Douglas designed the DC-10 in 1966, competing directly with Lockheed to produce an airbus capable of operating from normal-length runways. By designing the DC-10 around three General Electric CF6-6 turbofan engines, Douglas avoided the financial difficulties encountered by Lockheed with the Rolls-Royce RB.211. In a multi-company manufacturing agreement, Convair produces the fuselage and Aeritalia the fins (vertical stabilizers). The -10 is a short/medium-haul version; the long-range -30 and -40 have an extra forward-retracting main gear, uniquely mounted on the centreline. An aircraft with a fixed wing sweep (the DC-10 wing, designed just before the advanced supercritical form was introduced, is broad and strongly swept) cannot be best for all ranges, but the DC-10’s sales record of 250 testifies to its attraction as a sophisticated wide¬bodied jet that can fly global routes.
The Series 10, able to accommodate up to 380 economy class passengers on domestic routes, was first flown on 29 August 1970, certified on 29 July 1971, and made its first scheduled passenger flight with American Airlines on 5 August 1971. Introduction of DC-10 service-between Los Angeles and Chicago came one week after American formally accepted the trijet from McDonnell Douglas. It was followed by the inter-continental range Series 20, which flew for the first time on 28 February 1972.
Conversion of the CF6-50A engines to -50C standard increases the thrust from 49,000 lbs to 51,000 lbs.
Turkish airlines took delivery of three DC-10-10 between December 1972 and February 1973; TC-JAU, TC-JAV, and TC-JAY. TC-JAV was lost at Paris in 1974.
DC-10-10 TC-JAU
First flight of the long range Pratt & Whitney JT9D powered McDonnell Douglas DC 10 20 took place on February 28, 1972. Northwest Airlines having ordered 14, with 14 more on option
DC-10-30 C-GXRC November 1978
A derivative of the commercial DC-10-30CF, selected in 1977 as the USAF’s advanced tanker/cargo aircraft (ATCA), the first KC-10A flew in July 1980. The aircraft has high-flow-rate, 5,680lit/min refuelling boom plus an independent, 2,2701it/min hose-drogue system. As a transport the KC-10 has a cargo capacity comparable with that of the C-5 to 8,300km range, but is superior over longer ranges up to 18,500km.
DC 10 Srs 10 Engines: 3 x General Electric CF6 6D turbojets, 40,000 lbs thrust each. Length: 181 ft 4.75 in. Wingspan: 155 ft 4 in. Ceiling: 35,000 ft. Range: 2,429 mls.
DC-10-30 Engines: 3 x CF6-50C, 51,000 lbs thrust. Wing span: 165.3 ft. Max takeoff weight: 259.45 tonnes. Max landing weight: 182.79 tonnes. Fuel capacity 111.40 tonnes. Pax cap: 247. Range: 10,232 km.
DC-10-30ER Engines: 3 x CF6-50C2, 233.5 kN. Wing span: 50.4m. Length: 55.5m. Height: 17.7m. Max speed: 0.88M @ 7620m. Max range (full load): 7410 km. Crew: 3. Accommodation: 243 pax.
DC-10-30CF / KC-10A Extender Engine: 3 x GE CF6 turbofan. Installed thrust: 701 kW. Span: 50.4 m. Length: 55.3 m. Wing area: 339 sq.m. Empty wt: 109,350 kg. MTOW: 267,620 kg. Payload: 78,840 kg. Max speed: 956 kph. Initial ROC: 20 min to 8530 m. Ceiling: 12,800 m. T/O run: 2590 m. Ldg run: 790 m. Fuel internal: 200,940 lt. Range: 11,110 km with 45,400 kg payload. Air refuel: Yes.
McDonnell Douglas KC 10 A Extender Engine : 3 x General Electric CF6 50C2, 229064 N / 23350 kp Length : 181.759 ft / 55.4 m Height : 58.071 ft / 17.7 m Wingspan : 165.354 ft / 50.4 m Wing area : 3957.923 sqft / 367.7 sq.m Max take off weight : 590102.1 lb / 267620.0 kg Weight empty : 241072.7 lb / 109330.0 kg Max. payload weight : 349029.5 lb / 158290.0 kg Max. speed : 530 kts / 982 km/h Landing speed : 138 kts / 256 km/h Cruising speed : 490 kts / 908 km/h Initial climb rate : 2755.91 ft/min / 14.0 m/s Service ceiling : 32808 ft / / 10000 m Wing load : 149.24 lb/sq.ft / 728.0 kg/sq.m Range : 9989 nm / 18500 km Crew : 6 Fuel capacity : 132330 lt
McDonnell Douglas’s only four engined civil jet airliner, the DC 8, preceded the company’s very successful DC 9 twin jet, which first flew at Long Beach, California, on February 25, 1965.
By 1962 Douglas’s Model 2086 had become a firm design, and the subject of negotiations with several opera¬tors. At last Delta agreed to buy a fleet and the Model 2086 became the DC-9 on 8 April 1963. In April 1963 the company announced that it would build the DC 9 and John Brizendine, who ten years later became President of Douglas Aircraft, was named programme manager. The programme was given top priority with more than 40,000 man hours a week expended on the project. The primary aims of the project were to produce a simple and reliable, easy to operate and maintain airliner. Construction of the prototype began in July 1963 and the first DC-9 flew from Long Beach on 25 February 1965. US airlines made no advance orders. Douglas’ own capital was tied up in modifications to the DC-8, so the company reduced the risk by utilizing the DC-8’s flight deck, and persuading major suppliers to design and manufacture different parts, receiving payment only as each aircraft was delivered to a customer. De Havilland Canada produced the complete wing, rear fuselage and tail. Later, the Douglas Aircraft Company bought part of their Toronto factory, and continued production there. By producing a series of stretched versions, to stay abreast of the demand for larger capacity aircraft, Douglas outsold all competitors in the same category. A big manufacturing programme was launched, with DH Canada making the wings, rear fuselage and tail. From the start Douglas planned to offer different versions, and the original DC-9 Series 10 could weigh anything from the basic 77,000lb with JT8D-5 engines of 12,000-lb thrust to 90,000 lb with extra fuel and 14,000-lb JT8D-1 or -7 engines. The first off the line flew a month early, on 25 February 1965, and services began with Delta on 8 December the same year. A total of 137 were built. Douglas offered a stretched ‘DC-9B’ and on 25 February 1965 and won an Eastern order. The designation was changed to DC-9 Series 30, with 14,500-lb engines and a considerable stretch both to the span and length. The weight was 98,000 lb, matched by full-span slats and double-slotted flaps. The first Srs 30 flew on 1 August 1966. Subsequently the Srs 30 (503 sold) grew to 108,000 lb with more-powerful engines, seating up to 115. Then came the Srs 20, for operation out of difficult airports by SAS. It combined the wings and engines of the Srs 30 with the original short fuselage. On 28 November 1967 Douglas, by now part of McDonnell Douglas, flew the DC-9 Srs 40, with engines of up to 16,000-lb thrust, enabling weight to rise to 122,000lb. The fuselage was stretched yet again, to seat up to 132. To meet airline demand for a DC 9 with larger capacity the 40 was developed with a longer fuselage enclosing a 132 seat configuration. Below floor cargo space was also increased. This version entered service in March 1968. Last of the original DC-9 variants was the Srs 50, first flown on 17 December 1974. This introduced many attractive new features, but the main difference was that, still keeping at 122,000-lb weight, the body was stretched yet again to seat 139. The 50 began airline operation in August 1975. Each DC 9 was, in practice, a stretched version of the Series 10. The 20 carried 115 passengers and featured a longer wingspan and a high lift wing system of leading edge slats for short field performance. The 30 was the most widely used. US Air Force versions were designated C 9A Nightingale and VC-9C and C 9B Skytrain for the US Navy.
