Aircraft – Douglas DC-3

So many volumes have been written about the importance of the Douglas DC-3 and its wartime variant C-47 that the saying “it needs no introduction” likely applies here. It is inconceivable that the world’s system of air commerce could have evolved as it did without the ubiquity and economy that this aircraft brought us. The lessons in equipment utilization and scheduling; maintenance methods and spare parts management; cabin service and ground handling that the DC-3 taught are still valid today. And no other type that has come since has re-created its “be all, do all” utility.

Every branch of the Northwest family tree used the DC-3 at some point, so this will be a long page to scroll through!

If you use these photos, please credit the Northwest Airlines History Center – please also contact us to let us know how you’re using them and if we can be of further help!

Northwest

The lighter passenger loads NWA carried across the Rocky Mountains toward the Pacific Northwest, and good relationship with Lockheed Aircraft, initially swayed the airline away from ordering early builds of the Douglas DC-2 or DC-3. Instead, Northwest became the launch customer for the Lockheed 14H Sky Zephyr in 1937. However, by 1939, the unfortunate safety record of the 14H was hurting NWA business so much, the company had no choice but to withdraw the type from service completely and lease DC-3 airframes to cover the schedules.

Of course, once NWA Pilots and accountants experienced the type’s performance, the decision to standardize with Douglas was simple. Ten frames were purchased before the outbreak of World War II; 36 in all over the 19 years the type flew with the company.

The initial 21-passenger configuration necessitated the introduction of NWA’s first flight attendants from 1939.

During the war, while much of Northwest’s fleet was diverted into military use, NWA was also contracted to fly many more as part of the Northern Division that was tasked to construct airfields and navigational aids, and operate supply and personnel flights from the Midwest and Pacific Northwest across western Canada and into Alaska. It can certainly be argued the war was won because of Northwest Airlines’ efforts and the use of the trusty DC-3.

A heavily modified Northwest DC-3 was also tasked after the war to survey and establish the commercial air route from Alaska across the Pacific into Japan, and beyond to Korea, China, and the Philippines. NWA also operated a DC-3 for the United Nations on humanitarian flights into Korea during that land’s civil war in the 1950s. The last DC-3 service for Northwest took place in late 1958.

Wisconsin Central

Wisconsin Central’s shoestring capital-investment budget and growing traffic was causing serious problems in 1949 and 1950 as its six Lockheed 10A Electras were being flown intensively to try to keep up with demand – and literally wearing out.

Hal Carr’s connections back at TWA, his previous employer, paid off as he negotiated an excellent deal in October 1950 to purchase six used DC-3 frames from them for just $450,000, after maintenance and overhaul, and including spare parts. Those frames were all in service with WIS by March 1951, allowing the Lockheeds to be completely retired by May 1951.

North Central

North Central’s fleet started with the WIS birds and continued to grow with spot acquisitions from the major carriers as new route awards kept coming Herman’s way, eventually reaching a total of 32 frames.

By the mid-1950s, North Central’s growing traffic was again outpacing its available capacity. The DC-3s were refurbished and given fresh paint (including white tops), but Hal Carr and the board were already starting to make inquiries about larger, more capable aircraft – especially as passengers coming from major stations like Chicago and Detroit were accustomed to flying on more modern equipment, and the DC-3 with its slow speed and taildragger gear was increasingly being perceived as not worthy for ‘mainline’ service.

It took until fall 1958 for the stars to align, but when they did it came in the form of the iconic Convair propeller twins – bigger, faster, more comfortable, and most importantly more economical. However, it would take until February 7, 1969 for the final DC-3 run over the Route of the Northliners.

Of course, this section isn’t complete without covering the most famous commercial DC-3: North Central’s “Old 728,” registration N21728, built in Santa Monica August 17, 1939. She began service with Eastern Airlines and logged over 51,000 hours by the time EAL sold her to North Central in July 1952. NOR put over 31,000 hours on her by the time she was retired on April 26, 1965. But this was not the end of her story – as new Convairs took over the Route of the Northliners, this bird was converted for executive and charter work (see photos below). She flew in that capacity until May 28, 1975, logging a total 84,875 hours in the air – more than any other airframe in history (a record unbroken until 1981, by a PBA DC-3 of course.)

The weight of these modifications led to unacceptable single-engine performance, so JATO packs were installed on her belly. These units had to be fired within 18 months and replaced, due to the corrosive rocket fuel they contained!

After her second retirement, North Central donated Old 728 to the Henry Ford Museum outside Detroit. Unlike other historic aircraft, 728 was situated in an outdoor courtyard behind the main exhibit hall, exposed to the elements and cut off from view by all but the most dedicated museum visitors. Her paint faded and flaked, and exposure to rain and snow accelerated rust and warping. Even by the early 1990s, Old 728 looked like a derelict in some forgotten farmyard.

