OPERATING-THE-DC-3

Reference-Data
FLIGHT-CHARACTERISTICS
GENERAL
Stability
With normal and full loads the aircraft is stable
Under normal loading conditions a tendency toward nose heaviness is noticed

Do not subject the aircraft to high acceleration loading during steep turns

Trim
Trim Tabs – Conventional trim tabs are installed on the rudder, both elevators
and the right aileron. Response is normal

Flaps Down – The aircraft has a tendency to be nose heavy

Landing Gear Down – Slightly nose heavy
Cowl Flaps Open – Slightly nose heavy

Single Engine Operation – Nose heavy, Requires 2 ½ - 3 degrees rudder trim

Possible rudder force reversal and/or sudden lock may be experienced in

this aircraft if rudder application is not coordinated with lateral control.
Avoid yawed flight.
The-Left-Overhead-Panel
• We’ll start with the Basic Procedures in a
minute. First let’s get familiar with the
overhead panel and Magneto switches. To
get it all started we first must engage the
Master Power switch (Turquoise arrow)
to the “ON” position. On the far right of the
panel you have the “Start” switch and the
“Fuel Pump” switch (Blue arrow).
• On the Left Overhead Panel we also have
the Radio/Avionics Master switch and Button
(Yellow arrow). Note: No two DC-3’s are
alike, so panel placement may change on
various aircraft.
• On this particular DC-3 you must first flip the
Radio Switch to the “ON” position and then
depress the Red Radio Master button.
• You have the regular assortment of Exterior
aircraft lighting switches
• The Magneto switch has the center “ON and
OFF” switch and then individual Magneto
selectors for each engine. The Magneto
switch positions are Left, Right, Both and Off
(Red Arrow).
The-Pedestal
• On the far left you have the elevator Trim
Tab Wheel
• The “White” knob controls are your
Propeller Control Levers. Full forward is
Low Pitch and all the way back is High Pitch
• The center two “Black” knob controls are
your Throttle Levers.
• The “Red” knobbed controls are your
Mixture Control Levers. It has four
positions: 1) Idle Cut-Off, 2) Auto Lean, 3)
Auto Rich, and 4) Emergency. Note: Auto
Rich and Auto Lean are sometimes called,
respectively, “Takeoff and Climb” and
“Cruise.”
• The “Yellow” knobbed control is your
Carburetor Air Control Levers. The “Red”
knob is the Carburetor Air Lock Lever. As
pictured the Carburetor Heat is Cold and
Locked. In order to engage Carburetor Heat
you must first push forward the Lock lever
and pull the “Yellow” controls rearward.
• On each side of the Pedestal you have a
separate Fuel Tank Selector. The one on
the Left is for the Left engine and the one on
the Right is for the Right Engine. The Fuel
Tank Selector displays five positions: Left
Main, Right Main, Left Aux, Right Aux, and
Off.
Right-Overhead-Panel
• On the left side of the panel you have
the Right engine Starter and Fuel Pump
switches.
• On the top of the panel you have the
Left and Right engine Oil Shut-Off valve.
• The “Red” circular shaped button is your
feather button and the “Red” rectangular
Flip switch label “Fire” is your Fire
Extinguisher switch.
• You have the Interior Aircraft Lights just
to the right of your fuel pump switch and
your Generator switches to your far
right.
• Note: Leave the Generator switches in
the “ON” position.
• Above the Generator switches are the
Generator Voltmeter gauges (See Run-
UP)
• And of course it’s always nice to have
the handy pen or two to copy down your
clearances.
Below-the-Pedestal
• The Large “Red” circular lever is the
Throttle Lever Friction Lock.
• The round “Red” centered knob is your
Tail Wheel Lock Lever.
• On the DC-3 you have four Trim Tabs (1-
Aileron, 2-Elevator, 1-Rudder) and three
Trim Tab controls. The elevator Trim Tab
Wheel as discussed earlier and two on the
lower portion of your pedestal. On the far
left you have the Rudder Trim Crank and
on the Right you have the Aileron Trim
Crank. On the Rudder Trim Crank, To
trim the aircraft’s nose: You crank Left to
go Left and Crank Right to position the
aircrafts nose to the right. On the Aileron
Trim Crank: You crank to the left for the
Right Wing to go up and crank right for
the right wing to go down. Note: Just
remember to Crank the Aileron’s toward
the angle of bank. If the aircraft has a
tendency to want to turn to the left, then
crank the aileron trim crank to the left. If
the aircraft wants to bank to the right then
crank it to the right.
• The “Red” knob just to the right of the
Rudder Trim Tab Indicator is your Parking
Brake Control Knob. To set the Parking
Brake push the brake pedals all the way
down and pull out the parking brake knob.
While holding the knob out, release the
brake pedals. Reverse Order to release.
Control-Columns

Dual control columns mounted forward of the

pilot’s seat provide mechanical control of the
elevators and ailerons. Fore and aft movement
of the column provides elevator control while a
wheel for each pilot provides aileron control.
Rudder-Controls
The Rudder is
mechanically
controlled by a
duplicate set of hinged
rudder pedals. Toe
brakes are
incorporated in the
rudder pedals. The
pedals can be
adjusted fore and aft
by adjustment devices
located on the
outboard side of each
pedal. The primary
control surfaces stop
is located in the tail of
the aircraft.
Vacuum-System
A vacuum pump is
mounted on each
engine to furnish a
vacuum source for the
vacuum operated
instruments. Normally
the left engine vacuum
pump furnishes suction
for the left pilot’s seat
and vice- versa for the
right pilot’s seat.
A bleed valve for each
turn and bank
instrument is
incorporated to adjust
the suction for these
instruments.
Vacuum-Pump
Vacuum-System
PITOT-STATIC-SYSTEM
The Pitot Static System
instruments and equipment
consist of two air speed
indicators, two altimeters, and
two rate of climb instruments.
Two pitot static masts are
mounted on the forward lower
section of the fuselage, just
forward of the battery wells.
The mast heads are de-iced
electrically to prevent
blockage of either the
pressure of static openings.
In case of blockage of the
static opening on either mast,
the pilot is able to select an
alternate static source which
is taken from the right
auxiliary fuel tank bay.
PITOT-STATIC-SYSTEM
Each pitot mast utilizes
six small holes drilled
into the outer shell of he
mast. This pressure is
then routed through
tubing to a manifold,
which is in turn
connected to the air
speed, altimeter, and
rate of climb
instruments. The air
speed indicator must
utilize ram pressure in
conjunction with static
pressure; consequently,
each pitot mast has an
open end directed into
the air stream, which is
then routed to the air
speed indicator only.
PITOT-STATIC-SYSTEM
In case of
blockage of the
static opening on
either masts, the
pilot is able to
select an
alternate static
source which is
taken from the
right auxiliary fuel
tank bay.
Electrical-System
• General: Electrical installations in the
DC-3 type of aircraft are single-wire,
ground return systems, except where
instrument deflections may occur. The
DC system is a 24 volt, single-bus
system with two engine-driven
generators in parallel and two 12-volt
batteries in series. Panels above the
cockpit windshield contain switches
controlling heater, pitot heaters, lights,
propeller feathering pumps, engine
starters, primers, and radio equipment.
Two ammeters are also mounted in
the right hand control panel.
• Note: Spare fuses and light bulbs are
stowed in a box behind the F/O head.
The spare landing light bulb is stowed
in a box right side of companionway
overhead the jump seat position.
Electrical-System
Two 12 volt/88 ampere-hour
capacity storage batteries are
located in the bottom of the
fuselage a short distance
forward of the leading edge of
the wing and just aft of the pitot
tubes. Each battery is mounted
on a platform which may be
lowered until the battery is clear
of the airplane. Special
terminals on the batteries plug
into receptacles in the fuselage
so that when the batteries are
raised into position they are
automatically connected into the
system. Under normal
conditions the batteries are just
an additional load on the
generators, the size of the load
depending on the state of
charge of the batteries. The
generators, when charging, feed
all electrical loads.
Main-Electrical-Junction-Box
The main
electrical
junction box is
installed on the
forward side of
the port side
bulkhead of the
aircraft. It
houses various
electrical
components
such as Circuit
Breaker Panel
and Voltage
Regulator.
Generator-Field-Flashing
On the lower portion of the
circuit breaker panel are
two Generator field
flashing switches. In the
event voltage output is not
indicated you can flash the
respective generators by
depressing the two red
buttons momentarily. You
can also flash the
generator by attaching a
wire from a power source
to the “A” tab of the
respective voltage
regulator (voltage regulator
removed) momentarily.
You should see a spark!
Refer to the Maintenance
manual for this procedure.
Electrical-System
Voltage Regulator –
Two generator voltage
regulators are installed
in the main
companionway just aft
of the forward of the
“Hamburger Door” and
are held in place by
quick-release clamps
which permit them to
be removed easily.
Each regulator is
adjusted according to
the procedure outlined
in the DC-3
Maintenance Manual.
ELECTRICAL-SYSTEM
Each Fuel booster
Pump circuit consists
of an electrically driven
pump. The switch and
circuit protector are
located in the same
locations as stated
above.
Junction boxes are
installed in several
locations in order to
provide central
connecting points for
power sources and
systems. The main
junction box is located
on the bulkhead just aft
of the forward baggage
loading door.
ELECTRICAL-SYSTEM

A booster coil is
used on each
engine to assist in
starting. The
Spring-loaded
control switch is
located on the
overhead panel.
On some aircraft,
the “Start” switch
and “Booster”
switch are
incorporated into
the same switch. A
circuit protector is
located in the main
junction box.
ELECTRICAL-SYSTEM
Starter: A direct
cranking electrically
driven starter is
mounted on each
engine. Operating the
starter switch energizes
the starter relay located
in the firewall junction
box, which furnishes
current to the starter
motor. Each engine
nacelle is provided with
one CO2 extinguisher.
Upon being
discharged, the
compressed liquid in
the cylinder rushes in
one burst to the outlets
in the perforated rings
in the affected engine.
One ring completely
encircles the accessory
section of the engine
(zone2); and one is a
half ring behind the fire
wall in the wheel well
(zone3).
Electrical-System
Each generator is connected
to the bus through a reverse
current relay and a circuit
breaker switch. The reverse
current relay automatically
connects the generator to the
bus when the generator
speed is sufficient to produce
a voltage slightly higher than
that of the batteries. It also
prevents discharging the
batteries through the
generators when the
generators are running at low
speeds or stopped. A voltage
regulator cuts resistance in
and out of the generator field
to automatically maintain a
constant voltage. A balancing
circuit is installed to assist the
voltage regulators in uniformly
distributing the load to the
operating generators. This
balancing circuit is controlled
by either reverse current relay
manual switch.
Electrical-System
Inverters – One 115V, 400 Cycle Inverter
is providedto supply alternatingcurrent
(AC) for radio equipmentonly.
- -
Engine Fire Extinguisher System -

The heart of the engine fire extinguishing system is the Lux CO2 cylinder
and remote control valve assembly which provide flame-smothering
carbon dioxide, the pressure required to distribute the liquefied gas to the
engines, and a means of remote control
Fire-Warning-System
The Fire Warning System is used to warn
the pilot of fire conditions or overheating
on either engine. Warning is given by
light (one for each engine) located on the
main or overhead instrument panel. In a
proper installation , no safe operating
temperature can cause an alarm since
the electrical characteristics of the
detectors are not affected by ambient
temperature, nor by gradual rises due to
engine warm-up or power runs.
Detector Thermocouples – These are
located back of the “dish pan” in the
accessory section, and on the forward
side of the fire wall. The sensing unit of
the system consists essentially of two
wires of dissimilar metals. When the
temperature of the unit rises at a
abnormal rate, a very small amount of
electricity is generated by the dissimilar
metals and is delivered to the “sensitive
relay.”
Sensitive Relay – This relay is mounted
in the “Edison Box”. It is sensitive to the
very small amounts of current generated
by the thermocouples, but it is not rugged
enough to operate the warning circuit.
The sensitive relay operates a 28 volt
“slave relay.”
ENGINE-FIRE-ZONE-AREAS
ENGINE FIRE EXTINGUISHER SYSTEM
The DC-3 is equipped to fight engine fire instantaneously while in flight or on the
ground. The entire system consists of a CO2 cylinder and remote control valve
assembly, which provides the flame-smothering carbon dioxide and the pressure
required to distribute the liquefied gas to the perforated loops which encircle the
engine, and terminate at the carburetor air intake throat. The CO2 cylinder is a
light-weight steel cylinder with a remote control valve threaded into its neck.
They cylinder has a capacity of 7.25 lbs of carbon dioxide in a compressed liquid
form. The assembly is installed vertically on the floor behind the Co-pilot’s seat
and the cylinder is clamped to the wall by a bracket designed to withstand
violent maneuvers and landing shock.
Attached to the remote control valve is an outlet for a safety vent line. The
safety vent line terminates on the forward right hand side of the aircraft.
Installed in the overboard end of the safety line is a small red celluloid disk. If
the bottle should be discharged prematurely by thermal expansion, the disk will
be blown clear of the vent line; however, this particular disk will not be blown out
due to manual operation or discharge.
A quick check to determine if a bottle has been discharged manually is to look at
the small window in the side of the bottle actuating mechanism. If the bottle has
been discharged manually, an “X” appears in the window.

The CO2 cylinder is for combating fires in Fire Zone 2. There is no provisions
for combating fires in Zones 1 or 3. However, some DC-3’s have a half ring
behind the fire wall in the wheel well (Zone 3).
Hydraulic-System
• Description: A pressure accumulator-type
hydraulic system is installed. The hydraulic
system is used to operate the landing gear
(lower short red handle), wing flaps (upper
yellow handle), cowl flaps, windshield
wipers, and wheel brakes. The system has
a capacity of 28 quarts of type MIL5606
hydraulic fluid. Fluid is furnished by a
reservoir with a capacity of 13 quarts. The
engine-driven hydraulic pumps pressurizes
hydraulic fluid to a predetermined valve,
controlled by the system regulator and
relief valve. The fluid is stored under
pressure in the system pressure
accumulator from which it is discharged
into the system when the demand arises.
Shut off valves control the fluid flow to the
actuators. These valves may be positioned
to an off or neutral position which isolates
the system pressure from the actuating
cylinders.

• An emergency hand pump (long red

handle) to the left of the co-pilots seat) is
incorporated with a fluid supply being taken
to the 3 quart reserve below the level of the
stand pipe in the system reservoir.
Hydraulic-System
General: The hydraulic system on the Douglas DC-3 is of the
pressure accumulator type and serves to operate the landing gear,
brakes, wing flaps, cowl flaps, and windshield wipers. Six gallons of
fluid is the total capacity of the system. Two engine-driven hydraulic
pumps are installed, one on the accessory drive section of each
engine, to furnish pressure for the hydraulic system. In the pressure
discharge line of each pump is installed a check valve to prevent
reverse flow in the event of a malfunctioning pump. During normal
operation the right engine-driven pump supplies fluid pressure to the
hydraulic system. When the right engine pump is furnishing
pressure for the hydraulic system, the left pump by-passes, and
vice-versa. Provision for selecting either pump to supply hydraulic
pressure to the system is by means of a selector valve located on
the hydraulic panel.
Hydraulic-System
Pressure in the system is controlled by means of
a pressure regulator which is set to maintain a
system operating pressure of 600-875 pounds
per square inch. If the regulator fails, a system
relief valve is installed to relieve the system of
pressures over 1000 psi. This valve by-passes
the excess fluid to the reservoir. The valve
closes when the system pressure decreases to
950 psi. If for some reason, the relief valve does
not function, the pump drive shaft will shear
when the pressure reaches 1500 psi.
Hydraulic-Pump-Selector-Valve
The hydraulic pump selector valve,
located on the hydraulic control panel,
controls the flow of fluid from the hydraulic
pumps into the system. The valve is
connected to both hydraulic pump
pressure lines. When the valve control
handle is in the normal alternate position,
the system is supplied with pressure from
the right engine-driven pump, and when
the handle is in the aft position, the
pressure is supplied by the left engine-
driven pump. The valve controls only the
direction of the fluid flow and does not
shut off the flow at either handle position.
However, if one engine fails, the shifting
of the handle to the alternate position will
supply the system with pressure from the
alternate pump.

