Douglas DC-4 / C-54
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Jerry Walterreit,MSgt,Retired,, e-mail, 01.09.2013 03:23

I was assigned to the 36th Air Rescue Sq, Johnson Air Base, Japan in 1959 as a Instrument Repairman. Enjoyed my time on the SC-54.


charlie scholl, e-mail, 13.08.2013 22:47

1 was station there from 1963 to 1966 i was in sams a crew chief a c-54 045 then i think about 1965 sent me over mats on c-131 and c-118 medvac


ROBERT LANG, e-mail, 29.07.2013 02:21

CHARLES WITTMER......DC3/C47, DAKOTA...SQUARE WINDOWS...........DC4/C54 NAVY AS WELL OVAL WINDOWS


ROBERT LANG, e-mail, 29.07.2013 02:15

DOES THE DC4 REQUIRE A FLIGHT ENGINEER; OR JUST PILOT AND CO-PILOT


loomas marshall, e-mail, 24.12.2012 15:09

I was assigned to base flt sect at Rhein Main AB Germany and ew c-54 9099 a Vip model which we obtained from the navy in naples. it was VC all the way. a stainless steel gally and a bed for the Vip in a privats room. It was low time and flew very well. please feel free to contact me an swap war stories of which I have many.







v

c


Julie Godwin, e-mail, 14.12.2012 07:49

How can I order a diecast C54 model of Eastern Airlines and how much does it cost? Look forward to your response; thanks in advance.


Ken Thomson, e-mail, 06.12.2012 01:32

I was a Flight Engineer in the 57th Air Rescue Squadron, Lajes Field, Azores 1960-1962. Great memories almost daily. Great old airplane.


Chuck, e-mail, 10.11.2012 21:26

My Father flew the R5D, Navy designation, a C-54 Air Force designation. During the Berlin Airlift of 1948-1949, he was in VR-3 but transferred to VR-6. He flew from Rienmien to Tempeltorf Airfields in Germany. The Navy Units received the Navy Commendation award for actions during the Berlin Airlift


Roberto Dean, e-mail, 31.10.2012 07:11

Gentlemen:

I have in my possession two tech order binders with TOs and one phased inspection work card set for the C-54. They belonged to my stepfather. Hes been gone since 93 and they benefit no one here. I love to look at them but, its a shame for them not to be somewhere where they could be appreciated. Do any of you have any suggestions of who you think may be interested in them? If you need more information regarding these documents. I would be happy to forward a list of all the TOs I have in the set. Just write me.

Best regards to all


phil simmons, e-mail, 08.04.2012 20:16

i was a navy pilot flying c54 s in navy squadrons vr one eight and six between 1947 and 1949 six was the one flying the berlin airlift 1948-49 i flew 124 flights from rhien maine to berlin then winter of 1948 i flew the bird as a weekend warrior at nas new orleans 1950 till 1965 you could not find a better aircraft at the time
respectivly speaking thanks douglas aircraft


Craig Stewart, e-mail, 17.02.2012 15:37

I worked as an A&P for United States Overseas Airlines in the early 60's at WWD. We operated DC4's, 6's and 7's. Great times and the hanger is still in fine condition and is now a aircraft museum.


Ann, 28.01.2012 01:17

My mother was a War Bride. She flew on American Overseas Airlines N90906 in Oct 1948 from Rhein Main to La Guardia via Shannon and Gander. Glad she did. I'm here 'cause of it. :)


Joseph Hammer, e-mail, 16.11.2011 05:29

I was a flight engineer with the 58th Air Rescue Sqdn. in Tripoli from 1960 thru 1962. Great airplane, the SC 54 would always get you there and back though it was a bit slow. Around Labor Day of 1961 we escorted a MATS connie with one engine out and we had trouble staying with her.


Gerald Wintermute, e-mail, 21.07.2011 23:21

I was A FLIGHT ENGINEER ON SC 54 IN AIR SEA RESCURE sQ.IN ANDERSON A.F.B GUAM 1958,60 79 TH. ARS.


