DC-3 OPERATIONSTP G eh Lehi pry, PERFORMANCE, AND OTHER, DATA FOR DOUGLAS 2027, beara. 1) ‘j— ooucins. uTeowucriOn The tnereasing use of the 00-3 airplane and release of C17 alrplanes by the Government have opened nea entersrises to business een, Cf genuine Interest to any tspe of business wherein the operation of aircraft 1a concidered are certain factors of operating cost and performance, Because of the danand for thie {nforma tion about the 0C-3 airplane the Douglae Conrany hae cospiled ir thie rejert the ansrers to the usual questions of: How much will it carry? How far wil) 1t ly? At what expense? ete. Mide variations tn the DC-3 type alrplane converetona make 1t virtually Ampoontble to make a generalized statencnt about jomer planta, accepncries, intertor furniahings and other equipment which might affect the weight mrpty of UC+3 tyre airplanes, In past conversions thie weight eapty has norsally varied fron 16,500 pounde for cargo airplanes to 17,700 peunts for pansenger airplanes. Secavse of this wide variation in weights the performance ani cost data charts presented in this study were nade at an average weipht enpty of 17,100 rounds for 2l-pamnanger atrplanes, 17,100 pounds for 2-faanenger airplanes and 16,510 pounde for carro airplanes, These variations in wotght empty, however, have no effect upon the maxioum perziasible take-off and landing grosa weights which reaain at 25,200 weleht and 24,400 pounds Tard ing groee weight for jmnarenger ‘and 26,900 pounta take-off prose weight and 26,900 founds landing prose wetent for cargo airplan The sajority of 0-3 type airplanes are equipped with wtthar 1830-92 (810%) or 1870-900 (S446) engines. The Civil Aeronautics Board requires that all [€-3 type atreratt equissed with SUClG (two-speed) engines be operated only ahen thoor engines are locked in LON BLONER or when they are replaced with or converted to SIC%G engines, Tho fuel consuny tions used in thie reyort are thoae Tor the S1C% engin To allay any concern about the possible rs Planes because of C.A.B, rulings, a section of this book haa been devoted to quotations from C.A.B. Draft Release 46-7, which gives the opinion of the Civil Aeronautics Board and the probable action it will take, tricted vse of DG-3 tyse alr- st Srplane cannot be overvenphastzed. A etuple wethod of properly loading the DC-3 airplane along with peneral loading information 1s included to help the operator conduct hie flying operation gafelr and profitably. | re TR RE OE (EE RC TO SET Se ence ene satetamrsorenanemelaaaeaneiemenisamna “ee mC, Mo invite you to use this book as an authoritative reference for 10-3 type airplane data, Mhen requesting any of the MOB, ramials or othr inforsn— tion referred to herein, addreos your requests to the departaent listed as handling the material at the Dogs posh ¢ ot Bb evke we «od Bein Wewets Oi or cable "DOU LAPRER, tenure nah Gat fats «320° — Doucl As RY >~— ——— ones oor 10% coateoom I CUOUI ATI, fasasaas ae FORWARD ENTRANCE DOORGENERAL DATA FOR Do-3 THE ALR LANE (With Pratt & Mhitney Engine R-1830) Performance gt Maximus Take-off Grope Meteh Take-off Gross Retght testes Maximum Speed with Normal Rated Powar at Sra Level Rated Power per Engine at’ Sea Level «+. Maximum Speed with Normal Rated Power at Critical Altitude with Ram e..eceesscee : Critical Altitude with Ram. fetes 8,000 tte Rated Power por Engine at Critical Aititude with Ram, peseeeeeeeeees Initial Cruising Speed at 10,000 feat with 50k Sea Level Rated Power .-++ vee 16 MP aT mith 60% Sea Level Rated Forar D0 WSL MPH. mith 66 2/36 Sea Level Rated Power (Wax. Cruising Power) .. te 202 M.P.ite Service Casling with Maximum Continuous Poror = 2550 R.P.U. (100 foet per minute Rate of Climb) with 2 Engines Operating « peessers 25,000 ft. Mith 1 Engine Operating stiersssecessccessess Rate of Climb with Normal Rated Poner with 2 Engines Operating at Sen Level ., at 10,000 feet 1,230 ft. per ain, 960 ft. per ain, Stalling Speed at Sen Leval with Flaps Retracted + 22 NAPA, Recommended Climb Velocity (Tor adequate cooling) + 120 WIPLH TAS. formance gt Maximun Landing Gross Meight Landing Gross Weight reseseseeeceseeee 24,400 Tae talling Speed at Sea level with Plapa Down + 70 MP. Pixed Faulrment ALL 0-3 type airplanes converted from Governnent Surplus have provisions for the installation of an automatic pilot. Some airplanes have the autoratic pilot installed. The hylraulic system includes equipaent necessary for operation of landing gear, wheel brakes, cowl flaps, wing flaps, etc. The electrical aysten usos 12 volta’or 24 volts direct current, depenting on the model desipnation ant original equip- nent installed, 411 00-3 type airplanos are quipped with the nornal airline complement of navigation and flight instrunents for pilot and co-pilot. Radio equipment nortally