DC-3 in the JAT fleet - A plane that shaped an era

Written by Veljko Marinković

Today marks the 90th anniversary of the legendary twin-engine DC-3, the most famous aircraft in the world. Few aviation enthusiasts remain indifferent to the mention of the DC-3. The prototype of the Douglas DC-3 (short for “Douglas Commercial”, version No. 3) first flew 90 years ago, on December 17, 1935, from Clover Field Airport near Santa Monica, in sunny California. It became one of the most recognisable aircraft in aviation history, creating a long-lasting impact that has shaped the aviation sector for many years. Its success led to large orders for both civilian and military applications. Between 1936 and 1946, 10,647 DC-3s were produced: 579 for civilian use and 10,048 for military purposes. Additionally, over 4,500 were built under licence in the Soviet Union as the Lisunov Li-2 and around 570 in Japan.

The DC-3 also significantly impacted EX-YU aviation, being the first passenger aircraft in the JAT fleet and laying the groundwork for a subsequent successful era of civil aviation in the former Yugoslavia.

JAT first DC-3 YU-ABB on short finals (Source: Museum of Aviation in Belgrade) » Manufactured in 1942, with serial number 42-93765. During 1944/45, it flew as a military transport aircraft as part of the US Army Air Force in the areas of China, Burma, and India. It was in the JAT fleet until September 12, 1967, when it was damaged on a flight from Sarajevo to Belgrade. It flew a total of 17.649 hours and 24 minutes. The first C-47 aircraft for civil aviation has been preserved and is part of the collection of the Museum at Belgrade Airport

In 1935, American Airlines ordered a Douglas aircraft designed like a train sleeping car for 14 passengers, intended for night routes between the US East and West Coasts. Modifications expanded the passenger cabin, adding another row of seats and increasing capacity to 21 - 14 sleeping berths on the starboard side, including four double-decker and three single-decker berths on the port side. This version, named D.S.T. (Douglas Sleeper Transport), was capable of crossing the US with just two stops. In 1936, further modifications replaced beds with passenger seats, transforming the DC-3 into the first long-distance airliner that could carry a full load of passengers, making transcontinental flights practical. The DC-3 gained notable fame during World War II as a symbol of the Allied effort, and its quality was confirmed after the war when it continued to serve in civilian roles for many years.

In the JAT fleet, the DC-3, together with the Junkers Ju-52, was the first passenger aircraft used by JAT. It was also the most numerous type in the airline’s fleet. After nearly 30 years of service, it was retired, making it one of the longest-operating aircraft to carry the YU markings on its fuselage, after the Boeing 737-300 and DC-9. The DC-3 was introduced in 1947, initially as the C-47 Skytrain, supplied from American military surplus through UNRRA. Yugoslav DC-3s were converted into passenger versions at European factories in Prague and Amsterdam, with about 50 Yugoslav youths volunteering for the work. Between 1947 and 1953, JAT acquired 16 Douglas DC-3/C-47 aircraft, mainly converted from military transport models; only one, YU-ABM, was an original passenger version. The first passenger-version DC-3, YU-ABB, entered service in April 1947 on the Belgrade - Zagreb - Ljubljana route. Later, YU-ABC joined the fleet, followed by YU-ABA.

Boarding time at Podgorica (Titograd, TGD) Airport, JAT YU-ABM » 1960s|

JAT DC-3 YU-ABM at Zurich Airport » The only “real” DC-3 in the JAT fleet with passenger doors on the right side. At the same time, it was one of the first and oldest aircraft of this type to fly in Europe, having been produced in 1937 for the Dutch airline KLM. Upon arrival in the Netherlands, it received the registration number PH-ARB and the name “Buizard”. During the German occupation of the Netherlands, it was transferred to England, flying for BOAC and later the RAF, before returning to KLM after the war. It became part of the JAT fleet in 1953 and remained until 1969, when it was sold to Yemen (4W-ABG)

The DC-3 holds a significant place in the history of EX-YU aviation as the first aircraft to connect Belgrade via Zagreb and Ljubljana with major European capitals, opening routes to Zurich, Munich, Frankfurt, Paris, Vienna, Graz, Prague, Athens, Istanbul, and other cities. The DC-3 was also the first aircraft to open several airports in the former Yugoslavia. For example, YU-ABK was the first passenger aircraft to land at Lesce, Bled Airport, on June 17, 1955, on the route Skopje - Belgrade - Zagreb - Lesce.

The DC-3 served as the backbone of JAT’s domestic and international operations until 1955. Its ability to land on grassy surfaces - common at many Yugoslav airports at the time - and to take off from short runways with built-in stairs, combined with excellent performance, low operating costs, durability, and reliability, enabled JAT to develop an extensive domestic network. This network extended not only to major centres but also to popular tourist destinations such as Vrnjačka Banja, Žabljak, Bled, Herceg Novi, Ohrid, and Dubrovnik. The aircraft facilitated the rapid promotion of air travel and the development of tourism on the Adriatic coast, as well as in spa and mountain regions across the country. For nearly twenty years, these “air mules” carried thousands of passengers across Yugoslavia and beyond.

