Built as an enlarged and pressurised DC-4 in order to compete with the Lockheed Constellation, the DC-6 (as the XC-112A) first flew on 15 February 1946. It had a 2.06m longer fuselage than the DC-4, accommodation for 48-52 passengers and was powered by four 1,565kW Pratt & Whitney Double Wasp CA15 engines. American Airlines and United Air Lines introduced the DC-6 on 27 April 1946. A total of 175 DC-6 were built. The windowless DC-6A freighter followed in 1949, powered by 1,788.5kW Double Wasps, with reinforced floor and double cargo doors - 74 were built.
The DC-6A was 1.52m longer than the DC-6 (101 going to the USAF as C-118A transports). The DC-6B, with accommodation for 54-102 passengers, first flew on 2 February 1951 and also had the longer fuselage. American Airlines introduced DC-6B on its US transcontinental services on 29 April 1951. It was one of the finest and most economical piston-engined transports. It remained in production until 1958 and 288 were built. Many of the DC-6 series were later converted to freighters.
| ENGINE||4 x P+W R-2800-CB17, 1840kW|
| Take-off weight||48125 kg||106098 lb|
| Empty weight||24583 kg||54197 lb|
| Wingspan||35.8 m||117 ft 5 in|
| Length||32.2 m||106 ft 8 in|
| Height||8.7 m||29 ft 7 in|
| Max. speed||575 km/h||357 mph|
| Cruise speed||495 km/h||308 mph|
| Range w/max.fuel||7856 km||4882 miles|
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|Peter Black, 01.03.2016|
Correction to the last post my Grandfather was stationed at Kadena Air base, Korea at the time of his death not Kunsan. I apologize for misinformation.
|Peter Black, 01.03.2016|
I am trying to find anyone that may have information about my Grandfather. His name was Everett Harrington Black Jr. I know he was an MX officer and worked on the C-118 along with various other aircraft. he was killed while stationed at Kusan, Okinawa in 1959. I am trying to piece together some information we found in regards to a crash/repair that he was a part of in Thule, Greenland. He and a crew were tasked to dismantle a C-118 an instead chose to repair it and fly it back to the states. The tail number of the C-118 was 3243. if anyone know about this or has any pictures I would greatly appreciate any information you may have. We have two pictures that were taken of this incident and repair one of up close repair work done to the nose landing gear area and one with my Grandfather and 3 other individuals standing in front of the aircraft prior to it departing. The only information my dad recalls from it all is they left around Christmas and didn't return for a few months. My dad was 12 when his dad passed away and so memories are slowly fading with time. If anyone served with my Grandfather or knew of this incident I would love to hear from you. Thank you and please email me at email@example.com
|SOLUTION TO ALL PROBLEMS, 30.01.2016|
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|Jack T Pickard, 29.12.2015|
I was at Hickam from 1962 to 1964. Was on mainyance crews for the C-118 in the 1502 PMS the OMS Waht a great Plane and I remember John Gordan. I was crew chief on 3248. love the plane. We flew so much mixed cargo and lots of passengers. That plane never let me down
|We Cast All Spell:jartoyiyi@ya, 14.11.2015|
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|all speell her, 14.11.2015|
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|Kesby Karen, 31.10.2015|
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|John Holt, 31.10.2015|
My first assignment out of pilot trading was at McGuire AFB in 1957 flying the C-118. I was in the so called Hot Dog Squadron as we had som specially equipped A/C for high ranking persons out of Washington. We had a regular weekly run to Andrews/Washington to Harmon to refuel to Pairs to Frankfurt. Sometimes stopped in London. As a lot of crew duty time was involved we carried a double crew. I flew all over the world in this great aircraft. Lost a few engines but it flew well on three. We also flew regular missions to Thule, Churchhill.England, Europe, occasionally to Far East. We had 2-4 Flight Attendants, 4 bunks & a table behind pilots& next to Navigator. In those days it was not uncommon for the Navigator to reach up to the auto pilot knob & change the heading a few degrees. My Navigator left the control knob just off center. After a while I looked down and we were almost headed north. Fortunately we were only about 40 miles off course & we were soon back. We were south of Iceland over the Atlantic. We had a Navy R6D unit at McGuire & often mixed crews. Problem here was Navy pilots were also the Navigator & we're not nearly as good as our AF full time Navigators. We were always wary when we got a Navy Navigator/Pilot. I got over 2500 hours in the C118 in just 3 years which is good for a young pilot. Had to go thru C118 training in Florida before I could fly regular missions at McGuire. I think we had 75 aircraft at McGuire. Left after 3 years. Learned a lot about being a pilot there which served me well over my career,
|Betty Winn Robinson, 11.10.2015|
I am Betty winn Robinson I was a flight attendant on the C118 out of Maguire AFB 1955-I have flown to K. Iceland, Germany, France (Russia once) Azores, England and many places in the USA
I flew on the return trip that Jeffrey took around 1960. I was a military dependant, we left Tachikawa in the afternoon and stopped at Wake Island for breakfast then on to Hickham for brunch and an oil leak the next day. After the oil leak was fixed we arrived at Travis AFB safe and sound. That was my first flight; it's so nice nowadays not to have to stop for gas!
