Douglas DC-3
The Douglas DC-3 is a propeller-driven airliner which had a lasting effect on the airline industry in the 1930s/1940s and World War II.
It was developed as a larger, improved 14-bed sleeper version of the Douglas DC-2.
It is a low-wing metal monoplane with a tailwheel landing gear, powered by two Pratt & Whitney Twin Wasp radial piston engines.
It has a cruise speed of, capacity of 21 to 32 passengers or 6,000 lbs of cargo, and a range of, and can operate from short runways.
The DC-3 had many exceptional qualities compared to previous aircraft. It was fast, had a good range, was more reliable, and carried passengers in greater comfort. Before the war, it pioneered many air travel routes. It was able to cross the continental US from New York to Los Angeles in 18 hours and with only 3 stops.
It is one of the first airliners that could profitably carry only passengers without relying on mail subsidies.
Following the war, the airliner market was flooded with surplus transport aircraft and the DC-3 was no longer competitive due to its size and speed.
It was made obsolete on main routes by more advanced types such as the Douglas DC-4 and Lockheed Constellation, but the design proved adaptable and useful on less glamorous routes.
Civil DC-3 production ended in 1942 at 607 aircraft. Military versions, including the C-47 Skytrain, and Soviet- and Japanese-built versions, brought total production to over 16,000.
Many continue to see service in a variety of niche roles: 2,000 DC-3s and military derivatives were estimated to be still flying in 2013.
Design and development
"DC" stands for "Douglas Commercial". The DC-3 was the culmination of a development effort that began after an inquiry from Transcontinental and Western Airlines to Donald Douglas. TWA's rival in transcontinental air service, United Airlines, was starting service with the Boeing 247 and Boeing refused to sell any 247s to other airlines until United's order for 60 aircraft had been filled. TWA asked Douglas to design and build an aircraft that would allow TWA to compete with United. Douglas' design, the 1933 DC-1, was promising, and led to the DC-2 in 1934. The DC-2 was a success, but there was room for improvement.9 engine of American Airlines "Flagship Knoxville"
The DC-3 resulted from a marathon telephone call from American Airlines CEO C. R. Smith to Donald Douglas, when Smith persuaded a reluctant Douglas to design a sleeper aircraft based on the DC-2 to replace American's Curtiss Condor II biplanes. The DC-2's cabin was wide, too narrow for side-by-side berths. Douglas agreed to go ahead with development only after Smith informed him of American's intention to purchase twenty aircraft. The new aircraft was engineered by a team led by chief engineer Arthur E. Raymond over the next two years, and the prototype DST first flew on December 17, 1935 with Douglas chief test pilot Carl Cover at the controls. Its cabin was wide, and a version with 21 seats instead of the 14–16 sleeping berths of the DST was given the designation DC-3. There was no prototype DC-3, and the first DC-3 built followed seven DSTs off the production line for delivery to American Airlines. C-47B at RAF Hullavington in 2005
The DC-3 and DST popularized air travel in the United States. Eastbound transcontinental flights could cross the U.S. in about 15 hours with three refueling stops while westbound trips against the wind took hours. A few years earlier such a trip entailed short hops in slower and shorter-range aircraft during the day, coupled with train travel overnight.
A variety of radial engines were offered for the DC-3. Early-production civilian aircraft used either the nine-cylinder Wright R-1820 Cyclone 9 or the fourteen-cylinder Pratt & Whitney R-1830 Twin Wasp, but the Twin Wasp was chosen for most military versions and was also used by most DC-3s converted from military service. Five DC-3S Super DC-3s with Pratt & Whitney R-2000 Twin Wasps were built in the late 1940s, three of which entered airline service.
Production
Total production including all military variants was 16,079. More than 400 remained in commercial service in 1998. Production was as follows:- 607 civil variants of the DC-3;
- 10,048 military C-47 and C-53 derivatives built at Santa Monica, California, Long Beach, California, and Oklahoma City;
- 4,937 built under license in the Soviet Union as the Lisunov Li-2 ;
- 487 Mitsubishi Kinsei-engined aircraft built by Showa and Nakajima in Japan, as the L2D Type 0 transport.
Turboprop conversions
From the early 1950s, some DC-3s were modified to use Rolls-Royce Dart engines, as in the Conroy Turbo Three. Other conversions featured Armstrong Siddeley Mamba or Pratt & Whitney PT6A turbines.The Greenwich Aircraft Corp DC-3-TP is a conversion with an extended fuselage and with Pratt & Whitney Canada PT6A-65AR or PT6A-67R engines fitted.
The Basler BT-67 is a conversion of the DC-3/C-47. Basler refurbishes C-47s and DC-3s at Oshkosh, Wisconsin, fitting them with Pratt & Whitney Canada PT6A-67R turboprop engines, lengthening the fuselage by with a fuselage plug ahead of the wing, and some local strengthening of the airframe.
South Africa-based Braddick Specialised Air Services International has also performed Pratt & Whitney PT6 turboprop conversions, having performed modifications on over 50 DC-3/C-47s / 65ARTP / 67RTP / 67FTPs.
Conroy Aircraft also made a trimotor conversion with Pratt & Whitney Canada PT6 called the Conroy Tri-Turbo-Three.
