james gabbert yacht

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Invader NW Superyacht Fall & Winter PNW Cruising Impact, Top 100 Largest Mega Yacht, Puget Sound to Lake Union, San Francisco Gabbert Entrepreneur with Costa Rican Roots

Invader, Superyacht Owned by: Jim Gabberts, KOFY San Francisco Entrepreneur, in Seattle Ship Canal Passing Trident Seafoods Old Yard

Invader has been an active cruising 164 ft superyacht in the Pacific Northwest this past summer and is now sitting pretty back on Lake Union this Seattle Fall & winter holiday season. M/Y Invader was custom built in 1999 by Italian built Codecasa, her luxury and sophisticated interior and exterior is a Codecasa signature.  Built for beauty and sea strength Invader yacht has a steel hull with an aluminum superstructure with a beam of 9.50m, 31’2″ft, and a 3.10m, 10’2″ft draft. Invader can run at 18 knots flat out with a range of 6000 nm. from her 120,000.00l. fuel tanks, she’s got a need for speed with sound calm cruising.

Superyachts with active cruising owners who visit the Pacific Northwest need to be on sea worthy and sound yachts for our Pacific Northwest ever changing weather conditions as well as – the boss always wants something beautiful. PNW superyachts that enjoy cruising in our channels, seas, bays, sounds and busy marine traffic canals are best when a builder considers ‘brains before beauty.’ It’s always smart and best to cruise on a vessel with an interior and exterior built for PNW at sea conditions and mother nature’s stormy temper.  Chefs on superyachts can attest to giving thanks to smart boat builders who custom build the galley for foul weather conditions; there is nothing like walking into their walk in freezer in rough seas running up hill and still having all their fresh and expensive provisions and custom produce still in its exact stowed position, rather than being all tossed about.

Invader 164ft. Italian Codecasa Built, Gabbert from Bay Area in the PNW Getting a Ballard Bridge Lift in Fall Almost Winter in NW

M/Y Invader features accommodation for up to 14 guests in 2 suites, and capable of carrying up to 10 crew onboard to ensure a relaxed luxury yacht experience. Comfort and luxury apply for guests and hard working crew aboard this very active PNW cruising superyacht.

Superyacht Invader, has been ranked as one of America’s 100 largest yachts, this mega yacht is actively spotted in Seattle waters and the Seattle Ship Canal and on Lake Union for a number of months during spring, summer, fall and winter seasons, between uphill and downhill cruising NW adventures. The 164 foot mega yacht came up from the Bay area where its owner, Jim Gabbert, lives. Gabbert is a well known media mogul, a TV and radio entrepreneur and an accomplished pilot and experienced boater. Gabbert has his own Boeing 757 and another boat, an 87 ft. yacht named M/Y Defiance, when traveling you will usually see him with his dog an Alaskan Malamute.

Invader Superyacht in Seattle, just through Ballard Locks, Jim Gabbert Mega Yacht, Ballard Bridge Lift, Photography by: Salty Dog Boating News, Salty Sea Chick Marine Traffic Pulse PNW to AK

Jim Gabberts stamp on the bay area, has him leading by great example and passing the torch for more time on his superyacht(s) and cruising on M/Y Invader. Craig Coane GM of KOFY says his first phone call after he was hired went out to Gabbert, who consulted with Coane about reviving the station’s offbeat local bay area identity and later agreed to appear on the air from time to time. This has lead to Gabbert being a sort of unofficial ambassador to the station. He offers a steady stream of advice while hosting the station’s popular “Retro Night” on Sundays, where viewers vote which old TV programs should air, and one fan gets to join Gabbert on the couch to introduce the winner.  Currently, Gabbert says he has no financial stake in the station anymore, and does not take a paycheck.