As reported by Belgrade’s "Ilustrovana politika", it was difficult to find a free seat on DC-3 flights from Dubrovnik to Belgrade during the summer peak period. One August evening, passengers gathered eagerly, awaiting their flight. The distant thunder of engines and trailing smoke signalled the approaching aircraft - the famous DC-3, “Dakota”. It landed in darkness with the engines still running; no time was wasted shutting them down, as the flight was already delayed (as usual). Passengers boarded swiftly while airport staff hurriedly loaded luggage filled with memories of the Adriatic coast. The pilot greeted Dubrovnik airport staff, and the aircraft accelerated quickly, taking off towards Belgrade. The DC-3’s popularity and versatility are reflected in JAT pilots’ testimonies, many of whom asserted that there was no place where the DC-3 could not land or take off.

JAT DC-3 at Split, Skopje, Belgrade, Podgorica, Bled, Podgorica, Dubrovnik (during terminal building construction), old Belgrade Airport (now New Belgrade), Dubrovnik Airport » 1950s and 1960s

DC-3 flights during that period were quite demanding for both crew and passengers. Long journeys involved multiple stopovers. For instance, the route to Paris, JU240/241, established in 1952, saw the DC-3 operating from Belgrade via Zagreb to Munich in ten hours, with the return flight scheduled for the following day. In the first year, not all DC-3s had been converted to passenger versions, so passengers sometimes sat on benches instead of seats. The lack of cabin pressurisation further reduced comfort, particularly when flying over high mountains. JAT stewardesses offered candies such as “Negro”, “Ki-Ki”, or “Bronhi” to help passengers relieve ear discomfort by chewing. Passenger weights had to be recorded before each flight, and weather conditions frequently caused delays or cancellations. Initially, there were no night flights.

Selfie time, 1950s style, with the JAT DC-3

Santa Claus arriving for the 1967 New Year in Belgrade on board a JAT DC-3

In addition to passenger services, JAT operated special DC-3 aircraft (YU-ACA, YU-ACB, YU-ACC, and YU-ACD) configured for cargo transport. These aircraft carried a wide range of goods on domestic and international routes, including standard cargo and the transportation of domestic and wild animals. Unusual shipments of leeches and snails were often transported on flights to France and Austria as part of export trade. The DC-3 also carried medicines and medical equipment from Western Europe that were unavailable locally at the time. Over time, cargo operations became an important source of revenue for JAT, leading to the introduction of the DC-3 (YU-ACD) on its first scheduled cargo service in May 1965, operating twice weekly from Belgrade via Zagreb to Munich. A second cargo route to Zurich followed soon after. Notably, in this anniversary year of EX-YU aviation history, sixty years have passed since the start of scheduled cargo flights.

Beyond freight, DC-3s also operated postal services, transporting mail between Yugoslav cities at night, and played vital roles during natural disasters such as floods and earthquakes, where crews demonstrated exceptional professionalism. In 1951, JAT even operated DC-3 flights as part of an unusual medical initiative to help treat children suffering from whooping cough, which was widespread at the time. Special flights were organised in which the unpressurised DC-3 would circle at approximately 3,500 metres altitude for about thirty minutes. These flights served as auxiliary therapy aimed at alleviating symptoms, and there were documented cases of recovery.

Cargo loading on JAT DC-3 » YU-ACD, part of the JAT fleet from 1950 to 1967 in the cargo variant. The aircraft was sold to Yemen (4W-ABI) and was unfortunately later involved in a crash near Preševo while on a flight from Belgrade, where it was undergoing an overhaul

Toward the end of its operational life, one of JAT’s DC-3s (YU-ACA) was equipped with large cameras and additional equipment at the request of the Photogrammetry Institute, requiring further modifications. When necessary, JAT converted some passenger aircraft into cargo configurations (YU-ABK and YU-ABI). This flexibility allowed the DC-3 “combi” to quickly switch between passenger, mixed passenger-cargo, and full cargo roles. Passengers flying from the Adriatic coast often recalled that the cargo compartment behind the mesh fence frequently carried large quantities of freshly picked, fragrant peaches and pears. The sweet scent filled the cabin, and pilots would humorously announce over the speaker that fruit was not part of the onboard service on that flight. The cargo nevertheless arrived in Belgrade intact.

As mentioned earlier, nearly all DC-3 aircraft in the JAT fleet were converted from military transport to passenger versions. This conversion involved extensive work and enabled a high level of service for its era. The DC-3 was fitted with wide leather passenger seats with adjustable backrests, considered extremely comfortable - by some standards even more so than today’s seating. The cabin featured a 1-2 seating layout across seven rows. Above each seat were built-in shelves for small items and individual ventilation outlets. Ashtrays were integrated into the cabin walls, and the aircraft also featured a small wardrobe and a lavatory. On domestic flights, in-flight service included candies and local brandy - particularly appreciated during turbulence. On international services, passengers were offered a light meal and drinks.

