I've wondered the same thing... What's the difference between a DC3, a Dakota, a C-47, etc?MikeGolfEcho wrote:Curious when a DC3 becomes a C47 and vice versa? I thought the DC3 was the civilian airliner, and the C47 Skytrain was the military version? Mikey said that (at least one) DC3 was used to drop paratroops during WW2... so why isn't it a C47?
Maybe it's because they now use it to carry pax whereas the C46 Commando (also used as an airliner after the war) they have is just for freight??
Just curious
MGE
Turns out the FAA Type Certificate answers a lot of the questions:
http://www.airweb.faa.gov/Regulatory_an ... v%2032.pdf
Truncated quote:
"NOTE 8. Models DC3C-SC3G, DC3C-S1C3G and DC3C-S4C4G (Army C-47, C-47A; Navy R4D-1, R4D-5) are
basically the same as models DC3A-SC3G, DC3A-S1C3G and DC3A-S4C4G, respectively. The DC3C-R-
1830-90C (C-47B, Navy R4D-6) is basically the same as the C-47A (Navy R4D-5) except for engine
installation. Certain production changes have been made in some of the aircraft such as forged engine mounts,
forged landing gear trusses, rear brace struts, etc., all of which is interchangeable, are structurally satisfactory
for use on any DC3 aircraft.......
Prior to certification as a civil aircraft, the following must be accomplished:
(a) Each airplane must satisfactorily pass on inspection for conformity, possible hidden damage, and for
workmanship and materials used in making any repairs and/or alterations. All Airworthiness Directive
Notes must be complied with. It should also be determined that the production reinforced wing tips are
installed. The reinforced tip was installed at the factory on serial No. 9000 of the C-47 (R4D-1) aircraft
and all of the C-47A (R4D-5) aircraft (Serial No. 9150 and up) but no rework of the aircraft already in
service was ever required. The reinforced tip can be identified from the standard tip since the revisions
consisted in changing all stringers in the top............
(m) If bullet sealing fuel cells are installed, the following must be complied with:
(1) Inspect the installation to ascertain that tanks are adequately supported, i.e., that tank, when empty,
retains approximately its full shape and such that the weight of the fuel or cell will not cause sagging
or pulling on any connections.
(2) Check tank capacities and gauges. Tanks of this type are known to vary considerably in volume and
the main cells may vary from 180 to 200 gallons capacity while the auxiliary cells may vary from 165
to 180 gallons capacity. Gauges and pertinent placards must show correct capacity for cells actually
installed.
Upon completion of the conversion to certificated status, the manufacturer's nameplate on the aircraft should
be altered to include the date of conversion and the new commercial model designation. In case the original
nameplate is not sufficiently large to include this additional information, a similar plate should be installed near
the original plate. Under no circumstances should the original or any succeeding nameplate be removed from
the aircraft."
It goes on for pages on the modifications and checks required for conversion of a C-47 to a civilian DC3C.
