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┌─────────────────────────────────────────────────────────────────────────╖
│ TWA Douglas DC-3-209 "Skylounge" ║
╘═════════════════════════════════════════════════════════════════════════╝
19/09/93 Precidia Systems Consulting
The package DC3_TWA.ZIP includes:
DC-3_TWA.sim Flight Model
DC-3_TWA Flight Model AAF File
DC-3_TWA.doc This Document
Installation, DEMo, AFX and SC0's
────────────────────────────────────────────────────────────────────────────-
You do not need AAF, or ASD. Copy all of the files in to your FS4 directory,
except this document (at your discretion) and run FS4. I didn't make a DEMo
at this time because of my little experience with the flight model. I'll
upload one in a revision.
I didn't include the AFX file because; 1) I thought it would be a waste of
your D/L time, and 2) my methods are madness. I'll upload this file if I get
the request (and you think you're emotionally stable enough to deal with
them!). In the same token, if I get a request for a SC0 (generic or TWA),
I'll upload it, also.
The TWA Douglas DC-3-209 "Skylounge"
────────────────────────────────────────────────────────────────────────────-
This DC-3 is a very early model, delivered in August of 1936 (the same year
that this aircraft was entered in to airline service). The 209 series is a
luxurious premium-fare "Skylounge" which carried only 14 passengers.
The 209 was fitted with 1000 hp "Cyclone" Engines. The "Gooney Bird" was
also equipped with 60 degree flaps, they extend below the wings and fuselage
(are not a part of wings like modern flap systems). The serial number
(NC 17320) on the right wing indicates the real plane, built at the Douglas
Santa Monica plant, that I modeled this simulation on. This plane was
"drafted" in to service as a C-49F when the war broke out.
The flight model is a slightly modified version originally created by
Jim Swan, a former DC-3 pilot in Australia. I find it flies real nice! The
flight model is modified to simulation the 209 version. I've have left Jim's
setting of 330 gallons FUEL because that is an average amount for city to
city flying, this DC-3 has a maximum fuel loading of 660 gal. So, if you want
to fly long distances, change the variable FUEL from 330 to 660.
Consequently, if you want to fly only a short distance, change FUEL to
whatever you've calculated. Every airline flew the DC-3 differently, I am
currently trying to research how TWA flew theirs (back in 1936-1939).
Trans World Airlines (or Transcontinental and Western Air) were in
competition in 1936 with United Airlines (their DC-3 "Mainliner"'s) and, of
course, American (with their right-hand door DC-3's). Cities on the trunk
routes of TWA in 1937: Los Angeles
Kansas City
St. Louis
Chicago
Indianapolis
New York/Newark (JFK didn't exist)
If you would like any more information on this aircraft, I can E-mail you a
list of good reference material on the subject.
Quick Lesson
─────────────────────────────────────────────────────────────────────────────
This will be a brief summary of flying the 209, with the intention of getting
you off on the right foot. If anyone already does know how to fly her real
well, I'd invite you to create a DOC and/or some DEMo's to educate,
in detail, the rest of us. For those of you who know how to fly her, ignore
this section.
Taxi: Keep it slow on the apron. Don't turn too quickly. Good idea to zoom
out to .35 so you can see where you're going.
Takeoff:Use 2/5 (F6) or 4/5 (F7) of flaps and trim down a notch. Help (don't
force) the nose down to increase speed. When the bird reaches 90
knots pull back hard. Don't forget to zoom back in to 1.0. Bring up
the gear, at 250 ft bring up the flaps to 2/5. Five hundred feet
should a safe enough height to bring up the rest of the flaps. Use
about 2250 RPM in a climb. Climb at 500 ft/min.
Cruise: The cruising altitude is from 2,000 to 8,000, depending on the
distance of the trip. Cruise power of about 1900-2050 RPM, depending
on the altitude.
Descend:Five hundred ft/min, keep the RPM low. Nose down about 5 degrees.
Landing:SLOW DOWN BEFORE YOU APPROACH! Get at least 2/5 flaps on, speed down
to lower than 130 knots, before you descend with the slope. Put on
the flaps slowly and then the gear, going down the slope. Don't let
you're drop lower than 100 knots and don't let your speed get higher
than 120 knots. If your flare is lingering, bring up some of the
flaps to bring to a conclusion.
Specifications
────────────────────────────────────────────────────────────────────────────-
Powerplant (takeoff hp) Wright SGR-1820-G2 "Cyclone"
(1000 hp)
Accommodation 3 Crew, 14 Passengers
Wing Span (ft-in) 95-0
Wing Area (sq ft) 987
Length (ft-in) 64-5 1/2
Empty Weight (lb) 16,060
Gross Weight (lb) 24,000
Wing Loading (lb/sq ft) 24.3
Power Loading (lb/hp) 12.0
Maximum Speed (mph) 212 @ 6800 ft
Cruising Speed (mph) 192
Initial Rate of Climb (ft/min) 850
Service Ceiling (ft) 20,800
Normal Range (Statue Mi) 1000+
Maximum Range (statue Mi) ?
Closing Note
─────────────────────────────────────────────────────────────────────────────
Thanks to Tom Kopke for his very useful TOMROT parts utility (TOMROT.ZIP).
Thanks to J.F. Hilden for his "Above Average" shop manual (AAGUID.ZIP) which
contains some very useful AAF design techniques. Thanks to Rod Conklin and
Tom Monnone for connecting me with Jim Swan.
Well, I hope you enjoy this aircraft. My main goal was to make this plane as
authentic as possible, and I hope you'll find out why; "The only replacement
for a DC-3 is another DC-3."
Please contact me with your feedback. If there are any bugs, I would very
much appreciate being informed, so I can fix them. If you would like to see
other airline's markings, let me know. If you tend to do a lot of night
flying then I'll make you a DST!
Drop me a line if you're also an enthusiast of WWII-era aircraft.
- Mark Gooderson 72622,1003
Toronto, Ontario