I think Douglas needs to go to the vault and pull out the plans and start making the DC3 over again, it is a design that combines the best of engineering, design, streamlining, and safety. Why they are still flying, they will out last the venerable B 52. But in that it is a passenger/cargo, its utility is forever. Like the old volkswagen, it just keeps going. Like the flush toilet and Kitchen sink, it is for the ages!!!
@@AeroDinosaur Sad, but true. I hope I get a chance to fly on one before I pass over. 66 and still loving the beautiful old things that made us so happy!
End of the month I have to bring a friend to Frankfurt airport. If you approach on the highway from the south, you see the Berlin Air Bridge Memorial. And one of the DC3‘s that created it. In Germany we Call them „raisin bombers“ because of that.
I believe the single biggest reason the DC-3 has survived so long is the fact it was an "Unpressurized" aircraft. it was not subject to the pressurization cycles the later models had to endure, and which lead to each one's eventual scraping due to metal fatigue.
nailed it. Also partly because is was overbuilt due to engineering unknowns of this early era in aviation.... if in doubt, make it stronger until you don't have doubt.
Lost will be one of the most distinctive aircraft sounds in our skies! However, it's hard to retire one of the best aircraft design-builds in history. Long may the DC-3 run!
I flew the DC-3 for several years into and out of Central and South America as well as in and out of Florida/Texas. It is my favorite aircraft of all time.
I bet that was rough duty sometimes--I can only dream about experiences like that flying a DC-3. We're always glad to reach real pilots of these machines! J.A. Reed
Wow. The first time I flew in a DC-3 was in 1966 when I was a dependent of an ARAMCO engineer and living in Saudi Arabia. I don't recall where we went, but the trip was inside Saudi Arabia.
In Austria 🇦🇹 Europe in Salzburg RED BULL is still flying a fully restored DC-6. Sometimes they come to Upperaustria 🇦🇹where I live. It belonged the Ex-Yugoslav president Marshal Tito and was sold to Africa. It was a hard work to fly this plane to Europe from Africa. The best engineers restored it perfectly here in Salzburg Austria. Greetings from Linz Austria 🇦🇹 Europe!!! 😺💪😎👍🍀🏔💙🍺🫡🐺
I was so happy when I found your channel. Love the poor mans hanger. I built models' of many of those growing up. Thank you for sharing these wonderful aircraft with us viewers.
I flew in a DC-3 as a 10 year old. My uncle flew Wellington's with Bomber Command during the war. After the war he flew DC-3 aircraft for Ansett Airlines. ( later he flew Fokker F27 and jet powered aircraft for Ansett Airlines - first Ansett pilot converted on to jets). I have a great appreciation for the DC-3.
I rode in a converted DC-3 of Mission Flights out of Vero Beach IRCC. It was double efficient to the standard piston, seemed to climb 2x faster, take off in .5 of the distance.
I was going to college in Santa Barbara when Conroy was at it. I photographed the construction of DC3/jets and he also was guppizing a VISCOUNT, had put Darts on an SA-16 flying boat and a dart in the nose of a Cessna mixmaster and took out the rear engine. The open back made a great skydiving plane over Santa Barbara airport.
I flew in the jump seat of a C-47 that towed gliders on D-Day for the Canadian Air Force. I saw the Basler DC-3 fly over this summer. We can see all kinds of aircraft from our deck with a nice view. We see civil, commercial and military all the time. There is a DC-6 that flys by low a few times a month. I started working on the North Slope in 1980 and never saw a DC-3 up there. When ever I traveled to remote drill sites we usually flew in twin otters.
Chris--Thanks for sharing your experiences. I think you live in the only place in the world where you can see DC-6s in operation--I presume you live near where Everts Air Cargo has operations. I bet lots of Baslers as well. Thanks a lot for checking us out! J.A. Reed
@@AeroDinosaur I live just west of Wasilla. We see a lot of Wasilla and Palmer air traffic coming out of the west. We also see a lot of Air Force traffic being 20 miles off there North runway. We see the C-17s and C-130s making runs on the Malmute drop zone. I’ve had jobs that took me all over the state doing communications work. I worked an FAA satellite contract a couple of years where I worked in the field and at ZAN. It is always amazing some of the different types of aircraft that I have flown in up here.
@@Chris_at_Home In the 1970s we had diverse aircraft like that operating down here in St. Louis. Not anymore. We only see sameness--just 737s and A320s now.
@@bruceleithead475 Yes, it was basically blocking the cockpit from the rest of the aircraft when folded down. I wished I had a camera as it was a bright beautiful day at the end of May with the leaves having that light green from just opening up. We flew from Bettles to Fairbanks. We chartered it to transport a bend equipment rack on a FAA sat comm project I worked on for a couple of years.
Rode a Basler to/from Tripoli/Valetta in 2011/2012 (DoS Air). Originally a 1943 model; it flew well. On take off, the tail rose and it lifted off with an almost horizontal angle of attack.
The DC-3 has always been my favorite airplane. Historic of course, but they are cartoonish. When a cartoonist used to draw (when cartoons were ACTUALLY drawn) they drew a DC-3 variation when they drew an airplane.
I'm old enough to remember that. It is kind of an iconic "general" airplane shape, that was (and sometimes still is) used all the time in cartoons and pop culture. Art deco might be another term for it.
Thank you so much for such a speedy response. I usually listen with only one earpiece in so did not get the other channel. I was a little surprised that no one else experienced the same issue so thanks for solving that for me. I will re-watch your video tomorrow.
The DC3 will not go away because it is a very rugged aircraft. The DC3 was buikt back in the days when a lot of small airfields had no runway as we know it today. Just a dirt strip if they were lucky and a grass pasture er field for most. So the DC3 had to have robust landing gear. And robust landing gear need a robust airframe to fasten it to. Even today there are many companies who scour the world for old DC3 to rebuild. !
The South African air-force converted some of their DC 3s to turbo props in the 1990s. They used to operate from Ysterplaat airport outside Cape Town. I haven't seen them in recent years - not sure if they are still in service. Had one alarming encounter involving a DC3. Was sailing near the naval battery in Simon's Town on Navy Open Day, when a Dak towing a target came sweeping low over me - I didn't hear it - and the Anti aircraft guns started shooting at the target for the entertainment of the people attending the Navy Open Day. The sound of the bullets ripping through the air sounded like my sail being torn. These days when the navy fires its guns, it sends out a patrol boat with a very dirty red flag to warn boats to stay clear, although astonishingly, I have seen kayaks venture into the target zone!
Thanks for the info, did not know there were South African military conversions--great to know. Thanks for watching and sharing your harrowing DC-3 demo experience. Surprised they used live ammunition at a public event like that!
The Lee county mosquito district (in sw Florida ,the largest district in the state) had 5 ,D.C.3’s painted yellow and would often spray in formation (which was truly awesome to see) and in around 2010 they sold the 5, and bought 2 balser units, and they now do the same amount of work,better speed,fuel economy, and less stress on the airframe.
In the mid-1980s I visited the Monroe County Mosquito Control District on Marathon Key, Florida. They too flew about 5 DC-3 sprayers, and the manager let me walk around to take photos of them inside and out. They got rid of them at some point and I do not know what they use now. I know a guy in California who bought one of their DC-3s and had it meticulously re-configured inside and out for passengers. His name is Tom Hanks, but not the one you are thinking of. J.A. Reed
John A Reed. From one who as a kid had 1/72 and 1/48 scale model airplanes that were mostly purchased from morning paper route and lawn mowing money. I can appreciate that fine collection of models on the shelf. I used to see several C-119 Boxcars and a few other prop aircraft at Wright Patterson AFB. As a kid we lived across the street from where the prototype Y1B-17 crashed due to pilot error (not sure about the correct nomenclature but that runs in my mind). A side note the B-17D The Swoose is there being restored in the same hangar that Memphis Belle was done in. There was more than a smattering of C-47's the occasional C-121 and other prop transports in and out of that Air Base in spite of this being the latter twilight years for radial powered aircraft. Now as I'm past my 70th on God's good earth the thought of growing up during this truly transitional time often evokes a wistful smile as I stroll down memory lane. I enjoy your videos sir as many of the aircraft in them stir fond recollections of my distant youth and fuel that yet brightly burning love affair with the military aircraft of a bygone time. Thank you. And yes the C-47/DC-3 is a design that endures. It was around before me and will probably be around when I'm gone.
