The Immortal 3

From 1925 the airlines of the US began in earnest. Some 56 separate companies all picked up a piece of the action, but by 1936 this had dropped to some 26 different companies – the result of mergers and closures.

One of the conglomerates was Transcontinental and Western Air, the result of the merging of five smaller airlines around 1930. Transcontinental and Western Air were later to become TWA (Trans World Airlines) in 1945.

In March 1931 Transcontinental and Western were to lose a Fokker TriMotor in an accident attributed to the failure of the plywood structure, through rot in the timber. Jack Frye, who was to become President of Transcontinental and Western, decided that what the company needed was a better plane, something stronger, faster, newer and bigger.

Ironically Boeing were building just the aircraft that TWA wanted but United Airlines, itself an amalgamation of five smaller airlines, had tied up production of the revolutionary Boeing Model 247, and there was no way that TWA were going to get any for at least a year. In fact the 247 was so good that United had 60 on order. These sleek low-wing all-metal monoplanes carried ten passengers at speeds up to 200mph.

Jack Frye sent letters to different aircraft manufacturers to get one of them to build the type of aircraft TWA considered would be their ideal. Douglas received one of the letters, requesting their assistance in building the new plane.

The Douglas Company, under Donald Wills Douglas had begun operations in a small way in 1920 and the young Douglas, who had previously worked for the Glenn Martin Co, was a clever designer who by 1924 was building single-engine biplanes like the Cloudster, the M2 mail planes and the sleek Douglas Dolphin twin-engine amphibious high-wing monoplane.

Douglas and Frye were known to each other and the decision to go ahead with the request was to significantly change the future of aviation.

The plane specified by TWA was a three-engined all-metal monoplane or biplane with 500hp engines, a crew of two and accommodation for 12 passengers. Gross weight should be 14,200lbs and payload should be 2,300lbs. Top speed would have to be 185mph.

The Douglas company decided to go ahead with this top priority order, but is would be a twin-engine low-wing monoplane, powered by either Pratt and Whitney or Wright radial engines, have a modified Northrop wing, have an undercarriage retracting into the nacelles which would have NACA cowlings, and the wings would have flaps.

And so was born the DC-1, on September 20, 1932.

The cost was $125,000. Extensive engineering and wind tunnel testing produced an entirely new type of plane, rolled out in the last week of June 1933. Its lineage to the DC-3 is easily recognisable, it was the only one of its type ever built. Wingspan was 85 feet, its engines were 710hp. Wright nine cylinder radials and the props threeblade adjustable pitch Hamilton Standards.

The first flight nearly ended in disaster when the engines cut out, but modifications to the carburettors rectified this. The main cabin of the DC-1 was wider and higher than the Boeing 247, the main spar did not pass through the floor, it was sound deadened, had a galley and toilet and carried 12 passengers.

The DC-1 set a US transcontinental record of 13 hours four minutes in 1934, and in 1935 set 17 new American and world records for performance. The DC-1 passed through several private owners and ended its days in Spain, where it crash-landed in December 1940.

The aircraft following on the Douglas production lines were designated DC- 2, the first of which took to the air in May 1934, for TWA. The DC-2 was a stretched DC-1, being two feet longer. Power was provided by two 710hp Wright Cyclone engines, and the maximum range was 1200 miles.

The DC-2 opened up a whole new world of comfort and speed in commercial aviation, and a total of 138 DC-2s were built; one VH-CDZ ex PK-AFL of KNILM, ending its days sitting on the grass at Sydney’s Bankstown airport. A sad commentary on the lack of national interest is that nobody has seen fit to properly house and exhibit this important aviation milestone.

KLM became the first international airline to fly the DC-2, and PH-AJU came second in the London Melbourne air race. Soon DC-2s were flying for 21 different countries and in the US, American Airlines were able to order DC-2s after securing new mail contracts.

It was as a result of flying in a Company DC-2 that two American Airlines executives thought it would be a great idea if the DC-2 could accommodate sleeping berths. Douglas agreed to go ahead with the project, and so was hatched the timeless DC-3.

Work was begun in 1934 and first flight was December 17, 1935. The DC-3 was the result of completely redesigning the DC-2; the DC-3 was longer, wider, higher, faster, and had greater range, and comfort.

