SAAF C-47 Dakotas -The Early Days: WW2 and Berlin Air Lift

SAAF Dakotas: WW2 and Berlin Air Bridge - The Early Days

The Douglas C-47 Skytrain or Dakota is a military transport aircraft that was developed from the Douglas DC-3 airliner. It was used extensively by the Allies during World War II and remained in front line operations through the 1950s with a few remaining in operation to this day. 

WW2 SAAF and The Dak - The love affair starts:

The East African Campaign led to the creation of the Shuttle Service operated by 50 (TS) Squadron under the control of 1 Bomber Transport Brigade. The latter unit became 5 Wing in February 1941 and was responsible for the ferrying of troops and supplies to the war front and bringing back wounded. The service was extended to Cairo as the war progressed and eventually through the north of Africa to Bari and Rome by which time Dakotas were in use.

The Shuttle Service was greatly expanded at the war’s end, the intention being the return of all South African troops by Christmas 1945. The Dakotas of 5 Wing were joined by Venturas withdrawn from coastal operations, modified as transports and put into service with 10 Wing at Pietersburg. These two units were assisted by 35 Sqn’s Sunderlands which were also fitted out as transports. Additional Dakotas were provided by 28 Sqn when it returned home from the war zone. By 25 January 1946 some 101 676 passengers had been carried.

The first SAAF Transport squadron in the Mediterranean - 28 Sqn - was formed in May 1943 operation from Tripoli and later Algiers. The second squadron - 44 Sqn - was established in March 1944 and operated from Cairo.

Both units operations Douglas Dakotas as standard equipment although a small number of Wellingtons, Ansons and Beech Expediters were also used.

In October 1945, 28 Sqn was absorbed into the Shuttle Service while 44 Sqn was disbanded in December 1945, and its Dakotas were returned to the RAF.

The first Douglas C-47 Dakota to serve with the SAAF was delivered to 44 Squadron in Cairo on 27 April 1944 and served with the squadron until 1992 when they were replaced by converted C-47TP versions. 

WW2 North Africa/Med Camo SAAF C-47

SAAF Dak in East Africa

Troups enroute back to SA

Curiosity: Not a Dak, but a Captured JU 52 in SAAF colours

6856

Distinguished SAAF Dakota passengers: 

Prof JLB Smith, Mr Lattimer and the Coelecanth

More about the Coelecanth: Old Four-Legs

The Berlin Air Lift

In 1948, the relations between the Western Allies and their Soviet counterparts had deteriorated to such a degree that the Soviets instituted a blockade on all rail, road and water canal links into West Berlin, situated 177 km (110 miles) into Soviet occupied Germany. The only way into Berlin was via three air corridors agreed upon at the Potsdam Conference in 1945.

The Berlin Wall being built

 It was decided to sustain the population of West Berlin by air, a feat that the Soviet Union had never anticipated. Thus, the Berlin airlift began on 24 June 1948.

The SAAF supplied 20 aircrews for the Berlin Airlift, with the crews flying to Britain in Dakotas via east Africa, Egypt and Malta, a journey that took five days. They then joined the Royal Air Force in flying sorties into Berlin. The SAAF crews flew 2 500 sorties and carried a total of 8 333 tons of humanitarian aid while flying RAF Dakotas.

The sorties were flown from Lubeck in West Germany into RAF Gatow in West Berlin. In addition to this, civilian members in need of evacuation from occupied Berlin were carried on return trips to Lubeck, especially orphaned children who were placed with families in the West. It was here that modern air traffic control procedures were developed.

In all, during the 406 days of the Berlin Airlift, American, British and Commonwealth air crews carried out 300 000 flights and transported two million tons of supplies.

The Soviet blockade Berlin was lifted at one minute after midnight, on 12 May 1949.

Flights continued for some time, though, to build a comfortable surplus. By 24 July 1949, a three-month surplus was built-up, ensuring that the airlift could be re-started with ease if needed. The Berlin Airlift officially ended on 30 September 1949, after fifteen months.

Communications
There were four different means of entering Berlin from the West: by river and canal barges; road transport; the railways; and three air corridors which traversed the Soviet zone of occupation. While there was a written agreement with the Soviets regarding the use of the air corridors, nothing existed in writing about access to Berlin by any of the surface routes.

The central air control zone for Berlin covered a 20 mile (32 km) radius from the centre of the city and was under Four Power control. Most air routes into the city's existing airfields required some flying over the Soviet Sector of Berlin, as well as traversing well over 100 miles (160 km) of Soviet-occupied Germany. The North and Central Air Corridors came from the British zone of occupation and the South Air Corridor from the American zone.


Air communications with Berlin 1948-9
High resolution pdf version of map

At the start of the airlift, West Berlin had two airfields which were situated twelve kilometres apart: Tempelhof (in the American Sector) was the original aerodrome of Berlin; and Gatow (in the British Sector) was a grass airfield which had originally been used for training and had a short runway of perforated steel planking (PSP). To augment these rather inadequate facilities, a third airfield, Tegel, was built in the French Sector during the Airlift by some 19 000 Berliners using rubble from bombed buildings. The necessary heavy construction machinery was transported into Berlin in small pieces in an unusual-looking aircraft, the Bristol Wayfarer. These aeroplanes were designed to carry cars across the English Channel and had an elevated cockpit situated above large doors in the nose, through which the parts of these heavy machines were able to pass. The appearance of these ungainly-looking aircraft with their fixed undercarriages led to many jokes amongst the American airlift aircrews, who nicknamed them the 'Mayflowers'.