Thanks for checking us out and for sharing your background. Really interesting that you lived across the street from where the prototype B-17 crashed. As you know, that horrible event has been widely covered in history books. I'm really honored that AeroDinosaur channel helps revive a lot of memories for you. At 67 years old, I dig that sort of thing as well!
AeroDinosaur Enthusiasts, If you are also home “Do It Yourselfers”, subscribe to my “Let’s Fix It Right” channel, tell your friends and family about my channel, and send them this a link to my channel’s videos: ruclips.net/user/LetsFixItRight Regards, Let’s Fix It Right
There was a company here is NZ that converted DC-3s into turbo power back in about the 1980/1990s I think, but they were intended for top dressing. May have been Pacific Aerospace.
10/24: Excellent. I have flown on DC3's twice. Once with American Airlines when I was a child and once with the FAA, flying approaches to certify the new VASI Lights that we had just installed at Cannon AFB in 1973. Of Course, Not Turbines. I have subscribed. Thank You.
Thank you for this video. My favorite airplane has ALWAYS been the DC-3 for as long as I can remember. There's something magical about its shape, and the sound of its radial engines that seem to imply it WANTS to go flying. I've heard wonderful stories about them from pilots who have flown the type. The only thing on my bucket list is to fly one myself. It won't happen. It will just have to be my life-long dream. Thank you, again for this well produced homage to the greatest plane ever built.
Thanks for watching and glad you seemed to like it. A ride on a DC-3 is also on my bucket list, but the chances of that are growing thin for me as well! J.A. Reed.
The DC-3 (alias Dakota, C-47, Skytrain) was designed and first built BEFORE engineers had a good handle on metal stress analysis, metal fatigue. Therefore, to be safe the DC-3 was overbuilt. This made it a particularly tough aircraft and long lived....very long lived. Eisenhower dubbed it one of the allied pieces of equipment that won WWII for the allies, along with the LST (assault landing craft) and the Jeep.
In 90s, my dad was in the Army. His unit announced a airborne jump from a DC3. Many people signed up quickly. On the day of the jump, they were upset to find out it was a "turbo-gooney". He also was upset when a jump from a OV-10 was scrubbed.
My last job was overhauling and repairing accessories for some DC3 .. still many of all types of piston engines are still going all over the world many in Alaska
Looks like you covered the spectrum. Thanks for watching and I'm sure you have heard it many times before--thank you for your service. My cousin did the same thing at Bien Hoa airbase those same years, 1969-70. J.A. Reed.
Great to see N968F in action. I saw it on March 26, 1991 at the Hong Kong International Airport (Kai Tak) but it was only parked. I still have the photo but can’t upload in here. Just wonder if this aircraft is still in operations now. My only ride on a DC-3 was on December 16, 2015, registration ZS-BXF. Just love the feeling being in the air with it!
Very interesting that you crossed paths with the plane at Hong Kong two years before I filmed it! I don't know its fate but I'm sure some viewer will tell us in due course. When I find out I will certainly let you know. Thanks for checking us out!
N968F, according to the faa.gov website, was last registered to an experimental class Dragonfly MK2 aircraft. And it was done in 1996. Registration expired in 2001, and hasn't been renewed or put to another airplane since. Reason: export. I can only assume your airplane either doesn't fly anymore, or does so illegally or under a new registration to another country. Sorry :(
Ringo Chui: See comment from 2fathomsdeeper who says this N868F was destroyed in the [1997] midair that killed founder Warren Basler during a photo shoot. However, this is contradicted in an article in the August 2021 issue of Air Classics, a highly reputable aviation history magazine, that says Basler was killed in a midair between the Beech Bonanza he was flying in and a "new" BT-67 they were photographing. N868F "Baby" was not "new" in 1997, but the magazine may have gotten that wrong, but I think unlikely.
Hello, I just discovered your channel. Speaking of radial engines. I think some of your viewers would be surprised to discover that the R2800 was installed in new aircraft right up until 1988. The P&W R2800 CA3 variant was installed in new CL215 water-bombers that were manufactured in Canada by Canadair LTD in Montreal. On a production run from 1968 until 1988 . The engine was rated at 2100hp at takeoff. In the CA3 the rated power was 2100hp. I flew the 215 until 1998 when we switched to the CL415 powered by a P&W 123 AF gas turbine. At the time this was the largest radial I’d ever flew behind have experience on R985, and 1340 prior. The 2800 had a hard life in the wild fire bombing role sometimes going from full power back to idle every 3 minutes when in close range to a suitable scooping lake often for 3 hours at a time. I experienced only 2 engine failures in the time I flew them. It is an incredibly robust engine and I’m sure it’s designers would role in their graves if they could witness what we did with those engines.
Peter, glad you found us! We have a video on the CL215 entitled "CANADAIR CL215: Fire Attack Demo 2019" you might like when you get around to it--I'm sure viewing this video can't possibly compare to your experience of actually flying it. In it I think we talk about the paradoxical choice of the R2800 as its powerplant a decade after production was ceased. We also have videos on AeroDinosaur channel on the DC-6, Martin 404 and On Mark/Douglas A26, all powered by C-Series R-2800's like you flew, as well as R3350-powered Constellations and DC-7C (not as reliable as your R-2800) An honor to hear from experienced pilots like you . . .
@@AeroDinosaur Thanks for the welcome. I retired 9 years ago after 34 years in the aerial fire suppression business. I took you up on the Oshkosh demo clip and left a couple of comments you may be interested in.
The Tri 3 was still in operation during the summer of 1990 doing research at the North Pole regions, based out of Thule Greenland, my close friend John Haggland a Fairbanks AK resident was the crew chief
Thanks for that interesting bit of information--I didn't know that. Glad that plane lasted at least that long, and they should have built more of them! And thanks for watching, J.A. Reed
@@AeroDinosaur John use to tell me how sore the military was because they wanted that mission, but they didn't have an aircraft that could do what the tri 3 could do
Between the non pressurized cabin and the present day cost prohibitive industrial duty grade air frame those planes are rebuild-able and re-certifiable forever. Science labs in Antarctica getting their supplies delivered in DC 3s.
My first DC3 flight was hauling critical radio gear to forest fires. I noticed what I thought was an excessive amount of oil leaking from the #2 engine. I notified the pilot who told me to let him know if it stopped!
You didn't mention the AC-47 "Spooky" gunship flown very successfully during the Vietnam Conflict. It was a derivative of the DC-3 and was also known as, "Puff the Magic Dragon".
Thanks for the informative video. I was a bit surprised that you didn't cover the South African Turbo conversion. Which if I remember correctly are still flying.
@@AeroDinosaur I got a few skydives from a South African turbine conversion DC3 near Pretoria in 2000. Lovely aircraft normally flying cargo between Wonderboom and Durban. Loads of room but as you leave the door you need to keep your head down as that tail is low… Be well and peace be with you.
