It is always admirable to see someone trying to start an operation which they would also enjoy being a part of, but as one who has started up a 3 aircraft JAR operation from scratch, I can offer a few comments,

although as they say free advice is worth what you paid for it 🙂

Number 1, even though it would seem the easy and desirable route would be investor finance, or equity shares, this will invariably lead to failure, so every effort should be made to self fund the key areas of any operation and thereby retain full control.

The main issues would be the EASA (JAR/CAA) compliance of the operation, as 1 DC3 will still be seen as an “airline” and all facets must be in full compliance.
The aircraft must meet all criteria, in terms of pax carrying certification, you will need a certified locking cockpit door, TCAS, FDR, CVR, etc.
(is there even a certified door available for a DC3?)
You will need an AOC and an AMO, (or 3rd party manitenance agreement in place)
You will need all postholders nominated, with contracts in place, or if you choose to try and use an existing AOC, it will need the aircraft to be included in their OPs spec, and you will need an agreement in place.

If you go the new AOC route, bank on and have finance in place to allow for about a year minimum to work through the process.

Also keep in mind you cannot hold a JAR AOC with only 1 aircraft, unless you can show redundancy is already contracted.

You will need to write Parts A,B,C,D, a maintenance manual, an SEP manual, you will need a Safety and monitoring program, you will need flight and ground crew, you will need a “suitable” facility, then there are small items like ground equipment, uniforms, safety cards, Ticketing system, training procedures, etc. etc. etc.
Will you write your operation as VFR or IFR? your route manual must reflect this.
Do not forget insurance, hull, and liability, as even if you choose to operate the aircraft on a sporadic basis, you will need to hold full insurance. It will be very hard to find an agreement which allows nominated days, and reverts to ground in between.
You will have fuel, landing fees, etc, in terms of operational expense,

Unfortunately aviation in Europe is no longer simple, and commercial passenger carrying ops is highly regulated.
It makes little difference between 1 DC3 and 5 747`s, other than how fast the operation burns through money.

Based on my experiences, if you started with 200,000 pounds, and subtract the cost of a DC3 from that, I would think you would run out of money about 2 weeks into the 1+ year process towards gaining operating permission.

It is just not as simple as “getting an aircraft and starting to fly pax to airshows”, not as a commercial operator.

Now saying all this, there may be a way to potentially do this as a privately owned aircraft, which you choose to take friends in to airshows, at your expense in every way, but I would think this would get old pretty fast.

Last, self finance, (did I mention this)

I mean none of the above to be in any way critical. I love vintage aircraft, and no doubt there would be many enthusiasts who would like such an operation.
But, I think that most people would only see a beautiful historic DC3 parked on the grass, but not appreciate the huge expense in cash and hours it took to get it there, and as a result may not be willing to pay what the tickets prices would have to be to make it a viable operation.

If I may add a point to this lengthy discussion,
I believe this entire debate really only relates to one point,

Money.

The actual worth of the aircraft once completed is directly related to its previous “history” or lack of,
So this is really only an issue to the Owner, and the potential new owner.

If we take these two out, and look at it merely for what it is, then perhaps the provenance is secondary, as if it is an exact reproduction in every way, can the enjoyment factor of seeing it be any less to the observer?
You cannot see provenance, and it does not add or detract from the visual excitement of seeing the machine operated, so since the person observing the aircraft, operated in it`s element, who supposedly will not be a benefactor of any sale proceeds what does it matter???

I am sure that some could counter that the “history” makes the display more enjoyable, well I guess that is subjective, but I really do not see how this can be so.

If one walks onto Duxford as a Spitfire makes a low pass, the sight, sound, and atmosphere is identical, whether the aircraft is a new build, restored, or “recreated” example.
To then say the experience was diminished by finding out the aircraft is indeed a new built example, is like your kid saying
“I really liked the taste of that, until I found out it was something I didn’t like”

I believe the only people who actually have a valid say in the provenance issue are the ones spending and getting the money which that Provenance adds.

I have to say, when I see people who have no direct involvement in the ownership of an aircraft stating they
“cannot accept the aircraft as it has no verifiable history, and is a new built aircraft”
my thoughts are, who cares, as your opinion in this matter means exactly nothing to the principles involved.
It is presented as an object, which you can choose to enjoy as an enthusiast, or not.

Bottom line, if you enjoy the aircraft, enjoy it, life is too short to start making value judgments on details which in reality are secondary to your enjoyment factor.
If you are a historian, then focus your energies on actual historic items, if you are a fan of the machine, enjoy them for that, if you are a Spitfire owner or purchaser, do your research and spend wisely.

(I would like to add that this only relates to new built exact reproductions, indiscernible from an original to the observer, reduced scale, wooden, or Allison powered replicas, while each may be a credit to the builder, and beautiful in its own way, need not apply!)

True!
I may have been a little too type specific.

I am guessing with a wingspan of 12 feet, it is either a massive static model, a large RC model,
or the smallest homebuilt ever built 🙂

and since it probably took thousands of hours to build, I would hope for static, hate to see him lose it via a radio glitch!

It still looks amazing, what an achievement in metalworking from the photos.

Bob,
here is a simple reply.
Any accident could be avoided, it just depends to what lengths you want to go to avoid an accident.
not putting on an airshow, not flying the aircraft at all, these steps would certainly minimize the potential of an accident,
what exactly are you looking for?

I see another “Miss Helen” was not so fortunate the other day.
Scale replica in the States,
Pilot was ok,

Sharjah, just next door has a small museum, with a DC 3 and an Anson on display.
It does not take very long to view the entire museum, but it is never busy, and there are some interesting displays.
Dubai has nothing in terms of heritage,
although you can now fly in a Seaplane from the Jebel Ali Marina, doing scenic flights over the world, and the palms.