Work on the development of a new basic trainer for the Brazilian air force began in January 1978, the product of a design team led by Ing. Joseph Kovacs. A contract for two prototypes and two static test airframes was awarded to the company by the Brazilian Ministry of Aeronautics on 6 December 1978. Given the company designation EMBRAER EMB-312 and known to the Brazilian air force as the T-27, the type was named Tucano (Toucan) on 23 October 1981.
A conventional-looking cantilever low-wing monoplane of light alloy construction, the EMB-312 has retractable tricycle landing gear, enclosed cabin accommodation for two in tandem seated on Martin-Baker ejection seats, and power provided by a Pratt & Whitney Aircraft of Canada PT6A turboprop engine. The prototype flew for the first time on 16 August 1980 followed by a second on 10 December. A third, built to full production standards, flew in August 1982.
The third prototype incorporated the various modifications to be standardised on the production model. These included provision of an enlarged dorsal fin (retrofitted to the prototypes) to improve stability; reinforced wing hardpoints permitting the external load to be increased from 1323 lb / 600 kg to 2205 lb / 1000 kg; improved cabin ventilation control and air conditioning; better cabin sealing and lighting; redesigned aft fuselage inspection windows; a new modular circuit breaker panel an d engine relight facilities.
By July 1982 testing with external ordnance the Tucano proved capable of 4.4g with four 551 lb / 250 kg bombs (its maximum external load) and of up to 6.0g with 408 lb / 185 kg on each store station. Specifications revealed some weight increases, basic empty weight rising to 3946 lb / 1790 kg, max clean take-off weight to 5622 lb / 2550 kg and max loaded weight to 7044 lb / 3195 kg. These gave some minor performance reductions, maximum level speed to 284 mph / 458 kph at 13,500 ft / 4115 m and maximum initial climb as 1900 fpm / 9.65 m/sec.
Initial deliveries to the Brazilian air force were made in September 1983.
Embraer T-27 Tucano
Ordered by the FAB to replace the Cessna T-37, the type has since found world acceptance and by the middle of 1991 over 350 had been delivered out of 376 firmly ordered, with a further 86 on option. Tucano customers are the Brazilian air force (128), Honduras (12), Egypt (54), Iraq (80), Venezuela (31), Peru (20), Argentina (30), Paraguay (6) and Iran (15).
Argentina received its first five aircraft, from an order for 30, on May 21, 1987. Peru took delivery of its first EMB.312 in April 1987, and in the same month Venezuela received its 30th and last Tucano. The Brazilian Air Force’s 118th aircraft was deliv¬ered in May 1986, and by June 1987 281 had been delivered to eight customers. Egypt is licence-building the Tucano, both for its own use and for Iraq. Embraer supplied ten complete aircraft at the end of 1984, and by April 1987 had delivered the 100th CKD kit to the Arab Organisation for Industrialisation’s Kader Factory. The combined Egyptian/Iraqi order was for 120 Tucanos, plus options.
An uprated version was ordered by the UK government in March 1985 to replace Jet Provosts in the Royai Air Force and 130 were in production as the Shorts Tucano T.Mk 1, with 15 more on option. The extensively developed version features a strengthened airframe and significantly enhanced performance powewed by an 820kW Garrett TPE331-12B engine, and has itself attracted orders from Kenya (12) and Kuwait (16). The first Garrett powered aircraft flew in Brazil on February 14, 1986. The first Shorts-built Tucano flew in December 1986, deliveries to the RAF began in June 1987, and about 60 had been built and delivered by mid-1991. Although superficially similar to the original Brazilian-designed aircraft the Shorts Tucano is considerably different to meet the Service’s requirements. The original PT6A has been replaced by 1,100 shp (820 kW) Garrett TPE331-12B turboprop, a ventral airbrake added, a new cockpit layout provided and the structure strengthened for a fatigue life of 12,000 hours. Four underwing hardpoints can be fitted for export customers.
Shorts Tucano
The Embraer EMB 314 Super Tucano Brazilian turboprop aircraft designed for light attack & counter insurgency first flew on 2 June 1999.
Variants; Tucano T.Mk 1: basic trainer version developed and built by Short Brothers in Belfast, in collaboration with EMBRAER. One-hundred-and-thirty, each powered by a Garrett TPE331-12B engine driving a Hartzell four-bladed propeller, ordered for RAF. Tucano T.Mk 51: Twelve Shorts-built armed aircraft ordered by Kenyan air force in 1988 for weapons training. First example flown in October 1989 and delivered in 1990. Tucano T.Mk 52: Sixteen Shorts-built basic trainers ordered by Kuwait air force in February 1989 for delivery in 1991.
EMB-312 Engine; 1 x Pratt & Whitney Aircraft Canada PT6A-25A, 560 kW Max take-off weight; 3175 kg / 7000 lb Empty weight; 1790 kg / 3946 lb Wingspan; 11.14 m / 36 ft 7 in Length; 9.86 m / 32 ft 4 in Height; 3.40 m / 11 ft 2 in Wing area; 19.40 sq.m / 208.82 sq ft Max. speed; 242 kt / 448 km/h / 278 mph Cruise speed; 319 km/h / 198 mph Landing speed : 67 kt / 124 km/h Initial ROC: 644 m/min / 2165ft/min / 11.0 m/s Service Ceiling: 9150 m / 30000 ft Fuel internal: 695 lt. Range w/max.fuel; 1844 km / 1146 miles T/O run: 380 m. Ldg run: 370 m Crew; 2 Warload: ext. 1000 kg Combat radius: 795 km
The EH 101 has its genesis in an SKR (Sea King Replacement) study by the British MoD (Navy) in 1977. Westland responded with a proposal designated WG.34, but meanwhile the Italian navy had come up with a similar requirement, though one with the accent on shore basing rather than operations from warships. Westland and Agusta decided to collaborate, formed EHI (Elicotteri Helicopter Industries Ltd) in June 1980 and drew up the design for the EH 101 as the next generation helicopter for the British and Italian navies. The same basic machine is also being developed as a civil passenger and utility cargo trans¬port whose engines, rotor systems, airframe and main systems are common with those of the naval variant. The main cabin is 6.5 m (21 ft 4 in) long, 2.5 m (8 ft 2½ in) wide and, allowing for interior soundproofing, 1, 82 m (5 ft 11½ in) high, all dimensions exactly tailored to the missions, as are the folded dimen¬sions for easy shipboard stowage. The maritime roles for which the EH 101 has been designed are ASW, anti ship surveillance, anti surface vessel strike, amphibious operations, SAR, AEW and vertrep (vertical replenishment). The main five blade rotor has composite blades with extended chord tips of the BERP type, while the tail carries a four blade rotor and can be power folded, like the main rotor blades, for reduced overall dimensions.
