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Douglas DC-6

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"DC-6" redirects here. For the Cessna aircraft, seeCessna DC-6.
DC-6
A Douglas DC-6B ofWestern Airlines,Oct 1956
Role Airliner/transport aircraft
Manufacturer Douglas Aircraft Company
First flight 15 February 1946
Introduction March1947withAmerican AirlinesandUnited Airlines
Status In limited service
Primary users Pan American World Airways
Northwest Orient Airlines
Capital Airlines
Everts Air Cargo
Produced 1946–1958
Number built 704
Developed from Douglas DC-4
Developed into Douglas DC-7

TheDouglas DC-6is a piston-poweredairlinerandcargo aircraftbuilt by theDouglas Aircraft Companyfrom 1946 to 1958. Originally intended as amilitary transportnear the end ofWorld War II,Douglas reworked it after the war to compete with theLockheed Constellationin the long-range commercial transport market. Douglas built over 700, and many still fly in cargo, military, andwildfirecontrol roles.

The DC-6 was known as theC-118 LiftmasterinUnited States Air Forceservice and as theR6DinUnited States Navyservice before 1962, after which all U.S. Navy variants were also designated as the C-118.

Design and development[edit]

The prototype Douglas XC-112A which first flew on 15 February 1946, converted to DC-6 standard in 1956 and flown by TASSA of Spain from 1963 until 1965

TheUnited States Army Air Forcescommissioned the DC-6 project as theXC-112in 1944. The Army Air Forces wanted a lengthened,pressurizedversion of the DC-4-basedC-54 Skymastertransport with more powerful engines. By the time the prototype XC-112A flew on 15 February 1946, the war was over, the USAAF had rescinded its requirement, and the aircraft was converted toYC-112A,being sold in 1955.[1]

Douglas Aircraft modified the design into a civil transport 80 in (200 cm) longer than the DC-4. The civil DC-6 first flew on 29 June 1946, being retained by Douglas for testing. The first airline deliveries were toAmerican AirlinesandUnited Airlineson 24 November 1946.[1]A series of inflight fires (including the fatal crash ofUnited Airlines Flight 608) grounded the DC-6 fleet in 1947. The cause was found to be a fuel vent next to the cabin cooling turbine intake; all DC-6s were modified, and the fleet was flying again after four months on the ground.

Operational history[edit]

Passengers alighting from an SAS DC-6: Note the upper row of windows, indicating this was built as the optional sleeper variant of the original-length DC-6
Universal newsreel about the DC-6

In April 1949, United, American, Delta, National, and Braniff were flying DC-6s in the United States. United flew them to Hawaii, Braniff flew them to Rio de Janeiro, and Panagra flew Miami-Buenos Aires; KLM,SAS,and Sabena flew DC-6s across the Atlantic.BCPADC-6s flew Sydney to Vancouver, andPhilippineflew Manila to London and Manila to San Francisco.

Pan Amused DC-6Bs to start transatlantic tourist-class flights in 1952. These were the first DC-6Bs that could gross 107,000 lb (49,000 kg), with CB-17 engines rated at 2,500 hp (1,900 kW) on 108/135 octane fuel. Several European airlines followed with transatlantic services. The DC-6B and C subtypes could often fly nonstop from the eastern US to Europe but needed to refuel in Goose Bay, Labrador, or Gander, Newfoundland, when flying westbound into prevailing westerly winds.[2]

Douglas designed four variants of the DC-6: the basic DC-6, and the longer-fuselage (60 in (150 cm)) higher-gross-weight, longer-range versions—the DC-6A with cargo doors forward and aft of the wing on the left side, with a cargo floor; the DC-6B for passenger work, with passenger doors only and a lighter floor; and the DC-6C convertible, with the two cargo doors and removable passenger seats.

The DC-6B, originally powered byDouble Waspengines with Hamilton Standard 43E60 constant-speed reversing propellers, was regarded as the ultimate piston-engine airliner from the standpoint of ruggedness, reliability, economical operation, and handling qualities.[3]

Similar to the DC-6A, the military version was the USAF C-118 Liftmaster; the USN R6D version used the more powerful R-2800-CB-17 engines. These were later used on the commercial DC-6B to allow international flights.[4]The R6D Navy version (in the late 1950s and early 1960s) had Curtiss Electric constant-speed reversing propellers.[citation needed]

The USAF and USN renewed their interest in the DC-6 during theKorean Warand ordered 167 C-118/R6D aircraft, some of which later found their way to civil airlines.Harry Truman's first presidential aircraft was an Air Force short-fuselage DC-6 which was designatedVC-118,and namedThe Independence.It is preserved in theNational Museum of the United States Air ForceatDayton, Ohio.

