|The DC-3 is a low wing airliner powered by two radial engines|
|Role||Airliner and transport aircraft|
|National origin||United States|
|Manufacturer||Douglas Aircraft Company|
|First flight||December 17, 1935|
|Developed from||Douglas DC-2|
|Variants||Douglas C-47 Skytrain|
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 1,200 hp (890 kW) Pratt & Whitney Twin Wasp radial piston engines. It has a cruise speed of 207 mph (333 km/h), capacity of 21 to 32 passengers or 6,000 lbs (2,700 kg) of cargo, a range of 1,500 mi (2,400 km), and could operate from short runways.
Before the war, it pioneered many air travel routes as it could cross the continental US and made worldwide flights possible, carried passengers in greater comfort, was reliable and easy to maintain. It is considered the first airliner that could profitably carry only passengers. Following the war, the airliner market was flooded with surplus military transport aircraft, and the DC-3 could not be upgraded by Douglas due to cost. It was made obsolete on main routes by more advanced types such as the Douglas DC-6 and Lockheed Constellation, but the design proved adaptable and useful.
Civil DC-3 production ended in 1942 at 607 aircraft. Military versions, including the C-47 Skytrain (the Dakota in British RAF service), and Russian- 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.[contradictory]
"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 (TWA) 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.
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 66 inches (1.7 m) 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 (Douglas Sleeper Transport) first flew on December 17, 1935 (the 32nd anniversary of the Wright Brothers' flight at Kitty Hawk). Its cabin was 92 in (2.3 m) wide, and a version with 21 seats instead of the 1416 sleeping berths of the DST was given the designation DC-3. There was no prototype DC-3; the first DC-3 built followed seven DSTs off the production line and was delivered to American Airlines.
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; westbound trips against the wind took 17 1⁄2 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 available 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.
Total production of all variants was 16,079. More than 400 remained in commercial service in 1998. Production was as follows:
Production of DSTs ended in mid-1941 and civil DC-3 production ended in early 1943, although dozens of DSTs and DC-3s ordered by airlines that were produced between 1941 and 1943 were pressed into the US military service while on the production line. Military versions were produced until the end of the war in 1945. A larger, more powerful Super DC-3 was launched in 1949 to positive reviews. The civilian market was flooded with second-hand C-47s, many of which were converted to passenger and cargo versions. Only five Super DC-3s were built, and three of them were delivered for commercial use. The prototype Super DC-3 served the US Navy with the designation YC-129 alongside 100 R4Ds that had been upgraded to the Super DC-3 specification.
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 40 in (100 cm) with a fuselage plug ahead of the wing, and strengthening the airframe in selected areas.
BSAS International in South Africa is another company able to perform a Pratt & Whitney PT6 turboprop conversion of DC-3s. Over 50 DC-3/C-47s / 65ARTP / 67RTP / 67FTPs have been modified.
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, Delta, and Eastern 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 (now Jakarta) 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 (CNAC) DC-3 pressed into wartime transportation service was bombed on the ground at Suifu airfield in China, completely destroying the right wing. The only spare wing available was that of a smaller Douglas DC-2 being overhauled in CNAC's workshops. The DC-2's right wing was taken off, flown to Suifu under the belly of another CNAC DC-3, and grafted 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-2˝ was returned to service.
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 to Miami in 1945 with a DC-3. Cubana used DC-3s on some domestic routes well into the 1960s.
Piedmont Airlines operated DC-3s and C-47s from 1948 to 1963. A DC-3 painted in the representative markings of Piedmont, operated by the Carolinas Aviation Museum, was retired from flight in March 2011. Both Delta Air Lines and Continental Airlines once operated commemorative DC-3s wearing period markings.
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.  The armed forces of many countries used the DC-3 and its military variants for the transport of troops, cargo, and wounded.
Thousands of surplus C-47s, previously operated by several air forces, were converted for civilian use after the war and became the standard equipment of almost all the world's airlines, remaining in frontline service for many years. The ready availability of cheap, easily maintained ex-military C-47s, both large and fast by the standards of the day, jumpstarted the worldwide postwar air transport industry. While aviation in prewar Continental Europe had used the metric system, the overwhelming dominance of C-47s and other U.S. war-surplus types cemented the use of nautical miles, knots, and feet in postwar aviation throughout the world.
Douglas developed an improved version, the Super DC-3, with more engine power, greater cargo capacity, and a different wing, but with all the bargain-priced surplus aircraft available, they did not 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.
A number of aircraft companies attempted to design a "DC-3 replacement" over the next three decades (including the very successful Fokker F27 Friendship), 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.
Perhaps unique among prewar aircraft, the DC-3 continues to fly daily 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 aerial spraying, freight transport, passenger service, 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 impractical.
The common saying among aviation enthusiasts and pilots is "the only replacement for a DC-3 is another DC-3." The aircraft's legendary ruggedness is enshrined in the lighthearted description of the DC-3 as "a collection of parts flying in loose formation". Its ability to use grass or dirt runways makes it popular in developing countries or remote areas, where runways are not always paved.
The oldest surviving DC-3 is N133D, the sixth Douglas Sleeper Transport built, manufactured in 1936. This aircraft was delivered to American Airlines on July 12, 1936, as NC16005. As of 2011 the aircraft was at Shell Creek Airport, Punta Gorda, Florida, where it was undergoing restoration. The aircraft was to be restored to Douglas Sleeper Transport standards, and full airworthiness. The oldest DC-3 still flying is the original American Airlines Flagship Detroit (c/n 1920, the 43rd aircraft off the Santa Monica production line and delivered on March 2, 1937), which can be seen at airshows around the United States and is owned and operated by the nonprofit 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.
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Data from McDonnell Douglas Aircraft since 1920
Aircraft of comparable role, configuration and era
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