THE HISTORY OF DOUGLAS DC-3 DST N33644
IN THE BEGINNING
The development of the Douglas DC-3 was brought about by the commercial airlines demand for an economical passenger-carrying airplane. Up to 1934, airline passenger craft were too slow and carried too few passengers to be really profitable. United Air Lines had ordered sixty of the new Boeing 247s, the first truly modern airliners and had effectively tied up production. The 247 carried ten passengers at 160 mph and made all other transports obsolete. The other carriers were thus forced to find another plane if they wished to be competitive in the passenger-carrying business.
ENTER DOUGLAS AIRCRAFT
In 1933 the Douglas Aircraft Company designed a new passenger plane, as ordered by Transcontinental and Western airlines, to compete with the Boeing 247. The first model, the DC-1, was soon succeeded by the DC-2 and the start of quantity production. American Airlines, at the time, was using the slow Curtiss Condor, which was fitted with sleeper berths. American needed a new airplane able to compete with the DC-2 and the Boeing 247, but one with sleeping accommodations.
In 1935 C. R. Smith, president of American Airlines, made a direct request of Douglas to build a larger, more comfortable plane which could lure the luxury trade.” On December 17, 1935, the Douglas Sleeper Transport (DST) made its first flight..
The original plane was designed as a luxury sleeper with seven upper and seven lower berths and a private forward cabin. The day plane version, known as the DC-3, had twenty-one seats instead of fourteen berths. The design included cantilever wings, all-metal construction, two cowled Wright SGR-1820 1,000 hp radial engines, retractable landing gear, and trailing edge flaps. The controls included an automatic pilot and two sets of instruments.
The original design was so satisfactory that the basic specifications were never changed.
American Airlines initiated DST nonstop New York-to-Chicago service on June 25, 1936. and in September started service with the DC-3. A year later, with the DC-3 in service, Smith stated, “It was the first airplane in the world that could make money just by hauling passengers” This was the beginning of an immortal airplane known the world over. As the success of the DC-3, with its larger capacity for passengers, its speed, and its economical operation, was realized, airlines throughout the world began placing orders with Douglas.
In the United States the big three transcontinental lines were very competitive. With the advent of DST coast-to-coast service by American Airlines, Trans World Airlines obtained DSTs and DC-3s for such flights also. When United Airlines, with its Boeing 247s, saw that the Douglas plane was outclassing its own service, the company purchased ten DSTs and five DC-3s, and began flights on January 1, 1937.
In July of that same year United introduced sleeper service between New York and California.
By 1938, 95 percent of all U.S. commercial airline traffic was on DC-3s. Two hundred sixty DC-3s, 80 percent of the number of airliners, were in service in 1942 on domestic carriers. As of December 31, 1969, thirty DC-3s were still being used by U.S airlines.
Foreign companies also began to order the economical Douglas-built plane. KLM was the first European airline to own and operate DC-3s, in 1936, followed by companies in Sweden, Switzerland, France, Belgium, and elsewhere. By 1938 DC-3s were flown by thirty foreign airlines, and by 1939, 90 percent of the world’s airline traffic was being carried by these aircraft.
PRESIDENT ROOSEVELT HONORS DOUGLAS
The impact of the DC-3 was felt the world over. In July 1936 President Franklin D. Roosevelt presented Donald W. Douglas, head of Douglas Aircraft, with the Collier Trophy. Recognizing the DC-3 as the outstanding twin-engined commercial plane,’ the citation read, ‘This airplane, by reason of its high speed, economy, and quiet passenger comfort, has been generally adopted by transport lines throughout the United States. Its merit has been further recognized by its adoption abroad, and its influence on foreign design is already apparent.”
DEVELOPMENT HISTORY CONTINUES
In the early 1930’s, Boeing introduced their newest and most advanced Airliner, the Boeing 247. It was a low-wing, twin-engined monoplane, which could carry about twelve passengers in relative comfort, and at speeds of over 150 mph.
American Airlines (AA) wanted an aircraft that would out-perform the Boeing 247, carry more passengers further, and at reduced operating costs. A further requirement of A.A.’s was that the aircraft should be able to climb after take-off after losing one engine, which was unheard of in those early days of twin-engined aeroplanes. A.A. thus specified a three-engined layout, similar to the Ford Tri-motor.
Douglas Aircraft Corporation put their best designers to work, and what evolved was the prototype DC-1. It surprised American Airlines in that it met all their requirements, but with only two engines. Following soon after, the DC-2 expanded on the concept, and far surpassed the Boeing 247 in terms of range, speed, passenger comfort and operating costs.
Douglas then brought out the Douglas Sleeper Transport, or DST, which evolved into the 21-seater DC-3, in 1935. This aircraft was powered by two Wright Cyclone engines, could carry 21 or more passengers, depending on configuration, at over 150 mph in absolute safety and comfort. The Dakota, as this aircraft was to become known, was the first commercial transport aircraft capable of making a profit from carrying passengers only. Most aeroplanes of it’s vintage were being subsidised by the carriage of mail and freight, whilst air-travel was only for the daring and the affluent.