During the late '90s, I dropped my wife at the Kansas City airport one weekend. Before I made the trip back home to Mid-Missouri, I drove by my old Naval Air Reserve drill site, which had been BRAC'd, at the New Century Air Center, or Gardner Kansas Industrial Airport, just Southwest of Olathe, Kansas, and Kansas City. That aerodrome began life as Naval Air Station Olathe back in the '40s, in "The Prairie Navy", as a backup for a Navy Flight & Technical Training base. Well, I rounded the corner nearest the FBO at New Century, and what to my wondering eyes did appear, 2-3 rows of Gooney Birds fitted with turboprop engines! I felt like a cow staring at a new gate! Strangest thing I had ever seen. Later I learned that these were Basler BT-67s.
Yes--New Century NAS Olathe has quite a history. I know several Naval aviators who were based there and flew out of there up until the 1970s or '80s. Still a very active civilian airport where you can find anything at any time! J.A. Reed
@@AeroDinosaur Your video was very informative, both succinct & complete, regarding the BT-67 and variants. Very surprised to hear that the Basler price is $9M, when a flyable Gooney Bird is closer to $300K. Would be fun to have one to fly about in, but then you're still sick with an unpressurized aircraft limited to lower flight levels and only turboprop airspeeds at best. I flew with the US Navy in the Lockheed S-3A Viking, so when we weren't fluttering about over a field of sonobuoys at somewhere below 10,000 ft, we were flying airways at up to FL 400 & 400 knots. I've always wanted to get my own rig to fly cross-countries in, but I'd be disappointed if it couldn't achieve the same or similar parameters.
@@jazzandbluesculturalherita2547 Thanks for the complement and comments. And thanks for your service in the S-3A! I remember when they went into the fleet when I was in college in the mid-1970s. Before that I saw their predecessor, the S2 Tracker operating out of North Island San Diego. J.A. Reed
DC3 is the first plane I ever flew in from bris to Melb back in the early 50s absolutely love the old girls and I would do it again if I ever get the chance
"I think the DC-3 is an excellent flyer. The new engine conversion is a plus for a faithful vintage flyer. Thank you for your insight on this marvelous aircraft. I feel all the DC-3's should be restored as a signature iconic flyer."👍 ~Thank you for your appreciation display Mr. John Reed; You have been most informative. Note? I am interested in this craft also Mr. Reed. It(The craft) is a spacious relaxed flyer that has a stable glide ratio offset once safety actions are put into play.~
Back when I was in High School a long time ago I did a book report on a book about the DC 3 and how it was a plane that was still around and flying and doing the jobs required of them. That was in the late 1960's... Looks like they'll still be around long , long, long after I'm gone.
Brings back great memories for me, my late father worked on DC 3 and 4 props from the radial motors, use to spend lots of time going to work with him, in South Africa at Fields Avation.
The plane has a solid airframe, unpressurize sistem, don't put stress, engines are very well if it maintened correctly, of course turbine engine inmortalize the plane for ever, but cost a fortune the convertion.
Thanks for the info and for checking us out. We like to reach people like you with actual experience that we don't have! I don't think too many people have flown in a BT-67.
I also heard the Tri-turbo 3 had an insurmountable issue that was a major contributing factor to it being unsuccessful: the cockpit/nose section of the DC3 isn’t exactly airtight, and exhaust/engine fumes from the nose engine entering the cockpit was a problem they were never able to resolve.
I was one of the lucky boomer kids that started flying on American Airlines 707 fleet from Dulles. No propellers for this kid until the one time I flew on Piedmont as a young teen Navy Corpsman.
I thought the Tri-turbo 3 ended up at Basler, parked across the road just down the street from the Basler facility. I understand the tail of it was pulled off and sent to Antarctica to be used in the repair of another Basler 3 that was crash landed in a mountain there. It is quite the story as to what was involved in the recovery of this aircraft (why it had to be recovered, planning, preparation, logistics, and repair/recovery.)
Thanks for your astute clarification, I will make note of that in the written description that you mentioned this. I've seen PT6's with a very low prop idle RPM with their free turbine.
As long as the Airframe is Good the Turbine conversion is the cheapest way to fly cargo. Round engines were worn out in 1976 when I flew/worked the DC3.
@@AeroDinosaur Keith Dayton in North Calif did the last 1830 OH...did the break in, 1st flight out of Oakland #2 Master rod failed near MGTO weight ... as in I could see the master rod through the missing front bell mouth. You can only OH this stuff so many times.
I worked for General Motors at the Milford proving grounds from 1967 to 1974. I rode on GM's corporate airline a couple of times. They made regular stops at the cities where GM had manufacturing facilities in the upper Midwest. I remember a very spacious aircraft interior with small desks at most seats. It was a prop type airplane. Later on I always wondered what type of aircraft this was. Does anyone know the answer?
I'm pretty sure GM flew a Convair 580 turboprop within that timeframe. It was a conversion of the piston Convair 340s and 440s, with Allison 501 turboprops of about 3,250 shaft horsepower. each. Thanks for watching. J.A. Reed
Very surprised the AVCO Lycoming T53L701 turboshaft engine was never considered for the DC-3. It shares parts commonality with the UH-1H helicopter version of the T53 so costs for spares would very agreeable rather than having to be stuck with OEM pricing from, say Pratt & Whitney...
I agree. Another helicopter engine that was at one time converted to fixed wing application was the Lycoming T-55 that powers the Boeing Chinook. The T-55 went into the Piper Enforcer (P-51 light attack COIN conversion) prototypes in the 1970's. Air Force said "no thanks" because most of their pilots could not fly tail draggers among other issues. T-55's are now the engine of choice with the unlimited hydroplane boat race crowd--now a dwindling sport because of lack of young-generation interest.
@@AeroDinosaur Yeah the "unlimited" hyrdoplanes that can't use T55s more modern than the T55L7C. I suspect it becomes too difficult to keep those things on the water with so much power and speed.
Agreed! There is no aircraft in the world that can equal the stubbornness of the beautiful DC-3. Happily, it will outlive me as well! Thanks for watching! J.A. Reed
Baby, the Basler turbo conversion seen in the EAA footage, was destroyed in a mid-air collision with a photography aircraft. Believe Warren Basler died in the crash. It's been a long time. Drove past the shop today, and it looked like they have around 10 getting ready to get converted or are ready to go.
Thanks a lot for this update, I knew Warren died in a 1997 midair, but did not know it was in this particular plane. Very sad. I will pass this on to people who were asking about the current status of N968F.
There was a DC3 turboprop converter based in Clifton, Texas (airport ID 7F7) in the 1970's using PT6 power. Schaeffer outgrew Clifton and moved to larger digs. Somehow it seems to have been omitted from your summary
Thanks for watching and for the info. We were just sampling the higher-profile conversions and could not be all-inclusive. I mentioned, but did not cover the Preferred Turbine conversions (scarce information on them), and did not know about the one in Clifton TX--thanks for pointing this out!
Well, whatever it takes! We will be talking about the Carvair in our Poor Man's Hangar series. Please let me know if you have any footage that we could get permission to use!
@@AeroDinosaur I don't have any footage but I can tell you anything you wanna know about N83FA carvair numba 5. She took out our local Piggly wiggly on April 4th 1997. I took a couple of pretty flowers for the pilots on Monday. It's been 25 years since it happened
@@colevarela7320 N83FA regularly flew over my house in St. Louis 1995-1996 flying auto parts in from Americus, GA. I saw it all the time (hard not to notice a one-of-a-kind) and was shocked in early April 1997 when it went in--turns out it was in St. Louis a few days before. I guess you know crew members killed were Larry Whittington and co-pilot Ralph Josey--most likely the guys who flew over my head--RIP. Very sad! Would be glad to trade information with you--just email me at j.reed3930@sbcglobal.net
@@AeroDinosaur aw hell yeah. That's big plane right there. I gotta picture of it on my wall. Way before my time but I wish! I could see her take off n land one time. I'm probably the youngest carvair enthusiast you'll ever talk to
@@colevarela7320 Every time I'd seen a Carvair in flight it was the only airworthy one. Like I said, saw 83FA regularly in 1995 and 1996, but in August 2005 I also saw 89FA (also once flown by Custom Air Service) flying over St. Louis tracking Victor Airway 88 on its way to Rantoul Illinois to fly skydivers for a meet there. That was the very last trip a Carvair ever made, and 89FA now survives in a non-airworthy condition in Texas. On one of those Rantoul skydive takoffs (something like 80 skydivers in the plane) it just missed a grove of trees on the end of the runway by around 2 feet. Very close call.
