One less DC-3 in the World
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One less DC-3 in the World
Four Star Air Cargo (US Virgin Islands / Puerto Rico) lost one of their six DC-3Cs yesterday. A cockpit fire whilst taxiing, apparrently. All crew evacuated safely. Shame about the Dak.
US Virgin Islands: Four Star Air Cargo
US Virgin Islands: Four Star Air Cargo
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One Less DC-3 in the World
My emanuensis has said that I should have said "One fewer DC-3s ..."
Either way, without an office ... Four Star Air Cargo accident - 26 April 2009
... that Dak is going nowhere!
My emanuensis has said that I should have said "One fewer DC-3s ..."
Either way, without an office ... Four Star Air Cargo accident - 26 April 2009
... that Dak is going nowhere!
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These aircraft have a distinguished history, among some of the valiant operations were supplying the Chindits, behind the lines in the Burma jungle, on D Day, towing gliders, the Berlin airlift and much more.
Many will be aware that Jimmy Edwards, the British comedian was a WW2 pilot on Dakotas.
Many will be aware that Jimmy Edwards, the British comedian was a WW2 pilot on Dakotas.
DC3
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Was idly wondering whether a good cut-and-shut artist could fix it. There must be a couple of gash DC-3 front-ends knocking around; a little judicious welding and some body panel filler and *bish bosh* good as new.
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Last flights on a Dak were courtesy of Servivensa down in Venezuela in mid-90s. Puerto Ordaz / Angel Falls areas. Great stuff.
Anyone know if the original Douglas machine tools survived or who now has the production rights? I think Viking in BC have the production rights to most of the old DeHavilland designs.
Wishful thinking, but not hard to imagine a new one with a couple of modern P&W or AiR turbo-props, circa 70 years on.
Anyone know if the original Douglas machine tools survived or who now has the production rights? I think Viking in BC have the production rights to most of the old DeHavilland designs.
Wishful thinking, but not hard to imagine a new one with a couple of modern P&W or AiR turbo-props, circa 70 years on.
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My first boss claimed a record of 84 SOB in his RAF Dakota when flying the Hump in WWII and evacuating the locals in emergency circumstances. I know it's possible, with the conditions he described, ie no seats, err...let's say "reduced" adherence to safety concerns incl staying within MTOW, and a quite low average passenger size and weight, incl children, and no baggage.
But does anyone know of a higher figure?
But does anyone know of a higher figure?
Poor little baby ---
I must fly the DC-3 before they stop flying them
anyone know where to get a few lessons in the USA on that old lady? ---the older pilots were so fortunate to have been given so much time on such simple honest ships
I love DC -3's
PA
I must fly the DC-3 before they stop flying them
anyone know where to get a few lessons in the USA on that old lady? ---the older pilots were so fortunate to have been given so much time on such simple honest ships
I love DC -3's
PA
Damn shame to see another one going the wrong way. On the day that the last F-22 is retired to the boneyard in Arizona the pilot will be collected by a C-47.
Anyway, in case anybody is wondering if they ever flew that one ...
prior ro be N135FS is was N58296, previously FAP204 of the Honduras AF, and originally 42-24405.
Anyway, in case anybody is wondering if they ever flew that one ...
prior ro be N135FS is was N58296, previously FAP204 of the Honduras AF, and originally 42-24405.
>Wishful thinking, but not hard to imagine a new one with a couple of modern P&W or AiR turbo-props, circa 70 years on.
I think these guys will happily sell zero-timed (well, almost) DC-3s. Fantastic machines!
I think these guys will happily sell zero-timed (well, almost) DC-3s. Fantastic machines!
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New Front End
I think a new front end is not out of the question. Depends on how much time and corrosion on the airframe.
The early DC-3s were better at resisting corrosion than the C-47s. The early birds were made from the same aluminum alloy; the C-47s (depending on when and where they were build used different alloys for the skin and the stringers. Some had major electrolysis problems.
At Otis Spunkmeyer we had a C-41, the first military DC-3 which was built in 1938 and a 1945 C-47 (DC-3C) which had only 9300 hrs on it in 1995 when I started flying it. In 1997, we discovered major corrosion in the C-47 while the C-41 had almost none.