With war clouds looming on the horizon, the C-47 was developed from the DC-3, powered by two Pratt and Whitney radial engines and with an enlarged cargo door and strengthened fuselage, she went to war, where, along with the Jeep and the Bazooka, General Patton announced it to be one of the major contributors to the victory in the second world war.
After the division of Germany and the partition of Berlin, the Dakota once again showed it’s worth during the Berlin Airlift, where at one stage at Tempelehof Airport, there was an aircraft landing or taking off every thirty seconds.
After the war, several start-up airlines failed, not through lack of trying by it’s war-surplus Dak’s and their war-surplus crews, but mainly through lack of business acumen, and the poor economic climate.
However, some did survive, and many of today’s modern airlines saw their first routes served by DC-3s. Numerous years later the old lady can still be seen operating into airports alongside jets that will be obsolete after 10 years. In fact the DC-3 has replaced many of the aircraft that were specifically designed to replace her.
DC-3 GOES TO WAR
In 1939 the DC-3 was called on to aid the military fleets of the world. Many commercial carriers in Europe put their DC-3s to use as military transports. The United States ordered new versions of the DC-3 modified for troop transport and cargo carrying. These were designated as C-47s and C-53s. As military versions were built, they were put into operation in European and Pacific theaters during World War II. C-47s initiated the Berlin Airlift in 1948. In military service since 1941, the C-47 proved most useful in many endeavors.
N33644 ARRIVES IN AUSTRALIA
For a short time in 1943 N33644 on loan from Western Airlines served the War as a military transport aircraft in Australia.
Many names and numbers were assigned to the DC-3. England labeled it the “Dakota” or “Dak.” American pilots, during World War II, called it the ‘Skytrain,” “Skytrooper,” “Doug,” or “Gooney Bird.” The U.S. military’s official titles were C-47, C-53, C-117, and R4D. The airlines called it “The Three.” Of all the names the affectionate title “Gooney Bird” lingers on.
The normal gross weight for the aircraft was 25,200 pounds, with twenty-one passengers. Many times these weights were exceeded as conditions required. The normal range was 1,500 miles, but this could be extended by adding fuel tanks. The cruising speed varied from 155 mph to 190 mph depending on the load carried and the power used. The DC-3’s safety record was better than that of most airplanes, primarily because of its great structural strength and efficient single-engine performance.
Since 1935, 803 commercial transports and 10,123 military versions have been built. In addition, about 3,000 have been constructed under license in Russia (Li-2) and almost 500 in Japan. In service since 1936, the DC-3 is still in use today throughout the world.
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The History of Douglas DC-3 N33644
This Golden State Airlines operated passenger and cargo charters in the 1971-1979 era. Base of operations
unknown, but often flew into Long Beach, as evidenced by Frank C. Duarte Jr.’s shot above, taken at that venue in October 1978. N33644 has had a long and illustrious history. A DC-3-197, it was originally ordered by United Airlines. It was diverted briefly to the USAAF as a C-52C-DO (serial 41-7701) but released almost immediately to Western Air Lines (who had an inter-line arrangement with United in those days) in 1942. When sold off by Western in 1958 it was to have gone to Sheikh
Al Sabah in Kuwait as G-APKO. Probably the old bird didn’t measure up to his Royal Highness’ standards and the deal did not go through. It was sold instead to Catalina Pacific Airlines. They held it for a year or so and then it went to Standard Airways. It then had several private owners and is still current, having been restored in pseudo 1930s Western Air Express livery. I say ‘pseudo’ since, by the time NC33644 was delivered the airline was, to my knowledge, known only as Western Air Lines and probably never did carry the ‘Air Express’ Indian Head logo.
Catalina Pacific operated
N33644 from …………………
Flying the DC-3
DC-3, Power Settings…
There are different types of engines for the DC-3, and each has its own power settings. The
information here is for the Pratt and Whitney R-1830-92 engines, rated at 1200 HP for take-off.
The power settings for the military R-1830-94 engines, rated at 1350 HP for take-off, and are not repeated here.
Max take-off— 48” @ 2700 RPM
Mixture auto rich / cowl flaps trail
#1 METO (Maximum except Take off)–42” @ 2550 RPM
Mixture auto rich / cowl flaps trail
#2 Initial Climb— 36” @ 2350 RPM
Mixture auto rich / cowl flaps trail
Enroute Climb— 34” @ 2350 RPM
Mixture auto rich / cowl flaps trail
As you climb the MP will drop (about one-inch per thousand feet). Let it
drop to 34” and then maintain 34″ during climb.
Cruise— 28” @ 2050 RPM
Mixture auto lean / cowl flaps closed and off
En route Descent— 28” @ 2050 RPM (do not exceed 145 knots)
Mixture auto rich below 3000 ft / cowl flaps closed and off
Final Approach (normal)—
21” @ 2050 RPM
Mixture auto rich / cowl flaps closed and off
Final Approach (Maximum deceleration)—
19” @ 1900 RPM
Mixture auto rich / cowl flaps closed and off
Cowl flaps open and off after landing and at all times on the ground.