The EH.101 prototype, with few of the features of the final aircraft, flew on 9 October 1987. There were nine EH-101 pre-production aircraft, starting with PP.1 which first flew on 9 October 1987 at Yeovil. The nine pre-production EH-101s are flying over 4000 hours of flight development and a 6000 hours maturity and reliability programme to ensure that EH-101 enters service as a fully proven helicopter.
On 15 June 1989 the fourth EH.101 prototype (PP4, ZF644) made its first flight. 1989 included the first flights of PP5 ZF649 and PP6, the UK Merlin and Italian anti-submarine version respectively.
EH.101 prototype PP4, ZF644
The first of nine pre-production prototypes made its first flight on 9 October 1987, followed by the second on 26 November. All nine EH 101s were flying by 1990.
PP.3, the first civil variant, flew in September 1988 followed by PP.6, the Italian Navy variant in May 1989. PP.4, the basic naval development aircraft, first flew at Yeovil in June 1989 and was later fitted with Rolls-Royce RTM322 engines. PP.4 was destroyed in a crash on 7 April 1995 during high-altitude trials. PP.5, the Royal Navy Merlin variant first flew in October 1989 followed by PP.7, the rear ramp basic military utility variant, which flew in Italy in December 1989. PP.8, the pre-production Heliliner, first flew in April 1990, followed by the last pre-production aircraft PP.9, which first flew in December 1990. PP.9 is fitted with a rear ramp and has been engaged in a variety of flight development trials including undertaking the civil certification, along with PP.8 who will undertake an extensive maturity programme.
The advanced five-bladed rotor system, and newly-designed rotor head, is built around a titanium hub surrounded by composites allowing multiple load paths for greater safety and damage tolerance. The helicopter has a full computerised fuel management system, triple hydraulic systems, two MIL-STD 1553B multi-plex databuses and includes a comprehensive Health and Usage Monitoring System (HUMS).
EH-101 has an advanced ergonomically designed “glass cockpit” with six high definition, full colour displays making for reduced pilot workload and an all weather operational capability. The digital automatic flight control system (AFCS) incorporates dual, duplex architecture providing automatic stabilisation and autopilot facilities, allowing single pilot operations in both VFR and IFR conditions.
The first production EH101 civil utility version first flew on 17 June 1997 at the Agusta Vergiate aeesmbly plant.
In the civil version, avionics also include two air data computers, AHRS, VOR/ILS, Marker Beacon System, Weather Radar, RAD ALT, ADF, ATCST, DME, Standby Compass, Artificial Horizon, Flight Management System, Hyperbolic Navigation and a Global Positioning System (GPS).
Early examples were to be powered by three General Electric CT7-2A turboshafts, although later production aircraft may have the Rolls-Royce/Turbomeca RTM.322. Three versions are currently planned: a naval EH.101 for land- or ship-based ASW/ASV operations, equipped with a 360 degree scan search radar (Ferranti Blue Kestrel for the Royal Navy) in a chin radome, dipping sonar and/or sonobuoys, Racal ESM, up to four homing torpedoes and anti-shipping missiles; a utility version to carry 28 troops or cargo; and a 30-seat commercial variant for civil use. The airframe is structurally similar for all versions, with a high degree of commonality, although the naval EH.101 features a folding tail section for shipboard stowage and the utility variant has a rear loading ramp. Westland rolled out the prototype triple-turbine EH.101 on April 7 1987, and the first flight was originally scheduled for late May. In September 1991, the Royal Navy ordered 44 maritime EH-101/Merlins. 42 being ordered by the Italian Navy. Canada has also selected the ASW variant by 1990. Other variants are a tactical transport and the civil Heliliner. Engines will be either three 2,100 shp (1 566 kW) R-R Turbomeca RTM 322 turboshafts (in the Merlin) or 1,682 shp (1 254 kW) GE T700-401As. First Civil variant went to the Tokyo Police in 1998.
In the Utility/Support Helicopter role EH-101 can carry 30 combat troops, or lift internal freight weighing 4350kg or external loads up to 5000kg. The cabin can accommodate light vehicles, a light gun, crew and ammunition or 16 stretcher cases. On 9 March 1995 the UK Government confirmed an order for 22 EH-101 Support Helicopters/Utility variants for the Royal Air Force. The Merlin HC3 contract was awarded in June 1995 and entered service on 17 July 2001, a troop carrying variant. There are five main rotor blades, with advanced aerofoil section and BERP (British Experimental Rotor Programme) high speed tips. The tail rotor is slightly offset to port and has a four-bladed assembly. The Naval variant has a folding tail pylon and main rotor blades. The RAF utility variant has a folding rear ramp and has provision for pintle-mounted machine guns in the door or on the ramp, a chin turret for 12.7mm machine gun and stub wings for rocket pods. There is also provision for rapid installation of a FLIR turret which is carried beneath the nose, an in-flight refuelling (IFR) probe positioned beneath the nose offset to starboard, and for an SAR hoist on the starboard side. The utility Merlin is fully night vision goggles compatible and also carries infra-red countermeasures and radar warning receivers.
The airframe is constructed largely from composite materials with parts of the structure being manufactured in Italy and the UK and with final assembly on the production line at Yeovil. The helo’s state-of-the-art “glass cockpit” looks exceptionally modern and is easily comprehensible for the two flight crew. A third crew member, the loadmaster, assists in looking after those in the cabin, or the on-board load, plus acts as a handy lookout during field landings or take-offs and during low-level flying. Designated CH-149 Cormorant with the Canadian military. Four EH.101 HEW (heliborne early warning) variant were to be delivered to the Italian Navy along with 16 other anti-submarine/amphibious variants.