Les "Robbie" Robbins, e-mail, 16.07.2011 01:14

A great airplane. In 20 years flying as a radio operator, I spent several different tours on C-54s and enjoyed allof them. Flew on TC-54D EWO trainers at Keesler AFB, MS from April 1961 til Aug '62 (Aircraft Ops, 3380th ABG), then the same TC-54Ds at Mather AFB, CA Aug '62 -Jan '64. Ferried some C-54s to the boneyard in Arizona from PACAF bases (TDY to 444oth ADG) while at Mather. Then flew HC-54Ds while in the 58th Air Rescue Sq, Wheelus AB, Libya from Feb '64 tilthey were replaced by HC-97G's, which were later replaced by HC-130H's. I left there in Feb '67, and later flew on VC-54G 50491 in Rio de Janeiro from June '70 to Feb 73 when it was replaced by VT-29D 25816. Flew that one til I left for 2ACCS at Offutt in June 74. A lot of different experiences on the C-54, but I guess this isn't the place to get into all of them.

I saw mention of an all enlisted aircrew earlier in the comments; I saw the same, it was an USMC C-54 that came to Howard AFB from a Marine Corps base in Virginia, I think it was in 1971. The pilot was a USMC E-9, and the rest of the crew were all NCOs as well. I thought it was great. I did get a lot of left seat time while in Brazil (I hold a FAA Commercial/Instrument rating).We didn't carry a Navigator,that was my job as well. Really loved the C-54.


Russ Bateman, e-mail, 13.07.2011 19:01

This Air Craft was also called a Navy R5D. In 1949,we were flying in a cargo version between Kodiak Island, Alaska and Adak,Alaska. We hit a major Weather Front that took out the R5D's hydraulic control system and we made a forced landing at Umnak Island. Only weeks before the Bombing of Dutch Harbor, The Army built an Secrete Air Strip on top of the Unimak Trundra and stationed about 40 P-40 Fighters. The Japanese surprised by all these fighters gave up invading Dutch Harbor and on invading Dutch Harbor and instead, invaded Attu and Kiska.
The Army named it Air Field as Fort Glenn Army Base. At the time we landed there, the base was mostly deactivated with only a skeleton crew. It took about three days for the Navy to fly in mechanics and material to repair the Air Craft and we flew on to Adak.


willard wilkinson af retired, e-mail, 01.07.2011 00:15

i worked avionics(radio-radar)on the sacred cow,while stationed at bolling afb in Washington DC from 1959-1962


, 17.06.2011 04:53

polo


Everett Livingston, e-mail, 17.06.2011 01:52

During 1952-1955 was PC on R5D 72003 VR22, NAS Norfolk,VA.


charles WITTMER, e-mail, 03.06.2011 23:42

in my previous mail I meant C54 and not C47 sorry for that


charles WITTMER, e-mail, 03.06.2011 23:31

Would anybody know if the commercial C47/DC4 had round or oval passenger windows?
thank you.
Charles


Hal Maynard, e-mail, 23.04.2011 04:22

I was a nav at Wheelus AB, Tripoli Libya in the 58th Air rescue Squadron. I have a picture of 49033.


Betty Jo Streff Reed, e-mail, 03.04.2011 04:17

After the WASPs were deactivated Dec.44, I returned to Douglas Chicago Plant. After being on a mech. team several mon., the Flt Off needed a dispatcher for a later shift. Eventually Col.Randolf Holiday Checked out LT.Oswald as a !st. pilot so needed two more co-pilots. Ellen W. and I had been Eng. Chc.Pil. so asked if we would want to study and of course. Have list the planes I flew Co-pilot on. That was the pride of my life at 22yrs. Later flew Corp. Kingair and Mu-2. Some of this disappeard at the beginning.


