sirbike
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Second dumbest article on the internet (aviation)
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Well today *is* the 9th anniversary of back to the future day....
Uncle Phil
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Should have been a 247 not a 727 ... 
At least that's what Abraham Lincoln posted!
en.wikipedia.org
At least that's what Abraham Lincoln posted!
Boeing 247 - Wikipedia
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Yes UP, a typographical error in 727. The reason behind the DC-3’s existence was Boeing not selling their 247 to TWA rather instead choosing to fulfill a large order of them to Boeing’s affiliated airline. TWA turned to Douglas instead.
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Well if we are getting all technical about the "DC-3" American Airlines was behind the DC-3 being made not TWA. TWA asked for and got the DC-1 which was made as the DC-2. the DC-2 was smaller slower and held less passengers.
I rode on the 1937 Flagship Detroit, the 24th DC-3 built a few years back in Greenville SC. It was well worth the $100 to join the foundation and have a ride on an original DC-3. It was never converted over for war use. It was fun but those old airplanes sure have small seats! The first 20 planes were made for American Airlines.
"There are numerous variations of the story on how the DC-3 was conceived. But basically it’s the story of a need, the timely arrival of an engine to help in filling the need, the vision and know-how of American’s engineering experts, and the persistence of a legendary airline executive. Supposedly it started in the summer of 1934 when C. R. Smith, newly appointed as AA’s President, and Bill Littlewood, his Vice President of Engineering, were boarding an airplane in Dallas enroute from company headquarters (then in Chicago) to Los Angeles. The airplane was a Curtiss Condor, a twin-engine bi-plane American Airlines was then using to provide one-of-a-kind sleeper service on this route. Mindful of the DC- 2’s performance superiority over the Condor, “C.R.” is presumed to have said, “Bill, what we need is a DC-2 sleeper plane!” Upon returning to Chicago, Littlewood and his chief aid, Otto Kirchner, went to work laying out specifications. The initial intention was to establish only those changes that would allow the basic DC-2 to accommodate sleeping berths. As things progressed, they saw that widening the fuselage by 26″ would provide room for 14 berths. The widened fuselage was also lengthened by two and a half feet. As time and further changes passed, the design demanded additional wing area plus a larger horizontal stabilizer and fin. An 850-hp engine that had then become available was exactly what was needed to make it all work. But when commonality with other DC-2 components dropped from a reasonably acceptable 85 percent to less than 10 percent, Douglas showed increasing reluctance to build it. The airplane was looking less and less like a stretched DC-2, . . . and far more like a new model: a DC-3.
Barely able to keep up with their backlog of 150 DC-2 orders, Douglas simply wasn’t interested in committing any resources to build only a small number of highly specialized airplanes for one customer. After all, no other carriers were using sleeper planes. Besides airplanes for one customer. After all, no other carriers were using sleeper planes. Besides that, they doubted American’s ability to raise the money to pay for them. And beyond that, Douglas knew it had a good airplane in the DC-2. On the other hand, C. R. Smith believed his engineers had developed specifications for an even better airplane. He was so convinced, in fact, that in mid-December of 1934 he focused his intense powers of persuasion on Donald Douglas in a two hour, $335.50 phone call. The outcome was that Douglas agreed to build the airplane and American agreed to purchase the first 20, with the first 10 to be sleeper transports and the next 10 to be day-planes. One of “C.R.’s” best arguments was that as a day-plane the enlarged fuselage could accommodate up to 21 passenger seats. That, he predicted, would greatly expand the market for this basic airplane. And history truly supports the accuracy of this prediction.
The first prototype rolled out in December of 1935, only one year after the famous phone call. It was introduced as the DST, for Douglas Sleeper Transport, with the day-plane models to be designated as the DC-3. But this was an airplane that would ultimately become so widely recognized that the DC-3 designation became almost a generic description for all models in the series."
I rode on the 1937 Flagship Detroit, the 24th DC-3 built a few years back in Greenville SC. It was well worth the $100 to join the foundation and have a ride on an original DC-3. It was never converted over for war use. It was fun but those old airplanes sure have small seats! The first 20 planes were made for American Airlines.