Total production of the DC-6 series was 704, including military versions.[5]

In the 1960s two DC-6s were used as transmitter platforms for educational television, based atPurdue University,in a program called theMidwest Program on Airborne Television Instruction.[6]

Many older DC-6s were replaced in airline passenger service from the mid-1950s by theDouglas DC-7,but the simpler, more economical engines in the DC-6 have meant the type has outlived the DC-7, particularly for cargo operations. DC-6/7s surviving into the jet age were replaced in frontline intercontinental passenger service by theBoeing 707andDouglas DC-8.

Basic prices of a new DC-6 in 1946–47 were around £210,000–£230,000 and had risen to £310,000 by 1951. By 1960, used prices were around £175,000 per aircraft.[7]Prices for the DC-6A in 1957–58 were £460,000–£480,000. By 1960, used prices were around £296,000.[7]Equivalent prices for the DC-6B in 1958 were around £500,000. Used prices in 1960 were around £227,000.[7]

From 1977 to 1990, five yellow-painted Douglas DC-6Bs were used aswater bombersinFranceby theSécurité Civile.They were registered F-ZBAC, F-ZBAD, F-ZBAE, F-ZBAP, and F-ZBBU.[8]

Variants[edit]

United Airlines DC-6 at Stapleton Airport, Denver, in September 1966
Northern Air Cargo operated one of only two DC-6s that had been converted to swing-tail configuration
Pan Am DC-6B at London Heathrow in September 1954 on a transatlantic tourist flight
A cross section of the VC-118A showing interior arrangements
XC-112A
United States military designation of an improved version of the C-54 (DC-4); became the prototype DC-6. Eventually designatedYC-112A,pressurized, P&W R-2800-83AM3 engines
DC-6
Initial production variant produced in two versions.
DC-6-1156 a 53- to 68-seat domestic variant with 2,400 hp (1,800 kW) R-2800-CA15 engines
DC-6-1159 a 48- to 64-seat trans-ocean variant with extra crew, increased fuel capacity to 4,722 US gallons (17,870 L), increased takeoff weight to 97,200 lb (44,100 kg) and 2,400 hp (1,800 kW) R-2800-CB16 engines.
DC-6A
Freighter variant; fuselage slightly lengthened from DC-6; fitted with cargo door; some retained cabin windows, while others had windows precluded. Originally called "Liftmaster" as USAF models. The rear cargo door came standard with a built in 4,000 lb (1,800 kg) lift elevator and a Jeep. The Jeep was a public relations stunt and shortly after, was dropped.[9]Slick Airwayswas the first airline to operate the freighter variant in April 1951.[10]
DC-6B
All-passenger variant of DC-6A, without cargo door.
DC-6B-1198A a 60- to 89-seat domestic variant with 2,400 hp (1,800 kW) R-2800-CB16 engines
DC-6B-1225A a 42- to 89-seat trans-ocean variant with an increased fuel capacity to 5,512 US gal (20,870 L), increased takeoff weight to 107,000 lb (49,000 kg) and 2,500 hp (1,900 kW) R-2800-CB17 engines.
DC-6B-ST
Swing tail freighter conversion to the DC-6B done bySabena.Two converted, only one survives currently stored withBuffalo Airways[11]
DC-6C
Convertible cargo/passenger variant.
VC-118
United States military designation for one DC-6 bought as apresidential transportwith special 25-seat interior and 12 beds.[12]
C-118A
Designation of DC-6As for the United States Air Force, 101 built.
VC-118A
C-118As converted as staff transports.
C-118B
R6D-1s redesignated.
VC-118B
R6D-1Zs redesignated.
R6D-1
United States Navy designation for the DC-6A, 65 built.
R6D-1Z
Four R6D-1s converted as staff transports.

Operators[edit]

Main article:List of Douglas DC-6 operators
G-APSA inBritish Eaglescheme
G-APSA displaying at Hamburg

Current operators[edit]

Today, most DC-6s are inactive, stored, or preserved in museums. Several DC-6s fly in northern bush operations in Alaska, while several are based in Europe, and a few are still in operation for small carriers in South America.

