Douglas C-47, DC-1, DC-3, and AC-47

The development of the Douglas DC-3 was brought about by the commercial airlines demand for an economical passenger-carrying airplane. Up to 1934, airline passenger craft were too slow and carried too few passengers to be really profitable. United Air Lines had ordered sixty of the new Boeing 247s, the first truly modern airliners and had effectively tied up production. The 247 carried ten passengers at 160 mph and made all other transports obsolete, The other carriers were thus forced to find another plane if they wished to be competitive in the passenger-carrying business.

In 1933 the Douglas Aircraft Company designed a new passenger plane, as ordered by Transcontinental and Western airlines, to compete with the Boeing 247. The first model, the DC-1, was soon succeeded by the DC-2 and the start of quantity production. American Airlines, at the time, was using the slow Curtis Condor, which was Fitted with sleeper berths. American needed a new airplane able to compete with the DC-2 and the Boeing 247, but one with sleeping accommodations.

In 1935 C. H. Smith. president of American Airlines, made a direct request of Douglas to build a larger, more comfortable plane which could lure the luxury trade." On December 17, 1935. the Douglas Sleeper Transport (DST) made its first flight.

The original plane was designed as a luxury sleeper with seven upper and seven lower berths and a private forward cabin, The day plane version, known as the DC-3, had twenty-one seats instead of fourteen berths. The design included cantilever wings, all-metal construction, two cowled radial engines, retractable landing gear, and trailing edge flaps. The controls included an automatic pilot and two sets of instruments. The original design was so satisfactory that the basic specifications were never changed.

American Airlines initiated DST nonstop New York-to-Chicago service on June 25, 1936, and in September started service with the 00-3. A year later, with the 00-3 in service, Smith stated, It was the first airplane in the world that could make money just by hauling passengers' This was the beginning of an immortal airplane known the world over. As the success of the DC-3, with its larger capacity for passengers, its speed, and its economical operation, was realized, airlines throughout the world began placing orders with Douglas.

In the United States the big three transcontinental lines were very competitive. With the advent of OST coast-to-boast service by American Airlines, Trans World Airlines obtained OSTs and DC-3s for such flights also. When United Airlines, with its Boeing 247s, saw that the Douglas plane was outclassing its own serviced the company purchased ten OSTs and five DC-3s, and began flights on January 1, 1937. In July of that same year United introduced sleeper service between New York and California.

By 1938, 95 percent of all U.S. commercial airline traffic was on DC-3s. Two hundred sixty DC3s, 80 percent of the number of airliners, were in service in 1942 on domestic carriers. As of December 31, 1969, thirty DC-3s were still being used by U.S. airlines.

The impact of the 00-3 was felt the world over. In July 1936 President Franklin 0. Roosevelt presented Donald W. Douglas, head of Douglas Aircraft, with the Collier Trophy. Recognizing the DC-3 as the "outstanding twin-engined commercial plane," the citation read, This airplane, by reason of its high speed, economy, and quiet passenger comfort, has been generally adopted by transport tines throughout the United States, Its merit has been further recognized by its adoption abroad, and its influence on foreign design is already apparent.

In 1939 the 00-3 was called on to aid the military fleets of the world, Many commercial carriers in Europe put their DC-3s to use as military transports. The United States ordered new versions of the 00-3 modified for troop transport and cargo carrying. These were designated as C-47s and C53s. As military versions were built, they were put into operation in European and Pacific theaters during World War II. C-47s initiated the Berlin Airlift in 1948. In military service since 1941,the C-47 proved most useful in many endeavors.

Many names and numbers were assigned -to the DC-3. England labeled it the "Dakota" or 'Dak." American pilots, during World War II, called it the 'Skytrain," 'Skytrooper, "Doug," or Gooney Bird." The U.S. military's official titles were C-47, C53. 0-117, and R4D. The airlines called it 'The Three." Of all the names the affectionate title "Gooney Bird" lingers on.

The normal gross weight for the aircraft was 25,200 pounds, With twenty-one passengers. Many times these weights were exceeded as conditions required. The normal range was 1500 miles, but this could be extended by adding fuel tanks: The. cruising speed varied from 155 mph to 190 mph depending on the load carried and the power used. The DC-3's' safety record was better than- that of most airplanes, primarily because of its great structural strength and efficient single-engine performance.

C-47

Of all the Allied wartime planes in use with the airborne forces, the C-47 Dakota was probably the best-known and the most widely used. It served both for parachute drops and as a slider tug in the Mediterranean sphere and in the Allied invasion of Europe in 1944. Together, the C-47 Dakota and the Waco glider proved a reliable and successful team which, despite occasional disaster, through unforeseen conditions, greatly contributed to Allied victory

DOUGLAS C-47 SKYTRAIN'

Known as the Dakota I by the British. the C-47 was manufactured by the Douglas Aircraft Company Inc. of Sante Monica, California and was a military adaptation of the DC-3 airliner. The C-47 was, essentially, a freight carrier and displayed a reinforced metal floor, a large door (for loading) and reinforced landing gear. The twin-engine Dakota was a low wing cantilever monoplane. In the supply role, it carried up to 6000 lb (2700 kg) of equipment. As a paratroop aircraft, it was equipped with folding benches for 28 fully-armed troops. 

WACO CG-4A (reference)

Known as the Hadrian by the RAF, this glider was designed by the Waco Aircraft Co. The CG-4A was a rigidly-braced. high-wing monoplane of fabric-covered wood and steel construction. It could carry freight or 15 fully-armed troops including pilot and co-pilot. The nose was hinged for direct loading of equipment. The normal troop entrance was port side forward.

The CG-4A could also be fitted with two power eggs; i.e. cells each containing a 6-cylinder engine, fuel tank and engine instruments. Originally delivered to North Africa in packing cases for the invasion of Sicily, this was the only glider used in any number by the USAAF. It was also used by the RAF in the Sicily invasion and In Burma by Colonel Phil Cochranes Air Commando in support of the Chindits.

 C-47
Of all the Allied wartime planes in use with the airborne forces, the C-47 Dakota was probably the best-known and the most widely used. It served both for parachute drops and as a slider tug in the Mediterranean sphere and in the Allied invasion of Europe in 1944. A.a tug, one of Its most common responsibilities was the Waco glidet seen on the.. pages, which, with the Ho... and Harnilca, glide.s, was the staple gliding transport of the Allied airborne forces. Together, the C-47 Dakota and the Waco glider proved a reliable and successful team which, despite ocasional disaster, through unforeseen conditions, greatly contributed to Allied victory

DOUGLAS C-47 SKYTRAIN'

Known as the Dakota I by the British. the C-47 was manufactured by the Douglas Aircraft Company Inc. of Sante Monica, California and was a military adaptation of the DC-3 airliner. Th. CA? we, essentially a freight canier and displayed a reinforced metal
floor, a large door (for loading) and reinforced landing gear. The twin-engine Dakota was a lowwing cantilever monoplane. In the supply role, it carried up to 6000 lb (2700 kg) of equipment. As a paratroop aircraft, it was equipped w~th folding benches for 28 fully-armed troops