The Douglas DC-4E was an American experimental airliner that was developed before World War II . The DC-4E never entered production due to being superseded by an entirely new design, the Douglas DC-4 / C-54 , which proved very successful.
22-529: Many of the aircraft's innovative design features found their way into the Nakajima G5N bomber after the single DC-4E prototype was sold to a Japanese airline and clandestinely dismantled for study by Nakajima at the behest of the Imperial Japanese Navy . The design originated in 1935 from a requirement by United Air Lines . The goal was to develop a much larger and more sophisticated replacement for
44-505: A combination of excessive weight, the unreliability of the Mamori engines and the complexity of the design. Only three more prototypes were completed. In an attempt to salvage the project, two additional airframes were fitted with 1,530 hp Mitsubishi MK4B 12 " Kasei " engines and redesignated G5N2s. Although the Mitsubishi engines were more reliable than the original Mamori 11s, the aircraft
66-532: A minimum distance of 3,000 nmi (5,600 km; 3,500 mi). To meet this requirement, it became apparent a four-engine lay-out would be necessary. As Japanese aircraft manufacturers lacked experience in building such large complex aircraft, the Navy was forced to search for a suitable existing foreign-made model upon which to base the new design. It settled on the American Douglas DC-4E airliner . In 1939
88-697: The Boeing 307 Stratoliner , which was anticipated to be less costly. With a planned day capacity of 42 passengers (13 rows of two or more seats and a central aisle) or 30 as a sleeper transport (like the DST), the DC-4 (as it was then known) would seat twice as many people as the DC-3 and would be the first large aircraft with a nosewheel. Other innovations included auxiliary power units, power-boosted flight controls, alternating current electrical system and air conditioning. Cabin pressurization
110-468: The DC-3 before the first DC-3 had even flown. Such was the initial interest from other airlines, that American Airlines , Eastern Air Lines , Pan American Airways and Transcontinental and Western Air (TWA) joined United, providing $ 100,000 each toward the cost of developing the new aircraft. As cost and complexity rose, Pan American and TWA withdrew their funds in favor of the Boeing 307 Stratoliner , which
132-458: The Douglas DC-4 / C-54 , which proved very successful. Many of the aircraft's innovative design features found their way into the Nakajima G5N bomber after the single DC-4E prototype was sold to a Japanese airline and clandestinely dismantled for study by Nakajima at the behest of the Imperial Japanese Navy . The design originated in 1935 from a requirement by United Air Lines . The goal
154-587: The DC-4E's distinctive triple rudder were included. The DC-4E's retractable tricycle undercarriage was retained, as well as the original wing form and powerplant arrangement. Defensive armament comprised two 20mm Type 99 Model 1 autocannon (one in a power-operated dorsal and one in a tail turret), plus single-mount hand-operated 7.7mm Type 92 machine guns in the nose, ventral and waist positions. The first prototype G5N1 made its maiden flight on 8 April 1941. Overall performance proved disappointingly poor however, due to
176-555: The basis for the unsuccessful G5N bomber. To conceal its fate, the Japanese press reported shortly after its purchase that the DC-4E had crashed in Tokyo Bay . Data from McDonnell Douglas Aircraft since 1920, Vol. 1 General characteristics Performance Related development Aircraft of comparable role, configuration, and era Related lists Nakajima G5N The Nakajima G5N Shinzan ( 深山 , "Deep Mountain")
198-590: The outer pair. The prototype ( NX18100 , s/n 1601) first flew, without incident, on June 7, 1938 from Clover Field in Santa Monica, California , piloted by Carl Cover . Testing issues, however, delayed the Approved Type Certificate until May 5, 1939. It was used by United Air Lines for in-service evaluation during 1939. On June 9, 1939, when the DC-4 was in Dayton, Ohio, along with Carl Cover, Orville Wright
220-418: The outer pair. The prototype ( NX18100 , s/n 1601) first flew, without incident, on June 7, 1938 from Clover Field in Santa Monica, California , piloted by Carl Cover . Testing issues, however, delayed the Approved Type Certificate until May 5, 1939. It was used by United Air Lines for in-service evaluation during 1939. On June 9, 1939, when the DC-4 was in Dayton, Ohio, along with Carl Cover, Orville Wright
242-616: The sole prototype of this airliner (previously rejected by American airline companies) was purchased by Nippon Koku K.K . ( Japan Airlines Co ) and clandestinely handed over to the Nakajima Aircraft Company for dismantling and inspection. The design that emerged from this study was for an all-metal mid-wing monoplane with fabric-covered control surfaces and powered by four 1,870 hp Nakajima NK7A Mamori 11 air-cooled radial engines driving four-bladed propellers. A long ventral bomb-bay, glazed nose and twin tailfins replacing
