The Douglas DC-3

The Douglas DC-3 is perhaps one of the most iconic aircraft ever built, and even today you will find DC-3s still at work, many years and hours after they were built.

 

It has been said that the DC-3 was the most remarkable aircraft of its generation, and is said to have made the concept of air travel popular after its introduction in 1935. Not only was it a commercial success, but the military liked it so much they had more than 13,000 of them built as the Douglas C-47 for use in World War II.

 

The Douglas DC-1

 

Earlier, and up until 1933, the variety of commercial passenger aircraft were considered too slow, carried too few passengers, and generally not profitable for the air carriers. There were a lot of different aircraft being developed during that time period, including the 1926 Ford Tri-Motor, the 1927 Boeing 40A, and the 1932 Curtiss Condor, to name just a few. In addition to these were a number of other passenger aircraft being developed overseas.

 

But, in 1933, the Douglas Aircraft Company, which was founded in 1921 by Donald Willis Douglas Sr., began development of the Douglas DC-1. The DC-1 first flew on July 1, 1933, but the first flight lasted only 12 minutes because both engines lost power a number of times and had to land earlier than planned. The problem was determined to be that the carburetors on the engines were installed incorrectly causing the power loss problem.

 

The prototype Douglas DC-1, X223Y, takes off from Clover Field, Santa Monica, California, 1 July 1933.

 

DC-1 Specifications:

• Length: 60 feet 0 inches;
• Wingspan: 85 feet 0 inches;
• Height: 16 feet 0 inches;
• Empty weight: 11,780 pounds;
• Gross weight: 17,500 pounds;
• Crew: 2 pilots;
• Passengers: 12 passengers;
• Engines: Two Wright Cyclone SGR-1820-F3 nine-cylinder radial engines rated at 700 hp;
• Propellers: Three-bladed variable-pitch propellers;
• Cruise speed: 190 miles per hour;
• Range: 1,000 miles;
• Service ceiling: 23,000 feet.

 

Only one DC-1 was ever built, and it was purchased and placed in service in July of 1933  by TWA (Transcontinental and Western Air, Inc.) with a registration number of X223Y. Of course, it was not possible to carry passengers at 23,000 feet because the DC-1 was not pressurized. It was then retired from passenger service in 1936. 

 

During the following years the aircraft was first loaned to the U.S. government for high altitude research. On May 27, 1938, NC223Y was sold to Vicount Forbes of Croydon, England and registered as G-AFIF on June 25, 1938. It was then resold to France in September of 1938, eventually being sold to the Spanish Republican government and operated by LAPE (Lineas Aéreas Postales Espanolas). It was re-registered as EC-AG and was operated until December 1940 when the aircraft was involed in a forced landing resulting in damage beyond repair.

Wreck of the Douglas DC-1, Malaga, Spain in December, 1940.

 

The Douglas DC-2

 

The DC-1 was followed shortly after by the DC-2, a 14 passenger aircraft based upon the original DC-1 design but with changes which made it a more successful airplane for airlines trying to provide passenger service by air all over the world.

 

 
In 1934 Douglas introduced the DC-2, a 14 passenger upgrade to the DC-1.

 

A view of the cockpit of the Douglas DC-2.

 

The DC-2 Specifications:

• Lenght: 62 feet;
• Wingspan: 85 feet;
• Height: 16 feet;
• Crew: 2 pilots and a steward;
• Passengers: 14 total;
• Cruise speed: 174 mph;
• Range: 920 nautical miles;
• Engines: 2 Wirght Cyclone, RG-1820-FB2 710 horsepower engines.

 

The DC-2 was designed to compete with the Boeing 247D, an airplane which was considered the first modern airliner, The Boeing 247 made its inaugural flight on February 8, 1933.  

 

 

The 1933 United Air Lines Boeing 247 passemger airplane in flight.

 

Boeing Model 247D Specifications:

• Length: 51 feet 7 inches;
• Wingspan: 74 feet;
• Height: 12 feet 2 inches;
• Empty weight: 9,144 pounds;
• Gross takeoff weight: 13,650 pounds;
• Maximum speed: 200 mph;
• Service ceiling: 25,400 feet;
• Range: 745 miles;
• Powerplant: 2 Pratt & Whitney 550 hp Wastp S1H1-g, 9-cylinder radial engines.

 

The cockpit of the Boeing 247, a 1933 10 passenger aircraft.

 

Later developments of the Douglas DC series of aircraft would become the most widely used of the early airliners, while the Boeing Model 247D did pioneer a whole new generation of transport aircraft. Unfortunately for Boeing, the Model 247D was not destined to be as successful as its great rival, the Douglas DC-2. 