I live really close to the Preferred turbine conversions, with many of my friends families working there. I've gotten to go climb around and in the DC-3 airframes awaiting conversion, and yes they are quite small. one of their Turbine 3s crashed on takeoff killing both pilots, one of whom who went to my church and I knew really well. it was a bad engine and was below the curve. they never stood a chance to climb out as it happened before right rotation.
Yes, I heard about Preferred Turbine's unfortunate crash, sorry it was one of your friends. PT6 turboprops are supposed to be reliable. Basler had some bad crashes too . . .
The Dakota will still be around long after we`re gonne (I`m 60`s generation). I remember seeing them around 168 ( I was then 7 year old young boy) with my father on an african air strip.
While early turbines were gas guzzlers compared to recips, the fuel burn on planes powered by the later P&W Canada PT6's generally closed and in most cases reversed that gap. I think the PT6 at the 700 horsepower at cruise setting has slightly lower fuel consumption and obviously more efficient than the piston R-1830 at 700 hp cruise setting. It is my understanding that as piston engines grow larger they lose efficiency, and as turboprops get larger, they gain efficiency--and vice-versa. They are equal (cross over) at around the 500 hp range. That is my informed opinion but someone more experienced may slam me down on this!
My bad! The British were the first to convert the DC-3 to turboprops. I don't recall whether I mentioned that or not. There was one Mamba conversion for testing starting in 1949, and BEA had two converted with Darts for cargo-proving flights starting in the early 1950s. The cargo-flying test pilots loved them. These tests did not last long--all three were soon converted back to their original piston R-1830s. Thanks for watching anyway! J.A. Reed
Ok, so updating the DC3/C47 with the PT6 gives a cheaper alternative to more modern types, wouldn't doing the same with the DC6 and DC4 be an option? There are plenty of those about.
I'm just thinking that the economics weren't there with the prevalence of larger twin turboprops--Convair 580s, Fairchild F-227s etc. Also, the 4-engine Douglas's weren't good at short-field ops despite their higher capacities. These are only my wild guesses. J.A. Reed
Not exactly sure which takeoff incident you are referring to--please let me know. In the early 1980's I saw one C-47 takeoff attempt end in high-speed ground loop here in St. Louis (CAF)--all walked away, but the plane sat on the side of the runway for many days waiting for main gear and wing tip parts--no other major airframe damage.
Good afternoon. in our country there were many aircraft of the USSR variant IL14 and IL18. some of us thought about such a de alteration. Tell me, in your experience, is it worth it?
Yes, it is definitely worth it for certain operators, but not as a DC-3 (or IL14/18) replacement. Turboprop conversions of these planes cost around 30 times the cost of a stock airplane.Thanks for watching!
![SahBabii - Viking [Official Music Video]](http://i.ytimg.com/vi/D37cL92JX0I/mqdefault.jpg)
I think Douglas needs to go to the vault and pull out the plans and start making the DC3 over again, it is a design that combines the best of engineering, design, streamlining, and safety. Why they are still flying, they will out last the venerable B 52. But in that it is a passenger/cargo, its utility is forever. Like the old volkswagen, it just keeps going. Like the flush toilet and Kitchen sink, it is for the ages!!!
We agree, but I don't think today's Boeing (formerly Douglas) would listen to us!
@@AeroDinosaur They never do, they want to build something faster, more expensive, but clearly their is a market for a 85 year old design.
@@wolfgangholtzclaw2637 I agree! No matter how superior, "Old" is "Out"!
@@AeroDinosaur Sad, but true. I hope I get a chance to fly on one before I pass over. 66 and still loving the beautiful old things that made us so happy!
Douglas is the reason Boeing is in the sorry state it’s in. Boeing should never have bought Douglas out and let the creditors scrap its bones
Why in the world would we ever want them to go away? They are simply wonderful!!!!!
No argument here--don't worry, they never will!
You know you're gettin old when one of your favorite rides is a museum piece! 😢😂❤
64 years old, and a lifetime aviation nut, and you've shown me something new, and something never imagined. Thank-you!
Thanks for the nice comment and glad you learned something! I learn something new every day. J.A. Reed
this is bill again, i used to work at hamilton standard on 54h60 oil controls as well as all sorts of jet fuel controls
That sounds like fun to me!
New Orleans Mosquito control ran DC-3 until Katrina wiped it out. Having that thing fly over at 500 feet was something I'll never forget!
I knew this Channel now, Air dinosaur , good explanation and vídeo.
Thank you very much! Glad you found us and thanks for watching. J.A. Reed
Used to fly to school in one of these back in the 1950's. Always had a soft spot for them since!
End of the month I have to bring a friend to Frankfurt airport. If you approach on the highway from the south, you see the Berlin Air Bridge Memorial. And one of the DC3‘s that created it. In Germany we Call them „raisin bombers“ because of that.
Thanks for checking us out--I remember about the term "raisin bombers".
I believe the single biggest reason the DC-3 has survived so long is the fact it was an "Unpressurized" aircraft. it was not subject to the pressurization cycles the later models had to endure, and which lead to each one's eventual scraping due to metal fatigue.
That, as well as it's huge useful load and short runway & unpaved runway versatility.
Just an all-around fantastic airplane.
The main reason is the overbuilt wing spar. They just don't wear out! I know where the boneyard for the bodies is! They're all missing their wings.
@@2fathomsdeeperthe complete plane was overbuilt ..
nailed it. Also partly because is was overbuilt due to engineering unknowns of this early era in aviation.... if in doubt, make it stronger until you don't have doubt.
@@ThomasNux Yep, it was unknow territory, so built it like an anvil.
The DC-3 is also one of the most graceful looking plane. We might even say it's beautiful.
I must agree with you for sure. Thanks for watching! J. A. Reed
Lost will be one of the most distinctive aircraft sounds in our skies! However, it's hard to retire one of the best aircraft design-builds in history. Long may the DC-3 run!
I agree, the turboprop seems to take away the DC-3's soul, but I guess aircraft aren't produced for their sound! I concur, long live the DC-3 anyway!
DC3 and the B52, two the longest in service types in existence.
Can't believe it took this long to lay eyes on a DC-3 with turboprops. WOW!
I suppose NOTHING ELSE will haul nearly as much into a short airfield !
I don't know for sure, but you are probably right!
Nothing beats those last generations of propeller driven piston engined aircraft.
Agreed! Thanks for watching. J.A. Reed
Long live the Gooney Bird! Amazing that with a simple re-engine they keep flying on into the new millennium...
I flew the DC-3 for several years into and out of Central and South America as well as in and out of Florida/Texas. It is my favorite aircraft of all time.
I bet that was rough duty sometimes--I can only dream about experiences like that flying a DC-3. We're always glad to reach real pilots of these machines! J.A. Reed
DC -3 One of the best airplanes of all times! if not the best! 🤠👍
Wow. The first time I flew in a DC-3 was in 1966 when I was a dependent of an ARAMCO engineer and living in Saudi Arabia. I don't recall where we went, but the trip was inside Saudi Arabia.
Practice runs for 9/11
How old are you?
@@SuperBoop In my 60s.
@@thisismagacountry1318 Nope.
I remember as a kid seeing them still being used by the airports at CVG and LUK for cargo.