The control handle operates in a notched

quadrant, and it is necessary to lift the
handle slightly before moving it from one
position to another. It is advisable to
make all movements of the handle quickly
to reduce the amount of interflow in the
system.
Hydraulic-Hand-Pump
The hydraulic hand pump
is a double-throw piston
type pump incorporated in
the system for use when
the engine pump fail to
supply sufficient pressure,
or when the hydraulic fluid
(except reserve supply)
has been lost. Ball check
valves are provided to
prevent reverse flow of
fluid between strokes of
the pump. The hand pump
also serves to supply
pressure for operation of
hydraulic units when
airplane is on the ground
and the engines
inoperative.
Auxiliary-Hydraulic -Pump

Just like the hydraulic hand pump, the Auxiliary (Electric)

Hydraulic pump supplies pressure in the event the engine
driven pump fails to supply enough pressure, hydraulic fluid
loss, and when the aircraft is on the ground and the engines
inoperative. The Auxiliary Hydraulic Pump switch is located
on the overhead panel.
Auxiliary-Hydraulic-Pump-Switch
Pressure-Accumulator-Shut-Off
Valve- (Star-Valve)
The pressure accumulator shut-off
valve is located at the bottom of the
pressure regulator, with the control
handle located on the hydraulic panel.
It provides a by-pass around the check
valve in the pressure manifold when it
is desired to increase pressure in the
accumulator by means of the hand
pump. It is closed for all normal
operation.

When fluid is lost, caution should be

exercised when pumping up the
accumulator with the Star Valve open,
as the reserve of fluid may not be
sufficient to provide the system
pressure necessary for operation of
the hydraulic units.

The Star Valve’s main purpose is to

allow maintenance personnel to build
up pressure in the accumulator when
the airplane is on the ground.
Pressure-Accumulator
The pressure accumulator is a
spherical metal container
separated into two internal
sections or compartments by a
diaphragm. With the hydraulic
system pressure at zero psi,
one side of the accumulator is
charged with air pressure to
250 psi. This compartment of
air under pressure acts as a
cushion to absorb shocks in
the system when opening or
closing a hydraulic component
control valve. It also serves as
an extra source of power when
sudden demands are made on
the system.
Pressure-Regulator
The hydraulic pressure
regulator is installed on the out-
board side of the hydraulic
control panel and functions to
maintain the system operating
pressure between 600 and 875
psi. When system pressure
increases to 875 psi or more,
the regulator unseats a ball
check valve and allows fluid to
flow into a return line to the
reservoir. A check valve at the
bottom of the regulator prevents
any reverse flow from the
pressure accumulator and the
maximum operation pressure of
875 psi is maintained.
Hydraulic-Fluid-Reservoir
The hydraulic system fluid reservoir is a
cylindrical container installed to the right of
the hydraulic control panel with a filler neck
that extends into the companionway. The
reservoir incorporates a strainer assembly to
filter the hydraulic fluid, and a baffle to
separate the strained fluid from the fluid
returned to the reservoir. A quantity sight
gauge is located below the filler neck and
indicates the fluid level in the reservoir. The
outlet to the engine-driven pumps is a
standpipe located above the bottom of the
reservoir so that a 3 quart emergency supply
of fluid remains for use of the hand pump.
The outlet for the hand pump is at the bottom
of the reservoir. Approximately 7 US quarts
of fluid is available to the engine-driven
pumps, and 3 quarts remaining at the bottom
of the reservoir, are available for the use of
the hand pump. The reservoir can be filled in
flight from the reserve supply of fluid carried
on board the airplane.

Note: Sight glass does not show all the fluid,

just that above the standpipe. In order to test
fluid level, it is necessary to spill all pressure
in the system and then check sight glass for
hydraulic fluid level.
Hydraulic-System-Operation
Fluid flows from the reservoir by gravity flow to each of the
engine-driven pumps. With the engines operating, the fluid
is returned under pressure to the hydraulic panel as
registered on the individual pressure gauges. From the
gauge manifold, the fluid passes through the filter to the
pressure regulator, controlling the system pressure at 950psi,
+/- 50psi. Whenever the system pressure is built up to the
setting of the pressure regulator, the regulator directs the flow
to the reservoir; therefore, the pumps continue to pump fluid
through the reservoir until a demand is again placed on the
system.
Should the pressure regulator malfunction over pressurizing
the system, the system relief valve would open at 1100psi,
+/- 50psi, and direct the flow back to the reservoir, protecting
the system from excessive pressure buildup. The relief valve
also protects the pressure system from excessive pressures,
due to thermal expansion.
Hydraulic-System-Operation
From the pressure regulator, the fluid flows to the
accumulator and on into the pressure manifold. A check
valve isolates the accumulator from the pressure manifold,
thus allowing flow only from the accumulator into the
pressure manifold. The emergency hydraulic hand pump
output is directed into the pressure manifold; therefore, the
hand pump outlet is isolated from the pressure accumulator
by the check valve. To “build up” pressure in the
accumulator, it is necessary to open the Star Valve. This
valve is normally closed to provide for fluid flow from the
hand pump directly to the desirable system rather than to the
accumulator. The actual pressure in the pressure manifold is
recorded on the main hydraulic system pressure gauge.
The star valve is for maintenance purposes to charge the
accumulator.
Landing-Gear-Operation
Your landing gear control is a valve, the
red handle of which is on the left side of
the copilot’s seat. Move the handle to the
full UP position to raise the gear, to the
DOWN position to lower the gear. After
lowering or retracting the gear, return
handle to neutral to trap fluid in hydraulic
lines.

A safety latch, operated by a lever on the

floor, locks the gear in place when the
gear is extended. This lever is at the right
of the pilot’s seat. When pressure
indicates that your gear is in full DOWN
position, return valve handle to neutral
and lock gear by pushing the lever
forward parallel to the floor and securing it
in the handle catch. Disengage safety
latch by moving latch lever to vertical
position.

The latch lever has a spring-latch position

at an angle of 50 degrees to the floor.
The latch automatically assumes this
position when the gear is raised and the
valve handle in neutral. The latch lever
remains in the 50 degrees position until
you have lowered the gear and are ready
to lock it by moving the latch to DOWN.
Landing-Gear-Operation
Pressure Drop When Gear Is Down
If landing gear pressure falls below 500 psi,
place gear handle in the DOWN position
until pressure is equal to the hydraulic
system pressure.

Pressure Rises
When gear is retracted and the handle is in
neutral, landing gear pressure should be
zero. If pressure creeps up, place latch in
vertical position and move handle to full UP
position, then return to neutral.

Warning Lights
There are green and red warning lights at
the right-hand corner of the instrument
panel. The green light burns only when the
gear is down and latched and the valve
handle is in neutral. Under any other
condition the red light burns.
AIRSPEED-LIMITATIONS
• All airspeeds are calibrated air speeds:
Vno Normal Operation 159 knots
Vmc Minimum Control Speed 77 knots
Vne Never Exceed 190 knots
Vfe Max, Flaps Ext. ¼ 135 knots
Max, Flaps Ext. ½ 99 knots
Max, Flaps Ext. ¾ 97 knots
Max, Flaps Full Down 97 knots
Vle Maximum for Gear Extension 148 knots
Vlo Landing Gear Operation 148 knots
V1 Critical Engine Failure Speed 84 knots
V2 The take-off Safety Speed 84 knots
Turbulence Penetration Speed 105/115
knots
Maximum for Un-feathering 138 knots

AIRSPEED (KNOTS)
WHITE ARC 64-135
GREEN ARC 69-159
YELLOW ARC 159-190
RED RADIAL 190
ENGINE-INSTRUMENT-MARKINGS

• TACHOMETER (RPM)

Green Arc 1200-1900/2050-2550

Yellow Arc 1900-2050/2550-2700
Red Radial 2700

• MANIFOLD PRESSURE (Inches HG)

Green Arc 14-45
Yellow Arc 45-48
Red Radial 48
-
ENGINE INSTRUMENT MARKINGS -
Red Radial Line (RR) – Maximum and Minimum Limits
Yellow Arc (YA) – Take-Off and Precautionary Ranges
Green Arc (GA) – Normal Operation Ranges
Red Arc (RA) – Prohibited Operation Ranges

OIL PRESSURE (PSI) OIL TEMP (DEGREES C.)

RR 120 RR (Min) 40
YA 90-120 YA 95-104
GA 70-95 GA 40-85
RR Min (Idling) 15 RR 104

CYLINDER HEAD TEMP (DEGREES C.) CARB AIR TEMP (DEGREES C.)
RR 85 YA -10 -+15
YA 217-245 GA +15-+40
GA 85-217 RR +40

HYDRAULIC PRESSURE FUEL PRESSURE (PSI)

GA 750-950 PSI RR 10
RR 1150 PSI GA 14-16
RR 16
FUEL-SYSTEM
Fuel Tanks: The C-47/DC-3
airplane has four center
section tanks, two on each
side of the fuselage. Main
tanks are forward; each has a
capacity of 202 U.S. gallons.
Auxiliary tanks are aft of the
main tanks; each has a
capacity of 200 U.S. gallons.
Each tank is independent of
the others.

Left Main 202 Gals

Right Main 202 Gals
Left Aux 200 Gals
Right Aux 200 Gals

TOTAL 804 Gals

FUEL-SYSTEM
The fuel system consists of four fuel tanks within
the center wing section, two tank selector
valves, two electric auxiliary pumps, two fuel
strainers, an engine-driven pump mounted on
each engine, and a primer for each engine.
Each engine may draw fuel from any of the
tanks. Normally, the right engine draws fuel
from the right tanks and the left engine from the
left tanks. Fuel quantity is measured by a
liquidometer unit mounted in each tank and
electrically connected to the fuel quantity gauge
mounted on the instrument panel.
FUEL-SYSTEM
The engine-driven fuel pump mounted on the accessory section of
the engine, supplies fuel to the carburetor under a pressure of 15 ½
to 17 ½ psi. A pressure gauge, indicating fuel pressure to each
engine carburetor is mounted on the instrument panel. Two warning
lights, which are lighted when fuel pressure drops to a dangerous
level, are also located on the instrument panel and are considered
part of the electrical system. Integral relief and by-pass valves are
provided in the pump for relieving excess fuel pressure and for by-
passing excess fuel. A vapor return line connecting each carburetor
to its respective main tank, normally returns 5 gallons per hour to the
tank. It is possible for a mal-functioning carburetor or vapor return
line to return as much as 20 gallons per hour to the main tank.
Over-flow of the main tank is prevented, when operating from the
auxiliary, through connection of an overflow line between the main
tank and auxiliary.
FUEL-SYSTEM
The electrically-driven
auxiliary pumps (Red
Arrow) are used to supply
fuel to the carburetors during
starting, or in case of a
malfunctioning engine-driven
pump. The control switches
are located on the overhead
electrical panel near the
starter switches. A red light,
located on the instrument
panel for each pump, is
lighted when these pumps
are turned on.
It is recommended that the
auxiliary fuel boost pump be
turned on for takeoffs,
climbs, changing tanks,
single-engine operations,
and landings.
FUEL-SYSTEM
A fuel strainer for
each engine is
located towards the
leading edge of the
wing below the
fuselage, and is
provided with a
manual drain cock to
drain off any
accumulation of
water.
FUEL-SYSTEM
It is recommended that fuel be used from the auxiliary
tanks first and from the front tanks last. They should be
filled in the reverse order, keeping the main tanks with
the most gasoline and the auxiliary tanks with the least.

Note: Both fuel selector valves are identical, so if the left

main tank is selected for the left engine and the right
main tank for the right engine, the selector handles will
not be symmetrical.

Note: All filler caps should be manually checked to see

that they are properly installed and secured.
FUEL-SYSTEM

Each wing has two fuel caps. The Fuel cap toward the
Leading Edge of the wing is for the Main Tank, and the
Fuel cap toward the Trailing edge is for the Auxiliary
Tank. Ensure that the fuel cap is secure and the little
arrow is pointed toward the front of the aircraft. Secure
the outside cap with a flat-head screwdriver.
FUEL-SYSTEM
FUEL-SYSTEM
Oil-System
Type Pump (Pressure) One Positive Displacement Gear
Type
Type Pump (Scavenger) Three Positive Displacement Gear
Type
Oil Specification Ashless
Normal Tank Capacity 29 Gallons
Minimum Requirement for Feather 1.5 Gallons

There are two oil tanks, each with a capacity of 32

gallons; one is in each nacelle. ** 29 Gallons usable,
leaving 3 gallons for expansion. Note: 25 gallons –
normal operation

Oil pressure and temperature gauges and oil pressure

warning lights are on the instrument panel in front of the
copilot.

Keep oil pressures between 80 and 90 psi in normal flight

operation. If pressure falls below 50 psi, the red warning
light above the pressure gauge illuminates.

Oil Firewall Shutoff valves are located on the overhead

panel and are used in the event of an emergency (See
Emergency Procedures).

To visually inspect oil levels, there are two locations on

top of each engine nacelle. You can visually inspect by
checking the dip stick or by insuring that the oil level is
at or slightly above the circle opening in the engine oil fill
location.
Oil-System
An independent external oil system is provided for each engine. It
consists of an oil tank, a thermostatic oil temperature control unit, an
oil radiator, and necessary oil piping.

The oil tanks are of the standpipe type, having a capacity of 32 US

gallons and are located in the top of each engine nacelle behind the
firewall. The filler neck is so located that no more than 29 US
gallons can be put in the tank, thus leaving a 3 gallon space for
foaming. Oil is drawn from the bottom of the tank through a fitting
which extends several inches above the bottom of the tank on the
inside, leaving a sump containing approximately three gallons of
reserve oil for the propeller feathering pump.

The oil radiator is a tubular radiator in which oil is circulated around

the side of the tubes through which the cooling air flows.
OIL-SYSTEM
OIL-SYSTEM
OIL-SYSTEM
Oil-System
The radiator is provided with a relief valve between the inlet and outlet
connections. If the radiator becomes clogged or if the oil becomes
congealed, the relief valve allows the oil to pass directly to the return line of
the tank. In this case, the oil is not cooled before it goes to the tank and
high temperature will result.

In operation, oil passes from the oil tank to the engine-driven pump.
Returning oil passes through a thermostatic temperature control unit. When
the oil is cold, the return oil from the engine scavenging pumps is passed by
the temperature control unit to the tank. As the temperature of the oil rises,
the control unit starts directing some of the oil through the oil radiator and
back to the tank. When the temperature of the oil reaches 70 to 75 degrees
C., all of the return oil is directed through the radiator and to the tank.

Note: On a hot day, if the oil temperature is running high, reduction of RPM
will reduce engine heat and also allow the oil to remain in the cooler longer.
Oil-System
Oil Pump - A three section gear type oil pump
assembly is installed at the bottom left hand side
of the rear case. The pump casing houses one
pressure pump and two scavenger pumps.
High Pressure Screen – Located immediately
down stream of the high pressure pump, this
strainer serves to prevent foreign material from
entering the engine. The screen consists of a
series of screens I disk form, separated by
spacers around a perforated tube. In case of
screen blockage due to foreign material, the
screen incorporates a by-pass valve which will
allow a continuous flow of oil to the engine.
OIL-SYSTEM
Oil-System
Pressure Relief Valve – This valve is incorporated into
the drilled passage down stream of the pressure screen,
and is of a piston type and controlled by tension of a
back-up spring. This pressure relief valve is set to
control the upper limits of the oil pressure as it enters the
engine, and is adjusted to maintain a desired pressure
through all ranges of engine operation.
Oil Temperature Indicator – A resistance type
temperature sensing element is located on the right side
of the accessory section. The sensing element or bulb
functions on the principle of varying resistance. At the
temperature increases, the resistance increases
proportionately; the result being a variable indication on
the temperature gauge in the cockpit. This temperature
is taken at a point just prior to entering the engine. In
placing the element in this position relative to oil inlet, it
can be used as a accurate check on engine operation
through the entire power range. 28 volt DC from ship’s
power is required to operate the system.
Oil-System
Oil Pressure Indication – Installed in the pressure pump outlet; a fitting
is attached. This fitting secures an air-quip line which is routed to the
aircraft nose section through a low pressure transmitter. The function of
the transmitter is to cause an electric circuit to operate the low pressure
warning light. The light will be illuminated whenever oil pressure at the
outlet of the pump falls below 40 psi. A bourdon tube instrument will give
a direct reading of engine oil pressure at all times. Oil pressure gauge
lines contain hydraulic fluid to prevent an erratic reading due to viscosity
change during cold weather operation.
Fire Wall Shut-Off Valve – The open closed valve is located, one in each
wheel well. The valve is electrically controlled from the cockpit, by an
electrical switch. The primary function of the shut-off valve is to stop the
flow of oil to the engine during an emergency shut down of the engine.
The supply of oil for operation of the feathering pump is completely
independent of the fire wall shut-off valve; consequently , a complete
feathering operation can be made with the fire wall shut-off valve closed.
Linked mechanically to the engine oil shut-off valve in the inlet lines to the
engine-driven hydraulic pumps is a hydraulic shut-off valve. In actual
operation whenever the fire wall shut-off valve controls are positioned to
the closed position, both engine oil and hydraulic oil is stopped prior to the
fire wall.
OIL-SYSTEM
The oil system is primarily a
dry sump system as the oil is
contained in an internal tank.
Oil is supplied through a stand
pipe to a single high pressure
pump which provided
continuous circulation of oil
through a pressure screen,
temp. sensing element,
through drilled passage ways
to lubricate and cool the
engine. Oil is also supplied for
the operation of the propeller
governor.
Return oil is forced back to the
tank by scavenger pumps
located in the nose case and
rear case of the engine.
Before reaching the tank, the
oil must pass through or
around a free flow cooler when
it is cooled and then returned
to the supply tank.
OIL-SYSTEM

Oil fill is located on the inboard side of each engine. See Yellow Arrow. Open
outside cover with a flat-head screwdriver, then unlatch cap by turning counter-
clockwise. Tighten the opposite. Ensure that the half-moon side of the cap
(handle) is facing toward the rear of the aircraft in a 45 degree angle.