I had the privilege to fly one of the last MATS overseas flights on a DC-6B. Travis AFB to Hickham to Wake Island to Tachikawa Japan. About 30-33 hours in the air. So, tell me about your so-called LONG flight!
|chuck wosilis, 29.05.2015|
If anyone has a question or comment about my post, give me a shout email@example.com Thanks
|chuck wosilis, 29.05.2015|
I was stationed at NAS Keflavik ( Iceland ) from Feb 1957 until aug 1958. Left McGuire and made a stop at St. John's Newf, either for more fuel or for passengers. Then on to Kef. I made 4 crossings between Kef and McGuire which were for primary duty and personal leave. Flew all in C-54 and the trips were enjoyable, except for the 12 hr 30 min non-stops. Once in Jan. 1958, about 1 hour out of McGuire we lost an engine, so had to turn back to get it fixed. An hour or so later we were off-again toward Keflavik. About half-way there, almost at 59 Degrees North and 45 degrees west ( just past the "Point of no return" ) i awoke from a nap and looked out the window to see oil running off the starboard wing. Got the Flight Engineer and of course he said "no worries" and they kept that engine going somehow, as far as i can remember. Great flying a/c and fairly comfortable. While at Kef., i was with the 1971st AACS Communications Squadron, and worked as a Ground Radio Operator handling most if not all of the flights from McGuire or Dover heading to points North and East. After a few months i was made a Trick Chief. One evening, while seated at my desk, i suddenly got the crap scared out of me when an S.O.S. blew out of the speakers directly behind me. It was either the 500kc or 8364 freq. A C-54 headed to Shannon Ireland ( EINN ) had lost one engine, then a second one which caused them to seek assistance. Naturally it was strictly a CW SOS so i copied it quickly, jumped on the Teletype and forwarded the msg to Shannon for them to scramble their Air Rescue. Luckily the aircraft was able to make it safely to the destination. I actually loved being a Radio Operator ( graduated Biloxi with HONORS ) at 30 WPM My biggest kick was being able to sit in the Co-Pilot's chair once we were at cruising flight-level and i said my vocal "goodbyes" to guys who were hopefully paying attention and wearing their headphones. lol We chatted for a couple minutes and then i finished my last trans-atlantic flight to McGuire and home in Ct. That was Aug 20 1958 What a good time i had overseas. Thanks for reading "Keep 'em flying" Signing off. firstname.lastname@example.org if anyone would like to respond to my comments
|chuck wosilis, 29.05.2015|
I was stationed at NAS Keflavik ( Iceland ) from Feb 1957 until aug 1958. Left McGuire and made a stop at St. John's Newf, either for more fuel or for passengers. Then on to Kef. I made 4 crossings between Kef and McGuire which were for primary duty and personal leave. Flew all in C-54 and the trips were enjoyable, except for the 12 hr 30 min non-stops. Once in Jan. 1958, about 1 hour out of McGuire we lost an engine, so had to turn back to get it fixed. An hour or so later we were off-again toward Keflavik. About half-way there, almost at 59 Degrees North and 45 degrees west ( just past the "Point of no return" ) i awoke from a nap and looked out the window to see oil running off the starboard wing. Got the Flight Engineer and of course he said "no worries" and they kept that engine going somehow, as far as i can remember. Great flying a/c and fairly comfortable. While at Kef., i was with the 1971st AACS Communications Squadron, and worked as a Ground Radio Operator handling most if not all of the flights from McGuire or Dover heading to points North and East. After a few months i was made a Trick Chief. One evening, while seated at my desk, i suddenly got the crap scared out of me when an S.O.S. blew out of the speakers directly behind me. It was either the 500kc or 8364 freq. A C-54 headed to Shannon Ireland ( EINN ) had lost one engine, then a second one which caused them to seek assistance. Naturally it was strictly a CW SOS so i copied it quickly, jumped on the Teletype and forwarded the msg to Shannon for them to scramble their Air Rescue. Luckily the aircraft was able to make it safely to the destination. I actually loved being a Radio Operator ( graduated Biloxi with HONORS ) at 30 WPM My biggest kick was being able to sit in the Co-Pilot's chair once we were at cruising flight-level and i said my vocal "goodbyes" to guys who were hopefully paying attention and wearing their headphones. lol We chatted for a couple minutes and then i finished my last trans-atlantic flight to McGuire and home in Ct. That was Aug 20 1958 What a good time i had overseas. Thanks for reading "Keep 'em flying" Signing off.
|Robert Cremers, 29.04.2015|
The thing that struck this aircraft was that the seats faced the tail a brilliant safety feature. I'm surprised that this is not done in civilian aircraft
|Robert Cremers, 29.04.2015|
I had the pleasure of flying in this aircraft returning from duty with the Irish contingent returning from UN duty in the Former Belgian Congo in 1962
I was stationed at hickam afb 1962-1965. We had a real SOB for a chief flight engneer by the name of Akee. He was of Japenese desent and a real horses ass. He would give check rides to students and be popping circuit brakers and flipping generator switches off with a long screw driver faster than they could be reset. This of course was against all USAF regs. and pacaf direcdtives yet he never got written up for it. I wish him no goood will.
|Efren B Collins, 27.03.2015|
I had the pleasure of flying medevac missions in Vietnam in the C-118A . I spent time with the 463rd,6200oms and the 6485th OPS . I met some of the finest men a person could
serve with. God Bless the all.
Do you have any comments about this aircraft ?