The DC–3 is a classic — classic lines, classic sound and, right up to the 1970s, the backbone of the commercial airline industry in New Zealand with the National Airways Corporation (NAC).
Nicholas McIndoe recently spent a day with ZK–DAK and its crew at an Air New Zealand staff and families’ open day at Auckland International Airport. He traces the history of this famous aircraft and talks to the owners about their plans for its future.
From its first flight on 17 December 1935, the Douglas DC–3 revolutionised air transport in the 1930s and 1940s. Known as the DC–3 in commercial use, C–47 Skytrain by the USAF, R4D by the USN and Dakota by the RAF, the transport aircraft served valiantly before, during and after WW2 and continues in service in a few parts of the world today.
Until 1932 the Douglas Aircraft Corporation had specialised in military aircraft. Worried by Boeing’s and United Airlines’ monopoly of the passenger market, Transcontinental and Western Air’s (TWA) vice president of Engineering, Jack Frye, sent a letter to aircraft manufacturers requesting designs for a new airliner. Donald Douglas received what he later called “the birth certificate of all DC ships” on 2 August 1932.
The letter stated that TWA wanted to buy 10 tri–motor airliners capable of carrying 12 passengers and two crew. Top speed was to be at least 185mph with a range of 1000 miles. In the event of engine failure the aircraft had to be able to take off, fully loaded, on two of the three engines. The letter also hinted at some urgency for the new design.
Within a week, two Douglas engineers were in TWA’s New York office with plans laid out before Frye and TWA’s president, Richard Robbins. Although they were impressed, their technical advisor, Charles Lindbergh, expressed concern that the new design had only two engines instead of the requested three. However, after further calculations of the aircraft’s performance on two engines, a deal was struck and the DC–1 first flew on 1 July 1933, marking the end of the wood, wire and fabric airliner era, at least in the USA (the British persevered with wood and fabric for some years).
The DC–1 was of all–metal semi–monocoque construction with a streamlined fuselage atop strong cantilevered wings. Power came from two 710hp Wright SRG–1820–F3 engines, encased in streamlined NACA (the forerunner to NASA) cowlings, reducing drag and aiding engine cooling.
Passenger comfort was of the highest priority, with the 12 passengers enjoying reclining seats mounted on anti–vibration rubber pads. A kitchen and washroom/toilet were also provided. Due to the aircraft fuselage being mounted on the wing centre section, there were no structural intrusions inside the cabin and the interior noise level was significantly lower than in any previous airliner.
Lack of stress–testing facilities and limited knowledge of all-metal design meant Douglas engineers often used stronger materials than necessary, making the DC–1 one of the sturdiest and safest aircraft of its time.
While TWA rushed to place an order for 20 airliners, it also made some recommendations for improvement. Rather than modify the DC–1, Douglas designed a new aircraft based on it, and on 11 May 1934 the DC–2 made its maiden flight and was delivered to TWA three days later.
While similar to the DC–1, the DC–2 was powered by more powerful 885hp Wright SRG–1820–FS2 engines, had the fuselage lengthened by 2ft, allowing for two extra passengers, and the wings were moved rearward to restore the centre of gravity.
Another first was the introduction of in–flight movies. The DC–2 was the safest, most comfortable and fastest airliner of its time. Within six months it had established 19 speed and distance records in the US and in 1935 won the Collier Trophy for “outstanding achievements in flight”.
Orders were placed, manufacturing rights were sold to Fokker in Holland and Nakajima Hikoki in Japan, and a single example even made its way to Russia, where it was copied and manufactured without licence as the ANT–35.
In October 1934, KLM Royal Dutch Airlines’ DC–2 PH–AJU competed in the London to Melbourne MacRobertson Air Race. Despite a forced landing at Albury in atrocious weather, it finished the race in second place, only 34 minutes’ flying time behind the purpose–built de Havilland Comet pure racing aeroplane. While the DH88 occupants were exhausted, the DC–2 pilots were fresh and still neatly uniformed.
For what turned out to be such a successful aircraft, the DC–3 almost came about by accident. Aiming to recover some losses as a result of operating older aircraft, American Airlines (AA) experimentally installed sleeper berths on a Ford Trimotor and was surprised by the popularity of this innovation, especially on long–haul transcontinental flights.
With orders for the DC–2 streaming in, Donald Douglas was initially reluctant to redesign it to accommodate the changes AA wanted, as he feared this would disrupt the production line. But finally he agreed following a long phone conversation with Cyrus Rowlett Smith, AA president.
