DDA Classic Airlines Douglas DC-3 Dakota Sightseeing Flight From Ostend – Trip Report

On Saturday 25 May 2024, I had the unique opportunity of flying on DDA Classic Airlines Douglas DC-3 Dakota PH-PBA ‘Prinses Amalia’ operating a sightseeing flight from Ostend-Bruges International Airport in Belgium.

Every year between April and November, DDA (Dutch Dakota Association) Classic Airlines offers DC-3 sightseeing flights to the general public, flying from its main base at Amsterdam Airport Schiphol but also from other Dutch airports such as Maastricht Aachen Airport and Groningen Airport Eelde and sometimes even from airport abroad such as Ostend-Bruges International Airport in Belgium. Unfortunately, in early 2024 DDA Classic Airlines announced that 2024 would be the final year of operating passenger sightseeing flights, so this would most probably be my last opportunity to fly on a Douglas DC-3 Dakota.

Here is my detailed trip report, so you can relive this once in a lifetime sightseeing flight with a truly iconic aircraft, the Douglas DC-3 Dakota. So fasten your seatbelt, set the mixtures to auto-rich, lock the tailwheel, increase RPM and enjoy this trip report.

 

Preparations

On Friday 16 February 2024, DDA Classic Airlines announced that it had made the difficult decision of ceasing Douglas DC-3 Dakota passenger sightseeing flights at the end of 2024, marking the end of a forty year period. Although the airline was still healthy and its sole Douglas DC-3 Dakota PH-PBA ’Prinses Amalia’ was in perfect condition, it had come to the conclusion that operating passenger sightseeing flights was no longer a viable operation. Some of the main obstacles were:

• Increased general costs.
• Lack of suitable hangar space.
• Reduction of traffic movements at Amsterdam Airport Schiphol.
• No more availability of aviation gasoline Avgas 100LL (the fuel type used by the Douglas DC-3) in Europe as from 2025, as a direct result of a European import ban on Tetra Ethyl Lead (TEL), one of the necessary components of Avgas 100LL.
• More stringent environmental regulations at many European airports, making it impossible to operate the Douglas DC-3 at these airports.

Taking all of these obstacles into consideration, DDA Classic Airlines had decided that 2024 would be the final year of operating its passenger sightseeing flights. But it would be a special year as 2024 marks the 80th anniversary of D-Day in Normandy, France and also the 80th anniversary of Operation Market Garden in The Netherlands. DDA Classic Airlines planned to operate its Douglas DC-3 Dakota during the commemorations as this specific airframe also flew in 1944 during both historic Allied operations. At the end of September 2024, after the final passenger sightseeing flight and after celebrating the aircraft’s 80th anniversary, DDA Classic Airlines would retire Douglas DC-3 Dakota PH-PBA ‘Prinses Amalia’ and give this magnificent aircraft its well-deserved rest.

Almost twenty years ago I had my very first flight on a Douglas DC-3 Dakota. On Saturday 25 September 2004 I enjoyed a wonderful sightseeing flight with Douglas DC-3 Dakota PH-DDZ ‘Doornroosje’, also operated by the Dutch Dakota Association (the former name of DDA Classic Airlines until 2005). Even though the meteorological conditions that day were far from ideal (it was overcast, cold and quite rainy), it was a wonderful experience and ever since that day in September 2004, I have been hoping that one day I would fly again on a Douglas DC-3 Dakota.

Even though there are still quite a few airworthy Douglas DC-3 aircraft flying today in almost every corner of the world, it seemed that, if I ever wanted to fly on a Douglas DC-3 Dakota again without breaking the bank, I would have to book a ticket for a passenger sightseeing flight this year with DDA Classic Airlines.

On Sunday 18 February 2024 DDA Classic Airlines announced its flying program for 2024. The airline would be operating tens of passenger sightseeing flights with its Douglas DC-3 Dakota from Dutch airports including Amsterdam Airport Schiphol, Rotterdam The Hague Airport, Groningen Airport Eelde and Maastricht Aachen Airport. It would also attend the commemorations of D-Day in Normandy, France and Operation Market Garden in The Netherlands.

Fortunately, the airline announced that it was also planning to operate some sightseeing flights from airports abroad including Ostend-Bruges Airport in Belgium and Lübeck Airport and Airport Weeze, both in Germany. A sightseeing flight from Ostend-Bruges seemed to be the most viable plan, so I checked the flight schedule to see when DDA Classic Airlines would operate these flights and to see if I could book a ticket on any of these flights. The airline was planning to operate three flights from Ostend-Bruges Airport on Saturday 25 May 2024 (excluding a positioning flight from Amsterdam Airport Schiphol to Ostend-Bruges Airport in the morning) and another three flights from Ostend-Bruges Airport on Sunday 26 May 2024 (excluding a positioning flight from Ostend-Bruges Airport back to Amsterdam Airport Schiphol in the evening). There were still enough seats available on all flights except both positioning flights.

The first sightseeing flight on Saturday 25 May 2024 seemed to be the most suitable flight for me. This flight would depart at lunchtime from Ostend, fly via Eernegem, Veldegem and Oostkamp to Bruges, then onwards to Zeebrugge and Blankenberge before arriving at Ostend again thirty minutes later. I did not hesitate and on Wednesday 21 February 2024 I booked a ticket for this flight for EUR 175,00. Maybe not the cheapest fare for a thirty-minute flight, but a real bargain if you ask me for a flight on a Douglas DC-3 Dakota.

