Douglas DC-6

Douglas DC-6
DC-6
Douglas DC-6B of Swiss airline Balair in 1976
Role Airliner/transport aircraft
Manufacturer Douglas Aircraft Company
First flight February 15, 1946
Introduction March 1947
Status in use
Primary users Pan American World Airways
Northwest Orient
Capital Airlines
Delta Airlines
Produced 1946 - 1958
Number built 704
Developed from Douglas DC-4
Variants Douglas DC-7

The Douglas DC-6 is a piston-powered airliner and transport aircraft built by the Douglas Aircraft Company from 1946 to 1958. Originally intended as a military transport near the end of World War II, it was reworked after the war to compete with the Lockheed Constellation in the long-range commercial transport market. More than 700 were built and many still fly today in cargo, military and wildfire control roles.

The DC-6 was known as the C-118 Liftmaster in United States Air Force service and as the R6D in United States Navy service prior to 1962 after which all U.S. Navy variants were also designated as the C-118.

Contents

Design and development

The United States Army Air Forces commissioned the DC-6 project as the XC-112 in 1944. The Air Force wanted an expanded, pressurized version of the popular C-54 Skymaster transport with improved engines. By the time the XC-112 flew the war was over and the USAAF had rescinded its requirement.

Douglas converted its prototype into a civil transport (redesignated YC-112A, having significant differences from subsequent production DC-6 aircraft) and delivered the first production DC-6 in March 1947. However, a series of mysterious inflight fires (including the fatal crash of United Airlines Flight 608) grounded the DC-6 fleet later that year. The cause was found to be a fuel vent located adjacent to the cabin cooling turbine intake. All DC-6s in service were modified to correct the problem, and the fleet was flying again after just four months on the ground.

Operational history

Passengers deplaning 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
Sabena DC-6B arriving at Manchester in 1955 after a non-stop scheduled passenger flight from New York
Universal Newsreel about the DC-6

Pan Am used a fleet of DC-6B aircraft to inaugurate its first trans-Atlantic tourist class flights, starting in 1952. Several European airlines quickly followed with their own transatlantic services. The DC-6A/B/C sub-types were capable of non-stop commercial flights from the eastern US to Europe but normally needed to refuel in Newfoundland when westbound against the prevailing headwinds.

Douglas designed four basic variants of the DC-6: the basic DC-6, and the longer fuselage, higher-gross-weight, longer range versions—the DC-6A with large cargo doors forward and aft of the wing on the port (left hand side) with a cargo floor; the DC-6B, designed 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 by Double Wasp engines 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.[1]

The military version, essentially similar to the DC-6A, was designated the USAF C-118 Liftmaster; the USN R6D version used the more powerful R-2800-CB-17 engines. These were later also used on the commercial DC-6B to accommodate international flights.[2]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 the Korean War, and ordered a total of 167 C-118/R6D aircraft, some of which later found their way into civilian service. Harry Truman's first presidential aircraft was an Air Force short fuselage DC-6 which was designated VC-118, and named "The Independence". It is preserved in the USAF Museum at Dayton, Ohio.

Total production of the DC-6 series was 704, including military versions.[3]

In the 1960s, two DC-6s were used as transmitter platforms for educational television, based at Purdue University, in a program called MPATI (Midwest Program for Airborne Television Instruction).[4]

Many older DC-6s were replaced in airline passenger service from the mid 1950s by the Douglas DC-7, but the simpler, more economical engines in the DC-6 has meant that the type has outlived the more sophisticated DC-7, particularly for cargo operations. DC-6/7s surviving into the Jet Age were replaced in front line inter-continental passenger service by Boeing 707 and Douglas DC-8 aircraft.

2006 marked the 60th anniversary of the introduction of the DC-6.

Variants

UAL DC-6 at Stapleton Airport, Denver, in September 1966
Pan Am DC-6B at London Heathrow in September 1954 on a tourist flight
XC-112A
United States military designation of an improved version of the C-54 (DC-4); became the prototype DC-6. Eventually designated YC-112A, pressurized, P&W R-2800-83AM3 engines
DC-6
Initial production variant.
DC-6A
Freighter variant; fuselage slightly lengthened from DC-6 ; fitted with cargo door.
DC-6B
All-passenger variant of DC-6A, without cargo door.
DC-6B-ST
Swing tail freighter conversion to the DC-6B done by Sabena. Two converted.[5]
DC-6C
Convertible cargo/passenger variant.
VC-118
One DC-6 bought as a presidential transport with special 25 seat interior and 12 beds.
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 re-designated.
VC-118B
R6D-1Zs re-designated.
R6D-1
United States Navy designation for the DC-6A, 65 built.
R6D-1Z
Four R6D-1s converted as staff transports.

Operators

G-APSA in British Eagle scheme
G-APSA displaying at Hamburg
The Red Bull DC-6B landing at Salzburg
A DC-6B N7919C belonged to Reeve Aleutian Airways in 1972
Current operators of the DC-6
Today, most DC-6s are inactive, stored or preserved in museums, although a number are flying in northern bush operations in Alaska and Canada while several are based in Europe and a few other DC-6s are still in operation for small carriers in South America.
  • One DC-6A, G-APSA, is in use at Coventry, UK. There is also a DC-6B, G-SIXC.[6] at the same site.
  • One DC-6B is in use by Red Bull in Salzburg, Austria.
  • One DC-6B V5-NCG "Bateleur" is in use with Namibia Commercial Aviation. This was the last DC-6 off the Douglas production line and the last DC-6 in the world in passenger configuration still flying commercially.[7]
  • Several ( as of 2010 ) are in use as freighters or waterbombers in Canada. They are no longer used as retardant bombers in the western US.
  • As of 2011, Everts Air Cargo operates eight DC-6s and two C-46s.

