(My friend’s personal picture)
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, 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.
Today the DC6 is still used all over the world, the largest operator being Everts Air Cargo out of Fairbanks, Alaska operating 14 DC6s. One DC-6A based in the UK is used for private charter, another one is owned by Red Bull based in Salzburg, Austria. DC-6B V5-NCG “Bateleur” is in use with Namibia Commercial Aviation. And several are in use as freighters or waterbombers in Canada.
More detailed information on the history
In April of 1949, US Airlines were flying these all around the United States. United flew these to Hawai’i, Braniff flew them to Rio de Janeiro, and Panagra flew Miami-Buenos Aires; KLM, SAS, and Sabena flew DC-6s across the Atlantic. BCPA DC-6s flew Sydney to Vancouver, and Philippine flew Manila to London and Manila to San Francisco.
Pan Am used 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
From 1977 to 1990, five yellow-painted Douglas DC-6Bs were used as water bombers in France by the Sécurité Civile. They were registered F-ZBAC, F-ZBAD, F-ZBAE, F-ZBAP, and F-ZBBU
Different DC6 models
Initial production variant produced in two versions.
DC-6-1156 a 53- to 68-seat domestic variant with 2,400 hp 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 increased takeoff weight to 97,200 lb and 2,400 hp R-2800-CB16 engines.
This is the freighter variant; fuselage slightly lengthened from DC-6; fitted with cargo door; some retained cabin windows, while others had windows deleted. Originally called “Liftmaster” as USAF models. The rear cargo door came standard with a built in 4,000 lb lift elevator and a Jeep. The Jeep was a public relations stunt and shortly after, was dropped
All-passenger variant of DC-6A, without cargo door.
DC-6B-1198A a 60- to 89-seat domestic variant with 2,400 hp R-2800-CB16 engines
DC-6B-1225A a 42- to 89-seat trans-ocean variant with increased fuel capacity to 5,512 US gal increased takeoff weight to 107,000 lb and 2,500 hp R-2800-CB17 engines.
(I can provide pictures of this if requested)
Swing tail freighter conversion to the DC-6B done by Sabena. Two converted, only one survives currently stored with Buffalo Airways
United States military designation for one DC-6 bought as a presidential transport with special 25-seat interior and 12 beds.
British Commonwealth Pacific Airlines
Braniff International Airways
Cathay Pacific Airways
Civil Air Transport
Conair DC6 Fire bomber Tanker 50
Everts Air Cargo
Everts Air Fuel
Japan Air Lines
Los Angeles Dodgers
Namibia Commercial Aviation
Northern Air Cargo
Pan American World Airways
Pan American-Grace Airways
RNZAF No. 40 Squadron
Southern Air Transport
United Air Lines
United States Air Force
United States Navy
Specs of the DC6s
DC6 DC6A DC6B Crew: 3 - 4 Passengers: 48 - 68 28,118 42 - 89 Length: 100 ft 7 in 105 ft 7 in 105 ft 7 in Wing Span: 117 ft 6 in Height: 28 ft 5 in Empty Weight: 52,267lb 45,862 lb 55,357 lb Powerplant (4x) Pratt & Whitney Pratt & Whitney Pratt & Whitney R-2800-CA15 R-2800-CB16 R-2800-CB17 Double Wasp" radial engine 2,400 hp Water 2,500hp Water Injection each Injection each Cruising speed: 270 knots 275 knots Fuel complicity: 4,722 gal. 5,512 gal. Range: 3,983 nmi 2,948 nmi Pax Mayload 2,610 nmi Pax mayload 4,317 nmi Max Fuel 4,100 nmi Max Fuel Service Ceiling: 21,900 ft 25,000 ft Rate of Climb: 1,070 ft/min
My personal opinion:
I would love to see this machine on here, it’s a beautiful aircraft for her age. the fact we are able to still in real life. Infinite Flight lacks propeller and radial engines, this would be a great way to introduce the radials to the infinite flight world. It can be used everything from Bush Flying to over seas operations to charter flights!