@ JP, oil was fed to the item and it put out an electrical signal equivalent to the oil pressure. That signal went to the gauge on the instrument panel.

The oil pressure gauges are the two above the four orange warning lights on the bottom of the panel, IIRC.

I have all my notes somewhere, but don't ask me where...

so not totally steam age then

Pure WW2 tech JP...

When you're broken down far from civilisation (be it on the Tundra, in the Outback or a rice paddy in Viet Nam) you don't want to know that you need the latest download from Microsquash to fix what's broken. You want something that will yield to some shade-tree engineering (very often without a single shade-tree in the vicinity) and a little judicious percussive maintenance coupled with colourful language to get you flying back toward that aforementioned civilisation.

J

percussive maintainence lol

No no Jessica.. RAAF pilots wouldn't even THINK about getting their hands dirty fixing an aircraft. That is what rescue crews are for... We are still waitng for a new question....

Who me ?????
Let me think this one over.......

How many registered DC marks of Douglass aircraft company untill DC-3.

I (or wikipedia) make that 17 then the DC-3. Going by first flight.

DT-1 (1921)
DWC (1923)
O-2 (1924)
C-1 (1925)
M-1 (1925)
T2D (1927)
BT-1/BT-2 (1930)
Dolphin (1930)
O-31 (1930)
B-7/O-35 (1931)
XT3D (1931)
DC-1 (1933)
DC-2 (1934)
O-43 (1934)
B-18 Bolo (1935)

TBD Devastator (1935)
O-46 (1936) (first flight in 1935)

DC-3 (1935) 1st flight dec '35

Wow JP!!! That’s some research you’ve done. No I mean just the DC marks. Is it safe to assume that you've given 3 marks: DC-1,2 and 3 ??? In this case, wrong answer.

It would help if I carefully read the question Usual story since I was 6 years old

4 then is my final guess
DC-1, DC-2, DC-2a, DC-2b,


DC-2-153 was turned into XC-32 but I guess those don't count as not DC.

All right lets do this again. DC-1, DC-2, DC-2a, DC-2b, DC-3. That's five...and maybe you 're right, but John Paul, I'm asking marks (that's numbers) not sub types.

I suppose you're not counting the DST?

DC-1
DC-2
Civillian
DC-2
156 civil DC-2s, powered by two Wright GR-1820-F53 Cyclone radial piston engines.
DC-2A
Two civil DC-2s, powered by two Pratt & Whitney R-1690 "Hornet" radial piston engines.
DC-2B
Two DC-2s sold to LOT Polish Airlines, fitted with two 750 hp (560 kW) Bristol Pegasus VI radial piston engines.[3]

Military

Modified DC-2s built for the United States Army Air Corps under several military designations:

XC-32
16-seat transport aircraft, one built,[4] later a flying command post,.
C-32A
Designation for 24 commercial DC-2s impressed at the start of World War II.[4]
C-33
Cargo transport aircraft powered by 750 hp R-1820-25 engines, with larger vertical tail surfaces, a reinforced cabin floor and a large cargo door in the aft fuselage, 18 built.[4]
YC-34
VIP transport, basically similar to XC-32, later designated C-34, two built.[5]
C-38
The first C-33 was modified with a DC-3 style tail section and two Wright R-1820-45 radial piston engines of 975 hp (727 kW) each. Originally designated C-33A but redesignated as prototype for C-39 variant, one built.[6]
C-39
A composite of DC-2 & DC-3 components, with C-33 fuselage and wings and DC-3 type tail, centre-section and undercarriage. Powered by two Wright R-1820-55 radial piston engines, of 975 hp (727 kW) each, 35 built.[7]
C-41
A single aircraft similar to the C-39, but with 1,200 hp (895 kW) Wright R-1820-21 engines, built as a VIP transport for General Hap Arnold, the US Army Air Corps Chief of Staff.[8] (The Douglas C-41A was a VIP version of the DC-3A)[9]
C-42
VIP transport, Powered by two Wright R-1820-53 radial piston engines, of 1,000 hp (746 kW) each, one built in 1939 for the commanding general, GHQ Air Force, plus two similarly-converted C-39s procured in 1943.[9]
R2D
One transport aircraft for the US Navy.
R2D-1
Four transport aircraft for the US Navy.

DC-3

Civilian
DST
Douglas Sleeper Transport, the initial variant, fitted out with sleeper accommodation in the cabin.
DC-3
variant of DST with 21 passenger seats.
DC-3A
Improved DC-3 with two 1,200 hp (895 kW) Pratt & Whitney R-1830-21 radial piston engines.
DC-3B
Improved DC-3 with two Pratt & Whitney R-1820 Cyclone engines.
DC-3S
Super DC-3, improved DC-3 with a new wing, tail, and powered by two Pratt & Whitney R-2000 engines.
DC-3/2000
DC-3 engine conversion done by Airtech Canada, first offered in 1987. Powered by two PZL ASz-62IT radials.[13]
Basler BT-67
DC-3 conversion with a stretched fuselage, strenghtened 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
One DC-3 converted by Conroy Aircraft with three Pratt & Whitney Canada PT-6A turboprops.
LXD1
A single DC-3 supplied for evaluation by the Imperial Japanese Navy Air Service.
Douglas/Showa L2D
487 License built DC-3s for the IJNAS.
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.[14] (The Douglas C-41 was not a DC-3 derivative but a modification of a Douglas C-33.)
Douglas C-47
Production military DC-3A variant.
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.
R4D-8
Several R4Ds converted to Super DC-3 standard.
Lisunov Li-2
4,937 DC-3 derivatives license-built in the USSR
Dakota II
RAF designation for impressed DC-3s

Is that enough??

Warren that's more than enough, and maybe I could add a few more. That's a simple question: how many numbers between DC-1 and DC-3. Jessie just the DC.

A mathemitician would answer "infinite" and be technically correct.

Any more thoughts??

I gave my answer earlier.

Warren I heard about your heroic fellow Ausy airship pilot that gave his life yesterday to save his passengers. RIP.
Anyway back to the question. Actually John Paul is right: there were 4 DC marks until DC3. Obviously there was a fraction somewhere in between.....and one that comes with a great story.

Silly me. How could I forget the DC-2 and one half!!!

http://www.cnac.org/aircraft02.htm

Right on John Paul. What a great story. One of these days it should come out as a hollywood movie.
Lets hear it from you now.

But it wasn't really a seperate model DC was it. Come on JP!!!!

Ok a quickie then. Who or what is the link between these aircraft?

Avro Tudor
Grumman Avenger
Boeing KC-135
Douglas DC-3
Martin Mariner
B-52

They have all blown up in mid-air??