Data from:
Civil DC-3 variants - 607
Military C-47 derivatives - 10,047
Licence production in the USSR - 4,937
Licence production in Japan - 487
DST
Douglas Sleeper Transport, the initial variant, 24 passengers during day and fitted out with 16 sleeper accommodation in the cabin for night.
DC-3
Main prewar production variant fitted with 21 passenger seats.
DC-3A
Improved DC-3 with two 1,200 hp (894.84 kW) Pratt & Whitney R-1830-21 radial piston engines.
DC-3B
Improved DC-3 with two 1,100 hp (820.27 kW) Wright R-1820-G101 Cyclone or two 1,200 hp (894.84 kW) Wright R-1820-G202A Cyclone engines.
DC-3C
Designation for ex-military C-47, C-53 and R4D aircraft rebuilt by Douglas Aircraft in 1946 and sold on the civil market.
DC-3D
Designation for 28 additional new aircraft built by Douglas in 1946 for civil airline operation using components from uncompleted USAAF C-117s.
DC-3S
Super DC-3, improved DC-3 with a new wing, tail, and powered by two 1,450 hp (1,081.26 kW) Pratt & Whitney R-2000-D7 or 1,475 hp (1,099.91 kW) Wright R-1820-C9HE Cyclone engines. The five examples were converted by Douglas between 1949 and 1950 from existing DC-3 and R4D airframes.
Lisunov PS-84
Production of a 14-28 seat passenger airliner version in the USSR powered by two 900 hp (671.13 kW) Shvetsov M-62 / 1,000 hp (745.70 kW) Shvetsov ASh-62 engines. With a somewhat smaller span and higher empty weight, it was also equipped with lower-powered engines compared to the DC-3 and the cargo door was transposed to the right side of the fuselage.
C-41A
A single DC-3A (40-070) modified as a VIP transport, powered by two 1,200 hp (895 kW) Pratt & Whitney R-1830-21 radial piston engines, used to fly the Secretary of War. (The Douglas C-41 was not a DC-3 derivative but a modification of a Douglas C-33).
C-48
One former United Air Lines DC-3A impressed.
C-48A
Three impressed DC-3As with 18-seat interiors.
C-48B
Sixteen impressed former United Air Lines DST-As with 16-berth interior used as air ambulances.
C-48C
Sixteen impressed DC-3As with 21-seat interiors.
C-49
Various DC-3 and DST models, 138 impressed into service as C-49, C-49A, C-49B, C-49C, C-49D, C-49E, C-49F, C-49G, C-49H, C-49J, and C-49K.
C-50
Various DC-3 models, 14 impressed as C-50, C-50A, C-50B, C-50C and C-50D.
C-51
One aircraft ordered by Canadian Colonial Airlines impressed into service, had starboard-side door.
C-52
DC-3A aircraft with R-1830 engines, five impressed as C-52, C-52A, C-52B, C-52C and C-52D.
C-68
Two DC-3As impressed with 21-seat interiors.
C-84
1 impressed DC-3B aircraft.
R4D-2
Two Eastern Air Lines DC-3s impressed into USN service as VIP transports, later designated
R4D-2F and later
R4D-2Z.
R4D-4
Ten impressed DC-3s
R4D-4R
Seven impressed DC-3s as staff transports.
R4D-4Q
Radar countermeasures version of R4D-4.
Dakota II
RAF designation for impressed DC-3s
C-47 Skytrain
Initial military version of the DC-3A with seats for 27 troops, 965 built including 12 to the United States Navy as R4D-1.
C-47B with superchargers removed after the war.
Gunship aircraft with three side-firing .30 in (7.62 mm) Minigun machine guns.
Modified cargo variant with space for 27–28 passengers or 18–24 litters.
C-53 Skytrooper
Troop transport version of the C-47.
C-117A Skytrooper
C-47B with 24-seat airline-type interior for staff transport use, 16 built.