The oil dipstick is located on the inboard side of the port side and outboard on the
starboard side of the engine. See Red Arrow
OIL-SYSTEM
Propeller-Feathering-System
The propeller feathering
system incorporates an
auxiliary pump,
electrically operates to
supply the necessary
pressure. This pump
receives its oil supply
from the reserve supply in
the engine oil tank. The
switch for starting the
pump is located on the
overhead electrical panel
and is referred to as the
feathering button.
(Yellow Arrows)
Propeller-Feathering-System
Propeller-Feathering-System

Feathering Pump and Oil Delivery Lines – The

feathering pump is a positive displacement gear type
pump, driven by a 3 HP DC electric motor. The motor is
directly connected to the ship’s power through the
solenoid relay. The pump intake is connected to the
bottom of the engine oil tank where a minimum of 2.8
gallons of oil is reserved for feathering. The pump is
capable of delivering oil to the propeller at a pressure of
1200 psi.

The oil line between the feathering pump and propeller

governor is made of fireproof material where it passes
through the engine hot zone. There are no shut-off
valves in this system; therefore, the feathering system is
not affected by the operation of the fire wall shut-off.
Propeller-Feathering-System
In operation, depressing the button starts the pump operating which
forces oil to the propeller through a check valve in the base of the
constant speed control. When oil pressure from the feathering
pump actuates this check valve, it automatically cuts out the
constant speed control and the governor booster pump. The oil is
then directed against the rear of the piston forcing it outward and
increasing the pitch of the propeller blades until the adjustable
mechanical stop is reached (full feathered position). A pressure of
approximately 300 psi is required for the feathering operation which
takes about nine seconds. After the propeller blades reach the
adjustable mechanical stop, the pump continues to build up
pressure against the piston. When the pressure has reached
approximately 400 psi, it actuates a pressure operated switch, which
de-energizes a holding coil on the feathering pump switch, allowing
it to open, and shut off the pump.
Propeller-Feathering-System
When the propeller blades are in the full feathered
position, and the feathering button is depressed, oil is
directed against the aft side of the piston until pressure
reaches approximately 600 psi; at which point a
distributor valve directs the oil to the forward side of the
piston. The piston moves aft, decreasing the pitch until
the speed of the airplane causes the propeller to
windmill. During this operation, the feathering pump
switch must be kept manually depressed, as the holding
coil is de-energized by action of the pressure operated
switch. Displaced oil during feathering and unfeathering
operation passes into the engine oil and is scavenged to
the oil tank.
Propeller-Feathering-System
Propeller-RPM-Control
The propeller constant speed control unit is an engine-driven
governor of the centrifugal fly-weight type. The governor
incorporates a gear pump which boosts the engine oil to the
pressure required for propeller operation, a pilot valve actuated
by the fly-weights that controls the flow of oil through the
governor, and a relief valve system which regulates the
operating pressures in the governor. The governor is designed
to let the pilot change the spring load through the rack and
pinion gear. If the pilot loads the spring, the flyweights will have
to be driven faster by the engine to make them fly outward
against the greater spring load. A high RPM setting is obtained
in this manner.
If the pilot relaxes the load in the spring, the flyweights fly
outward with ease so they will have to be rotated more slowly to
match the load of the speeder spring. This condition results in
low ROMs.
Since the spring setting determines how fast the flyweights will
have to be turned to position the pilot valve, the spring is called
the speeder spring. This spring also maintains the cruise RPM
should the cable to control the propeller governor break.
Propeller-Feathering-System
The electrical circuit of the propeller feathering system functions as follows:

Depressing the feathering button energizes a holding coil, which, when the
circuit is closed, holds the switch in the “ON” position against a spring,
tending to return it to “OFF”. When the holding coil is energized, the circuit
is closed through a relay located in the firewall junction box furnishing
energy for the feathering pump motor. It is not necessary to hold the
feathering button in during feathering; it will return automatically to “OFF”
when feathering is completed.

The pressure cut-out switch is mounted on the propeller constant speed

control and is wired in series with the feathering button holding coil. The
switch consists of a piston linked with a set of contacts held closed by a
heavy spring; the piston is exposed to the feathering pump oil pressure.
When the pump pressure reaches 400 psi, the piston opens the contact
points breaking the circuit, and de-energize the holding coil which in turn
releases the feathering button and stops the pump. From the above it can
be seen why it is necessary to keep the feathering button manually
depressed during unfeathering operations.
Propeller-Feathering
Practical Aspects of Propeller Operation – The pitch
range of the blades is from 18 to 88 degrees, however,
the constant speed range of the propeller is about 23
degrees. Above the 23 degrees of constant speed
travel, the blades will move very rapidly toward high pitch
to expedite the feathering procedure.
Normally the blades will stay in the feathered position
when driven there; however if the torque loading on the
blades is low, it may tend to come out of the feathered
position. Should this take place, it would windmill. This
situation could become serious.
On the dead engine cleanup procedure, the propeller
control is placed in a low RPM position. Looking back on
the propeller theory, this is significant since the governor
would be able to maintain a low engine RPM should this
condition exist.
Propeller-Feathering
Practical Aspects of Propeller Operation, Cont’d – A
number of conditions exist during feathering procedure
that may be confusing. A defective solenoid, for
example, in the feathering button would make it
necessary to hold the feathering button in, if it were
desired that propeller be feathered. Another example is
that if the feathering button failed to pop out during a
feathering procedure, this would simulate an intentional
un-feathering procedure; consequently, the propeller
blades would move to feather and the distributor valve
would then shift, causing the propeller to move toward
low pitch.
In some cases it may be desirable to quickly feather the
engine. Taking advantage of the existing pitch angle of
the blades by activating the feathering system before a
power reduction is made would complete the feathering
procedure in a shorter length of time.
Cowl-Flaps
The C-47/DC-3 has cowl flaps
around each engine directly
behind the engine cowling.
They control engine
temperature by regulating
airflow through the cowling.

Cowl flap controls are on the

right side of the copilot’s seat
(Red Arrow). They are
marked: CLOSED, OFF,
TRAIL, OFF, OPEN. Operate
by moving them clockwise and
counter-clockwise. After
opening or closing, return to
OFF position.
Cowl-Flaps
COWL-FLAPS

Cowl flaps are mounted on the aft side of the cowl ring to provide controlled cooling
of the engine power section. Controls for their operation are mounted in the pilot’s
compartment. In the “OPEN” position, fluid under pressure is directed through the
open line to the proper side of the cowl actuating cylinder; the returning fluid is
directed through he cowl flaps “Close” line, through the valve, to the reservoir. When
the control handle is moved to “CLOSE”, the fluid flow is reversed. To lock the cowl
flaps in a desired position, the control handle is moved to “OFF”, trapping the
pressure in the line and holding the actuating cylinder in place. When the control
handle is moved to the “TRAIL” position, the actuating cylinder is allowed to move in
either direction depending on the balance of the air loads on the cowl flaps.

Note: The cowl flap control valve has an integral pressure relief valve and by-passes
fluid to the return line if the cowl flap system pressure increases to 1150 psi due to
thermal expansion or excessive air loads on the flaps.
POWER-PLANT
PRATT-&-WHITNEY-R1830-90D
• Type Air-Cooled, Twin
Row Radial
• Engine Make Pratt & Whitney
Twin Wasp
• Cylinders 14
• Blower Ratio 7:15 to 1
• Compression Ratio 6.7 to 1
• Bore 5.5 inches
• Stroke 5.5 inches
• Displacement 1830 cubic inches
• Overall Diameter 48.19 inches
• Average Dry Weight 1492 lbs
• Crankshaft Rotation Clockwise
• Reduction Ratio 16.9
Single speed impeller drive, Spline-coupled
reduction gearing, .5625:1 reduction gear ratio,
AN type ignition harness, injection carburetor,
Bendix magnetos, (Similar to -90C except no
clutches)
R1830-90D-Description
The DC-3 is powered by two Pratt &
Whitney R1830-90D engines capable of
delivering 1200 horsepower @
48”MP/2700 RPM. Each engine
incorporates an integral single speed,
single stage supercharger, a pressure
injection type carburetor, and a direct
cranking starter. The cylinders are of twin
row, flange mounted type located around
the periphery of the main power case.
The cylinders are numbered clockwise,
the odd numbered cylinders in the rear
row, and the even numbered in the front
row. Ignition is supplied by two flange
mounted magnetos installed in each
engine accessory section, which distribute
current to the spark plugs through high
tension ignition harness. The accessory
section houses the drive for magneto,
generator, starter, fuel pump, internal oil
pump, hydraulic pumps, and vacuum
pump.
POWER-PLANT
Starters: Each engine is equipped with a direct drive
electric starter which is operated by a starter switch on
the electrical panel in the pilot’s compartment. The
solenoid switch for each starter is located in the engine
nacelle.
Generators: The two generators are mounted, one on
each engine, and are controlled by carbon pile voltage
regulators and reverse current relays.
Booster Coil: A booster coil is provided for retarded
ignition starting and is controlled by a separate switch on
the electrical control panel. The booster switch is used
in conjunction with the starter (and primer switches).
POWER-PLANT
Magnetos: The Scintilla magnetos are mounted on the
accessory section of the rear case. Magnetos should
not be checked at any time that the engine is operating
at over 30” manifold pressure nor should they be
checked in auto-lean. Always check in auto-rich.
Carburetors: The engines are equipped with Bendix-
Stromberg pressure injected carburetors. This
carburetor employs a small auxiliary venturi in the center
of the large venturi for fuel metering but the fuel is
injected in the engine side of the conventional butterfly
throttle valve so that the refrigeration caused by the fuel
does not tend to form ice on the butterfly valve. A
diaphragm arrangement controls the fuel metering and
provides fully automatic mixture regulation compensating
for variations of both pressure and temperature.
POWER-PLANT
FUEL SYSTEM OVERVIEW – The 1830-92 and 1830-
90D fuel system controls the flow of fuel to maintain a
satisfactory fuel air ratio over the entire operating range.
This is done by the use of a pressure type, down draft
carburetor. The purpose of the carburetor is to mete fuel
I proportion to mass air flow into the engine. The mass
air flow is determined by the throttle valve opening. After
being metered by the carburetor, the fuel is then
discharged into a single stage, single speed,
supercharger, where it is taken up by the impeller, mixed
with air, vaporized, and then delivered to the cylinder
through the intake valves. The major components of the
fuel system are the carburetor, supercharger, M.A.P.
gauges, fuel pump, and fuel pressure gauges.
POWER-PLANT
FUEL PUMP – An engine driven fuel pump is mounted on the lower
left hand side of each accessory section and is coupled to the
engine drive gear. This pump is vane type with inlet and outlet ports
and an adjustable pressure relief valve which maintains constant
fuel pressure at varying engine speeds. At 2500 RPM, the pump
output is approximately 400 gallons per hour.
The pressure relief valve is a spring-loaded diaphragm that opens
when the pump is operated at high speed and allows excess fuel to
flow back to inlet of the pump. At low speed, the relief valve closes
and allows fuel to pass to the outlet port. A drain line is connected
to the diaphragm vent boss to allow for draining of any small amount
of fuel that might leak around the diaphragm.
Fuel Pressure Indication – The pressure tapping is taken
immediately down stream of the fuel pump at the carburetor and
through line routing is directed to a pressure sensitive switch,
located in the nose section of the aircraft. This will cause a light to
be illuminated when fuel pressure drops below 12 psi. A pressure
tapping is also routed to a sensitive instrument, giving a direct
pressure reading on the gauge.
POWER-PLANT
Manifold Pressure – The MAP or MP is measured at the
blower or supercharger rim and is an absolute pressure.
This tapping is located on the upper right side of the
blower case and, through routing of lines, eventually is
attached to an absolute pressure gauge in the cockpit.
The MP is controlled primarily by the position of the
throttle, but cannot be read as direct power output, but
merely as a convenient index for measuring one of
several factors affecting power.
Supercharger – This unit is a centrifugal air compressor
which turns approximately 7.15:1, and is housed in the
blower section between the power section and the
accessory section. After leaving the impeller, the air
mixture passes through the diffuser which ensures a
smooth flow to the collector where the pressure is
measured and directed to the intake pipes and cylinders.
POWER-PLANT
POWER-PLANT
Exhaust
The exhaust
collector ring
is a welded
corrosion-
resistant
steel
assembly
made in
seven
sections,
each section
collecting
exhaust from
2 cylinders
Carburetor-Hot-Air-System
Provision is made for
supplying hot air to the
carburetor to eliminate or
prevent the formation of ice in
the carburetor air passage.
This is accomplished by
installing a butterfly valve in
the ram air intake, which in
operation, closes ram air and
opens the air duct so that the
air entering the carburetor is
warmed from a point behind
the exhaust manifold. This
butterfly valve is operated by
a control located on the right
side of the pedestal. Moving
the control aft, closes the ram
air and opens the door for
warm air. Moving the control
forward reverses the process.
Propeller
Type Hamilton Standard
Hydro-Matic,
Quick Feathering,
Constant Speed
Control
Model Number 23E50/6353A
Diameter 11 Feet 6-3/8 Inches
11 Feet 3-3/8 Inches
Blade Angle Setting
(6353A-Needle Blades)
Low Pitch 18 degrees-High Pitch 88 degrees
(6477A-0- Paddle Blades)
Low Pitch 16 degrees-High Pitch 88 degrees
Measured at the 42 inch station
Propeller
The three bladed propeller has a approximate diameter
of 11 feet 7 inches. It is securely mounted to the end of
the engine propeller shaft. The gear ratio to the
propeller from the engine is 16 to 9.
Blade movement is accomplished by mounting the
blades in bearings; thus allowing them to turn in the
propeller hub. Gears mounted on the hub end of the
blades engage the gears of a cam. The cam is forced to
turn by connecting it to a piston which is acted upon by
governor-controlled oil pressure and engine oil pressure.
The hub and spider assembly, made of high grade steel,
locates the blades in position and engages with the
engine propeller shaft splines to transfer the propeller
load to the engine.
The blades are made from aluminum alloy forgings, and
are heat-treated for high strength. The blades are
individually balanced and when assembled into the hub,
the whole assembly is balanced as a unit.
Propeller-Dome-Assembly
The dome assembly
houses the cam and gear
arrangement and the
hydraulic piston which,
when mounted on the
hub assembly, is capable
of twisting the propeller
blades. Stops are
located within the dome
to control the low and
high pitch blade angles.
Provisions are provided
within the piston
assembly to allow oil to
bleed form the high
pressure side of the
piston to the low pressure
side of the piston to
prevent congealing of the
oil.
Correct-Pitch-Angles
To check the blade
angles, use the index
line on the shank of
the blades and the
graduation on the
barrel blade bore, or
by a protractor at the
reference station
Engine-Mount-Cooling

Just below the exhaust stack on the outside of

the engine cowling is an aluminum scoop which
aids in the cooling of the engine mounts.
Blower-Drain-Valve
The blower drain
valve is located on
the bottom of the
intermediate rear
crank case of the
engine. It is
connected with a
line leading away
from the blower
case to a point
outside the cowling,
near the lower
forward edge of the
firewall. The
function of the
blower drain valve
is to prevent an
accumulation of fuel
in the lower part of
the blower case,
which might
otherwise run into
the lower cylinders
and cause damage
to the engine when
it is started.
Booster-Pump-Vent-Line

A vent line is installed on each booster pump at the junction of the

motor drive and the splined shaft of the fuel pump. This line runs
through the skin of the ship and vents into the atmosphere to take
care of any leakage of gasoline that might otherwise seep into the
motor housing.
Landing-Gear
Description – The landing gear
consists of three units – two
retractable main gears with single
wheels and dual brakes, and a tail
wheel gear which is not retractable,
but is full swiveling. Extension and
retraction of the gear is accomplished
by hydraulic actuating struts which are
controlled by the landing gear control
lever on the hydraulic panel.