Jim Gabbert’s return to KOFY began with a focus group, conducted years back, nearly a decade after Gabbert and his business partner sold the San Francisco station to Granite Broadcasting for $174 million.  KOFY was in need of a new identity, and General Manager says viewers made it clear they liked the old one. KOFY general manager Craig Coane is quoted for saying, “We learned almost instantly that the KOFY brand was alive in people’s minds,” as a Bay Area native who grew up watching the station. “There were a great many specific memories that kept coming up: the TV-20 dogs … ‘Dance Party’ … Jim Gabbert …” Jim Gabbert is also a dog lover and often travels with his Alaskan Malamute. A fellow dog lover and boater, a sensible and relatable man.

Invader PNW Superyacht, Ballard Bridge Lift Passing Coastal Transportation, Old Trident Yard, Western Towboat, Up the Fremont Cut to Lake Union WA Superyacht Marina, Photography by: Salty Dog Boating News, Salty Sea Chick, The PNW to AK Marine Traffic Pulse!

From Costa Rica to the USA, Jim Gabbert is the son of a diplomat and he got his start as a teenager in the early 50’s selling advertising and DJing at a small station in San Jose, Costa Rica in Central America. After studying engineering at Stanford, Gabbert started his Bay Area broadcasting empire in 1957 with a $2,000 investment in K101. He sold that station and a few others in 8o’s for more than $16 million and bought KOFY, which he owned for 18 years. Not bad for a kid from a tiny Central American tropical country!

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Codecasa Yachts for Sale

Codecasa is a luxury yacht builder based in Viareggio, Italy. The shipyard was established back in 1825 by the shipwright Giovanni Battista Codecasa, from whom the yard takes its name. The Codecasa brand is one of the oldest family-owned shipyards in Italy and is known all over the world for its steel and aluminium motor yachts of between 98 and 230 feet (30 – 70m) in length. Overseeing the construction process personally, Fulvio Codecasa believes a direct relationship with the client to be the most important aspect of a yacht’s successful build, closely followed by a meticulous eye for detail.Codecasa’s highly qualified workforce share Fulvio’s great passion and commitment, and the resulting yachts are testament to their dedication and craftsmanship. The codecasa shipyard itself has benefitted from continuous evolution and expansion. It began life as a small workshop for sailboats before it became the world-renowned yard that it is today. The Codecasa Shipyards Group comprises Ugo Codecasa SpA, Codecasa Tre SpA and Codecasa Due SpA.

History of Codecasa Yachts

The Codecasa Shipyard was established in 1825 by the shipwright Giovanni Battista Codecasa, from whom the yard takes its name. The yard was a family business, passed between generations.

In 1946, with the construction of more than 50 sailing ships to his name, Giovann Battista Codecasa (heir of Giovanni) retired and handed the company to his two sons, Ugo and Sandro. Family values and an inherent Italian flair for style and creativity lie at the core of this company and the Codecasa Shipyard is still run by an heir of the original founder, Fulvio Codecasa (son of Ugo). Fulvio has run the company for over 40 years now, supported by a versatile management team which includes his two daughters and their husbands.

The Codecasa Shipyard has been building luxury motor yachts, constructed in aluminum, since 2010. The most recent superyacht to be completed by the shipyard is the 213-foot (65m) REGINA D’ITALIA. Codecasa were responsible for both her naval architecture and exterior styling, and the interior design was created by M2Atelier.

Yachts built by the Codecasa Shipyard have received many awards, including accolades from RINA (Royal Institution of Naval Architects), Boat International and the World Yachts Trophies.

The Codecasa Ugo and Codecasa Tre shipyards are located in the new harbour of Viareggio, 20 minutes drive from Pisa International Airport. Both sites extend themselves over an identical area of more than 75,000sq.ft (7,000sq.m), 6,000 of which are under permanent cover. At these sites, Codecasa builds boats of 131 feet (40m) up to 295 feet (90m) in steel and/or aluminum.