Gerry Foley, e-mail, 30.01.2011 08:04

I was recalled to active duty at the start of the Korean war and was sent to Hadena AB in Japan and I was assigned to the 1273rd Air Transport Sq. Our mission was to fly daily missions to and from various bases in Korea with troops and cargo inbound and wounded and deceased personnel back to Japan. I was a mechanic and later a crew chief on C54M model aircraft. These aircraft were configured as medical evacuation aircraft. Spent a year there and if you are familiar with this operation, I would like to hear from you.


Bob Thompson, e-mail, 24.01.2011 04:34

I saw the DC-4E when it was in Dayton for several weeks in 1939. Orville Wright took a ride in it.


loomas marshall, e-mail, 15.01.2011 14:20

RE: C-54 #590 We departed Dover AFB the next day. After a routine preflt and run-up I noticed a funny noise coming from #1 eng. However everything looked good so off we went down the runway. Just at lift-off a fire light came on for #1 Eng. I alerted the pilot, Capt Ikes and he looked out the window and stated he didn't see any fire. I said we don't want to see any fire, as I had my finger on the feather button, I urged him to feather the engine The Col in the right seat finally said "Better punch it out Les" at which time he said feather # 1. After the shut down and return to base as we were taxing in the aforementioned Sgt from the transit alert truck struck.We were still a VC54 with a code 7, however this time we were parked out in the boonies,in the trees ,out of site. We all had a laugh about this. This tale continues if you're interested.


loomas marshall, e-mail, 15.01.2011 14:20

RE: C-54 #590 We departed Dover AFB the next day. After a routine preflt and run-up I noticed a funny noise coming from #1 eng. However everything looked good so off we went down the runway. Just at lift-off a fire light came on for #1 Eng. I alerted the pilot, Capt Ikes and he looked out the window and stated he didn't see any fire. I said we don't want to see any fire, as I had my finger on the feather button, I urged him to feather the engine The Col in the right seat finally said "Better punch it out Les" at which time he said feather # 1. After the shut down and return to base as we were taxing in the aforementioned Sgt from the transit alert truck struck.We were still a VC54 with a code 7, however this time we were parked out in the boonies,in the trees ,out of site. We all had a laugh about this. This tale continues if you're interested.


loomas j marshall, e-mail, 14.01.2011 16:51

Upon landing at Dover, we were escorted to the VIP spot as a VC-54 with a code 7. The Transit Alert Sgt said'" What is this crap VC-54" after seeing the condition of the bird and the plywood floor, I flipped hi the forms and said There's a code 7 as the Col stepped out of the cockpit. more on this flight later.


loomas j marshall, e-mail, 14.01.2011 16:39

I was stationed at Rhein-Main AB Germany from Aug 68 thru july72. Base Flt had 2 c-54s, 9099, a VC model which we received from the Navy in Naples where it served an Admiral for some years. The cabin had a private room for the VIP with table and chairs and two beds. It only had room for 13 passengers. It was also equiped with an electric ladder for remote exit and entrance. The AC was very comfortable to fly.
The other 5 assigned was an old timer 40-590 with 35,000 hrs. which at one time in the past was a PAN AM bird because their logo could be seen faintly over the entrance. When we received the bird it was designated a VC. However we striped the cabin and installed a plywood floor for cargo. Higher Headquarters would not change the VC designation so we were stuck with it. Around 1970 the bird was to be transferred to Davis-Monthan Az for salvage. I was assigned as the Engineer with my favorite pilot, Col James H Newton and my direct OIC Capt Les Ikes. The AC Was na8 tank model but it had a discrepancy: only three fuel gauges worked! The Col had a funny look when I told him but I said "Col I can keep up with the fuel if you want to go." He thought for a second and said OK. walked across the ramp to a C-141 and borrowed a Form -52 Fuel log and off went to Torrejon Spain. After an overnight we departed for the Azores. I refueled the bird and topped off all the tanks to the rim. 3540 Gallons. The Fuel Flow gauges worked just fine so I kept a close count of the fuel remaining and range. We had filed a flt plan for Argentia Newfoundland. Approaching Argentia, The Col asked How much fuel we had remaining and I said 9hrs and forty minutes. He said it's only six hrs to Dover. I said fine, turn left and proceed..
After 13:40 hrs flt time we arrived with 530 Galls of fuel and enough for another two and half hrs flying time. More on this flight later.