"There are numerous variations of the story on how the DC-3 was conceived. But basically it’s the story of a need, the timely arrival of an engine to help in filling the need, the vision and know-how of American’s engineering experts, and the persistence of a legendary airline executive. Supposedly it started in the summer of 1934 when C. R. Smith, newly appointed as AA’s President, and Bill Littlewood, his Vice President of Engineering, were boarding an airplane in Dallas enroute from company headquarters (then in Chicago) to Los Angeles. The airplane was a Curtiss Condor, a twin-engine bi-plane American Airlines was then using to provide one-of-a-kind sleeper service on this route. Mindful of the DC- 2’s performance superiority over the Condor, “C.R.” is presumed to have said, “Bill, what we need is a DC-2 sleeper plane!” Upon returning to Chicago, Littlewood and his chief aid, Otto Kirchner, went to work laying out specifications. The initial intention was to establish only those changes that would allow the basic DC-2 to accommodate sleeping berths. As things progressed, they saw that widening the fuselage by 26″ would provide room for 14 berths. The widened fuselage was also lengthened by two and a half feet. As time and further changes passed, the design demanded additional wing area plus a larger horizontal stabilizer and fin. An 850-hp engine that had then become available was exactly what was needed to make it all work. But when commonality with other DC-2 components dropped from a reasonably acceptable 85 percent to less than 10 percent, Douglas showed increasing reluctance to build it. The airplane was looking less and less like a stretched DC-2, . . . and far more like a new model: a DC-3.
Barely able to keep up with their backlog of 150 DC-2 orders, Douglas simply wasn’t interested in committing any resources to build only a small number of highly specialized airplanes for one customer. After all, no other carriers were using sleeper planes. Besides airplanes for one customer. After all, no other carriers were using sleeper planes. Besides that, they doubted American’s ability to raise the money to pay for them. And beyond that, Douglas knew it had a good airplane in the DC-2. On the other hand, C. R. Smith believed his engineers had developed specifications for an even better airplane. He was so convinced, in fact, that in mid-December of 1934 he focused his intense powers of persuasion on Donald Douglas in a two hour, $335.50 phone call. The outcome was that Douglas agreed to build the airplane and American agreed to purchase the first 20, with the first 10 to be sleeper transports and the next 10 to be day-planes. One of “C.R.’s” best arguments was that as a day-plane the enlarged fuselage could accommodate up to 21 passenger seats. That, he predicted, would greatly expand the market for this basic airplane. And history truly supports the accuracy of this prediction.
The first prototype rolled out in December of 1935, only one year after the famous phone call. It was introduced as the DST, for Douglas Sleeper Transport, with the day-plane models to be designated as the DC-3. But this was an airplane that would ultimately become so widely recognized that the DC-3 designation became almost a generic description for all models in the series."
The media are not renowned for their accuracy, intellect nor grasp of the English language.
People had smaller fundaments back then, so smaller seats made sense.
Did AI write this story?
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And fact checked it!
In the 70's, I flew from Toronto to Pembroke in a DC-3...
After landing, the stewie popped the door/stairs open before the aircraft rolled to a halt, ran out and hopped into a waiting Corvette convertible.
She was gone before the engines were shut down.
After landing, the stewie popped the door/stairs open before the aircraft rolled to a halt, ran out and hopped into a waiting Corvette convertible.
She was gone before the engines were shut down.
My dad flew in them when he was in the RCAF. Always called them Dakotas. The air force stopped using them in 1989 apparently. Lots are still in service worldwide including here in Canada. Occasionally one would show up at YKF and he'd always wander over for a look.
One was built with a flux capacitor that fed off airline food
Comes special order from Oreilly's, not sure about delivery date, maybe last week?
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My dad was AAC-USAF 34 years, retired in 1974, most of that time in aircraft maintenance. For a spell he was on some project that traveled around to USAF bases working on education to reduce damage and accidents due to FOD (foreign object damage). I have a picture somewhere of him giving a FOD presentation holding a big steel bucket that was used to catch oil dripping out of a C-47's P & W R-1830 engine. That particular bucket flew from A to B hanging under a C-47. C-47 was a military version of the DC-3.