Douglas also offered various cargo and convertible versions. A total of 649 DC-9s had been delivered by 1 February 1972. This includes the C-9A variant for the 375th Aeromedical Wing of the USAF MAC. Important orders were also placed by the US Air Force and Navy (Marines) for the C-9A Nightingale aeromedical aircraft, the C-9B Skytrain II (longest-ranged of all versions) and VC-9C for VIP missions. Each of the C-9A can carry 30-40 litter patients, two nurses and three aeromedical technicians, and have intensive care compartments. Ten were converted. The final aircraft off the assembly line, a DC¬9 30, was transferred to the US Navy as a C 9B in October 1982. Thrust for the 976 DC 9s completed over an 18 year production run was provided exclusively by the Pratt & Whitney JT8D family of engines. In mid 1998 there were in excess of 870 of the type being flown by over 70 operators worldwide. A new version was launched as the DC-9 Super 80, with an order from Swissair, closely fol¬lowed by Austrian and Southern, in October 1977. The first aircraft flew on 18 October 1979. Changes included a further (and very large) stretch to the fuselage, an extension to the span at both the wing roots and tips, a digital electronic flight guidance system, a further increase in fuel capacity and, not least, fitting the JT8D-200 series engine. The refanned engine, used initially in -209 form at 18,500-lb thrust, dramatically reduced noise and eliminated worries over impending noise legislation. Seating capacity was typically up to 172. In 1983 the company at last abandoned the famed ‘DC’ and adopted ‘MD’ for its designations, McDonnell Douglas launched the MD-80. Altogether Douglas sold 976 DC-9s, production being completed in September 1982.
DC 9 Srs 10 Engines: 2 x Pratt & Whitney JT8D 5 turbofans, 12,250 lb / 53.4kN thrust each. Length: 31.8 m / 104 ft 4.75 in. Wingspan: 89 ft 5 in. Height: 8.3 m / 27 ft 3 in Wing area: 85.9 sq.m / 924.62 sq ft Max take-off weight: 35245 kg / 77702 lb Max. speed: 895 km/h / 556 mph Ceiling: 25,000 ft. Range 1,311 mls. Pax cap: 90. Crew: 2 Passengers: 65-90
DC-9-10 Engines: 2 x Pratt & Whitney JT8D-1 or -7, 12,000-14,000 lb. Length: 104 ft 4 ¾in. Pax capacity: up to 90. MTOW: 77,000-90,000 lb.
Engines: 2 x 14,000 lb. (6,350 kg.) thrust Pratt & Whitney JT8D. Length 119.25 ft. (36.37 m.) Wing span 93.4 ft. (28.47 m.) Weight empty 52,935 lb. (24,010 kg.) Max cruise: 565 m.p.h. (909 kph) Range: 1,725 miles (2,775 km.) with 50 passengers.
DC-9-20 Engines: 2 x Pratt & Whitney JT8D. Length: 104 ft 4 ¾in. Pax cap: 90. Entered service: 1968.
DC-9-30 Engines: 2 x Pratt & Whitney JT8D, 14,000 lb. Pax capacity: up to 115. Max wt: 108,000 lb. Length: 119.3 ft. Entered service: 1967.
Wing span: 93 ft 5 in (28.47 m). Length: 119 ft 3.5 in (36.37 m). Height: 27 ft 6 in (8.38 m). Max level speed: 565 mph (909 kph).
DC-9-40 Engines: 2 x Pratt & Whitney JT8D, 15,500 lbs. Pax capacity: up to 132. Max wt: 122,000lb. Length: 125.6 ft. Entered service: 1968.
DC-9-50 Engines: 2 x Pratt & Whitney JT8D, 16,000 lbs. Pax capacity: up to 139. Length: 133.5 ft. Entered service: 1975.
DC-9-80 Engines: 2 x Pratt & Whitney JT8D-209, 18,500 lbs thrust. Length: 147 ft 10 in. Pax capacity: up to 172. MTOW: 108,000 lb. Entered service: 1980.
McDonnell Douglas C 9 A Nightingale Length : 117.126 ft / 35.7 m Height : 26.903 ft / 8.2 m Wingspan : 91.535 ft / 27.9 m Max take off weight : 107163.0 lb / 48600.0 kg Weight empty : 59224.1 lb / 26859.0 kg Cruising speed : 501 kts / 928 km/h Cruising altitude : 34797 ft / 10606 m Range : 1739 nm / 3220 km Engine : 2 x Pratt & Whitney JT8D-9, 64501 N / 6575 kp Crew : 8 Payload : 40 Pax
The Douglas Aircraft Company announced its intention, on 7 June 1955, to enter the pure jet stakes with the DC-8. Originally powered by the same Pratt & Whitney JT3 turbofans as the 707, it had a fractionally more slender body, less wing sweep, and fully powered flight controls. To reduce drag and avoid stress between wing and fuselage, the aerofoil changes shape toward the root, becoming flatter on top and more curved beneath. Douglas began assembling the first DC-8 in February 1957 and, there being no prototype as such, was rolled out and first flew on 30 May 1958.
DC-8 first take-off 30 May 1958
There are four main families of DC-8s: Douglas made the first five versions the same size differing only in power and fuel capacity. Douglas had announced that all projected versions would have the same overall dimensions. It adhered to this policy until 1965, and the first five versions of the DC-8 have an identical airframe, with uniform electrical, hydraulic, control and air conditioning systems. The intercontinental versions differ from the domestic models only in having extra fuel capacity and the structural modifications needed to carry the additional fuel. The modifications are limited to the use of thicker skin and stronger material within the wing structure, the aft portion of the fuselage and the tailplane. The landing gear is also more robust in the case of the heavier intercontinental versions.
It was offered in several models, the series 10 for domestic services, the series 30 for longer ranges and the Series 40 powered by the Rolls Royce Conway bypass engine for Trans Canadian Airlines, Air Canada.
On 23 July 1959 the first DC-8 with Rolls-Royce Conway engines made its first flight from Long Beach, California. It was the ninth DC-8 to fly in 14 months.
DC-8 no.9
A DC-8-40 became the first jet airliner to exceed the speed of sound when, in 1961, it reached Mach 1.012 (667 mph) in a shallow dive. In 1959 Douglas introduced an extended wing leading edge and slightly extended tips, allowing weight to reach 310,000 lb.
The DC-8 with JT-3C engines received its FAA Type Approval on 31 August 1959 and went into service with United Airlines and Delta Airlines on 18 September 1959.
DC – 8 ZK-NZF
In 1960 the Series 50 introduced the JT3D turbofan engine, with weights up to 325,000lb. The Series 50 evolved after Pratt and Whitney developed the new JT3D turbofan housed in new nacelles with distinct exhaust louvres on either side. The 50 range was developed into the 51 for domestic operations, the 52, 53 and 55 for long range versions differing in the model of engine fitted. A subsequent version, the 54, was developed as a freighter.
The Series 50 DC 8 had a still air range of around 6900 miles with a maximum cruise of 580 miles an hour at 220,000 lb. The series 52 had a total fuel capacity of 150,055 lb. The forward freight compartment had a capacity of 690 cu ft and the rear a usable capacity of 700 cu ft.