Wingspan was 10 feet longer and other vital statistics included: maximum speed 212mph, cruise speed 180mph, service ceiling 20,800ft, and landing speed 64 mph.

Payload was greater and it was in this area that the DC-3 made its indelible mark. The first DST (Douglas Sleeper Transport) flew on September 18, 1936 with an American Airlines service from Los Angeles to New York.

The travelling public were introduced to a hitherto unknown class of luxury. The DC-3 could accommodate 14 passengers in swivel and reclining chairs, or 21 passengers in still comfortable high-backed seats, or in the DST version with 14 passengers whose seats converted to bunks.

Toilets and galleys were provided, the interior was tastefully decorated in practical materials. Berths were 30in wide and 6ft Sin long and separate dressing rooms for men and women were provided. The forward part of the cabin was called the Sky Room, providing seated accommodation for four or sleeping for two.

It was an airborne Pullman compartment with a wash basin, reading lights, call button and mirrors to name a few gimmicks.

At cruising speed cabin noise was quoted as being 68 decibels. Forced air ventilation was provided, pre-heated when needed by a steam system.

Innovations were also provided on the flight deck. Wide visibility cockpit windows covered an “office” which provided a whole range of “firsts”. Rudder and aileron trimming tabs were controlled by cranks on the control pedestal, hydraulic servo brakes were activated by toe pedals and the elevator trim tab wheel, was mounted on the control quadrant.

Power was provided by either Pratt and Whitney twin row Wasps or Wright Cyclone Model G2s, both of 850hp. Later models were to have the Pratt & Whitney R1830-92 engine of 1175hp on take-off. Specifications included:

Wingspan 95 feet, wing area 987sq ft, length 64ft Gin, height 16ft 11in, wing loading 24. 3 lbs/sq ft, aspect ratio 9. 14.

Weights; empty DST 16,06016, useful load 7,940lbs gross weight 24,00016. DC-3 21 passenger empty 15,260lbs, useful load 8,74016, gross weight 24,000lb.

A total of 803 DC-3 aircraft would be built to carry (according to Douglas) more than 500 million passengers 100 billion passenger miles, while logging more than 80 million flying hours.

By 1937 all other aircraft types had virtually disappeared from the airways, and 90 per cent of the world’s air commerce was carried by the DC-3. Yet by 1942 the US Civil Aeronautics Board were planning to withdraw the type certificate by 1946 for the DC-3. How wrong they were. . .

With WW II on the horizon, the DC-3 was earmarked to become a military packhorse and several hundred were seconded from the airlines to the US Army and Air Force. Some 10,000 copies were built to fulfil tasks that Douglas never envisaged when they built the DC-3. They had originally planned on making about 25.

The type built during the 1940s was known as the C47 (this model will be covered fully in the next issue of AADR). The line between the two variants is very slim, and the DC-3, Dakota, Dak, Gooney Bird, and C47 as the Three is known changes like a chameleon, after WW II, C47s became DC-3s and most DC-3s flying today are ex-C47s.

The first busiest week in airline history took place in September 1938 when a massive airlift provided relief in ferrying 1000 rescue workers and 117,000lb of mail and supplies into hurricane-ravaged New England, whilst 1500 people were brought out.

So great is the honour bestowed on this type that two examples are in the Smithsonian Institute; one is a US Navy R4D (as the Navy model was called), the first aircraft to land at the South Pole. The other is a retired Eastern Airlines DC-3.

A decade after the war, the US Air Force still had 1200 DC-3s in service. Today, the numbers have dwindled almost to extinction as the aviation in- industry’s progress has produced a myriad of aircraft suitable for every conceivable task and the “Three” just could not go on forever.

Or could it? Some examples have had over 50 engine changes and apart from the fuselage, there is very little left of the original aircraft.

DC-3s have been the centre of some extremely unusual incidents and accidents.

In 1949 a Canadian Pacific DC-3 became the first airliner to be blown up in flight by a bomb, planted by a man who hoped to collect insurance on his wife.

Another DC-3 landed on a frozen Quebec lake, broke through and sank. The hulk was sold for scrap, and the new owner raised it, drained it, and flew it away. Obviously not quite as simply as that, but the eventual outcome was another flyable Three.

During WW II, the DC-3s amazing feats were legend.

