Photo ID: 1011608
click image to enlarge |
Model: Douglas Super DC-3, DC-3S |
Registration: N53315 |
| Year: 1951 |
Serial Number: 43159 |
| Engine(s): Wright R1820-80 series, 1475-HP, 9-cyl. Single row radials |
Owner: DES, LLC, Wilmington, DE |
| Location: PANC, Anchorage International, Anchorage, AK |
Photographer: Ken Stoltzfus |
| Date: July, 2004 |
Present Registration: Same |
Present Owner (FAA info): Same |
Notes:
2/26/05 - Sorry, but this pose almost brings me to a moment of quiet reverence with my hand over my heart. It speaks, "tried and true". "Been there, done that". Paint is just a bit thin but she's "ready to go" when duty calls. Okay, enough nostalgia.
This is the second Super DC-3 built by Douglas. The Supers were all remanufactured from regular DC-3/C-47's.
In October 1940, Douglas Aircraft Company, Santa Monica, CA, applied for registration for "Douglas DC-3-G202A, s/n 4122, NC33662 with Wright GR1820-202A engines, 1000-HP, seats for 21-passengers and 3 or 4 crew".
She had a right-hand door for American Airlines, but in July 1941 the government "impressed" it, giving it Army model C-50 and s/n 41-7700. (Built as a DC-3-277D for American, converted to a DC-3-396/C-50-DO for the Army.)
A May 1944 letter from the Army Air Force to American Airlines says that they intend to return the aircraft to American's commercial operation following determination of price, and payment. In July, American pays $54,925.38, registers it as NC15579 and names it "Flagship New Jersey". Aircraft had Wright R1820-85, 1000-HP engines at the time.
In Feb. 1949 American sells aircraft to Douglas, Santa Monica. April '51, registration changed from N15579 to N30000 because "Super DC-3 built from this plane". New Registration Certificate shows "Douglas Super DC-3, s/n 43149, N30000". It had 16,321 hours TTAF before conversion but Douglas started it at zero-hours as a DC-3S. |
Photo ID: 1011609
click image to enlarge |
Notes:
The DC-3S has a 39” extension or “plug” in the fuselage, forward of the centersection. And of course the distinctive tail is the give-away if you ever have a question about whether or not it is a Super.
According to Type Certificate 6A2, take-off weight is 31,900 with auto-feather and 29,325 without. Landing weight is 30,400. Gross on the regular DC-3/C-47 is 26,200 with 1200-HP engines and 26,900 with 1350’s. (As sprayers, we flew at 30,000+ with 1200-HP.) |
| Photographer: Ken Stoltzfus |
Photo ID: 1011610
click image to enlarge |
Notes:
This aircraft never had a cargo door. It has had several corporate owners including Mexican.
It also has some sordid history. These birds hold 1600-gallon of fuel in the wings and make a good (is that the right word there?) drug-runner. It was caught and impounded twice in the early 1980’s.
Note the baggage door on the side, just forward of the stabilizer. And that ladder against the centersection. Wow - - that would be nice! When I flew ‘3’s we always took a little run, swung a leg up there and hoped we didn’t slip off. (I was younger then!) |
| Photographer: Ken Stoltzfus |
Photo ID: 1011611
click image to enlarge |
Notes:
With the extended fuselage the Super ‘3 would accommodate up to 31 passengers plus cabin attendant. (I know someone who transported 350 men, women and children out of harm’s way, in five loads in a turbine DC-3. Now that was a cabin full!) |
| Photographer: Ken Stoltzfus |
Photo ID: 1011612
click image to enlarge |
Notes:
Let me tell you, this looks a whole lot different than 1940!
Super '3's have the Wright R1820-80 series, 1475-HP engines. This particular aircraft was first built with P&W R2000's, because Douglas envisioned a good market in the airline industry and wanted to make both engines available. It made its first flight in Oct. 1949, and was later retrofitted with the Wrights. I believe this was the only one built with P&W's. |
| Photographer: Ken Stoltzfus |
Photo ID: 1011613
click image to enlarge |
Notes:
This is a really nice passenger aircraft. I'm not sure who the lucky people are who get to ride in it, but I sure hope they appreciate it.