DC-8-52 ZK-NZD
In April 1965 Douglas announced the Super Sixty series. This comprised the DC-8-61, stretched by 36ft 8in to seat up to 259 pas¬sengers; the -62 with only a small stretch, to seat 189, but with extra fuel for very long range, enhanced by an improved wing and engine pods; the -63, fuselage lengthened by 36.7 ft. (11.18 m.), an extended wing span. Powered by JT3Ds of up to 19,000-lb thrust, these extended the DC-8 line from 293 to 556, production continuing until 1972. The Super Sixties proved such good aircraft that in the early 1980s 110 were retrofitted with the CFM56-2 engine as the DC-8-71.
A total of 556 DC-8s were produced before the production line closed in early 1972.
The French Air Force operated an electronic reconnaissance version of the DC-8. They were equipped with large antenna pods on both wingtips and under the fuselage. Reconnaissance squadron Escadron Electronique 51 ‘Aubrac’ operated at least two converted DC-8, 45570 and 46043, from 1977 from Evreux airfield. The first ELINT DC-8 was ordered as early as 1973.
DC-8-50 Engines: 4 x P&WJT-3 D-1 turbofan, 75.7kN Wingspan: 43.4 m / 142 ft 5 in Length: 45.9 m / 150 ft 7 in Height: 12.9 m / 42 ft 4 in Wing area: 257.6 sq.m / 2772.78 sq ft Empty weight: 57000 kg / 125664 lb Max take-off weight: 142880 kg / 314998 lb Cruise speed: 932 km/h / 579 mph Range w/max.fuel: 11100 km / 6897 miles Range w/max.payload: 9200 km / 5717 miles Crew: 3-5 Passengers: 105-189
DC-8-54 Engine: 4 x JT3D3B turbofan.
DC 8 Super 61 Engines: 4 x Pratt & Whitney JT3D 3B turbofans, 18,000 lbs thrust. Length: 187 ft 5 in. Wingspan: 142 ft 5 in. Ceiling: 30,000 ft. Range: 3,750 miles. Pax cap: 259.
DC-8 Super 63 Engines: 4 x 19,000 lb. (8,618 kg.) Pratt & Whitney JT3D. Length: 187.4 ft. (57.12 m.) Wing span 148.4 ft. (45.23 m.) Height: 42 ft 5 in (12.92 m). Weight empty 153,749 lb. (69,739 kg.) Max TO wt: 350,000 lb (158,760 kg). Max. capacity: 251 passengers Max cruise 600 m.p.h. (965 kph) Range 4,600 miles (7,400 km.) with max. payload. Max range: 7,700 miles (12,400 km). Max level speed: 600 mph (965 kph).
Design and development of the Douglas DC-7 were prompted by American Airlines, which was seeking an aircraft superior in performance to the Lockheed Super Constellation being used by TWA. To meet the requirement of American Airlines it was decided to develop an improved version of the DC-6B using Wright Turbo-Compound engines, each of which had three exhaust-driven turbochargers giving some 20 per cent more output than the standard unit powerplant. Originally assigned to the civilian version of the C-74 Globemaster (which did not proceed) ‘DC-7’ was later used for Wright R-3350-powered derivatives of the DC-6, but those were completely different airplanes. American Airlines produced up-front funding for 25 new airliners, enabling Douglas to invest in its own Wright R-3350 Turbo Compound-powered airliner, the DC-7. The initial DC-7 was a direct development of the DC-6B, with the fuselage lengthened by 3 ft 4in to permit the inclusion of one additional row of seats. With the 2424kW R-3350 Turbo Compounds, gross weight went up to 15,200lb / 6895kg and required some strengthening of the landing gear structure. There were also some minor changes in detail, but externally the DC-7 appeared little different from the DC-6B. One hundred and five DC-7s were built, followed by 112 DC-7Bs, the latter having only minor improvements. In the DC-7B, the engine nacelles were extended further aft to permit the installation of saddle tanks within the rear of the nacelles, made of the new metal titanium. The additional fuel capacity enabled Pan American Airlines to initiate non-stop London-New York service with the DC-7B on 13 June 1955. The fuel capacity was marginal for North Atlantic services. With a full load and normal headwinds, DC-7Bs which were used to operate the east-to-west service, frequently had to divert for a refuelling stop. Douglas set about the task of developing a version of the DC-7B with greater range. The third version was designated DC-7C and had, therefore, increased span to provide for greater fuel capacity. This was achieved by inserting a new parallel-chord wing section between the fuselage and the inboard engine nacelles, which had the added advantage of improving the cabin environment by reducing engine noise. During the development of the DC-7C, Curtiss-Wright was able to offer a further increase in engine power up to 3,700 hp and, as a result, the fuselage was lengthened by the insertion of a 1.02m plug to provide accommodation for up to 105 passengers.
DC-7C
Production of DC-7Cs totalled 120. Not only were they used on North Atlantic and Pacific Ocean services, but they also made possible non-stop scheduled operations across the continental USA, and were used also by SAS to inaugurate a Europe-to-Far East route over the North Pole. An improved DC-7D was planned, to be powered by four 4273kW Rolls-Royce Tyne turboprop engines, but the emergence of the Boeing 707 and the Douglas Company’s purpose-built DC-8 jetliner meant that this remained only as an unfulfilled project.
DC-7 Engines: 4 x Wright R-3350 Turbo-Compound, 3250 hp. Max wt: 152,000 lb. Maximum speed: 406 mph at 21,700ft. Normal cruising speed: 355mph. Range max payload: 4,605 miles. Service ceiling: 21,700 ft. Wing span: 127ft 6in. Length 112ft 3in. Height: 3lft l0in. Wing area: 1,637 sq.ft.
DC-7C Engines: 4 x Wright R-3350 Turbo-Compound, 2500kW. Maximum speed: 406 mph / 650 km/h at 21,700ft. Normal cruising speed: 355mph. Range max payload: 7400 km / 4,605 miles. Service ceiling: 21,700 ft. Wing span: 38.8 m / 127ft 6in. Length: 34.2 m / 112ft 3in. Height: 9.7 m / 3lft l0in. Wing area: 152.0 sq.m / 1,637 sq.ft. Empty weight: 35785 kg / 78893 lb Max take-off: 143,000 lb / 64865 kg. Crew: 3-5 Passengers: 48-105
The US Army Air Forces financed the building of a pressurised prototype aircraft based on the DC-4 but with the square, rather than round, windows which were to be an identifying feature of the future DC-6. The prototype, designated XC-112A, also had 2,100-hp / 1,565kW Pratt & Whitney R-2800-34 Double Wasp engines and an 81-inch extension of its fuselage. The XC-112A flew at Santa Monica on 15 February 1946.
American Airlines placed the first order for 50 examples of the new four-engined Douglas, now called DC-6 and first flown on 29 June 1946. The DC-6 was configured to transport between 52 and 86 passengers, depending upon the class of accommodation used. A total of 175 DC-6 were built. The windowless DC-6A freighter followed in 1949, powered by 1,788.5kW Double Wasps, with reinforced floor and double cargo doors. The DC-6A, a strengthened, some¬what elongated version powered by water-injection versions of the Double Wasp engine, flew on 29 September 1949. Most DC-6As were built initially as cargo-haulers but were later converted into passenger carriers by their airline users. They had a reinforced floor and cargo-loading doors. The DC-6A was 1.52m longer than the DC-6 (101 going to the USAF as C-118A transports). The term DC-6C was used to refer to aircraft in this series built from the beginning with passenger accommodation. Seventy-four aircraft of the DC-6A/DC-6C type were built, the last being delivered in 1959. The DC-6B flew on 2 February 1951, a passenger ship lacking the floor and cargo door of its immediate predecessor. Improved 2,500-hp Double Wasp engines with paddle-blade propellers powered the DC-6B. With 288 examples delivered between 1951 and 1958, the DC-6B was the most numerous of variants in the DC-6 series, 704 of which were delivered in all and was put into service on 29 April 1951, by American, Panagra and Braniff, among others.