includes conuntcation unit, radia compare,DOUG: AS hy marker beacon receiver, range and auxiliary equipment, {nter=zhone equip ment and filter equipment. Al DC-3 type airplanes are equipped with either steam hea: or hot atr cabin hoat system. Either system 1s conritered adequate to heat the airplane, Lost of these airplanes are also equipjed with two hot atr tubes for windshteld defrosting, ona for pilot an one Cor co-pilot. ALL airplanes are equipped with provisions for boot type sur- face deizers and alcohol type propeller and carburetor deicers. Mine Loading (rs at 25,200 founda Gross Teizht 25.5 lbs. per aqe ft. fat 24,400 pounds Cross Weight 2ks7 Ube. per aq. ft. Poner Loading (Take cf Horsepomar at 25,200 pounds Gross Weight « fat 24,409 pounds Gross Helent | + 10,5 lbs. per hp 2 1012 Tbe. per hp ‘Opttonal Engines Interchangeuble with the S1C% Engine Ratings are sane as SIC3G, 100 min, octane fol must be uned unlesa carburetor setting 18 revised to peralt use of M1 min, octane (a) R-1220-49 reduetton $0) ReLe30-82 reduction (e) R-2830-92 Petinth an (a) R-1330-57 (16:9 reduetton goarinr, fe} R-1330-96 (16:9 reduetion rearing) *Opitongl Encinns Intecchanpeable with the 54043 Fnlne at TWentlenl Ratings Tenition timing gust be molified to 250 for ol ml mum octane fuel. (a) $3046 (16:9 reduction rearing) (b) R=1830=43 (ce) R-2230-67 (a) R-1230-900 reduction pearing) reduction enrinr) Fedietion zeartnr) (e) Peduetion rearing) (r) (18:9 retuetton fencing) (e) (26:9 reduction pearing) "In accordance with C.A.A. Airplane Specification 4-669-5.—_—_<_—<____———————— — oct rs GEMERAL ENGLYE AND EROFELUEN IMPON. ATIC Poner Plant With but few exceptions all DC-3 type etrplanes are ponered by tro Fratt £ Mhitney "Twin Masp" Yodel R-1330-S1036 single stare, single speed engines goared 16 to 9, or R=1830=900-SACAG" with tno speed blower, The engino ratings aret Naxtaun Takeroff Horsepower ++, 1200 B.H.P. © 2700 RPA, up to 4,800 tte Maximum Mated Horseponer « 1050 DLHLP. © 2550 f.P.. up to 7,000 ft. Naxintn Crutsing Horsepower... 700 BHP. © 2325 RePelt. up to 15,000 Cty S900 engine has sane ratings when locked tn LOW BLOMER Dry Weight of Engine ™ 2467 poumte Number of Cylindurs = 1h For information regarding action to be taken on airplanes having 1820-90C-S4C1G enrines see para 10. trorelers The propellers arn llanilton Standard hydromatic constant speed, controllable pitch, full feathering and thren bladed with llamtiton Standard hubs #23550 and blades: (a) F6L59A-18 to 461534-21 (*toothptek" blade) (e) #6474-0 (*yaddte" blade) The following differences in performance exist between the two blades: i. On take-off performance the "paddle" blade will cut take-off dlatance by approxizately 100 foet. 2. Slightly better elinb performance 18 obtained when using the "paddle" blade. 3. Durine erasing operation with "puddle" blades spond reductions up to 2E.P.H. will be noted for t4entleal sonar suttings when conpared with speeds obtained by usinr "toothpick" blades. The single engine ceiling with the "toothpick" biade ts approxinately 100 feot lean than that cbtained with the "jaddle blode. &r ECT Reennt changes In CIvLL Air kermlations affecttnn airplanes in the trunsport catepory have caused concern £9 ojeruters of Us Lord viancs. G1) "Generally thase nem repwiations, 40.2 (0) amt cL. i elisinute yftar fecenber 31, 194" for icanatic ojerntion ant Oneenbor 31, 19L7 for operation outalde the con!tnental Limits of the Un'ted States all atremuft not certificated unter a transport catesery from use in ieduled passenger air Inasmuch ae the requirements for atrict complia 82 40.2 (a) and 41.26 (b) would preclude the use of the (C-3 while tt is still serviceablo..,,and also the fact that substantial inveatnents would bo nullified by such compliance, with the result thut econonte hardeh{ps mould be created which may, alonp with the other relevant factors, be extremely ietrinental to’ the alr tranayortation systen of the country, it te belloved that the Interosts of the ;ublic will be better served if alreraft which now are not cortifleated in a truns= port category are allowad to operate in sehoJuled pasconper wir trang portation beyond the aforeeald effective dates, provides that they arc valuated for operation under the higher safety etandarda of rnance required of alreraft which are Cully certificuted in a port category.” To this end certain azendrcats have been propose! hich, whan ted, will provide for tho continuod areration of LC-3 type equip- nent tn gertitt schedule encer air transportation, No regu- lation other than normal airworthiness requipesents has been made affecting the use of the DC-3 tyre alrjlane in non=schodnled, cliarter or contract operation, NCTE: Veivir air Regulations Draft Relorse tio. 46=7, dated 11-13446pouchas > — SERVICE AND