On 14 December 1935, the Douglas Sleeper Transport (DST) left the factory. While resembling the DC–2, it was essentially a new aircraft with a longer and wider fuselage of more circular cross section. A 55ft3 baggage/mail compartment was situated to the rear of the cockpit and a private class known as the ‘Sky Room’ or ‘Honeymoon Hut’ for VIP passengers was directly behind this.
The main passenger compartment was divided into eight sections, each containing two seats that converted into lower berths with upper berths folding from the ceiling. Toilet, changing rooms and kitchen were all located at the rear, and cabin noise levels were less than half those of a train.
Wind tunnel testing revealed the 5ft wing extensions to be a cause of dangerous instability, so a new cantilevered wing with more tapered section was used. Like the DC–2, the wings were strong but could flex in flight, and many first–time passengers had to be reassured by the cabin crew that this was completely normal. The flaps and landing gear were hydraulically operated.
Powered by two 1000hp Wright SGR-1820–G2 engines, the first DST flew from Clover Field, Santa Monica on 17 December 1935 in the hands of Captain Carl Cover and copilot Frank Collbohm. Following further test flights, a small dorsal fin extension was added to improve directional stability, the first row of seats was removed and the baggage hold bulkhead moved rearwards, reducing passenger numbers to 21 but allowing more baggage space.
And so the DC–3, an aircraft destined to become a legend, was born.
With the start of WW2, the new aircraft were pressed into service with an extra 6in wingspan, strengthened floor and a larger cargo loading door. More powerful 1200hp Pratt and Whitney R–1830–92 Twin Wasps replaced the original Wright engines and the aircraft served with distinction as the C–47, along the way picking up various official names and nicknames such as Skytrain, Skytrooper, Doug, Dakota and Gooney Bird.
Forty–nine Dakotas were received by the RNZAF between 1943 and 1947, and the type remained in local military use right up until 1977. NAC operated DC–3s from its inception to its amalgamation with Air New Zealand in 1978.
ZK–DAK (c/n 26480, s/n 43–49219) was manufactured as a C–47B by Douglas Aircraft in Oklahoma City and delivered to the USAAF on 30 October 1944. It served with various USAAF units in the continental United States during WW2 before being converted into a C–47D and serving in Japan during the Korean War. It was then moved to the Philippines and subsequently back to Japan.
Following decommissioning in April 1959, it was registered as PI–C486 and used by Philippine Airlines on its first international service from Manila to Hong Kong. It then served for a time in Papua New Guinea before being registered in Australia in 1970 as VH–PNM, serving both Bush Pilot Airlines and Queensland Airlines.
In 1983 it was registered as VH–SBT and flew as Gooney Bird Tours for the Mackay Air Museum in North Queensland before being retired as a static exhibit. In 1987 it was bought by a group of pilots and New Zealand Warbirds members, underwent an extensive rebuild and, registered as ZK–DAK, flew for 20 years in New Zealand painted in the D–Day colour scheme of the C–47 flown by New Zealander Sqn Ldr Rex Daniell, DFC, AFC and Netherlands Flying Cross. (Daniell was awarded the DFC for action over Arnhem in the Dakota in 1944.) In the only departure from authenticity ZK–DAK sported the large yellow letters WB on its nose, partly for visibility in the busy Ardmore circuit.
In 2007, ZK–DAK underwent a transformation and now represents NZ3546 of 42 Squadron RNZAF at the time of its retirement in 1977. The original NZ3546 is believed to be still active and registered as ZS–OJL in South Africa.
ZK–DAK is currently owned by a Warbirds group of 50, while many more support this classic airliner as associate members. All the pilots are owners and all are professional pilots, most of them current or former airline and air force captains. The cabin crew members are also experienced current or former crew with Air New Zealand, Qantas and Ansett.
The DC–3 as a type has just turned 75 years old and, with all this involvement from airline personnel, the owners of ZK–DAK have always prided themselves on being able to relive the thrill of air travel all those years ago in what has been dubbed the “golden age of flying”. They also like to educate a younger generation in what their parents or grandparents would have experienced.
The airliner is based at Ardmore and, although Warbirds members fly to and from airshows in it and a check–in facility is maintained in the Warbirds headquarters, this particular aircraft is not operated as a warbird and the owners are keen to push its image as a commercial passenger aircraft.
One of them, Jessica Cooper (ex–Air New Zealand cabin crew and current Fly DC–3 NZ Inc. office manager), takes up the story:
“We have seen DC–3s at Farnborough, Los Angeles, Seattle, Queensland, Hong Kong, Normandy in France, Perth, Melbourne, Sydney, San Francisco, Duxford, and the Air and Sea Show at Fort Lauderdale, but Oshkosh July 2010 was something different — ‘The Last Time’.
