SESSION 4

AVIATION MYTHIC HISTORY

THE DC3DC3THE DC3DC3

Alain BATTISTI

President & CEO

CHALAIR

THE DC3

THE GRAND OLD LADY OF THE

SKIES

BIRTH OF A LEGEND

� LOS ANGELES, CA – December 17TH – 1935

THE MAIDEN FLIGHT

� 1936 - The first deliveries

� 1940 – 90 % of the airlines are using the DC3

� The Douglas is the first “money maker” in the history of commercial aviation

BIRTH OF A LEGEND

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� LOS ANGELES, CA – December 17TH – 1935

THE MAIDEN FLIGHT

� 1936 - The first deliveries

� 1940 – 90 % of the airlines are using the DC3

� The Douglas is the first “money maker” in the history of commercial aviation

BIRTH OF A LEGEND

In the early 30 s, the commercial planes were:

• Small

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� LOS ANGELES, CA – December 17TH – 1935

THE MAIDEN FLIGHT

� 1936 - The first deliveries

� 1940 – 90 % of the airlines are using the DC3

� The Douglas is the first “money maker” in the history of commercial aviation

BIRTH OF A LEGEND

In the early 30 s, the commercial planes were:

• Small

• Slow

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� LOS ANGELES, CA – December 17TH – 1935

THE MAIDEN FLIGHT

� 1936 - The first deliveries

� 1940 – 90 % of the airlines are using the DC3

� The Douglas is the first “money maker” in the history of commercial aviation

BIRTH OF A LEGEND

In the early 30 s, the commercial planes were:

• Small

• Slow

• Uncomfortable

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� LOS ANGELES, CA – December 17TH – 1935

THE MAIDEN FLIGHT

� 1936 - The first deliveries

� 1940 – 90 % of the airlines are using the DC3

� The Douglas is the first “money maker” in the history of commercial aviation

BIRTH OF A LEGEND

In the early 30 s, the commercial planes were:

• Small

• Slow

• Uncomfortable

• Unsafe

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Early 1930’s planes:

BIRTH OF A LEGEND

FORD

TRIMOTORSSTINSON TRIMOTORS FOKKER

TRIMOTORS

HOLLANDUSAUSA

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Because of the low efficiency of the existing models, airlines were claiming for

new types.

BIRTH OF A LEGEND

United Airlines made the choice in 1933 for a new type:

The Boeing 247

The characteristics:

• 2 engines• 2 engines• One fixed wing• All metal (aluminum) aircraft• Retractable gears• Deicing boots• Auto pilot• 14 passengers

The Boeing 247 entered service by eastern airline in may 1933 and set a

cross country record from San Francisco to New York in 19 ½ hours !

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The Boeing 247, despite her small payload (14 pax. max) was a success, but:

- Eastern was affiliated to Boeing and Boeing decided to sell the first

60 planes only to its subsidiary.

BIRTH OF A LEGEND

As a result, TWA President, Jack FRYE asked Donald DOUGLAS to design and

built a commercial aircraft able to compete with those of EASTERN. The DC1,

quickly replaced in 1934 by the DC2, became a success.

Not enough, to American Airlines chairman, C.R. SMITH who asked and

paid for the improvements of a larger fuselage, a wider span, more

comfortable and more powerful engines.

The DC3 is born.

A star is born

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At the end of the year 1940, 75 BOEING 247 has been produced in

comparison with more than 800 DC2/DC3

BIRTH OF A LEGEND

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The main “unknown” American airlines using DC2/3 before the WW II:

American airlines

Braniff Airways

Canadian Colonial Airways (later Eastern Air Lines in 1956)

Eastern

BIRTH OF A LEGEND

Northwest Airlines

Pan American Airways

TWA

United Air Lines Transports Corp

Western Airlines (later merged with Delta)

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The “strange” bargain of Fokker and Douglas concerning KLM purchase.

As you saw previously, Antony Fokker, was producing aircrafts since the WWI.

His trimotors were intensively used by KLM and Lufthansa in the 20’S.

Visiting KLM, Fokker heard about the interest of Albert Plesman, president of

KLM to buy DC2 for his fleet. To have Plesman buy the DC 2 would have

BIRTH OF A LEGEND

KLM to buy DC2 for his fleet. To have Plesman buy the DC 2 would have

seriously affected Fokker’s business. Antony Fokker decided to beat him to

the punch, he took a boat to New York, cross the United States to Santa

Monica, in order to negotiate with Douglas.

He captured the European market by negotiating the sales and

manufacturing rights from Douglas for 100 000$, and few days after, he

welcomed and monitored the KLM delegation visiting Douglas production site!

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BIRTH OF A LEGEND

“We made the DC-3 without a computer to test it. There was plenty of data from

the DC-1 and DC-2 to formulate the design. Often we got down on the floor and

worked things out ourselves.

There was personal ingenuity, and application, and we made things happen

overnight.”

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overnight.”