Onboard in-flight service in progress, JAT DC-3 » Children eagerly waiting to board the JAT DC-3 (Source: Museum of Aviation in Belgrade) » JAT DC-3 at Priština Airport after operating a scheduled service from Belgrade

Over many years, JAT’s Maintenance Department mastered the maintenance and overhaul of DC-3 aircraft, engines, and equipment, while also implementing various innovations to improve operations and safety. One notable modification was the production of new, smaller, and lighter seats in JAT’s workshops, inspired by Swissair, which increased capacity from 21 to 28 seats. Extensive cockpit upgrades were also carried out, including the installation of modern radio equipment and an Instrument Landing System (ILS), along with other improvements. The evolution of the DC-3 crew composition reflected both technical progress and organisational changes within JAT. Initially, the crew consisted of six members: two pilots, a radio operator, a mechanic, a stewardess, and an “escort” - a police officer responsible for checking passenger identification during boarding and ensuring security during the flight and safe arrival at the intended destination. Over time, the crew was reduced to three members: a captain, a first officer, and a stewardess.

Maintenance in progress at the old Belgrade Airport » Ljubljana Brnik Airport workers handling luggage, 1963 » JAT YU-ABB in Vienna, 1962 (Source: Austrian Aviation Museum) » Bon voyage! Old Belgrade Airport, JAT DC-3 YU-ABI, 1949

During nearly 30 years of DC-3 operations at JAT, several aircraft were lost in accidents, mainly due to adverse weather conditions and insufficient crew training in the early years. In 1950, DC-3 YU-ABC crashed near Zagreb in heavy fog. The following year, YU-ACC was lost en route to Skopje near the Kačanička Gorge, with no survivors. That same year, YU-ABE made an emergency landing near Munich after a cargo hold fire; thanks to the crew’s prompt actions, all passengers were safely evacuated, and the crew received awards for bravery. In the mid-1960s, two additional accidents occurred: YU-ABH, which struck a mountain after departing Mostar, and YU-ACB, which crashed in New Belgrade during a repositioning flight from the old to the new airport following routine maintenance. The DC-3 also holds the distinction of being the first aircraft hijacked in the history of EX-YU aviation, in 1952. There were also documented cases of aircraft being diverted by JAT pilots, often to Zurich, as some sought political asylum.

JAT DC-3 YU-ABF first landing at the new Tivat Airport, May 1957 » JAT DC-3 at Žabljak’s Durmitor Airport in Montenegro, 1950s » JAT DC-3 opening the new airport in Priština, January 1965

With the arrival of more modern and larger aircraft, such as the Convair in 1955 and the Caravelle in 1963, the DC-3 was gradually relegated to domestic services only. The expansion of airport infrastructure and the growing popularity of air travel eventually led to its withdrawal from regular operations in 1971, after which it was used solely for ad-hoc and cargo flights. Its final flight took place on December 31, 1976. Interestingly, the DC-3 was retired in the same year as JAT’s first jet-powered aircraft. Despite this, its contribution was immense: within the JAT fleet, DC-3s accumulated 216,000 flight hours, covered 65 million kilometres, transported approximately 3.25 million passengers, and carried around 150,000 tonnes of cargo. For many people in Yugoslavia, their very first flight was aboard a JAT DC-3 - a fact that significantly contributed to the aircraft’s enduring popularity.

JAT DC-3 YU-ACB at Ivangrad (Berane) Airport, 1963 » DC-3 YU-ACD at London Heathrow » YU-ACA in Zurich and Munich, 1960s|

JAT promotional posters featuring the DC-3, published during the 1950s » Based on available data, it is assumed that the poster on the right in the top row is the first JAT poster printed in full colour, March 1950

Today, an estimated 150 DC-3 aircraft remain in operation worldwide, primarily in specialised roles such as cargo transport, tourism, heritage and hobby flights, or in modernised versions operating in Antarctica. Its distinctive and timeless design has been immortalised in documentaries, books, and films, cementing its place in aviation history as a symbol of the golden age of flight.

JAT DC-3 YU-ABI alongside its younger and larger “brother”, the wide-body Douglas DC-10, during a promotional event at Belgrade Airport (Source: Museum of Aviation in Belgrade) » YU-ABI is also part of the collection at the Museum at Belgrade Airport

Sources:

• Avijatika magazine, the DC-3, article by Šime Oštrić

• Avijatika magazine, Conversion of the C-47 into a civilian version of the DC-3, article by Đorđe Čistogradov

• JAT inflight magazine: JAT Review and JAT New Review, JAT News • JAT: The story of Yugoslav airlines, Čedomir Janić, Grizelj Jug, Lukač Sergije, 1987

• JAT: A seventy-year-long flight, Kovač Lidija, Simišić, Jovo, Janić, Čedomir, Pršić Milutin, 1997

• JAT: More Than Flying: eight decades of Aeroput and JAT, Simišić Jovo, Janić Čedomir, 2007

• There was once a JAT, Simišić Jovo, 2022,2025

• Yugoslav air traffic 1945-1992, Ilija Kukobat, 2025

• Politika newspapers and magazines

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