So, after I had finalised my booking, this is how the itinerary for my DDA Classic Airlines Douglas DC-3 Dakota sightseeing flight looked like (the flight did not have a flight number at moment of booking, hence it is not mentioned in the itinerary below):

 

Day	From	STD	To	STA	Aircraft Type	Routing
25MAY2024	OST	12:00	OST	12:00	DC-3	Ostend-Eernegem-Veldegem-Oostkamp-Bruges-Zeebrugge-Blankenberge-Ostend

 

I did some research on how to get from my hometown to Ostend-Bruges Airport for the sightseeing flight and back home after the flight. At first, public transport seemed to be the best way to go (i.e take a train from my hometown to Ostend and then take a bus from Ostend to Ostend-Bruges Airport), but unfortunately this itinerary was far from ideal, would take me far too much time and I did not want to risk to miss my sightseeing flight due to a delayed or cancelled train. So eventually I decided to take the car: I would drive from my home to Ostend-Bruges Airport and back home after the flight.

My flight ticket was booked, my travel arrangements were finalised and I could hardly wait for my second sightseeing flight with a Douglas DC-3 Dakota.

 

Seat Reservation

The ticket that I had booked for the sightseeing flight on Saturday 25 May 2024 did not include a pre-selected seat, let alone a window seat. However, I was determined from the beginning to get a window seat during this flight as I this would offer me a great view of the scenery down below without disturbing any other passengers, and would also allow me to make some video footage of the scenery during our flight.

So on Friday 1 March 2024, nine days after I purchased my flight ticket, I sent an email to the reservations department of DDA Classic Airlines to request if it was possible to get a confirmed window seat for my reservation (at an additional cost if necessary).

Less than fifteen minutes later (gotta love the dedication of the people at DDA Classic Airlines, right?), I already got a friendly reply from the DDA Classic Airlines reservations department, but unfortunately it was not the answers I was hoping for. The email stated that they do not allocate seats during the reservation process. The only way to increase my chances of getting a window seat, would be to show up early at the check-in desk. The email also stated that, weather permitting, passengers woul also be allowed to walk freely in the aircraft cabin during the flight to make photos and videos. In order to make photos and videos before and after the sightseeing flight, passengers would need permission from authorised staff or crew members. In a nutshell, I would have to get at the airport early to get a window seat during the check-in process, and hope that we would be allowed to take some photos and make videos of the Douglas DC-3 Dakota PH-PBA ‘Prinses Amalia’ before and/or after the flight. Anyway, all necessary preparations were done and I could hardly wait to board this magnificent piece of engineering.

 

About DDA Classic Airlines

DDA Classic Airlines, probably still known to most of the general public by its former name ‘Dutch Dakota Association’, is a Dutch foundation that aims to preserve and operate classic aircraft, mainly the Douglas DC-3 Dakota. It was founded on 10 March 1982 after and idea of two Transavia pilots (Anne Cor Groeneveld and Gerrit Van Gelder), whose main ambition was to bring a Douglas DC-3 to The Netherlands.

Less than a year later the Dutch Dakota Association had already acquired its first aircraft (which it had found in Finland): a Douglas C-47A-70-DL (a military variant of the Douglas DC-3 Dakota) with s/n 42-100646 and c/n 19109 and constructed in 1942 by Douglas at Long Beach, California, United States of America. In 1943 the aircraft was delivered to the United States Army Air Force. In 1946, after World War 2 had ended, the aircraft moved to Europe and started its commercial life with Finnish Air Lines as OH-LCB. In 1963 it was transferred to the Finnish Air Force as DO-7. In 1976 it was pained as ‘711212’ for the movie ‘A Bridge Too Far’. After the purchase by the Dutch Dakota Association the aircraft was registered as PH-DDA. The first test flight with Douglas DC-3 Dakota PH-DDA was flown on 13 April 1983 and it took another year before the aircraft arrived at Amsterdam Airport Schiphol. By the summer of 1983 the Dutch Dakota Association was granted its certificate of airworthiness.

In 1987 and after a two-year search, the Dutch Dakota Association had acquired its second Douglas DC-3 Dakota in Malta: a Douglas C-47A-80-DL with s/n 43-15288 and c/n 19754. By May 1987 the aircraft was registered as PH-DDZ and arrived at Amsterdam Airport Schiphol. The technical department of the DDA embarked on a mission to fully refurbish the entire aircraft, a project that would eventually take twelve years. In 1989 the Dutch Dakota Association opened its own hangar at Amsterdam Airport Schiphol called ‘Hangar 3’.

In the mid-nineties and after successfully operating the Douglas DC-3 Dakota for quite some years, the DDA acquired two bigger aircraft: a Douglas DC-4 Skymaster and a Douglas C-54 Skymaster. The first aircraft, Douglas DC-4 Skymaster ZS-NUR, arrived in the Netherlands in 1996 and was registered as PH-DDS. The second aircraft, Douglas C-54 Skymaster ZS-IPR, arrived in The Netherlands in 1997 but it never took up its registration of PH-DDY as it never flew again and eventually was sold to the aviation museum Aviodrome in 2003.

On 25 September 1996 disaster struck the Dutch Dakota Association and the entire aviation world as Douglas DC-3 Dakota PH-DDA crashed on a mud-flat near Texel, The Netherlands. The flight crew had reported engine problems and failed to feather the aircraft’s left engine, causing drag and eventually the flight crew lost control of the aircraft. Unfortunately all 32 passengers and crew members lost their lives that tragic day.

In 1998 the Dutch Dakota Association added another aircraft to its operational fleet: Douglas DC-3 Dakota PH-PBA, a former government aircraft. One year later, in May 1999 Douglas DC-3 Dakota PH-DDZ finally reached for the skies after a restoration that took twelve years. The refurbishment works performed on this aircraft were so extensive that at one point a Boeing representative even stated that the last DC-3 was built in The Netherlands. In 2000 the Dutch Dakota Association had to stop its Douglas DC-4 operations and one year later the DDA moved from Hangar 3 to Hangar 2 at Amsterdam Airport Schiphol. In 2003 the Dutch Dakota Association was able to add its aircraft to a JAR-OPS license from partner JetNetherlands, a license which was transferred to AllPlanes BV a few years later.

