My Favorite DC-3 / C-47 Story
Stevef - course it was 1990! I remember because one of our staff happened to be out on the airfield when the call came from the crew (he was first on the scene before the Fire Service) and he was posted out after the 1990 Air Show.
Obviously the cause was detectable in the cockpit; maybe a 'gear unsafe' warning (there was I believe, only one red or green light, not two).
Obviously the cause was detectable in the cockpit; maybe a 'gear unsafe' warning (there was I believe, only one red or green light, not two).
Further to Milt's comments about control inputs:
Strangely, there aren't any wing control stops in the DC3 aileron circuit; the ranges of movement are governed by cable adjustment. I've no idea why it was designed this way - it could take considerable time to rig the system whilst keeping within the recommended cable tensions. The ailerons had to be set up with an inch of droop as well because they naturally rode up in flight and that gave a true neutral.
The elevators, though, had stops.
Strangely, there aren't any wing control stops in the DC3 aileron circuit; the ranges of movement are governed by cable adjustment. I've no idea why it was designed this way - it could take considerable time to rig the system whilst keeping within the recommended cable tensions. The ailerons had to be set up with an inch of droop as well because they naturally rode up in flight and that gave a true neutral.
The elevators, though, had stops.
Fantome.
When I was a kid I lived on a farm half way between 'the Lake' and Condo. Did quite a few trips to sydney from the Lake. We had generator shed that was painted very red and was often used by the pilots, so they said, as a landmark for their track.
What great trips they were for a kid. Except for the the time we were grounded at Temora and 8 including the driver shared a 3 hour taxi ride to the Lake. Seat-belts, what are they.
When I was a kid I lived on a farm half way between 'the Lake' and Condo. Did quite a few trips to sydney from the Lake. We had generator shed that was painted very red and was often used by the pilots, so they said, as a landmark for their track.
What great trips they were for a kid. Except for the the time we were grounded at Temora and 8 including the driver shared a 3 hour taxi ride to the Lake. Seat-belts, what are they.
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I have a couple of questions about a C 47 KN628 - This was registered G-AOGZ and became N4849 - Does anyone know what became of this particular aircraft?
Also I read that this aircraft became a DC 4 in civil service and I have seen a few what I would have thought were DC 3s mentioned as such but actually described as DC 4s which I thought was a totally different aircraft??
Also I read that this aircraft became a DC 4 in civil service and I have seen a few what I would have thought were DC 3s mentioned as such but actually described as DC 4s which I thought was a totally different aircraft??
Here you go:
76950 (c/n 16534/33282) to RAF as KN628 May 1945.
Used as Field Marshal Bernard Montgomery's personal
transport. To Derby Aviation in May 1954 as G-AOGZ. Became N4849 in 1969, then F-OGDZ
for use in Guadaloupe for tourist flights. After 10 years, sold to unknown buyer who
may have used the plane for drug smuggling. In 1983, converted to Basler BT-67 and fitted
with FLIR and machine guns and to Salvadorian AF as FAES118 for drug interdiction missions.
Another story has it after being bought by Derby Aviation in January 1956, it went to
Strathair who in turn leased it out to Cirrus Aviation and Emerald Air (1965-67),
Acquired 1966 by Hibernian AW, Ireland. Next after being sold and registered as F-OGDZ
for Air Antilles first, then as Air Guadelope (Societe Antilleise de Transports Aeriens/SATA),
it was broken up in Opa Locka, FL
Yes, a DC4 is a completely different aircraft, as you suspect. Four engines and tricycle gear for a start.
76950 (c/n 16534/33282) to RAF as KN628 May 1945.
Used as Field Marshal Bernard Montgomery's personal
transport. To Derby Aviation in May 1954 as G-AOGZ. Became N4849 in 1969, then F-OGDZ
for use in Guadaloupe for tourist flights. After 10 years, sold to unknown buyer who
may have used the plane for drug smuggling. In 1983, converted to Basler BT-67 and fitted
with FLIR and machine guns and to Salvadorian AF as FAES118 for drug interdiction missions.
Another story has it after being bought by Derby Aviation in January 1956, it went to
Strathair who in turn leased it out to Cirrus Aviation and Emerald Air (1965-67),
Acquired 1966 by Hibernian AW, Ireland. Next after being sold and registered as F-OGDZ
for Air Antilles first, then as Air Guadelope (Societe Antilleise de Transports Aeriens/SATA),
it was broken up in Opa Locka, FL
Yes, a DC4 is a completely different aircraft, as you suspect. Four engines and tricycle gear for a start.