Ira Nehring, e-mail, 06.01.2011 21:05

In 1948, my squadron packed all of our equipment into C-54s and flew from Tachikawa, Japan to Weisbaden, Germany, with a stop in the USA to winterize the aircraft. I was a propeller specialist when I arrived at Weisbaden, but after a few check rides I became a crew chief and flight engineer. We moved on up to Celle, in the British Sector and flew coal into Berlin. My aircraft was due for major maintenance in the states at the time I rotated back to the states, so I flew home on it. It was a great aircraft!


Jerry Reed, e-mail, 29.12.2010 23:47

I was a flight eng and crew chief on the SC-54D for Air Rescue in Bermuda and also on CIA loan in Alaska for nav. aid to the U-2's flying over Russia. We had extra bladder fuel tanks and could stay up 14 hours plus special Nav aids.


Denny L. Williams, e-mail, 13.12.2010 22:53

Hi Roy B. I was station in Goose Bay Labrador with 54 th ARS from 1958 to 1960 and I was a flight engineer on the 4 SCH 54 they had. I flew on 42-72536, another number was 527 last number I remember it flew in the Berlin Air Lift. Would like to hear from you. Denny L. Williams.


Art Ladley, e-mail, 18.11.2010 20:57

I was pilot of Coast Guard R5Ds operating out of Barbers Point, Oahu from '57-'60. We flew SAR and Loran support missions to Japan, Korea, the Philippines and many other islands in the Pacific. The R5D was a great machine except for not being pressurized.


Leonard B. Chapman, e-mail, 13.11.2010 02:31

My father, M/Sgt. Leonard J. Chapman, as Flt/Eng. had many hrs. in the C-54, during the CBI and later at Fassberg, Berlin Airlift. He said the German men who unloaded the A/C were the ones who made the job so easy. A very small man would crawl under the floor and vacum out the coal dust.
He joined the Army Air Corps in 1928, spent 3yrs. in Philippines, 1930-40 at March Field, the 6th Ferrying Command at Long Beach. Then India, CBI and Berlin Airlift, back at Long Beach, retired in 1959. Passed away 2005 age 96. Buried Riverside Nat. Cem., near March, like coming home agian.


Wolfgang Boeltzig, e-mail, 10.11.2010 14:41

I was an 8 years old eye-witness of the Berlin Airlift, livin 3.2 km from touch down RWYs 09 L/R of Tempelhof Air Base. In 1959 I joined the German Air Force and became ATC-controller. As it was forbidden to travel through the Russian Zone, I very often flew with PAA DC 4 to vitit my parents. It was a lovely plane.
During my post as Base Operation Officer in Fassberg, I became one of the foundtors of the magnificant Berlin Airlift Memorial Collection there. Because there is world wide no C 54 model available, I changed C 118 (DC 6) models into SKYMASTERS. They are in display in our beautiful museum in FASSBERG, the former coal base for the supply of Berlin 1948/49.


Randy, e-mail, 20.09.2010 23:42

I was a crew chief/mechanic on C-54's while stationed at Rhein-Main Airvase, Germany from 1962 to 1965. Our was a "SAMS" squadron( Special Air Missions). We had flights all over Europe, Lybia, North Afica etc. We also had regular flights to Berlin and many other points in Germany. A great aircraft! I returned to Germany and visited a small memorial at Frankfurt Airport dedicated to the Berlin Airlift. I have many fond memories of the C-54....all very good memories. Randy


Jay Friedman, e-mail, 19.09.2010 16:35

My first overseas flight was a trip to Europe as a present from my parents following college graduation in 1961. It was a student charter flight in a DC-4. The route was New York-Gander-Shannon-Frankfurt. Coming back a couple of months later the route was Frankfurt-Keflavik-Gander-New York.