In 2009 the DDA moved from Amsterdam Airport Schiphol to Lelystad to facilitate a merger with the Aviodrome. However, two years later the Aviodrome ran into financial difficulties and the Dutch Dakota Association had to move back to Amsterdam Airport Schiphol, with KLM providing shelter in Hangar 10. On 30 June 2012 Douglas DC-3 Dakota PH-DDZ ‘Doornroosje’ was grounded for good after an engine replacement was considered too costly. The DDA would continue to operate passenger sightseeing flights with Douglas DC-3 Dakota PH-PBA.

In 2014 the Dutch Dakota Association was awarded its own Air Operator Certificate (AOC) by the Dutch regulator of civil aviation ILT (Inspectie Leefomgeving en Transport). This marked the transfer of all operational responsibilities from AllPlanes BV to the Dutch Dakota Association. On 1 January 2016 KLM ended its partnership with the Dutch Dakota Association. The DDA had to look for new hangar space. Eventually the DDA decided to move back to Lelystad and sold its Douglas DC-3 Dakota PH-DDZ to Aviodrome. In 2019 the Dutch Dakota Association was allowed to operate commercial flights under an AOC, an historic achievement for the DDA. The flying activities are housed in the DDA Flight Support Foundation.

In 2021 and in the middle of a worldwide COVID-19 pandemic, the Dutch Dakota Association moved back from Lelystad to Amsterdam Airport Schiphol and found shelter at JetSupport in Hangar 32. Nevertheless, 2021 was a good year for the Dutch Dakota Association. It was able to operate more and more sightseeing flights each consecutive flying season with high load factors and record-breaking passenger numbers. The 2023 flying season turned out to be the most successful season of the last decade, even though ticket fares had to be increased considerably due to rising costs. The Dutch Dakota Association never operated more sightseeing flights and never flew more passengers than in 2023 (at moment of writing the flying season 2024 is still ongoing).

In early 2024 the Dutch Dakota Association announced that, due to several reasons already mentioned earlier in this trip report, it would have to stop operating passengers sightseeing flights as from 2025. The future did not look bright for the Dutch Dakota Association and all of its employees, volunteers and supporters.

 

About The Douglas DC-3

The Douglas DC-3 (‘Douglas Commercial Three’), nicknamed ‘Dakota’ by the Royal Air Force, is an aircraft that was manufactured by the Douglas Aircraft Company, an American aerospace and defense company based in Southern California. It was originally developed in the early thirties of the 20th century as a larger sleeper version of the Douglas DC-2 to allow transcontinental flights, hence its original name ‘Douglas Sleeper Transport’ or DST. A version with 21 seats instead of the 14-16 sleeping berths was given the designation DC-3.

The Douglas DC-3 made its first flight on 17 December 1935. Less than a year later, on 26 June 1936, American Airlines introduced passengers flights with the DC-3. Eventually, many other airlines would add the Douglas DC-3 to their fleet, including American Airlines, United, TWA but also KLM, Air France, Sabena, Varig and Cathay Pacific.

The Douglas DC-3 is a propeller-driven, low-wing metal monoplane with conventional landing gear. One of the main advantages of the aircraft’s nose-high attitude is that it provides additional ground clearance for the engine propellers. When the Douglas DC-3 was introduced it had many exceptional qualities: it was fast, had a good range, was more reliable than previous aircraft of its kind and had greater passenger comfort. It comes as no surprise that it became a very popular and one of the most iconic aircraft, with over 16.000 passenger, cargo and military transport aircraft produced. Even though the number of active Douglas DC-3 aircraft is dwindling due to expensive maintenance, lack of spare parts and environmental restrictions, dozens of Douglas DC-3 aircraft continue to fly today as cargo or passenger aircraft, such as Douglas DC-3 PH-PBA ‘Prinses Amalia’.

 

Douglas DC-3 Main Characteristics & Performance

Length	19,7 m
Wingspan	29,0 m
Heigth	5,16 m
Wing area	91,7 sqm
Empty weight	7,650 kg
Max gross weight	11,431 kg
Powerplant	2x Pratt & Whitney R-1830-S1C3G Twin Wasp engine, 1.200 hp each.
Crew	2
Capacity	21-32 passengers
Maximum speed	223 kts at 8.500 ft
Cruise speed	183 kts
Range	1.370 nm (maximum range, 1.587 kg payload)
Service ceiling	23.200 ft
Rate of climb	1.140 ft/min

 

 

About Douglas DC-3 Dakota PH-PBA ‘Prinses Amalia’

Douglas DC-3 PH-PBA ‘Prinses Amalia’ was constructed as a Douglas C-47 Skytrain, a military variant of the Douglas DC-3. On 11 January 1944 it left the Douglas Factory and was delivered to the United States Army Air Forces (USAAF) with s/n 42-100971 and c/n 19434.

On 6 June 1944 the aircraft participated in D-Day over Normandy, France, wearing the famous invasion stripes. Five hours before the iconic Allied invasion of Normandy began (Operation Overlord), the aircraft participated in ‘Mission Boston’ (a component element of Operation Neptune, the assault portion of the Allied invasion of Normandy) and dropped paratroopers from the 505th Parachute Infantry Regiment (a unit of the 82nd Airborne Division) over Normandy. Despite the bad weather and German anti-aircraft fire over the area, these veteran paratroopers jumped accurately and captured their objective, the town of Sainte-Mère-Église.

On 17 September 1944 the aircraft participated in Operation Market Garden, an Allied military operation fought in The Netherlands between 17 and 25 September 1944. The aircraft, which was given the name ‘The Squirrel’ on the fuselage next to the cockpit, dropped paratroopers near Arnhem, The Netherlands. This was the first time that the aircraft flew over The Netherlands. On 27 September 1944 the aircraft made its first landing on Dutch soil.

After World War 2, this Douglas C-47 was stored at Oberpfaffenhofen Air Base, an airfield in Bavaria, Germany used by the USAAF from 1945 until the 1950s.