The Codecasa Due shipyard builds steel/aluminum or entirely aluminum motor yachts of up to 115 feet (35m), and it is located in Darsena Toscana; one of the most ancient Viareggio harbor docks. This site also has facilities for the repair and refit motor and sailing yachts up to 130 feet (40m). Here, Codecasa also build “all weather” rescue boats for the Italian Coast Guard. DR11 is another Codecasa facility and is located in the new Viareggio harbor. This site is devoted to the construction of all-aluminum sports boats, from 115 feet (35m) up to 130 feet (40m). The most recent production site held by the Codecasa Shipyards Group is a new facility which commenced build in 2011 on the Navicelli Dock in Pisa. Here, four identical sheds (26,900 sq.ft / 2,500sq.m each) facilitate the build of hulls and superstructures up to 861 feet (80m) in length.

Codecasa’s custom superyachts are built and brought to life with meticulous care and dedication.

The Codecasa Fleet

The shipyard has a remarkable and diverse portfolio, and is able to offer a wide range of yachts built to the highest standards of quality, technical innovation, reliability and design. It was only within the last 10 years that Codecasa added aluminum-hulled yachts to its product offering, with a range of speedy vessels between 115 and 165 feet (35 – 50m), and these have already proved extremely popular.

Codecasa have built motor yachts in aluminum and steel, and can refit both motor and sailing yachts. Northrop & Johnson can advise on the acquisition of a yacht constructed in either material, and discuss the associated benefits of each.

Whether the design is modern, classic or minimalist every Codecasa yacht is unique. The interior furniture is carefully designed and built to meet with the buyer’s exacting requirements and taste, and only the highest quality finishes and technical standards are used.

Notable yachts in the Codecasa stable include 213-foot (65m) DOUBLE DOWN, and the 2019-launched DRAGOLUNA which is 141 feet (43m).

The Codecasa brand can boast many famous clients, with numerous icons of industry entrusting the shipyard with the creation of their most valuable assets. The list includes Egyptian businessman Mohammed Al-Fayed, media mogul Jim Gabbert and fashion designer Giorgio Armani.

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Bay Area Radio Museum

The bay area radio hall of fame.

The K-101 Era 1968-2000

San francisco, california.

K-101 moved to new studios and offices at 700 Montgomery Street in San Francisco early in 1973, in a pre-1906 earthquake building once occupied by the old Columbia Savings Bank. (The building later housed the law offices of Mayor Joe Alioto and his daughter, Angela Alioto.)

Gabbert’s company, Pacific FM, sold KIOI to San Francisco Broadcasters in October 1980 for $12-million, the record price for an FM station at that time. In August 1983, KIOI was sold again — this time for $12.4-million — to Bay Broadcasting, a subsidiary of Price Communications.

On October 1, 1987, KIOI was sold for $120-million, along with three other stations in the Price Communications stable, to Fairmont Communications. Fairmont filed for Chapter 11 bankruptcy early in 1993, and K-101 became the property of Evergreen Media in a $45-million deal in April 1994. (Evergreen also owned KMEL in San Francisco at that time.)

KIOI moved out of the fabled 700 Montgomery Street facility in 1996, relocating to the fourth floor of 240 Townsend Street in the city’s South of Market district.

In a series of corporate mergers, KIOI owner Evergreen Media was amalgamated into Chancellor Media (1997), then AMFM, Inc. (1999) and Clear Channel Communications (2000).

In November 2000, the station’s legendary K-101 imaging was dropped, with the station rebranded as “Star 101.3 FM.”

K-101 was awarded Legendary Station status by the Bay Area Radio Museum and Hall of Fame in 2020 in recognition of its place in San Francisco broadcasting history.

KIOI (“K-101”) 101.3 FM

2020 barhof legendary station award.

Bill Stone on K-101 (January 25, 1974; two parts):

Bill Stone airchecks courtesy of Michael D’Augelli.

Cliff Saunders on K-101 and KIQI/1010 (March 10, 1974):

KIQI, formerly KSAY, begins simulcasting with co-owned KIOI and testing the AM side’s new stereo transmitter.