It’s worthwhile recording that the DC-3was the first plane to be equipped with an automatic pilot, a heated cabin and soundproofing. I can vouch for this; when flying from Auckland to Whangarei in an NAC DC-3 in 1969, the journey was extremely pleasant, the sound level was good, and a few minutes out of Auckland the heating system was providing warm air around the cabin floor skirting.

A cruise altitude of 7,000 feet was maintained smoothly all the way until descent into Whangarei.

Right through the 1950s both in Australia and New Zealand, the DC-3 was the backbone of internal air services until supplanted by Vickers Viscounts and Fokker F275.

South Pacific Airlines of New Zealand, or SPANZ as it was known, started out with the intention of running as a second airline, on non-competitive routes through NZ. They used what they called the DC-3 View- master, with large windows over the wing covering some three-seat rows. Service was the best that private enterprise could offer and the airline seemed headed for a bright future.

However, the NZ Government had other ideas, and competition was not one of them. Subsidies were not extended and SPANZ was forced out of business.

The DC-3 first appeared in Australia in July 1944 when the Commonwealth Government purchased 12 aircraft, registered VH-AEO to AEZ, and VH- AFA.

VH-AFA made the first flight as a Qantas aircraft, on the Sydney – Brisbane-Rockhampton – Townsville (night stop)-Cairns-Port Moresby-Lae service.

On March 10, 1946, VH-AET operated by ANA crashed into the sea off Seven Mile Beach, Tasmania, after take-off from Cambridge, and 25 people were killed.

TAA received its first two DC-3s from the Commonwealth Government, VH- AEO “Cunningham” and VH-AES “Hawden”. AES operated TAA’s in- augural flight on Sept 9, 1946 and flew for the company for 13 years, during which it covered 5,300,000 miles. It was transferred to New Guinea and later became VH-SBA TAA’s third DC-3 VH-AEV “Kennedy” was acquired on June 29, 1946.

Also in June that year Ansett Airways obtained three C47s from the USA Foreign Liquidation Commission. They became VH-AMK, AML, and AMJ. By 1951 Ansett were operating six DC-3s and on July 1, 1946, ANA began a daily Sydney-Canberra service with DC-3s and, later in the month, a six-times weekly Melbourne-Wynyard service.

On September 9, 1946 TAA began a daily Melbourne-Sydney flight with DC-3 VH-AES Hawden, with services in- increasing to four daily by October. DC- 2s had pioneered most of these services from the late 1930s and early, 40s and although the DC-3s were by no means the pioneers of Australian aviation, they have certainly taken their share of glory.

October 7, 1946, saw the start of TAA’s Melbourne Sydney DC-3 service extend to Brisbane, Melbourne-Hobart November 4, Melbourne-Launceston.

The same year saw ANA introduce all-freight services with DC-3s.

1947 saw the extension of Qantas services to New Guinea, with the Sydney-Lae flight going on to Rabaul. MacRobertson Miller Aviation Services bought their first DC-3, VH-AXM, from the US foreign liquidation Commission in March that year. TAA also began regular all-freight services between Melbourne and Sydney, Melbourne and Tasmania, and commenced services from Brisbane to Rockhampton, Mackay, Townsville and Cairns.

ANA began services five times weekly between Melbourne and Deniliquin and Ansett introduced second class fares on the DC-3s.

In February 1959 Ansett ANA DC-3 VH-ANR became the first Viewmaster conversion in Australia, involving the replacement of four windows from each side with two elongated windows.

The twilight years for Australian DC-3s were beginning . . .

TAA sold three to Mandated Airlines of New Guinea, 1960 saw Qantas’ fleet being taken over by TAA (though for some years Qantas was to retain two DC-3s as general freighters).

On December 11, 1960, Airlines of NSW DC-3 VH-INI crashed into the sea 15 miles from Sydney whilst on a training flight, killing the crew of three.

On September 9, 1971, VH-AES “Hawden” celebrated 25 years of TAA operations by flying from Laverton, Victoria, to Mascot Airport, Sydney to rendezvous with DC-9 VH-TJT “Joseph Hawden”. This vintage DC-3 has been set aside for preservation, VH-SBI has also been set aside, at Lae Technical College, TPNG. Ansett donated VHANH to the Australian Restoration Group at Moorabbin, Victoria, in 1972.