The airlift begins
On 26 June, the United States Air Force and the Royal Air Force (RAF) began the Airlift, using a few DC3 Dakota aircraft (known in the US Air Force as the C47). These aeroplanes were capable of lifting only three tons on each flight and, on the first day of operations, only eighty tons of supplies arrived in Berlin. (The minimum amount required to sustain the city was initially calculated at 5 000 tons per day, 150 000 tons per month). Fortunately the Western powers in Berlin had begun stockpiling when the Soviets had commenced their harrassing tactics and therefore, when the blockade began, there were sufficient supplies in Berlin to last, on average, six to eight weeks.
Civilian rations were reduced to 1 000 calories per person per day

The American airlift was called 'Operation Vittles' (after an old English word for 'food') and they provided the lion's share of the aircraft. Some 441 American aircraft were used in total and they carried over three-quarters of the entire load into Berlin. British and Commonwealth air forces supplied 147 aircraft and carried 17% of the load, whilst British civil operators provided a further 104 aircraft and lifted just over six per cent of the load. At the commencement of the Airlift, many countries of the British Commonwealth, including South Africa, offered their assistance. With the exception of the Canadians, these Commonwealth countries provided crews to fly RAF aircraft. South Africa sent ten complete Dakota crews, who flew for almost the whole period of the Airlift alongside their RAF colleagues.
In the first month of the Airlift, a total of 70 241 tons of supplies was flown in to Berlin, just under half of the minimum needs of the city. By the end of the Airlift, the monthly total had risen to over 250 000 tons and this was probably one of the main contributing factors that convinced the Soviets that there was no future in maintaining the blockade. Compared with the amount of cargo which had to be moved, the capacity of the aircraft used in the Airlift necessitated a staggering number of flights. The Dakotas could carry only three tons, the Wayfarers five and a half tons and the Yorks, Skymasters, Hastings, Tudors and flying boats between eight and ten tons each. The aircrews themselves made a number of recommendations regarding the removal of standard fittings like oxygen equipment and dinghies, which were not considered necessary.

During the Airlift, the British and the Americans shared the three air corridors permitted under the original four-power agreement. Aircraft based in the British zone entered Berlin along the Northern Air Corridor and the American aircraft came in along the Southern Corridor. Aircraft leaving Berlin generally used the Central Corridor. However, some British aircraft that were based very far north in their zone, also left along the Northern Corridor. Since the Americans provided the largest number of the aircraft and their bases were the furthest from Berlin, the British made two of their airfields at Celle and Fassburg in the centre of Germany available for use by the Americans, thereby greatly reducing their flying time, and also allowed them to share the Northern Corridor.

Flying boats
A unique aircraft type, probably unknown to most people today, were the 'flying boats' which were also used during the Airlift. These aircraft were once a familiar sight to South Africans - operating on the air routes between the Union and Britain before and immediately after the Second World War. During the Airlift, flying boats operated from the marine base of Finkenwerder on the River Elbe on the outskirts of Hamburg to a base on the Havel See (Havel Lake) in Berlin. Apart from increasing the number of available aircraft, the flying boats were also used to carry most of the salt supplies, as their hulls had been treated against the corrosive effects of the salt water on which they normally landed.

 (Land-based aircraft, lacking this anti-corrosion treatment, soon showed dangerous levels of corrosion due to salt cargo spillages and seepage. Having no night landing aids the flying boats operated only in the daytime from July until December 1948, when the Havel See became covered with ice. They did not resume operation after the Spring thaw.

Harrassment
Throughout the Airlift, the Soviets used a variety of means to harrass the air crews and to work on their fatigued nerves. For example, Soviet fighter aircraft played 'chicken' with the heavily-laden transports and carried out air-to-ground firing exercises with live ammunition very close to the corridors. The Soviet Army's anti-aircraft batteries also used live ammunition in exercises which took place as close as possible to the boundaries of the corridors and they flew barrage balloons alongside the corridors and held seeming endless conversations on the radio frequencies allocated to the Allied aircraft.

Discomfort of the crews
Apart from the fatigue caused by flying a number of operations daily under the most arduous of conditions, the crews lived in great discomfort. Their accommodation was either close to the airfields where the noise of the continuous flying operations made rest and sleep difficult, or they lived some distance away, requiring travelling between airfield and base which cut badly into their rest intervals. Furthermore, coal (the major cargo item) and flour produced prodigious quantities of dust which clogged flying controls and permeated the clothes of the air crews.

Berlin children
Conditions in occupied Germany were very severe and many people were reduced to begging. This was especially true of the children, who would follow the servicemen, calling out 'Got any gum, chum?' (probably the first words of English that they learned). A young American pilot, Lieutenant Gail Halvorsen, was sent on a familiarisation flight to Templehof and went on foot around the airfield to learn the approaches. He noticed a group of children who were standing at the fence close to the end of the runway and who were watching the aircraft coming in to land. Strangely, they did not beg when they saw him. Searching his pockets, Halvorsen found a few sticks of gum and a chocolate bar which he divided amongst some of them and promised that, if they were there the next day, he would drop some candy to them when he came in to land. When the children asked how they would know his aircraft, he told them that he would waggle his wings during his approach.

Returning to his base, Lt Halvorsen made several small parachutes out of a large supply of handkerchiefs which he had bought for a heavy cold. To each he attached a chocolate bar. On reaching Berlin the next morning he found the end of the runway crowded with children. His flight engineer dropped the little parachutes out of the flare chute and they were eagerly grabbed by the waiting children. This procedure was repeated every day and soon many Airlift crews joined in what became known as 'Operation Little Vittles'.

Der Schokoladenflieger
Halvorsen received two nicknames - 'Der Schokoladenflieger' (the chocolate pilot) and 'Uncle Wigglywings' - and German children sent him so much fan mail that his commanding officer had to provide him, a junior officer, with a German-speaking secretary to handle the replies. At Christmas Halvorsen received over 4 000 Christmas cards!

 Halvorsen meeting the kids for the first time

When children from the Soviet Sector of Berlin wrote and complained that they were being left out, Halvorsen and his comrades started dropping chocolates over the eastern sector as well, until the Soviet authorities ordered this to cease. The trail of little parachutes eventually became a danger to approaching aircraft and an official 'dropping zone' was established over open ground in the Tiergarten Park.

The Air Police at the US bases began to offer minor offenders the choice of a fine or a contribution of chocolate for 'Operation Little Vittles'. Halvorsen himself was sent back to the USA on a public relations tour. He received thousands of handkerchiefs in the post, some with lace edges, drenched with perfume and with the donors' telephone numbers on them.

In May 1998, the US Air Force sent one of its few surviving C54 Skymaster aircraft to Berlin to take part in the 50th anniversary celebrations. Gail Halvorsen was a member of the crew for this flight.