DC-3, Descent Procedures…
Let’s start at Cruise descent, 300 to 500 fpm. In the real world, start down Without pulling the power back – maintain cruise power. A good target airspeed to trim for is 145 knots Quick descent (more than 500 to 800 fpm) – PUT THE LANDING GEAR DOWN, if you do not your airspeed will build up rapidly, cooling the engines too quickly, which could cause the cylinders to crack. Know your Altitude, Know your GROUND speed, and Know how far you are from the airport and you can figure out when to descend and how fast to
descend.
In a real “3″ never reduce power more than an inch or two at a time. One to two inches per minute is a good rule of thumb. There again, you need to know how many minutes you are from approach to be at 22 in. to 25 in. Avoid simultaneously descending and reducing power unless the landing gear is down. Use your gear and flaps to slow down as needed. Know the V-speeds. You can put the gear down at 140. This will help you slow down to flap speed. I try to be at 95-97 knots 5 to 6 miles out at pattern altitude ready for descent to land. Final approach — a word goes through my head as I start my descent, GUMPS, this helps me remember my final check.
G = Gas, fuel selectors as required.
U = Undercarriage, Gear down and LOCKED.
M = Mixture, auto rich below 3000 ft.
P = Props, RPM 2050
S = Switches, boost pumps on, landing lights as required.
There is no rule as to “When to put the landing gear down.” Except to have them down at touchdown! Remember the V-speeds and use them as needed.
A good rule-of-thumb when slowing the real DC-3 is to decrease the MP only 1” to 2” per minute. Don’t ever increase or decrease the throttles quickly. When you increase power “WALK” the throttles smoothly to the desired setting. Decrease power slowly. When the engines were new, maybe you could have increased or decreased the throttles quickly, Chopping the power should not be in the vocabulary of a DC-3 pilot. Picture this — Hundreds of 50 year old engine parts all moving in perfect harmony in one direction, under conditions of extreme heat and pressure — all of a sudden someone chops the power. In an instant all those antique parts start banging against each other as they try to handle the stress of the reverse load imposed on them by the propeller which is now trying to drive them in the opposite direction! Don’t let this happen.
The landing phase is where most of the DC-3 engine damage occurs. Never bring the power back below square, 21” – 22” @ 2000 RPM until the flare. That is MP should never fall below RPM until the flare. The Flare— the flare is when the aircraft is level, approximately 2-3 feet above the runway when the wheels are about to touch the ground. Even then the power should never ever be pulled back to idle while the aircraft is in the air. Instead, SLOWLY walk the throttles back. Normally the wheels should touch with the MP still at least 13” to 15”. Once the wheels have touched you can then a little more “briskly,” but not suddenly, walk the throttles back. If you want to simulate a DC-3 move those throttles slowly.
Real World DC-3, Transition from Climb to Cruise…
The transition from Climb to Cruise is not simply a matter of leveling off at the desired altitude
and then pulling the Throttles and Props back to the cruise settings. We wait until the airspeed
builds up a little, but remember, you’re bringing those Throttles and Props back slowly and
your speed is increasing as you do this. After reducing power we leave the Mixture in Auto-Rich for 5 minutes before leaning to Auto-Lean. This lets the engine cool a bit. Cowl flaps are closed and off. After one hour switch to auxiliary tanks. One waits an hour because a vapor return line from the carburetor returns up to 10 gallons of fuel per hour back to the main tanks. One hour of flight allows adequate space in the main tank to accommodate the vapor return. The Main tanks have an overflow line leading to the rear (auxiliary) tanks. After about 3.5 to 3.75 hours switch back to Mains (this is for normal operation). Switch Boost Pumps ON before you switch tanks, then OFF when you are done. On Flight-Sim I just leave the fuel on ALL, it runs off the aux tanks and then the main tanks. On a real “3″ you have two fuel selectors, one for the left, and one for the right side.
Descent Power Settings:
In the real DC-3, with the 1830-92’s you cruise around 120-130 knots IAS. On descent leave the
power at 28” @ 2050 RPM, and let the aircraft descend at about 500 fpm. Do not exceed
145 knots.
Data Source
National Air and Space Museum
Rights
Do not reproduce without permission from the Smithsonian Institution, National Air and Space Museum
Manufacturer
Credit Line
Donated by Eastern Air Lines Inc.
Materials
Steel, aluminum alloy, cloth, paint, insulation, rubber, plastic, glass, ceramic, internal components
Dimensions
- Overall: 203in. (515.6cm)
- Large Object: 20.106m × 29.613m × 5.299m, 7649.9kg (64 3/6 ft. × 95 ft. wingspan × 17 ft., 16865lb.)
See more items in
National Air and Space Museum Collection
Country of Origin
United States of America
Physical Description
Twin-engined monoplane in Eastern Airlines livery.
Type
CRAFT-Aircraft
Inventory Number
A19530075000