Civil operators

 Australia
Trans Australian Airlines
 Brazil
 Denmark  Norway  Sweden
 Finland
  • Kar Air DC-6B, DC-6B-ST
 Greece
  • Olympic Airways
 Namibia
 Netherlands
 New Zealand
 Spain
 Syria
  • Syrian Air DC-6B, DC-6B/F
 United Kingdom
 United States
 Yugoslavia

Military operators

 Argentina
 Belgium
  • Belgian Air Force
 Bolivia
 Brazil
 Chile
 Republic of China
 Colombia
 Ecuador
 El Salvador
 France
 Germany
 Guatemala
 Honduras
 Italy
 South Korea
 Mexico
 New Zealand
 Peru
 Portugal
 Republic of China
 United States
 South Vietnam
 Yugoslavia
 Zambia

Accidents and incidents

Survivors

Harry Truman's VC-118, The Independence

Several DC-6s are preserved in museums. In all, There are 147 surviving aircraft including 47 airworthy ones.

  • The most well-known is President Harry S. Truman's VC-118 Independence (s/n 46-505), which is preserved at the National Museum of the United States Air Force, Wright-Patterson Air Force Base in Dayton, Ohio. It was retired to the Museum in 1965.[8] In 1977–1978 museum personnel restored "Independence" to its former presidential markings and eagle-like paint scheme. The aircraft is on display in the Museum's Presidential Hangar.
  • A DC-6B currently owned by Red Bull, was formally the private luxury transport of Yugoslav President Josip Broz Tito.[9]
  • As of March 2010, there was a C-118 located in the "bone yard" of MCAS Cherry Point which was at one time the official aircraft of the Commandant of the Marine Corps. The aircraft was often left open to the weather and has deteriorated quite a bit, the interior is damaged, but the airframe is largely intact.
  • The Navy's initial R6D, #128424, was converted along with six other #128 series R6Ds to VC executive transport configuration with delivery of #424 to VR-21, NAS Barbers Point in February 1955 remaining in service 28 ½ more years until October 1, 1983 based at Barbers Point as flag transportation for CINCPACFLT. #424 is now located at the National Naval Aviation Museum, NAS Pensacola, FL.
  • A DC-6B ZS-MUL #45329 named Empress of Suva is preserved on a small holding at Wallmanstahl north of Pretoria South Africa. This aircraft was stored at Swartkops Air Force Base for over 10 years and after two years of restoration by enthusiasts was ferried to Wallmanstahl where a temporary runway had to be constructed.
  • C-118 Liftmaster at Joint Base McGuire-Dix-Lakehurst, New Jersey; notable as the aircraft in which Elvis Presley returned to the United States after service in the US Army, based in Germany. Presently, as of October 2009, under restoration. [10]

Specifications

[11][12]

Douglas DC-6B
Variant DC-6 DC-6A DC-6B
Crew Three to Four
Capacity 48-56 Passengers 28,188 lb (12,786 kg) of Cargo 54 Passengers
(102 Max Seating)
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,
1,800 hp (1,300 kW) with
water injection each
Pratt & Whitney R-2800-CB16
"Double Wasp" radial engine,
2,400 hp (1,800 kW) each
Pratt & Whitney R-2800-CB17
"Double Wasp" radial engine,
2,500 hp (1,900 kW) each
Propellers Hamilton Standard 43E60 "Hydromatic" constant speed props with autofeather and reverse thrust
Cruise speed 311 mph (501 km/h) 315 mph (507 km/h)
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)

Note of interest is that the diagram depicts the sleeper version. The very small windows above the standard ones permitted passengers in their Pullman-style bunks a view of the outside.

See also

Related development
Aircraft of comparable role, configuration and era

Related lists

References

Notes
  1. ^ Winchester 2004, pp. 130-131.
  2. ^ Winchester 2004, p. 131.
  3. ^ "Boeing History: DC-6/C-118A Liftmaster Transport." Boeing.com. Retrieved: October 3, 2011.
  4. ^ "Purdue University." ait.net. Retrieved: October 17, 2010.
  5. ^ "Douglas DC-6." Century Of Flight, 2003. Retrieved: September 13, 2011.
  6. ^ "The Six." thedc6.com. Retrieved: October 17, 2010.
  7. ^ "Douglas DC-6B." The Douglas DC-6 Association of South Africa. Retrieved: September 13, 2011.
  8. ^ United States Air Force Museum Guidebook 1975, p. 43.
  9. ^ "The Flying Bulls - DC-6B History." flyingbulls.at.Retrieved: September 13, 2011.
  10. ^ "Airmen Restore Aircraft Used by Elvis Presley." elvis.com, June 22, 2011. Retrieved: August 18, 2011.
  11. ^ "The Douglas DC-6." airliners.net. Retrieved: March 20, 2006.
  12. ^ "Douglas DC-6A." American Museum Of Aviation. Retrieved: September 13, 2011.
Bibliography
  • Pearcy, Arthur. Douglas Propliners: DC-1–DC-7. Shrewsbury, UK: Airlife Publishing, 1995. ISBN 1-85310-261-X.
  • 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. No ISBN.
  • Winchester, Jim, ed. "Douglas DC-6". Civil Aircraft (The Aviation Factfile). London: Grange Books plc, 2004. ISBN 1-84013-642-1.
  • Yenne, Bill. McDonnell Douglas: A Tale of Two Giants. Greenwich, Connecticut: Bison Books, 1985. ISBN 0-517-44287-6.

External links


Wikimedia Foundation. 2010.

Игры ⚽ Нужно сделать НИР?

Look at other dictionaries:

Share the article and excerpts

Direct link
Do a right-click on the link above
and select “Copy Link”