In Austria 🇦🇹 Europe in Salzburg RED BULL is still flying a fully restored DC-6. Sometimes they come to Upperaustria 🇦🇹where I live. It belonged the Ex-Yugoslav president Marshal Tito and was sold to Africa. It was a hard work to fly this plane to Europe from Africa. The best engineers restored it perfectly here in Salzburg Austria. Greetings from Linz Austria 🇦🇹 Europe!!! 😺💪😎👍🍀🏔💙🍺🫡🐺
I love the sound that the DC3 engines make. Awesome cool! Thank you for an excellent presentation. 🙏
Thank you very much. Thanks and glad you enjoyed it.
I was so happy when I found your channel. Love the poor mans hanger. I built models' of many of those growing up. Thank you for sharing these wonderful aircraft with us viewers.
You bet, thanks for watching our channel and your complements! We have fun doing it. J.A. Reed.
I flew in a DC-3 as a 10 year old. My uncle flew Wellington's with Bomber Command during the war. After the war he flew DC-3 aircraft for Ansett Airlines. ( later he flew Fokker F27 and jet powered aircraft for Ansett Airlines - first Ansett pilot converted on to jets). I have a great appreciation for the DC-3.
I flew in the original version back in the late 1950's when it was start-up Delta's main plane. Now there's one in the Aerospace Museum in DC.
I rode in a converted DC-3 of Mission Flights out of Vero Beach IRCC.
It was double efficient to the standard piston, seemed to climb 2x faster, take off in .5 of the distance.
I was going to college in Santa Barbara when Conroy was at it. I photographed the construction of DC3/jets and he also was guppizing a VISCOUNT, had put Darts on an SA-16 flying boat and a dart in the nose of a Cessna mixmaster and took out the rear engine. The open back made a great skydiving plane over Santa Barbara airport.
Very interesting! Also, I never heard of that crazy Mixmaster/Dart conversion. Thanks for checking us out.
I flew in the jump seat of a C-47 that towed gliders on D-Day for the Canadian Air Force. I saw the Basler DC-3 fly over this summer. We can see all kinds of aircraft from our deck with a nice view. We see civil, commercial and military all the time. There is a DC-6 that flys by low a few times a month. I started working on the North Slope in 1980 and never saw a DC-3 up there. When ever I traveled to remote drill sites we usually flew in twin otters.
Chris--Thanks for sharing your experiences. I think you live in the only place in the world where you can see DC-6s in operation--I presume you live near where Everts Air Cargo has operations. I bet lots of Baslers as well. Thanks a lot for checking us out! J.A. Reed
@@AeroDinosaur I live just west of Wasilla. We see a lot of Wasilla and Palmer air traffic coming out of the west. We also see a lot of Air Force traffic being 20 miles off there North runway. We see the C-17s and C-130s making runs on the Malmute drop zone. I’ve had jobs that took me all over the state doing communications work. I worked an FAA satellite contract a couple of years where I worked in the field and at ZAN. It is always amazing some of the different types of aircraft that I have flown in up here.
@@Chris_at_Home In the 1970s we had diverse aircraft like that operating down here in St. Louis. Not anymore. We only see sameness--just 737s and A320s now.
Where is the jump seat located in a DC-3 ?
Is it a fold down seat between pilot and co-pilot at the hydraulic accumulator ?
@@bruceleithead475 Yes, it was basically blocking the cockpit from the rest of the aircraft when folded down. I wished I had a camera as it was a bright beautiful day at the end of May with the leaves having that light green from just opening up. We flew from Bettles to Fairbanks. We chartered it to transport a bend equipment rack on a FAA sat comm project I worked on for a couple of years.
Rode a Basler to/from Tripoli/Valetta in 2011/2012 (DoS Air). Originally a 1943 model; it flew well. On take off, the tail rose and it lifted off with an almost horizontal angle of attack.
Thanks for watching and sharing your experience. Libya not a happy place in 2011 and 2012, and I guess not now either!
The DC-3 has always been my favorite airplane. Historic of course, but they are cartoonish. When a cartoonist used to draw (when cartoons were ACTUALLY drawn) they drew a DC-3 variation when they drew an airplane.
I'm old enough to remember that. It is kind of an iconic "general" airplane shape, that was (and sometimes still is) used all the time in cartoons and pop culture. Art deco might be another term for it.
Thank you so much for such a speedy response. I usually listen with only one earpiece in so did not get the other channel. I was a little surprised that no one else experienced the same issue so thanks for solving that for me. I will re-watch your video tomorrow.
Very good! Thanks!
The DC3 will not go away because it is a very rugged aircraft.
The DC3 was buikt back in the days when a lot of small airfields
had no runway as we know it today. Just a dirt strip if they were
lucky and a grass pasture er field for most. So the DC3 had to
have robust landing gear. And robust landing gear need a robust
airframe to fasten it to. Even today there are many companies
who scour the world for old DC3 to rebuild.
!
The South African air-force converted some of their DC 3s to turbo props in the 1990s. They used to operate from Ysterplaat airport outside Cape Town. I haven't seen them in recent years - not sure if they are still in service. Had one alarming encounter involving a DC3. Was sailing near the naval battery in Simon's Town on Navy Open Day, when a Dak towing a target came sweeping low over me - I didn't hear it - and the Anti aircraft guns started shooting at the target for the entertainment of the people attending the Navy Open Day. The sound of the bullets ripping through the air sounded like my sail being torn. These days when the navy fires its guns, it sends out a patrol boat with a very dirty red flag to warn boats to stay clear, although astonishingly, I have seen kayaks venture into the target zone!
Thanks for the info, did not know there were South African military conversions--great to know. Thanks for watching and sharing your harrowing DC-3 demo experience. Surprised they used live ammunition at a public event like that!
@@AeroDinosaur As they say, it concentrates the mind...
The Lee county mosquito district (in sw Florida ,the largest district in the state) had 5 ,D.C.3’s painted yellow and would often spray in formation (which was truly awesome to see) and in around 2010 they sold the 5, and bought 2 balser units, and they now do the same amount of work,better speed,fuel economy, and less stress on the airframe.
In the mid-1980s I visited the Monroe County Mosquito Control District on Marathon Key, Florida. They too flew about 5 DC-3 sprayers, and the manager let me walk around to take photos of them inside and out. They got rid of them at some point and I do not know what they use now. I know a guy in California who bought one of their DC-3s and had it meticulously re-configured inside and out for passengers. His name is Tom Hanks, but not the one you are thinking of. J.A. Reed
John A Reed. From one who as a kid had 1/72 and 1/48 scale model airplanes that were mostly purchased from morning paper route and lawn mowing money. I can appreciate that fine collection of models on the shelf. I used to see several C-119 Boxcars and a few other prop aircraft at Wright Patterson AFB. As a kid we lived across the street from where the prototype Y1B-17 crashed due to pilot error (not sure about the correct nomenclature but that runs in my mind). A side note the B-17D The Swoose is there being restored in the same hangar that Memphis Belle was done in. There was more than a smattering of C-47's the occasional C-121 and other prop transports in and out of that Air Base in spite of this being the latter twilight years for radial powered aircraft. Now as I'm past my 70th on God's good earth the thought of growing up during this truly transitional time often evokes a wistful smile as I stroll down memory lane. I enjoy your videos sir as many of the aircraft in them stir fond recollections of my distant youth and fuel that yet brightly burning love affair with the military aircraft of a bygone time. Thank you. And yes the C-47/DC-3 is a design that endures. It was around before me and will probably be around when I'm gone.
Thanks for checking us out and for sharing your background. Really interesting that you lived across the street from where the prototype B-17 crashed. As you know, that horrible event has been widely covered in history books. I'm really honored that AeroDinosaur channel helps revive a lot of memories for you. At 67 years old, I dig that sort of thing as well!
Great historical and technical account of the modernized turbine DC-3! It's a must watch for all aviation gurus!