  • One DC-6A, G-APSA, is based in the UK and available for private charter. It was painted in British Eagle colours and appeared at many air displays. The aircraft was disassembled in 2018. It had been grounded at Coventry for some time due to wing spar issues, which proved beyond economic repair. The parts of the airframe were taken to the South Wales Aviation Museum in the spring of 2021, where it will be restored and reassembled to go on display.[citation needed]Another DC-6B (G-SIXC ex-Air Atlantique) was converted to a restaurant some years ago but was reported to have closed in 2017.[13]It was also moved to St Athan with G-APSA, but was advertised for sale in August 2021.[14][15]
  • One DC-6B is in use byRed BullinSalzburg,Austria.[16]
  • One DC-6B V5-NCG "Bateleur" was in use withNamibia Commercial Aviation.[17]It was stored and derelict in Windhoek by Jan 2017.[citation needed]
  • As of July 2016,Everts Air Cargoin Alaska operates eleven DC-6s and two C-46s, with several more in storage.[18]Their sister companyEverts Air Fueloperates three DC-6 and two C-46.[19]

Former operators[edit]

Many airlines and air forces from several countries included the DC-6 in their fleets at some point in time; these are further detailed in thelist of Douglas DC-6 operators. In the 1980s, several DC-6Bs were used as fire retardant tankers by Conair Aerial Firefighting of Abbotsford, Canada. Douglas sold the last aircraft to Everts Air Cargo in Fairbanks, AK, in the late 2000s.

Accidents and incidents[edit]

Main article:List of accidents and incidents involving the Douglas DC-6

Surviving aircraft[edit]

As of 2014,147 DC-6s survived, of which 47 were airworthy; several were preserved in museums.

VC-118
On Display
Harry Truman's VC-118,The Independence
VC-118A
On Display
VC-118B
On Display
C-118A
On Display
Flying
On Display
  • C/N 45550 is displayed atCoventry AirportatBaginton, United Kingdom.Built in September 1958, this aircraft spent most of its life in Southeast Asia, and after serving with the CIA and Royal Air Lao, Air Atlantique Group bought it in 1987. Its last commercial flight was on 26 October 2004. It was featured in the 2006 James Bond filmCasino Royale.No longer flying, it was converted into a static restaurant at Coventry airport, the "DC-6 Diner".[25]
In Storage
On Display
  • Everts Air Cargo retired the DC-6A N6174C "Good Grief" on 2 October 2016, after it made the final flight from Anchorage toChena Hot Springs,concluding its 62-year flight career.
  • A Republic of China Air Force DC-6B 18351 "Chung Mei" served as presidential aircraft from 1949 to December 1972 and army general aircraft until retired in December 1978, is parked atRepublic of China Air Force Museum.

Specifications[edit]

Douglas DC-6
Douglas DC-6
Comparison of models[27][28]
Variant DC-6 DC-6A DC-6B
Crew Three to four
Capacity 48-68 passengers 28,188 lb (12,786 kg) of cargo 42-89 passengers
Length 100 ft 7 in (30.66 m) 105 ft 7 in (32.18 m)
Wingspan 117 ft 6 in (35.81 m)
Height 28 ft 5 in (8.66 m)
Wing area 1,463 sq ft (135.9 m2)
Empty weight 52,567 lb (23,844 kg) 45,862 lb (20,803 kg) 55,357 lb (25,110 kg)
Max takeoff weight 97,200 lb (44,100 kg) 107,200 lb (48,600 kg) 107,000 lb (49,000 kg)
Powerplant (4x) Pratt & Whitney R-2800-CA15
"Double Wasp" radial engine,
2,400 hp (1,800 kW) with
water injection each		 Pratt & Whitney R-2800-CB16
"Double Wasp" radial engine,
2,400 hp (1,800 kW) with
water injection each		 Pratt & Whitney R-2800-CB17
"Double Wasp" radial engine,
2,500 hp (1,900 kW) with
water injection each
Propellers Hamilton Standard43E60 "Hydromatic" constant-speed props with autofeather and reverse thrust
Cruise speed 311 mph (501 km/h) 315 mph (507 km/h)
Fuel capacity 4,260 US gal (16,100 L)
4,722 US gal (17,870 L)		 up to 5,512 US gal (20,870 L)
Range 3,983 nmi (7,377 km) 2,948 nmi (5,460 km) Max payload
4,317 nmi (7,995 km) Max fuel		 2,610 nmi (4,830 km) Max payload
4,100 nmi (7,600 km) Max fuel
Service ceiling 21,900 ft (6,700 m) 25,000 ft (7,600 m)
Rate of climb 1,070 ft/min (330 m/min)


See also[edit]

Related development

Aircraft of comparable role, configuration, and era

Related lists

References[edit]

Notes[edit]