EH US 101
On December 18 2003, the US Department of Defense (DoD) issued a Request for Proposals to replace eleven VH-3D Sea King and eight VH-60N Whitehawk in the Marine One role. The US101 variant of the EH101 was selected on January 2005 and awarded a $1.7 billion contract. More than 200 suppliers in 41 states support Team US101, led by Lockheed Martin with team-mates Agusta Westland and Bell Helicopter Textron. Suppliers include some of America’s leading aerospace companies, such as General Electric, ITT, Northrop Grumman, Kaman Aerospace and Palomar Products. 80 Percent of the US101 was to be made in the USA and the rest made in England and Italy. However, on June 2009, the US Navy formally terminated the VH-71A Kestrel contract. The first VH-71 made its initial flight on for delivery to NAS Patuxent River, Maryland.
EH 101 Merlin Length : 62.664 ft / 19.1 m Height : 21.982 ft / 6.7 m Rotor diameter : 61.024 ft / 18.6 m Max take off weight : 28665.0 lb / 13000.0 kg Weight empty : 20506.5 lb / 9300.0 kg Max. speed : 160 kts / 296 km/h Cruising speed : 140 kts / 259 km/h Initial climb rate : 1673.23 ft/min / 8.50 m/s Service ceiling : 14108 ft / 4300 m Range : 500 nm / 926 km Engine : 3 x General Electric T 700 GE-401A, 1260 shp Fuel capacity : 1136 gal / 4300 lt Crew : 2 Payload : 30-35 pax
EH-101 Engine: 3 x Rolls-Royce Turbomeca RTM 332 turboshaft, 1724kW at take-off Main rotor diameter: 18.59m Length with rotors turning: 22.81m Height with rotors turning: 6.65m Max take-off weight: 13530kg Empty weight: 7121kg Cruising speed: 278km/h Range: 555km
Heliliner Engine: 2 x GE CT7-6 or R-RTM RTM322. Instant pwr: 1500 or 1565 kW. Rotor dia: 18.6 m. MTOW: 14,290 kg. Useful load: 5350 kg. Max cruise: 150 kts. Max range: 740+ km. Seats: 33.
Naval Engine: 3 x GE T700-T6A. Instant pwr: 1278 kW. Rotor dia: 18.6 m. Length (folded) 15.9 m. No blades: 5. Empty wt: 8620 kg. MTOW: 13,000 kg. Payload: 6095 kg. Max speed: 167 kts. Max range: 926 km. Service ceiling: 15,000 ft. Crew: 1/2. Pax: 45. Endurance: 5 hr.
Utility Engine: 3 x GE CT7-6. Instant pwr: 1432 kW. MTOW: 14,288 kg. Payload: 7010 kg. Max speed: 167 kts. Max range (aux fuel): 2093 km. HOGE: 15,000 ft. Service ceiling: 15,000 ft.
Merlin Engine: 3 x R-RTM RTM322. Instant pwr: 1724 kW. MTOW: 13,000 kg. Payload: 3900 kg. Max speed: 167 kts Max range: 926 km. Service ceiling: 15,000 ft. Crew: 1/2. Pax: 45.
In 1934, the Swiss air arm, or Fliegertruppe, called upon the EKW (Eidgenossische Konstruktions Werkstätte, or Federal Construction Workshop) to design a new airplane that could combine the roles of fighter, reconnaissance and tactical sup¬port aircraft. EKW’s efforts to fulfill such a difficult requirement produced two very different blueprints. The C-35 biplane and the C-36, a mono¬plane with a metal cantilever-wing structure. The Swiss government judged the C-35 a surer prospect and the first of 80 production aircraft entered service at the end of 1937. When war broke out in Europe in September 1939, the Fliegertruppe stepped up its patrols to guard its borders against both German and Allied intruders. At the same time, the C-36 blueprints were reconsidered.
By this time EKW had become EFW (Eidgenossische Flugzeug Werke), and the team at Emmen flew the first of the new aircraft on 23 February 1939.
The C 36 had developed into a modified sub type with twin tail fins designated C-3601, powered by the same 860 hp Hispano-Suiza 12Yers engine as the C 35 but now with a variable pitch propeller. On November 30, a second. aircraft, designated C 3602, flew with a 1000 hp Saurer built 12Y 51 engine and more reasonable speed of 510 km/h (317 mph).
Following flight tests, modifications were made and an initial batch entered production as the C-3603, first flown on November 23, 1941. Ten were built, and after service evaluation a further 142 followed, serving with the Swiss air force between 1942 and 1952 in the combat role.
Ordered into production by three manufacturers—the Eidgenossische Flugzeugwerke (Federal Aircraft Factory, or EFW) at Emmen, Doflug at Alterirhein and Pilatus Allgemeine Gesellschaft at Stans, in 1942, the C-3603, as the principal operational variant was designated, entered service with the Fliegertruppe as a long-range reconnaissance and ground support plane.
Two others, designated C-3603-1 TR, were produced for training and parachute tests. In 1945 a C-3603-1 was converted for target-towing.
Further improvements followed, and in 1946 Farner-Werke at Grenchen converted a C-3603-1 into a more advanced target-tug. A long tube was fitted from the rear cockpit to eject the target sleeve above the taiiplane and between the twin fins, with a cable-cutting device available to the pilot. Twenty C-3603s were converted to this standard.
Unlike its predecessors the C 3603 had retractable landing gear, the legs folding to the rear with the wheels turning 90 degrees to lie inside the wings. Pilot and radio operator/ navigator sat under a ‘greenhouse’ canopy, the latter having a pair of 7.5 mm (0.295 in) machine guns. Two more such guns were fixed in the wings, and a 20 mm (0.79 in) Hispano fired through the propeller hub (engine was the same as the C 3602). Racks under the wings carried up to four 100 kg (220 lb) bombs or ten rocket projectiles (from 1945). By 1944 a total of 160 had been delivered and they remained in operational service until 1953.