Chuck Williams, e-mail, 28.08.2010 07:16

I flew on C-54s out of Kodiak Alaska in 1963. We flew all over Alaska, and down to the lower 48 on "milk and bread" runs. We flew the USO shows out to Adak and Shemia (sp?) Islands, on the Aleutian chain. I flew as an orderly and load-master. We flew with an "all" enlisted crew, which stirred some heads at some of our destinations. One US military base, which will remain nameless, thought we had stolen the aircraft. Chief Drum was the Plane Commander, I believe. We operated two or three C-54s and one HU-16D Albatross. "Big AL" was one of our radio operators. The flight engineers were called "Plane Captains" in those days. I'd love to hear from anyone that was stationed at AMD NS Kodiak Alaska in 1962-63. Chuck Williams AMSC USN Ret.


George Detraz, e-mail, 19.08.2010 00:52

During 1959-1961 while stationed at Patuxtant River MD in VR-1 the Navy called it a R5D. I remember that there were two R5D's, one (last three numbers of the BU NO) was 390. According to the craft log book it had carried coal in the Berlin air lift. When we had it it had been completely refurbished to a VIP craft. It was used to carry high ranking Admirals and Sec Navy etc. The other oas numbered 505. It had been bellied in in Greenland, salvaged and we were using it as a cargo plane. I remember on one trip to GITMO Cuba we ran into a storm and lightening hit us and water was running all over the deck inside. We had passangers and cargo on board. The passengers's eyes were wide open. But we made it safetly. As an Aviation Electrician and certified as an Orderly I spent much time airborne in that craft.


Leroy McVay, e-mail, 19.06.2010 17:43

My last flight in a military fixed wing was a Navy R5D / C54. Head up his butt pilot got us into trouble at Sand Point Naval Air Station, Seattle. Made 4 approached to land under GCA rules. Waved off on #1, too far off course. Approach #2 got on deck, too fast for snow covered runway, full power at last moment, rt gear struck drainage ditch, broke right wing, don't know what held it on. Approach #3 waved off, crash equipment not in position. Stayed on on approach #4, rt wing snapped off, slow rolled to right and slid on top. All hands walked down the ceiling to get out, all okay, no injuries. Testiment to Douglas engineers for a very sturdy plane!


John Hancocks, e-mail, 14.05.2010 09:15

BOAC used the Merlin powered Canadair variant (Argonaut) extensively, I flew as a passenger Heathrow/Accra in one, it was a "lollipop special" in that it was packed with boarding school kids myself included, out to visit parents. Somewhere over the French Alps a pillow flight errupted using the head rests, as battle surged back and forth the skipper asked us to resume our seats, we'd upset the aircraft's trim. It was pressurised and we cruised at 18,000 feet as I recall. The aircraft was said to be underpowered...perhaps this was so for one was lost on that route in rather strange circumstances, it was the subject of much speculation. Anyway, the Argonaut had replaced the Handley Page Hermes - a real lemon - so I suppose anything would have been seen as an improvement.


Bud Smith ADCS USN (Ret), e-mail, 08.03.2010 21:46

Was crew chief for USN Project RAINBO at NAS Anacostia then Project RAM at NAS PT MUGU CA. Flew C-54 Buno 90413,
special project A/C with VIP section aft and electronics package fwd section of the A/C. Flew it all over the US and across the Atlantic to Paris for an International Aerospace medical convention circa 1961. Great memories of
duty in a small special project team.


Eddie Stough, e-mail, 22.02.2010 22:00

Berline Airlift 1948-1949 at Frankfort and Wiesbaden, Germany (333rd Troop Carrier Sqdn.)


Don Wilson, e-mail, 07.02.2010 02:53

Another great airplane that I was priveleged to fly for about 1200 hours, including doing the airlift from the British Zone (Celle) to the French Zone airport in Berlin. That was a dirty job (as we flew nothing but COAL) and the poor aircraft were dirty as we. When overhauls were done at Burtonwwood, England, I heard that as much as a ton of coal dust was removed from underneath the floor boards in the belly. Subsequently I flew the C-54 for admin purposes out of Puerto Rico (Ramey AFB) and other assignements. It was a good airplane but as ALL Douglas products, the designers didn't leave much room for the pilots. In that at the gooney I kept bumping my head on the overhead radio controls getting in and out of the pilot's seat!! Then they came along withe the B-29 and 50 that gave us a cockpit with the windshield about five feet ahead and three feet in front of the instrument panel.