  1. ^abRoach & Eastwood, 2007, p. 273.
  2. ^""No Goose - No Gander." Propliners' Crowning Achievement "".panam.org.Archivedfrom the original on May 19, 2019.RetrievedAugust 6,2019.
  3. ^Winchester 2004, pp. 130–131.
  4. ^Winchester 2004, p. 131.
  5. ^"Boeing History: DC-6/C-118A Liftmaster Transport".Boeing.Archived fromthe originalon October 18, 2011.RetrievedOctober 3,2011.
  6. ^"The Way We Were... Education on the Fly".ait.net.Archived fromthe originalon June 1, 2008.RetrievedOctober 17,2010.
  7. ^abc"Douglas: DC-6".Flight.18 November 1960. pp. 799–800.Retrieved27 October2012.
  8. ^"netpompiers - Douglas DC-6B".netpompiers.fr(in French).
  9. ^"Jeep and Elevator Fly With Liftmaster".Popular Mechanics.Hearst Magazines. February 1950. p. 111.
  10. ^David H. Stringer (November 2022). "Flying Freight: The Development Of America's All-Cargo Airlines".Airways.Vol. 29, no. 8 #306. Airways Publishing, LLC. p. 52.
  11. ^"Douglas DC-6."Century Of Flight,2003.
  12. ^"DOUGLAS VC-118A LIFTMASTER".pimaair.org.Archived fromthe originalon 2015-01-30.Retrieved2015-01-30.
  13. ^"Cloudmaster".thedc6.Archived from the original on 25 July 2018.{{cite web}}:CS1 maint: unfit URL (link)
  14. ^"DC6s on Their Way To South Wales".
  15. ^"DC6 For Sale".
  16. ^Flying Bulls DC-6 - Restoration of a Diva,retrieved2021-11-27
  17. ^"DC-6/C-118 in Africa: Individual aircraft history".The Douglas DC-6 Association of South Africa.Retrieved2021-11-27.
  18. ^"Everts Air Cargo fleet list".aerotransport.org.
  19. ^"Everts Air Fuel fleet list".aerotransport.org.
  20. ^"Factsheets: Douglas VC-118 'Independence'".Archived fromthe originalon December 23, 2011.National Museum of the United States Air Force,June 19, 2006. Retrieved: 26 January 2012.
  21. ^"Aircraft by Name: Liftmaster".Archived fromthe originalon January 30, 2015.RetrievedJanuary 30,2015.
  22. ^"Airmen Restore Aircraft Used by Elvis Presley".elvis.June 22, 2011. Archived fromthe originalon September 28, 2011.RetrievedAugust 18,2011.
  23. ^"Outdoor Exhibits - C-118A" Liftmaster "".National Jimmy Doolittle Air & Space Museum.Archived fromthe originalon September 21, 2013.RetrievedSeptember 20,2013.
  24. ^ab"DOUGLAS DC-6B, Reg. OE-LDM (ex N996DM)".Flying Bulls.Retrieved27 November2011.
  25. ^"DC-6 Diner".airbasecoventry.Archived from the original on 2011-11-24.RetrievedNovember 23,2011.{{cite web}}:CS1 maint: unfit URL (link)
  26. ^Lozano, Esteban (18 March 2011)."VOLANDO SOBRE EL ESPACIO AEREO DE CLO".spottingcali.blogspot.Retrieved17 October2014.
  27. ^"Douglas DC-6".airliners.net.RetrievedMarch 20,2006.
  28. ^"Douglas DC-6A".American Museum Of Aviation.RetrievedSeptember 13,2011.

Bibliography[edit]

  • Pearcy, Arthur.Douglas Propliners: DC-1–DC-7.Shrewsbury, UK: Airlife Publishing, 1995.ISBN1-85310-261-X.
  • Roach, J and Eastwood A.B.,Piston Engined Airliner Production List,2007, The Aviation Hobby Shop
  • United States Air Force Museum Guidebook.Wright-Patterson AFB, Ohio; Air Force Museum Foundation, 1975.
  • Whittle, John A.The Douglas DC-6 and DC-7 Series.Tonbridge, Kent, UK: Air Britain (Historians) Ltd., 1971.
  • Winchester, Jim, ed. "Douglas DC-6".Civil Aircraft(The Aviation Factfile). London: Grange Books plc, 2004.ISBN1-84013-642-1.
  • Yenne, Bill.McDonnell Douglas: A Tale of Two Giants.Greenwich, Connecticut: Bison Books, 1985.ISBN0-517-44287-6.

External links[edit]

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