Douglas Dakota

The roots of the Dakota can be traced back to the Douglas DC-2, which led to a military version used by the United States Army. So when, on the 17th December 1935, the Douglas DC-3 made its first flight, its improved performance and increased capacity meant it was of interest to the United States Army. To make the new aircraft suitable for military use, Douglas were contacted by the United States Army with a list of requirements that needed to be met, including a larger cargo door at the rear and strengthening of the cabin floor.

The United States Army placed orders for this new aircraft during 1940, and the first example flew on the 23rd December 1941. Housing a crew of three, pilot, co-pilot/navigator and wireless operator, the configuration of the aircraft depended on the role it was being used for. As a cargo carrier it could hold upto 6,000lb. As a transport aircraft, it could carry upto twenty eight troops and for medical use, three medics and eighteen stretchers could be taken. Underneath the aircraft was space for two three blade propellers and six parachute pack containers.

During 1941 the United States Army Air Force started to take delivery of their first C-47s, also known as the Dakota Mk I. Powered by the 1,200-hp Pratt & Whitney R-1830-92 Twin Wasp engine, its top speed was 230 mph, range 1,600 miles with a service ceiling of 23,200 ft. No armament was installed.

The C-47A, also known as the Dakota Mk III, was the next variant to be produced, the main change over its predecessor was its 12-volt electrical system being replaced by a 24-volt system. It was powered by the 1,200-hp Pratt & Whitney R-1830-92 Twin Wasp engine, it had a top speed of 230 mph, a range of 1,600 miles and a service ceiling of 24,000 ft. No armament was installed.

The C-47B followed, also known as the Dakota Mk IV, and this was powered by the 1,200-hp Pratt & Whitney R-1830-90C Twin Wasp engine. Its top speed was 224 mph, range 1,600 miles with a service ceiling of 26,400 ft. No armament was installed. The main use for this version was flying supplies from India to China, which required flying over the 16,500 ft high Himalaya peaks, known as 'The Hump'. A small number of TC-47B navigation trainers were also produced.

The last main production variant was the C-53 Skytrooper, also known as the Dakota Mk II, which lacked the double door and reinforced floor, also installed was a towing cleat. These were powered by the 1,200-hp Pratt & Whitney R-1830-92 Twin Wasp engine.

The United States Navy would also be supplied with the aircraft, under the designation R4D, serving as part of the Naval Air Transport Service and South Pacific Combat Air Transport Service. The R4D would also serve in a number of other roles, including the radar countermeasures R4D-4Q/5Q/6Q and the R4D-5L/6L, which would normally be equipped with skis, as part of its conversion for use in the winter.

During the Second World War (1939 – 1945) the Dakota would play a key role in a number of major operations. July 1943 would see the type used as a troop transport in large numbers for the first time, when over 3,500 paratroopers were dropped during Operation Husky (9th July 1943 - 17th August 1943), the invasion of Sicily. Further operations for the aircraft would see them provide supplies for the Chindits during their operations in Burma during 1943 – 1944. During Operation Overlord, commonly known as D-Day, which began on the 6th June 1944, over 1,000 Dakotas would serve as troop transport or glider tugs, and in the next 50 – 60 hours, 60,000 paratroopers would arrive in Normandy courtesy of the Dakota. Three months later the aircraft would take part in Operation Market Garden (17th September 1944 - 25th September 1944) which aimed to secure a number of key bridges in the Netherlands The type also supplied the United States Marine Corps as they retook the islands located in the Pacific.

Two aircraft would be used to test different ideas, the first was the XC-47C, fitted with floats containing retractable undercarriage, to become a floatplane, but it never got past the prototype stage, although United States Army Air Force maintenance units in the Pacific would convert a number of aircraft to a similar specification. The second was a proposed glider version, known as the XCG-17. Despite successful tests, it would never enter production.

In total, 10,692 aircraft would be built, with further production of licence built examples in the Soviet Union, known as Lisunov Li-2, and as the L2D in Japan.