MATNTENAN Proper maintenance and repatr of alrpluncs are of prime importance in the sustained operation of any ulriine. fn the Lonvt run haphazard and half-way milutenanee meaoures (nvurinhly prove 1 be far more costly thun If proper muintenanee amt reryteing hut bees provided as an integral part of the airline's orgnnizat Douglus Service Organtzntion to tt ‘The Douglae Afreraft Company hao jxtomt—tetimeaidemmacatee! “serrerrrmmntatenytrestmbbemstaeAnh 1 vor idvide service organization, the function of which 4s to offer operating, maintenance and technical information, This service program includes field service representat who make personal contact vith the operators at their home bases, plant and service liaison departments to back up the ficld service representa- tives, and a service equipment department to develop for the operators any type of maintenance tools or equipment that may be required for more efficient operation of the airplane. These direct services are supple- mented Vith (smmeatesndssmmniatenemannbeminiae—prerrm, service publica TIONS FOL) 0 sewn furnish to the operators the lates! -——ras_—<2e09«s«_er informition uvallable To nsnist European operates of DU-3 type alreratt, Nixhly expertencea service and malntenancr oxper! ne Douglas Alpert Company are & Furope and are avatiabie din prineipin cap: Contacts pertutning all opera «should be madeTre Clvil Aeronautics Administration requires Uvmt ald 3 type airplanes, equipped with Pratt & wnitney engines, viich cused by the miiltary during the var and which are now cultable peacetime civilian gperation be relicensea to comply with Mire Morthiness Directive MMO and F.A.A. Mrcraft Specificution A-669-W and their supplements If the operator oee not have adequate fnotlities for inspection and certification or if ne deelres an air carrier conversion, he can tnke advantage of the Douglas Service Center System. Tais Syatem includes the following Lcensed service centers: Scottish Aviation Limited Preswick, Airport Ayrshire, Scotland Societe Francaise Dentretien, Et de Reparation de Materied Aeronautique Aerodrome de Bordeaux Merignac Bordeaux, France Hindustan Mreraft Lta Bangalore, Indta Australiun National ALrwuys Ply. 1d 390 Flinders St., Melbourne, AustraliIn addition te poucLas na iEyal Rag Hie other “conver sis @ are converttir Peed thas al aeto qh =n 7 too 00 j i approinn ta ‘Take-Off Field lengths (Pt) Required by Transport | ice If one engine engine faikore to atep se equal to Hetaroe to} cc eR Fe fo Be Gpkttcal Engine Failure Speed!) —! | C,AvA. Flight Engineering Report #9 assumes siinimun control ‘speed ‘in flight off 8 WHE Tru Tndlented Itropeed.- Oritical ‘otk iing ifailure | speed and minimum lift-off spe sy, within the Hatte of the prose weight and altitudes show ‘on thin chart, are assumed tobe 110%-of aint som control speqd or 96.8 ¥PH Trig Indicated Airspeed. 6.8 MPH T.EsA.S.@ 91.0 MPH-Pilot'a Airs} | speed Intteator | PRestiog | + Take-Of¢ Cross 9 fedeht Lintted ty Rate af Cliab a |, 0,035.Vpy’ ? per CoA.R, Regulation. ef atEC ALR 044122. und IC.A.R. 6147122conattionss i 2+ sist Paw Wag Flaps = 0°, Figld fa Altitude! (Fe) ae poe sfooh i [ested fh yoPske 2 1 Sea Level er (betas } beeper iad oe chadedlateal seid three parte: | i ae Takierott tahoe: re i Loe all lef ha 8 aig pp iy i ag h th | eth oho nob. Saal fae | ano | : 1 ahea] | aobo ral Joab "fend "boob he | Takpedtt Distance (Ft) seb wt: ppt fshabok 8 sence. 4 jetnpLitiea ‘hat lanl lia te’ aia of : Ml } arate ereunt fron ont, liskaped “ithe ctetante to nose rae show takenort apqed irimmd paradle? tothe grou the herdzontal Sistanbo ltd asky i epeed: th oth! eogines | +4 ‘thiol dara ei etna) ot fakewese-| br no Oe rtela: + th tequtred) 4 ¥TORS PT os afed cif WE wa3 Peaymge HO Sees 2a fo peren OOOEPT “WoResedg ouySud t uorpeody wuT3ug — ~ - Oy | quays pono Reap 5a “es tar spun oet TLE 1800) ft S ssugser OCS FETRGCICMER CU) 0 Gorl Flape 15° nee FDe12iiL-1 $1636. Pin Nacp Fheine Pe ve Climb Yeleclty Teas. (PH)[slebescommasciee mneinos | = Drops: Landing Wetehte i EY beef see | | [ a0 00. 30 : i. Effective; Rumay Length Required, for Schoduled Destinations eat i' Ae epee id ints, dtindaeh Asegapnoras | + {- 525): Cond. Peoe t a i ae Pp ead 4 ae ‘ata speed 20% greater than the flaps down ng epntecta chitulated alsterce froma given hotghtlassuses e sinplified fUght path and te Glof the gliding divtances tranoition dietance and Landing rolls care gives distances to come to:rést after gliding over a 50' obstacle. The Ling speed, and the talling epeed. oe ground) at a spond 10% greater than this ia reat (etalon! are for ‘flapa laowal £5° ithroughout ithe lariding. “The ‘calevlations sojeltor the. efthoy of ground on Spducod drag during tbe tranet to pd. Landing pipe} fitces inh +t No, SW=392h,..page: 63 (Does not reprosont C.A.A, landing 7.1. field Length required)— noustas, 0-2 THE AIRPLANE: WEIS Because cach custoner will specify his Individual requiranents for interfor furnishings and radio, tt 19 inyoseible to yick » standard weight empty for all DC-3 airplanes. However for jurposce of this study eight allowances hve been nade which will include the averare require nente for ecenerctal operation, The weightc Msted below mere those veed in computing the operational charts on pages 22 thr: 31 inclusive. 