Ivar Shogran – Chief Powerplant Engineer – Douglas Aircraft Company

“A few of our designs [DOUGLAS aircrafts] attained some degree of fame,

and one of them, the DC-3, has become almost legendary.

There is a warm and permanent place in my affectations and memories for this

airplane, and an even warner sense of respect for the airline operators, the

technicians, and all the commercial and military pilots who have worked and lived

BIRTH OF A LEGEND

with these ships in all corners of the world. To these men must go the largest

measure of credit for the multiple exploits, the almost incredible adventures, and,

even more important, the solid years of dependable and workaday

accomplishment that combine to perpetuate the DC-3 legend.”

Donald W. DOUGLAS, Sr.

(1963)

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THE DC3

THE GRAND OLD LADY OF THE

SKIES

BIRTH OF A LEGEND

THE DC3

THE GRAND OLD LADY OF THE

SKIES

THE WARRIOR

� PEARL HARBOR 1941, the attack on December 7th made the future different for

the world and especially for the US aviation industry.

� The US ARMY made the choice between different programs to equip as quick

as possible the US but also the allied forces fighting in Europe and Asia.

� The decision for a multi purpose cargo and passengers transport aircraft was

initialy made in favor of the CURTISS C46.

THE WARRIOR

� The C46 was a new type of aircraft bigger than the DC3/C47.

� At the beginning, the aircraft was designed to be pressurized with 1 desk for

the passengers and 1 desk for the cargo !

� The engines were very powerful with 2000 Hp on each side.

� The payload of the C46 was of 2,6 tons more than the DC3/C47.

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THE WARRIOR

Despite all the previous arguments, the C47 has been finally preferred after test

flights by the US government because of:

� DOUGLAS was well-known and able to quickly grow up the production.

� The DC3/C47 was reliable, versatile and had proven capabilities.

� The Pratt & Whitney and Wright engines were easy to be massively produced.

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The DC3 entered into the Army in 1940 and thus was widely produced from 1940

to 1945:

• 10.000 in the USA,

• 4.937 in RUSSIA under license (LISUNOV-2),

• 487 in JAPAN (SHOWA L2D).

The C47 SKYTRAIN (military code of the DC3) start to fly everywhere in the world,

over Asia, over the Pacific Ocean, in North Africa as well as in Europe.

THE WARRIOR

The C47 entered in the French history the night before the D. Day in June 5th,

1944.

• 900 C47 were gathered in the South of England.

• 1.800 engines started the engines to liberate Normandy, it was the

“beginning of the End”.

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THE WARRIOR

Normandy D-DAY OPERATIONS

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The use of C47 did not ended with World War II.

The aircraft type has been largely involved in the different allied armies during the

cold war.

The last C47 used by the US AIR FORCE were converted into gunship

(AC47 SPOKY GUNSHIP) for the Vietnam, and intensively engaged up to the end of

this war.

THE WARRIOR

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C47 are still flown by armies at the time, in Mauritania as an example or in South

America (Colombia).

THE WARRIOR

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THE DC3

THE GRAND OLD LADY OF THE

SKIES

THE WARRIOR

THE DC3

THE GRAND OLD LADY OF THE

SKIES

From 1945 to 22nd CENTURY

From 1945 to 22nd CENTURY

DC3/C47 were numerous and available at the end of World War II.

The production ceased at the end of 1945, because it was difficult to stop the

production and to cancel the orders to the industry.

New and used aircrafts were stored in the desert at Kingman, AZ (along the road

66) or at Chino, CA. These aircrafts were full of gas, ready to go at the cost of 25

000 $.

And it became a success to sell C47, and to convert C47 into DC3 (cabin And it became a success to sell C47, and to convert C47 into DC3 (cabin

refurbishing, door modifications, and so…).

From 1945 to 22nd CENTURY

AIR FRANCE:

Air France bought just after the war, more than 70 aircrafts from the US surplus

and began in 1946, domestic flights in France as well as in Algeria, and Morocco.

The affiliates, as well as competitors also used intensively the DC3 in the former

African colonies and in Asia for cargo and passengers operations.

From 1945 to 22nd CENTURY

AIGLE AZUR

Created in 1946, Aigle Azur flown a lot of DC 3 particularly in Indochina (North and

South Vietnam) just after the war.

From 1945 to 22nd CENTURY

The last commercial flight in the United States, 3 years ago. Cargo DC 3 were used

to fly spare parts for the car industry in North of the country.

Canada is probably the last of the developed countries to still going on flying DC 3

for commercial missions.

From 1945 to 22nd CENTURY

Today in Europe, because of the EASA equipment improvements, the DC3 is no

longer a commercial plane but,

a marvelous manner to burn gas,

make noise

and enjoy spending money in the sky.

This is particularly my case, and despite the efforts of the doctors, no one succeedThis is particularly my case, and despite the efforts of the doctors, no one succeed

in making me stop. At the opposite , I am quiet successful in converting them to

come with me and enjoy spent time on Saturday and Sunday with the hands in the

old good grease and breathe the smell of avgas.