“It saw the largest number of DC–3s congregated in one place, worldwide, since D–Day 1944. The intention was for as many DC–3s that could get to North America to appear en masse, recreating D–Day, Normandy, Band of Brothers, all those historic, nostalgic moments.”
Jessica and husband Geoff, a Boeing 777 captain with Air New Zealand and chief pilot and standards/training manager of Fly DC–3 NZ Inc, along with Captain Jolon Marshall and dispatcher Rebecca Gatenby, made the pilgrimage to Oshkosh from New Zealand, the home of two DC–3s, both flying under Part 125 air transport operations, just to see this gathering, to represent the New Zealand DC–3s and to be able to say “We were there.”
American, Canadian and international DC–3 owners and pilots were told to “look out for the New Zealanders”, and indeed the New Zealand reputation opened doors for them. Mikey and Joe from Buffalo/Ice Pilots spent quite some time with them, along with the very supportive crew of the American Airlines’ DC–3. Every DC–3 owner welcomed the New Zealanders and devoted considerable personal time to hosting them.
As Jessica says: “The exchange of valuable information between DC–3 owners at Oshkosh led to a worldwide Glee Club of DC–3 networking for sourcing parts, engines, supplies, and contacts.”
Talking to people at Oshkosh fuelled a desire by Jessica and Geoff to meet a younger market. They found that not many passengers liked the ‘War’ in Warbirds for a commercial operation and even fewer knew what a Dakota was, and so the label Fly DC–3 New Zealand Inc. was born.
Fly DC–3 New Zealand is essentially run as an airline. ZK–DAK seats 30 passengers and a typical Sunday flight departs Ardmore at 11am for a 25–30 minute scenic circuit over Auckland, taking in the volcanoes, North Shore, Harbour Bridge, CBD, Skytower, Auckland Airport and the islands of the Hauraki Gulf. In addition, charter flights to any destination in New Zealand and for any occasion can be arranged.
The group has its own airline operating certificate (AOC) and as such has to meet all CAA requirements with annual crew checks, aircraft maintenance and inspections, paperwork, uniforms and other accoutrements, just like any other airline.
The Fly DC–3 team operates an aircraft with real character and with professionalism and passion. All passengers are invited to share a cup of tea or juice with the crew and share wartime or peacetime experiences of flying in DC–3s as passengers or crew. ZK–DAK’s crew members are always impeccably dressed — pilots with their smart uniforms and epaulettes, cabin crew with retro hats — and a ground crew is also there to share their DC–3 with the passengers.
All passengers are presented with boarding passes and, once on board and seated, given a safety briefing, complete with safety card. Seating requirements for children under two years old are the same as Air New Zealand’s.
At idle the DC–3’s engines provide that radial chug, chug, chug sound that develops into a throaty roar as power is applied for takeoff and the tail lifts off first — a novel experience for those accustomed to modern jet airliners. A full commentary is provided and cockpit visits are a popular feature of each flight.
Some passengers travel long distances to make a flight and the crew of ZK–DAK appreciate this. So upon booking, passengers are asked to provide a contact number and if a flight has to be cancelled due to bad weather, passengers are notified three hours before the flight.
And so the DC–3 flies on. And what an aircraft — 75 years after its maiden flight, still rugged, safe and reliable, a real classic. It was once said that “The only replacement for a DC–3 is another DC–3” and it is quite conceivable that this classic will still be flying in another 75 years. With dedicated groups such as Fly DC–3 there is no reason why this can’t be achieved — but they do need support.
They would like to attract more air–minded Air New Zealanders into the group to link them to an important part of their heritage — hence the open day. All proceeds from the flights go back into maintaining the aircraft, and flights can be booked by contacting 09 479 1378 or email flydc3@paradise.net.nz
A flight in ZK–DAK is an experience not to be missed.
Perhaps the final words should go to Jessica Cooper: “Rebranding the DC–3 in 2011 focuses on meeting passengers who are now in their 60s and 70s and who remember the days of hats and heels, gloves and coats, being handed a proper paper ticket by a smiling check–in agent, waving farewell from an open deck, and meeting Grandma at the aerodrome as special and exciting events.
“Thus ‘retro’ and ‘air hostess’ and their ‘little black hats’ are part of the classic DC–3 passenger experience, along with 1940s, 50s and 60s music featuring singers such as Cilla Black, Dinah Lee, Ray Columbus, Frank Sinatra and Dean Martin.”
- Report and photographs by Nicholas McIndoe; main photo by Gavin Conroy