During the winter of 1945, Prince Bernhard of The Netherlands purchased the aircraft after approval by General Dwight D. Eisenhower and on 6 February 1946 Prince Bernhard officially entered the aircraft in the Dutch Aircraft Register with the registration PH-PBA (‘Prins Bernhard Alpha’). The aircraft received the color scheme of Inspector General of the Dutch Armed Forces and was provided with the coat of arms of the Inspector General of the Dutch Armed Forces. To this day, this coat of arms adorns the Douglas DC-3 PH-PBA.

In March 1946 Douglas DC-3 PH-PBA became the very first government aircraft of the Netherlands and a year later it was transferred to the Dutch State. Fifteen years later, in 1961, the DC-3 was replaced by Fokker F-27 Friendship PH-PBF (‘Prins Bernhard Friendship’) and Douglas DC-3 PH-PBA got its new role as a calibration aircraft for the ‘Rijksluchtvaartdienst (the Dutch National Aviation Administration). In 1975 the aircraft was taken out of service and acquired by the Aviodome at Amsterdam Airport Schiphol. The aircraft got a new KLM livery and received the registration PH-TCB.

In 1996 the ‘Stichting Prins Bernard Alpha’ (Prince Bernhard Alpha Foundation or ‘PBA Foundation’) was established and the Douglas DC-3 became property of the PBA Foundation on the initiative of Prince Bernhard himself. The Douglas DC-3  was sent to Air Atlantic in England for restoration. In 1998 and following an extensive restoration program, the aircraft was fully restored and returned to The Netherlands in an airworthy condition. That same year the aircraft was given in loan to the Dutch Dakota Association who had to watch over the condition of the aircraft like a good family man and keep her in airworthy condition.

On 13 November 2006 the partnership with KLM Royal Dutch Airlines was extended and Douglas DC-3 PH-PBA received a new livery: the left side of the aircraft had a pre-war KLM livery and the right side of the aircraft had a classic Air France livery. Less than a year later, in July 2007, KLM Royal Dutch Airlines adopts the aircraft while Luchtverkeersleiding Nederland (LVNL) (the Dutch Air Navigation Service Provider or ANSP) and Amsterdam Airport Schiphol also agree to become sponsors to bear the fixed costs.

Even though the Douglas DC-3 PH-PBA received a new retro fifties KLM livery in December 2010 and was frequently used at KLM events in The Netherlands and abroad, KLM Royal Dutch Airlines decided on 15 March 2016 to end its cooperation with the Dutch Dakota Association. Subsequently, the KLM logo and livery were removed from the aircraft. and a provisional Dutch Dakota Association livery was applied. In January 2018 the aircraft gets its current livery, the colors of the government aircraft with the coat of arms of the Inspector General of the Dutch Armed Forces.

Between late 2019 and early 2020 the aircraft’s wings were disassembled, inspected and reassembled. The aircraft was in excellent flying condition and after a brief storage period because of the worldwide COVID-19 pandemic, the aircraft is given a new home at Jetsupport in Hangar 32 at Amsterdam Schiphol Airport.

Since April 2021, Douglas DC-3 Dakota PH-PBA ‘Prinses Amalia’ has been operating passengers sightseeing flights each year again, roughly between April and November. Unfortunately 2024 will be the final year. The end of an era for DDA Classic Airlines after operating DC-3 passenger sightseeing flights for forty years.

 

Douglas DC-3 Dakota PH-PBA ‘Prinses Amalia’ Specifications

Aircraft	Douglas DC-3 Dakota PH-PBA
Manufacturer	Douglas Aircraft Company
Type	DC-3C-S1C3G
s/n	42-100971
c/n	19434
Name	Prinses Amalia
Delivery date	11 January 1944
Powerplant	2x Pratt & Whitney R-1830-92 Twin Wasp engine, 1.200 hp each with Hamilton Standard Hydromatic propellers.
Former owners / users	USAAF / Prince Bernhard / Rijksluchtvaartdienst
Current owner	PBA Foundation
Current user	DDA Classic Airlines

 

 

DDA Classic Airlines DDA01 OST-OST

On the early morning of Saturday 25 May 2024, I was all packed and ready for the car drive to Ostend. The weather where I live was far from ideal, with (very) low cloud base, low visibility and light rain that had begun the night before and had not stopped since. However, the weather forecast stated that meteorological conditions near the Belgian coast would be better. So I packed my photo equipment and took the car for the drive to Ostend.

As I was abeam Ghent, the weather had not really improved. About half an hour later I was near Bruges, but the weather still hadn’t really improved with low clouds, low visibility and light rain still prevailing (so-called ‘IMC’ or ‘instrument meteorological conditions’). That’s when I started to get a bit worried: if meteorological conditions wouldn’t improve between Bruges and Ostend, the sightseeing flight would probably be operated in far from ideal conditions, if it would be flown at all (I assumed the sightseeing flight would be operated under VFR or ‘visual flight rules’).

At 09:35 I arrived at Ostend-Bruges International Airport and parked my car on the P1 car park (P2 and P3 are long term car parkings). Unfortunately, the weather conditions in Ostend were still poor for a DC-3 sightseeing flight. This was the METAR for Ostend-Bruges International Airport on Saturday 25 May 2024 at 09:20 CEST:

METAR COR EBOS 250720Z 29009KT 6000 -DZ FEW004 BKN008 13/11 Q1018 TEMPO SCT009 BKN012

Wind was coming from the northwest at a speed of 9 knots (29009KT). Overall visibility was great with 6000m visibility (6000). There was a light drizzle (-DZ). There were few clouds at 400 ft above aerodrome level (FEW004) and a layer of broken clouds at 800 ft above aerodrome level (BKN008). Temperature was 13 °C with dew point of 11 °C (13/11). The air pressure at mean sea level was 1018 hPa (Q1018). Conditions were expected to change temporarily within the next two hours (TEMPO) with a layer of scattered clouds at 900 ft above aerodrome level (SCT009) and a layer of broken clouds at 1.200 ft above aerodrome level (BKN012).