The DC-6B, with accommodation for 54-102 passengers, first flew on 2 February 1951 and also had the longer fuselage. American Airlines introduced DC-6B on its US transcontinental services on 29 April 1951. The US Navy was the first military customer to order a DC-6 variant in some numbers, acquiring 65 DC-6As in the late 1940s and early 1950s. These were designated R6D-1 and VIP/staff transport examples were called R6D-1Z. The single C-118 (length 100ft 7 in) is V.I.P. transport.
R6D-1
After the Navy, the US Air Force acquired 101 DC-6A aeroplanes, designated C-118A, and employed them on MATS’ worldwide routes. These aircraft could carry up to 27,000 lb of cargo or 81 fully-armed troops. In 1962, the two Naval variants were redesignated C-118B and VC-118B and 40 of them were transferred to the USAF.
Regularly scheduled operations of the commercial passenger DC-6 continued until 1967 and many of the DC-6 series were later converted to freighters.
XC-112A Engines: 4 x Pratt & Whitney R-2800-34 Double Wasp, 2,100-hp. Wing span: 117 ft 6in. Wing area: 1,463 sq.ft. Length: 100 ft 7in. Height: 29ft 1 in. Empty weight: 53,623 lb. Max take-off weight: 97,2001b. ROC: 900 fpm. Cruise: 328mph. Service ceiling: 29,000ft.
DC-6 Engines: 4 x Pratt & Whitney R-2800-34 Double Wasp, 2,100-hp. Wing span: 117 ft 6in. Wing area: 1,463 sq.ft. Length: 100 ft 7in. Height: 29ft 1 in. Empty weight: 53,623 lb. Max take-off weight: 97,2001b. ROC: 900 fpm. Cruise: 328mph. Service ceiling: 29,000ft.
DC-6A Engines: 4 x Pratt & Whitney R-2800 Double Wasp.
DC-6B Power: 4 x Pratt & Whitney R-2800 Double Wasp radials, 2400 hp. Max speed: 356 mph @ 20,000 ft. Span: 117 ft 6 in. Length: 100 ft 7 in. MAUW: 97,200 lbs. Range: 3860 mile. Cruise: 328mph. Pax cap: 107.
DC-6BF Engines: 4 x Pratt & Whitney R-2800-CB Double Wasp, 2400 hp. Wing span: 117 ft 6 in. Length: 103 ft 6 in. Height: 28 ft 6 in. MTOW: 103,800 lb. Empty wt: 56,000 lb. Cruise: 225 kt.
C-118 Length: 100 ft 7 in
C-118A Payload: 27,000 lb or 81 fully-armed troops.
Designed at Douglas Aircraft Company’s El Segundo facility, the Douglas DC-5 was developed as a 16/22-passenger commercial transport for local service operations out of smaller airports. The DC-5 was a high-wing monoplane and featured the then relatively novel tricycle-type landing gear. With a design gross weight of 8391kg, the DC-5 was offered with either Pratt & Whitney R-1690 or Wright Cyclone radial engines. The prototype, powered by two 850hp Wright GR-1820-F62 Cyclones, flew for the first time on 20 February 1939, piloted by Carl Cover. Orders were placed by KLM (four aircraft), Pennsylvania Central Airways (six) and SCADTA of Columbia (two), but the programme was overtaken by the war and only the KLM aircraft were delivered. Although intended for service in Europe, two went first to the Netherlands West Indies to link Curacao and Surinam and the other two to Batavia in the Netherlands East Indies. All four were used to evacuate civilians from Java to Australia in 1942 and one, damaged at Kemajoran Airport, Batavia, on 9 February 1942, was captured by the Japanese and extensively test-flown at Tachikawa Air Force Base. The three surviving DC-5s were operated in Australia by the Allied Directorate of Air Transport and were given the USAAF designation C-110.
DC-5 VH-ARD at Essendon January 1948 just after purchase from Australian National Airways.
Still in one piece at Haifa (although engine-less) was Douglas DC-5, VH-ARD, carrying New Holland Airways (Sydney) insignia. On the nose was the name “Bali Clipper”.
VH-ARD refuels at Cloncurry Qld during 1948 on the between Sydney and Darwin.
The earliest DC-5 military operations, however, were by the US Navy which had ordered seven examples in 1939. Three were R3D-1 16-seat personnel transports, the first of which crashed before delivery, and four were R3D-2 aircraft for the US Marine Corps with 1000hp R-1820-44 engines, a large sliding cargo door, and bucket seats for 22 paratroops. The prototype, after certification and development flying had been completed, was sold with a 16-seat executive interior to William E. Boeing, and was later impressed for US Navy use as the sole R3D-3.
Engine: 2 x 850hp Wright GR-1820-F62 radial Max take-off weight: 9072 kg / 20000 lb Empty weight: 6202 kg / 13673 lb Wingspan: 23.77 m / 77 ft 12 in Length: 19.05 m / 62 ft 6 in Height: 6.05 m / 19 ft 10 in Wing area: 76.55 sq.m / 823.98 sq ft Max. speed: 356 km/h / 221 mph Cruise speed: 325 km/h / 202 mph Ceiling: 7225 m / 23700 ft Range: 2575 km / 1600 miles
In response to the requirements of five major US airlines, Douglas designed and built the large 52-passenger DC-4, which made its first flight on 7 June 1938. This type was not put into production; instead 61 smaller unpressurised development were ordered by American, Eastern and United Air Lines. This, too, bore the designation DC-4 and the original aeroplane became the DC-4E.
DC-4 prototype
The DC 4 actually saw its first service as the wartime C 54 Skyrnaster (first flight 14 February 1942) when all 24 DC-4A built were taken by the armed forces (designated R5D Skymaster by the Navy).
The DC-4 had a retractable nosewheel undercarriage and was powered by four 820-1,080kW Pratt & Whitney Twin Wasps. It was a long-range heavy logistic transport with a payload of up to 9,980kg. A total of 207 C-54A were built, followed by increased-capacity C-54B, similar C-54D with Pratt & Whitney R-2000-11 radials, C-54E with convertible cargo/passenger interiors, and C-54G with new engines. Nine hundred and fifty-two Skymasters were completed for the USAAF and 211 for the US Navy. The C 54D-15DC (USAAF variant of the DC 4, with the DC suffix indicating Douglas Chicago) with four 1,200 hp Pratt and Whitney R2000 7 radials, was operational for the last year of WW2. USAAF C¬54s were allocated to the USN in July 1945; 92 so transferred. The C 54Q had R2000 11 engines. After the war Douglas built 79 civil DC-4-1009 and many of the military aircraft became available for airline operation – mostly with 44 seats but later with as many as 86. On 7 March 1946 American Airlines was first to introduce DC-4 on US domestic services, between New York and Los Angeles. However in October 1945 American Overseas Airlines had introduced DC-4 on North Atlantic services.
From it were developed the larger DC 6 and DC 7 series the Merlin engined Canadair C 4 and the Aviation Traders Carvair nose loading vehicle transport.
One, the VC-54C-DO Sacred Cow, served as President Roosevelt’s special aircraft and a C-54B-1-DO was used by Prime Minister Winston Churchill.