Northwest in 2003 made a substantial donation to the Henry Ford to help the museum renovate its aviation displays for the centennial of powered flight. As part of the updates, 728 was brought inside, stabilized, and fully restored (static condition, not flying condition). But, the Henry Ford decided to repaint the aircraft in Northwest 1930s colors – not in the North Central livery where she set her records. NWA did not object of course – it was their money that allowed the aircraft to come in from the rain and live on.

Aviation historians and the NWAHC take the position that 728 should accurately represent her markings for the time she earned her fame – either in the 1960s scheme or the 1970s colors she ended her working life with. (Would they put a Mercedes logo on a WWII-era Jeep?) Herman the Duck needs to be on that tail. But it is unclear whether the Henry Ford will ever reconsider its decision, despite NWA no longer existing. Delta is an ongoing contributor to the Henry Ford but isn’t going to get into this controversy…

Southern

In contrast to Wisconsin Central / North Central, Southern Airways started off with used DC-3/C-47/C-53 equipment. Frank Hulse used his connections from operating flight schools and fixed-base operations to obtain four airframes at a favorable cost to begin operations in June 1949.

As the Southern network grew, more and more DC-3s were acquired, bringing the eventual total to 27 by the end of 1960. However, like North Central, eventually the broad network and growing demand meant that the DC-3 would need to be replaced with larger, faster equipment.

Martin 404 airliners were brought in from July 1961 as replacements, but the DC-3 still had a niche at SO serving smaller stations, with seven frames still serving at the beginning of 1967. However, the last of the fleet was retired in November of that year.

Southwest Airways – Pacific

Like Southern, Leland Hayward and Jack Connelly had built a substantial business during WWII around flight training schools, and the network of institutions they built in the Western U.S. was busy enough that they even started an air-cargo carrier. So they were well-connected to source inexpensive equipment and also to raise capital to start with “mainline” airframes when the time came to begin a passenger airline.

Scheduled passenger service under the name Southwest Airways began on December 2, 1946, using ten of the plentiful and affordable war surplus C-47s, the military version of the Douglas DC-3, converted for civilian use. During conversions, Jack Connelly developed and patented the “airstep” door, but released it to be used by anyone at no charge.

Eleven converted military frames would fly with Southwest; ten would continue on as Pacific Air Lines. One ship would be written off in 1959 at Santa Maria, CA.

Phase-out of the DC-3 was gradual with two leaving in 1960, two in 1961, and two in 1963. The remaining three examples were retired in spring 1964.

Empire

The initial fleet of Zimmerly Airlines consisted of four Boeing 247Ds and these passed to Empire Airlines as the “paper merger” between the companies was operationalized in March 1947. The 247s were already showing their shortcomings as traffic started to grow, and were disposed of in March 1948 one-for-one for freshly converted surplus C-47s. These DC-3 models would continue in service in the Pacific Northwest when Empire merged with West Coast in 1953.

West Coast

West Coast Airlines (WCA) started operations with DC-3s (all converted C-47) in October 1947 and had six in the fleet at the time of the merger with Empire. WCA would ultimately use 13 airframes by the late 1950s, starting to pare down the count as F-27 turboprops came on line. DC-3s were used at that point mainly for smaller communities on its network and numbered eight at the time of the merger into Air West.

In 1967 WCA took another step toward making the DC-3 obsolete by purchasing and operating four new Piper PA-31 Navajo six-seat “Miniliners.” These did better match the demand from WCA’s smallest stations and foreshadowed commuter-style operations.

Bonanza

Edmund Converse’s charter and on-demand air operation was equipped with a variety of light aircraft, focusing on the Las Vegas market. After picking up a naval personnel transportation contract, he also leased C-47s. Nevertheless, when scheduled operations commenced between Las Vegas and Reno, Nevada, in August 1946, these flights were flown with the Cessna T-50 “Bobcat”, numbering three in the fleet.

Strong demand on that route and the awarding of additional en route stops, plus the transfer of TWA’s local route between Las Vegas and Phoenix, required Converse to bring on additional mainline capacity. Three DC-3s were acquired in 1949, one each in 1950 and 1952, three in 1955 and one each in 1956 and 1957.

Rapid adoption of the turboprop Fairchild F-27 allowed the Threes to be retired quickly, with six leaving the fleet in 1960, three in 1961, and the last in 1963.

Air West

The eight DC-3 airframes inherited from West Coast at the time of the merger in July 1968 remained on Pacific Northwest routes only briefly before being removed from the system and replaced by Fairchild F-27s. (Frequencies on many of these affected routes had already been trimmed to just 1 or 2 daily departures so there was no effective cut in frequency in 1969-1970.)

None of the Threes received a full image makeover, retaining their West Coast striping but getting Air West titles and tail markings.

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