 

All in all a total of 75 Model 247s were built, with United Airlines (UAL) securing exclusive rights to the first 60 units. However, the DC-2 with 14 passenger seats and a larger cabin went on to build a total of 130 civilian DC-2s, as well as an additional 62 units sold to the United States military. 

 

The Boeing Model 247 was replaced as the preferred airliner by the Douglas DC-3, a much more refined aircraft that was larger, faster, and carried more passengers. In addition, the mid-wing section of the DC-3 was intergal with the fuselage, and that eliminated the problem of the wing spar running through the cabin as it did in the Boeing 247D.

 

In 1935, Donald Douglass said the that DC-2 would sell for about $ 80,000 per aircraft, if mass produced. Although the DC-3 eclipsed the DC-2, it was the first aircraft to show passengers that air travel could be comfortable, safe, and reliable.

 

The DC-3

 

The concept of the Douglas DC-3 went from a mere drawing board to production when American Airlines CEO C.R. Smith wanted a long-distance sleeper aircraft that would make it possible to transport passengers across the entire United States. The new Douglas DC-3 was designed on the existing platform of its predecessors, the Douglas DC-1 and DC-2.

 

A TWA Douglas DC-3 parked on an airport ramp being prepared for departure.

 

A view of the cockpit of a Douglas DC-3 aircraft.

 

The Douglas DC-3 was built with an extra 23 inches of cabin width, which then allowed airlines to fit in more seats and sleeper berths for long-distance journeys. It also utilized much more powerful Pratt & Whitney Twin Wasp engines, each producing 1,200 hp. By comparison, the DC-2 was fitted with two engines ranging from 710 to 875 hp.

 

With upgraded engines, the Douglas DC-3 could now cruise at speeds up to 207 miles per hour, which, while slow by today's terms, was impressive for an airliner of its size in the 1930s. The aircraft could also operate on short runways and a broad range of 1,500 miles, making the piston-powered airplane ideal for transcontinental flights across the US.

 

A total of 607 DC-3 aircraft would evenutally be built, while a mere 75 Boeing 247s would ever take to the skies.

 

Because of its reliability, simplicity, and adaptability, the Douglas DC-3 was soon called into action when World War II broke out. The DC-3 was modified for military use, primarily as the C-47 Skytrain. In addition, a troop transport version, called the C-53 Skytrooper, was also built.

 

However, production of the DC-3 and all of its varients ended in 1945 when World War II ended. During the war 10,120 military versions of the DC-3 were produced, and in addition another 3,000 were built in Russia as the Lisunov Li-2, and another 500 were made in Japan as the Showa/Nakajima L2D.

 

As of 2023 there were approximately 164 Douglas DC-3s still flying around the world, including civilian and military variants. They were used in the Vietnam War, and they continue to be used for cargo transport and other niche roles.

 

Post Script:

 

During my career flying for a living I had the opportunity to get a type rating in the Douglas DC-3, and it quickly become one of my favorite aircraft to fly. When I go back through my logbook and look at some of the trips I flew in the DC-3, it brings back good feelings and a sense of satisfaction that I was lucky enough to fly one.

 

It was also one of the toughest type rating rides I ever took. The FAA Examiner who gave me the DC-3 Type Rating ride spent a long time questioning me about the aircraft before we even walked out to the airplane. This was followed by a walk around inspection of the airplane filled with more questions. By this time I am already tired.

 

As we completed the walk around, climbed into the aircraft, got into our seats the examiner asked me a real simple question: He asked me "Does this aircraft require a second pilot?" I knew that at the time they were built the aircraft only required one pilot, and that was the answer I gave the examiner. He nodded in agreement, and then told me I would fly the entire checkride without any help from him.

 

And off we went, the hood over my head as we climbed out, never to see the outside until landing back at Grand Rapids, Michigan a couple of hours later. It was during the summer, so my shirt was soaked with sweat, I was tired, and as we taxiied in he told me that I had failed to go through the "In Range" checklist - at which point I sent the checklist sailing through the air! 

 

A short time later I was back in the bird, heading south to Battle Creek, fresh type rating in hand, and looking forward to several hours sleep after a congratulatory beer.

 

I hope you enjoyed this trip through some of the history of aviation. If you enjoyed this trip, and if you are new to this newsletter, sign up to receive your own weekly newsletter here: Subscribe here!

 

Until next time, keep your eyes safe and focused on what's ahead of you, Hersch!