During the first years of the Berlin Airlift corridors, the pilots had to be wary about mock attacks by Soviet MiG fighters or near misses. The mutual mistrust inevitably caused a number of incidents. In April 1952 an Air France DC-4 was shot-up in one of the Airlift corridors by two Russian MiG-15a. A stewardess and two passengers were seriously injured.
A C-54 made the Berlin Airlift’s last flight on 30 September 1949.
C-54 Skymaster
The 1956 R5D2-2 radar and radio research aircraft in the US Navy featured a retractable mast with instruments.
R5D2-2
When production ceased in 1947, 1,242 had been built, of which hundreds served to re-equip civil airlines during the first postwar years.
In 1963 the Peruvian Air Force bought three DC-4B’s from US dealer Aircraft Corp of Charlotte, NC. Two for passenger transport and the third for use by Peru’s president.
DC 4 Engines: 4 x Pratt & Whitney R 2000 SD13G Twin Wasp, 1,450 hp. Wing span: 117 ft 6 in (35.80 m). Length: 93 ft 11 in (28,63 m). Gross weight: 73,000 lb (33,112 kg). Typical cruising speed: 204 mph (328 kph) at 10,000 ft (3,050 m). Accommodation: Crew of 5 plus 44 86 passengers. Typical range: 2,140 miles (3,444 km) with max payload at 201 mph (323 kph).
DC 4 Engines: 4 x P&W R-2000-25, 1065kW Max take-off weight: 33140 kg / 73062 lb Empty weight: 20000 kg / 44093 lb Wingspan: 35.8 m / 117 ft 5 in Length: 28.6 m / 93 ft 10 in Height: 8.4 m / 27 ft 7 in Wing area: 136.0 sq.m / 1463.89 sq ft Max. speed: 450 km/h / 280 mph Cruise speed: 365 km/h / 227 mph Ceiling: 6900 m / 22650 ft Range w/max.fuel: 6000 km / 3728 miles Range w/max.payload: 2200 km / 1367 miles Crew: 4 Passengers: 40-44
Douglas C 54 B Skymaster Engine : 4 x Pratt&Whitney R-2000-7, 1332 hp Length : 93.93 ft / 28.63 m Height : 27.526 ft / 8.39 m Wingspan : 117.487 ft / 35.81 m Wing area : 1462.935 sq.ft / 135.91 sq.m Max take off weight : 73012.0 lb / 33112.0 kg Weight empty : 38206.0 lb / 17327.0 kg Max. speed : 238 kt / 441 km/h Cruising speed : 208 kt / 385 km/h Service ceiling : 21998 ft / 6705 m Cruising altitude : 15207 ft / 4635 m Wing load : 50.02 lb/sq.ft / 244.0 kg/sq.m Range : 3389 nm / 6276 km
C-54M Skymaster Engines: 4x Pratt & Whitney R2000-11, 1,350 h.p. Wingspan: 117 ft. 6 in. Length: 93 ft. 10 in. Loaded weight: 73,000 lb Max. speed: 274 m.p.h. Ceiling: 22,500 ft. Typical range: 1,500 miles at 220 mph at 10,000 ft. Crew: 6 Capacity: 50 passengers, 30 stretchers or cargo.
C 54D-15DC Engines: 4 x Pratt and Whitney R2000 7, 1,200 hp.
The DC-3 resulted from American Airlines’ requirement for a sleeper aircraft for its US transcontinental route. The DC-2 fuselage was too small for this, so, reluctantly, in the autumn of 1934 Douglas agreed to build the DST (Douglas Sleeper Transport) as an enlarged DC-2, with lengthened fuselage, increased span and, an increase of 66cm in fuselage width – allowing up to 28 seats or 14 sleeping berths. The prototype DST, with 633.4-745kW Wright Cyclone SGR-1820 engines, made its first flight on 17 December 1935. The type entered service with American Airlines on 25 June 1936 over the New York-Chicago route, with transcontinental sleeper services starting on 18 September. The DC-3/DST soon proved itself and orders grew rapidly, with KLM becoming the first operator outside the US.
The first military version, the C 39, was an odd mixture of the new wing mated with the small DC 2 body. Similar aircraft procured in smaller numbers were the C 38 personnel trans¬port with Cyclones and the corresponding C-41 with Twin Wasps. Discounting about four civil DC 3s sold as VIP transports to overseas air forces, there was no true military DC 3 until October 1941, when deliveries began from Santa Monica of the C 53 Skytrooper. This simple conversion of the DC 3 had a wooden floor, fixed aluminium seats for 28 troops, and a glider towing cleat. Some were later supplied to the RAF as the Dakota II, and the US Navy and Marines as the R4D 3, and subsequent versions included the C 53B, C and D.
The main military type, put into large scale production in late 1941 at Santa Monica, Tulsa and Oklahoma City, was the C 47 Skytrain. This had been designed earlier in 1941 hence the earlier type number as an all purpose military transport with strong freight floor, large double doors, tie down fittings and folding wooden troop seats. The engine chosen was the 1200 hp R 1830 92 Twin Wasp. A first batch of 953 was followed in 1942 43 by 4991 C 47A with 24 volt electrics, and in 1943 by 3108 C 47B for high airfields (especially in India and China) with R 1830 90C engines with two stage blowers. Named Skytrain by all US forces, and designated R4D by the Navy, some 1200 C 47, 47A and 47B were supplied to the RAF under lend lease as the Dakota I, III and IV, respectively. Douglas also built 133 TC 47B trainers (R4D 7) with navigation classroom interiors, and one C 47C twin float amphibian version. The U.S. Navy version is designated R4D; but by 1955 most of these had been modified into R4D-8s, with more powerful engines, more swept wings with tips, taller squared-off fin and rudder with long dorsal fin, and room for up to 38 passengers.
C-47D
The single C 47C amphibious floatplane was a 1943 conversion of a C 47A Skytrain intended to increase the type’s versatility.
The sole 1943 XC-47C, 42-5671, had Edo amphibious floats with nose-wheels in addition to wheels under the steps, and each housed a 300 gal fuel tank.
Other oddballs included the XCG 17 glider converted from a production C 47A, and the unique DC 2½ flown out of China in an emergency with one DC 3 wing and one DC 2 wing, the original having been damaged beyond immediate repair. The glider was outstandingly successful, carrying 40 troops, towing at 464 kph (288 mph) behind a C 54 and landing at only 56 km/h (35 mph), but only one was built.
Wartime impressed civil DC 3s included the C 48 (R 1830) with civil furnishing (some were DST sleeper transports), C 49 (R 1820) usually with cargo floor and astrodome, C 50 (R 1820), C 51 (R 1820) for paratroops, C 52 (R 1830) taken over on the civil production line and completed as paratroop transports, C 68 (R 1830) previously the DC 3A late 1930s civil type, and C 84 (R 1820) previously the DC 3B. In 1945 17 purpose built VIP transports were delivered, designated C 117A. The DC-3/DST was operated as the C-38 transport.
In 1940 the Japanese navy introduced the Type 0 transport, a Showa built version of the 21 passenger DC 3.
On 21 February 1942, some 25 Douglas DC-3 aircraft built under Japanese licence but bearing US national insignia, appeared over the city of Kupang on the Portuguese-owned Pacific island of Timor and dropped 250 troops from an altitude of only 300 ft. this was the first airborne operation carried out by the DC-3.