 

Honestly, at that time I was wondering why I even bothered to take the car and drive all the way to Ostend. The weather was bad, I was already feeling a bit tired after the drive and a short night sleep, the airport seemed to be desolated and I was afraid the sightseeing flight would have to be cancelled. But I still had some hope, as the weather would slightly improve according to the latest weather forecasts at that time.

Ostend-Bruges International Airport is mainly used for passengers flights operated by TUI Airlines Belgium as well as cargo flights by various operators including Western Global Airlines. During the year the airport also has some football charter flights, military flights, business and general aviation flights as well as training flights by e.g. TUI Airlines Belgium and KLM Royal Dutch Airlines.

I entered the passenger terminal at Ostend-Bruges International Airport and it appeared as if I was the only person in the entire building. The two early morning flights operated by TUI Airlines Belgium (TB1187 to Alicante and TB1071 to Malaga, both with an STD of 06:00) had already left and the next scheduled passenger flights would depart in the early afternoon (TB3131 to Sharm El Sheikh with an STD of 13:45 and TB2349 to Rhodos with an STD of 14:30). So it made sense that basically no passengers or any of their relatives were at the airport right now.

On Wednesday 22 May 2024 I had received an email from DDA Classic Airlines with additional information regarding my sightseeing flight. The email stated that the check-in counter would open 75 minutes before the scheduled departure time and would close 45 minutes before scheduled departure time. As my sightseeing flight was scheduled for 12:00 CEST, this meant that I could expect the check-in counter to open at around 10:45.

At 10:42, after wandering inside the airport terminal building for almost an hour (not entirely sure anymore what I did during that time, except for checking the weather forecast), I started to look at one of the airport FIDS information screens. It was updated and stated that my 12:00 CEST sightseeing flight was expected to leave at 13:00 CEST, a one hour delay. Few moments later it also stated that the next sightseeing flight of the day (scheduled for 14:00 CEST) was expected to leave at 15:00, i.e. also with a one hour delay. The timing for the third sightseeing flight (scheduled for 16:30) remained unchanged.

By 10:45, other passengers for the first sightseeing flight had also arrived in the passenger terminal building of Ostend-Bruges International Airport, so I expected that the check-in counter would open any moment (or not, because of the already expected one hour delay). I was determined to have a (good) window seat, so I was anticipating a fast walk to any of the nine check-in counters. Finally, at 10:59 one of the FIDS information screens announced that check-in counter 1 would be used for the sightseeing flight and the screen above the check-in counter was indeed activated and displayed the logo of DDA Classic Airlines and the flight number ‘DDA01’. Without any hesitation I made my way to check-in counter 1 and I was the first person (and the only one) to stand in line. It appeared that none of the other passengers were in a hurry for their check-in. So eventually it might have been a rather ridiculous sight to be the only one standing right in front of the check-in counter, but I didn’t really mind as the check-in counter would open any moment. Unfortunately, I kept waiting but no agent showed up at the check-in counter and twenty minutes later the screen above the check-in counter went blank again. This wasn’t looking good and I started to get a bit worried, so I decided to make my way to one of the seats in the terminal building again and just keep an eye on the FIDS screens and check-in counter screens.

Around five minutes later, at 11:25, two men showed up, one of them being a DDA Classic Airlines representative and the other being an Ostend-Bruges International Airport authority supervisor. Unfortunately they did not bring good news: Douglas DC-3 Dakota PH-PBA was stuck at Amsterdam Airport Schiphol due to poor meteorological conditions between Amsterdam and Ostend, especially over the Dutch province of Zeeland. The DDA Classic Airlines crew members (including two check-in agents), who apparently had already been on duty since 06:00 in the morning, were not allowed to operate the VFR flight to Ostend under these meteorological conditions (the original plan was that the Douglas DC-3 would arrive at Ostend-Bruges International Airport at 09:30 in the morning). However, there was – at least – some light at the end of the tunnel, as the latest weather expectations predicted a weather improvement in the early afternoon and they were hoping to get the Douglas DC-3 in the air by 11:30. 

After the bad news was announced, the DDA Classic Airlines representative decided to call his colleagues at Amsterdam Airport Schiphol for a latest update of the situation. He was informed by his colleagues that, as per latest weather forecast, the Douglas DC-3 Dakota would probably leave Amsterdam Airport Schiphol not earlier than 12:30 with an estimated arrival time at Ostend-Bruges Airport of 13:00-13:30, at which the check-in counter would probably open. The representative however remained confident that the first sightseeing flight would be operated.

It was clear that I would be stuck at the airport for quite some time. I got out of the airport terminal building to get some fresh air and make some necessary phone calls. Next, I headed to the airport’s only bar-restaurant ‘Belair’ for some lunch. After all it was almost lunchtime and I was starting to get a bit hungry. The airport had gotten a bit more crowded as passengers for the two afternoon TUI Airlines Belgium flights had arrived at the airport and relatives of passengers arriving on the two inbound TUI Airlines Belgium flights had also made their way to Ostend-Bruges International Airport.

The Belair restaurant turned out to be quite crowded (and understaffed) as well, so I was lucky to catch a free table. The single waiter nearly had to run his way through the restaurant to keep pace with all orders (and who almost lost his temper at a given moment). While I was eating my croque monsieur I noticed that a FIDS information screen in the restaurant was now displaying my sightseeing flight with an estimated departure time of 15:00, the second flight with an estimated departure time of 16:00 and the third flight with an estimated departure time of 18:30. In the meantime, the first inbound TUI Airlines Belgium flight, flight TB1072 AGP-OST operated with Boeing 737-8K5 OO-JAQ, had arrived back at Ostend-Bruges International Airport and had parked at stand 206 of Apron 2, the airport’s largest aircraft parking in front of the main terminal building.