Thanks, and remember, "Lets Fix It Right".
AeroDinosaur Enthusiasts,
If you are also home “Do It Yourselfers”, subscribe to my “Let’s Fix It Right” channel, tell your friends and family about my channel, and send them this a link to my channel’s videos: ruclips.net/user/LetsFixItRight
Regards,
Let’s Fix It Right
There was a company here is NZ that converted DC-3s into turbo power back in about the 1980/1990s I think, but they were intended for top dressing. May have been Pacific Aerospace.
Thanks for the info!
10/24: Excellent. I have flown on DC3's twice. Once with American Airlines when I was a child and once with the FAA, flying approaches to certify the new VASI Lights that we had just installed at Cannon AFB in 1973. Of Course, Not Turbines. I have subscribed. Thank You.
Thanks for watching and thanks for sharing your experience--I never rode on any DC-3. J.A. Reed
Thank you for this video. My favorite airplane has ALWAYS been the DC-3 for as long as I can remember. There's something magical about its shape, and the sound of its radial engines that seem to imply it WANTS to go flying. I've heard wonderful stories about them from pilots who have flown the type. The only thing on my bucket list is to fly one myself. It won't happen. It will just have to be my life-long dream. Thank you, again for this well produced homage to the greatest plane ever built.
Thanks for watching and glad you seemed to like it. A ride on a DC-3 is also on my bucket list, but the chances of that are growing thin for me as well! J.A. Reed.
April 1960 flew from Dayton International Ohio to Miami Florida on a DC-7B on our honeymoon. And back home a week later. Sure was fun.
The DC-3 (alias Dakota, C-47, Skytrain) was designed and first built BEFORE engineers had a good handle on metal stress analysis, metal fatigue. Therefore, to be safe the DC-3 was overbuilt. This made it a particularly tough aircraft and long lived....very long lived. Eisenhower dubbed it one of the allied pieces of equipment that won WWII for the allies, along with the LST (assault landing craft) and the Jeep.
Thank you sir for your input--I agree wholeheartedly with everything you say! Tanks for watching!
In 90s, my dad was in the Army. His unit announced a airborne jump from a DC3. Many people signed up quickly. On the day of the jump, they were upset to find out it was a "turbo-gooney". He also was upset when a jump from a OV-10 was scrubbed.
I understand your dad's sentiments about getting stuck with the turboprop! J.A. Reed
Always love to see you upload something. Cheers, John.
Always good to hear from an old friend and supporter! Thanks Sean! More to come.
55 Aussie skydivers used to squeeze into DC3's. Noisy slow but wonderful aircraft...air toilet and all. 😅
My last job was overhauling and repairing accessories for some DC3 .. still many of all types of piston engines are still going all over the world many in Alaska
67-70 T-28,, C-47, U3A, T-29s. crew chief. Thailand, Mather AFB Ca. enjoyed those days.
Looks like you covered the spectrum. Thanks for watching and I'm sure you have heard it many times before--thank you for your service. My cousin did the same thing at Bien Hoa airbase those same years, 1969-70. J.A. Reed.
These aircraft are incredible. Someday they will all be gone. That's tragic 😢
Agreed! Thanks for watching. J.A. Reed
Finally one without lead in the fuel
December 7th 1967 my first air plane flight was on a TWA DC - 3 from Columbus Ohio to Chicago. Taking me to US Navy boot camp.
I guess it was fun to ride the DC-3 but not so fun where you were going! J.A. Reed
Great to see N968F in action. I saw it on March 26, 1991 at the Hong Kong International Airport (Kai Tak) but it was only parked. I still have the photo but can’t upload in here. Just wonder if this aircraft is still in operations now. My only ride on a DC-3 was on December 16, 2015, registration ZS-BXF. Just love the feeling being in the air with it!
Very interesting that you crossed paths with the plane at Hong Kong two years before I filmed it! I don't know its fate but I'm sure some viewer will tell us in due course. When I find out I will certainly let you know. Thanks for checking us out!
N968F, according to the faa.gov website, was last registered to an experimental class Dragonfly MK2 aircraft. And it was done in 1996. Registration expired in 2001, and hasn't been renewed or put to another airplane since.
Reason: export.
I can only assume your airplane either doesn't fly anymore, or does so illegally or under a new registration to another country.
Sorry :(
Ringo Chui: See comment from 2fathomsdeeper who says this N868F was destroyed in the [1997] midair that killed founder Warren Basler during a photo shoot. However, this is contradicted in an article in the August 2021 issue of Air Classics, a highly reputable aviation history magazine, that says Basler was killed in a midair between the Beech Bonanza he was flying in and a "new" BT-67 they were photographing. N868F "Baby" was not "new" in 1997, but the magazine may have gotten that wrong, but I think unlikely.
@@davecrupel2817 Thanks for sharing the results of your research!
Hello, I just discovered your channel. Speaking of radial engines. I think some of your viewers would be surprised to discover that the R2800 was installed in new aircraft right up until 1988.
The P&W R2800 CA3 variant was installed in new CL215 water-bombers that were manufactured in Canada by Canadair LTD in Montreal. On a production run from 1968 until 1988 .
The engine was rated at 2100hp at takeoff. In the CA3 the rated power was 2100hp. I flew the 215 until 1998 when we switched to the CL415 powered by a P&W 123 AF gas turbine. At the time this was the largest radial I’d ever flew behind have experience on R985, and 1340 prior. The 2800 had a hard life in the wild fire bombing role sometimes going from full power back to idle every 3 minutes when in close range to a suitable scooping lake often for 3 hours at a time. I experienced only 2 engine failures in the time I flew them. It is an incredibly robust engine and I’m sure it’s designers would role in their graves if they could witness what we did with those engines.
Peter, glad you found us! We have a video on the CL215 entitled "CANADAIR CL215: Fire Attack Demo 2019" you might like when you get around to it--I'm sure viewing this video can't possibly compare to your experience of actually flying it. In it I think we talk about the paradoxical choice of the R2800 as its powerplant a decade after production was ceased. We also have videos on AeroDinosaur channel on the DC-6, Martin 404 and On Mark/Douglas A26, all powered by C-Series R-2800's like you flew, as well as R3350-powered Constellations and DC-7C (not as reliable as your R-2800) An honor to hear from experienced pilots like you . . .
@@AeroDinosaur Thanks for the welcome. I retired 9 years ago after 34 years in the aerial fire suppression business. I took you up on the Oshkosh demo clip and left a couple of comments you may be interested in.
The Tri 3 was still in operation during the summer of 1990 doing research at the North Pole regions, based out of Thule Greenland, my close friend John Haggland a Fairbanks AK resident was the crew chief
Thanks for that interesting bit of information--I didn't know that. Glad that plane lasted at least that long, and they should have built more of them! And thanks for watching, J.A. Reed
@@AeroDinosaur John use to tell me how sore the military was because they wanted that mission, but they didn't have an aircraft that could do what the tri 3 could do
Between the non pressurized cabin and the present day cost prohibitive industrial duty grade air frame those planes are rebuild-able and re-certifiable forever.
Science labs in Antarctica getting their supplies delivered in DC 3s.
My first DC3 flight was hauling critical radio gear to forest fires. I noticed what I thought was an excessive amount of oil leaking from the #2 engine. I notified the pilot who told me to let him know if it stopped!
I guess you were pointing out to him that things were "normal"! Thanks for checking us out! J.A. Reed
You didn't mention the AC-47 "Spooky" gunship flown very successfully during the Vietnam Conflict. It was a derivative of the DC-3 and was also known as, "Puff the Magic Dragon".
Sorry about that! Thanks for watching anyway! J.A. Reed
Thanks for the informative video.
I was a bit surprised that you didn't cover the South African Turbo conversion. Which if I remember correctly are still flying.