There was still life in the DC-3 . . .

Internal Tasmanian services began on July 6, 1973, with VH-MMF. The following month Connair bought their first DC-3, VH-EWE, from East West Airlines. The Connair fleet of EWE, MIN, PWM, and UPQ served the airline up until 1979 when yet again they have another lease of life.

EWE went from Connair to Fleet Air Services Tasmania, on October 14, 1976. When taken over by LPEC, EWE flew for that airline during 1978, in Fleet Air colours, but in April last year was given a new lease of life in lpec’s yellow black and silver livery, hauling freight between Melbourne, Sydney, Brisbane, and Adelaide as a curtain-raiser to regular Argosy freight services.

The DC-3 operated at a loss and was withdrawn from service; her present fate is now the Warbirds Museum, Mildura. VH-PWM has been purchased by a Sydney-based group who plan to use her on charters. The aircraft has been painted a striking red and white, and flies under the banner of Rebel Air.

The total Australian fleet of DC-3s is now about 20, engaged in regular services as freighters and charter operators. BBA Cargo in Melbourne, taken over by Air Express (now in liquidation), operated three DC-3s BAA, BAB and BAM. BAB is the only airworthy example.

In Queensland, Bush Pilots Airways commenced DC-3 services in 1970 with VH-AEQ. Subsequent aircraft to fly the top end are PNM, PWN, MAL, EDC and BPN, and with five DC-3s BPA is the largest DC-3 operator of DC-3s in Australia.

The CSIRO has flown an ex-RAAF DC-3 since 1965 and VH-RRA was used for cloud seeding and rain-making experiments until the purchase of an F27. RRA now sits at Mascot in the light aircraft parking area deteriorating in the open, having been unsuccessfully offered for sale by tender. It is frequently joined by the two Travmar DC- 3s MMD and SBO, and with PWM sitting alongside, provides the unusual sight of four Daks parked together.

East West Airlines took delivery of their first DC-3 in July 1953 when VHEAM was purchased from Qantas, and the East West fleet eventually included EWE, PWM, and PWN. When Adastra Aerial Surveys were taken over, VHAGU went to East West and was used to develop the interscan landing system.

In 1978 it was a regular visitor to Sydney, flying on the Runway 25 system at Mascot, making low passes, and flying along the runway.

Forrester, at Essendon Airport in Melbourne, began DC-3 operations in late 1974 with EDD, SBL, MMF and TAK were added over the next three years, flying between Essendon and King Island. Operations were wound up in October 1978 and the aircraft are now waiting for a buyer.

Masling Airlines of Cootamundra bought P2-ANS from Air Niugini and operated it on charter as VH-MWQ from May 1976. It was the first active DC-3 to be used out of Sydney for many years, and was in constant demand as a freighter and for tour groups.

With the introduction of Bandeirante aircraft in 1978 MWQ was sold to Victorian firm, Setair Scenic, for tourist travel.

When the Department of Transport decided to pay off its very low-houred DC-3 – some 7000 hours of flying – it was purchased by Melbourne group Paradak who now use VH-CAN as a charter aircraft and for parachute jumping. VH-CAN is beautifully fitted out with fully-reclining seats, and an interior colour scheme in teal and white.

When Air Niugini disposed of most of its DC-3 fleet many of them were exAustralian examples. MWQ was one, and two others (VH-MMD and VHSBO) are regular visitors to Sydney. Owned by Travmar of Maitland, NSW, they are used on passenger charters out of Maitland or Sydney. P2-ANU was delivered in July 1977 and became MMD, and flew with a blue cheat line on a white fuselage.

On December 2: 1978, P2-ANT joined the Travmar fleet, as SBO, and emerged in the new brown and yellow livery with a yellow boomerang on the tail and red stylised lettering.

Previously mentioned- DC-3s have already become static exhibits. VH-AES is a static exhibit for TAA at Tullamarine, and EWE and DAS of East West Airlines are now in Mildura’s Warbirds Air Museum. BAA has joined Setair, and BAB from BBA lies at Chewing Gum Field on Queensland’s Gold Coast.

In the next issue, we look at the C47, its amazing feats, and how it fought in three major wars with distinction.