A mechanically-controlled locking
device is incorporated by holding the
gear in the down position. Another
additional locking procedure may also
be employed, which consists of locking
the gear to a positive down position by
installing a mechanical lock.
Landing-Gear
To retract the main gear,
an actuator is employed.
The cylinder end of the
actuator is attached to the
forward nacelle structure-
the piston rod end to the
upper truss. Retraction is
accomplished by pulling
the upper truss forward
and upward. Since the
upper truss is connected
to the shock absorbers
and wheels, the gear will
be pulled up into the
wheel well. To assist the
action of the retract
mechanism, a hydraulic
compensator is utilized
assisting upward travel of
the gear, snubbing
downward travel. All
aircraft have the hydraulic
compensator installed.
Landing-Gear
A spring-loaded mechanical safety latch, installed in
each nacelle on the forward side of the front spar
automatically latches when the landing gear is fully
extended, by engaging a slot in the lower end of the
actuating cylinder piston rod. The latches for both gears
are controlled simultaneously by cables connected to a
single control handle located on the floor between the
pilot’s seat.
The control handle has “3” positions –latch raised, which
lifts the lock commonly called the spade for gear
retraction – spring lock, which receives and latches the
landing gear actuating rod hook when the gear is
extended – and positive lock, which may be locked by
mechanical linkage rather than spring pressure, after the
gear is spring locked down. This is accomplished by
positioning the latch handle against the floor, maintaining
it there by means of a lock.
Landing-Gear
Landing-Gear-Struts
The main landing gear struts
should be carried with
approximately 4” +/- ¼
clearance measured from the
top edge of the axle to the
bottom edge of the packing nut
and the tail strut approximately
1 ¼ +/- ¼” from the packing
gland nut to the red line on the
piston tube. There is an
equalizing line connecting the
two struts on each main gear
to evenly distribute the
pressure on both sides of the
gear.
Landing-Gear-Offset
The landing Gear
Offset is incorporated
within the Landing-
Gear Upper Truss
and Shock Absorber
Strut to assist the
Landing Gear from
buckling under
extreme loads and
impact
LANDING-GEAR-SAFETY-PINS
Landing gear safety
pins are provided to
prevent inadvertent
retraction of the main
gear when the aircraft
is on the ground.
When not in use, they
are stowed on board
the aircraft.
Landing-Gear
Latch-Warning-Switch
The Latch-Warning Switch
is mounted on each upper
truss of the two landing
gear assemblies, so that
when the gear is
completely extended the
switch arm may be
operated by a lug on the
latch assembly. When the
latch is down, the lug
causes the switch to close
the circuit for the green
light. However, if the latch
is raised, the switch
automatically opens the
green light circuit and
closes the circuit for the
red light and horn.
C-47-and-DC-3-Landing-Gears
Main-Wheels-And-Brakes
• Wheels
Goodyear 17 X 16 Main
wheel Assembly No.
9540547 and Brake
Assembly No. 9540385
manufactured by the
Goodyear Tire and
Rubber Co. Ltd. The
Goodyear brake is a
single disc, four cylinder
unit with automatic
adjustment of lining wear.
• Tires
Aero Classic 17.00 X 16
12 Ply Rib design (55 psi)
Goodyear-Brakes
Goodyear-Brakes
Landing-Gear-Bumper
When the gear is
fully retracted,
the projecting
ends of the axles
are held against
rubber bumpers
built into the
sides of the
nacelles.
Flight-Wheel-Brake
A flight wheel brake is
attached to the rear
face of the fire wall in
each nacelle and
consists of a length of
heavy flexible belting
fastened at each end
to the fire wall and
faced with small steel
plates. When the
landing gear is
retracted into the
nacelle wheel well,
the brake
automatically contacts
the tire tread and
causes sufficient
braking action to stop
the rotation of the
wheel caused by the
slip stream.
Wing-Flaps
The Metal wing flaps are composed of four
sections which extend from the inboard end
of the left aileron, under the fuselage to the
inboard end of the right aileron. The flaps
are of the split trailing edge type.

The flaps are hydraulically raised and

lowered by the flap control valve, located on
the hydraulic panel.

The flaps are hinged to the underside of the

wing and center section, and are raised and
lowered by a series of sliding rods, attached
to the hydraulic actuating cylinder.

To raise or lower the flaps, first clear the

slot that holds it in neutral by swinging the
lever (Yellow handle) toward the aisle.
Move the lever down to lower the flaps, up
to raise them, and return to neutral when
flaps are in position. There is a flap position
indicator below or to the left of the
instrument panel.
Wing-Flaps
WING-FLAPS-EXTENDED
Wing-Flaps
A wing flap relief valve prevents the lowering of the flaps beyond the
quarter position at an airspeed of more than 112 mph. This valve
operates to limit the pressure in the forward end of the actuating cylinder
to 375 psi. Therefore, when the air load on the flaps is sufficient to
produce a back pressure of more than 375 psi, the relief valve shuts off
pressure from the hydraulic system and opens the forward end of the
actuating cylinder to the return line.

In operation, moving the control handle to the “DOWN” position, actuates

the control valve which directs fluid to the forward end of the actuating
cylinder. As the piston extends, pulling the push-pull rods forward, the
flaps are lowered. The fluid in the aft end of the cylinder flows through the
control valve, and back to the hydraulic reservoir. Moving the control to
the “UP” position reverses the process.

There is a restriction in the “UP” lines which prevents the flaps from being
raised too quickly.

When the airplane is parked, the flap control handle should be left in the
“UP” position to prevent damage to the system due to thermal expansion.
Trim-Tabs
Tail-Wheel
The Tail Wheel gear is a full-swiveling, non-
retracting assembly. The gear consists of a
magnesium wheel on which is mounted a
9.00 x 6 tire (60 psi). The wheel is attached
to a fork assembly which anchors to a post
attached to the fuselage. The tail wheel
assembly may be prevented from swiveling
by engaging the tail wheel lock.
An air-oil shock absorber is installed
between the structure and the fork to
cushion the action of the tail wheel.
The mechanically operated tail wheel lock
lever located on the control pedestal below
the throttle levers has LOCK and UNLOCK
positions. The LOCK position locks the tail
wheel in the trailing position for take-offs and
landings. The UNLOCK position allows free
swiveling of the tail wheel for taxiing.
Forcing the tail wheel to turn while in the
locked position shears an aluminum shear
pin on the tail wheel post, rendering the
LOCK position inoperative. The lock
mechanism will bind if side pressure is
placed on the tail wheel when attempting to
unlock the tail wheel lock.
Aircraft-Hoisting
Inside the
nacelle are two
fittings to which
cables are
fastened. The
fittings are
bolted to the top
of each main
landing gear
strut which in
turn is secured
to the front spar
of the center
wing section.
The arrows
show where the
Cable Nacelle
Sling hook to the
Strut.
Aircraft-Hoisting
To raise the
tail of the
aircraft, the tail
hoist is hooked
to a
permanently
installed cable
which is bolted
to the fuselage
structure
located in the
fairing forward
of the vertical
stabilizer.
Lifting-the-Aircraft
WING-SLING

Attachment points for the Wing Sling. They are

positioned on both the upper and lower portions
of the wings.
Flight-Controls

The flight controls consist of independent elevator,

aileron, and rudder systems. The flight controls are
cable-operated from controls in the cockpit. The
elevator, rudder, and aileron systems incorporate
trim tabs.
Landing-Light

Landing Light assemblies are located on each leading

edge of the wing. Lamp assemblies are adjusted to
project a beam on the ground approximately 430’ for the
left and 380’ for the right, in front of the nose on the
centerline of the pilots seat, with the plane in the 3 point
ground position.
Stainless-Steel-Panels

Stainless Steel panels where installed on the right forward side of the
fuselage adjacent the right propeller due to the dissipating ice thrown from
the propellers during flight while operating the propeller de-icers. On many
aircraft you can visually see small dents on these panels due to dissipating
ice.
Ice-Elimination-System
PROPELLER-
PROPELLER ANTI-ICER
Propellers are de-iced
by means of a de-icing
liquid (isopropyl
alcohol). It operates
as follows:
Alcohol is drawn from
the supply tank
located in the wing
fillet. The alcohol
pump forces the liquid
to a slinger ring
mounted behind the
propeller hub. This
ring is provided outlets
for each propeller
blade. Centrifugal
force causes the liquid
to be forced through
the outlets of the ring
and on to the leading
edges of the propeller
blades, thus
eliminating ice that
has formed or
preventing its
formation in case none
is present.
DC-3-or-
or C-47?
Is this a DC-3 or
C-47? Note the
separation of the
aluminum panels
and the four
rows of rivets.
On the C-47 the
Tail Section can
be removed.
The Original DC-
3, not C-47’s
converted are
not equipped as
such.
DC-3-or-
or C-47?
DC-3-or-
or C-47?
AD-
AD 63-23-01/SB-
01/SB 262
STATIC-DISCHARGERS
Twelve static
dischargers, to
dissipate static, are
installed; two on the
trailing edge of each
aileron, one on the
trailing edge of each
wing tip, two on the
trailing edge of each
elevator, and two on
the trailing edge of
the rudder
Leveling-the-Aircraft
The two leveling
pins located on
the bottom of the
center wing
section toward
the forward edge,
on the port side
are for leveling
the aircraft from
wing tip to wing
tip.
Leveling-the-Aircraft
Two set of leveling
pins are provided as
reference markers
so that the airplane
can be leveled on
both longitudinal
and lateral axes.
Leveling is required
before weighing the
airplane to
determine its basic
weight and the
location of the
Center of Gravity.
Tie-Downs
External-Power-Hookup
ANTENNAS
Changing-Power-Conditions-During-Flight

• Increasing Power • Decreasing Power

Mixture Controls Throttle Controls
Propeller Controls Propeller Controls
Throttle Controls Throttle Controls –
Mixture Controls – (readjust if necessary)
(readjust if necessary) Mixture Controls
CLIMB POWER
800 BHP 2300 RPM AUTO RICH
F/F 77 GPH/ENG
STANDARD DAY CONDITIONS

ALT. S.L. 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000

STD. 15 13 11 9 7 5 3 1 -1 -2 -5
TEMP
0
Degree
C.

MAP 36 35.8 35.6 35.4 35.2 35.0 34.8 34.6 34.4 34.2 34.0
“HG
ALTERNATE CLIMB POWER
700 BHP 2070 RPM AUTO RICH
F/F 58 GPH/ENG
STANDARD DAY CONDITIONS

ALT. S.L. 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000

STD. 15 13 11 9 7 5 3 1 -1 -2 -5
TEMP.
0
Degree
C. +

MAP 33.2 33.0 32.8 32.6 32.4 32.2 32.0 31.8 31.6 31.4 31.2
“HG
DC-3 CRUISE CONTROL
MAXIMUM ENDURANCE

ALT. GRS. WT. IAS BHP/ENG RPM M.P. GAL.HR.

S.L. 18,000 73 161 1700 16.0 32.8

S.L. 20,000 75 187 1700 17.0 37.2
S.L. 22,000 77 215 1700 18.4 41.6
S.L. 24,000 80 244 1700 19.6 46.0
S.L. 26,000 83 276 1700 20.9 50.8
DC-3 CRUISE CONTROL
MAXIMUM ENDURANCE

ALT. GRS. IAS BHP/EN RPM M.P. GAL./HR

WT. G

6000 18,000 73 187 1700 15.0 36.0

6000 20,000 75 218 1700 16.7 40.8

6000 22,000 77 250 1700 18.4 46.0

6000 24,000 80 285 1700 19.7 50.2

6000 26,000 83 320 1700 21.2 54.6

DC-3 CRUISE CONTROL
MAXIMUM RANGE

ALT. GRS. IAS TAS BHP RPM M.P. GAL/HR MI/GAL

WT.

S.L. 18,000 94 94 220 1700 18.8 33.0 3.27

S.L. 20,000 99 99 260 1700 20.5 39.0 2.92

S.L. 22,000 105 105 300 1700 22.0 45.0 2.67

S.L. 24,000 109 109 340 1700 23.7 51.0 2.45

S.L. 26,000 113 113 365 1700 25.3 57.7 2.25

DC-3 CRUISE CONTROL
MAXIMUM RANGE

ALT. GRS. IAS TAS BHP RPM M.P. GAL./HR MI./GAL.

WT.

10,000 18,000 94 109 265 1700 17.4 39.8 3.17

10,000 20,000 99 116 310 1700 19.5 46.5 2.86

10,000 22,000 105 122 350 1700 21.2 52.5 2.67

10,000 24,000 109 127 395 1700 22.8 59.2 2.47

10,000 26,000 113 131 445 1700 24.8 66.2 2.26

OPERATING INSTRUCTIONS
DOUGLAS DC-3 AIRCRAFT WITH PRATT & WHITNEY R-1830-90D
NORMAL CRUISE-AUTO LEAN
525 BHP

RPM MP FUEL FLOW IAS

1850 27.0 76 132

1850 27.5 76 136
1850 28.0 76 139
1850 28.5 76 142
1850 29.0 76 145
1850 29.5 76 147
1850 30.0 76 150
OPERATING INSTRUCTIONS
DOUGLAS DC-3 WITH PRATT & WHITNEY R1830-90D
NORMAL CRUISE –AUTO LEAN
550 BHP

RPM MP FUEL FLOW IAS

2050 26.0 82 142

1850 28.5 79 144
1850 29.0 79 148
1850 29.5 79 150
1850 30.0 79 152
1850 30.5 79 155
1850 31.0 79 157
OPERATING INSTRUCTIONS
DOUGLAS DC-3 WITH PRATT & WHITNEY R1830-90D
NORMAL CRUISE-AUTO LEAN
575 BHP

RPM MP FUEL FLOW IAS

2050 27.0 86 146

2050 27.5 86 150
2050 28.0 86 153
2050 28.5 86 156
2050 29.0 86 159
2050 29.5 86 161
OPERATING INSTRUCTIONS
DOUGLAS DC-3 WITH PRATT & WHITNEY R1830-90D
NORMAL CRUISE – AUTO LEAN
600 BHP

RPM MP FUEL FLOW IAS

2050 28.0 90 150

2050 28.5 90 153
2050 29.0 90 157
2050 29.5 90 160
2050 30.0 90 162
2050 30.5 90 165
AIRSPEED-CALIBRATION

180
160
140
120
100 Flaps Down-Gear
Down
80 Flaps Up-Gear Up
60
40
20
0
60 80 100 120 140 160 180
STALLING-SPEEDS
70

60

50

40
Flaps Retracted
30 Landing Flap

20

10

0
20,000 21,500 23,000 24,500 26,000
CROSSWIND-COMPONENT
60 10 Degrees Wind
Angle
20 Degrees Wind
50 Angle
30 Degrees Wind
40 Angle
40 Degrees Wind
30 Angle
50 Degrees Wind
20 Angle
60 Degrees Wind
Angle
10
70 Degrees Wind
Angle
0
80 Degrees Wind
5 10 15 20 25 30 35 40 45 50 55 60
Angle
MAXIMUM-PERMISSIBLE-TAKEOFF
WEIGHT
7000