Reducing weight
Various measures were taken to reduce the mass of the supplies which were being flown into Berlin during the Airlift. Known for their great love of potatoes, which they served up in a large variety of ways, the Berliners did not much like the dehydrated potato powder called 'Pom', with which they were supplied. However, as this cut down some 780 tons daily, the housewives of Berlin made the best of the situation with a saying: 'Better Pom than Frau komm!' As water makes up a quarter of the weight of bread, the ingredients were flown in and the bread was baked inside Berlin, while meat was de-boned to reduce its weight by 25%. In this way, Berlin's food requirements were successfully reduced from 2 000 tons to 1 000 tons a day.

The end of the blockade
The Soviets realised that they were neither going to be able to drive the Allies out of Berlin nor stop the Airlift. Tunner's Easter Parade demonstration had coincided with the signing of the North Atlantic Treaty which bound twelve countries together in a defence pact. In addition, the Allies had started turning back all trucks passing through the western zones of Germany, which were destined for the East, and so the Soviet zone was being starved of essential raw materials like coal and iron from the Ruhr.

On 12 May 1949, the blockade of Berlin was finally lifted. The Soviets tried to impose farther technical restrictions on movements from the West into Berlin but these were soon brushed aside by the Allies. In order to rebuild the stockpiles in West Berlin, the airlift continued for several months. British civil aircraft were finally withdrawn on 16 August and the RAF on 23 September, a few days after the SAAF crews had returned home.

Statistics
The statistics of the Airlift are as follows:
Estimated cost: US$ 200 million (For a reasonable present day comparison, this figure should be multiplied by at least 100)
Total number of aircraft used: 692
Total distance flown: 124 420 813 miles (equivalent to thirteen round trips to the moon or 4 000 times around the world)
Total number of flights: 277 804
Total tonnage into Berlin: 2 352 809
Coal: 1 586 530 tons (67%)
Food: 538 016 tons (23%)
Liquid fuel: 92 282 tons (4%)
Casualties: 65 men lost their lives -

31 Americans
8 RAF
11 British civilian crew
5 Germans

A monument representing the Air Bridge stands in the west of Berlin and is inscribed with the names of those who died. In addition, the people of Berlin raised a fund to secure the education and the futures of all the children of those who gave their lives for their city.

The last RAF flight
The last RAF flight from Lübeck landed at Gatow at 19.22 on 23 September 1949. The Dakota, appropriately carrying a load of coal, was inscribed with the following words:
'Positively the last load from Lübeck - 73 705 tons - Psalm 21 verse 11'. (In the King James version of the Bible, this verse reads: 'For they intended evil against thee, they imagined a mischevious device which they were not able to perform' - perhaps a suitable epitaph for the Berlin Airlift).

SOURCES
Collier, R, Bridge across the Sky (Macmillan, London, 1978)
Jackson, R, The Berlin Airlift (Patrick Stephens, Wellingborough, 1988)
Maree, B, 'The Berlin Airlift' in South African Panorama, December 1988, pp 14-18.
Morris, E, Blockade, Berlin & the Cold War (Military Book Society, London, 1973)
Personal reminiscences of Maj Gen Duncan Ralston; Col Peter MacGregor; and Capt Anthony Speir.

Douglas C-47 Dakota: Part 3: The SAAF Experience I

Part 3: Douglas C-47 Dakota: The SAAF Experience

South African Air Force.

The SAAF took on a large number of surplus Dakotas during World War 2 and until recently was operating 47 Dakotas. The Daks were given the serial numbers 6801-6884. After the war a large number of Daks were disposed of, including sending some of them to South African Airways. In 1971, the survivors of the SAA fleet found their way back to the SAAF and were allocated the numbers 6885-6889. During sanctions from about 1975, the SAAF managed to secure 16 more Dakotas from various sources.
Due to rationalisation  most of the SAAF’s Turbo Dak’s have now been sold to customers in the United States.



The only remaining operational Dakotas are those serving with 35 Squadron in Cape Town and which have been converted to the maritime role to patrol the long South African coastline. Those no longer required for service have been stored, pending disposal.

"TurboDak" of the SAAF

“…lots of planes have claimed to be ‘the next DC-3. None have succeeded.”

Those words were muttered by US Senator Mike Monroney, a former chairman of the US Senate Aviation Subcommittee and one can be sure that he isn’t the only one to have said so.

She has been called everything from ‘Methuselah with wings’ to ‘a collection of parts flying in loose formation’ but there is no doubt that the ‘Gooney Bird’ is an aviation legend.

Information from  Winston Brent Freeworld Publications:

"Workhorse of the air" is the name regularly given to the indestructible Douglas C-47 Dakota.

The SAAF for some time (1980s-90s)  had the largest remaining fleet of Dakotas in the world, as many as 47 aircraft. SAAF took on charge a large number of Dakotas during World War II and allocated them the serials no's 6801 - 6884. At the end of WW2 a large number of surplus Dakotas were disposed of by the RAF and USAF, including transferring some to the South African Airways.

The survivors of the SAA fleet found their way back to the SAAF in 1971 when they were allocated the serials 6885 to 6889. When UN sanctions were imposed on South Africa from about 1975, other plans were devised to obtain aircraft. A number of Dakotas were purchased from various sources to supplement those still in SAAF service. In total 16 aircraft were added to the SAAF strength. Most were given “old” serial numbers.

5 Royal New Zealand Air Force Dakotas which were withdrawn from RNZAF service in 1977.
These were purchased by a concern in the Comoro Islands with the name of "Island Associates" and given Comores registrations before flying from New Zealand to the Comores. Once they were safely in the Comores, the next leg of the “coup” was to fly them to South Africa. In SAAF service they were given “old” serials, and some of them eventually found their way into the "Turbo Dak" program.

As a result of rationalisation in the late 1990s a number of the “Turbo Daks” were offered for sale during late 1997 and early 1998 and most of them have been bought by customers in the United States.