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G-AOGZ was operated by Derby Aviation ( Derby Airways) from Burnaston when I was there 57-61.
It was indeed previously Monties aircraft and DA operated it the whole time. I think it was "Darley Dale"
I would think the first senario by Sevef is correct
It was indeed previously Monties aircraft and DA operated it the whole time. I think it was "Darley Dale"
I would think the first senario by Sevef is correct
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When we operating Daks in South Africa, United were flying punters from Joburg up to the game parks.
The parks were fairly short so the short takeoff was 30+ inhg on the brakes ( with stick held hard back
+ brake release, full power and go.
In the days before CRM
one day the sequence got out of phase ! The laddie applied full power before Sir released the brakes
Aircraft tail went up and both props hit the ground at full power.
Exactly as Chevvrons incident both props sheared off at the reduction gear to crankcase flange.
The right hand one went charging off into the bundu but the left hand one, like the Farnborough one came roaring into the cockpit.
The first blade to hit went through the small left hand crew door the second blade rotated in just forward and the 3rd blade actually came into the cockpit just forward the pilots seat back missing the capt, by fractions of an inch !! All blades remained attached to the reduction gear.
The parks were fairly short so the short takeoff was 30+ inhg on the brakes ( with stick held hard back
+ brake release, full power and go.In the days before CRM
one day the sequence got out of phase ! The laddie applied full power before Sir released the brakesAircraft tail went up and both props hit the ground at full power.
Exactly as Chevvrons incident both props sheared off at the reduction gear to crankcase flange.
The right hand one went charging off into the bundu but the left hand one, like the Farnborough one came roaring into the cockpit.
The first blade to hit went through the small left hand crew door the second blade rotated in just forward and the 3rd blade actually came into the cockpit just forward the pilots seat back missing the capt, by fractions of an inch !! All blades remained attached to the reduction gear.
DC-3 Nostalgia in Miniature
<,img http://i141.photobucket.com/albums/r68/sabrejet/IMGP6073.jpg img>http://i141.photobucket.com/albums/r...t/IMGP6068.jpg
http://i141.photobucket.com/albums/r...t/IMGP6066.jpg
http://i141.photobucket.com/albums/r...t/IMGP6064.jpg
http://i141.photobucket.com/albums/r...P1180029sm.jpg
all in 1/48 scale
Last edited by cac_sabre; 11th Dec 2009 at 06:32.
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Haven't had a chance to read all the stories told so far, so hopefully not recounting one already told. Remember being told that one of the '3's being operated by PATAIR/PAPAIR? in Port Moresby had orginally "belonged" to McArthur. This was over the bar at the South Pacific Aero Club in 1970. You can just about make it out at the far left below.
Apparently on one trip they were transporting a rugby club back from TI (Thursday Island) after a game, and when the team have imbibed to excess. Some smart ar*e had the idea of them all moving to one side of the aircraft, then to the other in unison. This kind of upset the jockey. After a short while the Captain burst through the cockpit door revolver in hand telling everyone to sit in their seats, fasten their seat belts and the first person to move from their seat would be shot. Deathly silence from all pax from then on.
Alpha Tango Zulu, the BN2A Islander in the right foreground, was the outright winner of the 1969? London to Sydney air race. It was delivered via a ferry crew at the time, with all the pax seats removed and long-range tanks down the length of the fuselarge. Someone quoted me that it could almost fly for days without refueling.
Also briefly worked for Comair out of Rand Airport late '71. They flew tourists in '3's to Skukuza in the Kruger National Park for quite a while. They were pretty ancient too.
Alison
Apparently on one trip they were transporting a rugby club back from TI (Thursday Island) after a game, and when the team have imbibed to excess. Some smart ar*e had the idea of them all moving to one side of the aircraft, then to the other in unison. This kind of upset the jockey. After a short while the Captain burst through the cockpit door revolver in hand telling everyone to sit in their seats, fasten their seat belts and the first person to move from their seat would be shot. Deathly silence from all pax from then on.
Alpha Tango Zulu, the BN2A Islander in the right foreground, was the outright winner of the 1969? London to Sydney air race. It was delivered via a ferry crew at the time, with all the pax seats removed and long-range tanks down the length of the fuselarge. Someone quoted me that it could almost fly for days without refueling.
Also briefly worked for Comair out of Rand Airport late '71. They flew tourists in '3's to Skukuza in the Kruger National Park for quite a while. They were pretty ancient too.
Alison
Last edited by alisoncc; 12th Dec 2009 at 14:18.
