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Douglas DC-3 Aircraft Photos

Page 3

c/n 4000 - 4999

Last revised 12/31/12

Click here for the DC-3 Main Page

This page covers C/N (factory Construction Number) 4000 through 4999. C/N 4141 was the first aircraft actually delivered to the military as new.

Click here for hints on using this site; for my "easy" photo use policy and disclaimer.

Scroll down to see photo/s and info on the following aircraf

  4082 - Douglas DC-3-313B, "Chief Tariri", many registrations for Pennsylvania Central, USAAF, JAARS, MFI, others XXX NOT READY
  4128 - UAL DC-3A-197E to USAAF DC-3-395, C-52B, NC33649, 41-7707, NC33327, N33327, N137PB
  4132 - Douglas DC-3-313D, 1941, NC33677, C-49E-DO 42-56626, N33677, N157N, N157U, 1975 photo
  4545 - Douglas C-47-DL 41-38596, N15585, N1916, N555CR, C-GQHK, N46BF, N44V, Piedmont Airlines' retro
  4837 - Douglas C-53-DO 41-20067, N61677,  N5107,  N51071, crashed Jan. 1977    
  4865 - Douglas C-53-DO 41-20095, SAS OY-DCE "Gorm Viking," N9959F, N34D, N34DF1982, '93, '03

C/N 4082, DC-3-313B JAARS' "Chief Tariri"

Sorry, I have some really neat shots of this but they're not ready yet.
Hopefully coming soon.

C/N 4128, UAL DC-3A-197E to USAAF DC-3-395, C-52B
NC33649, 41-7707, NC33327, N33327, N137PB
On a separate page, for Fremont Airport, Click here
Use your back arrow to return to this page

C/N 4132, DC-3-313D, C-49E-DO
42-56626, N33677, N157H, N157U
(Click on photo to enlarge)

June 3, 2010: Another old DC-3 that probably had lots of stories to tell! C/N 4132 was delivered to Pennsylvania Central Airlines in March 1941 as DC-3-313D NC33677. In June 1942 the USAAF said “We’ll take that” and made it C-49E-DO, sn 42-56626. There were apparently 22 such aircraft, all commandeered Wright R-1820 powered airliners.

It returned to PCA in July 1944 as their “Birmingham”; and joined Capital Airlines to become their No. 226B, “Capitaliner Philadelphia” in 1948. It then became N157H, H. J. Heinz Co. “57”; followed by N157U for Jack Adams Aircraft Sales; Transwestern Hotel “Miss Bebe” in 1962; Harry James Stockman, Santa Rosa; California Aviation Services; Marjorie Laundry, East Troy; Beechcraft Sales & Charter in 1971; and Community College, Los Angeles 1975.

The FAA 6/3/10 register says the aircraft was destroyed, and registration was cancelled 3/03. Last owners were Bennie E. Conatser and Patricia D. Conatser, of Perris, CA, who had owned it since 1980. N157U was being used to haul jumpers and on May 1985 it threw a propeller blade on takeoff with 33 persons on board. The pilot aborted and nobody was injured. See more details at the ASN report. This is a slide from my collection, photographer unknown.

c/n 4545, C-47-DL 41-38596,
N15585, N1916, N555CR, C-GQHK, N46BF, N44V
(Click on photo to enlarge)
Piedmont Airlines DC-3 N44V, retro, USAAF C-47-DL
N 44V looking very "Piedmont" in April 1991
This Long Beach built DC-3 stirs up a lot of memories for me as it is the same paint scheme as the ex-Piedmont N42V that I got my type rating in on Feb. 16, 1965. More on that when we get there.

C/N 4545 was delivered as USAAF C-47-DL 41-38596, and retired 6/44. It became N15585, followed by N1916; N555CR for Cruther Resources Corp; Basler Flight Service 7/76; C-GQHK in Canada 1980-83; Back to Basler as N46BF. It was purchased by Piedmont Aviation, Winston-Salem,NC in 1986 and soon registered as N44V.

By 1988 it had numerous improvements by Basler and by Piedmont Aviation and was painted in Piedmont colors. In 1989 it was sold to Piedmont Aviation Services; in 1992 to USAir Leasing & Services; and in 1996 to the present owners, Carolinas Historic Aviation Commission, Richfield, NC. It is based at the Carolinas Aviation Museum on Charlotte Douglas Int’l Airport, Charlotte, NC.  You can learn more about this beautiful DC-3 at:

N44V has been misidentified as military sn 42-4545. It is in fact, factory c/n 4545 and military serial number 41-38596. My 1963 FAA register shows N15585 (see second paragraph) as c/n 4545 and the several DC-3 production lists that I have all correlate c/n 4545 and military sn 41-38596.

This aircraft should not be confused with another DC-3 N46BF, which is c/n 19173 and is (or at least was) Basler Turbine, registration TZ-390.
DC-3 N15585, N1916, N555CR, C-GQHK, N46BF, N44V

David F. Brown photo, taken at Norfolk NAS April 1992. That's just how "my" N42V looked in 1965 except that the airline name had been removed.
c/n 4837, C-53-DO 41-20067
NC61677, N61677,  N5107,  N51071, crashed Jan. 1977   

(Click on photo to enlarge)
Douglas C-53-DO, DC-3 N61677, N5107, N51071

Wow, what a shot! I'd love to have a library full of photos like this. There is a Northrop P-61 Black Widow under maintenance on the left; I believe a Dauntless SBD under the C-53 tail; a Noorduyn Norseman with its cowling off, to the right of the Dauntless; and a Beechcraft AT-10, 42-2235 under the C-53 nose. It looks like 41-20067 is being leveled, to weigh it. I've done that and it feels like the tail is in the clouds. I was always happy to get it back down.

