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Douglas DC-6
The Douglas DC-6 is a piston-powered airliner and transport aircraft built by the Douglas Aircraft Company from 1946 to 1959. 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 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.

Design and developmentEdit

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 By the time the XC-112 flew, the war was over, and the USAAF had rescinded its requirement.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 in-flight 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 historyEdit

Pan Am used DC-6B aircraft to inaugurate its first trans-Atlantic tourist class flights, starting in 1952.

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,had passengers doors only and a lighter floor and the "DC-6C" a "convertible" aircraft built with the 2 cargo doors, but fitted with removable passenger seats. The military version, essentially similar to the DC-6A, was the USAF C-118 Liftmaster, and the USN R6D. The DC-6B, powered by Pratt & Whitney R-2800-CB-17 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.Template:Fact

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 VC-118 called The Independence.

Total production of the DC-6 Series was 702 including military versions.

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).[1]

Many older DC-6 aircraft were replaced in airline passenger service by the Douglas DC-7, but the simpler, more economic engines in the DC-6 has meant that this type has out-lived the more sophisticated DC-7. DC-6/7s surviving into the Jet Age were replaced in front line service by Boeing 707 and Douglas DC-8 aircraft.

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

VariantsEdit

XC-112
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
Main production variant
DC-6A
Fitted with cargo door.
DC-6B
Passenger only variant.
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.

OperatorsEdit

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Current operators of the DC-6
Today, most DC-6s in commercial use are based in Alaska. Several other DC-6s are still in operation for small carriers in South America.
  • About 100 DC-6s still fly (or are potentially capable of flight).
  • In 2002, 49 were fully active.
  • One DC-6A, G-APSA, is in use by Air Atlantique, Coventry, UK. They also own a DC-6B, G-SIXC.[2]
  • One is in use by Red Bull in Salzburg, Austria.
  • One DC-6 is in use by Namibia Commercial Aviation.
  • An unknown number are in use as freighters or waterbombers in Canada and the western US.

Civil operatorsEdit

Military operatorsEdit

Notable incidents and accidentsEdit

  • On 12 February 1955, a Sabena DC-6 crashed on mount Terminillo, near Rieti, Italy; 29 people died, including 1953 Miss Italia winner Marcella Mariani.
  • On 1 November 1955, a time bomb exploded aboard United Airlines Flight 629, a DC-6, killing 44 people above Longmont, Colorado.

SurvivorsEdit

Several DC-6s are preserved in museums. The most well-known is President Harry S. Truman's Independence, which is preserved at the National Museum of the United States Air Force, Wright-Patterson Air Force Base in Ohio.

Specifications (DC-6B)Edit

See alsoEdit

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ReferencesEdit

NotesEdit

BibliographyEdit

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  • Pearcy, Arthur. Douglas Propliners: DC-1–DC-7. Shrewsbury, UK: Airlife Publishing, 1995. ISBN 1-85310-261-X.
  • Whittle, John A. The Douglas DC-6 and DC-7 Series. Tonbridge, Kent, UK: Air Britain (Historians) Ltd., 1971. No ISBN.
  • Yenne, Bill. McDonnell Douglas: A Tale of Two Giants. Greenwich, Connecticut: Bison Books, 1985. ISBN 0-517-44287-6.

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External linksEdit

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Template:Douglas airliners Template:Douglas aircraft Template:USAF transports Template:USN transports Template:Aviation lists

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