DC-3/C-47
FDM by Gary Neely (Buckaroo)

Flying Notes

Speeds (KIAS):
  Vs0    64 (some sources down to 58)
  V1/V2  84
  Va     120
  Vno    158
  Vne    190
  Vf     135 (one-quarter flaps)
  Vf     99 (half flaps)
  Vf     97 (full flaps)
  Vlo    126

Landing Gear down at no more than VNE.

G limits:
  flaps up    +2.83/-0.83G
  flaps down  +1.58/-0.44G

Service ceiling: 24,800', 12,500' on one engine. Note that with the single-stage blower,
these are rather optimistic altitudes. A ceiling of 15,000' is more reasonable.

Max crosswind: 13 kts
Max tailwind when landing: 9 kts

Power Settings:
      MP  RPM     HP  GPH (estimate)
      --  ---     --  ---
Max TO power    48" 2700 for 1 minute 1200  180
Normal rated (METO) 41-42"  2550      1050  157.5
Initial climb   36" 2350      800 120
Normal climb    31" 2050      700 105
Cruise      30-33"  2050 (to 10,000') 625 94

Minimum idle RPM: ~550
Max RPM in Auto Lean: 2050


This is a fairly docile, easy to fly plane. With practice, it's easy to taxi. It should exhibit 
no odd or difficult behavior. Please view the flying notes below for hints on handling.


Taxiing

Ground handling of the DC-3 is not hard but does require a little practice. The tail wheel of the 
DC-3 is not steerable, nor is it coupled to the rudder. Using the rudder control will not steer your 
plane on the ground. The key to ground handling is the use of differential engine power. When making 
a turn on the ground, unlock the tail wheel (the lower-case L key on the keyboard) and add a little 
power to the engine on the outside of the turn. For example, if turning left, add power to the right
engine. As soon as the plane begins to turn, back off power and prepare to add a little correctional
power to the opposite engine to arrest the turn. You can use differential braking to assist a turn, 
but brakes should be applied sparingly and lightly. Brakes can be used to correct straight-ahead taxiing, 
but use them lightly. For taxiing in a straight line, you may wish to lock the tail wheel. Make very sure 
your tail wheel is locked before and during flight! Taxi using full-rich, full RPM settings.


Take Off

Set props to full-fine (max RPM). Flaps are normally not required for takeoff. For short fields, the first 
indicated flap setting may be used. Make sure the tail wheel is in the locked position. Mixture should be 
in the auto-rich position (full rich). Use maximum takeoff power (48" and 2700 RPM) for up to 1 minute. If
maximum power is not required, use the alternate and generally recommended takeoff power settings of 42" 
and 2700 RPM. Release the brakes and let the plane come up to speed, holding the elevator back slightly 
and allow the plane to lift itself off. Normal lift-off speed is around 80 kts. Raise the gear as soon as
possible.


Climb

After takeoff, reduce power to 36" then reduce RPM to 2350. Always reduce power before reducing RPM. For a 
more economical climb, use 31" and 2050 RPM. Maintain a climb speed of at least 95 kts. Fuel boost pumps 
may be turned off.


Cruise

Upon reaching the desired cruising altitude, reduce MP as necessary, typically 30-31", and set RPM to 2050. 
Set mixture to auto-lean. If engine temps are less than 200C, retract cowl flaps. Depending on conditions, 
max cruise is about 165 kts indicated.


Landing

Make sure the tail wheel is locked. Turn fuel boost pumps on. Set mixture to auto-rich. Lower gear at 120 kts
or less. Enter the pattern at 110 knots or so, and maintain that speed. Set flaps as desired, typically the 
first indicated position (1/4 max) when entering the pattern. See V-speeds above for flap settings. On approach,
reduce power then reduce RPM to 1800 to 2000. As throttles are closed for landing, increase propeller settings 
to full RPM, in case a go-around proves necessary. Land at about 70 kts. The DC-3 should be landed on the main 
wheels, tail-low if desired, but should not be three-pointed. When setting up for final approach, it may help 
to set some landing trim.

After touch-down, avoid using the brakes until airspeed has fallen off considerably. Hold the elevator well back 
and apply brakes lightly. If using a keyboard, it may help to alternatively touch the right and left brake, or 
'pump' the brakes to avoid using 100% braking force which may cause the plane to nose-over.


Stalls

Stalls with full flaps are around 58 knots. Generally beware of stalls at flight speeds under 64 knots. Pilot 
reports suggest stalls are a somewhat hard to get into without a lot nose up trim, but could be memorable once 
they occur. The nose pitches down and there is a significant to severe wing drop. Clean stalls aren't so bad, 
but full-flap, power-on stalls are nasty if one muscled into them. In general, a stall should exhibit a wing 
drop, so be prepared and if practicing stall, make sure you have sufficient altitude to recover.


Other Notes

The above values and recommendations vary quite a bit depending on the source and the DC-3/C-47 configuration 
and engines. These are guidelines meant to accompany my FDM to ensure a reasonable flight profile. Note that 
the FDM currently does not yet include provisions for cargo, so this is a fairly lightly loaded aircraft.

If you don't follow the above recommendations, particularly with regard to power settings, the DC-3 may seem 
over-powered. It's important to judge the FDM against normal flight profiles and power settings, since a 
simulation can be flown at maximum power and RPM all day without any negative effects. Also, the 
Pratt & Whitney R-1830 Twin Wasps have are geared and supercharged and have a lot of power at very low altitudes.
They should be handled with respect. Also bear in mind that no cargo provisions are currently specified. Cargo 
doesn't change the handling of the DC-3 by a lot, but obviously it will have some effect.

Note that YASim does a lousy job with low-power manifold pressure ranges where vacuum can be reported as absurdly
low values. Bear that in mind when using low-power settings.

For additional notes on my DC-3 flight simulation, see the actual FDM file.

Gary Neely "Buckaroo"

April 2012