I think Bassler probably has the type certificate or knows where it is.
This is from my website.
Douglas DC-3s - Otis Spunkmeyer and Transwest Air Express
The early DC-3s were better at resisting corrosion than the C-47s. The early birds were made from the same aluminum alloy; the C-47s (depending on when and where they were build used different alloys for the skin and the stringers. Some had major electrolysis problems.
At Otis Spunkmeyer we had a C-41, the first military DC-3 which was built in 1938 and a 1945 C-47 (DC-3C) which had only 9300 hrs on it in 1995 when I started flying it. In 1997, we discovered major corrosion in the C-47 while the C-41 had almost none.
I think Bassler probably has the type certificate or knows where it is.
This is from my website.
Douglas DC-3s - Otis Spunkmeyer and Transwest Air Express
And these guys can get you a type or SIC rating.
The DC-3 Network - Website for DC-3 Pilots & Enthusiasts
The DC-3 Network - Website for DC-3 Pilots & Enthusiasts
I wonder what caused that?. The only flammable liquids forward of the cockpit bulkhead are 06A in a de-icer tank (unlikely, given the aircraft's location), small amounts of hydraulic fluid in the cowl flap selectors lines and the engine, hydraulic & Avgas fluids in instrument lines. 
Looks repairable from the photo though, with a nose section from another aircraft.
Looks repairable from the photo though, with a nose section from another aircraft.
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I wonder what caused that?. The only flammable liquids forward of the cockpit bulkhead are 06A in a de-icer tank (unlikely, given the aircraft's location), small amounts of hydraulic fluid in the cowl flap selectors lines and the engine, hydraulic & Avgas fluids in instrument lines.
Jerry can of fuel near the cockpit and a spark ?
Looks repairable from the photo though, with a nose section from another aircraft.
.
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There might also be an opportunity for an interesting hybrid. This week's Pprune competition is: "Identify a Suitable Non-Dak Nose for Grafting onto N136FS"
Points will be awarded for aesthetic appeal, innovation and originality.
The winner receives nothing but the admiration and aprobation of his peers.
Points will be awarded for aesthetic appeal, innovation and originality.
The winner receives nothing but the admiration and aprobation of his peers.
Bring back the Dak!
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Possible sources of fire?
Depending on how modified this aircraft was from original, just inside that open crew door on the left behind the pilot's seat were the two carbon-pile generator regulators which were almost impossible to balance. All of the load would sometimes go on the one, and the only way to get the other one woken up was to switch off the one taking all the load. They could get quite hot, and must be considered a source of fire in this case, I would have thought.
Also the two aircraft batteries, conventional wet-cell, are mounted below the cockpit floor, so plenty of possibilities, IMHO.
Depending on how modified this aircraft was from original, just inside that open crew door on the left behind the pilot's seat were the two carbon-pile generator regulators which were almost impossible to balance. All of the load would sometimes go on the one, and the only way to get the other one woken up was to switch off the one taking all the load. They could get quite hot, and must be considered a source of fire in this case, I would have thought.
Also the two aircraft batteries, conventional wet-cell, are mounted below the cockpit floor, so plenty of possibilities, IMHO.
It looks like the batteries have been dropped, the opening in the gray area below the "crew" door.
The hydraulic res is visibile behind the F/Os seat with scorching at the bottom. The hand pump, gear lever and flap lever would have plenty of 5606 under pressure by the F/Os seat along with the cowl flap selectors on the side wall. The fuel pressure gauge would have gas under pressure going to the instrument panel and the oil pressure gauge has 5606 in it, also under pressure. Lots of fuel once the fire starts, what started it will be interesting.
The hydraulic res is visibile behind the F/Os seat with scorching at the bottom. The hand pump, gear lever and flap lever would have plenty of 5606 under pressure by the F/Os seat along with the cowl flap selectors on the side wall. The fuel pressure gauge would have gas under pressure going to the instrument panel and the oil pressure gauge has 5606 in it, also under pressure. Lots of fuel once the fire starts, what started it will be interesting.