21 Faeseny 2h Bagsencers kiggrs. Nesent Enpty 17,100 Lbs. bites. Metght Empty 17,530 Tbe. Trapped Fuel & 012 110 Ibe: Trapyed Fuel & O11 310 ibe. Winton O12 150 Ibe. Minisun O41 150 1de. Buffet Supplies 210 Iba, Buffet Supyiiee 210 Ibe. Passenger Supplies 150 lbs. Passenger Suriliee 150 Ibe. Operator Mt, Enpty 7,720 lbs. Operator's Mt. Enpty 18,150 Ibe. Grew (3) & Peceage 545 1bo, Gren (2) & Daggare 545 Tbe Total Operating Mt. 18,265 1be, Total Operating Mt. 18,695 be. 21 Pass. © 160H/Pass. 3,360 Ibe. 24 Pano. @ 1608/Pane. 3,840 Ide. Wail, Bagrage & Expreoo 2,022 1be, Mall, Bagpace & Express 1,112 lhe, Reserve Fuel & O11 753 Ibe. Reserve Pucl & O41 753 Woe. (200 i. #45 wine) (200 wt. #45 bin.) Landing foight 2byLO0 1b, Landing Rotght 24,100 Ibe. Maximun Allonable Landing Weight = 24,400 pounda Maxisun Allonable Take-off Neight = 25,200 rounda NOTE: If surface detcing equisnent 1s included on the airplane, the baoie weight ety as well as groee landing woiphte and tak off wolghta nay be increased by 246 poundThe direct operating coste represented by the coat curves on pages 24, 27 and 30 were computed by uso of tha Air Transport Association Direct Operating Cost Pormulae and tha corte an! other factors listed belo 1. Fuel cost - based on 16¢ per gallon, 2, Ol cost - based on 45¢ per rallon. 3. Airplane depreciation to 10% residvel airfrane value, 5 year depre- elation period at 10 hours er day utilization based on airfrare cost less engines of $100,000.00 = C,. Cost/nour = 9 (Ce (5 FG, ~ 100,000) 3650 300,000 ngine depreciation in 4 yeure at 3,000 hovr: based on engine cost of $12,000.00 2 Cy. per year utilization Goat/nour = Ce XNusber of Engines (2) % (3,000) Engine ove: ul and repair coats based ont Engine cost #12,000,00 fe Engine wotght = 1,467 pounde My Number of cylinders = 14 =Y Number of engines = 2 =N Me Goat/nour = w [1.25 (O84 Airplane overhaul and repair costs based on: Mrplane woight onpty Jess engines = 14,266 pounds = Hy Cost of airfraze = $100,000,00 Ca | Floor area = 223 square feet F | Number of engines - y 2 N | Pr a. c Cost, 2 155 (2) 4 e : —a cot/howr = 1455 (555) # «TOK Af 1.25 (Es H aa Boa)— noustas 7, Airplane and engine ground service coste based cn: Airplane weight omrty Tess engines = 14,166 pounds = my Number of engines = 2 28 %, Cost/hour = 2.29 (8 # r5555) 8. Pilot's cost (ATA) 2400 Cys 2.07 [2.33 (3.55 # .0066 Y,) x. Wy = 100 Co-Filot = Crew Chief cost (ATA) Qe 1.07 (220) (45 ¢ 8) (ne, of crew) 10, Cabin Attemtant's cost (ATA) oye 27 CE) 5 A 5 Fab) (no. of attendants) 11. Crew expenses (ATA) cy = Vp [(.00225 x no. in crem) # (.00344 x now of attend ante} 12, Airplane nouranee based ont Total airplane cost = $12,000 = Cp 10 hours/day utilization Coat/nour # 49 (08) Gy 4 (0.0013 x Vy ) ' 3650 where Vp block speed Ae previously atated the Dirsct opefatian comtn on pares 24, 27 and 30 wero obtained from the A.T.A. cost formas listed atov~. The formlan fare based on the aircraft utilization shown, Decnune all operatore will not neconsarily operate at theso utilizations or with » atewarinaa aboard, a Direct Operating Coat Adjustment Chart. !9 jrovided on pare ?1 which ehowe appropriate adjustments to be mate to the conte on pares 2h, 27 and 30 far varying average datly utiltzation ani when the stewardess {# pot a crew member. Those cost adjustment curves are used in tho following sannort 1sDOUGLAS fe ~~ — Conditions: Payload = 4,250 lbs. Range 700 wiles Poner 600 BHP Block Speed 182 MPH | Cost from page 27 = $,32 per Kile | No Stewardess | Determine: $/Kile cost at 6 hour per day utilization Solution: Enter Cost Adjustment Chart at 162 HPH block speed, read up to "6 hr, curve" in Ineurance section coat {neroase = $,009 per sile wp to "6 hr, curve” in Engine Depreciation sectian cont increase » 2.006 per mile up to "6 hr, curve in Airfrane Depreciation section cost increase = $.0)8 per oile Total Gost Incrense = 3,031 por mile | Fro "Stenardess Cost Curve", read = 10148 por Bile Cost Adjustment 10162 per atle | plus coat per atle from page 27 132 | Total Adjusted Cost per Kile = ,3362 To convert to ¢/200f ni . divide payload by 200% 4250 =300 1.25, 200# unite in payload divide t/at by no. of 200f units tn payload 33362 as * 1.58 ¢/200# mi | NOTE: ANY coat Cheures ape ete : rn estimating costs by subet item ine caynent