The SNACK Benefit Concert on K-101 (March 23, 1975):

IN STEREO! The closing segment of the concert, benefiting SNACK (“Students Need Athletics, Culture and Kicks”), featuring Bob Dylan, Neil Young and members of The Band. Broadcast live on KIOI and KIQI (1010 AM) from foggy, chilly Kezar Stadium and hosted by James Gabbert, with an assist from Stefan Ponek, Claude Hall from Billboard  magazine and Joel Selvin of the  San Francisco Chronicle . Courtesy of Richard Links.

Gary Taylor on K-101 (October 25, 1979):

It’s 1963 on the final broadcast by Gary Taylor from the K-101 Time Machine, recorded for posterity in the Ultimate Radio Bootleg LP series (Volume VI). Note the use of a classic Drake/Johnny Mann “San Francisco Weather” jingle, lifted from KFRC, about four minutes into the recording.

IN STEREO!  Chris Edwards, formerly of  1260/KYA , hosts the K-101 Sunday Night Solid Gold Time Machine, assisted by Bouncin’ Bev (“The Wild Wahini”) and playing plenty of instant requests. Listen for several mentions of K-101’s morning man, Don Gerrard; a reference to the station’s then-owner during a top-of-hour ID (“A service of Price Communications”); and big bunches of kitbashed Chris Edwards jingles from KYA … with the “KYA” call letters creatively excised. Chris later worked on air at KSFO/KYA-FM ( photo here ) and segued into a successful career as a sales executive with Clear Channel and CBS Radio in San Francisco.

IN STEREO!  Bobbie rings in 1988 with K-101’s very first broadcast of the new year.

The first simulcast of K-101 programming on co-owned KNEW, following an Oakland A’s baseball broadcast on the AM side.

A simulcast of K-101 programming on co-owned KNEW.

RELATED EXHIBITS:

• The Complete KPEN Collection
• James Gabbert: KPEN Excursions In Stereo
• The BARD Interview: Terry McGovern

1970s-era   K-101 bumper sticker (at top of page) courtesy of Jay Arnold. Undated K-101 Building photo courtesy of Mike Plott.

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Excellent page I have a KIOI recording of 1992 of 47 minutes, if you like I share it, greetings from Costa Rica

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A Tour of James Gabbert's Yacht

Ras Mikaere Enoch Mc Carty

> Is this where I'm supposed to ask where all da white women at?

>A few years ago he wrote that he "met the boat" wherever it happened to be, >suggesting that he leases it out for special occasions in order to make back >his operating expenses. Once you see this tour you'll agree that it costs a >fortune to maintain it. >

> It is well known that he pilots his own 727. Does he conn his own > yacht as well?

>> It is well known that he pilots his own 727. Does he conn his own >> yacht as well? > >Gabbert has had yachts as long as I can remember. I'm not sure if he ever >leased them out or anything. The ones I remember were the Bravado and the >Defiance. His current one, the Invader, puts him in the big leagues among >rich yacht owners.

No doubt - but does he conn (is he the Master) of the yacht(s) or is he just along for the ride? With the 727 it is well known that he always is in the pilot seat.

spamtrap1888

While Gabbert may have chartered out his boats, often yacht owners hire delivery skippers to, for example, take their boats through the Panama Canal. Then they'll meet the boat somewhere in the Caribbean, perhaps.

> No doubt - but does he conn (is he the Master)  of the yacht(s) or is > he just along for the ride?  With the 727 it is well known that he > always is in the pilot seat. > --

Hey, its a boat with a engine. You just pop the clutch, and peel out. Turn the steering wheel and go... Not too difficult to miss the two towers on the GG Bridge. Nothing like the skills required for sailing across the oceans, or flying a 727.

>Hey, its a boat with a engine. You just pop the clutch, and peel >out. Turn the steering wheel and go... Not too difficult to miss the >two towers on the GG Bridge.

The smiley got lost in the translation ?

Out of curiosity, I tried to see if Gabbert had some sort of commercial mariner's license, on the Coast Guard web site, figuring it would be like looking up a lawyer or barber. But there you need to know either the license number, or the holder's name, date of birth, and last four digits of his SSN.