The only remaining operational Dakotas are those serving with 35 Squadron in Cape Town and which have been converted to the maritime role to patrol the long South African coastline. Those no longer required for service have been stored, pending disposal. (Winston Brent 4 July 2009)

C/N 11925  SAAF 6877 

In Target Towing colours "Dazzle Dak" when with 25 Squadron

C/N 11925 SAAF 6877 1 July 2006  Goma

Turbo-propped now, 6877went to the Congo to replace Casa 212 8010 of the South African Air Force. The aircraft was temporarily based at GOM and flew mainly to destinations in the province of North-Kivu. The SAAF supported South African UN troops in DRC. Goma (GOM / FZNA) Congo (Kinshasa), July 1, 2006. 

75th Anniversary

In 2010 the world  celebrated the 75th anniversary of the Douglas DC-3. The Dak started life in 1935, her maiden flight was on December 17, exactly 32 years after the Wright Brothers made their historic flight at Kitty Hawk. The DC-3 was engineered by a team led by chief engineer Arthur E. Raymond. She was built as after American Airlines CEO Cyrus Smith requested Donald Douglas to build the Dc-2′s successor.
A variety of engines were fitted to the DC-3 throughout the course of its development. The original civilian aircraft used Wright R-1820 Cyclone 9s, but later aircraft (and the majority of military ships) used the Pratt & Whitney R-1830 Twin Wasp radial which offered better high-altitude and single engine performance.
A total of 17 273 DC-3′s were built with more than 400 still in active service in 1998. Over 10 000 of these were for the military and was known as the C-47 Skytrain.

Dwight Eisenhower was quoted as saying “. . . four other pieces of equipment that most senior officers came to regard as among the most vital to our success in Africa and Europe were the bulldozer, the jeep, the 2½-ton truck, and the C-47 airplane. Curiously, none of these is designed for combat.”

A World War II-vintage C-47 versus a modern anti-aircraft missile
An interesting tale of Dakota survival from the SA Border Conflict:

The South African Air Force Forum (a private forum not related to the SAAF itself) has published a very interesting thread about a SAAF C-47 transport of World War II vintage that was struck by a Soviet-made SA-7 missile in 1986.  Here's an after-action picture of the damage.

In 1986, a Dakota while on a flight to Ondangwa at about 8000ft was hit with a SA-7 missile. The explosion ripped off most of his tail. To add additional pressure, the Dakota was full of military VIP passengers including the Chief of the Army.

 

The pilot slowed the Dak down to 100 knots in order to keep it under control and called for help. There was a chopper in the area which flew in formation on him and relayed the damage to him. The chopper crew also took the pictures.

Apparently he ordered the passengers around to regulate the Centre of Gravity before going into land. Using flaps and power to control the pitch (up and down), he greased it onto the tarmac.

He was later awarded The Chief of the SADF's Commendation for his exceptional flying skills.

Some comments on the tale:  "Capt. Green didn't move the self loading cargo around to adjust the C of G, he was adjusting the trim. With much of his elevator and its trim tab missing, Green and Moses had a lot of back pressure to maintain on the control column. Capt. Green did not use flaps to control the pitch. Any amount of flap would cause the nose to pitch down which would require more elevator input which he didn't have. He performed a flap-less landing and he also flew it onto the runway, not a normal power off landing. Can’t power on land today’s birds without the potential of arriving in the tooliebarbs off the end of the runway. Lastly, the crew were very lucky that the landing field was not further away because they were losing more of their rudder and elevator remnants the longer they flew because they are made of fabric not metal. Capt Green and Lt. Moses would have lost much fewer of their feathers had they been flying an all metal aircraft such as the F-27 or the HS-748, not that the Gooney Bird isn't tough but notice that the vertical and horizontal stabs have only a few holes while the elevator and rudder are shredded."

"I would also point out that, yes the airplane is very tough, but also that the SA-7 was not an especially powerful AA missile. "

"What I don't get is why you would want to slow down immediately after being hit by an AA Missile. The link didn't say much about why the plane was attacked."

"The Strela-2 is not a very potent weapon and I think that the subject hit was a very lucky shot considering the IR output of a pair of P&W 1830's at 8000 ft. ASL but then you must consider that the terrain in the area is around 3500 ft.

Form, it was during the Angolan civil war and they were pretty close on the way to Ondangwa which is in Namibia.They slowed down because they would like to be in control of the aircraft.

links:
Fantastic photos by Justin de Reuck
The SA Dakota Association

References: www.dc3history .org; www.dc-3.co.za;
 http://www.airstrike.co.za/75-years-of-the-douglas-dakota/
http://www.saairforce.co.za/forum/viewtopic.php?f=2&t=5051&sid=e5b09585eb5a0295201e688c43ca223c
http://samvousa.org/dakota-hit-by-a-sam7-surface-to-air-missile/

Photos taken off net, no copyright infringement intended, happpy to take photos down and/or credit where due.

Dakota Part 4: The SAAF Experience II: 2012 Drakensberg crash

C-47 Dakota in SAAF Service II: Losses and Attrition

The list below is of Douglas C-47 aircraft that have seen service with the South African Air Force

On 5 December 2012, a Douglas C-47TP "Dakota" 6840 of the SAAF crashed in the Drakensburg Mountains, KwaZulu Natal, killing all eleven people on board.

6840 in Silver Falcon Livery (35 Sq) Photo Bouwer

(Phots IOL)

 The aircraft involved was Douglas C-47TP 6840, c/n 13866. It had been built in 1943 as 43-48050 for the United States Army Air Forces and was transferred to the Royal Air Force in 1944 as KG767 before being immediately transferred to the South African Air Force as 6840. In the early 1990s, the aircraft was modified with Pratt & Whitney Canada PT-6A turboprop engines and a fuselage extension. Based at AFB Ysterplaat, Cape Town, it was mainly used in the maritime patrol role but also acted as a support aircraft for the Silver Falcons display team.

The aircraft was on a flight from AFB Waterkloof to Mthatha Airport when it crashed near Giant's Castle in the Drakensburg Mountains, killing all on board. Shortly before the crash at 09:45 hours South African Standard Time (07:45 UTC), the crew reported that they were flying on instruments at 11,000 feet (3,400 m) in instrument meteorological conditions. There were six crew and five passengers.
An inquiry into the accident was still pending at the time of writing.