Yeah, didn't know about that one--would have mentioned it. We were just sampling a few higher-profile conversions. Thanks for checking us out!
@@AeroDinosaur I got a few skydives from a South African turbine conversion DC3 near Pretoria in 2000. Lovely aircraft normally flying cargo between Wonderboom and Durban. Loads of room but as you leave the door you need to keep your head down as that tail is low… Be well and peace be with you.
@@WidleyWesident You too and thanks very much!
During the late '90s, I dropped my wife at the Kansas City airport one weekend. Before I made the trip back home to Mid-Missouri, I drove by my old Naval Air Reserve drill site, which had been BRAC'd, at the New Century Air Center, or Gardner Kansas Industrial Airport, just Southwest of Olathe, Kansas, and Kansas City. That aerodrome began life as Naval Air Station Olathe back in the '40s, in "The Prairie Navy", as a backup for a Navy Flight & Technical Training base. Well, I rounded the corner nearest the FBO at New Century, and what to my wondering eyes did appear, 2-3 rows of Gooney Birds fitted with turboprop engines! I felt like a cow staring at a new gate! Strangest thing I had ever seen. Later I learned that these were Basler BT-67s.
Yes--New Century NAS Olathe has quite a history. I know several Naval aviators who were based there and flew out of there up until the 1970s or '80s. Still a very active civilian airport where you can find anything at any time! J.A. Reed
@@AeroDinosaur Your video was very informative, both succinct & complete, regarding the BT-67 and variants. Very surprised to hear that the Basler price is $9M, when a flyable Gooney Bird is closer to $300K. Would be fun to have one to fly about in, but then you're still sick with an unpressurized aircraft limited to lower flight levels and only turboprop airspeeds at best.
I flew with the US Navy in the Lockheed S-3A Viking, so when we weren't fluttering about over a field of sonobuoys at somewhere below 10,000 ft, we were flying airways at up to FL 400 & 400 knots. I've always wanted to get my own rig to fly cross-countries in, but I'd be disappointed if it couldn't achieve the same or similar parameters.
@@jazzandbluesculturalherita2547 Thanks for the complement and comments. And thanks for your service in the S-3A! I remember when they went into the fleet when I was in college in the mid-1970s. Before that I saw their predecessor, the S2 Tracker operating out of North Island San Diego. J.A. Reed
DC3 is the first plane I ever flew in from bris to Melb back in the early 50s absolutely love the old girls and I would do it again if I ever get the chance
Me too! My problem is I've never flown on one!
Fantastic collection of models! Great story of the turbo DC-3s I'll check out your other videos Just subscribed!
Thanks for checking us out and subscribing! I'm sure you will enjoy our other videos.
"I think the DC-3 is an excellent flyer. The new engine conversion is a plus for a faithful vintage flyer. Thank you for your insight on this marvelous aircraft. I feel all the DC-3's should be restored as a signature iconic flyer."👍
~Thank you for your appreciation display Mr. John Reed; You have been most informative. Note? I am interested in this craft also Mr. Reed. It(The craft) is a spacious relaxed flyer that has a stable glide ratio offset once safety actions are put into play.~
Thanks for checking us out and your positive comments!. I think DC-3s will still be around in one form or another for decades after I am gone!
Back when I was in High School a long time ago I did a book report on a book about the DC 3 and how it was a plane that was still around and flying and doing the jobs required of them. That was in the late 1960's... Looks like they'll still be around long , long, long after I'm gone.
And after I'm gone too. They came before me and will be here when I check out!
Besides ww2 warbirds I have always loved the Constellation.....used to watch them land and take off at O'Hare Field in Chicago as a kid....
Thanks for watching, and check out our AeroDinosaur videos on the Constellations and Super Constellations!
Brings back great memories for me, my late father worked on DC 3 and 4 props from the radial motors, use to spend lots of time going to work with him, in South Africa at Fields Avation.
The plane has a solid airframe, unpressurize sistem, don't put stress, engines are very well if it maintened correctly, of course turbine engine inmortalize the plane for ever, but cost a fortune the convertion.
Good job dude. Kept me interested all the way through.
There was a BT67 flown by the Guatemalan Airforce in 2008. I flew on it as a part of Faith in Practice, a missionary medical group.
Thanks for the info and for checking us out. We like to reach people like you with actual experience that we don't have! I don't think too many people have flown in a BT-67.
I also heard the Tri-turbo 3 had an insurmountable issue that was a major contributing factor to it being unsuccessful: the cockpit/nose section of the DC3 isn’t exactly airtight, and exhaust/engine fumes from the nose engine entering the cockpit was a problem they were never able to resolve.
I bet the Tri-Turbo was pretty noisy too! J.A. Reed.
I was one of the lucky boomer kids that started flying on American Airlines 707 fleet from Dulles.
No propellers for this kid until the one time I flew on Piedmont as a young teen Navy Corpsman.
Very nicely done thanks
You are certainly welcome! Thanks for watching and your kind comment. Means one heck of a lot to us!
Fabulous model collection!
Thanks! I like using them as "props" so to speak. Thanks for watching too!
The turbo 3’s engine support cantilever had some substantial reinforcement I bet. Not so much for weight but to control engine/prop ‘whirl’!
Agreed! J.A. Reed
Awesome.. love seeing new stuff from you. Thanks
Thanks, Guapo, we'll make every effort keep it up--and always good to hear from you!
@@AeroDinosaur 🙂👍🏻
Ole' LU wrench jockey here .... loved the sound of a p2v startup.
Me too--thanks for watching! J.A. Reed
Wonderful collection of model aircraft👍🏻👍🏻👍🏻👍🏻👍🏻👏🏻👏🏻👏🏻👏🏻👏🏻⭐️⭐️⭐️⭐️⭐️✅✅✅✅✅
Glad you like them--we do too !!! More of them will be featured in our future videos. And thanks for watching!
Good video
Thanks for checking us out and your positive comment!
I thought the Tri-turbo 3 ended up at Basler, parked across the road just down the street from the Basler facility. I understand the tail of it was pulled off and sent to Antarctica to be used in the repair of another Basler 3 that was crash landed in a mountain there. It is quite the story as to what was involved in the recovery of this aircraft (why it had to be recovered, planning, preparation, logistics, and repair/recovery.)
Thanks for the info. Sad that it was ultimately busted up! I wonder if it was ever restored back. J.A. Reed
Just love your model aircraft. Well done!
Thank you very much! J.A. Reed
The wild thing about the DC-3 is that it never looked like an OLD airplane. It looks contemporary.
Agreed! Thanks for checking us out. J.A. Reed
Engine was not shut down on the Basler demo. Just feathered but still running. Benefit of the PT6 free turbine design.
Thanks for your astute clarification, I will make note of that in the written description that you mentioned this. I've seen PT6's with a very low prop idle RPM with their free turbine.
As long as the Airframe is Good the Turbine conversion is the cheapest way to fly cargo. Round engines were worn out in 1976 when I flew/worked the DC3.
Wow, that was 1976, it is surprising a few R-1830s are still chugging away. Thanks for watching.
@@AeroDinosaur Keith Dayton in North Calif did the last 1830 OH...did the break in, 1st flight out of Oakland #2 Master rod failed near MGTO weight ... as in I could see the master rod through the missing front bell mouth. You can only OH this stuff so many times.
Excellent video. Thanks for posting
And thanks for viewing. Appreciate your kind comment!
I worked for General Motors at the Milford proving grounds from 1967 to 1974. I rode on GM's corporate airline a couple of times. They made regular stops at the cities where GM had manufacturing facilities in the upper Midwest. I remember a very spacious aircraft interior with small desks at most seats. It was a prop type airplane. Later on I always wondered what type of aircraft this was. Does anyone know the answer?