> No doubt - but does he conn (is he the Master) of the yacht(s) or is > he just along for the ride? With the 727 it is well known that he > always is in the pilot seat.

But then I'd never hear from the experts, correcting my misconceptions.

Endorsements | Keeping up with the Bezoses: Mark Zuckerberg…

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Breaking news, endorsements | california home insurance meltdown worsens as state farm sheds 72,000 policies, endorsements | keeping up with the bezoses: mark zuckerberg buys a super yacht, reports say, a report says that zuckerberg's luxurious new $300 million vessel was originally was commissioned by a russian oligarch who was the target of sanctions imposed after that country's invasion of ukraine.

Given that Mark Zuckerberg enjoys a respectable 16th place on a list of the world’s richest people, he probably figured it was time for him to acquire one of the ultimate status symbols for the mega-wealthy — a super yacht.

A new report from The Sun said that Zuckerberg is now the proud owner of a $300 million vessel that he has christened “Launchpad.” The 387-foot-long vessel, which comes with a helipad and a $30 million companion boat, was seen docked this week at Port Everglades in Fort Lauderdale, Florida, with its unique chrome finish reflecting in the sun.

This purchase shows, among other things, that the Facebook and Meta founder and CEO has branched out from buying islands and building an underground complex to help him survive the apocalypse. Perhaps, he wants to cruise the Mediterranean this summer and be among the moguls who can play host to Leonardo DiCaprio.

The yacht definitely grants him admission to the watery playgrounds of such multibillionaires as Jeff Bezos, Larry Ellison, Bill Gates and any of the Russian oligarchs who haven’t been the target of sanctions imposed by the United States or its allies over Russia’s 2022 invasion of Ukraine.

In fact, Zuckerberg reportedly came by Launchpad due to the misfortunes of one of those oligarchs. The yacht originally was commissioned to be built by Vladimir Potanin, one of Russia’s richest men who is on multiple sanctions list, according to a report by Autoevolution.com , a transportation industry site. The yacht was known as Project 1010, and the shipbuilder in the Netherlands was legally barred from delivering it to Potanin when it was completed in 2022, though Autoevolution also said that Potanin was not the yacht’s actual owner.

It’s not known when or how Zuckerberg acquired the yacht. Autoevolution reported that he had been seen at the Feadship shipyard in the Netherlands in December, showing “a clear interest in Project 1010.”

The Sun reported that the yacht recently received “special permission” to be imported. It has since arrived in the United States, a couple months ahead of Zuckerberg’s 40th birthday on May 14 — which raises the question of whether he meant Launchpad as a birthday gift to himself.

It’s quite a gift: Launchpad can comfortably fit 24 guests aboard. It also requires a crew of 48 and is said to cost $30 million a year for upkeep and usage, according to Superyachtfan.com . But shelling out $30 million for maintenance a year shouldn’t be a problem for Zuckerberg, who reportedly earns between $6 million and $12 million a day, The Sun said.

But as spectacular as Launchpad sounds, super yacht fans might say it’s not as spectacular as Jeff Bezos’s super yacht, Koru. The $500 million sailing vessel features very tall masts, a swimming pool, a helipad and room for a second, smaller yacht. The most noteworthy thing about Koru is that Bezos commissioned a special sculpture to decorate its prow. It’s a “curvaceous winged goddess” that is said to bear a striking resemblance to his fiancee Lauren Sanchez.

The Amazon founder, his wife-to-be and the goddess figurehead spent much of last summer sailing around the Mediterranean, cruising from Spain to Croatia and hosting such famous guests as Katy Perry, Orlando Bloom and Usher. The couple also threw a lavish engagement party off the coast of Positano on Italy’s Amalfi coast, attended by another pack of famous friends, including Kris Jenner, Wendi Murdoch and, yes, Leonardo DiCaprio.