bat | 20i Theraaah to Direkt Operating: Goi Dally Utilicatton'on. Airframe Dp ren THAMiael ser Eefect of Varying freciniton Coste ~ A.T.A. Item 3 J brag i T Metae ro, Sten e/aey wetasenny Bese i (ng tA Matton spans ohroot catia ‘Conte (tila). per Effect qf Varying jally. Utilization dh'Enethe Depreciation Coote ~ A.T.AL Item 4 | sa FT befday attention, Decrease to Direct Oporatt 5 Cornted oy Airplane i Rites i 7 Tae ine ate oT Voerotae to Direct Operating Coote (IMS16) par Effect ¢ Daily Ly Li Ut&Mdggtion on Airplane Ingurance - A.7.A. Item 12 ng Costa (3/L16) Then Ho Stewardess jAsTsA; Ttens-20 and-12 poh i i Se wean ; ebdtaneRPM Palete Alrepeed ‘Indieator (MPH) Teve Mrepeod (KP sileo Fer Gallon Soar CRUISE Chakt 208 2-2, DE ALAPLANE Operation @ 110% Sppeds for Maxirom Range P & W S1C% ENGINES = STAMDIRD ATWOSTHFAIC CONDITIONS Rtthout f Ran > STL aE EERE1! \ Bqutpped with Faw 1630-92 (SIC3G) Engines . Operation at 500 B.H.F. i He TH Stayard Atmoopherie Conti tions 7 ] Specific Fuek Conaria on To dbtatn total clerland et edn, fon {9 pounds per hour, mltapty samt yest Cure 3 100 ” Lie. / curve Shown Without — a Effect of Ran 5 4 Fo 2,000 W6s Level Altitude (FE.)om pooe/s ouvydaze wwduoeved Tz orp poor/s suvydzye xoRLossH 7 | ng ses Pavel tng peels! oxxorny seqnutn $7 ¢ STTA 00% = earoeey BES ea te G_00S H ts Loe aptee Bavereo oman -) ayy ozez ex9) 40. S9TT Gow SeauEY soy i Regncta$¥ 41TH foe = aazoscy,es j CRUISE CHART FOR DC-3 TYE AIRPLANE EQUIPPED WITH F & w 1830-92 (SiC3G) ENGINES OPERATION @ 600 BEP STANDARD ATHOSPHERE CONDITIONS : Specific Fuel Consumption ft a “To obtain fuel consumption per hour multiply result from curve by 1200, Maoifsld pressure without effect of ram ae yoo 43 oe A a > See 500 . oe Level Altitude (Fet.)EE errs go07/# onae aman \ CERT) Bean RT PER ouvtdaye soduavens 1 (Kuo pootced) oupdayy seBaoaeed yz --—— ~~ Toa ane [ edviaeq “baz 0° booted eesdeg *wAT OF. f soRives0! Te pat oxez smyveig 40 S8LTA Oz eodURE 403 is vxeq YT A St*T @ seyneyK GY 8TER 00% = eatosoy aug 009 Yara THoTireaio €-00 7 sédaaaoe! Te] 0% 058 03 77 prorieg° ae oR. ane c ealife can P@ ® ie)0-72 (816%) “ECINES ©. 700 BRP/ENG Specific Fuel Consumption To cbtein fuel consuaption per hour multiply by 1400 Wanifold Presoure ——. without effect of Raa — Tidlcater & Sea 3000) 7 Altitude (Feet)(sauia) aoxve = 7 OTT ROOU/# ousTdaTe s9Fuseced xz Pop tc eT KOOt/s ouvdaye seSuessed yz = ‘aia ool! i STWR ar 90 + Yad esas Ow TC mis0p Bayitlady toeatg S7.f 21N0oz = PMoerETear) aren Burp eaeydaye s0daeseus Tz wre Pade L omc fo ! i ae coor f coer oor Foot ones Fe poot, R8toy Sure; go nee 8194 Srey fa peasant peoseey ~ Puyy ot9z eee + e005, boom soys019 0 sT}R Ooz sadumy : eS q we i : poorteg iteng sxeq YT 4 Sz*t @ eosnuTA ST ¢ OTTH Ooz-= eatosey fs - be e004, TiVo Tinoliresd €-00PLO Cue Fey 3: Phys) DOUGLAS QG*Z TPE parEPOn3 TYPE AIRPLANE LOADING WITHIN AEICHT xD BALANCE LUMITS Genera, —Haphazard loading xithout prover consideration for ratght_ —and_balance linits is_pa obsolete and dangerous as making baphozard sechanical revairé, The airplane has definite restricticns on tha amount of weight which can be concentrated within « particular area of floor space na well as on tho total weight which can be carried by the entire airplane. Likewise, thore are definite balance require ments which must be complied with or the airplane stability may becoug affected, depending on the extent 1t te loaded out of balance. Compartments The airplane 1s zoned into eight compartments, lettered consecutively from "A" to Mi” inclusive (ace pare 32), mainly for the Purpose of keeping an accurate check on weight distribution and for computing the balance of a given load arrangenent. 1, Compartment Load Limits - Each conjartaent has a structural load capacity which must, not be exceeded, The maxtmun allowable load for each compartment follows: A. Pilote' Compartment 600 lbe. BL Begenge Comparteent 800 Ibe. Cl Beeeage or Cargo Conpartrent 1,000 Ibs: D. Passenger/Cargo Conpartacnt 3,000 bes E, Passenger/Cargo Compartment. 3,000 lbs. FL Passenger/Cargo Conpartzont 2}400 be. GL Paesenger/Cargo Compartaent 1300 Ibe BL Lavatery Compartment 350 Ibe +350 pounds plus the weight of one man Floor Load Lirtts See page 38 3. Grose Neight Limits See rage 17 for passenger airplanes See page 49 for cargo airplanes 2DOUGLAS oe ——___. Gravity The location of tho center of gravity (balance point of air~ Plane) te largely dependent upon the losd distribution in the airplane. Eince the wings support the airplanc {n flight, playing sorenhat the same role as the fulcrum under a teeter board, it naturally follows that Af the center of gravity is located too fer ferward, the airflane will be nose-heavy and if the center of gravity is located toc far aft, the « Pleno mill be tail-hrevy. An important phase of the loading rrocadure is te ietritute the items of weipht 20 that the center cf pravity will be in tts cost desirable location with reference to the 11ft foreas of the airplane Good loading cannot be accomplished without kanjing an accurate chock, not only on how much gedeht te loaded Plane Yt also curate cheek on where the various items cf malght are Located. 