6000

5000

4000
Rate of Climb
3000

2000

1000

0
23500 24500 25500 26500
MAXIMUM-PERMISSIBLE-ENROUTE
WEIGHT
16,000
14,000
12,000
10,000
Max Permissible
8,000 Terrain Altitude
Single Engine
6,000
Enroute Config.
4,000
2,000
0
22000 23000 24000 25000 26000 26900
MAXIMUM-PERMISSIBLE-LANDING
WEIGHT
8000
7000
6000

5000
4000 Landing
Configuration
3000
2000
1000
0
23000 24000 25000 26000 26900
MINIMUM-TAKE-OFF-RUNWAY
LENGTH
7000

6000

5000
23000
4000 24000
25000
3000
25200
2000 26000
1000 29600

0
SEAL 2000 4000 6000
LEVEL
- - -
MINIMUM REQUIRED LANDING RUNWAY LENGTH FOR - -
-
INTENDED DESTINATION

4000
3500
3000
21000
2500 22000
2000 23000
24000
1500
25000
1000 26000
500 26900
0
Sea 1000 2000 3000 4000 5000 6000
Level
- -
CLIMB PERFORMANCE FIRST SEGMENT -
T.O. -CONFIGURATION

250

200

150 23000
24000
100 25000
26000
50 26900

0
Seal 2000 4000 6000 8000
Level
- -
CLIMB PERFORMANCE THIRD SEGMENT -
-
T.O. CONFIGURATION

450
400
350
300
250 24000
200 25000
26000
150
26900
100
50
0
Sea 2000 4000 6000 8000
Level
WEIGHT-&-BALANCE

22000 23000 24000 25000 26000 26900

SL 3675 3765 3835 3915 3980 4055
1000 3830 3005 3090 4090 4115 4230
2000 3985 4070 4165 4265 4315 4410
3000 4145 4245 4340 4460 4530 4610
4000 4330 4410 4540 4645 4745 4856
5000 4635 4686 4775 4880 5006 5076
6000 4775 4905 5035 5155 5280 5360
7000 5055 5190 5325 5455 5645 5700
8000 5110 5525 5655 5700 5915 6055
WEIGHT-&-BALANCE
WEIGHT-&-BALANCE
WEIGHT-&-BALANCE
Operating Index Weight
A 26.4 1 7 6 2 2
B 750
C 1000
D 3000
E 3000
F 2400
G 1300
H 350
TOTAL CABIN LOAD
ZERO FUEL WT.
FRONT TANK
REAR TANK
TAKEOFF GROSS WT.
EST. FUEL BURN OFF
EST. LANDING WT.
MAX ZERO FUEL WT.
MAX LANDING WT.
MAX TAKEOFF WT.
WEIGHT & BALANCE CORRECTION
Emergency-Procedures
• Engine Failure
Minimum control speed for the DC-3 is 77 knots CAS. This is the
minimum speed at which the airplane is controllable in flight with
one engine inoperative, its propeller wind-milling, the other engine at
take- off power.

V-1 (Critical Engine Failure Speed) and V2 (Take-off safety speed)

are the same on the DC-3 (84 knots CAS).

The first indication of engine failure will probably be a yaw towards

the failed engine. Other indications are a drop in manifold pressure,
RPM, and cylinder head temperature.
Engine-Failure-Before-Reaching-V1
Speed
• The Captainwill guard the throttles on
the take-off roll until reaching V-1 speed.
If for any reasonthe crew needs to reject
the take-off, the following procedureswill
be performed:
1. DiscontinueTake -Off
2. Close Throttles
3. Apply Brakes
Engine-Failure-or-Fire-In-Flight
Immediate Action Items:
1. Gear and Flaps Up
2. Power As Required
3. Propeller Feather
4. Mixture Idle Cut Off
5. Fuel Tank Selector for Failed Engine Off
6. Firewall Shut Off for Failed Engine Close

If Fire Exists:
CO2 Selector Set & Discharge

Secondary Action Items:

1. Cowl Flaps As Required
2. Fuel Boost Pump Off
3. Vacuum Pressure Check
4. Prop Alcohol Off
5. Generator Off
6. Ignition Off
7. Electrical Load Check
Engine-Over-speeding-On
Take-Off
• Immediate Action Items
1. Immediately reduce power to 25” Hg on affected engine
2. Retard the affected propeller control. If this action has no effect, proceed with the
following steps:
3. Hold RPM below 2700 by alternately operating and releasing the feather button
until sufficient altitude is attained to return to the airport.
4. Feather propeller.

EngineOver -speedingWhile Un-

feathering
1. Check airspeed at or below 138 knots
2. Prop control full forward, then slowly aft, then forward again, watching for proper
RPM response.
3. If the above does not result in governor control, feather the affected propeller.
Runaway-Propeller
Causes – Complete or partial failure of the propeller governor can
result in propeller over speeding due to failure of the propeller to
increase pitch with increasing airspeed or engine power. If
propeller controls are set for “full increase RPM” on the landing
approach and a “pull-up” is made, rapid advance of the throttles to
take-off power produces over speeding, and in some cases, causes
a runaway propeller. This can be materially remedied by leaving
propeller control in climbing or cruising RPM position on the
approach and advancing power in a step up procedure.
At first evidence of a runaway propeller:
• Reduce the forward speed of the airplane to the minimum single
engine operating speed (110 mph) or slower if practicable, by
retarding the throttles and propeller control, and pulling up in a
climbing attitude.
• Place the mixture control for the over speeding engine in idle-cutoff,
turn off fuel, cut ignition, and when the engine speed has been
reduced to 2700 RPM, feather the propeller.
• If the propeller cannot be feathered continue flight at an airspeed
which is low enough to hold engine speed to not more than 2700
RPM and, if possible, below 2550 RPM.
Runaway-Propeller
With the mixture control in idle-cutoff, and the
propeller in full low pitch, the RPM will be below
2550 up to 150-160 mph, and below 2700 RPM
up to 170 mph.

In the event a runaway propeller cannot be

feathered, it is possible at 3000 ft pressure, and
120 mph, to use 19 ½ “ MP without exceeding
2700 RPM. In this manner the flight may be
continued with uncontrolled propeller developing
somewhat more power than that necessary to
overcome the drag of the windmilling propeller.
Propeller-Un-feathering
1. Airspeed 138 knots or less
2. Throttle Closed
3. Prop Control Full Aft (Low RPM)
4. Mixture Idle Cut Off
5. Tank Selector As Desired
6. Firewall Shut Off Open
7. Cowl Flaps As Desired
8. Generator On
9. Ignition Both
10. Feather Button Hold to 800 RPM
11. Oil Pressure Check (For rise above 50 psi)
12. Fuel Pressure Check for normal
13. Mixture Control Auto Rich
14. Warm Up @ 17” & 1700 RPM(MP/RPM) Set
15. Cowl Flaps As Required
Engine-Induction-System-Fire
(Starting)
1. Mixture Control (Keep Engine Turning With Starter) Idle Cut-Off
2. Throttle Open
3. Firewall Shut-Off Valve Close
4. Fuel Tank Selector Off
5. Boost Pump Off
6. Ignition Switch Off

• Stop other engine if operating

• If Ground Crew does not extinguish fire immediately, Discharge Fire Extinguisher

• Evacuate Aircraft

• Do Not Restart engine after fire extinguisher has been discharged

Electrical-Fire
Immediate Action Items (Source Known)
1. Affected Component - Off/Pull Circuit Breaker
2. Portable CO2 Bottle - Stand By (F/O)
Immediate Action Items (Source Unknown)
1. Prop Alcohol Tank Valve – Off
2. Battery and Generator Switches – Off
3. Portable Oxygen Bottles – Use If Necessary
4. Portable CO2 Bottle – Discharge (If Circumstances Dictate)
Secondary Action Items (Source Unknown)
1. Circuit Breaker/Switches – Pull/Off
2. Battery/Generators – On
3. Restore Power to Essential Components – Attempts to Isolate Fault
4. If efforts unsuccessful and fire persists, land as soon as possible.

Caution: Provide adequate ventilation when using CO2. Do not use water on
electrical fires or on any type fire in the vicinity of electrical equipment.
Fuselage-Fire
Immediate Action Items
1. Prop. Alcohol Tank Valve – Off
2. Notify Other Crewmembers
3. Combat Fire

Smoke Evacuation
Immediate Action Items
1. Emergency descent, if considered necessary for maximum
smoke removal flight deck or cabin
2. All cockpit windows – Closed
3. Cabin to Cockpit door – Open
4. Forward Cargo door – Open
5. Co-pilot’s storm window – Open (Break if necessary)
Landing-Gear-Fire
1. Immediate Action Items:
Turn airplane into wind while calling for assistance. Maintain a minimum of 2000
RPM on engine ahead of fire. Shut down engine not ahead of fire.
2. Secondary Action Items:
Flaps full down –
Shut down engine ahead of the fire when ground fire extinguisher equipment has
been placed in position to fight fire.

3. Precautionary Items:
Test on other types of aircraft have shown that insufficient air flow is produced
at maximum RPM to blow out a landing gear fire; however similar to other
types of aircraft, fires can be controlled by use of the above procedures so
that the flames will be blown back and will not impinge upon the nacelle or
wing.

It is extremely dangerous for exposed personnel to approach closer than 25

feet to a burning tire prior to its exploding.

A burning tire may be expected to explode in tow to five minutes.

Fuel-Pressure-Failure
Fuel pressure failure may be the result of fuel exhaustion in the
selected tank, failure of the engine driven fuel pump, failure of a
fuel supply line or failure of the fuel pressure gauge line. The
proper action to be taken in the event of loss of fuel pressure is
determined by whether or not the engine continues to operate.

Fuel Pressure Failure Accompanied by Loss of Power:

1. Fuel Boost pump on.
2. Insure tank selector is positioned to a tank containing fuel.
3. If failure caused by fuel tank depletion, retard throttle until power restored to
prevent over-speed.
4. If adequate fuel in selected tank, power loss due to engine driven fuel pump failure.
Continue engine operation utilizing fuel boost pump. Land as soon as practicable.

Caution: Fuel pressure failure accompanied by normal engine operation is an

almost certain indication of fuel line or fuel gauge pressure line rupture. In view of
the attendant possibility of fire, immediate engine shutdown, by use of the mixture
control, is recommended.
Generator-Failure
In the event of a generatorfailure, shut-off
affectedgenerator and reduce electrical
load as much as possible. Continue to
watch enginefor any othermalfunction or
fire.
Hydraulic-System-Failure
Hydraulic system malfunctionsor failures
may vary from minor leaks to complete
system pressurefailure. The effects on
hydraulic componentfunctions will, of
course, vary with the severity of the
malfunction. With completesys tem failure
no hydraulicallyoperated componentswill
functionwith the exceptionof the landing
gear which can be free fallen.
Landing-Gear-Emergency
Extension
The only occasion necessitating a landing without fluid pressure would be
in the case of failure in the lines from the auxiliary hydraulic manual pump
to the retracting struts. In this case the latches will hold the gear in place,
and a safe landing can be made with a fully-loaded airplane.
1. Hydraulic Pressure Accumulator – Shut-Off Valve (Star Valve Off
(Closed)).
2. Landing Gear Lever – Down
3. Manual Hydraulic Pump – Operated Until Gear is Down
4. Landing Gear Lever – Neutral
5. Landing Gear Latch Lever – Locked
6. Warning Lights and Horn – Check
7. In case of hydraulic line failure the gear may be snapped down to engage
latches by diving the airplane and pulling up sharply. This should be
done at low airspeed. (However, fluid capacity is usually sufficient in the
pressure accumulator to lower the gear since in most cases a leak in
landing gear hydraulic lines will be small.)
Wing-Flap-Emergency-Operation
If partial system failure occurs, obtain desired flap setting
by using manual hydraulic pump and selector handle.
Return handle to neutral when desired flap position is
obtained. If this procedure is ineffective a no-flap
landing will be necessary.

Caution: If flaps do not extend, or they return to a less

setting, make no further attempt to lower because of
probable leak I flap down line. If flaps cannot be
extended, use no flap landing procedure.

Note: All available hydraulic fluid may be used by the

above procedure, necessitating “Free Fall” of the gear
and leaving no fluid for brake operation.
Emergency-Braking
Emergency Braking with fluid available for the emergency hand pump:
1. Star Valve Closed
2. Landing Gear Handle Neutral
3. Flap Handle Neutral
4. Depress Brake Pedals
5. Use Emergency Hand Pump to desired pressure.

Note: Do not operate brakes by alternately applying and releasing the brake pedals.
Each time the pedals are released, all pressure built up is lost requiring several
additional strokes of emergency hand pump to restore pressure.

Before landing, depress brake pedals and operate hand pump until a slight
pressure is felt against the pedals. This will indicate that brakes will be operable
after landing.

Do not taxi after landing, unless necessary to clear runway, while depending on
the emergency hand pump.
Cowl-Flap-Emergency-Operation

Ifa lossof hydraulicpressure

occurs,cowl flapsmay be
operatedby themanual
emergencyhand pumpand the
cowlflaps selector. Turnselector
toOFF whenPosition isobtained.
Landing-Gear-Latch-Failure
The airplanemay be landedsafely without
down-latchesengaged providedlanding
gear is full down, hydraulic system
pressureis normal(750 -950 psi) and
landinggear controlhandle is in the
“Neutral” position. Use brakes with
caution. Do not allow landing gear
pressureto exceed1500 PSI.
Gear-Up-Emergency-Landing
1. Approach – Normal
2. Fire Extinguisher Door - Open prior to ground
contact
3. Wing Flaps – Down
4. Throttles – Closed
5. Boost Pumps – Off
6. Ignition – Off
7. Be prepared to discharge fire extinguisher if
fire occurs.
Emergency-Descent
1. Presented below are two methods of emergency descent:
a. High airspeed – minimum drag (gear up and flaps up) NOTE: Vne 190 knots.
b. Low airspeed – maximum drag (gear and flaps down)

The method used will, of course, depend on the circumstances. However, it is

recommended that the high airspeed-minimum drag method of descent be used
whenever possible for the following reasons:
a. No deceleration period is required prior to starting descent.
b. In case of engine fie, landing gear and wing flap extension should be delayed
as long as possible before landing. This will help prevent extensive fire damage to
gear and flaps. If fire is in zone 1 (which has no CO2 protection), the higher
airspeed will result in higher engine cooling airflow for blowing out the fire and for
cooling engine surfaces.

2. Use of the low airspeed-maximum drag method of descent is recommended only

when circumstances suggest it as a safer course of action than the high airspeed-
minimum drag descent.
For example:
a. In case of engine failure or propeller over-speed and propeller cannot be
feathered.
b. When airplane structural damage has been sustained.
c. When descent is made in turbulent air.
High-Airspeed–Minimum-Drag-Descent

1. Throttles Close
2. Landing gear and wing flaps Up
3. Propellers Full Low RPM
4. Descent at Maximum Speed of Vne 190 knots

NOTE: When making high speed

descentwith featheredpropeller carefully
monitorpropeller to guard againstits un-
feathering. If propellerstarts to un-
feather,immediately depress feather
button.
Low-Airspeed–Maximum-Drag-Descent

1. Throttles Close
2. Propellers Full High RPM
3. Gear Down
4. Airspeed Reduce for Flap
Extension
5. Flaps Down
6. Descent at maximum speed of 97 knots, with gear down and flaps
fully extended.

Note: Rate of descent will be approximately 1500 FPM.

Landing-With-One-Engine-Inoperative
1. Notify tower to insure that conflicting traffic does not cause a “Go
Around.”
2. Make normal approach and normal power-off landing except
cross boundary at 84 knots or above IAS. Do not exceed ¼ flap
extension until landing assured.

NOTES: The approach should be made very carefully to insure

that a “Go Around” will not be necessary. Single engine Climb is
critical with gear and flaps down and with a initial airspeed of less
than 84 knots IAS.

The minimum control speed, that speed at which the airplane is

directionally controllable in flight with one engine inoperative,
propeller wind-milling with the good engine at take off power, is 77
knots IAS.
Rejected-Landings
Sufficient climb performance has been demonstrated to
permit a rejected landing go around on two engines if the
airspeed is not below 77 knots (Vmc) and on one engine
if the airspeed is not below 84 knots (V2). In the case of
a two engine go around, METO power should be applied
(MAX power if considered necessary), flaps retracted.
Single engine rejected landings require the immediate
application of MAX power, immediate flap retraction (flap
extension should not exceed ¼ on single engine landing
approach until landing assured), and, when a positive
rate of climb has established at 84 knots, the landing
gear retracted. When flaps and gear have been
retracted, accelerate to 95 knots (single engine) and 110
knots (two engine) climb speed.