After I had finished my lunch and paid the bill, I went back to the check-in zone of the airport’s main terminal building and few moments later I could hear a public service announcement regarding the delayed DDA Classic Airlines sightseeing flights (however, due to the poor acoustics I could not understand a word of the announcement). As there wasn’t anything going on in the check-in zone, I went back to the Belair restaurant for some spotting, as the restaurant offers a great view of Apron 2, mainly used for passenger aircraft. I could see the arrival of the second TUI Airlines Belgium flight, flight TB187 RMU-OST operated with Boeing 737 MAX 8 OO-TMA. The aircraft came to a complete stop on stand 207, just next to OO-JAQ. It occurred to me that something wasn’t really going according to plan with Boeing 737-8K5 OO-JAQ, as there seemed to be a significant fuel spill on the apron, just next to the port wing of the aircraft. The flight crew was walking up and down the stairs, communicating with airport ramp agents and the airport’s fire brigade, who was doing its utmost to clear the fuel spill.

By then, a miracle was in the making as the sun was breaking through the low clouds and I could finally see patches of blue sky. Could it be that the weather was finally improving?

At around 13:37 I moved back to the check-in zone of the airport’s main terminal building and was informed by another passenger of the first sightseeing flight that unfortunately DDA Classic Airlines had decided to cancel the third sightseeing flight of the day. As stated before, the DDA Classic Airlines crew members had already been on duty since 06:00 in the morning, making it impossible for them to operate a (delayed) third flight at the end of the day due to European rules on flight time limitations. I really felt sorry for these passengers, as they were probably being informed at that very moment.

Few minutes later I noticed the DDA Classic Airlines representative sitting at check-in counter 1. He decided to call his colleagues at Amsterdam Airport Schiphol again for a new update on the situation. This time he had some good news and things finally seemed to be on track in The Netherlands. The engines of Douglas DC-3 Dakota PH-PBA ‘Prinses Amalia’ were being warmed up and the aircraft was already near the active departure runway at the airport. The official departure time was 13:30 and the aircraft should be airborne in the next ten minutes. However it would still take about one hour for the aircraft to reach Ostend-Bruges International Airport. After another quick visit to the Belair restaurant to check for any progress on the fuel spillage near OO-JAQ, I was informed just before 14:00 that our Douglas DC-3 Dakota PH-PBA had finally left Amsterdam Airport Schiphol and was on its way to Ostend. YES!!

After a while the DDA Classic Airlines representative informed us that he would be picked up shortly by an airport security officer and that he would go airside to make all necessary preparations for the arrival of the Douglas DC-3 Dakota including the check-in staff. Few moments later the screen above the check-in counter was updated and displayed an estimated check-in time of 14:45.

At 14:54, and nearly five and a half hours later behind schedule, Douglas DC-3 Dakota PH-PBA ‘Prinses Amalia’ finally landed on RWY 26 at Ostend-Bruges International Airport. After a short taxi the iconic Dakota came to a complete stop on Apron 2. The parking brake was set and the two Pratt & Whitney R-1830-92 Twin Wasp engines were shut down . Welcome to Ostend!

About fifteen minutes after the Douglas DC-3 had landed, the two DDA Classic Airlines check-in agents showed up at check-in counter 1 and were greeted by the passengers of the first sightseeing flight, of which some (like me) had already been waiting at the airport for more than five hours. We were kindly welcomed by the check-in agents and they apologised for the significant delay, which was beyond their control. Just a few moments later, all passengers including myself were standing in line for the check-in process. After the first five passengers had checked in for the sightseeing flight, it finally was my turn. I was greeted by the check-in agents and after I showed my ID card and requested a window seat, I received my boarding pass for the sightseeing flight. I was pleased to see I got seat 01D, a front row window seat on the right side of the aircraft.

 

Less than thirty minutes later, at around 15:40, all passengers of the first sightseeing flight of the day had been checked in for the flight, and an airport security officer escorted all passengers to the mandatory security inspection. About five minutes later all passengers had been screened successfully  and it was time to move to the gate. As we walked through the airside zone of the main terminal building I noticed that the passengers for TUI Airlines Belgium flight TB3131 to Sharm el-Sheikh, to be operated with Boeing 737-8K5 OO-JAQ, were still waiting at the gate, two hours after their flight should have departed. Things weren’t looking great for these passengers as it appeared the fuel spill incident was still ongoing.

At 15:46 we were finally outside on the airport tarmac and we were escorted by airport security officers to our Douglas DC-3 Dakota PH-PBA ‘Prinses Amalia’ who seemed to be awaiting us on Apron 2. The local meteorological conditions had improved as the clouds had almost completely disappeared. This was exactly the kind of weather I had been hoping hoping for: calm winds, almost no clouds and nothing but sunshine. This was the METAR for Ostend-Bruges International Airport on Saturday 25 May 2024 at 15:50 CEST:

METAR EBOS 251350Z 29007KT 260V320 9999 FEW009 16/11 Q1017 NOSIG

Wind was coming from the northwest at a speed of 7 knots (29007KT) and variable between 260 and 320 degrees (260V320). Overall visibility was 10 km or more (9999). There were few clouds at 900 ft above aerodrome level (FEW009). Temperature was 16°C with dew point of 11°C (16/11). The air pressure at mean sea level was 1017 hPa (Q1017). No significant changes were expected within the next two hours (NOSIG).

As we arrived at the Douglas DC-3 Dakota PH-PBA ‘Prinses Amalia’, preparations for our sightseeing flight were already in full swing. We were kindly welcomed outside the aircraft by Stephan, the First Officer for our flight and probably one of the younger pilots at DDA Classic Airlines. In fact, he got his Douglas DC-3 type rating only last year after successfully passing his type rating exam on Thursday 29 June 2023. Our Captain for today was Eduard, DDA Classic Airlines’ Flight Operations Manager. Eduard is a retired KLM pilot and former Koninklijke Luchtmacht (Royal Netherlands Air Force) military fighter pilot. He has flown many aircraft types including the Northrop F-5, General Dynamics F-16, Boeing 737 and Boeing 747.