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#1732844834270264-458: The world (1984) General characteristics Performance Armament Related development Aircraft of comparable role, configuration, and era [REDACTED] Media related to Nakajima G5N Shinzan at Wikimedia Commons Douglas DC-4E The Douglas DC-4E was an American experimental airliner that was developed before World War II . The DC-4E never entered production due to being superseded by an entirely new design,
286-513: Was a four-engined long-range heavy bomber designed and built for the Imperial Japanese Navy prior to World War II . The Navy designation was " Experimental 13-Shi Attack Bomber "; the Allied code name was " Liz ". The Nakajima G5N Shinzan originated due to the Imperial Japanese Navy's interest in developing a long-range attack bomber capable of carrying heavy loads of bombs or torpedoes
308-464: Was a passenger on a flight over the city. Although the aircraft was relatively trouble-free, the complex systems proved to be expensive to maintain and performance was below expectations, especially with an increase in seating to 52 and gross weight to 65,000 lb (29,484 kg). The design was abandoned in favor of a marginally smaller, less-complex four-engined design, with a single vertical fin and 21 ft (6.4 m) shorter wingspan. This newer design
330-463: Was a passenger on a flight over the city. Although the aircraft was relatively trouble-free, the complex systems proved to be expensive to maintain and performance was below expectations, especially with an increase in seating to 52 and gross weight to 65,000 lb (29,484 kg). The design was abandoned in favor of a marginally smaller, less-complex four-engined design, with a single vertical fin and 21 ft (6.4 m) shorter wingspan. This newer design
352-405: Was also designated DC-4 , leading the earlier design to be redesignated DC-4E (E for "experimental"). In late 1939, the DC-4E was sold to Imperial Japanese Airways , which was buying American aircraft for evaluation and technology transfer during this period. At the behest of the Imperial Japanese Navy , the DC-4E was transferred to the Nakajima Aircraft Company and reverse-engineered , becoming
374-405: Was also designated DC-4 , leading the earlier design to be redesignated DC-4E (E for "experimental"). In late 1939, the DC-4E was sold to Imperial Japanese Airways , which was buying American aircraft for evaluation and technology transfer during this period. At the behest of the Imperial Japanese Navy , the DC-4E was transferred to the Nakajima Aircraft Company and reverse-engineered , becoming
396-559: Was also planned for production aircraft. The novel tail with three low vertical stabilizers enabled use of existing hangars and provided sufficient vertical fin area to allow the aircraft to take off with only two engines on one side operating. The wing planform was similar to the DC-3, with a swept leading edge and almost straight trailing edge. The four 1,450 hp (1,080 kW) Pratt & Whitney R-2180-A Twin Hornet 14-cylinder radials were all mounted with noticeable toe-out, particularly
418-510: Was also planned for production aircraft. The novel tail with three low vertical stabilizers enabled use of existing hangars and provided sufficient vertical fin area to allow the aircraft to take off with only two engines on one side operating. The wing planform was similar to the DC-3, with a swept leading edge and almost straight trailing edge. The four 1,450 hp (1,080 kW) Pratt & Whitney R-2180-A Twin Hornet 14-cylinder radials were all mounted with noticeable toe-out, particularly
440-472: Was anticipated to be less costly. With a planned day capacity of 42 passengers (13 rows of two or more seats and a central aisle) or 30 as a sleeper transport (like the DST), the DC-4 (as it was then known) would seat twice as many people as the DC-3 and would be the first large aircraft with a nosewheel. Other innovations included auxiliary power units, power-boosted flight controls, alternating current electrical system and air conditioning. Cabin pressurization
462-481: Was now even more hopelessly underpowered and further development of the type was halted. Of the six completed Shinzans , four were relegated for use as long-range Navy transports under the designation G5N2-L Shinzan-Kai Transport . The Allies allocated the code-name "Liz" to the aircraft, in the expectation it would be used as a bomber. Data from Japanese Aircraft of the Pacific War Famous airplanes of
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#1732844834270484-456: Was to develop a much larger and more sophisticated replacement for the DC-3 before the first DC-3 had even flown. Such was the initial interest from other airlines, that American Airlines , Eastern Air Lines , Pan American Airways and Transcontinental and Western Air (TWA) joined United, providing $ 100,000 each toward the cost of developing the new aircraft. As cost and complexity rose, Pan American and TWA withdrew their funds in favor of
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