List of SAAF Dakotas: sorted by serial numbers

Serial model c/n Delivery date (ex-USAF or ex-RAF) Civilian reg and fate if known

6801 C-47A 9492 21.06.43 42-23630 FD574 to SAA ZS-DJB Simonsberg reverted to 6889
6802 C-47A 9628 02.07.43 42-23766 FD906 to ZS-DDV G-AJXL G-AMGD VP-YTT ZS-EKK 3D-AAV ZS-IWL ET-AIA
6803 C-47A 9629 29.07.43 42-23767 FD907 to ZS-DER XY-ACR w/o 24.05.69
6804 C-47A 9630 29.07.43 42-23768 FD908 to SAA ZS-AVI Mount Anderson w/o Carolina 15.09.52
6805 C-47A 9877 17.02.45 42-24015 FD956 to ZS-DDR XY-ACS w/o 10.06.63
6806 C-47A 9878 15.08.43 42-24016 FD957 to G-ALCB AP-ADH G-ALCB
6807 C-47A 9879 15.08.43 42-24017 FD958 crashed Lake Victoria 11.05.45
6808 C-47a 10106 27.09.43 42-24244 FL523 to G-ALCC 5B-CBE 5B-CAW
6809 C-47A 10104 17.09.43 42-24242 FL521 crashed north of Broken Hill w/o  28.09.45
6810 C-47A 10105 03.10.43 42-24243 FL522 to ZS-DEF G-AMFV
6811 C-47ATP 11986 16.12.43 42-92211 FL579 Snake Valley  - sold
6812 C-47A 11987 03.01.44 42-92212 FL580 crashed Kisumu w/o 11.07.45
6813 C-47A 11989 14.12.43 42-92213 FL581 to ZS-DJK VP-YSY ZS-DJK A2-ADB Z-WRJ
6814 C-47ATP 11990 16.12.43 42-92214 FK582 35 Squadron as maritime
6815 C-47A 12016  03.01.44 42-92238 FL606 to ZS-AVJ Crashed East Griqualand w/0 15.10.51
6816 C-47A 12112 25.01.44 42-92324 FZ576 w/o 06.05.94
6817 C-47A 12159 25.01.44 42-92366 FZ604 to G-ALCA AP-ABW CF-GXE w/o 12.04.61
6818 C-47A 11979 18.01.44 42-92204 FL572 to ZS-DHO G-ANLF F-OAOR G-ANLF OO-SBH w/o 28.03.69



photo Athol Franz (SAAF DAK's 75th Anniversary)

6819 C-47A 12166 07.02.44 42-92373 FZ611 to ZS-BXI Elandskop VP-KNU ZS-BXI to 6886
6820 C-47ATP 12115 13.02.44 42-92327 FZ580 sold as N192RD 15.07.98
6821 C-47A 12107 31.01.44 42-92320 FZ572 to ZS-BXF Klapperkop later Vasberade to 6888
6822 C-47A 12049 07.02.44 42-92267 FL625 to ZS-BXG Piketberg to 6887
6823 C-47A 12073 31.01.44 42-92289 FL645 to ZS-DEO XY-ACN ET-AGV N9700N 5Y-BFO ZS-XXX ZS-MFY
6824 C-47A 12055 21.01.44 42-92273 FL630 to ZS-DES CF-GOR N800KC CF-KZO CF-PQG w/o 16.03.65
6825 C-47ATP 12160 27.02.44 42-92367 FZ605 35 Squadron as maritime
6826 C-47A 12161 27.02.44 42-92368 FZ606 to ZS-DFN KA-DFN w/o 06.12.61
6827 C-47A 12158 12.03.44 42-10883 FZ603 to ZS-DDZ G-ALPN
6828 C-47ATP 12415 12.03.44 42-92597 KG385 cur (EW) 35 Squadron
6829 C-47A 12413 12.03.44 42-92595 KG383 to SAA as ZS-BXI 11.12.95
6830 C-47A 12414 31.03.44 42-92596 KG384 to ZS-BYI (NTU) ZS-DFB w/o 27.07.52
6831 C-47A 12595 17.04.44 42-92759 KG483 to ZS-BXZ (NTU)
6832 C-47A 12478 08.04.44 42-10886 KG443 to SAAF Museum Ysterplaat
6833 C-47A 12579 08.04.44 42-92744 KG467 to ZS-BYH XY-ACQ w/o 02.09.55
6834 C-47ATP 12590 08.04.44 42-92754 KG478 sold to ZS-OSO National Test Pilot School (NTPS) in Cape Town 09.05.01, then N834TP

6840 in happier days

6835 (1) C-47A 12596 15.05.44 42-92760 KG484 to ZS-DJX to 6885
6835 (2) C-47TP 20175 0.77 43-15709 LR-AAB OD-AAB F-OCEN D6-ECB sold as N145RD 15.12.97
6836 C-47A 13018 01.05.44 42-10891 KG535 to VP-YPB CR-AFR FAP6167 s d Mozambique 1968
6837 C-47ATP 13539 05.07.44 42-93608 KG672 35 Squadron - maritime
6838 C-47A 13541 23.07.44 42-93610 KG674 to ZS-CAI, sold as ZS-CAI
6839 C-47ATP 13540 03.07.44 42-93609 KG673 to ZS-MRS, reverted to 6839 10.95, cur Snake Valley to go to 35 Squadron as transport
6840 C-47ATP 13866/25311 11.08.44 43-48050 KG767, crash Drakensberg, 5.12.2012, 11 deceased
6841 C-47A 13867/25312 11.08.44 43-48051 KG768 to RRAF703 VP-YZB R7303
6842 C-47A 13865/25310 12.08.42 43-48049 KG766 to SRAF 25 RRAF25 RRAF157 RRAF702 VP-YZA R3702 w/o 31.05.77
6843 C-47B 14164/25609 15.09.44 43-48348 KJ825 crashed south of Bloemfontein 21.09.87
6844 C-47BTP 14165/25610 15.09.44 43-48349 KJ826 sold to Professional Aviation to ZS-OJK 11.99
6845 (1) C-47B 14669/26114 21.10.44 43-48853 KJ940 crashed Tabora 16.02.45
6845 (2) C-47TP 14642/26087 .08.79 43-48826 KJ919 G-AMSI ZS-DHW VP-YSL A2-ZEO ZS-DHW A2-ZEO cur 35 Squadron to be sold
6846 (1) C-47B 14671/26116 07.11.44 43-48855 KJ942 crashed Rand Airport 16.07.53
6846 (2) C-47TP 16386/33134 0.81 44-76802 NZ3542 ZK-AQU D6-CAH sold as N8241T 14.07.98
6847 C-47B 14670/26115 21.11.44 43-48854 KJ941 w/o near Pretoria 08.07.45
6848 C-47B 14993/26438 21.11.44 43-49177 KJ999 For sale 13.01.95 Sold as ZS-NTD
6849 C-47B 14994/26439 21.12.44 43-49178 KK100 to ZS-DKP VP-YSP A2-ZEP ZS-IPX A2-AAA ZS-IPX to SAAF 6892
6850 (1) C-47B 15301/26746 21.12.44 43-49485 KK162 crashed near Swartkop 04.08.72
6850 (2) C-47 15654/27099 .08.75 43-49838 KN231 G-AMZW SN-AAH ST-AAH to SAAF Museum as static display, to Caesars Casino (Emperors Palace) Jhb .04.00, to South African National Museum of Military History