 

After apologising for the significant delay due to unfavourable weather over Rotterdam and Zeeland, our First Officer asked if any of the passengers had already flown on a DC-3. I confirmed that I had already flown twenty years ago on PH-DDZ ‘Doornroosje’, also operated by the Dutch Dakota Association. All passengers began to appreciate the DC-3 for today’s sightseeing flight even more as we got more in-depth explanations on the history of this aircraft by our First Officer.

After the interesting introduction we were invited by the First Officer to take some photos of the aircraft before boarding for our flight. I didn’t want to miss this opportunity so I took my DSLR camera and iPhone to make some additional photos and videos of this classic aircraft. One of the other passengers was kind enough to take some photos of me posing in front of the Douglas DC-3, after which I kindly returned the favour and took some photos of him and his son to depict memories that will probably last for a lifetime.

 

At 16:05, after taking some final pictures of the parked Douglas DC-3 against a backdrop of blue skies, it was time to board the aircraft and get the engines up and running for our sightseeing flight. All passengers boarded the aircraft through the door in the back of the aircraft. Getting into my seat was already an adventure on its own, since the cabin of a Douglas DC-3 is just 2,3 meters wide and 1,8 meter tall. Additionally, as already stated, the Douglas DC-3 has a conventional landing gear, meaning the aircraft cabin is not level when the aircraft is on the ground, so you literally have to walk your way up to get to your seat.

So although it’s not easy for a tall person to walk around in the cabin of a Douglas DC-3 whilst parked on the ground, DDA Classic Airlines have done their utmost to give the cabin interior a basic but comfortable look and feel with standard white panels on the ceiling of the cabin interior, open overhead storage bins and light grey side window panels, blue lower side panels and dark grey carpet. The aircraft is fitted with 18 standard comfortable passenger seats in a dark blue fabric and with a striking red headrest cover. The seats, each fitted a tray table and a storage compartment, are arranged in a 2-2 abreast configuration and are staggered. There is also one additional jump seat for the cabin crew member. The partition wall in front of the cabin features an A4 size information panel with some detailed historical information of this particular Douglas DC-3.

 

Five minutes later, boarding was completed. The door was closed and we were welcomed by our cabin crew member. After the welcome speech we were invited to follow the safety instruction for our Douglas DC-3 Dakota, which even has its own safety card. As usual I put my camera bag on the floor in front of me, but since I was seated in the first row of the cabin and there was no seat in front of me, the cabin crew member kindly requested me if he could stow the camera bag somewhere else. I didn’t mind but after a few moments I recalled that I left my powerbank in the camera bag, so I was hoping that my iPhone battery wouldn’t run dead by the time we got to the runway. After the mandatory safety briefing, the cabin crew member already began his inflight service by making his way through the cabin again and offering each passenger a Dutch peppermint or candy. A very kind gesture.

The Douglas DC-3 Dakota has an open cockpit so the passengers could see and hear the flight crew members making the final preparations before engine startup. At 16:18 the two Pratt & Whitney engines came to life. Looking through the window I could see the spinning propellor of engine two and I also noticed the Ostend-Bruges International Airport Fire Department truck parked close the aircraft, ready to intervene in case anything should go wrong during the engine startup procedure. Fortunately, as expected nothing went wrong and both engines came to life without any problem. The sound of these impressive Pratt & Whitney R-1830-92 Twin Wasp engines is quite unique and of course very different from the jet engine and turboprop sounds we have become used to nowadays. One could really feel the aircraft come to life as the entire fuselage began shaking a bit (although mildly) because of the spinning propellors. What an aircraft…

At 16:26 the parking brake was released and our Douglas DC-3 Dakota began its short taxi to RWY 26 at Ostend-Bruges International Airport. Few minutes later we arrived at the active runway via TWY K3 and TWY A. Before entering RWY 26 the flight crew members did a standard engine run-up test, where the engines are checked by advancing the throttle for each engine separately to about 2350 RPM (revolutions per minute), switching the magnetos between left and right and observe if the RPM drop remains within certain limitations.

After a successful engine run-up test, our Douglas DC-3 Dakota entered RWY 26 and the flight crew members ran the before takeoff checklist. At 16:35 the throttles of our two Pratt & Whitney engines R-1830-92 Twin Wasp engines were advanced to around 2700 RPM and Douglas DC-3 Dakota PH-PBA ‘Prinses Amalia’ started to roll down the runway with a magnificent engine sound. At a certain moment during the takeoff roll I could feel the tail of the aircraft coming up as the wings and horizontal stabilisers started to generate sufficient lift. After a short roll down the runway (we were abeam TWY B1) and with an indicated airspeed of around 85 knots, we took off from RWY 26. As I sat on the right side of the aircraft, I had a good view of the main terminal building at Ostend-Bruges International Airport as well as the North Sea, which became visible in the background.

After about 30 seconds and at an altitude of about 500 ft the flight crew members reduced power and our Douglas DC-3 made a left turn towards the east. Few moments later we had reached 1.000 ft, the cruising altitude for this sightseeing flight. Although the weather had improved significantly during the course of the day, the atmosphere close to the ground still appeared to be quite turbulent as this initial part of the sightseeing flight was rather bumpy. Together with the great sound of those two Pratt & Whitney R-1830-92 Twin Wasp engines, the bumpy ride only added to that unique feeling of being on a real vintage aircraft as opposed to flying onboard a modern Boeing or Airbus (which can still be quite bumpy as well of course).