The C-3603 was designed under the direction of EKW chief designer, J.Branger, and was just entering production when the Fliegertruppe was faced with a choice regarding engines and fuel. Until 1939, Swiss aircraft had relied on normal, high-octane petroleum fuel, which had to be imported and which might be in short supply due to the exigencies of war. If so, their flights would have to be limited to conserve existing stocks of the fuel. The alternative was to use K fuel, a wartime synthetic fuel produced at the Ems wood-processing plant. In order to maintain the level of crew training, the Swiss military decided to use the K fuel. The C-3603s then had to be modified to use the synthetic substance, and the designers were able to in¬corporate the necessary modifications into the C-3603-1 smoothly enough for production at the EFW plant of that newer variant to proceed in 1942, without a lag in overall production of the C-36 series. The C-3603-1 was powered by a 1,000-hp 12-cylinder Hispano-Suiza HS-51 12Y engine, built under license by SLM Winterthur and Adolph Saurer Allgemeine Gesellschaft in Arbon.
C-3603
Another wartime modification of the C-3603s was a change in the landing gear. After all Swiss tactical airfields were provided with paved runways, the plane’s wheel fairings, which were very unpopular with the maintenance staff, were removed. A floodlight was installed in the front portion of each undercarriage fairing to illuminate the taxiways during night flying operations.
By 1944, 144 C-3603s had been built, and six C-3603-ls would be added between 1947 and 1948. Stored components then were assembled into 11 complete aircraft, given 1,250-hp / 933kW Saurer YS-2 engines and designated C-3604s. On August 21, 1944 the faster C 3604, with three forward firing cannon, made its first flight and was rewarded by an order for 100. The type entering service in 1947-48. Spares produced for the C-3603 and not used enabled a further six C-3603-1 s to be assembled in 1948.
But within a year negotiations had been opened with de Havilland for manufacture of Vampire jets, and only 13 of the C 3604 model were built. All these machines stayed on Flugwaffe strength.
C-3604
In 1945, a C-3603-1 was converted into a Sehlepp, or target tug, and in 1946, the Farner Werke at Grenchen a more advanced version was evolved and fitted to 20 other aircraft within a year. During the early 1950s a requirement for an aircraft to tow illuminated targets at night was met with the conversion of a C-3603-1, and this machine remained in service until replaced by the C-3605 in 1972. By 1953, all 60 surviving aircraft had been converted to that role.
Further conversions of 40 C-3603-1 s to target-tugs began in 1953, while another aircraft was fitted beneath one wing with a winch built by ML Aviation in the UK for high-speed towing, and a ballast tank beneath the other wing. In the same year, 20 more C-3603-1s were converted by the military at Dubendorf for catastrophe relief using underwing supply containers.
In the mid-1960s, Jean-Pierre Weibel, in charge of the EFW’s Structures Department, proposed that a new engine be adapted to the existing airframes when the Hispano-Suiza engines of the 40 C-3603-1 conversions began to wear out. The choice of a suitable engine was an 1,150-hp Avco Lycoming T53-L-7 turbo¬prop. In September 1967 the idea was approved and work began on the conversion, which was to involve the minimum possible amount of alteration to the airframe. At 555 pounds, the T53-L-7 was less than half the weight of the original piston engine. That made it necessary to add an additional section to the nose to compensate for a serious change in the aircraft’s center of gravity. The 10-foot-9-inch-diameter Escher-Wyss V7 propeller was replaced by a Hamilton Standard 53C51 with a diameter of 9 feet 9.5 inches. New wheels with disc brakes updated the landing gear. The layout and instrumentation of the pilot’s cockpit was modernized, while a hydraulic drive supplemented the mechanical impeller for the SZW-52 winch in the rear cockpit. A third, central, fin was added.
C-3605
The overall result was a fuselage—now 39 feet 5¾ inches long— that seemed to extend as far forward of the wing as behind it. More startling than the airplane’s appearance, however, was its performance when the first prototype (actually, a modification of the 102nd production C-3603), serial No. C-502, began flight testing on August 19, 1968. Its handling qualities were excellent, and pilots also praised its short takeoff and landing capabilities (a takeoff run of 336 feet to reach an altitude of 50 feet, and 564 feet to land from an altitude of 50 feet). An impressive rate of climb (2,407 feet per minute) resulted from its new turboprop engine.
All of those capabilities were especially appreciated for the low-level flying over mountainous terrain that the target tugs would be called upon to perform. Maxi¬mum speed was 268 mph at 10,000 feet, with an economy cruising speed of 217 mph. Empty weight was 5,806 pounds, while the normal loaded weight was 7,275 pounds. By December 1968, when the plane underwent military evaluation, the only further modification deemed necessary was the addition of a small central tail fin to improve stability.
The cost-effectiveness of the program exceeded all expectations, although it was not until 1971 that the Swiss mili¬tary ordered the EFW at Emmen to begin conversion work on the next five exam¬ples of what was by then designated the C-3605. A budget of 30 million Swiss francs was delegated to pay for a total of 23 converted aircraft – an order completed by January 1973. At the same time, the target tugs also underwent a change in color scheme to identify them to the anti¬aircraft crews—from red striping to broad diagonal black and yellow bands over the wings, horizontal stabilizers and forward part of the fuselage.
All 23 C-3605s were still flying late as 1978. The C-3605s began experiencing a disturbing recurrence of forced landings in the mid-1980s, which were generally diagnosed as being due to a loss of torque and overall power. The turboprop engines had worn out before the airframes, and spare parts for them were running low. Rather than re-engining the aging veteran yet again, the Swiss judged it more economical to replace it with a new, purpose-built aircraft, equipped with the latest model turboprop engine and a fixed target-towing installation – the Pilatus PC-9. In April 1987, C-3605s flew their last missions.
C-3603 Engine: Saurer/Hispano-Suiza 12Y-51 Take-off weight; 3590 kg / 7915 lb Empty weight; 2315 kg / 5104 lb Max load: 3,402 lb Wingspan; 13.7 m / 44 ft 11 in Length; 10.2 m / 33 ft 6 in Height; 4.1 m / 13 ft 5 in Wing area; 28.7 sq.m / 308.92 sq ft Max. Speed; 477 km/h / 296 mph Cruise speed; 430 km/h / 267 mph Ceiling; 10000 m / 32800 ft Range w/max.fuel; 680 km / 423 miles Armament; 1 x 20mm cannon, 4 x 7.5mm machine-guns, 400kg of bombs Crew; 2
C-3603-1 Engine: Hispano-Suiza HS-51 12Y 12-cylinder, 1,000-hp. Max speed: 246 mph. ROC: 34 feet per second. Ceiling: 28,540 ft. Endurance: 2 hr. Range: 422 miles.