Many times a rejected landing shows good judgment.

Landing-With-Ice-On-Wings
1. Ice on the wing of an airplane, especially along
the attachment of the de-icer boots on the
upper surface, materially increases the stalling
speed. The stall will be sudden with no
warning.
2. If a landing must be made with any quantity of
ice on the wings, the speed should be held at
100 knots IAS, or above, until the wheels are
on the ground.
Landing-With-Tire-Flat
Main Wheel Tire Flat

1. In choosing point of touch-down, anticipate swerve toward flat

tire side.
2. Make normal landing with flat tire wing up slightly.
3. Ground the locked tail wheel and use brake on good tire side

Tail Wheel Tire Flat

1. Make normal landing, hold tail off ground as long as possible,

then gently lower while elevators are still effective.
STALLS
Characteristics
General buffeting warns of an impending stall
When stalled, recovery is normal

Maintaining the aircraft at a stall results in severe tail buffeting

The aircraft will stall with power on at speeds considerably below

those given in the Airspeed Limitations Slide and Stalling Speed
Chart, and has a definite tendency to fall off on one wing or snap roll

Recovery – Normal procedure is used for corrective measures.

Accomplish the recovery smoothly

SPINS
If an inadvertent spin occurs, recovery is normal
ENGINE-FAILURES
The types of engine failures and
conditions of failure vary
considerably. It’s not necessary to
apply power in all cases, identify
the engine which is malfunctioning
and then take the necessary
action.
When engine malfunctioning is
experienced, check engine
instruments closely as they
generally give a good indication of
the cause and severity of the
trouble. The fuel flow indicator is
generally a good indicator when
loss of power is experienced
except with complete ignition
failure where RPM, MP, and fuel
pressure will remain normal.
Remember on engine failures,
rudder pressure will be required to
hold straight flight on the side on
which the good engine is
operating.
ENGINE-FAILURES
Throttling an engine and/or reducing engine speed may
reduce vibration or cutting out and possibly restore
normal engine operation. In case of loss of fuel or oil
pressure due to line failure or in case of an extremely
rough engine, it will be necessary to shut down that
engine by going through the feathering procedure, thus
protecting against further damage to the engine,
airplane, and against fire.

In all cases of engine failure in the air certain general

procedures should be done immediately, APPLY
POWER IF NEEDED– GEAR AND FLAPS AS
REQUIRED –FEATHER BAD ENGINE.
Emergency-Exits
Three auxiliary
emergency exits are
provided to assist in
the evacuation from
the airplane during
emergency conditions
on the ground. They
are located on each
side of the main cabin
and are distinguished
from the ordinary
window by the release
handle below the
window (Red). To
operate the auxiliary
exit door, rotate the
release handle in a
clockwise direction
and push the door
outward. It hinges
from the top.
Paratrooper-
Paratrooper Door
Starting-
Starting Engines
• PINS, LOCKS, AND CHALKS ON
BOARD!!!!
• AIRCRAFT ENGINE OPERATION
PROCEDURES
• STARTING ENGINES
• **Generally most DC-3 Operation
Procedures require the use of the
“Primer.” Since we conduct
operations in a warmer climate we
do not use Primer.**
• Master Switch “ON” RED
ARROW
• Mixture “Auto Lean”, could be set
to Auto Rich as well
• Crack the Throttles
• Ensure ignition switch is “ON”
• “Right Engine Select”
Starting-
Starting Engine-
Engine (Cont)
• Depress “Start” (4 to 6 Blades)
BLUE ARROW
• Ignition “Both”
• Immediately Depress “Boost” –RED
ARROW- (Note: On some aircraft the
start switch incorporates both ‘Start’
and ‘Boost’)
• Right Fuel Pump “ON” GREEN
ARROW
• Hold “Start and Boost” until Engine
Fires
• *** The engine should start discharging
fuel from the drain barrel (draining
from underneath the cowling) just
before starting ***
• *** If you have to much fuel
discharging (draining from underneath
the cowling), Bring the Mixture to Idle
Cut Off ***Watch the MP, a high
indication at start-up indicates
excessive Rich fuel mixture
• Fuel Pump “OFF”
• Mixture “Idle Cutoff” until RPM
recovers
• Mixture “Auto Lean”
• Engine Select “Neutral”
Starting-
Starting Engines-
Engines (Cont)
• Now that Starting sequence is with the
Engines Cold, Everything is pretty
much the same except for as stated
below……Engine Hot (ex. Heading
back to Miami)
• Depress “Start”
• Ignition “Both”
• Immediately Depress “Boost”
• Right Fuel Pump “ON”, *** Hold for a
brief second or two, then turn off, Wait
once again for a few seconds and
repeat until engine fires.
• Hold “Start and Boost” until Engine
Fires
• Mixture “Idle Cutoff” until RPM
recovers
• Mixture “Auto Lean”
• Engine Select Neutral (if equipped)
• Now start the left engine the same way
for both, Good Luck!
Starting-
Starting Engines-
Engines (Cont)
• This is how it works……..
• While holding the start switch
with your (right hand) Thumb
(after 4 to 6 blades) switch the
Mags to Both with your Left
hand….then with your Index
finger hold Boost down
(maintaining the pressure with
your Thumb)…..With your
Middle Finger flip the Booster
Pump On (refer to cold/warm
start)…..Once the engine fires
flip the boost pump off…..at
the same time move the
mixture control from Auto
Lean to Idle Cut Off until
engine recovers( runs
smoothly)….
Engine-
Engine Start-
Start Notes
• **If the engine starts but runs
erratically, immediately
depress the Boost Pump on
until engine recovers---this
usually happens when you
hold the mixture control in Idle
Cut Off for too long**
• **If the engine backfires and
causes any excess fuel to
catch fire, open the throttle
wide and keep the engine
turning over with the starter**
• After hydraulic pressure builds,
set the Flap and Gear handle
to the Neutral position.(850-
900 psi)
After-
After Engine-
Engine Start
• Turn on Avionics Power
BLUE ARROW
• Wait until the engines
warm up prior to Taxi (at
or slightly below 1000
RPM) **Warm-up should
be continued until oil
temperature has
reached 40 degrees
centigrade, oil pressure
is normal (70-95 lbs.),
and head temperatures
above 100 degrees
centigrade**
• If landing gear pressure
falls below 500 psi,
place gear handle in the
Down position until
pressure is equal to the
hydraulic system
pressure and return to
neutral
After-Engine-Start- (Cont)
Once the Right Engine has started,
observe Landing Gear Hydraulic
Pressure to note a rise in pressure.
Once the Landing Gear Pressure
has reached it’s Operating/Max
Pressure, Momentarily Depress the
Brakes (Note a drop in pressure),
repeat procedure, and then return
the Gear and Flap handles to the
Neutral position.

Oil pressure should register within

30 seconds after starting the
engines. Do not allow the engines
to run over 1000 RPM until oil
pressure is up to 30 pounds per
square inch and oil temperature is
at or above 40 degrees C.
Before-
Before Taxi
• BEFORE TAXI
– HYDRAULIC PRESSURE…750-950 PSI
– AVIONICS …ON
– ALTIMETER…SET
– FLIGHT CONTROLS…FREE AND
CORRECT
– CLEARANCE…AS FILED
Ready-
Ready to-
to Taxi
• Okay now were ready to Taxi,
• Set the Mixture to “Auto Rich”
• Advance the throttles slightly ( The aircraft will Roll at
idle speed- Empty/ 1000 RPM)( It may take an initial
1200 RPM to get rolling then idle back to 1000 RPM for
taxiing))
• After rolling for a few feet, Unlock the Tail wheel
• Avoid Pivot Turns
• Don’t under-estimate your 95’- wing span
• Anticipate your turns
• Taxi as needed **make sure to use differential power as
needed**
• ****NOTE**** When taxiing in a straight line for distances
of 200 feet or more, LOCK the tail wheel, ensure you
unlock it approximately a few hundred feet before
turning.
Before-
Before Take-Off

BEFORE TAKE OFF

– PROPS……FORWARD
– MIXTURE…..AUTO RICH
– FUEL TANKS…LEFT MAIN/RIGHT MAIN
– FLIGHT INSTRUMENTS…SET ON LEFT/RIGHT
– RADIOS SET
– TRIM TABS…ONE, TWO , THREE SET
– FLAPS…UP INDICATION
– CARB HEAT…COLD AND LOCKED
– STANDING BY FOR FINAL ITEMS
Run-Up
• Now, you’ve positioned the airplane into the
wind ready for run-up
• Lock the Tail Wheel
• Hold Brakes
• Advance Throttle to 1700 RPM
• Cycle Props through full range of motion
(Minimum governing speed is 1200
RPM) **Twice**
• ** This forces warm oil into the propeller dome**
• Push in the feather button, Prop should
feather (Don’t go below 1500 RPM)**No
more than a 200 RPM drop**Both
Engines** **make sure to pull the
feather button back out after depressing
it**-Note load on generator
• Cycle Props again (Three times in all)
• Throttle back to Idle
• Advance Throttle to approx. 30”MP-
Field Barometric Pressure (One
engine at a time)
• Check ignition by turning ignition
switch to left and right magnetos
individually (Both-Left-Both-Right-Both)
50-75 RPM drop **Visually Check for
signs of vibration**
• Throttles back to Idle
Final-
Final Items

• FINAL ITEMS
• Cowl Flaps “Trail”
• Transponder in “Alt”
• Boost Pumps “On” – (Once In Position)
• Position the aircraft on the runway, Lock the
Tail Wheel…..and away we go.
TAKE-OFF
• Slowly advance the throttles to take
off power (should take approximately
five seconds) FO guards the
throttles by positioning his hands at
the base of the Throttle controls and
calls out 30”, 35”,40” (Manifold
Pressure), to the desired Take-Off
Power Setting and taps the Captain
on the back of the hand to adjust
Power Setting if necessary.
• Scan temperature gauges to make
sure they’re in the GREEN
• ** If your taking off with reduced
power, ensure to pull the Props back
to appropriate RPM (ex. 40” MP and
2550 RPM)
• Use Rudder and differential power to
maintain runway centerline**forcing
the tail off the ground increases
drag**In strong crosswind conditions,
lead with the engine towards the
wind, approximately 4” to 5” MP**
Positive Rate
of Climb
TAKE-OFF
• First Officer calls out “Airspeed
Alive.” 40kts**slowly add elevator
trim (Nose Up) when aircraft is empty
Brakes to reduce elevator pressure and
reduce stress on the tires.
• Around 50 to 60 kts (loaded) the
Tail wheel will rise on its own
• First Officer calls out V2 @ 84 kts
Gear • Adjust Nose Up Trim ** Apply some
back pressure on the yoke if needed
UP! Airspeed **
• Once the aircraft is airborne
Alive • CPT/FO verifies and calls out
“Positive Rate of Climb”
• Trim for a target speed of 95
kts/loaded – 105 kts/empty, until
V2 200’ AGL, Then 105 kts
• Apply Brakes
• Call Gear UP!
• The Captain takes over the throttles
while the FO raises the Gear
GEAR-
GEAR RETRACTION
• GEAR RETRACTION
• Release latch from floor
and pull to vertical position
• Raise Gear handle to UP
position **Watch for the
Hyd. Pressure to decrease
to (0)**
• When gear has retracted,
return gear handle to neutral
position **visually plant your
face to the side window or
stick your head out to
visually verify that the gear
is up**
• The Release latch should
return to a 50 degree angle
CLIMB
• CLIMB
• Aim for 105 kts to 700’
AGL
• METO @ approx. 200-
300’ AGL (40”-41”MP @
2550 RPM)
• CLIMB power @ approx.
700’ AGL (35”MP @
2300 RPM) 115 kts
• Fuel Pumps OFF @ 700’
AGL
• Visually Check Engines
CLIMB
• CLIMB
• Aim for 95 kts to 200’
AGL, 105 kts to 700’
AGL, and then 115 kts
(Target Climb Speed –
IAS)
• METO @ approx. 200-
300’ AGL (40-41”MP @
2550 RPM)
• CLIMB power @ approx.
700’ AGL (35”MP @
2300 RPM) 115 kts
• Fuel Pumps OFF @ 700’
AGL
• Visually Check Engines
Take-
Take Off/Climb-
Off/Climb Check

Press& Temps Checked

GearHandle Neutral
BoosterPumps Off
VisualEngine Check Clean
ALTERNATE-
ALTERNATE CLIMB-
CLIMB POWER
• ALTERNATE CLIMB
POWER
• 32–33” MP @ 2300 RPM
(Allow manifold pressure
to drop to 32”/33” with
altitude)
**Use initial climb power
until 2000’ AGL before
reducing to alternate
climb power settings**
• **Crews are encouraged
to use alternate climb
power settings in the
interest of economy and
engine longevity**
DURING-
DURING CLIMB
• Remember that your Manifold Pressure will
decrease 1” for every thousand feet
• Gear pressure should be zero while the gear is
retracted and the handle is in neutral. If
pressure rises, place latch in vertical position
and move gear handle to full UP position, then
return to neutral
• Keep oil pressures between 75 and 90 psi (85
psi desired) and 50 – 70 degrees C in normal
flight operation.
CRUISE
• Okay you’ve finally reached
your destination altitude…….
• Turn the Cowl Flaps CLOSE and
OFF **Approximately 100’ before
assigned altitude**
• Trim the aircraft for level flight
attitude
• Reduce MP to desired setting (25”
to 28”) after accelerating through
125 knots, Reduce Props to
desired setting( 2100
RPM)**Watch those
instruments**(2200 RPM to cool
engine until oil pressure sustains)
• Mixtures to AUTO LEAN( Wait
approx. 2 to 5 min.’s to cool
engines and allow carburetor to
stabilize)
• Now it’s time to eat your sandwich
and talk about how nice of a day it
is to fish
CRUISE-
CRUISE CHECK
• COWLFLAPS ….CLOSE..AND
..OFF
• POWERSET TOCRUISE
• PROPSSET
• ALLOWENGINES TOCOOL (2
to5 min)THEN AUTOLEAN
CRUISE-CHECK
IN-RANGE-
RANGE CHECK

ALTIMETER SET CROSS CHECKED

FUEL TANK SELECTOR L & R MAIN
CARBURETOR HEAT COLD &
LOCKED
DESCENT
• Alright, you’ve been cleared
to descend………….
– Trim aircraft to a Nose Down
attitude (140-135 knots)
– Reduce Power (24-25” MP)

– IN RANGE CHECK (When

you start your descent)
– FUEL TANKS..LEFT
MAIN/RIGHT MAIN
– CARB HEAT…COLD AND
LOCKED
– ALTIMETERS SET
BEFORE-
BEFORE LANDING
CHECKLIST
• LANDING GEAR SET…DOWN AND
LATCHED, GEAR HANDLE NEUTRAL,
PRESSURE UP, GREEN LIGHT:
CHECK WHEELS VISUALLY
• MIXTURES…AUTO RICH
• BOOSTER PUMPS …ON (Approx. 500’
AGL)
• FLAPS AS NEEDED
• PROPELLERS…SET
GEAR-
GEAR EXTENSION
LandingGear Down (Actuatethe Landing
Gear LeverDown, Wait…until Pressure
Rises, Place Gear Handlein the Neutral
position, and then Latch LandingG ear
Latch
– Visually Check that landing gear is down and
locked
– Look for the “Green Light” (Landing Gear
Light)
GEAR-
GEAR EXTENSION
LANDING
– Downwind leg is going to be
around 120-110 knots-1500’AGL
– Around the Approach Leg reach
Remember
for a target speed of 100 knots- to use
900’ AGL at base and 600’ on Elevator
final
– ¼ Flap @ or below 135 kts(120) Trim
– ½ Flap (Two) @ or below 99
knots
– ¾ Flap (Three) @ or below 97
knots
– Full Flap @ or below 97 knots
– Trim appropriately for best
approach angle
– Boost Pumps on @ 500’ AGL
(Loaded w/ Cargo)