10 the at Permissible Center of Gravity Range While the ale of loading in this airjlane te center of gravity at Station 256.2, it is seldon practicable to distribute the load in such serfect balance as to hit this position exactly, airplane wili fly safely if its conter of gravity ts located any nithin Lte permiagible center of rravity range. Tals range extenda from Station 234,6 to Station 263.1, Sineo conter of grevity locations are usally expreseed tn terms of per cent h.A.C. (mean aerodynaric chord) instead of inches, the forward Limit (Station 239.6) is called 11 per cent “.A.C.3 the a: (Station 263.1), 28 por cont MA.Cej while the desirable location (S thon 256.2) is enlled 23 per cent M.A.C. (ser page 37). Therefore, loading this airplane, the ein should bo to locate the canter of pr a9 nearly as practicable to 23 per cent A.C. ant $n all cares to Incate the center of penvity between 11 ger cent W!iAlCe ant 2! yer cent b ahete on thouch the conter cf gravity lies within {te rermtesible range but is not at its most desirable location, the degree of unbalance present must be corrected in flight by the fllo! with the elevater trim tabs, It should alsc be remembered that the use of clevater trim tabe ie holpful in correcting an unbalance condition only when the center of gravity lies within its permissible range. If the center of gravity liee outside of this range, the sirplanc may assume unstable flifht charac- | teristics and can encounter serious trouble, deeming or unbalance. the amount. of | MARWIN The airplane mst not take off when ite canter . pravity location ts { Jess than 11 per cent KeA.Ce or more than 28 yer cent F.A.Ce 3a.— dauetas, 1-2 TR lari, MEJCHT 4XD BALANCE LOADING InsTHLCT;ONS ‘There are two parts to the weight and balance prebler. First, the cyerator must have correct inforgation as to the basic weight and moment, Second, proes weight and balance must be nain= tained within certain limits with the addition of a load. The Piret part or weighinr of an airplane te rather complex and shculd be rere formed by pereonnel who are thoroughly familiar mith this operation and who have the prorer equijmont available. Al] the Douglas Ccnver= sion Centers listed on pare 11 are oquigsed to do this work, Thie authorized service will increaso the safety and usefulness of the airplane. In order that the "weight expty™ configuration of the atre plano may be clearly and concisely identified, the Conversion Centers furnish, with each airplane weirhed, a list of the items included in | the airplane in the weirht enpty condition, Weights anc C.G.a of these Ators are algo lated in order ao that whenover Ltens are added or deleted the correct weight and moment correction say be ay lied to th airplane without the necessity for reweighings Tt te highly desirable to -ctablish a definite eysten for romputing the welcht an! balanes of the uirplanes in ths airline fleet. The following chart methol is sureested a1! factory in the past for LO-3 type atry lanes has teen found hiphly satis= Airplane Diagras (pare 37) This diagras shows tie location of saci comartrant airplane, Compartment divisions fr the main cabin hot air duct. Speclal Zquipment. If special equipzont le Installed for a single flieht, ib may be consilered aa cargo and its wetght ani monent/1,000 entared in the appropriate blank space provided on Fore &. If, howaver, ‘the equipment te to be persanontly installed in the alfplane, it ghould be made a part of the waight ant halance infornation Gontalned in the weight empty analysia, 3. Conpartaent Capacitins (pape 38 ) Thia page contains a dlagran showing the 2oant floor beans and tiedown fittings, tor ment capacitics and floor load limite. on of all e maximum compart Use this information in conjunction mith the senpurtnent erayh 35DOUGLAS Compartment Craphe (page 39 ) ‘These grasha are to be use! to coopute the moment /10,000 for compartaent loads, Use the graphs as follos: (a) Select the graph for the compartment to te loaded; (b) Enter the left hand side of the graph at the tolal weight to be placed tn the cospartacnt; (e) Read sozent/10,000 on the scale 41 to the rlebt of the metrht scale; (a) Enter the weight and moment/19,000 thus obtainad tn the ap= propriats blank space provided on Por= A. (page 40) Conter of Gravity Table (rage 41 ) The center of gravity table (airplane gross weight versus monent/10,000) is to be used to determine the balance of the air planes