This aircraft has had numerous identities over the years. It started as NC33662 for American; became USAAF 41-7700 (tail number 17700); NC15579 and then N15579 for American, all as a DC-3/C-50. As a DC-3S it started as N30000; N222HC in 1958; N223R in 1962; N6811 in 1963; XB-NIW (Mexican) in 1966; N567M in 1972; N53315 in 1984; possibly N30TN in 2004-05.
If anyone has good photos of it over the years, I would post them and give you credit. |
| Photographer: Ken Stoltzfus |
History from FAA files:
10/28/40 Douglas Aircraft Company, Santa Monica, CA, Application for Registration for Douglas DC-3-G202A, s/n 4122, NC33662 with Wright GR1820-202A engines, 1000-HP, seats for 21-passengers and 3 or 4 crew;
11/6/40 Registration Certificate issued.
7/41, U.S. Government acquired aircraft, gave it Army model C-50, s/n 41-7700;
5/44 Letter from Army Air Force to American Airlines saying that they intend to return aircraft to their commercial operation following determination of price, and payment;
7/44 American pays $54,925.38, registers as NC15579, aircraft has Wright R1820-85 engines.
2/49, American sells aircraft to Douglas, Santa Monica;
4/51, Registration changed from N15579 to N30000 because “Super DC-3 built from this plane”; New Registration Certificate shows “Douglas Super DC-3, s/n 43159, N30000”
11/50, Douglas requests cancellation of registration because aircraft was sold to U. S. Air Force. Also requested to keep N-number for next aircraft. (I suspect the FAA got this into the wrong file. Douglas had three Super DC-3’s with registration N30000, and c/n 43159 never went to the Air Force. That probably relates to c/n 43158 or 43301.)
8/58 Aircraft Inspection Record shows 2687-TTAF, Aircraft Spec 6A2, Application for Airworthiness shows Douglas as owner, Certificate of Registration dated 4/51;
9/58, Douglas Aircraft Company, Application for Airworthiness, Standard and Restricted Categories, shows 2727-TTAF.
12/58, Bill of Sale, Douglas to Harbert Construction Company, Birmingham, AL, who registers it as N222HC;
10/61 Sold to Raytheon Company, Bedford, MA;
5/62 Sold to Bolger & Co., Midland Park, NJ, Raytheon leases it back, I believe, registration changed to N223R;
6/63 Sold to Raytheon Company, Lexington, MA;
7/63 Sold to William C. Wold Associates, NY, NY;
8/63 Sold to Burdick Grain Company, Minneapolis, MN, who changed registration to N6811.
6/66 Sold to Banco Mercantil de Monterey S.A. and Super Mercados, S.A., deregistered; Was registered in Mexico as XB-NIW;
12/72 Reimported, registered to Kenneth R. McDonald, Great Falls, MT, registered as N567M;
1/73 Application for Airworthiness shows N567M, 6077-TTAF.
8/76 Sold to Air Travel Associated, Dallas, TX;
2/82 Forfeiture notice to Air Travel Associated and Air Line Service Company, by U.S. District Judge, Detroit, MI;
6/82 Sold to Aero Union Corp, Chico, CA, for $37,127, by General Service Administration, Atlanta, GA.
9/83 Sold to World Air Mechanics, Inc., Bridgeton, MO,
10/83 to Aircenter Inc., Chattanoga, TN;
6/84 Default Judgment by U.S. District Judge, TN;
6/84 Sold to Aviation Enterprises, Addison, TX, by Drug Enforcement Agency, they register it as N53315;
1/86, Sold to General Services Administration, Washington, DC;
4/86 Application for Registration, City Council of Beaufort County, Beaufort, SC;
1/03 Application for Registration, Alan G. Larson, Anchorage, AK;
1/04 Bill of Sale and Application for Registration to DES LLC, Wilmington, DE as N30TN;
4/04, Sold to Alan G. Larson, Anchorage, AK. |
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