YC-129
Super DC-3 prototype for evaluation by USAF re-designated C-47F and later passed to USN as
XR4D-8.
CC-129
Canadian Forces designation for the C-47 (post-1970).
XCG-17
One C-47 tested as a 40-seat troop glider with engines removed and faired over.
R4D
Production aircraft, impressed civil aircraft and aircraft transferred from the USAAF / USAF
Dakota I
RAF designation for the C-47 and R4D-1
Dakota III
RAF designation for the C-47A.
Dakota IV
RAF designation for the C-47B.
Li-2
4,937 DC-3 derived military transport aircraft with defensive armament license-built in the USSR (designation started from 17 September 1942).
L2D
487 License built DC-3s for the IJNAS.
From the early 1950s, some DC-3s were modified to use Rolls-Royce Dart engines, as in the Conroy Turbo Three. Other conversions featured Armstrong Siddeley Mamba and Pratt & Whitney Canada PT6A turbines. Recently a Canadian company has also offered a conversion to PZL Asz-62IT power.
Dart Dakota
Two c-47B Dakotas converted to use the Rolls-Royce Dart turboprop (1,547 ehp) for development of operating procedures by airlines before introduction of BEA's Vickers Viscounts. Acquired from Field Aircraft Services Ltd in 1950 the installations were paid for by the Ministry of Supply. They were flown as G-ALXM
Sir Henry Royce and G-AMDB
Claude Johnson forming the "Dart Development Unit" on adhoc and scheduled freight flights.
A single C-47, G-AMDB (cn 14987/26432) was converted and reverted to piston power after trials and route-proving, serving BEA as a standard "Pionair" until it was sold in 1962.
A single C-47B-1-DK (c/n 25613 / s/n 43-48352 / KJ829), was also converted for use by Rolls-Royce in trials of the 1,540 hp (1,148.38 kW) Rolls-Royce Dart, the aircraft, given the test registration G-37-2 flew with Darts. Sold to Tyne Tees Airways in April 1963 the airframe was scrapped in 1965.
Mamba Dakota
A single C-47 (KJ839) was converted with 1,475 hp (1,099.91 kW) Armstrong Siddeley Mamba turboprop engines, for trials.
DC-3/2000
DC-3 engine conversion done by Airtech Canada, first offered in 1987. Powered by two PZL ASz-62IT radials.
Basler BT-67
DC-3 conversion with a stretched fuselage, strengthened structure, modern avionics, and powered by two Pratt & Whitney Canada PT-6A-67R turboprops.
Conroy Turbo Three
One DC-3 converted by Conroy Aircraft with two Rolls-Royce Dart Mk. 510 turboprop engines.
Conroy Super-Turbo-Three
Same as the Turbo Three but converted from a Super DC-3. One converted.
Conroy Tri-Turbo-Three
Two DC-3s converted by Conroy Aircraft with three Pratt & Whitney Canada PT-6A turboprops. The second aircraft replaced the first which had been severely damaged in a fire.
USAC DC-3 Turbo Express
A turboprop conversion by the United States Aircraft Corporation, fitting Pratt & Whitney Canada PT6A-45R turboprop engines with an extended forward fuselage to maintain center of gravity. First flight of the prototype conversion, (N300TX), was on July 29, 1982.
Basler BT-67
Designation applied to aircraft modified to a Basler BT-67 standard, in some cases designated C-47TP.
BSAS C-47-65ARTP Turbo Dakota
Refit with two Pratt & Whitney Canada PT6A-67R engines and fuselage stretch for the South African Air Force.
BSAS C-47-67RTP Turbo Dakota
Refit with two Pratt & Whitney Canada PT6A-67R engines and fuselage stretch for the South African Air Force.
BSAS C-47-67FTP Turbo Dakota
Refit with two Pratt & Whitney Canada PT6A-67F engines and fuselage stretch for the South African Air Force.
Schafer/AMI -65TP Cargomaster
Dodson International Turbo Dakota DC-3 PT6A-65AR
