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Following the success of the DC-2, newly formed American Airlines approached the Douglas Aircraft Company in 1934 about a new design, one that would combine the speed, reliability, and profitability of the DC-2 with the comfort of the sleeping berth-equipped Curtiss Condor biplane. First envisioned as a simple enlargement of the DC-2, Douglas engineers quickly realized the new airplane would need to be significantly redesigned. The fuselage became longer and wider with rounded sides, the wings and tail surfaces were enlarged and strengthened, the nose section and landing gear were modified, and new, more powerful Wright engines were installed. Despite superficial similarity to the DC-2, the DC-3 eventually shared less than 10 percent of parts with its predecessor. The first versions of the new DC-3, called Douglas Sleeper Transports, began service with American Airlines in 1936. It would become one of the most successful aircraft in history.
The efficient DC-3 enabled profitability and profound growth of civil air transport in the United States and worldwide. The sleeper configuration was soon joined by day transport versions, typically carrying 21 passengers. Other versions and engine choices were introduced. By 1941, DC-3s represented 80% of the U.S. airline fleet, with similar international success. During World War II, the DC-3 design was adapted for troop carrier and cargo duty, designated the C-47. It was a major contributor to the Allied global war effort. Douglas built a total of 10,654 of the rugged and reliable planes, with about 2,500 more produced by others under license. Many are still flying today.
The Museum's DC-3 was built in 1940 for American Airlines, delivered as NC15591. It was acquired by Transcontinental & Western Airlines (TWA) in 1942 and operated by TWA and others under lease through 1952. During this period, it appears to have been converted to a cargo configuration. It was briefly owned by Union Steel & Wrecking in 1953, then converted back to an airliner with performance enhancements such as wing root fillets, extended range fuel tanks, and passenger oxygen outlets. The refreshed aircraft was purchased by Ozark Airlines in 1954 and reregistered as N138D in 1957. The aircraft was traded to Fairchild-Hiller in 1966, and later owned by a series of Las Vegas-based sightseeing/charter operators, last acquired by Royal West in 1980.
After a career of over 63,000 flight hours, the DC-3 was purchased by The Museum of Flight in 1987. It now wears the livery of Alaska Airlines, which operated many DC-3s and C-47s after World War II.
Following the success of the DC-2, newly formed American Airlines approached the Douglas Aircraft Company in 1934 about a new design, one that would combine the speed, reliability, and profitability of the DC-2 with the comfort of the sleeping berth-equipped Curtiss Condor biplane. First envisioned as a simple enlargement of the DC-2, Douglas engineers quickly realized the new airplane would need to be significantly redesigned. The fuselage became longer and wider with rounded sides, the wings and tail surfaces were enlarged and strengthened, the nose section and landing gear were modified, and new, more powerful Wright engines were installed. Despite superficial similarity to the DC-2, the DC-3 eventually shared less than 10 percent of parts with its predecessor. The first versions of the new DC-3, called Douglas Sleeper Transports, began service with American Airlines in 1936. It would become one of the most successful aircraft in history.
The efficient DC-3 enabled profitability and profound growth of civil air transport in the United States and worldwide. The sleeper configuration was soon joined by day transport versions, typically carrying 21 passengers. Other versions and engine choices were introduced. By 1941, DC-3s represented 80% of the U.S. airline fleet, with similar international success. During World War II, the DC-3 design was adapted for troop carrier and cargo duty, designated the C-47. It was a major contributor to the Allied global war effort. Douglas built a total of 10,654 of the rugged and reliable planes, with about 2,500 more produced by others under license. Many are still flying today.
The Museum's DC-3 was built in 1940 for American Airlines, delivered as NC15591. It was acquired by Transcontinental & Western Airlines (TWA) in 1942 and operated by TWA and others under lease through 1952. During this period, it appears to have been converted to a cargo configuration. It was briefly owned by Union Steel & Wrecking in 1953, then converted back to an airliner with performance enhancements such as wing root fillets, extended range fuel tanks, and passenger oxygen outlets. The refreshed aircraft was purchased by Ozark Airlines in 1954 and reregistered as N138D in 1957. The aircraft was traded to Fairchild-Hiller in 1966, and later owned by a series of Las Vegas-based sightseeing/charter operators, last acquired by Royal West in 1980.
After a career of over 63,000 flight hours, the DC-3 was purchased by The Museum of Flight in 1987. It now wears the livery of Alaska Airlines, which operated many DC-3s and C-47s after World War II.