Joe Roberts, e-mail, 26.01.2010 02:39

I was radio officer in C-54s 1943 unil end of WW2 Flying Air Transport Command from Miami to India. Crews were employees of Pan American Airways and the planes were government owned We were not in the US Air Force, but wore military style uniforms and in many respects were treated as military. We carried military cargo and personnel from Miamito Natal, Brazil, to Ascension Island, to Accra, Gold Coast, Africa (now Ghana) across Africa to Chabua, eastern India. Pan Amerian flew four flights a day from Miami on this route. US Air Force aircraft took the passengers and cargo from Chabua into China. The C-54 was a beautiful airplane for its time.


Joe ciavardone, e-mail, 15.01.2010 04:34

When I was in the Air Force I was stationed in Alaska at Elemndorf AFB, and was a flight engineer on General Frank Armstrong's VC-54E, he was head of the Alaska Air Command. he was also the man the picture Twelve O"clock High was about.


Roy b, e-mail, 08.01.2010 20:41

Where did RC-54D tail No. 42-72536 go? She was my bird while in GB Lab. I shipped into Det (2) 48th ARS in 61 and a month later we were 54th ARS. SAC was still doing their "broken Arrows", and I would catch a round robin to Pease (home) on a KC-97 back in 62


Jack Wichmann, e-mail, 29.09.2009 21:14

My cousins husband was the stewart on the Sacred Cow with F.D.R. and Harry Truman.His name was Rodrick ROBITAILLE,TECH SGT.


Wouter Hobe, e-mail, 25.09.2009 03:33

I flew as a paseenger from Lisboa to Madrid on Iberia, No pressurized cabin, flying low over the mountains, almost shearing the trees.


Leo Rudnicki, e-mail, 28.08.2009 21:12

Rolls- Royce salesmen were superior to Bristol salesmen. A special model was custom-built for the North Star and it actually worked better than one might presume. The cumulative effect of noise in the pre-rock concert days was not appreciated and attempts to quiet the engines were indeed unsuccessful. Hearing aid sales in later years flourished. A connection???


Steve, e-mail, 28.08.2009 19:03

Postwar, Canadair built a modified version powered by Rolls-Royce Merlins, supposedly to keep some of the money within the sterling area. While politically-inspired industrial offsets are a way of life in the aviation industry, why did they choose the Merlin? The Bristol Hercules offered the same output, and was a less uncomfortably noisy engine. (For the latter, see C.F. Rawnsley's "Night Fighter", in which the flight comfort of the Mosquito was compared unfavorably with that of the Beaufighter on that account.)


Pam Shewan, e-mail, 03.07.2009 23:35

When did Eastern Airlines stop using the DC-4 ? Thanks for your reply ?


ed nowakowski, e-mail, 28.07.2008 22:11

my dad built this c54 at chicago 1942


Mark Grudt, e-mail, 14.03.2008 04:24

When did the last DC-3 and DC-4 roll off their production lines?


Dave Buckerfield, e-mail, 03.05.2007 00:49

Buffalo Airways in the Northweste Territories of Canada still offers daily DC-3 scheduled service and uses DC-4 and DC-6 for cargo and firefighting. The radial engines sound great roaring overhead everyday.


Tom Setcoski, e-mail, 19.12.2006 07:52

Dear Sirs: My Dad was the flight engineer for many years on this plane. Do you know where he can see one, or better yet, fly in one. He's
michigans most decoreated world war 2 vet, he's getting old now,,,. I'am doing a doucumentary, and would love for him to talk inside one near to him.. He lives in Michigan now.... Thanks for your help... Rom


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