Douglas's Sky Train - Flying Adventure over Northern Europe

At the beginning of June 2019, 75 years since the landing of the Allied forces in Normandy were celebrated. This event marked the beginning of Operation "Overlord", which initiated the liberation of Western Europe from German occupation. Various versions of the statement by the Supreme Commander of the Allied forces and later the 34th President of the United States, Dwight D. Eisenhower, regarding the technique that was crucial for the Allied victory - the bulldozer tank, two-and-a-half-ton truck, Jeep, amphibious vehicles, and Dakota, are often mentioned. Today's story will be dedicated to Dakota, the silent hero of World War II and the airplane that has changed and impacted our world more than any other.

Behind the Indian-geographical nickname lies the Douglas DC-3 airplane, one of the most significant and long-lasting planes ever produced. The nickname was derived from the Dakota tribe of Native Americans or from the abbreviation given to it by the Royal Air Force of Great Britain - Douglas Aircraft Company Transport Aircraft. Although the nickname was acquired by the military version of the aircraft, it became widely used for the civilian version as well, and it is mostly known as "Dakota" affectionately.

Dakota made its first appearance in aviation history on December 17, 1935, when the prototype named DST - Douglas Sleeper Transport took off. This aircraft could accommodate 14 to 16 passengers in comfortable beds similar to those in sleeping cars on trains. The DC-3 was actually a variant of the "sleeper" aircraft DST, with beds replaced by seats. The design started based on the request of Transcontinental and Western Airlines (TWA) to Douglas for the production of an aircraft that would enable them to compete successfully with their major competitor - "United Airlines" and their beloved Boeing 247. After the DC-1 and DC-2 models, the third time proved lucky with the DC-3, thanks to the collaboration with "American Airlines." The first commercial flight was operated by "American Airlines" in the mid-1936 on the route from New York to Chicago. It was the first aircraft that could fly this route without a stop, taking 3 hours and 55 minutes. Following this achievement, transcontinental routes were opened, transferring passengers from one coast of America to the other in approximately 15 or 17.5 hours (depending on the direction) with three refueling stops. Previously, it took more than 25 hours with the services of at least two airlines, sometimes with over 10 stops. The price of a round-trip ticket for a comfortable and fast transcontinental flight with the new aircraft was around 5,000 dollars in today's currency. Besides the United States, the aircraft was produced under license in the Soviet Union and Japan.

This kind of aircraft could not escape the watchful eye of the US Army. After a favorable experience with its predecessor, the hero of our story, the DC-2, in 1940 the military aviation chose a modified version of the Douglas DC-3 as the standard transport aircraft. The aircraft was designated C-47 and given the appropriate name - Skytrain. The first planes were delivered in 1941. Orders kept growing day by day, and the factory in Santa Monica soon became too small, so new facilities were built in Long Beach, California, and Oklahoma City, Oklahoma. During the war, only the military version was produced, and by the end of the conflict, over 10,500 units were built.

During the war, the C-47 successfully performed many tasks in a harsh wartime environment. It transported people and cargo, deployed paratroopers, towed military gliders, and delivered supplies and equipment wherever needed. It particularly stood out as a flying hospital, saving the lives of wounded soldiers on battlefields around the world. After the end of World War II, the successful military and civilian use of the DC-3/C-47 continued. It played a notable role during the Berlin Blockade from 1948 to 1949, delivering supplies to the residents of Berlin. The US Army successfully utilized the aircraft in the Korean and Vietnam wars before retiring them in 1969. They served considerably longer in the United Kingdom, with the last aircraft retiring from the army in 1993. According to enthusiast clubs, there are currently over 300 operational units in the world. They are mostly used as transport aircraft in remote areas, where they are valued for their reliability, ease and affordability of maintenance, as well as their ability to take off and land on surfaces that could be considered runways only with intense imagination.