C-3604 Engine: Saurer YS-2 / Hispano-Suiza 12Y-52. 1,250-hp. Wingspan: 45 ft 1 in Length: 33 ft 7.5 in Height: 11 ft Wing area: 307.8 sq.ft Empty weight: 6260 lb Loaded weight: 9480 lb Max speed at 14,764 ft: 348 mph Max speed SL: 298 mph Cruise: 226 mph at 15,750 ft Seats: 2 Armament: 3 x 20mm cann, 4 x 7.5mm mg
C-3605 Engine; 1 x Avco Lycoming T53-L-7, 820kW / 1150-hp Max take-off weight; 3716 kg / 8192 lb Empty weight; 2634 kg / 5807 lb Wingspan; 13.74 m / 45 ft 1 in Length; 12.03 m / 39 ft 6 in Height; 4.05 m / 13 ft 3 in Wing area; 28.7 sq.m / 308.92 sq ft Max. Speed; 432 km/h / 268 mph at 10,000 ft Cruise speed; 350 km/h / 217 mph Ceiling; 10000 m / 32800 ft ROC: 2,407 fpm Range w/max fuel; 980 km / 609 miles TO dist to 50ft: 336 ft. Ldg dist from 50 ft: 564 ft. Crew; 2
US Navy interest in German delta-wing research led, in 1947, to the design by Douglas of a carrier-based interceptor with a variation of the pure delta wing. Approval of the Douglas design was signified by the award of a contract for two Douglas XF4D-1 prototypes on 16 December 1948, the first making its maiden flight on 23 January 1951 powered by a 2268kg thrust Allison J35-A-17 engine. This represented an emergency powerplant, resulting from delays in development of the Westinghouse J40 turbojet which had been the planned engine. Both prototypes were flown subsequently with the XJ40-WE-6 developing 3175kg thrust and the XJ40-WE-8 which had a rating of 5262kg with afterburning, but problems with this engine programme led to final selection of the Pratt & Whitney J57 engine for production aircraft.
The F4D Skyray was a cantilever mid-wing monoplane, the wing of modified delta configuration incorporating elevons to serve collectively as elevators or differentially as ailerons. The tail unit had only swept vertical surfaces, landing gear was of retractable tricycle-type. The pilot was accommodated well forward of the wing. The potential of the F4D was demonstrated effectively by the second prototype on 3 October 1953, then powered by the XJ40-WE-8 turbojet, which set a new world speed record of 1211.746km/h.
The first production F4D-1 was flown on 5 June 1954, powered by a Pratt & Whitney J57-P-2 turbojet developing 6123kg thrust with afterburning, but it was not until 16 April 1956 that deliveries began, initially to US Navy Squadron VC-3. The 419th and last production aircraft was delivered on 22 December 1958, but in the intervening period a change had been made by installation of the higher-rated J57-P-8 engine. All aircraft retained the F4D-1 designation, the popular (derived) name being Ford.
The new Douglas factory at Torrance (Plant B-6) in May 1954 was in volume production with both the AD-5 and 6 Skyraider and the F4D-1 Skyray, the latter with the J57 turbojet with afterburner. This leaves the El Segundo division almost clear to turn out twin-jet Skywarriors. Navy contracts for the Skyray were sufficient to keep Torrance busy until the end of 1956. Reports came to the effect that a new variant, the F4D-2, was being developed “with some configuration changes.” After manufacture at Torrance, Skyrays are put aboard a flat truck and taken to El Segundo, where final operational equipment is installed preparatory to flight testing.
At the peak of its utilisation, the Skyray equipped 11 US Navy, six US Marine and three reserve squadrons, but none was used operationally. The type survived in first-line service until the late 1960s, with two front-line squadrons not converting to the type until 1964. It was redesignated F-6A in September 1962.
F4D Engine: 1 x Pratt & Whitney J57-P-8B turbojet, 64.5kN / 9700 lb with afterburner Max take-off weight: 11340 kg / 25001 lb Empty weight: 7268 kg / 16023 lb Wingspan: 10.21 m / 33 ft 6 in Length: 13.93 m / 45 ft 8 in Height: 3.96 m / 12 ft 12 in Wing area: 51.75 sq.m / 557.03 sq ft Ceiling: 16765 m / 55000 ft Range: 1931 km / 1200 miles Crew: 1 Armament: 4 x 20mm cannons, 1814kg of weapons on six hardpoints
F4D-1 Engine: Pratt & Whitney J57-P-2 turbojet, 9,7001b. thrust Wingspan: 33 ft. 6 in Length: 42 ft. Loaded weight: approx. 16,000 lb. Max. speed: approx. 750 m.p.h. Ceiling: 50,000 ft. Endurance: 45 min. Armament: 4×20 mm. Cannon Bombload: 2x 1,000 lb. bombs, 6 pods of 7×2.75 in. rockets or 4 pods of 19×2.75 in. rockets. Crew: 1.