Balance limits, expressed in inchos from tha referenca Vine or in per cent 1.A.C. (mean aerodynanic chord) are as follow: reard Linkt Ara, 239.6" Most Dostrable Balance Arm, 25612" Att Limit ame, 263.1" Use the center of pravity table s9 follows: (a) Obtain from Fors A the minisum landing gross nolpht and roment/29,000 (bo) Eater gross woleht colnan at the ne obtained in (a)5 reat 190 (c) Procooding horizontally to the ripht, eslect monsnt/19,000 value nearest to tha value obtained in (a), procoed vertically to the top of the column: rend balaree in’ (nein from refer~ ence line or tn per cent ¥.A.C. If conent/19,0% obtained. tn (a) 4s less than value shown Sn 239,6" colunn’or preater than value shown in 263,1" column, it is aandstory to readjust tne Toad. (4) Obtain fron Form & the teke-off croso rotzht and mowont/10,0.0. Repeat stops (b) and (c) to determine balance for take-off. 7fs A800 AIRPLANE toyoInG usta gf youring Model OC-? Tyre with Ketel Flo aig (converted For kray Wale! GG) terien} fa8 bos get ake Bee « COMPARTMENT CAPACITIES -_s 2 — ws i; Veximum Load “"pvendy Max! ru 03) ron Everly Diatriinited Concentrated cont | cacatey | 5 Diatrituted | over Linitad Aree Low for Sq Ft Over Entire | (5 Sq.Ft. in an; Lintted arse Comjartsent | One Cospartaant’ Lb / ttn Dime Bw / sq fer tote 6 | 7 Seo Note § | | @ Ex 20k c 7,000 20.4 | —_I i! D 3,000) 52.9 % \ E 3,000 53.3 30 F 2,400 a7 6 | ¢ 1,00) 45.0 0 z = 350 15.0 20 Tacomended Wayimin Larding Grose Relght | srote 11 350 1b plus one man. Conpartnent H to be used for Dellagt whan necrnnry. i Hote 21 Compartrent crpacities mnt not be exceaded. | Note 31 eight of object secured mnt not excerd cnjactty of cargo tie-down fittinyme | Nate {i To compute fleor londe, use only the area actually tn contact with We floors | Note 5: In addition to the load indicnted in Column, the Tenainder of the compart= \ ent may be loaded to the value shown in Colum %, provide! the compartment capacity te not excended. Note 61 Thin table refere to concentrated loade auch am thone produce by th Of vehicles, Such londa, sublect ts Girectly over floor beans. Qnooth Floor over beams narked Uhunas 66 pounin jer njuate Inch over» 1 faximun area of 12 nqiare tnchel Smooth Foor over beams nat. marked: meximiz area of 6 square tychee Corrugated Floor (Bere) Over any beam 20 poumia rar square Seek eters rexifus area of 25 square Snchea. i Gormguted Floor (Gorered entirely with 9/4 x 22" plyeeeet)+ wer Beung i parked thigat 65 pourdn per square Inch over e maximum area ef 25 equare inchea. Over beara not puries’ (4 pounie fer equere over a maximus area of 12 equare Tnciee, e"foliteing Tinftaticne, wet be teented | & courte per mgwire tne! over « I 38LOADING DATA DOUGLAS MODEL DC-3 SERI — voces COMPARTMENT GRAPH 39| TRANSPORT AND CARGO \? WEIGHT and BALANCE CLEARANCE rae, ry GSTMATE went | [arr] ve wtign LOWABLE 1S WEIGHT 1 ] TAL AIELANE & FUL WT. et 10) a] our Gotan RLOWAME LOAD (Ref 1 |} 3 cose ins t “mts i] +] crows macears | 5 REMARKS « Ofeeatmie went 6 [raneore suet fo | ORAL AwrLANE & FUEL WE 1 [ oistemution Cr anGwanr | mood commute matt wo. | ° | i computeo wr WEIGHT & pal OFFICES ror20048 * sexes [ee pone] ee wOr3y Paes i. son, PE aratamr 5 sos In 5 380m pemaor FT 9De¥teg pun gs0-w rs WT Teer pepuearcoey aoqses 6-30 T3p0K FRLINEG = § © 3 rs a l TITERNotes Seetion we | Floor Section B-B Typical for Nain Cabin Conpartzent Malkways are 20 inches wide as specified— oouctas “Total Compt. | Station Compartaent 2 Cubte Lette: Casacity 29.75-86 Pilot's Conpar trent LA n 86-1365 Fwd. ReH. Baggage Compt, B b 34.3 86-177.5 Passagemsy c 8a 26-117.375 | Entrancemay > 26,6 136.5-177.5 | RAH, At Baggage Con) 35.7 117.375-177.5 | LH. Baggage Compartment | F 3 538 - 583 | Lavatory Compartnent 95 STA, 17,5 = 538 KAI CABIN COMPARMMENT | Cozpartaent "Gr #a-3 (a) | B-B (>) } Ba (co) | B-B (a) Gubie Capacity of (30° Segment Sta. 177,5-207.5 105.2 78.8 102.2 T762 Gubte Capacity of 30" Sognent Sta, 207.5-237.5 107.6 104.3 93 | Cubte Capacity of Fach | 30" Seguent Sta, 237.5-387.5 F266 | 10545 20.5 Cubte Capacity of 30" Sepment Sta. 387.5-217.5 | 108.7 22.2 | 105.1 80 | Cuble Capacity of 30" Segment Sta. £17.5~447.5 | 10°. PL [me | LL - Cubte Capacity of } 30" Segment Sta, 447.5-477.5 | 103.2 75.3 m6 | me (Continued on follcs aSTA, 177.5 = 938 WAIN CABIY cot DOUGLAS Be cons") ; oe Compartrent "6" B-Bta) | B-3 ib) | 9-9 Ce) | Ben C4) Cubic Capacity | 30" Srprent, Sta. 47765-50765 90.1 65 62.7 | Cubie Cnyucity of 20.5% Sepment Sta. 4OP. 59538 775 Shad 775 Shel | ToTaL CUBIC CAPACITY OF WAIN CABIN STA. 177.5 - 938 | 1205.4 on 70A,2 | 589.8 | ~ “| = | * ALL volunes are in cuble foot and taken inside franes. | # Kein cabin cold air duct ends at Sta. 429.5 # Hon-usatlo volune (Rell Bargars Compartment) « See fuselage section A-A cross !atoned aro. Hydraulde reservoir, pressure eve, prot. cover and 3.3 cu. ft. Carb, deicer tank Bik ews ft tise. Equipment Ro ews rt: TOTAL (NON-USADLE, VOLUME) - DT cus tbe TOTAL VOLUME OF COUPARTENT 12,0 ony Sts ‘ToTAL USABLE CUBIC CAPACITY Bhed cu, ftefas USE OF CHART STA. 450.5 sta.