A smaller number of aircraft enjoy a well-deserved retirement in clubs and foundations dedicated to preserving old planes. One such aircraft is the PH-PBA, which spends its retirement in the Dutch DDA Classic Airlines association, allowing the curious to fly in a Dakota almost every weekend from April to October. It was produced in 1942, and after serving in the war, the plane was purchased by Dutch Prince Bernhard. It then passed into the hands of the Dutch government and remained in state service until 1961. The Dutch Aviation Center used it until 1975, after which it went to a museum. The restoration of the aircraft began in 1994, and it took to the skies again at the end of 1998.

Holland certainly isn't around the corner, but suitcases are quickly packed for such an occasion, and we head to the land of tulips. During the flying season, the aircraft visits airports throughout Holland and the surrounding countries. It often flies from Schiphol near Amsterdam, the largest airport in Holland and one of the largest in Europe. The flight departs from a special terminal for general aviation. Boarding passes are handwritten at the comfortable terminal, while coffee helps pass the time until departure. Most passengers are locals, so the appearance of foreigners from distant Serbia is of interest to everyone. The time for boarding comes. A van transports twelve passengers from the terminal to the aircraft a few hundred meters away. Of course, not everyone boards immediately.

After getting acquainted with the aircraft and crew, it's time to board. We enter through the rear doors, and getting to the seats requires going uphill due to the aircraft's position while on the ground. Air conditioning is just one of the modern devices that this aircraft does not have, so it's quite warm inside, although it's quite pleasant outside. A smiling flight attendant serves champagne to mark the festive moment. The seats have been replaced with armchairs, and there are 12 comfortable seats with impressive legroom. Soon, the refreshment service continues with traditional Dutch Hopjes coffee-flavored candies. Passengers have settled into their seats, enriched with sparkling drinks, and soon, what everyone eagerly expects happens—the engines start. A few cheerful flames from the exhaust, a lot of smoke, and the plane roars, ready for takeoff.

We slowly maneuver towards the runway. The weather is sunny with only a few clouds, which is not so common in Holland. Soon, it's our turn to take off. Passengers in the giants preparing to fly to various destinations around the world must be quite surprised by the sight of a dwarf pre-war aircraft bravely racing down the runway. The engines become quite loud, the plane gradually rises from its "lying" position, and separates from the ground. The maximum altitude the DC-3 can reach is about 7,000 meters, which wouldn't be the most pleasant for passengers considering that its cabin is not pressurized. During such flights, the altitude is maintained at around 300-400 meters to get a view of the beauty of Holland from the air. Those expecting a smooth flight in the Dakota are usually disappointed. Due to the low altitude, weather conditions are quite noticeable. The plane always sways, shakes, and jolts, and the waves and gusts create an atmosphere similar to a fast ride on public transportation. The maximum cruising speed is about 330 km/h, while on such flights, it is usually around 200 km/h, leaving enough time to admire the world below.

Soon, the obligation to fasten seat belts ceases, and passengers spontaneously scatter around the plane to take photos or admire the landscape we are flying over. There is a very relaxed atmosphere, unusual for today's air traffic. The cockpit doors are wide open, so everyone can take a peek inside. Advanced navigation devices do not adorn this aircraft either, so pilots often have maps in their hands. As a replacement for air conditioning in the cockpit, there are small windows that can be opened for pilots to cool off. In the passenger cabin, the doors in the middle of the plane provide some cooling, although they are well closed. Time passes too quickly, and soon, it's time for our flight to come to an end. With the screeching of tires, we touch down softly at Schiphol and return to the small terminal. The next group of lucky ones is already waiting to board, hoping to spend at least half an hour in a time machine in the air.

The world is changing, becoming faster and faster, but these steel birds seem not to care much about it. We leave them to fly proudly and wish them clear skies. The Dakotas will be around for a long time because, as one saying from their pilots goes, the only replacement for a DC-3 is another DC-3! After a short adventure in the heights, we land in the next story and return to the tracks. A hidden corner in Eastern Europe and its wide gauge await us.