Operational history
American Airlines inaugurated passenger service on June 26, 1936, with simultaneous flights from Newark, New Jersey and Chicago, Illinois. Early U.S. airlines like American, United, TWA, Eastern, and Delta ordered over 400 DC-3s. These fleets paved the way for the modern American air travel industry, which eventually replaced trains as the favored means of long-distance travel across the United States. A nonprofit group, Flagship Detroit Foundation, continues to operate the only original American Airlines Flagship DC-3 with air show and airport visits throughout the U.S.In 1936, KLM Royal Dutch Airlines received its first DC-3, which replaced the DC-2 in service from Amsterdam via Batavia to Sydney, by far the world's longest scheduled route at the time. In total, KLM bought 23 DC-3s before the war broke out in Europe.
In 1941, a China National Aviation Corporation DC-3 pressed into wartime transportation service was bombed on the ground at Suifu airfield in China, destroying the outer right wing. The only spare available was that of a smaller Douglas DC-2 in CNAC's workshops. The DC-2's right wing was removed, flown to Suifu under the belly of another CNAC DC-3, and bolted up to the damaged aircraft. After a single test flight, in which it was discovered that it pulled to the right due to the difference in wing sizes, the so-called DC-2½ was flown to safety.
During World War II, many civilian DC-3s were drafted for the war effort and more than 10,000 U.S. military versions of the DC-3 were built, under the designations C-47, C-53, R4D, and Dakota. Peak production was reached in 1944, with 4,853 being delivered. The armed forces of many countries used the DC-3 and its military variants for the transport of troops, cargo, and wounded. Licensed copies of the DC-3 were built in Japan as the Showa L2D ; and in the Soviet Union as the Lisunov Li-2.
After the war, thousands of cheap ex-military DC-3s became available for civilian use. Cubana de Aviación became the first Latin American airline to offer a scheduled service to Miami when it started its first scheduled international service from Havana in 1945 with a DC-3. Cubana used DC-3s on some domestic routes well into the 1960s.
Douglas developed an improved version, the Super DC-3, with more power, greater cargo capacity, and an improved wing, but with surplus aircraft available for cheap, they failed to sell well in the civil aviation market. Only five were delivered, three of them to Capital Airlines. The U.S. Navy had 100 of its early R4Ds converted to Super DC-3 standard during the early 1950s as the R4D-8, later C-117D. The last U.S. Navy C-117 was retired July 12, 1976. The last U.S. Marine Corps C-117, serial 50835, was retired from active service during June 1982. Several remained in service with small airlines in North and South America in 2006.
The United States Forest Service used the DC-3 for smoke jumping and general transportation until the last example was retired in December 2015.
A number of aircraft companies attempted to design a "DC-3 replacement" over the next three decades, but no single type could match the versatility, rugged reliability, and economy of the DC-3. It remained a significant part of air transport systems well into the 1970s.
Douglas DC-3 today
Perhaps unique among prewar aircraft, the DC-3 continues to fly in active commercial and military service as of mid 2018, more than eighty years after the type's first flight in 1935. There are still small operators with DC-3s in revenue service and as cargo aircraft. Current uses of the DC-3 include passenger service, aerial spraying, freight transport, military transport, missionary flying, skydiver shuttling and sightseeing. The very large number of civil and military operators of the DC-3/C-47 and related types makes a listing of all the airlines, air forces and other current operators impracticable.A common saying among aviation enthusiasts and pilots is "the only replacement for a DC-3 is another DC-3".
Its ability to use grass or dirt runways makes it popular in developing countries or remote areas, where runways may be unpaved.
The oldest surviving DC-3 is N133D, the sixth Douglas Sleeper Transport built, manufactured in 1936. This aircraft was delivered to American Airlines on 12 July 1936 as NC16005. In 2011 it was at Shell Creek Airport, Punta Gorda, Florida. It has been repaired and has been flying again. The most recent flight was on 15 May 2020. The next oldest DC-3 still flying is the original American Airlines Flagship Detroit, which appears at airshows around the United States and is owned and operated by the Flagship Detroit Foundation.
The base price of a new DC-3 in 1936 was around $60,000–$80,000, and by 1960 used examples were available for $75,000.
Original operators
Variants
Civil
;DST;DST-A
;DC-3
;DC-3A
;DC-3B
Super DC-3 in Anchorage, Alaska
;DC-3D
;DC-3S
Military
;C-41, C-41A;C-48
;C-49
;C-50
;C-51
;C-52
;C-68
;C-84
;Dakota II
;LXD1
;R4D-2
;R4D-4
;R4D-4R
;R4D-4Q
Conversions
;Dart-Dakota: for BEA test services, powered by two Rolls-Royce Dart turboprop engines.;Mamba-Dakota: A single conversion for the Ministry of Supply, powered by two Armstrong-Siddeley Mamba turboprop engines.
;Airtech DC-3/2000
;Basler BT-67
;BSAS C-47TP Turbo Dakota
;Conroy Turbo-Three
;Conroy Super-Turbo-Three
;Conroy Tri-Turbo-Three
;Greenwich Aircraft Corp Turbo Dakota DC-3
;Ts-62
;Ts-82
;USAC DC-3 Turbo Express
Military and foreign derivatives
;Douglas C-47 Skytrain and C-53 Skytrooper;Showa and Nakajima L2D
;Lisunov Li-2 and PS-84