F4D-1 Engine: Pratt & Whitney J57-P-8, 14,550 lb with reheat Wingspan: 33 ft 6 in Wing area: 557 sq.ft Length: 45 ft 8.25 in Height: 13 ft Empty weight: 16.024 lb MTOW: 27,000 lb Max speed SL: 722 m[h / M0.95 Max speed 36,000 ft: 693 mph M1.05 Max ROC: 18,000 fpm Service ceiling: 55,000 ft Max range: 950 miles External fuel: 2 x 250 gal underwing Armament: 4 x 20mm cannon
Unique in being the US Navy’s first jet-powered night-fighter, the Skyknight began development in 1945, Douglas being awarded a contract for three XF3D-1 prototypes in April 1946. The type emerged as a cantilever mid-wing monoplane of all-metal construction, the wings incorporating hydraulic folding for carrier stowage. The circular-section fuselage mounted hydraulically actuated speed-brakes, provided side-by-side pressurised accommodation for the pilot and radar operator, and carried at the rear a tail unit very similar to that of the D-558-1 Skystreak. An unusual feature was a crew escape tunnel, extending from the rear of the cabin to the underside of the fuselage. Landing gear was retractable tricycle-type, and the powerplant of the prototypes was two 1361kg thrust Westinghouse J34-WE-24 turbojets, mounted on the lower edges of the forward fuselage, beneath the wing roots. The first prototype made its maiden flight from Muroc (now Edwards AFB) on 23 March 1948, this event being followed in June by an order for 28 production F3D-1 (later redesignated F-10A) fighters while company testing was still in progress. The first of these was flown on 13 February 1950. Service acceptance trials were conducted by VC-3 at Moffett Field from December 1950, the type then being handed over to Marine Night Fighter Squadron VMF(N)-542. The F3D-1 differed from the prototypes by having improved avionics and equipment and, as delivered initially, had 1361kg thrust J34-WE-32 turbojets. These engines were uprated subsequently to 1474kg thrust, becoming redesignated J34-WE-34. In the event, the F3D-l did not see action.
Before delivery of the first F3D-1, Douglas had received a contract for production of an improved F3D-2 (F-l0B), which was to be the major and ultimate production version, with a total of 237 built in the early 1950s. It was intended that the F3D-2 should be powered by 2087kg thrust J46-WE-3 turbojets, but development of this engine was abandoned and, instead, they were all powered by J34-WE-36s. Improvements included the provision of an autopilot and updated systems and equipment. The first of these F3D-2s was flown on 14 February 1951 and all had been delivered just over a year later. It was this model which made the Skyknight’s combat debut with VMF(N)-513 in June 1952.
The Skynight saw extensive use in Korea, this all-weather fighter accounting for the majority of all victories scored by the US Navy and US Marine Corps. On the night of 2 November 1952, it succeeded in downing a North Korean Yakovlev Yak- 15, this marking the first recorded kill in a jet-versus-jet combat at night. Even more remarkable is the fact that the F3D ended the Korean War as the most successful naval fighter type in terms of aircraft destroyed in air combat.
In US Navy service, the F3D enjoyed only a brief front-line career, being quickly relegated to radar intercept training duties as the F3D-2T and F3D-2T2 (TF-10B), the last example being retired in the early 1960s. US Marine Corps composite squadrons continued to use the F3D-2Q (EF-10B) type in ECM duties, however, and the type again saw action in Vietnam with VMCJ-1 until 1969 when it was finally replaced by the Grumman EA-6A Intruder.
Two examples of the Skyknight were used by the US Army in support of air defence missile testing at White Sands, New Mexico. A proposed swept-wing version known as the F3D-3 was cancelled in 1952, but other service variants were the missile-armed F3D-1M and F3D-2M (MF-l0B).
F3D-1 Skyknight Engines: 2 x Westinghouse J34-WE-32 turbojets, 3000 lb thrust. Wingspan: 50 ft Length: 45 ft. 5 in. Loaded weight: 27,000 lb. Max speed: approx. 530 m.p.h. Range: about 1,200 miles. Armament: 4 20 mm cannon Crew: 2.
F3D-2 / F 10B Skyknight Powerplant: two 1542-kg (3,400-lb) thrust Westinghouse J34-WE-36/36A turbojets. Wing span 15.24 m (50 ft 0 in) Length 13.84 m (45 ft 5 in) Height 4.90 (16 ft 1 in) Wing area 37.16 sq.m (400 sq.ft). Maximum speed 909 km/h (565 mph) at 6095 m (20,000 ft) Cruise speed: 628 km/h / 390 mph Service ceiling 11645 m (38,200 ft) Range 2478 km (1,540 miles) Empty weight: 8237 kg (18,160 lb) Maximum take-off 12556 kg (27,681 lbs). Armament: four 20-mm cannon, plus two 907-kg (2,000-lb) bombs.
The SBD entered production in 1940. Crewed by a pilot and an observer/gunner the SBD-3, which appeared in March 1941, was powered by a l000hp R-1820-52. In contrast to the earlier models, the SBD-3 had 0.50 armour in the cowling, self-sealing tanks, and protective armour, 584 had been built by December 1941. Seven hundred and eighty SBD-4 models were built at El Segundo, California while 2,409 of the SBD-5s were built at the Douglas plant at Tulsa, Oklahoma.
SBD-3 Max speed: 275 mph Max range; 875 miles Crew: 2 Armament: 2 x .50 mg Bombload: 1 x 500 lb bomb
SBD-4 Engine: Wright R1820-60 Cyclone, l200hp. Max speed: 245mph at 15,800ft. Initial rate of climb: 1190 ft/min.
SBD-5 Engine: Wright R1820-60 Cyclone, l200hp. Length: 33.005 ft / 10.06 m Height: 12.927 ft / 3.94 m Wingspan: 41.503 ft / 12.65 m Wing area: 324.965 sqft / 30.19 sq.m Max take off weight: 9521.2 lb / 4318.0 kg Weight empty: 6535.6 lb / 2964.0 kg Max speed: 221 kts / 410 km/h / 245mph at 15,800ft. Cruising speed: 161 kts / 298 km/h Service ceiling: 25197 ft / 7680 m Cruising altitude: 14000 ft / 4265 m Wing loading: 29.32 lb/sq.ft / 143.00 kg/sq.m Range: 672 nm / 1244 km Initial rate of climb: 1190 ft/min. Crew: 2 Armament: 2x MG 0.5cal (12,7mm), 2xMG 0.3cal (7,62mm), 726kg + 295kg bomb.
SBD-6 Crew: 2 Engine: 1 x Wright R-1820-6 Cyclone 9, 1007kW Max take-off weight: 4318 kg / 9520 lb Empty weight: 2964 kg / 6535 lb Wingspan: 12.65 m / 41 ft 6 in Length: 10.06 m / 33 ft 0 in Height: 3.94 m / 12 ft 11 in Wing area: 30.19 sq.m / 324.96 sq ft Max. speed: 410 km/h / 255 mph Cruise speed: 298 km/h / 185 mph Ceiling: 7680 m / 25200 ft Range: 1244 km / 773 miles Armament: 2 x 12.7mm machine-guns, 2 x 7.62mm machine-guns, 725kg of bombs
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.