6850 at SA Military Museum, HS Buccaneer to the left (J. Austin-Williams)

6851 C-47B 15300/26745 21.01.45 43-49484 KK161 crashed in SWA Namibia 25.03.80
6852 C-47BTP 15557/27002 18.03.45 43-49741 KK220 cur 35 Squadron as maritime
6853 C-47BTP 15754/27199 09.03.45 43-49938 KN267 sold as N148RD 19.12.97
6854 C-47BTP 15887/32635 09.03.45 44-76303 KN327 cur Snake Valley to go to 35 Squadron as maritime
6855 (1) C-47B 16189/32937 15.04.45 44-76605 KN464 to ZS-DJC Mount Prospect crashed Katberg 06.03.62
6855 (2) C-47TP 16213/32961 .08.79 44-76629 KN483 ZS-DIV VP-YSN A2-ZEN ZS-DIV A2-ZEN sold as N8194Q 14.07.98
6856 C-47B 16625/33373 28.06.45 44-77041 KN669 crashed near Bizana 10.02.61
6857 C-47BTP 16627/33375 28.06.45 44-77043 KN670 sold as N193RD 8.07.98
6858 (1) C-47B 16628/33376 28.06.45 44-77044 KN671 crashed near Lyttelton 26.02.48
6858 (2) C-47TP 16149/32897 0.81 44-76565 NZ3538 ZK-AQP D6-CAF sold as N146RD 11.12.97
6859 C-47A 12586 27.09.45 42-92751 KG474 to SAAF Museum Swartkop 24.09.94, cur, flown by Historic Flight
6860 C-47A 12000(11899) 28.09.45 42-92223 FL591 to ZS-DBZ TF-FIS G-ALTT ET-ABI w/o 14.09.65
6861 C-47B 14494/25939 27.09.45 43-48678 KJ980 to RRAF706 VP-YZE R3706
6862 C-47A 10110 .09.45 42-24248 FL527 sold as ZS-NZA 31.08.96 to 9Q-CJJ
6863 (1) C-47B 16198/32946 27.09.45 44-76614 KN471 to RRAF707 VP-YZF R3707 R7307 w/o 21.07.75
6863 (2) C-47TP 16565/33313 0.81 44-76981 NZ3546 ZK-AWQ D6-CAG Sold as N81907 14.07.98
6864 C-47ATP 12580 28.09.45 42-92745 KG468 wfu Ysterplaat 2ASU to Bokrivier Military Training Facility 21.07.08
6865 (1) C-47B 15555/27000 12.01.45 43-49739 KK218 to ZS-DIY G-ANYF CF-HTH dbr 06.02.73
6865 (2) C-47BTP 16730/33478 0.81 44-77146 NZ3547 ZK-AZM D6-CAD sold as N8190X 14.07.98
6866 C-47A 12090 04.09.45 42-92304 FZ555 to ZS-DBL ZS-DCA G-ANNT F-OAPH ZS-DCA VP-YSK ZS-DCA
6867 C-47A 9836 03.10.45 42-23974 FD938 to RAF with temp reg ZS-NJE 5.94, became G-BVOL PH-TCB
6868 C-47BTP 16200/32948 08.10.45 44-76616 KN472 sold as N194RD 15.07.98
6869 C-47A 11911 06.10.45 42-92143 FL551 to G-ALCB 20.07.48
6870 (1) C-47B 15298/26743 06.10.45 43-49482 KK159 to ZS-DIZ 49482 FrAF F-SDKB F-BTDA EC-CAR F-BRQG

6845 served as a roadhouse for a while, then restored to fly again  in South America

6870 (2) C-47TP 16463/33211 .06.79 44-76879 KN581 VP-KJS 5X-AAR 7Q-YKN ZS-EYN
6871 (1) C-47A 11991 03.10.45 42-92215 FL583 to ZS-DIW
6871 (2) C-47TP 16965/34225 0.81 45-962 N NZ3553 ZK-ERI D6-CAE to ZS-LJI cur
6872 C-47A 9539 04.10.65 42-23677 FD887 sold (NFD)
6873 C-47A 11926 .10.45 42-92157 FL565 sold as ZS-NTE
6874 (1) C-47B 15903/32651 04.10.45 44-76319 KN337 to RRAF709 VP-YZH R7039
6874 (2) C-47TP 16077/32825 .08.80 44-76493 KN402 VP-KJP 5Y-AAD 9J-RGY sold as N81952 14.07.98
6875 (1) C-47A 12065 28.09.45 42-92282 FL638 destroyed by fire on ground at Rand Airport 03.07.64
6875 (2) C-53DTP 11746 0.81 42-68819 SE-APG N8071Z 9Q-CYI cur 35 Squadron as VIP transport, to be sold
6876 C-47ATP 12582 28.09.45 42-92747 KG470 sold as N81949 17.07.98
6877 C-47ATP 11925 01.10.45 42-92156 FL564 cur 35 Squadron as transport
6878 C-47B 16203/32951 28.09.45 44-76619 KN474 burnt out Rand Airport 24.05.81
6879 C-47ATP 9766 28.09.45 42-23904 FD933 to ZS-MRR, reverted to 6879 10.95, sold as N147RD 11.12.97
6880 (1) C-47A 9948 28.09.45 42-24086 FD962 to ZS-CCG CR-AHB FAP6176 C9-AHB
6880 (2) C-47TP 14101/25546 12.04.80 43-48285 348285 FrAF F-BTDE YU-ABV N8071Y N3701Y TN-ADT sold as N330RD 14.04.00
6881 C-47B 16213/32961 06.10.45 44-76629 KN483 to ZS-DIV VP-YSN A2-ZEN ZS-DIV A2-ZEN to SAAF 6855 (2)