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Project Description

Role:  Passenger & military transport

National Origin: United States

Manufacturer:  Douglas Aircraft Company

First Flight: 1936

Primary User: Commercial Airlines & US Army Air Corps

Number Built: 607

The history of the Douglas C-41 starts long before its creation in 1938. This plane has an extensive backstory that ties it heavily to major military and aviation figures at the forefront of aviation military history. This plane was the catalyst that pushed C-47’s to be the number one cargo and troop carrier of WWII. This unique and historic aircraft was commissioned by General Henry Arnold, and so we begin with his early exploits in aviation.  

General Henry “Hap” Arnold was always at the forefront of military aviation. In 1911 the Wright Brothers trained Arnold. After only a few hours of flight training over the course of several days, he became the second person listed to have received a military aviation license alongside Tommy Milling.  

The army then stationed Arnold at the first military airfield at College Park, Maryland, not far from the nation’s capital. There he trained others to fly for the military and   worked closely with mechanics to help them learn fundamentals as well as nuances of maintaining aircraft. He established several records and received many awards for his aviation accomplishments.  

It was during WWI that Arnold would see the potential for aviation as well as recognize the US military’s lack of power when it came to military aviation. Arnold was one of the few who believed in the military potential for aviation. His leadership would eventually lead to America’s aviation dominance during WWII. His experience in WWI convinced Arnold that future wars could be won in the air.

In 1917 Donald Douglas Sr., the first MIT graduate with an aeronautical degree, was appointed as the Chief Engineer of the Army Signal Corps. Douglas and Arnold   worked side by side at the end of WWI to develop the relatively small Signal Corps. It was during this time that they developed a very close friendship that would last for decades to come.   In 1924, Arnold helped publicize the first US military, around the world flight, and aerial refueling exploits of the Douglas World Cruiser. This solidified the Douglas Aircraft’s reputation for reliable aircraft.

In the late ’30s, as Arnold saw the coming conflict in   Europe escalating, he began pushing for more and more development and military contracts with civilian companies. He was a strong proponent of the long-range bombers and   fighters. In 1935 he was made Assistant Chief of Air Corps and was put in charge of procurement and supply. Arnold was dedicated to making sure that America did not fall behind in aviation as we had in WWI. It was during this time that Arnold saw the need for long-range cargo transport and troop carrier with reliability, speed, and durability. The Douglas DC-3 and its predecessor, the DC-2, were leaders in the field and had both shown amazing potential after only a short time on the market.  

Douglas was also an advocate of the power of America’s Military aviation and saw the need for more America air power. Donald Douglas was not only a very highly regarded engineer and bold entrepreneur, but as World War II approached, he proved to be remarkably perceptive, by saying only a year and a half before Pearl Harbor, that this was the “hour of destiny for American aviation.” He expressed confidence that the industry could meet the need and laid out the methods by which it would transform, from small companies producing aircraft in small batches to making them on a production-line basis. The aircraft industry grew from a distant 41st place among American industries to first place in less than five years. Douglas Aircraft grew from being a small company with 68 employees in 1922 to be the fourth-largest business in the United States.

As WWII approached Douglas and Arnold could both see how aviation and air power would influence the coming conflict. Douglas and Arnold’s close relationship was no doubt a driving factor in Arnold’s commission of a military version of the DC-3. The capability of the DC-2 convinced Arnold of the excellence of the basic transport’s design and construction, and a study of the improved DC-3 enabled the US Army to outline the modifications required for the DC-3’s use as a military transport. These changes included more powerful engines, the strengthening of the rear fuselage and cabin floor, provision of large loading foods, replacement of the airline type interior with utility seats lining the cabin walls, and adoption of a power-plant comprising two R-1830-21 Radials.  

The C-41, as it was later classified, was built by Douglas as DC-3A on 10/20/38, with serial number 2053, and powered by two Pratt R-1830-21 900 HP engines. It was accepted two days later by the U.S. Army Air Corps (USAAC) on 10-22-38 as C-41 sn 38-502 Order Number   AC11137.    