Operation Husky, the Allied invasion of Sicily beginning 10 July 1943, involved 400 Dakota C-47 transport aircraft and 170 Waco CG-4A cargo gliders. The operation verged on failure. Ninety-seven of the British and US gliders released from their towropes too early plunged into the sea, and another 24 were reported missing: only 12 of the gliders, all British, landed in the target zone. Then strong anti-aircraft fire confused the paratroops in the Dakotas, so they jumped too soon and were scattered over almost 60 miles. Six of the Dakotas were shot down, and only 73 British paratroops reached their target, the Ponte Grande bridge.
In mid-June 1943, for the first time, a Dakota FD900 of RAF Transport Command landed in Prestwick, Scotland, towing a glider. The two planes had taken off twenty-four hours earlier from Dorval (Montreal). Piloted by Sqn.Ldrs. Seys and Gobel, the Waco CG-4A had been built in a New York piano factory, and carried a full load of vaccine and radio and engine parts for the Soviet Union.
Accomplishments of the DC 3 in the Second World War include almost 1000 crossed the Channel on the night of D Day, June 6, 1944, many towing gliders, while in China a C 47 took off at a high altitude strip with 75 evacuees on board. Total wartime output by the US (almost all Douglas) was 10123.
In 1949 Douglas built two prototypes of a much improved Super DC 3, aimed chiefly at the airlines, with 1475 hp R 1820 C9HE engines and greatly altered airframe. Few, were sold, the main customers being the US Navy/Marines (R4D 8) and Air Force (C-117D).
Circa 1949-50, British European Airways Dakotas received cockpit and cabin upgrades and become known as the Pioneer in passenger service and Pioneer Leopard for cargo.
In February 1938 Mitsui in Japan acquired a licence to build the DC 3, on the secret orders of the Japanese navy. During 1939 45 the Japanese companies Showa and Nakajima respectively delivered 416 and 71 of the L2D 1 to L2D 4 versions, with 1300 hp Kinsei engines and cockpit windows extending much further aft than in the US aircraft. These machines received the Allied code name ‘Tabby’.
Lisunov Li-2
Much greater licence production was undertaken in the Soviet Union. Under Boris Lisunov, who had studied the DC 3 at Santa Monica, the Li 2 version considerably altered incorporating 1293 changes, and with entrance on the right and was in full production during 1939 43, about 3500 being built. The Li-2 used various engines, including the ASh-621R driving SISh-21 propellors, or AV-7N or AV-161 engines. Originally powered by 671kW Shvetsov M-62 radials in the PS-84 first version, but later fitted with uprated Shvetsov ASh-62 radials, most had the M 621R engine, and many had a gun turret behind the flight deck. Some were used as bombers with four 250kg bombs under the centre section and six light bombs on the outer wings.
Postwar Allied reporting name was ‘Cab’, this also covering the 707 lend lease C 47A and B which reached the Soviet Union in 1942 43. The Li-2 was designated PS-84 in Aeroflot service. Production comprised a number of variants, some of them armed with turreted armament; the Li-2G freighter, Li-2P personnel transport, Li-2PG convertible model and the Li-2V high-altitude model are best known of the variants.
The Yugoslav Air Force operated at least 11 Li-2s between 1945 and 1959. After the deterioratiom of relations between the Soviet Union and Yugoslavia in 1948, spare parts became difficult to obtain, and so ten aircraft were re-engined with Pratt & Whitney R-1830-900 engines and Hamilton Standard propellers from 1953 onwards. These aircraft were unofficially designated Li-3 by the Yugoslav Air Force. All Li-3s were on strengrh of the 111 ppa (transport regiment) at Zagreb. At least five of them seem to have been re-serialled from the four-digit 70xx series to the five-digit 711xx series, probably in late 1969. Shortly afterwards all Li-3s may have been withdrawn from use.
Lisunov Li-3
The most dramatic of all conversions has been the various series of AC 47 night interdiction gunships usually armed with three 7.62 mm (0.30 in) General Electric Miniguns with no fewer than 54 000 rounds of ammunition. While the basic air¬craft had become familiarly called the ‘Gooney Bird’ at least to US personnel the AC 47 was also known as ‘Puff the Magic Dragon’ or ‘Spooky’. The 25 initial conversions proved so useful in Vietnam that they spurred on the later AC 119 and AC 130 programmes.
404 C-53 variant were purchased or impressed. They were called Dakota Is and this version was powered by Pratt & Whitney R-1830-92 (1.200 hp) engines. It was primarily used as a troop transport and glider tug. A single XC-53A aircraft (42-6480), with full-span, slotted flaps and hot-air leading edge de-icing equipment.
In 1949 the Cyclone 9HE weighed less than 1400 lb and delivered nearly 1500 bhp. The first two were delivered to Douglas for installation in the new DC-3 Super. Apart from new engines, the DC-3 Super has a new tail unit and outer-wing panels, a strengthened undercarriage with complete wheel retraction, and re-arranged internal accommodation. The Cyclone 9HE engines would boost speed by 45 mph to 234 mph and maximum loaded weight increase from 25,200 lb to 27,300 lb.
In World War II the RCAF had three Dakota squadrons. In 1944, 437 was created in England and served in Northwest Europe; in that same year, 435 and 436 Squadrons were formed in India for service with the British XIV Army in Burma. Between 1943 and 1989 the RCAF and Canadian Forces (CF) Air Command employed 169 Dakotas.
The DC-3 was built in numerous versions and with a wide range of Wright Cyclone and Pratt & Whitney Twin Wasp engines ranging in power from 742 to 894kW. The aircraft were operated on wheels and skis – one even had floats (the XC-47G-DL) – and there was the XCG-17 experimental troop-carrying glider version. Original US military contracts covered 10,047 aircraft of which more than 9,500 were versions of the C-47 Skytrain with reinforced floor and double doors, and 380 C-53 Skytroopers. The US Navy ordered the DC-3 as the R4D. A wide range of military designations was given to civil aircraft impressed by the services before delivery including C-48, C-49, C-50, C-51, C-52, C-68 and C-84. Many military DC-3 were supplied to the US’s allies and the 1,900 plus supplied to the RAF were given the name Dakota – a name which has been widely used in place of the DC-3 designation.
National Airways Corporation operated three models of DC-3 and applied its own model suffixes, unique to New Zealand versions. The DC-3C was the basic internal passenger version with double rear doors on the port side of the fuselage. The DC-3C freighter retained the dual rear doors on the port side, with the exception of ZK-BKE, which was the only genuine DC-3 to serve in the fleet, having been built in 1941 for United Airlines and had starboard side doors before being called up into military service. The DC-3D, with the smaller single door of prewar DC-3, an astrodome and a wireless operator’s station, was used initially on regional services. NAC ran its DC-3 with a maximum all-up weight of 26,900 lb for landing and take-off. The DC-3C Freighter could lift a payload of 4,244 lb, the DC-3C passenger 3,344 lb and the DC3D 3,244 lb. The DC-3C Freighter was the lightest, with a fleet operating weight of 17,400 lb compared with 18,200 lb for the DC-3C and 18,400 lb for the DC-3D.
Prior to Skyliner conversion in the 1960s, they could carry up to 4,824 lb of fuel in two 168 imperial gallon tanks between the front and centre spars in the centre section. The aircraft also had two auxiliary tanks each of 167 imperial gallons between the centre and rear spars on the centre line, but these were removed in the Skyliner conversion, although provision for one remained on all but the DC-3D, which retained provision for two.