6891 (P. Wonfor)

6882 C-47B 15896/32644 03.10.45 44-76312 KN334 sold to NTPS as ZS-MAP
6883 C-47B 14495/25940 07.10.45 43-48679 KJ909 crashed Swartkop 25.06.46
6884 C-47ATP 12064 .09.45 42-92281 FL637 wfu Ysterplaat 2ASU to Bokrivier Military Training Facility 6.07.08
6885 C-47ATP 12596 08.02.71 42-92760 KG484 6835 ZS-DJX cur 35 Squadron as maritime
6886 C-47ATP 12166 08.02.71 42-92373 FZ611 6819 ZS-BXI Sold as N8194Z 14.07.98
6887 (1) C-47A 12049 08.02.71 42-92267 FL625 6822 ZS-BXG to RhAF as R3711 w/o 18.12.80
6887 (2) C-47ATP 12704 .09.81 42-92857 SP-LCB OY-AIC 42-92857 N8071X TN-ADS cur as 35 Squadron as transport
6888 C-47A 12107 08.02.71 42-92320 FZ572 6821 ZS-BXF to SAA as ZS-BXF 04.07.91, damaged in f landing 21.11.03. Repaired. Current SAA Museum Society
6889 C-47A 9492 08.02.71 42-23630 FD874 6801 ZS-DJB to RhAF as R7312 w/o 10.07.86
6890 C-47TP 16804/33552 0.77 44-77220 KP250 44-77220 GA+111 AS+586 GR+110 XA+116 14+11 N90904 sold as N149RD 19.12.97
6891 C-47TP 16276/33024 0.77 44-76692 KN499 0-476692 GA+112 GR+104 ND+201 XA+120 14+03 N90905 sold as N198RD 14.04.00
6892 C-47TP 14994/26439 0.78 43-49178 KK100 6849 ZS-DKP VP-YSP A2-ZEP ZS-IPX A2-AAA ZS-IPX sold as N195RD 8.07.98 to ZS-OJI 03.01.99

Losses (by serial numbers)
Aircraft Date
6807 11.05.45 Crew not known, A/Sgt W Anderson (k), L/Cpl W Upton (k) SA Army
6809 28.09.45 Capt JS Sandilands (s), Lt HC Read (s), F/Sgt WM Scott (s), Sgt RT Stewart (s) Passengers: Pte BJ Schoombie (k), Pte JN Schoombie (k), Tpr HLJ Roux (k), Tpr JE De Bruyn (k), Lt DC Armstrong (k), Pte HB Stoop (k), Lt SA Darier (k), WO2 GG Maritz (k) SAAF, Pte BS Scheepers (k), Cpl CJ Uys (s), Lt-Col H Klein (s), Cpl J van Rensburg (s), Pte H Smith (s), Sig W Barry (s), Pte A Grobbelaar (s), WO1 HW Steel (s), Lt A Maxwell (s), Maj B Harris (s), Pte R Hincks (s), Sapper A Benade (s), Cpl JM Robinson (s), Pte HJ Potgieter (s), Sapper CJ Lourens (s), Pte EW Gottschalk (s)
6812 11.07.45 Lt JA Hoffe (k), Lt Q Neuper (k), A/Sgt MPW Bezuidenhout (k), A/Sgt CLD Kemp (k), (24 pax killed)
6816 06.05.94 Capt M Huson (s), Lt J dos Santos (s)
6840 .5.12.2012 Crew members: Major K Misrole (k) Captain ZM Smith, Sergeant BK Baloyi., Sergeant E Boes, Sergeant JM Mamabolo, Corporal L Mofokeng, Passengers:Sergeant L Sobantu, Corporal NW Khomo,Corporal A Matlaila,Corporal MJ Mthombeni,Lance Corporal NK Aphane
6843 21.09.87 Maj J Branders (s), Capt B de Villiers (s) (11 illed)
6845 16.02.45 Tabora
6846 16.07.53 Lt BP Jonsson (s), Lt MB Borcherds (s)
6847 08.07.45 Lt IL Christianson (s), A/Sgt LJ Wallace (k), A/Sgt C Johnson (s), A/Cpl LK Kairuz (s)
6851 25.03.80 Lt JH Leeuw (k), Lt CJ Wessels (k), CO (Miss) ES Swart (k)
6856 10.02.61 Capt FK Siebrits (k), Lt AJA Heyns (k), A/Sgt LF Meise (k), LAM DH Nel (k), LAM JE Serfontein (k)
6878 24.05.81 Hangar fire
6883 25.06.46 Swartkop
6850 (1) 04.08.72 Capt PJ Steenkamp (s), Lt L Webb (s)
6858 (1) 26.02.48 Lt JF Breytenbach (s), Lt WC Botha (s), Lt BJ Grove (s), A/M MB de Meillon (k) (SAAF Tech on the ground)
6875 (1) 03.07.64 Destroyed by fire
FZ574 19.09.44 Lt KCG Wyness (s) engine cut, belly-landed on approach Maison Blanche 19.09.44
KG471 04.09.44 Capt KL O’Leary (s) crashed in forced landing Delabole, Cornwall 04.09.44
KG498 21.12.44 Lt GP Cronin (k), Lt CJ Jooste (k), Lt PS Moore (k), A/Cpl HV Kilburn (k) flew into hill at night 10m SSW of Torretoria Italy 21.12.44. Tyre burst on t/off, stalled, crashed Maison Blanche 15.03.45
KG525 15.03.45
KG690 31.07.44 Lt CJK Schutte (k), Lt JHS Glenny (k), Lt GC Pennington (k), A/Cpl R Hosner (k), A/Cpl RB Boraine (k) flew into cliffs on high ground, in cloud, Salalah, Aden 31.07.44
KG710 13.12.44 Capt AR Oldridge (k), Lt NS Campbell (k), Lt J Zurschmiede (k), A/Cpl CA Kalis (k). Missing between Bari and Hassani 13.12.44.
KN332 19.04.45 Lt HN Greenberg (k), Lt AF Smith (k), Lt LC Loram (k), A/Cpl T Griffiths (k), + 3 pax killed. Flew into hill descending in cloud near Vitrolles France 19.04.45 dbf
RAF Dak 16.07.44 Capt HW Solms (k)