This aircraft was used as a VIP Transport and based at Bolling Army Airfield, Washington D.C. as a part of the 1 st Staff Squadron.   It was originally to be used by Arnolds predecessor Gen. Oscar Westover. Westover, however, died a month after the C-41’s delivery to the Army in a plane crash. After Westover passed, Arnold was promoted to Chief of the Air Corps and the C-41 was used as his personal transport.  

Arnold used this plane to travel across the country to continue building up the power of our Air Corps. In 1941 Douglas and Arnold took the C-41 to a location for duck hunting. It was there on December 7th that Douglas and Arnold got the call about the attack on Pearl Harbor and rushed back to Washington D.C. It was this plane that made the Military’s use of the C-47 so prominent. It because of the close relationship Arnold had with Douglas that in 1943 that Arnold phone Douglas and tell him he needed an order of 300 C-47’s before July of 1944 “no questions asked”.  

In September of 1944, Gen. “Hap” Arnold landed at LaGuardia Airport in the C-41 and had a meeting inside the plane on the runway with Dr. Theodore von Kármán. It was during this meeting that Kármán and Arnold discussed the formation of what would later become the Air Force Scientific Advisory Board. The goal of this group was to take the technologies that the Axis Forces had been working on and advise on projects for Research and Development. This meeting and the subsequent formation of this group lead to the development of jet engines, rockets, and many other advances in aviation technology.  

The C-41 was not only a symbol of the relationship between Douglas Aircraft and the Army Air Corps during the war but it was also the driving force behind the heavy use of the C-47 during the war. As a result of the exemplary nature of the C-41, the C-47 was used heavily during the war and was one of the determining factors at play in the success of D-Day and Operation Overlord including many other major military operations.

After the war, it was sold to Southern Airways and registered as NC15473. Later to CAA as N12 and then to the FAA as N43. It then went on to South East Missouri State University as N54595, then to Otis Spunkmeyer Air as NC41HQ. James Gabbert operated the aircraft out of Oakland CA, and the aircraft is now owned by Mid America Flight Museum located in Mt. Pleasant Texas.    

There is some confusion about this aircraft as there are publications that describe this aircraft to be one based off a Douglas DC-2.   The confusion came from the fact that this aircraft was ordered in the middle of a batch of DC-2/C-39’s. From this aircraft’s extensive background, there is no question this C-41 is most defiantly a variant of a DC-3 and not a DC-2.

In short, only one C-41 was ever built. It was the first Douglas DC-3 variant ever purchased by the US Government.

General characteristics

• Capacity:  21
• Length:  64 ft 8 in (19.7 m)
• Wingspan:  95 ft 2 in (29.0 m)
• Height:  16 ft 11 in (5.16 m)
• Wing area:  987 sq ft (91.7 m²)
• Empty weight:  3,045 lb (1,384 kg)
• Gross weight:  25,199 lb (11,430 kg)
• Fuel capacity:  822 gal. (3736 l)
• Powerplant:  2 × Pratt & Whitney R-1830-75 Twin Wasp 14-cyl. air-cooled two row radial piston engine, 1250 hp (919 kW) each
• Propellers:  3-bladed Hamilton Standard 23E50 series, 11 ft 6 in (3.51 m) diameter

Performance

• Maximum speed:  200 kn; 370 km/h (230 mph) at 8,500 ft (2,590 m)
• Cruise speed:  180 kn; 333 km/h (207 mph)
• Stall speed:  58.2 kn (67 mph; 108 km/h)
• Service ceiling:  23,200 ft (7,100 m)
• Rate of climb:  1,130 ft/min (5.7 m/s)
• Wing loading:  25.5 lb/sq ft (125 kg/m2)
• Power/mass:  0.0952 hp/lb (156.5 W/kg)

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There’s hardly a better way to absorb Moscow’s atmosphere than on a ship sailing up and down the Moskva River. While complicated ticketing, loud music and chilling winds might dampen the anticipated fun, this checklist will help you to enjoy the scenic views and not fall into common tourist traps.