The C-53-DO’s were built with the P&W R-1830-92, 1200-hp engine but N51071 had been converted to the 1350-hp, -94’s.

This aircraft started life as USAAF C-53-DO 41-20067. It went to General Motors in Detroit in 1945 as NC61677, most certainly for executive use. In 1953 it became GM’s N5107. My 1963 FAA Civil Aircraft Register shows that GM had four DC-3’s at the time: N5104 c/n 19851; N5106 c/n 9058; N5107; and N5108 c/n 12830.

Next owner was Michigan Technical Development Fund in Houghton, MI in 1967, as N51071, and I suspect that GM donated it. Barrington Optical Co. of Barrington, IL was next, in 1970; followed by J. Fontana Aviation in 1973; Basler Flight Services in 1974 and Hawkeye Airlines of Ottumwa, IA a few months later.

National Jet Services, trading as Air Indiana bought it in 1976. According to info on the 'net, all 29 aboard died when the aircraft crashed on take-off in rain and fog – with an aft CG and with the rudder and right aileron control locks on. You can read the ASN accident report here. You can also see a 1976 photo of the aircraft there, in National Jet colors.

A detailed NTSB accident report is here, in PDF form. Read either or both reports and think this scenario through. We can learn from others. We should never say “I couldn’t have done that” because if we’ve done any flying at all we know that we’ve gotten by with some oversights that got others in trouble.

How many things did they have stacked up against them and how could they have addressed each one? According to the FAA accident report the 42-year old captain had 9100 hours total time and 4600 hours in type. Anything potentially instructive about that? Is there a point at which one must guard against a “nothing can go wrong” syndrome as we gain experience?

N51071 is still in the FAA Register but shows that the registration has been revoked. Posted 7/10

c/n 4865, C-53-DO 41-20095
OY-DCE SAS "Gorm Viking," N9959F, N34D, N34DF

(Click on photo to enlarge)

Douglas USAF C-53-DO 41-20095, 4865, WPAFB

Douglas USAAF C-53-DO 41-20095, WPAFB, State of Ohio

DC-3, SAS OY-DCE Gorm Viking, N9959F, State  N34D

Douglas DC-3, N9959F, N34D, E. T. Barwick Mills, GA

Douglas DC-3 N34D State of Ohio Governor’s Aircraft

DC-3 N34D, N34DF at Beach City Airport, OH, 2D7

The C-53-DO Skytrooper was basically a DC-3A airliner that was taken over by the military before delivery to the airlines. FAA Spec A-669 says, “Military models C-53 - - are the same as model DC3A-S1C3G except for cabin interior, cargo compartments and minor structural differences.N34DF is one of 193 such DC-3A/C-53-DO’s, and was built with a passenger door on the left side. It probably never had a cargo door.

Photo 1: At Wright Patterson Air Force Museum, early 1980's. (Slide)

This DC-3 has been a world traveler. It was built by Douglas in their Santa Monica plant as c/n 4865, and delivered in Jan. 1942 as USAF serial 41-20095. It initially went to USAAF Bolling (Washington, DC); then to the Ferry Command in March ‘42; the North Atlantic Wing ATC (Air Transport Command, formerly 23rd AAF Ferrying Wing) in May ‘43; and DIV FEA Cairo in May ‘45. By August 1945 it was registered to Danish Air Lines as OY-DCE and was named “Gorm Viking”. They operated it until their merger with SAS, who used it until 1952.

Photo 2: At Middletown, OH, April 1983, #1 engine failed on the ferry flight from WPAFB to Beach City, 2D7. Slide, by Charlie Pyles, Air Pix

In October, 1952 it was registered to Ramapo Foundry & Wheel Works in NY as N9959F. From there it went to Air Carriers Corp. The FAA registration was changed to N34D and the aircraft was operated by E.T. Barwick Mills, in Georgia. It was in the hands of Houston Aircraft Sales Inc., in June 1963, and went to the Ohio State Dept. of Commerce in Oct. 1964 where it became the official State aircraft. They cancelled the registration in Dec. 1983, after taking the aircraft to the USAF Museum in Dayton.

From that time until Sept. 1990, N34D was missing from the FAA Aircraft Registry, at which time it was re-registered to Ohio University in Athens, OH, as N34DF. In October it was transferred to Kenneth Joseph, of Canton, OH. The aircraft shows N34D, but that number is assigned to another aircraft and the current FAA registry has “4865” as N34DF. (You need to click on "Continue" on the page it will open to.) It shows "Year" as 1952, which is when it was first certificated in the U.S..

These are the Remmert Werner gear doors. They partially cover the landing gear area to reduce drag in flight. This aircraft has also been modified with a radar nose, taller (square) cabin windows, two picture windows, a gas-fired heater and Airstair door. I’d bet fun-money to marbles that it is a Remmert Werner (St. Louis), executive conversion.

N34DF has the 1350-HP, P&W R1830-94M or -75 engines in place of the original 1200-HP, R1830-92, which necessitates the installation of a “geared rudder tab”.

Ken Joseph had a lot of work done to the aircraft before bringing it to Beach City in 1983-84. In addition to other things, they did major cleanup and painting inside the nacelles and installed fresh control surfaces. He intended to finish restoring it there with new paint, interior and avionics. However, the project has stalled and N34DF is fast moving toward the point of no return. Without the major infusion of more time and money than could ever be rationally justified, the setting sun on this grand old lady of the airways is more symbolic than we DC-3 aficionados would like to admit. Only more love than rationale, could redeem her. (Aaaah - - could I get a sermon illustration out of that?)

Photos 3-6 are mine, at Beach City Airport, Nov. 2003. I saw N34DF in March 2012 and it had new covers over the engines, as shown on the last photo.

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