Hi people,just to let you know work is progressing, some more sreenshots on the link below.We're getting there slowly.Bye, Rob,And remember: no DC3 without the DC2Visit http://www.avsim.com/hangar/flight/dc2uiver/

Hi Rob,I'm sure this will be a welcome addition to "A Century Of Flight". :) I hope you give us another preview when it's gotten further along! I'd be interested in hearing a few of the differences between the DC-2 and DC-3, but only if you know what they are and feel like telling. ;)Cheers,Jim

Hi,well, there was topic on this question in the simufly classic props forum.This was posted by some DC2 enthousiasts, and I will show you a selection here:The whole reason there ever was a DC-3 is because C.R. Smith of American Airlines wanted a plane wide enough to have 14 sleeper berths so he could replace his Curtiss Condor fleet. AA was already a DC-2 operator, but it just wasn't wide enough to be a sleeper. In the course of a three-hour phone call with Donald Douglas, Smith managed to convice Douglas to build a wider version of the DC-2, which was called the Douglas Sleeper Transport, or DST. When airlines discovered that the 14-passenger DST could be a 21-passenger day plane, the DC-3 was born. (by Christopher Crook)The DC-2 has an elliptic fuselage cross-section as opposed to the circular section of the DC-3, seating only 2 instead of 3 pax per row. The landing lights are in the nose. If you want to distinguish them from a side view, the DC-2 has a much smaller vertical stabilizer with the rudder being larger than the fixed part, and it has a straight leading edge, unlike the fillet at the stabilizer root in the DC-3.(by Volker Boehme)But, to make the whole design simpler, the center section of the DC2 was used in the DC3. It is exactly the same. That's why in wartime China a damaged DC3 could fly on with one DC2 wing attached, to replace the damaged DC3 wing. It was called the DC2 1/2. For the whole story follow the link on my site.There are also differences in the fuelsystem: In the DC3 there are two selectors, to bring fuel to both engine seperately, or cut it off seperately, and a seperate tank selector. In the DC2 there is a tankselector and a selector to send fuel to the engines, or cut one or both off. This is not very fail safe, so it was changed in the configuration used in the DC3 and still today. Also, the mixture lever is different. In the DC3, Idle is when you pull the levers, like the minimum throttle and minimum pitch, down. In the DC2, this is opposite: for minimum throttle and minimum pitch the levers are also pulled down. For idle mixture the levers are pushed up. This can be confusing, and I heard of a DC 2 captain, that he pushed the levers up, to get a ritcher mixture during descent, when the engines stalled. Pulling the levers back brought the engines back to life, but it was a confusing moment. About the tails. As discussed, the DC3 was developed from the DC2. The DC2 had a great lateral stability problem, caused by the small stabilo. That probably is the reason the real Uiver crashed in the Syrian desert in 1934. After that, several different tail designs were tried, including the tail similar to the design that was later implemented in the DC3. I have some info on that, maybe I can post it on my site. (by myself ;-) )Have a look at the whole thread here: (copy and paste)http://www.simufly.com/cgi-local/YaBB/YaBB...470728;start=15Bye, Rob,And remember: no DC3 without the DC2http://www.avsim.com/hangar/flight/dc2uiver/DC2_propspin.gifVisit http://www.avsim.com/hangar/flight/dc2uiver/

HI Rob,Thanks for that description of some of the differences. Very interesting! I must say one thing I noticed when looking at the screenshots of your model was the nostrils on the nose for the landing lights. ;-)Cheers,Jim