How to find the right boat?

There are plenty of boats and selecting the right one might be challenging. The size of the boat should be your main criteria.

Plenty of small boats cruise the Moskva River, and the most vivid one is this yellow Lay’s-branded boat. Everyone who has ever visited Moscow probably has seen it.

This option might leave a passenger disembarking partially deaf as the merciless Russian pop music blasts onboard. A free spirit, however, will find partying on such a vessel to be an unforgettable and authentic experience that’s almost a metaphor for life in modern Russia: too loud, and sometimes too welcoming. Tickets start at $13 (800 rubles) per person.

Bigger boats offer smoother sailing and tend to attract foreign visitors because of their distinct Soviet aura. Indeed, many of the older vessels must have seen better days. They are still afloat, however, and getting aboard is a unique ‘cultural’ experience. Sometimes the crew might offer lunch or dinner to passengers, but this option must be purchased with the ticket. Here is one such  option  offering dinner for $24 (1,490 rubles).

If you want to travel in style, consider Flotilla Radisson. These large, modern vessels are quite posh, with a cozy restaurant and an attentive crew at your service. Even though the selection of wines and food is modest, these vessels are still much better than other boats.

Surprisingly, the luxurious boats are priced rather modestly, and a single ticket goes for $17-$32 (1,100-2,000 rubles); also expect a reasonable restaurant bill on top.

How to buy tickets?

Women holding photos of ships promise huge discounts to “the young and beautiful,” and give personal invitations for river tours. They sound and look nice, but there’s a small catch: their ticket prices are usually more than those purchased online.

“We bought tickets from street hawkers for 900 rubles each, only to later discover that the other passengers bought their tickets twice as cheap!”  wrote  (in Russian) a disappointed Rostislav on a travel company website.

Nevertheless, buying from street hawkers has one considerable advantage: they personally escort you to the vessel so that you don’t waste time looking for the boat on your own.

Prices start at $13 (800 rubles) for one ride, and for an additional $6.5 (400 rubles) you can purchase an unlimited number of tours on the same boat on any given day.

Flotilla Radisson has official ticket offices at Gorky Park and Hotel Ukraine, but they’re often sold out.

Buying online is an option that might save some cash. Websites such as  this   offer considerable discounts for tickets sold online. On a busy Friday night an online purchase might be the only chance to get a ticket on a Flotilla Radisson boat.

This  website  (in Russian) offers multiple options for short river cruises in and around the city center, including offbeat options such as ‘disco cruises’ and ‘children cruises.’ This other  website  sells tickets online, but doesn’t have an English version. The interface is intuitive, however.

Buying tickets online has its bad points, however. The most common is confusing which pier you should go to and missing your river tour.

“I once bought tickets online to save with the discount that the website offered,” said Igor Shvarkin from Moscow. “The pier was initially marked as ‘Park Kultury,’ but when I arrived it wasn’t easy to find my boat because there were too many there. My guests had to walk a considerable distance before I finally found the vessel that accepted my tickets purchased online,” said the man.

There are two main boarding piers in the city center:  Hotel Ukraine  and  Park Kultury . Always take note of your particular berth when buying tickets online.

Where to sit onboard?

Even on a warm day, the headwind might be chilly for passengers on deck. Make sure you have warm clothes, or that the crew has blankets ready upon request.

The glass-encased hold makes the tour much more comfortable, but not at the expense of having an enjoyable experience.

Getting off the boat requires preparation as well. Ideally, you should be able to disembark on any pier along the way. In reality, passengers never know where the boat’s captain will make the next stop. Street hawkers often tell passengers in advance where they’ll be able to disembark. If you buy tickets online then you’ll have to research it yourself.

There’s a chance that the captain won’t make any stops at all and will take you back to where the tour began, which is the case with Flotilla Radisson. The safest option is to automatically expect that you’ll return to the pier where you started.

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