The Douglas A3D Skywarrior originated from a US Navy requirement of 1947. An attack bomber with strategic strike capability was envisaged for the new ‘Forrestal’ class aircraft-carriers.
The design was a high-wing monoplane, with retractable tricycle landing gear, two podded turbojets beneath the wing, and a large fifteen foot internal weapons bay to accommodate up to 5443kg of varied weapons. The wings were swept back 36° and had high-aspect ratio for long range, all tail surfaces were swept, and the outer wing panels and vertical tail folded.
Lateral control is by ailerons and spoilers on the outer wings. The wings are equipped with automatic leading-edge slats outboard of the engines, slotted trailing-edge flaps, and all-moving tailplane. Sideways opening airbrakes are on each side of the rear fuselage. Provision was made for twelve 4500 lb thrust jettisonable JATO rockets mounted on the side of the rear fuselage.
The first of two prototypes made its maiden flight on 28 October 1952, powered by 3175kg Westinghouse XJ40-WET3 engines, but the failure of this engine programme meant that the 4400kg thrust Pratt & Whitney J57-P-6 powered the production A3D-1. The first of these A3D-1s flew on 16 September 1953, and deliveries to the US Navy’s VAH-1 attack squadron began on 31 March 1956.
In 1962 the designation was changed to A-3, the initial three-seat production version becoming A-3A. Five of these were modified subsequently for ECM missions under the designation EA-3A. The A-3B (previously A3D-2) which entered service in 1957 had more powerful J57-P-10 engines and an inflight-refuelling probe. A reconnaissance variant with cameras in the weapons bay was designated RA-3B (A3D-2P), and EA-3B (A3D-2Q) identified ECM aircraft with a four-man crew in the weapons bay.
The EA-3B flew for the first time on 10 December 1958 as A3D-2Q and a year later the first batch of 24 production aircraft was delivered to the US Navy. Operated by VQ-1 and VQ-2 Squadrons, accidents reduced the number to about 12. The EA-3B, weighing around 33 tonne, operated regularly from aircraft carriers, fitted with hook for arrester cables and catapult. Behind the three cockpit crew members, a pressurised cabin holds four electronics specialists. The Skywarrior’s antennae are located in a wedge-shaped ventral pod under the fuselage and in the tail. Some VQ aircraft stationed at Guam had antennae on top of the fin and on either side of the cockpit.
EA-3B Seawing from VQ-2 at Rota
Apart from the American national insignia and the word NAVY, the registration number consists of one or two digits. Sometimes the identification letters PR from VQ-1 or JQ from VQ-2 were affixed, but sometimes nothing at all.
EA-3B from VQ-1
Other designations include 12 TA-3B (A3D-2T) trainers for radar operators, one VA-3B (A3D-2Z) executive transport, and the final variants in front-line US Navy service were KA-3B inflight-refuelling tankers and 30 EKA-3B tanker/counter-measures/strike aircraft. Skywarrior variants serving included TA-3B crew trainers, EKA-3B early-warning ‘aggressor’ trainers, and KA-3B tankers with Squadrons VAQ-33 at Key West and VAQ-34 at NAS Point Mugu, together with an NA-3B test aircraft operated by the Naval Weapons Test Center and NRA-3Bs with the Pacific Missile Test Center.
Of the 12 TA-3B Skywarrior built, three were converted to VIP transports with cabin windows in the forward fuselage.
TA-3B Skywarrior BuAer 144860 VIP transport
Douglas A3D-2 Skywarrior
An A3D-2 Skywarrior set a record takeoff weight from an aircraft carrier when it took off three times at 38,102 kg on 25 August 1959 from the USN’s newest aircraft carrier, the USS Independence, during suitability trials prior to the ship’s commissioning.
A3D-2 Skywarrior Naval attack bomber Engines: 2x Pratt & Whitney J57-P-2 turbojets, 10,000 lb. (approx.) thrust Wingspan: 72 ft. 6 in Length: 75 ft. 2 in Loaded weight: 67,000 lb Max. speed: nearly 700 m.p.h. Ceiling: 45,000 ft. Range: 1,500-2,000 miles. Crew: 3 Armament: 2 x 20 mm. tail guns.
A-3B Engine: 2 x Pratt & Whitney J57-P-10 turbojets, 4763kg / 10,500 lb each Max take-off weight: 37195 kg / 82001 lb Empty weight: 17876 kg / 39410 lb Wingspan: 22.10 m / 72 ft 6 in Length: 23.27 m / 76 ft 4 in Height: 6.95 m / 22 ft 10 in Wing area: 75.43 sq.m / 811.92 sq ft Max. speed: 982 km/h / 610 mph Cruise speed: 837 km/h / 520 mph Ceiling: 12495 m / 41,000 ft Range: 1690 km / 1050 miles Armament: 2 x 20mm rear-firing cannon, 5500kg / 12,000 lb of bombs
In 1936 Douglas began its Model 7 as a light attack bomber as a private venture, produced to the order of the French government. Begun by Jack Northrop and completed by Ed Heinmann, after considerable refinement this flew on 26 October 1938 as the Model 7B private-venture prototype with 1,100-hp (820-kW) Pratt & Whitney R-1830 radials. The type was maneuverable and fast, and soon elicited a French order for 100 somewhat revised DB-7s.
The first production DB-7 flew on 17 August 1939. When France fell the undelivered aircraft outstanding from French contracts were taken over by the British government and given the name Boston. Only 60 were delivered, and 20 more passed to Great Britain.