The LC 47H was a winterised C 47H. Prior to 1962, before a change in the US Navy designation system, the aircraft would have been a R4D 5L. The R4D 8s were a Super DC 3 with modified outer wing panels, longer fuselage, enlarged tailplane, tall square topped fin, fully enclosable undercarriage and powered by 2 x 9 cylinder Wright Cyclone R1820 80s of 1,475hp. Principal versions – C-47, R4D-1 and Dakota Mk I (initial model), C-47A, R4D-5 and Dakota MkIII (revised electrical system), C-47B, R4D-6 and Dakota Mk IV (high ¬altitude blowers), Lisunov Li-2 (2,000+ Soviet-built aircraft), and Nakajima/ShowaL2D “Tabby” (485 Japanese aircraft).
In 1963 Libya started its own Air Force when the US turned over two T-33 and a C-47 at Wheelus AFB.
Nakajima L2D Type 0
Basler Conversions of Wisconsin have FAA approval to fit Pratt and Whitney PT6A 67R turboprop engines driving Hartzell five-bladed propellers to DC 3s, enabling up to 42 passengers or a useful load of around 5900 kgs in the revitalised aircraft, being marketed as the Turbo 67R. The fuselage is stretched approximately 42 inches from its original length, with all-new electrics, and extended fuel storage with an additional 200 gallons of fuel carried in the engine nacelle-mounted fuel tanks.
Schafer Aircraft Modifications Inc was founded 1977, and from 1979 developed modifications for other aircraft. Included was developing a turboprop conversion and fuselage stretch for the DC-3 as DC-3-65TP Cargomaster.
The aircraft was ordered in very large numbers by the US armed forces and when production ceased in 1947, Douglas had built 10,654 examples of all civil and military variants. Nakajima and Showa in Japan built 485 (L2D) and about 2,000 had been built in the USSR as PS-84, but later redesignated Lisunov Li-2. As late as 1990 there were 3,500 Dakotas still flying world wide.
Prototype DST (Douglas Sleeper Transport) / C 38 Engines: 2 x Wright Cyclone SGR-1820, 633.4-745kW
Douglas DC-3 Engines: Two Pratt & Whitney R-1830-92, 1200 hp / 880kW Maximum speed: 237 mph (379 km/h) Maximum weight: 28,000 lb (12,600 kg) Range: 1110 miles (1776 km) Maximum passengers: 28 Span: 95 ft (28.5 m) Length: 64 ft 5 in (19.3 m) Height: 16 ft 11 in (5 m) Wing area: 987 sq ft (91.7 sq m) Crew: 2
DC 3 Engines: 2 x 900 h.p. Wright Cyclones. Length: 64.5 ft. (19.6 m.) Wing span: 95 ft. (29 m.) Weight empty: 16,290 lb. (7,390 kg.). Crew: 2. Pax cap: 21. Max cruise: 185 m.p.h. (298 km.p.h.). Ceiling: 23,000 ft. (7,000 m.). Range: 1,500 miles (2,400 km.).
NAC DC-3C Payload: 3,344 lb Operating weight: 18,200 lb Maximum all-up weight: 26,900 lb Fuel capacity: 4,824 lb / two x 168 imperial gallon tanks
NAC DC-3C Freighter Payload: 4,244 lb Operating weight: 17,400 lb Maximum all-up weight: 26,900 lb Fuel capacity: 4,824 lb / two x 168 imperial gallon tanks
NAC DC3D Payload: 3,244 lb. Operating weight: 18,400 lb Maximum all-up weight: 26,900 lb Fuel capacity: 4,824 lb / two x 168 imperial gallon tanks
C 39
C-¬41 Engines: 2 x Twin Wasps.
C 47 Skytrain / R4D / Dakota I Engines : 2 x Wright Cyclone R-1820-G202A, 1200 hp Wing Span : 95ft (28.96m) Length : 64ft 5.5in (19.65m) Height : 16ft 11in (5.16m) Range : 1,500 miles (2,414km) Speed : 229 mph (369 km/h) MTOW: 25,200 lb
C 47A Skytrain / R4D / Dakota III Engines: 2 x Pratt&Whitney R-1830-93, 1200 hp Length: 64.206 ft / 19.57 m Height: 16.929 ft / 5.16 m Wingspan: 95.013 ft / 28.96 m Wing area: 986.951 sqft / 91.69 sq.m Max take off weight: 26030.0 lb / 11805.0 kg Weight empty: 16974.1 lb / 7698.0 kg Max. speed: 199 kts / 369 km/h Cruising speed: 161 kts / 298 km/h Service ceiling: 23196 ft / 7070 m Cruising altitude: 10007 ft / 3050 m Wing load: 26.45 lb/sq.ft / 129.0 kg/sq.m Range: 1304 nm / 2415 km Crew: 3+28 Elec¬trics: 24 volt
C 47B Skytrain / R4D / Dakota IV Engines: two 1,200-hp (895-kW) Pratt & Whitney R-1830 90C Twin Wasp radial piston. Max speed: 230 mph.
C-47 Skytrain Engines: two 1,200-hp (895-kW) Pratt & Whitney R-1830-92 Twin Wasp radial Maximum speed 229 mph (368 kph) at 7,500 ft (2,290 m) Initial climb rate 1,130 ft (345 m) per minute Service ceiling 23,200 ft (7,075 m) Range 1,500 miles (2,401 km) Empty weight 16,970 lb (7,705 kg) Maximum take-off: 13290 kg (29 300 lb) (sometimes 14 080 kg, 31004 lb). Wing span 95 ft 0 in (28.90 m) Length 64 ft 5.5 in (19.63 m) Height 16 ft 11 in (5.20 m) Wing area 987.0 sq ft (91.70 sq.m) Payload: 28 troops, or 18 litters, or 10,000 lb (4,536 kg) of freight.
C-47B-35-DK Engines: two 1,000 hp Curtiss-Wright R-1820-G2 Cyclone 9 cylinder radials, or 1,200 hp Pratt & Whitney R-1830-92 twin Wasp two-row 14 cylinder radials. Wingspan: 28.96 m Length 19.66 m Height 5.17 m Cruising speed 266 km/h Ceiling 21,900 ft
TC 47B / R4D 7
C 47C Undercarriage: twin float amphibian Ex-C 47A
C-47D Engines: 2 x Pratt & Whitney R1830-90, 1,200 h.p. Wingspan: 95 ft Length: 63 ft. 9 in. Loaded weight: 30,000 lb. Max speed: 224 m.p.h. Ceiling: 24,100 ft. Typical range: 1,500 miles at 185 m.p.h. at 10,000 ft. with normal load Crew: 3 Capacity: 21 passengers
LC 47H / R4D 5L Skytrain
AC 47 Armament: 3 x 7.62 mm (0.30 in) General Electric Miniguns / 54 000 rounds
C 48 impressed civil DC 3 Engines: R 1830
C 49 impressed civil DC 3 Engines: R 1820
C 50 impressed civil DC 3 Engines: R 1820
C 51 impressed civil DC 3 Engines: R 1820
C 52 impressed civil DC 3 Engines: R 1830
XC-53A No built: 1 (42-6480)
C 53 Skytrooper / Dakota II / R4D 3 Engines: 2 x Pratt & Whitney R-1830-92, 1.200 hp
C 53B Engines: 2 x Pratt & Whitney R-1830-92, 1.200 hp
C 53C Engines: 2 x Pratt & Whitney R-1830-92, 1.200 hp
C 53D Engines: 2 x Pratt & Whitney R-1830-92, 1.200 hp
DC 3A / C 68 impressed civil DC 3 Engines: R 1830
DC 3B / C 84 impressed civil DC 3 Engines: R 1820
C 117A VIP transports 17 built
C-117A-11-KK
R4D 8 / C¬117D Engines: 2 x Wright Cyclone R 1820 C9HE, 1475 hp
XCG 17 glider – ex-C 47A Capacity: 40 troops Tow speed: 464 kph (288 mph) Landing speed: 56 km/h (35 mph) No built: 1
Basler Conversions Turbo 67R. Engines: 2 x Pratt and Whitney PT6A 67R turboprop Passengers: 42 Useful load: 5900 kgs
Lisunov Li 2 Engines: 2 x Shvetsov ASh-621R, 1000 hp Propellors: SISh-21 Wingspan: 95 ft 0 in Max speed: 225 mph
Lisunov Li 2 Engines: AV-7N
Lisunov Li 2 Engines: AV-161
Lisunov Li 2 / PS-84 Engines: 671kW Shvetsov M-62 radials
PS-84I Medevac version
Lisunov Li 2 Engines: Shvetsov ASh-62 radials
Lisunov Li 2 Engines: M 621R
Lisunov Li-2DB Long range fuel tanks.
