Results 1 to 10 of 11

Thread: C47/DC3 info

Hybrid View

Previous Post Previous Post   Next Post Next Post
  1. #1

    Join Date
    Nov 2011
    Posts
    5

    C47/DC3 info

    I'm looking for someone that has either or both, ownership or maintainence experience with C47's and DC3's. I'm in need of operation costs and maintainence requirement info. I've been asked to help someone buy and then operate one of these old airplanes and just don't have any background knowledge of them. I am an A&P/IA and a high time Multi-Engine driver but need help with this. Please either respond to this post or email me at johnr@andycable.com
    We're not looking for a pilot to fly it but if you've flown one for a while let me hear from you.

  2. #2
    FlyingRon's Avatar
    Join Date
    Aug 2011
    Location
    NC26 (Catawba, NC)
    Posts
    2,627
    Is this going to be used for a commercial (i.e., Part 135) operation?

  3. #3

    Join Date
    Nov 2011
    Location
    Hood River, OR
    Posts
    32
    Try going on line to the DC3 web site. Also you should be aware that if the DC3 has too many (I think 10 or more) passenger seats the airplane will fall under Part 125 which is just as involved as Part 135.

  4. #4

    Join Date
    Nov 2011
    Posts
    5
    No plans to operate it for pay or hire. I'll have to check into the # of seats and part 125. Thanks

  5. #5

    Happy DCpaulv64

    I flew and operated them for 15 years and over 5,500 hours part 91 corporate, part 135,cargo part 121 supplemental and scheduled cargo, part 91 special recovery missions worldwide and skis in Antarctia with the Basler turbo prop DC3TP. Also over 1800 hours of instruction given under Baslers 135/121 program. If the DC-3 has a heavy enough empty Wt. You can forgo the 125 requirement read (FAR part 125 requirements)and it's usually better for everyone involved. The piston DC-3 is a single pilot aircraft by type certification. HOWEVER if your DC-3 has been modified to the 1830-94 or the 1820-76 and any Higher horsepower engine that includes a geared rudder tab, you will have an FAA approved flight manual that mandates it a 2 pilot aircraft. That also includes The DC-3TP.You will need a type rating in DC-3. But if you have one with small engines your not mandated to do the FAR 61.58 check because 61.58 is for two pilot certified Aircraft. Everyone flies them Two pilot but you can get recurrent with 3 take offs and landings and a current BFR, and your First Officer dosent need to be type rated.Feel free to contact me. I have an A and P, IA and have managed maintenance on a piston corporate DC-3 part 91.

  6. #6

    Join Date
    Nov 2011
    Posts
    5
    Quote Originally Posted by DCpaulv64 View Post
    I flew and operated them for 15 years and over 5,500 hours part 91 corporate, part 135,cargo part 121 supplemental and scheduled cargo, part 91 special recovery missions worldwide and skis in Antarctia with the Basler turbo prop DC3TP. Also over 1800 hours of instruction given under Baslers 135/121 program. If the DC-3 has a heavy enough empty Wt. You can forgo the 125 requirement read (FAR part 125 requirements)and it's usually better for everyone involved. The piston DC-3 is a single pilot aircraft by type certification. HOWEVER if your DC-3 has been modified to the 1830-94 or the 1820-76 and any Higher horsepower engine that includes a geared rudder tab, you will have an FAA approved flight manual that mandates it a 2 pilot aircraft. That also includes The DC-3TP.You will need a type rating in DC-3. But if you have one with small engines your not mandated to do the FAR 61.58 check because 61.58 is for two pilot certified Aircraft. Everyone flies them Two pilot but you can get recurrent with 3 take offs and landings and a current BFR, and your First Officer dosent need to be type rated.Feel free to contact me. I have an A and P, IA and have managed maintenance on a piston corporate DC-3 part 91.
    Thanks, very good information. I've talked to someone who gave rating training and was told that DC3s required two pilots. Thanks for the clarification. Can you explain the "geared rudder tab" issue? I've heard that fuel burn is from 70 to 100 GPH. What's your opinion? What about engine longevity and overhaul cost? Safe Runway Requirements? How hard to find liability insurance? Pilot experience for insurance?

  7. #7
    A good source of information would be Everts Air in Fairbanks, Alaska. They operate a C47 and several other piston pounders on regular cargo routes year round here. 907 450-2300/2350/2375. They also have many resources for upkeep of these great birds.

  8. #8

    Join Date
    Nov 2011
    Posts
    5

    Post Great comments and personal emails.

    I've gotten personal emails from a number of you with quite a bit of experience, thanks! I've been sharing this with the interested, potential owner. I think he's listening. Again, thanks and keep the comments coming.

  9. #9

    Join Date
    Jul 2011
    Posts
    2,575
    My insurance broker, Lance Toland near Atlanta, has owned and flown a DC-3 for a number of years. Last year at Osh there were about 25 flown in. Also the CAF at Burnet has operated one for years. One of the finest ones that I have seen is the one Continental restored to full airline passenger status some years back, flew it for a number of years and then donated it to the Lone Star Museum in Galveston. They have flown it, but don't think they do often.
    I am surprised to see 5000 feet listed as a safe runway lenght. Perhaps that is true if it is a heavily loaded C-47, but I can't imagine a normal 3 flown by a good pilot needing that much.

    I read a magazine article some years ago about a veteran of lot's of C-47 flying out on the west coast, maybe in Mexico also. He served a lot of areas with sort or unpaved strips, I think some were under 2000 feet. He said his procedure was to go up at altitude while enroute and do a stall or at least approach to a stall in landing configuration, and note the airspeed. This gave him the exact figure for that plane, that day , with that loaded weight, not just a general figure in a manual. Then he would add his 1.3 or 1.2 to give his final approach speed, and he had no problem landing in some out of the way places.
    I am not sure, but I sort of recall him saying he made 3 point landings, as I say this has been a long time since I read it. I know you almost always see wheel landings in the DC-3. I have only a little time in them, wish I had a full rating. I really admire the 3, certainly the finest all around airplane ever built. And the proportions are great, it still looks like an airplane, not a space ship.

Posting Permissions

  • You may not post new threads
  • You may not post replies
  • You may not post attachments
  • You may not edit your posts
  •