As we had reached our cruising altitude of 1.000 ft, the cabin crew member announced that passengers were now allowed to stand up in the cabin, move around and even walk towards the front of the aircraft and visit the cockpit of the DC-3. The person in the seat next to me stood up and I followed his good advice. Few moments later I was standing in the cockpit just behind the two flight crew members, who were clearly having a great time flying this magnificent aircraft in VFR conditions over the fields of West Flanders.

 

After enjoying a great view in the cockpit of Douglas DC-3 Dakota PH-PBA ‘Prinses Amalia’, I headed back to my seat so other passengers could also enjoy a cockpit visit. I continued to enjoy the great views outside of the window. By now we were flying abeam Veldegem, and we made a left turn. We continued to fly in a northerly direction, towards Oostkamp and the city of Bruges, one of Europe’s best-preserved cities with a stunning historic city centre. At around 16:45, just ten minutes after takeoff, we were about to fly over Bruges. The flight crew members announced via the PA that initially the passengers on the right side of the aircraft would have good views of Bruges. Then we would make a right turn followed by a left turn, so that passengers on the left side of the aircraft would also be able to enjoy some nice views of Bruges. And indeed, the views we got were simply breathtaking. Flying over Bruges with a 80-year old Douglas DC-3 Dakota at an altitude of 1.000 ft is just stunning. I keep on wondering how it must have looked like from the ground.

After a spectacular flyby of Bruges the flight crew members announced that we would fly in a northeasterly direction towards the city of Knokke near the Belgian coast. In the meantime I continued to enjoy the fabulous views through the one of the thirteen (small) rectangular window of the Douglas DC-3 Dakota.

At around 16:50 we flew over Knokke and made a left turn towards Zeebrugge. The views of the Belgian coastline from 1.000 ft were quite spectacular as well. I also noticed that the turbulence had almost completely disappeared and the flight had become much smoother by now, most probably since we were now flying over water.

 

Five minutes later we had reached the port of Zeebrugge. In the meantime I had already enjoyed another brief visit of the cockpit, offering great views again of the flight crew members at work and the Belgian coastline. After Zeebrugge we made a shallow S-turn to fly over Blankenberge. As I noticed that no other passenger was in the cockpit, I got out of my seat and made my third visit of the cockpit during our sightseeing flight. The flight crew members continued our VFR flight and were already making preparations for the landing back at Ostend-Bruges International Airport.

 

By now our Douglas DC-3 Dakota PH-PBA ‘Prinses Amalia’ was approaching the city of Ostend. The flight crew members announced that we would fly a circle over Ostend so visitors of the maritime festival ‘Oostende voor Anker’ (‘Ostend at Anchor’) (a festival offering a mix of 150 unique ships, music performances and animation) could enjoy the spectacular sound and view of a Douglas DC-3 Dakota flying over their heads. After the flyby of Ostend the flight crew members announced that we would be landing soon. The cabin crew member requested all passengers to return to their seat and fasten the seat belt.

At 17:07 Douglas DC-3 Dakota PH-PBA ‘Prinses Amalia’ made an uneventful landing on RWY 26 at Ostend-Bruges International Landing. We exited the active runway via TWY D1 and two minutes later we came to a complete stop on Apron 2, on the very same spot where we had boarded the DC-3 earlier. The parking brake was set and the two Pratt & Whitney engines R-1830-92 Twin Wasp engines were shut down. The end of a stunning sightseeing flight with an incredible aircraft.

Before leaving the aircraft, each passenger received an official DDA Classic Airlines flight certificate and a DC-3 pin, a very kind gesture by DDA Classic Airlines. Unfortunately, few moments later it was time to disembark the Douglas DC-3 Dakota. We were invited however to make some more photos of the aircraft before walking back to the main terminal building, escorted by airport security officers.

After a great flight I arrived back in the main terminal building and noticed that one of the DDA Classic Airlines check-in agents was selling merchandise  at check-in counter 1 so I decided to buy a DC-3 model and a DDA Classic Airlines cap at a reasonable price of EUR 15,00 each. After this final purchase it was time to go to my car and drive back home. Another great avgeek experience had come to an end.

 

The End Of An Era

Unfortunately, all good things must come to an end. On Wednesday 16 October 2024 DDA Classic Airlines operated its final passenger sightseeing flight with Douglas DC-3 Dakota PH-PBA ‘Prinses Amalia’. The airline invited its active volunteers for one last flight with their DC-3 from Amsterdam Airport Schiphol to Maastricht Aachen Airport and back to Amsterdam Airport Schiphol. After an approved low-level flyby of the ATC tower at the airport, the aircraft made its final landing with passengers. Douglas DC-3 Dakota PH-PBA ‘Prinses Amalia’ received a traditional water salute by the Schiphol Fire Brigade and was welcomed by DDA Classic Airlines ground and cabin crew in uniform. It’s obvious to say this must have been an emotional moment for many volunteers who have worked day and night for many, many years to keep this iconic aircraft airworthy.

Few days later, on Saturday 19 October 2024 during an official event inside Hangar 2 at Amsterdam Airport Schiphol, DDA Classic Airlines unveiled the plans for Douglas DC-3 Dakota PH-PBA ‘Prinses Amalia’. In a surprising move the airline announced that it would transfer the aircraft to Aviodrome, one of Holland’s biggest aerospace museums located at Lelystad Airport. At moment of writing the plan is even to keep the aircraft in an airworthy state (DDA technicians and engineers will also move to Lelystad Airport) and to organise regular sightseeing flights for sponsors and supporters. Let’s hope we will be able to enjoy this magnificent iconic aircraft for many years to come.

 

 

Thank You

I would like to thank DDA Classic Airlines for offering sightseeing flights with a Douglas DC-3 Dakota. I would also like to thank the flight crew and cabin crew members for operating today’s two sightseeing flights. Finally, I would also like to thank all other DDA Classic Airlines crew members and employees involved for enabling the Douglas DC-3 Dakota sightseeing flights as well as Ostend-Bruges International Airport. Thank you!

25 May 2024