent deliveries included the second aircraft later in June 1998, the third on November 20, 1998, and the fourth in early 1999, establishing a dedicated fleet of four C-32A airframes for high-priority missions. Achieving initial operational capability in 1998, these aircraft enabled the Air Force to retire the VC-137 variants progressively, with the C-32A assuming primary responsibility for transporting the Vice President, First Lady, and other senior officials under the Air Force Two designation when carrying the Vice President.[14][15][16] The C-32A's introduction marked a significant upgrade in performance, featuring enhanced range and passenger accommodations suited for transoceanic flights, while maintaining compatibility with austere airfields through its commercial-derived airframe. Operated exclusively by the 89th Airlift Wing, the fleet supports not only vice-presidential travel but also ad hoc requirements for Cabinet members and foreign dignitaries, ensuring secure and reliable aerial mobility for national leadership.[1][2]Design and Technical Specifications
Airframe and Structural Modifications
The C-32A, serving as Air Force Two, derives its airframe from the commercial Boeing 757-200 extended-range variant, with structural adaptations primarily focused on enhancing operational endurance and integrating military-specific equipment. Key modifications include the incorporation of auxiliary fuel tanks within the fuselage, boosting total fuel capacity to 92,000 pounds (41,731 kilograms) and enabling an unrefueled range of 5,500 nautical miles.[1] These tanks necessitate reinforcements to the fuselage structure to accommodate the added weight and volume, while reducing available interior space compared to standard commercial configurations.[17] External structural changes feature protrusions—often termed "lumps and bumps"—along the fuselage to mount antennas for secure communications and electronic countermeasures systems, requiring localized airframe strengthening to maintain structural integrity under aerodynamic loads.[18] The overall airframe retains the 757's aluminum alloy construction with composite elements in non-critical areas, but military adaptations involve reinforced mounting points for heavy avionics racks and defensive pods, ensuring compliance with rigorous VIP transport stress requirements. Periodic deep maintenance exposes the base structure for inspections, as seen in cases where paint stripping reveals primer-coated surfaces prior to upgrades.[18] Incident-related repairs highlight the airframe's resilience; for instance, following aft fuselage damage from a 2023 landing gear mishap in Jordan, structural restoration involved targeted reinforcements costing approximately $2.5 million, completed within eight months.[18] These modifications prioritize durability for global operations without aerial refueling capability, distinguishing the C-32A from larger presidential transports like the VC-25A.[19]Propulsion and Performance Metrics
The C-32A, the primary aircraft designated as Air Force Two, is powered by two Pratt & Whitney PW2040 high-bypass turbofan engines, each delivering a maximum thrust of 41,700 pounds-force (185 kN).[19][2][20] These engines, derived from the PW2000 series originally certified for commercial Boeing 757-200 variants, provide efficient operation suited to the aircraft's VIP transport role without significant propulsion-specific modifications from the baseline 757-200ER configuration.[21] The PW2040's design emphasizes reliability and reduced noise compared to the older Pratt & Whitney JT8D or TF33 engines on predecessor C-137 aircraft, contributing to lower operational emissions and acoustic footprints during ground operations.[21] Performance metrics for the C-32A include a maximum speed of approximately 530 miles per hour (Mach 0.80 at cruise altitude) and a service ceiling of 42,000 feet.[19][2] The aircraft's unrefueled range extends to 5,500 nautical miles (approximately 6,325 statute miles), supported by a fuel capacity of 92,000 pounds (41,731 kilograms), enabling transcontinental and transoceanic missions without intermediate stops under typical load conditions.[1][13] This range surpasses that of the retired C-137 fleet, reflecting the 757 platform's inherent fuel efficiency advantages over 707-era designs, with the C-32A achieving roughly 20-30% better specific fuel consumption due to the PW2040's advanced fan and compressor stages.[21]| Metric | Specification |
|---|---|
| Engines | 2 × Pratt & Whitney PW2040 turbofans |
| Thrust per Engine | 41,700 lbf (185 kN) |
| Maximum Speed | 530 mph (Mach 0.80) |
| Range (Unrefueled) | 5,500 nautical miles |
| Service Ceiling | 42,000 ft |
| Fuel Capacity | 92,000 lb (41,731 kg) |