– Adjust Manifold Pressure as

necessary (Try to stay square if
permissible( MP = RPM))
– Around Touch down your going to
be around 90 to 80 kts, Just keep
forward pressure and trim as
necessary
– Touch down with the Main Wheels
(Wheel Landing)
LANDING
– Maintain Forward Pressure Touch Down
(Just Enough) to keep aircraft
from becoming airborne again
– If you bounce apply Forward
Pressure and Land again
– Be ready with your Feet,
STAY AHEAD OF THE
AIRPLANE, Apply Rudder
Pressure as necessary to
maintain runway centerline
– Power to Idle
– Flaps Up
– Props Forward
– Trim Tabs to Neutral
– @ 60 knots, slowly apply
Back Pressure on the Yoke to
drop the Tail (Hold Back
Pressure)
– Unlock Tail wheel before
exiting runway
– Minimize using brakes – Apply
when exiting runway
LANDING-
LANDING NOTES
• *** As you add Flaps, You must Trim your
Nose “UP” as neededto maintaina
descentflight attitude ***
• REMEMBER, YOU HAVE NOT FINISHED
FLYING YOUR AIRPLANE UNTIL YOU
HAVE COME TO A FULL STOP-
CROSSWIND-
CROSSWIND LANDINGS
• CROSSWIND LANDINGS- Hold
aircraft straight and level and drop
one wing into the wind just enough
to counteract drift, Crab into the wind
sufficiently to keep the track aligned
with the center line of the runway.
Use flaps at your own discretion. As
aircraft begins round out (flare) level
the wings and straighten the airplane
to avoid side loading the landing
gear. Once on the ground hold the
aircraft solidly on the wheels using
rudder and a little power as
necessary to maintain center line.
That’s what the books say’s, I think
it’s better to keep the aileron input,
and add more with slower airspeeds.
From my experience if you level the
wings, the wing towards the wind will
rise and bring the landing gear off
the ground)
• All landings should be performed
with full flaps.
CLEAR-
CLEAR OF-
OF RUNWAY
• Finallyw e haveexited the runway
(clear) and initiatedthe contactto
ground……
– Cowl Flaps Open and Close
– Transponder set to STBY
– Set Trim Tabs to Neutral setting (Elevator)
– Boost Pumps Off if used
– Landing Light Off if used
– Bungee the Yoke
AFTER-
AFTER LANDING
CHECKLIST

• PROPS FORWARD
• FLAPS UP
• COWL FLAPS - OPEN AND OFF
• TRIM TABS - NEUTRAL
• TRANSPONDER - STBY
SHUT-
SHUT DOWN
• Okay we’re on the ground nice and
safe, Ready to shut down…..
• Straighten out the aircraft
• Lock the Tail Wheel** you may want to tap left and
right brakes to ensure that the tail wheel is
centered (aircraft centerline)
• Mixtures to Idle Cut Off
• Avionics/Beacon/Lights Off
• Mags “OFF” ** make sure to wait until all blades
stop spinning**
• Master Power OFF
PARKING-
PARKING &-SECURING-
SECURING CHECK
TAIL WHEEL LOCKED
PARKING BRAKE SET
MIXTURE CONTROL IDLE CUT-OFF
IGNITION SWITCH OFF
RADIOS/INV/BATT OFF
BEACON/LIGHT OFF
GEAR & FLAPS SPLIT
LANDING GEAR PINS IN PLACE
CONTROL LOCKS IN PLACE
DOORS LOCKED
SECURING-
SECURING AIRCRAFT
• Okay make your way back to
the Cargo Door…………
• Upon opening Door secure with
bungee cord
• Immediately Chalk Tail Wheel
• Secure Landing Gear with (PINS)
** call up to the Captain “SPLIT” /
This ensures the aircraft is secure
and the Captain can then exit the
aircraft (cockpit)
• SPLIT – refers to raising the flap
handle to the UP position and the
Landing Gear handle to the
DOWN position
• Install Control Lock on the Rudder

• If the aircraft is at it’s final

destination………….
• Install all Control Locks (aileron
and elevator)
• Hook up buckets under engines
• Chalk the main wheels
POWER-
POWER SETTINGS
Take off:
• 45-48" @ 2700 RPM - Loaded - V2 84kts
35-41" @ 2550 RPM - Empty
METO:
• 40-41" @ 2550 RPM - approx. 200’- 300' - 105kts
to 700’ / Then 115 kts to Cruise
Climb:
• 35" @ 2300 RPM - approx. 700' AGL - 115kts
Cruise Climb:
• 32-33" @ 2300 RPM - 115 kts
Cruise:
• 25-28" @ 2100 RPM - depending on weight, loaded vs. empty,
somewhere around 120-130kts IAS
POWER-
POWER SETTINGS-
SETTINGS (CONT)
• Descent:
• 24-25" @ 2100 RPM ***note*** we do not descend based on fpm, we
descend at 135-140 knots. Do not exceed 140kts unless situation dictates.
• Note: RPM under 2100 RPM leads to more vibration which isn't good for the
rear section of your lovely R1830. Just wanted to throw that in there,
because I see a lot of RPM settings around 1850-1900 RPM.
Pull power back to 23-21" as needed around base and final. Do not pull the
power back under square (RPM vs. MP) until landing in assured on short
final. You want to limit reverse-loading as much as possible. Kind of hard at
the airports we fly into.
You want to keep the MP up to prevent shock cooling the cylinders.
Maintain around 1500' on downwind, drop gear under 130kts.
• Since we fly into busy international airports such as Miami Intl, approach
control likes you to keep the speed up, anywhere from 120-100 kts. Use
flaps as necessary to touch down, I think I usually touch down around 80 to
85 knots.
ADDITIONAL-
ADDITIONAL NOTES
• We use a lot of trim. Once you reach V2, trim nose up until you lift off the runway. I
hardly ever lift on the yoke, only occasionally, and then just a little bit. Same thing for
landing, trim, trim , trim on final. On touchdown, immediately flaps up, and props
forward, in case of emergency go around."
• **** sometimes we wait a few minutes before reducing the mixture to "auto lean" to
cool the engines down.******
• ****if the oil pressure is low, you can leave the props at 2200 RPM for additional
cooling of the oil until oil pressure rises****
• NOW DESCENTS!!!!
• If flying VFR, we start descending around 35 to 40 nm out from our destination.

• descend at 135-140kts.......Not to fpm......your descent rate while change based on

aircraft weight.
• If your almost right over the airport, as in some cases while flying IFR,
• Level off, decelerate to 130kts, drop landing gear, and continue descent at
125kts(IAS). Your rate of descent will increase. If you have to reduce power to 23-
24" MP, then do so.
• **** Watch your airspeed, MP, and RPM. Rate of descent doesn't split cylinders and
break gears in your rear section. Reverse loading and shock cooling (180-200
degrees C is desired) will ****
• NOTE: THE ABOVE INFORMATION IS BASED OFF OF YEARS OF EXPERIENCE
FLYING THE DC-3. OPERATING THE AIRCRAFT TO IMPROVE ON
EFFICIENCY/RELIABILITY AND TO CUT DOWN ON OPERATING COSTS.
ADDITIONAL-
ADDITIONAL NOTES
Go-Around From Landing Configuration –
Whether two engine or single engine, as soon
as it is evident that a go-around is required, pull
up straight ahead by adding MAX power. Raise
the flaps to ¼ while rotating the nose to maintain
84 kts; thereby preventing loss of altitude. Raise
the gear and the rest of the flaps as soon as the
positive rate of climb is established.
No-Flap Landing – Should hydraulic failure
necessitate a no-flap landing, maintain 105
knots while maneuvering. When established on
final approach taper airspeed from 105 kts to
cross runway threshold at 1.3 vs1 (87 kts at
25,346 pounds to 78 kts at 20,000 pounds).
ADDITIONAL-
ADDITIONAL NOTES
Crosswind Take-Offs - When making a cross-wind take-off,
advance the up-wind throttle 3 to 5 inches in Manifold Pressure to
assist in holding the aircraft in a straight line. When positive rudder
control is obtained and the aircraft is on it wheels in flying position,
or if the aircraft has become airborne, equalize power of the
engines.
Use of Wing Flaps – All take-offs under normal conditions will be
made with flaps fully retracted. Tests have proven that the aircraft
can be lifted off the ground in a shorter distance by using between
one-quarter and one-half flaps, but the climb over the obstruction
when taking off from a hard-surfaced runway is equally good when
using no flaps. Since single engine performance is definitely
reduced when operating with flaps partially extended, it is not
advisable to use them except when taking off from a muddy or soft
field.

When a propeller does not maintain an engine speed of 2700, plus

or minus 50 RPM, it should be reported to the Maintenance
Department. It is important that take-off RPM, and the proper RPM
and Manifold Pressure combinations shall be used for intermediate
power to avoid excessive internal cylinder pressure.
ADDITIONAL-NOTES:
LANDINGS
Enter the Pattern at 1500’
AGL (115 kts), Gear Down
approximately 5-6 miles out
from the runway threshold
on a straight-in approach.
Adjust speed and rate of
descent necessary to
maintain the proper glide
path to the runway. ¼ flap
5-6 miles out. If you are
entering downwind. Gear
Down approximately at a 45
degree angle from the
opposite runway threshold
on the downwind leg. Once
the gear is down and locked
slowly descend to
approximately 1000’ AGL.
¼ flap crossing the point of
intended landing.
ADDITIONAL-NOTES:
LANDINGS
Turn base at a 45 degree
angle from the runway
threshold at or around
900’ AGL (105kts) and
turn final around 600’-500’
AGL. Once under a
hundred knots and it has
been determined that the
runway is made. Add
additional flaps as
necessary. Full flaps
over the fence or airport
boundary
CREW-
CREW COORDINATION
Starting Engines – Once the CPT and FO are in the Cockpit and the aircraft is secure, the
CPT will very that the Pins, Locks, and Chalks are onboard and stowed. The FO will sound
off verbally or with a Thumbs Up to verify. The FO will verify that the right side engine is
clear-Clear! The CPT will turn on the Master Power Switch, Mixture Controls Auto Lean,
Throttles Cracked, Right Engine Select. The CPT will then engage the Starter, after
approximately 4-6 blades, Magnetos to Both, Boost Engaged, Booster Pump On, all
simultaneously. After the engine starts, release the Start and Boost Switches and Turn off
the Booster Pump. Verify that the engine has started before disengaging the Start/Boost
Switches. If you have a high Manifold Pressure Setting it may be necessary to bring the
Mixture Control to idle cut-off or between the previous in order for the Idle and RPM/MP to
stabilize. Excessive smoke is a good indication that the Engine is Rich and should be
temporarily leaned. The FO should be visually inspecting the engine during start-up and
notify the CPT once the fuel starts pouring out of the drain pipe. Once Engine becomes
Stabilized, then Engine select Neutral. Immediately check Oil Pressure. Set Power to 1000
RPM or less (Maximum Idle Speed until oil temperatures reach 40 degrees C or above).
The FO reads off the Starting Engine Check-Engine Start Complete!