| 535 ~p— | | o00R 70.598 95.657 J 3/353] 362 366 | i L Viet j ; it + Pla ToL eae i Gist tet ph hn—— fous! 0-3 TYTE CARGO ATAFLUNE (Converted ©: oF DC-3 Airplane) ‘Seal Door DO=2 (A) CARGO COMPARTMENT CAPACITIES Ste, L157 7+ + — L2 MAIN CABIN (Le By Mad Door) - Pre TA be | \T 58 iL [ Front Cargo Main Cabin ‘Door Door NOTE: Station Norhera indicate §nches from nog nf airlane. Vol. Wax. Floor Lond Max. Cape Fleor aren Door cine Gonrt, Ou. Fs) (ibe. /SaFes) (bbe LSet) Cn A u 19 200 4 Noon B 50 95 500 7 18 1/2 ¥ ko 1/2 | oc 50 95 500 7 12 1/2 x 40 D 35 100 750 e 2a x ma | o£ a 100 200 2 None ok 107 2 1070 Bb 28 x23 Rp 150 a 18 28 x 23 | ain Gabin 1220 Not to Exceed 291 | 200 #/sq. Pee or 14 d/Inch ar— boveias TYFE ovina, Following 4a a series of cha operating cost data for the Doulas IC-2 type enrpe wirtlare ny mead for 5", 667 and maxim crutae poner (4 2/%) cparntson. A raximum tave-off weirht of 26,200. pounds arte tenis meicht of 24,400 poumis have been used for’comutiny jason erve @ proviaton proon meirht cf 26,900 pouna for tnkenof! nt! lwieliny F beon requested of the Civil feronnutice irinistration hr non: contract carrier cargo operation. This weight of 2,8! jou is te approved for cargo and crew only. The nperntion nt thin shonn in the curves by dotted outline. mediht 3 The neiphte for this wirylane are an fullesa: Vanufacturer'a Heirht Empty (Estirated avernce) pounde Trapped Fuel and Oil pounds Windmam O41 pounds em (2) and Barrare © ponnds Totel Gjerating Veirht 17,160 pounis The following itenp of cost to the flyin and swintennnen o the alridane nre ag follow 1. Fue) Cost = 100 octane at 1é¢ per pullon. 2s O11 Cost = 45¢ per gallon. 3. Airplane Depreciation - 3 year 3,650 hours per year Engine Depreciation = no residusl valve + 2, per year utilization 52 Engine Overhaul & Repair = averare lusic airline 26-3 co 6. Airplane Overhaul & Repair - average basic airline UG-2 coo! 7. Airplane & Engine Ground Service - wverare basic airline cost. &. Firet Pilot's Cost - approximate Airline Pilots! association rates. 9. Co-Pilot's Cost - approxinate Airline Pilote! association rates. 10, Cabin Attendant's Coat - not included. LL. Crem Fapensee - averare nirline cont. 22. Airplane Ineurunce = prevatiinn rates ny 86,000 annual premise for bull + 49jig Sar la AnRPLam mint |e aD VEREUS RABE yittt (AXEMUM CRUISE FOMER OPERATION r 70 Monde 5 - ring amare Reserve No ALlowance® ~~ Reanrve (t & ! "Ti Dashed Line rerresente ‘average speed and payload for cargo airplane ai pro~ Lj.) Vhalonal grove take-off woight of 26,900 pounda, Solid Mine Lniieates averni speed apd payload at standard gross take-off weight of 25,200 pounins ‘4Remerve Allowance = 200'miten plum £5 minutes at’ spéod! for 1.25.¥ at 10,000: feet .altd tude Up Waxyi G247 GANGA AIT ANE [ee “DIRECT GST: PER WILE AND.FAR-TOR MILE poet bo pre *MARIMOWE CRUISE FOREN OFFUTION [2 Oteats \ | (Waiiéuvering'and CLiab 2lovaises Tooluded) Dirget Cost yor Lie At BI vege | ce boiadll ote Lal NOTE: "Dashed lino representa direct cost for curro airplane at : take-off weight of 26,900 pours. Solid lnc indicates avi Jokclh cost at-atandard grose weight cf 25,200 poundqoeer + CHAT CARGO AIRPLARE SIEEDSPAY LOAD ‘VSNSUS_RANOR js CRUISE FOREN OPERATION : {0 Boadwtnd Speed || (anmuverding’ and Eis LLewance Toctsded) | | ao. fobetiasa). + “abo vee -4-7060. be eng i ($e. es : LDashod ine répresonte average spood and. payload for cargo airplane at pro- ‘visional gresa tako-cff.woight of 26,900 pounle, Solid line indicates average | c:gjBheed and payload at atamdand group take-off woleht 2 25,200 pounta, ‘Rapetve Allowance + 200 miles plus 45 ainutes at speed for 1.25 V1 7 yy { iy 110,000; feet altitude p Max. atC247 CARGO AIRPLANE, P0097 PER WILE AND: PER TON MILK VERSUS ROE : ‘@OR-CHUTEE PONER OPERATION j *"Q Maageind ee | Glansuvering and Climb Allowance Included) : Direct Cost por Mile : 0 RANGE (MILES) “909 se ak Direot Coat per Ton Mile $ yer-Ton Mite [HOTEH -Daihed 14ne represents direct cost for cargo airplane at provistonal gross [ote takerott weight of 26,900 pounia, Solid line iwileater average direct cect at standard gross weight of 25,200 pounds,Sgnebonayin ‘SOR.CHITSE : a cool, (iri (Manouvering and C3iet: (OTE! Dashed line representa avery vistonal gross take-off weds speed and payload at otay 2 sRemerve Allowance = 200 miles jis i) 81.4 10,000 feet wltse Aoraive Benes oe Allesance’ (171 | iMireot ovet-for:cargol aLrlane ‘at provisional gross ,900| pountas Solid lino indieates average direct ovst mt 2 pound, s en