Li-2F Aerial photography
Lisunov Li-2G Freighter
Li-2LL Flying labratory
Li-2 Metro Flying labratory
Lisunov Li-2P Passenger transport
Lisunov Li-2PG convertible
Li-2PR Glass nose
Lisunov Li-2R Survey aircraft with bulged windows.
Li-2RE Flying labratory
Li-2REO Flying labratory
Lisunov Li-2T Cargo and troop carrying Cargo door on left hand side
UChShLi-2 Navigator trainer
Li-2US Navigator trainer
Lisunov Li-2V high-altitude model Ski equipped, boosted engines.
Design require¬ment to accommodate 14 passengers resulted in the DC-2, first flown on May 11 1934. Originally developed for TWA, it entered production in 1933 with 529kW Wright SGR-1820-F3 Cyclone engines.
The first of 20 ordered by TWA flew on 11 May 1934 and deliveries started soon after. The early DC-2 were so successful that by June 1934 orders for 75 aircraft had been received from airlines in both the US and abroad. Subsequent orders were received from American Air Lines, Eastern Airlines, Pan American Airways and from numerous foreign operators – the first exported DC-2 being flown by KLM in the autumn of 1934.
By September 1935 110 had been ordered and to meet the demand Douglas was producing one aircraft every three days. In 1934 Anthony Fokker acquired exclusive European rights to sell the Douglas Transport in Europe. In addition to commercial aircraft, DC-2 were purchased by the US Navy and USAAC and others were impressed into military service during World War II to serve with the Allied forces.
Usually powered by two 710 hp Wright R¬1820 Cyclone F series engines, the DC 2 seated 12 or 14 in airline service and 14 was a typical number of equipped troops for military versions. Deliveries of the latter began in 1935 with the US Army Air Corps C 32 and C 32A (24 delivered), followed by the R2D 1 of the Navy and Marine Corps. In 1942 civil DC 2s were impressed into Army Air Force service as the C 33. The eighteen C-33 had large cargo doors. A handful of aircraft formerly operated by European airlines served with the RAF, a few including the ex Polish LOT machines having Bristol Pegasus engines.
KLM DC-2 (PH-AKL) which crashed after take-off from Croydon Air Port near London, England on December 9th, 1936 taking the life of Juan de la Cierva y Codorníu, 1st Count of la Cierva,and 14 of 16 others aboard. The dead included Arvid Lindman, a former Prime Minister of Sweden, and the Austro-Hungarian fighter ace, Ludwig Hautzmayer, who was the aircraft’s pilot at the time.
In the mid-1930’s Japan obtained rights to produce the DC-2. It was built by Nakajima for civil airline use. Only a few reached military service, receiving the allied code name ‘Tess’.
Nakajima DC-2
35 were delivered to the USAF in 1939 with the DC-2 fuselage and DC-3 wing and tail assemblies, designated C-39.
DC-2 Engines: 2 x Wright Cyclone SGR-1820-F3, 710 hp Later Engines: 2 x Wright Cyclone SGR-1820-F52, 760 hp Wingspan: 85 ft Length: 61 ft / 11.75 in Empty weight: 12,408 lb Loaded weight: 18,560 lb Max speed: 210 mph Cruise: 190 mph ROC: 1000 fpm
Engines: 2 x Wright R-1820-25, 710 bhp / 550kW Max take-off weight: 8419 kg / 18561 lb Empty weight: 5448 kg / 12011 lb Wingspan: 25.9 m / 85 ft 0 in Length: 18.9 m / 62 ft 0 in Height: 4.9 m / 16 ft 1 in Wing area: 87.2 sq.m / 938.61 sq ft Max. speed: 320 km/h / 199 mph Cruise speed: 300 km/h / 186 mph Ceiling: 6100 m / 20000 ft Range w/max.fuel: 1400 km / 870 miles Crew: 2 Passengers: 14-16
In 1931 TWA Flight 599 crashed due to the failure of a wooden strut, which was caused by water which had dissolved the glue holding the layers together. The Civil Aeronautics Board ruled passenger aircraft could no longer contain wings or structural members (such as struts and spars) made of wood. Boeing 247 production capacity was limited and they could only supply their primary contract, United Airlines. TWA wanted a similar aircraft, and asked four manufacturers to bid for construction of a three-engine, 12-seat aircraft to meet the specifications stipulated by the CAB:
All metal wings and structural members Retractable landing gear Capable of remaining in flight, even if one engine failed.
Donald Douglas was initially reluctant to participate in the invitation from TWA. He doubted there would be a market for 100 aircraft, the number of sales necessary to cover development costs. Nevertheless, he submitted a design consisting of an all-metal, low-wing, twin-engine aircraft seating 12 passengers, a crew of two and a flight attendant. The aircraft exceeded the specifications of TWA even with two engines. It was insulated against noise, heated, and fully capable of both flying and performing a controlled takeoff or landing on one engine. Only one aircraft was produced in eight months, the prototype, X223Y. It made its maiden flight on July 1, 1933, flown by Carl Cover from Santa Monica in California, and was given the model name DC-1. During a half year of testing, it performed more than 200 test flights and demonstrated its superiority versus the most used airliners at that time, the Ford and Fokker Trimotors. It was flown across the United States, making the journey in a record time of 13 hours 5 minutes.
TWA accepted the model with a few modifications (mainly increasing seating to 14 passengers and adding more powerful engines) and ordered 20 aircraft. The production model was called the Douglas DC-2. The DC-1 flew with TWA (Transcontinental and Western Air) until 1936 when Howard Hughes purchased the aircraft with a view to a world flight. Instead he used a faster Lockheed 14 for his 91 hour world circling flight. The DC-1 was sold to Lord Forbes in the United Kingdom in May 1938, who operated it for a few months before selling it in France in October 1938. It was then sold to Líneas Aéreas Postales Españolas (L.A.P.E.) in Spain in November 1938. Later operated by Iberia Airlines from July 1939 with the name Negron it lost engine power on take-off and made a wheels-up landing at Malaga, Spain in December 1940 and was damaged beyond repair and later scrapped.
Powerplant: 2× Wright Cyclone SGR-1820F 9-cylinder radial, 710 hp (522 kW) Length: 60 ft (18,28 m) Wingspan: 56 ft (17,06 m) Height: 16 ft 10 in (4.88 m) Empty weight: 11,400 lb (5,171 kg) Max takeoff weight: 17,500 lb (7,938 kg) Maximum speed: 232 mph (373 km/h) Cruise speed: 186 mph (300 km/h) Range: 930 mi (810 nm, 1,500 km) Service ceiling: 23,000 ft (7,010 m) Crew: 2 pilots and flight attendant Capacity: 12 passengers