SAAF 6828, Electronic Warfare

Photograph: Gary Shephard LightSketch Photography

Post WW2 Attrition summary:

• 5 December 2012 6840 Drakensberg, KwaZulu Natal, 11 killed 
• 20 Sep 1987  6843 South of Bloemfontein In-flight engine fire and crash landed in field along the N1 freeway, all survived
• 16 Jun 1987 6884 AFB Ondangwa Bird struck right hand small window causing slight damage. Aircraft was flying at 80ft at 125 kts, all survived
• 9 Jul 1986 6889 all survived, no details
• 30 Apr 1986 44 Sqn Angola Hit by SA-7 while on a transport flight from a forward field to AFB Ondangwa. Rudder and most of elevators destroyed, but landed safely: all survived
• 23 May 1981 6878 Rand Airport Destroyed in fire during servicing.
• 25 Mar 1980 6851 South West Africa  3 killed
• 4 Aug 1972 6850 Near Swartkop 1 killed
• 3 Jul 1964 6875 Rand Airport Written-off after ground fire.
• 10 Feb 1961 6856 Near Bizana  5 killed
• 16 Jul 1953 6846 Rand Airport

Some Interesting DC3/C-47 facts:
The DC-3 has been known to do some impossible feats. Built to carry 21 passengers, one routinely carried 40 in the Philippines. On flights from Australia to New Guinea, Qantas rigged its DC-3s with slings and carried 50 people.

Another DC-3 carried 76 people out of war torn China, including 21 fully equipped Chinese soldiers, 15 women, 22 children, 15 Chinese civilians, the pilot, co-pilot, and Colonel Jimmy Doolittle, who was returning from the raid over Japan. They removed the seats (allowing for an additional 550 pounds of weight), and the passengers sat on each other’s lap, rode in the waist and forward mail compartments, and stood in the aisle. Doolittle remarked to the pilot that, if he had known he was crazy enough to take off with so many people he would have walked home. In later years Doolittle recalled, “I wasn’t worried about the number of people on board, I worried about running out of gas.”

In 1949, a DC-3 carried 93 people out of an earthquake-ravaged Bolivian village. Many were small children, but it is still a feat that defied the designer’s slide rule.

Twenty-five years later, the DC-3 broke its own record again. On March 23, 1975, a Continental Air Services DC-3 flew from Ku Lat, Vietnam to Saigon with 98 orphan children, five attendants, and three air crew, a total of 106 people.

Flying Hours
Eastern Airlines’ DC-3s accumulated 2,227,863 hours of flying time, logging 83,584,318 miles, the equivalent of 3,343 times around the world or the distance between the earth and moon, 350 times.
The first formal recognition the DC-3 had earned a permanent place in aviation history came with the installation of Eastern Airlines’ NC18124, into the Smithsonian Institution in 1952. This airplane had logged 56,758 hours flying 8 1/2 million miles between July 1937 and January 1952. It spent the equivalent of six and one half years in the air. That airplane is now on display in the National Air and Space Museum.
North Central’s N21728, “Old 728,” logged 84,875 hours before its retirement in May 1975. Eastern Airlines took delivery of N21728 on April 11, 1939. It logged 51,398 hours over a 13 year period, then Eastern sold it to North Central Airlines. It spent another 31,634 hours in scheduled service (through April 1965) and logged another 1843 hours (through 1975) as a VIP aircraft for North Central.
North Central estimates “728” spent more than 9 1/2 years in the air and covered over 12 million miles, the equivalent of 25 trips to the moon and back.
During its career, “Old 728” had 136 engine changes, its landing gear was replaced 550 times, and it used over 25,000 spark plugs, to burn eight million gallons of gasoline. This DC-3 had taxied more than 100,000 miles and carried 260 million passengers in its 36-years of service.

Although many “old timers” had their share of bumps and bruises, “Old 728” never suffered even a minor mishap. Today, it is sitting quietly at the Henry Ford Museum, in Dearborn, Michigan. Critics have said that everything but its shadow has been replaced. However this is not true. “Old 728′s” airframe was still 90 percent factory issue when it retired.

Currently the record is now held by N136PB, a privately owned Dak bought from PBA (Provincetown Boston Airlines) in 1993 by two men, Neil Rose and Bob Irvine, from Vancouver, Washington, bought the ship and flew it west. They have restored it to its original 1937 Eastern Air Lines configuration and livery. In August 1993, it had 91,400.2 hours on the airframe.13 It has been in the air the equivalent of more than 10 and a half years, and has a record only another DC-3 will ever match. Each day it flies it breaks its own record adding a little more to this insurmountable achievement

Len Morgan, a renowned aviator and writer said: ‘I came to admire this machine which could lift virtually any load strapped to its back and carry it anywhere in any weather, safely and dependably. The C-47 groaned, it protested, it rattled, it leaked oil, it ran hot, it ran cold, it ran rough, it staggered along on hot days and scared you half to death, its wings flexed and twisted in a horrifying manner, it sank back to earth with a great sigh of relief – but it flew and it flew and it flew.’