The same procedure is used to start the left engine. The CPT manipulates the controls and
verifies that the Left Side is Clear-Clear Left! The FO watches the Hydraulic Pressure and
when the pressure builds to 750 psi, sets the Gear and Flap handle to Neutral. The FO
reads off the Starting Engine Check-Engine Start Complete! On a Hot Start, the same
procedures are used as in a Cold Start. The CPT will engage the Starter, Immediately
Magnetos to Both, Boost Engaged, and Booster Pump ON, The CPT will hold the Booster
Pump on for approximately 2 seconds then disengage. Wait two seconds and engage
again. He will repeat this procedure until engine fires.
CREW-
CREW COORDINATION
After the Engine Start Checklist has been completed. The FO will turn on the
Avionics by engaging the Avionics Power switch and turning on the proper radios. He
will then return to his After Engine Start Checklist to verify completion-After Engine
Start Complete! The FO will monitor the local ATIS Frequency and copy down any
clearances if necessary and set the proper transponder code/Frequencies. The CPT
will then go over a Pre-Takeoff Brief with the FO and cover any special instructions or
Arrival/Departure procedures in use. Once the engines are properly warmed up (100
CHT/40 C Oil Temp) and the FO has received the taxi clearance, the CPT will call the
Before Taxi/Taxi Check- The FO sounds off with Taxi Check Complete! The CPT will
position the Mixture Controls in Auto Rich and slowly add power to Approximately
1000-1200 RPM. As the aircraft starts to roll he will tap left and right brakes while
simultaneously holding the Tail Wheel Lock with his Right hand and add slight
pressure until Tail Wheel Lock unlocks. The CPT should conduct a brake test and
should receive an appropriate response after the FO does the same-Brakes! While
Taxiing the CPT or FO whoever is taxiing should avoid pivot turns and use differential
power and brakes to conduct turns and maintain centerline on the taxiway. While
conducting a turn. You should input opposite Rudder and possibly Tap the Brakes
just before Reaching Centerline of the Taxiway. If you keep the Rudder Input until
established centerline, you will overshoot and have to use more rudder, brakes, and
differential power to correct your path. For Taxiing distances over 200’ you should
lock the Tail wheel by reaching under the pedestal and gently release the Tail Wheel
lock, allowing it to move forward. If power properly set. The aircraft will Taxi in a
straight line while holding equal rudder pressure. You should only have to use small
corrections with the rudder to remain straight on the Taxiway. Remember to lead into
the wind with the corresponding engine.
CREW-
CREW COORDINATION
Run-Up: Position the aircraft away from other aircraft or pedestrians. The R1830’s
produce a lot of thrust and can throw small objects at great force that can cause
serious injury to bystanders or other aircraft in the area. Once the aircraft is
positioned into the Wind the CPT locks the tail wheel and applies brakes. The CPT
will increase the RPM by applying forward pressure on the throttles to 1700 RPM.
The CPT then will move the Propeller controls to the Aft position and return to the full
forward position (full range of motion). Minimum governing speed is 1200 RPM. The
CPT will cycle the props once again. Maintaining 1700 the CPT reaches and
engages the Right Feather button by pushing in and holding until RPM drops 200
RPM. While the CPT is engaging the Feather button, the FO monitors the Voltmeter
and notes the load on the Generator. The CPT then pulls the Feather button back
out and does the same with the Left engine. RPM should return to 1700 RPM. The
CPT will once again cycle the Props (full range of motion). After RPM restores, the
CPT will pull the throttles back to idle speed (1000 RPM). Starting with the Right
engine the CPT will advance the throttles to Field Barometric pressure (approx. 29”-
30” MP and 2300 RPM) and conduct a Mag check. Starting with the Right engine,
the CPT will cycle the Magneto Switch – Both-Left-Both-Right-Both. The CPT
inspects the Tachometer looking for any RPM drop while the FO will visually inspects
the Right engine and looks for any vibrations that occur will changing magnetos and
report it to the CPT. The CPT will then retard the Right throttle and do the same with
the left engine. This time the CPT visually inspects the Left Engine while the FO
watches the Tachometer for any RPM drop. The FO should maintain the controls
during run-up to prevent any unnecessary forces on the elevator/rudder. The CPT
brings the throttles back to idle, releases the brakes and unlocks the Tail wheel while
the FO calls Ground Control for further Taxi Clearances.
CREW-
CREW COORDINATION
Once into position taxing to the runway the CPT will call for Before Take-Off Check.
The FO reads the checklist as the CPT physically verifies the checks. (FO)
Props…(CPT) Forward - Pushes forward on the propeller controls,
(FO) Mixture…(CPT) Auto Rich -Physically checks that Mixture controls are in the
Auto Rich position and locked,
(FO) Fuel Tanks…(CPT) Left Main -Insures that the Fuel Tank is set to the Left
Main/ (FO) Right Main -Ensures that the Fuel Tank Selector is set to the Right Main,
(FO) Flight Instruments…(CPT) Set on the Left -DG Set, Altimeter Set, and VORs
on selected radial/(FO) Set on the Right -DG Set, Altimeter Set, and VORs on
selected Radial,
(FO) Radios…(FO) I have the radios!,
(FO) Trim Tabs…(CPT) One, Two, Three, Set!-Verifies that the elevator, rudder and
aileron Trim tabs are set,
(FO) Flaps…(CPT) Up Indication, Neutral, Check -Actuates the Flaps UP, verifies
the indication of Flaps Up and returns the Flap handle to the Neutral position,
(FO) Carburetor Heat…(FO) Cold and Locked!-Push’s the Carb Heat controls
forward and back on the locking lever,
(FO) Standing By for Final Items and Captains Brief. The CPT then instructs on
Take-Off power settings. (CPT) Standard Take-Off 45” or as specified. Once in
position for Take-Off the FO initiates the call to the tower. Upon clearance for Take-
Off the CPT calls for Final Items. The FO turns the Cowl Flaps to TRAIL and sets the
Transponder to ALT. The CPT taxis the aircraft onto the runway, runway heading
and locks the Tail wheel. The FO engages the Left and Right Booster Pumps. The
Elevator Trim should be set to 2-4 Degrees Nose Down on Take-Off while loaded and
2-3 Degrees Nose Up while Empty.
CREW-
CREW COORDINATION
TAKEOFF – The CPT will advance the power to 45” MP and 2700 RPM (Standard
when loaded) or 35”-42” MP (When empty) @ 2550 RPM. Should take
approximately 5 seconds to advance from idle to full throttle. If the runway is short
the CPT may decide to hold the brakes and advance the throttles to 30” MP and scan
the gauges before releasing the brakes and further power advancement. The FO will
place his left hand at the base of the throttles and guard them until either the CPT
states “Set Power” or the CPT reaches the appropriate Takeoff power setting. The
FO then taps the Captain on the back of the hand and adjusts the MP if necessary.
Once the FO has the power to the correct setting, he will state “Power Set.” While
the CPT is the manipulator of the controls the FO scans the gauges to ensure they
are in the Green and sounds off with “Gauges in the Green.” Once around 40 knots
the Airspeed will come alive and the FO will sound off with “Airspeed Alive.” Around
50-60 knots the tail will rise on its own. The CPT will then adjust the trim slightly
Nose Up (2 pulls) to reduce stress on the Main Landing Gear and tires. The CPT
maintains Directional Control by applying the appropriate rudder pressure and throttle
placement. At 84 knots the FO will sound off with “V2.” The CPT will then increase
nose up trim (2 pulls) or pull back on the elevator slightly (or a combination of both).
Once the aircraft leaves the runway the CPT will pitch for 95 knots (IAS) loaded – 105
knots empty. As the CPT applies brakes he will then call out “Brakes, Positive Rate
of Climb, Gear Up.” The CPT will then tap on the FO’s hand and take over control of
the throttles while the FO raises the gear. Once the FO pulls the landing gear latch
and raises the landing gear handle, he calls out “Coming Up.” The FO then takes
over the throttles and adjusts the Power Setting at 200’-300’ above ground level.
Notes: On Crosswind Takeoffs the CPT may lead with 3”-5” more MP on the leading
engine toward the wind to aid in maintaining directional control. If the CPT or FO
senses any abnormal conditions it may be necessary to discontinue takeoff.
CREW-
CREW COORDINATION
CLIMB – At 200’-300’ above ground level the FO adjusts the throttle and propeller
controls to the METO power setting, 40” MP and 2550 RPM. The CPT maintains
directional control and rate of climb at 105 knots (IAS). Upon reaching 700’ above
ground level the CPT calls for Takeoff Climb Check. The FO adjusts the throttles and
prop controls to Climb Power setting, 35” MP and 2300 RPM. The FO turns the
Boost Pumps OFF (Watch the Fuel Pressure to make sure it sustains) and returns
the Gear handle to the neutral position (verify Gear Hydraulic Pressure on Zero). The
CPT and FO visually check their respective engines and sounds off with “Good on the
Left/Right or Clean.” The CPT then pitches for a climb speed of 115 knots to cruising
altitude. The FO then reverts back to his checklist and responds with “Takeoff climb
check complete.” At approximately 2000’ the CPT/FO will reduce power to 32”-33”
MP. Remember to watch your manifold pressure. You will loose approximately one
inch of manifold pressure per thousand feet. It is the crews responsibility to watch
the engine gauges and report any unusual indications immediately. The SIC sounds
off with “One to Go” approximately 1000’ before cruising altitude. 100’ before cruising
altitude the FO turns the cowl flaps to close and off on both engines. The CPT calls
for “Cruise Check.” The FO/CPT will bring the throttle and propeller controls to
cruise power setting; 25”-28” manifold pressure and 2100 RPM. The power setting is
based on weight and winds aloft. Usually while flying empty 25-26 inches of manifold
pressure is desired. Leave the mixture controls in Auto Rich for approximately 2-5
minutes before bringing them to the Auto Lean Ident position. The CPT or FO can
control the mixture control. The FO then calls out “Cruise Check Complete.” If it is
necessary to use the auxiliary tanks, the crew should wait approximately five minutes
before switching tanks. To switch tanks, the CPT/FO turns on the Boost Pump for
the appropriate engine and firmly changes the fuel selector for that engine. The
CPT/FO then disengages the Boost Pump and verifies fuel pressure stabilization.
Same procedure is done for the opposite engine.
CREW-
CREW COORDINATION
DESCENT – Once you receive the instruction from ATC to descend, the CPT calls for
the IN-Range Check. The SIC reads off the checklist and responds with “In-Range
Check complete.” The PIC trims the aircraft for a nose down attitude to start the
descent. The SIC reduces the Manifold Pressure to 25”. All descents will be
conducted anywhere from 135-140 knots IAS, not by feet per minute. If a more
desirable descent rate is needed you may need to bring the Manifold Pressure to 24”
or increase speed to 145 knots. The DC-3 averages around 10nm per 1000’ of
altitude (descent rate). In some cases the aircraft will not give a sufficient descent
rate as required by ATC. If this happens, it may be necessary to level off, slow to 130
knots or less and drop the gear. With the gear down, do not exceed 125 knots during
your descent. The SIC/FO should monitor the destination airports ATIS frequency
prior to being handed off to Approach control. Within 6nm from your destination the
CPT will call for Before Landing Check. The Crew will descend below 130 knots
before dropping the gear. The CPT calls for Gear Down. The FO will lower the gear
by placing the gear handle in the down position and watch the Gear Hydraulic
pressure rise and sustain at or around 750 psi +. The FO will then return the Gear
handle to the neutral position and lock the locking lever. Both the CPT and FO will
look at their respective gears and verify that the gear is down and locked. The FO
looks for a Green light and sounds of with “Down and Locked, Green Light.” The CPT
will sound off with “Down on my side” and verify that the gear handle is neutral, latch
is locked, pressure up, and Green light indicated. The propeller controls will be left at
2100 RPM for Landing. While establishing final the FO will place the Mixture controls
in the Auto Rich Ident position and sound off with “Before landing check complete.”
The CPT manipulates the throttles while landing and calls for the appropriate flap
settings. The FO will assist the CPT if needed and stands by with the Flaps. The FO
actuates the flap handle by placing it in the down position and returning it to the
neutral setting after the desired setting has been reached.
CREW-
CREW COORDINATION
LANDINGS – A normal approach and landing flare is made. As the main wheels touch the
ground, add forward pressure on the elevator. The aircraft at times has a tendency to
bounce, if this occurs it is the pilots responsibility to time the flare and add just enough
forward pressure for the mains to come back into contact with the ground. A technique in
which I use is to milk the yoke, “add smooth pitch up and down on the elevator during the
flare.” By using this technique the Main wheels come into contact with the runway smoothly
without bouncing or excessive load on the gears and tires. In a crosswind situation the
PIC/SIC can adjust the windward engine approximately 2”-5” manifold pressure to
counteract the crab. Upon touchdown/contact with the runway. The PIC maintains
directional control with the rudders (and ailerons if needed/crosswind) and the SIC
immediately pulls the throttle controls to Idle, Flaps UP, and Propeller controls forward.
The SIC call out “60 knots” and the PIC gently adds elevator UP pressure until the Tail
Wheel comes into contact with the runway. The tail wheel should come into contact with the
ground at the same time the control yoke reaches full aft travel. Apply brakes only if
necessary. This is the preferred method unless runway length dictates otherwise. The PIC
exits the runway and calls for After Landing Check. The SIC returns the flap handle to the
neutral position, Cowl Flaps to Open and Off, and adjusts the Trim to the Neutral position,
Transponder to Standby, and secures the yoke with the bungee. The SIC sounds off with
“After Landing Check Complete.” The SIC requests clearance to taxi while the PIC controls
the aircraft. Upon reaching the final destination. The PIC ensures that the aircraft is
straight and locks the tail wheel. The SIC turns off the Avionics. The PIC brings the
Throttle to Idle, and Mixture Controls to Idle Cut-Off. The SIC turns off all electrical
equipment and continues with the After Landing Check. The PIC verifies that all electrical
equipment is off and Magnetos are turned OFF. The SIC exits the aircraft and Immediately
secures the door with the bungee. The SIC then chalks the Tail wheel, Rudder, and Install
the Landing Gear Safety Pins. The PIC remains in the cockpit maintaining control of the
aircraft until the PIC sounds off with “SPLIT.” The PIC then raises the Flap handle (Flaps
UP position) and Lowers the Gear Handle (Gear Down position). The PIC can then exit the
aircraft. The SIC secures the aircraft with all control locks and Chalks the main wheels.
SIMPLE-
SIMPLE POWER-
POWER SETTING
CHART
• POWER SETTINGS
• Take off:
• 45-48" @ 2700 RPM - Loaded - V2 84kts
35-41" @ 2550 RPM – Empty 105kts to 700’ AGL

• METO:
• 40-41" @ 2550 RPM - approx. 200’/300' – 105kts to 700’ AGL then 115kts
Climb:
• 35" @ 2300 RPM - approx. 700' AGL - 115kts
Cruise Climb:
• 32-33" @ 2300 RPM - 115 kts
Cruise:
• 25-28" @ 2100 RPM - depending on weight, loaded vs. empty, somewhere around 120-130kts IAS
Descent:
• 24-25" @ 2100 RPM 135-140 knots. Pull power back to 23"-21" as needed around base and final. Do not pull the
power back under square (RPM vs. MP) until landing in assured on short final.
Maintain around 1500' on downwind, drop gear under 130kts.
– ¼ Flap @ or below 135 kts
– ½ Flap (Two) @ or below 99 kts
– ¾ Flap (Three) @ or below 97 kts
– Full Flap @ or below 97 kts
– Touch down around 80 to 85 knots.
DC-3-CHECKLIST
BEFORE STARTING CHECK
PRE-FLIGHT COMPLETED
BATTERY SWITCH ON
HYDRAULIC FLUID CHECKED
HYDRO PRESS (500 PSI MIN) CHECKED
PARKING BRAKE SET
COWL FLAPS OPEN & OFF
GEAR & FLAP HANDLES NEUTRAL
STAR VALVE CLOSED
CONTROL LOCKS & GEAR PINS REMOVED
FUEL & OIL CAPS SECURED
FLIGHT KIT & TRIP PAPERS ONBOARD
IGNITION SWS MASTER ON, MAGS OFF
SEAT, RUDDERS ADJUSTED
SHOULDER HARNESS ADJUSTED
TRIM TABS 1, 2, 3 SET
ENGINE CO2 SYSTEM SAFETIED
FUEL TANK SELC. 1 & QUAINT. L&R MAINS ON
MIXTURE CONTROLS IDLE CUT OFF
THROTLLES CRACKED
PROPELLER CONTROLS FORWARD
CARBURETOR HEAT COLD AND LOCKED
EMERGENCY ESCAPE HATCH LOCKED
SEAT BELTS & NO SMOKING SIGN ON
PILOT HEATER OFF
GENERATORS ON
STATIC SOURCE NORMAL
INSTRUMENT WARNING LIGHTS CHECKED
FIRE WARNING SYTEM CHECKED
CABIN & COCKPIT LIGHTS ARMED
NAVIGATION LIGHTS AS REQUIRED
DOORS LOCKED LOCKED
CLEAR TO START CLEAR
F/A REPORT RECEIVED
DC-3-CHECKLIST
STARTING ENGINE
START RIGHT ENGINE FIRST CLEAR
SELECTOR SWITCH RIGHT
ENERGIZER SWITCH ENGAGED
IGNITION ON
MIXTURE AUTO LEAN
BOOSTER PUMP ON, PRESS CK
AFTER STARTING CHECK OIL PRESS & OIL PRESS AND OIL TEMP AND FUEL PRESS
BOOSTER PUMP OFF
SAME WITH LEFT ENGINE

AFTER STARTING CHECK

BATTERY SHIP
TEMPS & PRESSURES NORMAL
BOOSTER PUMPS OFF
HYDRO PRESS (500 PSI MIN) CHECKED
RADIOS & INVERTERS ON
VACUUM CHECKED
FLIGHT INSTRUMENTS SET & UNGAGED
ROTATING BEACON ON
ALTIMETERS & CLOCKS SET

NOTE:
BEFORE STARTING CHECK SHOULD BE PERFORMED COMPLETELY ON FIRST FLIGHT.
DC-3-CHECKLIST
TAXI CHECK
FLAPS CYCLE FULL DOWN & UP
TURN & BANK INDICATOR CHECKED
BRAKES CHECKED
CONTROLS FREE

RUN-UP
TAIL WHEEL LOCKED
PARKING BRAKE SET
TEMPS & PRESS MIN FOR RUN-UP
MIXTURE CONTROLS AUTO RICH
FUEL TANK SELECTOR LEFT & RIGHT MAIN
RPM 1700 RPM
PROPELLERS EXERCISE
FEATHERING CHECKED
GENERATORS CHECKED
CARB HEAT CHECKED
POWER & IGNITION CHECKED
DC-3-CHECKLIST
BEFORE TAKE-OFF
PROPELLERS FULL FORWARD
MIXTURE CONTROLS AUTO RICH
FUEL TANK SELECT L & R MAIN
FLIGHT INSTRUMENTS SET & UNGAGED
RADIOS TUNED & IDENT
TRIM TABS SET T/O
FLAPS UP INDICATION
CARB HEAT COLD & LOCKED
BOOSTER PUMP BOTH ON***
PILOT HEAT AS REQUIRED
COWL FLAPS TRAILED***
CAPT BRIEFING STATED
SMOKE DET. AS REQUIRED
TAIL WHEEL LOCKED***

TAKE-OFF
FULL POWER 45 2700 RPM
METO POWER 40-42 2550 AT 300’
CLIMB POWER 35 2300

CLIMB CHECK
PRESS & TEMPS CHECKED
GEAR & FLAP HANDLES NEUTRAL
BOOSTER PUMPS OFF
NO SMOKING SIGN OFF
VISUAL ENGINES CHECK CLEAN

*** FINAL ITEMS ON THE RUNWAY OR WHILE POSITIONING ***

DC-3-CHECKLIST
CRUISE CHECK LIST
POWER 25-28, 2100 RPM
TEMP & PRESS IN THE GREEN
MIXTURE CONTROLS AUTO LEAN
COWL FLAPS CLOSED & OFF

IN-RANGE CHEK LIST

ALTIMETER SET CROSS CHECKED
FUEL TANK SELC. L & R MAIN
CARBURETOR HEAT AS REQUIRED

BEFORE LANDING CHECK

LANDING GEAR DOWN
PRESS, LIGHT & LATCH CHECKED
BRAKES CHECKED & OFF
MIXTURE CONTROLS AUTO RICH
COWL FLAPS CLOSED
TAIL WHEEL LOCKED
BOOSTER PUMP ON
FLAPS AS REQUIRED
PROPELLERS 2100 RPM
DC-3-CHECKLIST
AFTER LANDING CHECK
PROPELLERS FULL FORWARD
FLAPS UP & NEUTRAL
COWL FLAPS OPEN & OFF
TRIM TABS NEUTRAL
PITOT HEAT OFF

PARKING & SECURING

TAIL WHEEL LOCKED
PARKING BRAKE SET
MIXTURE CONTROL IDLE CUT OFF
IGNITION SWITCH OFF
RADIOS & BATTERY OFF
ROTATING BEACON & LIGHT OFF
GEAR AND FLAPS SPLIT
LANDING GEAR PINS IN PLACE
CONTROL LOCKS IN PLACE
EMERGENCY LIGHT OFF
DOORS LOCKED
AMENDMENTS
Landings - I believe it’s best to use over correction of
Elevator Trim on short final and use application of
downward force on the yoke. When you flare the
aircraft, you will already have sufficient trim to make a
nice, smooth touchdown, and concentrate on the landing
instead of trimming the aircraft.

With a well coordinated descent, proper airspeed and

distance from the airport, the gear can be lowered at Mid
field. Proper planning is essential, slowly decrease
manifold pressure during your descent. Power should
be set around 23-22”MP when established on long
final/downwind leg.