I'm pretty sure GM flew a Convair 580 turboprop within that timeframe. It was a conversion of the piston Convair 340s and 440s, with Allison 501 turboprops of about 3,250 shaft horsepower. each. Thanks for watching. J.A. Reed
I didn't mention that someone told me at that time that GM's planes were upgraded with turboprop engines. So, that tracks with your reply. Thank you!
Very surprised the AVCO Lycoming T53L701 turboshaft engine was never considered for the DC-3. It shares parts commonality with the UH-1H helicopter version of the T53 so costs for spares would very agreeable rather than having to be stuck with OEM pricing from, say Pratt & Whitney...
I agree. Another helicopter engine that was at one time converted to fixed wing application was the Lycoming T-55 that powers the Boeing Chinook. The T-55 went into the Piper Enforcer (P-51 light attack COIN conversion) prototypes in the 1970's. Air Force said "no thanks" because most of their pilots could not fly tail draggers among other issues. T-55's are now the engine of choice with the unlimited hydroplane boat race crowd--now a dwindling sport because of lack of young-generation interest.
@@AeroDinosaur Yeah the "unlimited" hyrdoplanes that can't use T55s more modern than the T55L7C. I suspect it becomes too difficult to keep those things on the water with so much power and speed.
@@billyboblillybob344 I guess the power in later engines would present an "over-torque" problem with the boats. You seem to know your turbine engines.
@@AeroDinosaur The T53 and T55 were designed by the same company and it's the business I've been involved with for some time...
Ofcourse it will never go away such a wonderful aircraft ❤❤❤❤❤❤
Agreed! There is no aircraft in the world that can equal the stubbornness of the beautiful DC-3. Happily, it will outlive me as well! Thanks for watching! J.A. Reed
Like the narration...
Thanks for your kind vote of confidence and thanks for watching!
Baby, the Basler turbo conversion seen in the EAA footage, was destroyed in a mid-air collision with a photography aircraft. Believe Warren Basler died in the crash. It's been a long time. Drove past the shop today, and it looked like they have around 10 getting ready to get converted or are ready to go.
Thanks a lot for this update, I knew Warren died in a 1997 midair, but did not know it was in this particular plane. Very sad. I will pass this on to people who were asking about the current status of N968F.
Thank you for this
You bet, and thank you for checking us out! More to come.
There was a DC3 turboprop converter based in Clifton, Texas (airport ID 7F7) in the 1970's using PT6 power. Schaeffer outgrew Clifton and moved to larger digs. Somehow it seems to have been omitted from your summary
Thanks for watching and for the info. We were just sampling the higher-profile conversions and could not be all-inclusive. I mentioned, but did not cover the Preferred Turbine conversions (scarce information on them), and did not know about the one in Clifton TX--thanks for pointing this out!
@@AeroDinosaur I believe, but am not certain, that Preferred Turbine took over Shaeffer somewhere in time.
@@StevieWonder737 Good to know. Thanks!
You earned my subscribe when I saw the ATL-98 Carvair 👍👍👍
Well, whatever it takes! We will be talking about the Carvair in our Poor Man's Hangar series. Please let me know if you have any footage that we could get permission to use!
@@AeroDinosaur I don't have any footage but I can tell you anything you wanna know about N83FA carvair numba 5. She took out our local Piggly wiggly on April 4th 1997. I took a couple of pretty flowers for the pilots on Monday. It's been 25 years since it happened
@@colevarela7320 N83FA regularly flew over my house in St. Louis 1995-1996 flying auto parts in from Americus, GA. I saw it all the time (hard not to notice a one-of-a-kind) and was shocked in early April 1997 when it went in--turns out it was in St. Louis a few days before. I guess you know crew members killed were Larry Whittington and co-pilot Ralph Josey--most likely the guys who flew over my head--RIP. Very sad! Would be glad to trade information with you--just email me at j.reed3930@sbcglobal.net
@@AeroDinosaur aw hell yeah. That's big plane right there. I gotta picture of it on my wall. Way before my time but I wish! I could see her take off n land one time. I'm probably the youngest carvair enthusiast you'll ever talk to
@@colevarela7320 Every time I'd seen a Carvair in flight it was the only airworthy one. Like I said, saw 83FA regularly in 1995 and 1996, but in August 2005 I also saw 89FA (also once flown by Custom Air Service) flying over St. Louis tracking Victor Airway 88 on its way to Rantoul Illinois to fly skydivers for a meet there. That was the very last trip a Carvair ever made, and 89FA now survives in a non-airworthy condition in Texas. On one of those Rantoul skydive takoffs (something like 80 skydivers in the plane) it just missed a grove of trees on the end of the runway by around 2 feet. Very close call.
I live really close to the Preferred turbine conversions, with many of my friends families working there. I've gotten to go climb around and in the DC-3 airframes awaiting conversion, and yes they are quite small. one of their Turbine 3s crashed on takeoff killing both pilots, one of whom who went to my church and I knew really well. it was a bad engine and was below the curve. they never stood a chance to climb out as it happened before right rotation.
Yes, I heard about Preferred Turbine's unfortunate crash, sorry it was one of your friends. PT6 turboprops are supposed to be reliable. Basler had some bad crashes too . . .
Most famous plane in the world
For me,the AIRCRAFT more beautifull made DOUGLAS AIRCRAFT CORPORATION.
The Dakota will still be around long after we`re gonne (I`m 60`s generation). I remember seeing them around 168 ( I was then 7 year old young boy) with my father on an african air strip.
FYI, your audio track is left channel only at least at the beginning of this video it is.
Can the PT6 be used on the dc 3
What is the difference in fuel burn between the R1830 and the turbo prop powered aircraft? Is the an advantage in using the turboprop?
While early turbines were gas guzzlers compared to recips, the fuel burn on planes powered by the later P&W Canada PT6's generally closed and in most cases reversed that gap. I think the PT6 at the 700 horsepower at cruise setting has slightly lower fuel consumption and obviously more efficient than the piston R-1830 at 700 hp cruise setting. It is my understanding that as piston engines grow larger they lose efficiency, and as turboprops get larger, they gain efficiency--and vice-versa. They are equal (cross over) at around the 500 hp range. That is my informed opinion but someone more experienced may slam me down on this!
You didn't mention the other British turbine conversion. this was a Douglas C47b reengined with two Armstrong Siddeley Mamba's. this was done in 1954.
My bad! The British were the first to convert the DC-3 to turboprops. I don't recall whether I mentioned that or not. There was one Mamba conversion for testing starting in 1949, and BEA had two converted with Darts for cargo-proving flights starting in the early 1950s. The cargo-flying test pilots loved them. These tests did not last long--all three were soon converted back to their original piston R-1830s. Thanks for watching anyway! J.A. Reed
Ok, so updating the DC3/C47 with the PT6 gives a cheaper alternative to more modern types, wouldn't doing the same with the DC6 and DC4 be an option? There are plenty of those about.
I'm just thinking that the economics weren't there with the prevalence of larger twin turboprops--Convair 580s, Fairchild F-227s etc. Also, the 4-engine Douglas's weren't good at short-field ops despite their higher capacities. These are only my wild guesses. J.A. Reed
Do you think that Dc3 that spun out on the runway at takeoff is fixable? Wouldn’t it have the $9 million price tag?
Not exactly sure which takeoff incident you are referring to--please let me know. In the early 1980's I saw one C-47 takeoff attempt end in high-speed ground loop here in St. Louis (CAF)--all walked away, but the plane sat on the side of the runway for many days waiting for main gear and wing tip parts--no other major airframe damage.
Good afternoon.
in our country there were many aircraft of the USSR variant IL14 and IL18. some of us thought about such a de alteration.
Tell me, in your experience, is it worth it?
Yes, it is definitely worth it for certain operators, but not as a DC-3 (or IL14/18) replacement. Turboprop conversions of these planes cost around 30 times the cost of a stock airplane.Thanks for watching!