They are awesome aircraft... I haven't seen any in a long time. We do get the occasional flyover of Harvards from Woodstock or a Lanc from Hamilton though there was a Catalina this summer which apparently had its engines overhauled here.
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I did not.. Al
All this time I erroneously thought your screen name was (my caps) AL st1100. Thank you, now I know it is AI st1100. Maybe you can sue some of those companies that bandy your name about without compensating you. Then retire in a manner to which you would like to become accustomed.I did not.. Al
OP
OP
sirbike
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W0QNX definitely used AI to write this.Well if we are getting all technical about the "DC-3" American Airlines was behind the DC-3 being made not TWA. TWA asked for and got the DC-1 which was made as the DC-2. the DC-2 was smaller slower and held less passengers.
I rode on the 1937 Flagship Detroit, the 24th DC-3 built a few years back in Greenville SC. It was well worth the $100 to join the foundation and have a ride on an original DC-3. It was never converted over for war use. It was fun but those old airplanes sure have small seats! The first 20 planes were made for American Airlines.
"There are numerous variations of the story on how the DC-3 was conceived. But basically it’s the story of a need, the timely arrival of an engine to help in filling the need, the vision and know-how of American’s engineering experts, and the persistence of a legendary airline executive. Supposedly it started in the summer of 1934 when C. R. Smith, newly appointed as AA’s President, and Bill Littlewood, his Vice President of Engineering, were boarding an airplane in Dallas enroute from company headquarters (then in Chicago) to Los Angeles. The airplane was a Curtiss Condor, a twin-engine bi-plane American Airlines was then using to provide one-of-a-kind sleeper service on this route. Mindful of the DC- 2’s performance superiority over the Condor, “C.R.” is presumed to have said, “Bill, what we need is a DC-2 sleeper plane!” Upon returning to Chicago, Littlewood and his chief aid, Otto Kirchner, went to work laying out specifications. The initial intention was to establish only those changes that would allow the basic DC-2 to accommodate sleeping berths. As things progressed, they saw that widening the fuselage by 26″ would provide room for 14 berths. The widened fuselage was also lengthened by two and a half feet. As time and further changes passed, the design demanded additional wing area plus a larger horizontal stabilizer and fin. An 850-hp engine that had then become available was exactly what was needed to make it all work. But when commonality with other DC-2 components dropped from a reasonably acceptable 85 percent to less than 10 percent, Douglas showed increasing reluctance to build it. The airplane was looking less and less like a stretched DC-2, . . . and far more like a new model: a DC-3.
Barely able to keep up with their backlog of 150 DC-2 orders, Douglas simply wasn’t interested in committing any resources to build only a small number of highly specialized airplanes for one customer. After all, no other carriers were using sleeper planes. Besides airplanes for one customer. After all, no other carriers were using sleeper planes. Besides that, they doubted American’s ability to raise the money to pay for them. And beyond that, Douglas knew it had a good airplane in the DC-2. On the other hand, C. R. Smith believed his engineers had developed specifications for an even better airplane. He was so convinced, in fact, that in mid-December of 1934 he focused his intense powers of persuasion on Donald Douglas in a two hour, $335.50 phone call. The outcome was that Douglas agreed to build the airplane and American agreed to purchase the first 20, with the first 10 to be sleeper transports and the next 10 to be day-planes. One of “C.R.’s” best arguments was that as a day-plane the enlarged fuselage could accommodate up to 21 passenger seats. That, he predicted, would greatly expand the market for this basic airplane. And history truly supports the accuracy of this prediction.
The first prototype rolled out in December of 1935, only one year after the famous phone call. It was introduced as the DST, for Douglas Sleeper Transport, with the day-plane models to be designated as the DC-3. But this was an airplane that would ultimately become so widely recognized that the DC-3 designation became almost a generic description for all models in the series."
That is
Actual Intelligence
You realize that once AI becomes self-aware that it will get even, don't you?
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Cut and pasted from the referenced article.