Further French orders covered 100 DB-7As and 481 DB-7Bs. Most of these served with the Royal Air Force as Havoc Mk II night fighters and Boston Mk II bombers respectively. Later Bostons were patterned on A-20 aircraft for the US Army Air Forces, and served mainly over North-West Europe. As delivered to the RAF from the French contracts, the Boston I was powered by two Pratt & Whitney R-1830-S3G-4G engines. It was used mainly for training duties, although some were converted for night fighting and given the British name Havoc. The A-20 was the first of the series built to a US Army specification and was powered by two 1,112kW Wright R-2600-7 Cyclone engines with exhaust-driven turbo-superchargers. It was fitted with American armament and equipment. As the Boston II for the RAF, the A-20 had R-2600-A5B engines and British armament. Those converted into night fighters became Havocs each with a lengthened nose fitted with 12 forward-firing 7.62mm guns, AI radar and other special equipment depending on the sub-variant – one carried a high-power searchlight in the nose. As an intruder it carried a crew of three and full armament and bombs. The A-20A for the USAAC/USAAF was powered by two 1,192kW Wright R-2600-11 engines with integral two-speed superchargers. The A-20B was an experimental development of the A-20A, armed with two 12.7mm guns firing forward, one 12.7mm upper flexible gun, one 7.62mm lower flexible gun, and one 7.62mm gun in the tail of each engine nacelle, firing aft. Nacelle guns were remotely controlled by a foot trigger in the rear compartment. The A-20C was powered by two similarly rated R-2600-23 engines. Armament comprised four fixed guns (two on each side of the transparent nose), two on a flexible mounting in the rear cockpit, and one in the lower rear-firing position – all 7.62mm (A20G) or 7.69mm (British Boston Ill). Ejector-type exhaust stacks replaced the collector rings used on the earlier models and range was increased by the addition of a self-sealing fuel tank in the forward and rear bomb-bay compartments. Provision was also made on some aircraft to carry a 900kg naval torpedo.
Douglas A-20 Havocs, 1939
The observer (not only bomb aimer) was completely cut off from the pilot. Because of this the gunner had at the back a duplicate joystick. On high level operations a Vickers K gun was mounted in the rear entrance hatch. A camera was also carried mounted in this hatch.
It may be of interest that the very first operation carried out by the USA against Europe was on July 4, 1942, when six of their Bostons were led by six 226 Squadron Bostons.
A-20 Havoc
The Boston III was powered by R-2600-A5B engines and carried a crew of four as a bomber. The Boston IIIA was similar but built by Boeing. Some Boston III/IIIA were fitted as intruders with four 20mm cannon under the forward fuselage, four 7.69mm guns in the nose, and two 7.69mm guns in the upper flexible position.
Following the experimental XA-20E, with a 37mm nose cannon and General Electric turrets, the A-20G appeared. This was similar to the A-20C except that the transparent bombardier nose was replaced by a solid nose fitted (in earlier versions) with four 20mm cannon and two 12.7mm machine-guns and ultimately with six 12.7mm guns. A few also had a single 12.7mm upper flexible gun, but this was soon replaced by a power-driven turret armed with two 12.7mm guns. Thicker armour for increased crew protection on ground-attack missions was also added. The A-20H was powered by two 1,267kW R-2600-29 engines and incorporated minor improvements. The A-20J was identical to the later version of the A-20G except that the attack nose was replaced by a moulded-plastic bombardier’s nose incorporating bombing controls and flight navigation instruments. One in ten A-20G were completed as A-20J to serve as squadron lead planes. Armament consisted of two 12.7mm machine-guns (one in each side of the transparent nose), two in the power-operated dorsal turret and one in the lower rear firing position. The A-20K was identical to the A-20H except that the attack nose was replaced by a bombardier’s nose, as with the A-20J. The British Boston V was similar. Special US versions of the A-20 appeared as the P-70 night fighter with R-2600-11 engines and armed with four 20mm cannon mounted in a fairing beneath the fuselage bomb bay; the P-70A conversion of the A-20G with R-2600-23 engines and six 12.7mm machine-guns in a solid nose and dorsal and lower guns; the P-70B development of the P-70A for training, with six 12.7mm ‘package’ guns and special radar (converted A-20G/J); the F-3A night photographic-reconnaissance conversion of the A-20J/K; and BD-1/2 target tugs for the US Navy.
Production for the RAF, USAAF, US Navy and Russia ceased on 20 September 1944 after 7,478 had been built (7008 by Douglas and 380 by Boeing). Russia received twice as many as the RAF and only some 800 less than the US Army.
Principal versions DB-7 (R-1830) DB-7A (Wright R-2600, many passed to Great Britain as Havoc Mk Is) DB-7B (revised systems and larger vertical tail) Boston Mk I (taken-over DB-7s) Boston Mk II (taken¬over DB-7Bs converted to Havoc Mk I) Boston Mk III (British DB-7Bs) Boston Mk IIIA (200 Lend-Lease A-20Cs with British equip¬ment) Boston Mk IV (169 Lend-Lease A-20Js with heavier fixed armament) Boston Mk V (90 Lend-Lease A-20Ks with more power). P-70 version of the A-20 became an early night fighter.
DB-7B / Boston Mk III Engines: two 1,500-hp (1,119-kW) Wright R-2600-A5B Cyclone radial Maximum speed 311 mph (500 km/h) at sea level Initial climb rate 2,000 ft (610 m) per minute Service ceiling 25,170 ft (7,670 m) Range 525 miles (845 km) Empty weights: 15,051 lb (6,827 kg) Maximum take-off 21,580 lb (9,790 kg) Wingspan 61 ft 4 in (18.69 m) Length 47 ft 3 in (14.40 m) Height 18 ft 1 in (5.51 m) Wing area 464.0 sq ft (43.11 sq.m) Armament: seven 0.303-in (7.7-mm) machine guns, and up to 2,000 lb (907 kg) of bombs.
A-20G Havoc Engines: 2 x Wright R-2600-23 Cyclone 14, 1578 hp / 1193kW Max take-off weight: 12338 kg / 27201 lb Empty weight: 7250 kg / 15984 lb Wingspan: 18.69 m / 61 ft 4 in Length: 14.63 m / 47 ft 12 in Height: 5.36 m / 17 ft 7 in Wing area: 43.20 sq.m / 465.00 sq ft Wing loading: 58.63 lb/sq.ft / 286.00 kg/sq.m Max. speed: 275 kts / 510 km/h / 317 mph Cruise speed: 200 kts / 370 km/h / 230 mph Service ceiling : 25000 ft / 7620 m Range: 891 nm / 1650 km / 1025 miles Crew: 4 Armament: 9 x 12.7mm 50 MG (12,7mm) machine-guns, 1800kg of bombs
All Aero 