Plane by Tom Gibson and Harry Follas
Painted by Tom Gibson (http://www.calclassic.com/)
Bare metal textures by Harry Follas
Flight Model by Brian Horsey
Textures modified, repainted and MDL-file reworked for night light textures by Hans U. Hermann (Germany)
E-mail: virtual.birds@gmx.de
This plane features textured props, animated passenger door and airstairs, and steerable nose gear. It is complete with moving landing gear, flaps, ailerons, elevators, rudder and FS2002 checklists. It also features night light textures with switchable landing lights and realistic engine start.
NOTE: Many other classic airliners can be downloaded free from Tom Gibson's Website California Classics at: http://www.calclassic.com/
Installation in FS2002:
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Copy the extracted folder to the \FS2002\aircraft directory using WinZip or similar program making sure the paths option is turned on.
If you are using WinNT/2000/XP, you may have to "repair" the MDL-file before you can use it (you'll get an error when you try to load them into FS). The file is mdrepair.zip at SurClaro.
Panel:
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I recommend Tom Gibson's DC-6 IFR panel for flying this plane realistically.
The DC-6 IFR panel can be downloaded from the Classic Airliner Page:
http://www.calclassic.com/
But you should regard Tom Gibson's NEWS (03-03-2002):
The version 5 crash FS2002 and shouldn't be used until an update will be available. You can use the version 4 panels for now, which are compatible but some things won't work (like the engine start gauges). Don't forget to download the panel update which will eliminate the "Sound-File ungueltig" error upon loading. You will need to change the panel.cfg file; instructions are in the panel.cfg file.
Sound:
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Sounds can be downloaded from SurClaro or the Classic Airliner Page: http://www.calclassic.com/
OPENING DOOR
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The passenger door will open and airstairs will roll up to the door when you
press the / key. Press the / key again to close the door for flight. The latest DC-6 panel (v5 or later) from Tom Gibson will do this automatically.
STEERABLE NOSE GEAR
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The nose gear will rotate if you move your yoke or joystick (assuming you
have autocoordination ON).
CHECKLISTS
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Included are Before Starting Engines, Starting Engines, Engine Run-up,
Before Takeoff, Takeoff Data (V speeds), Climb, Cruise, Before Landing,
and After Landing. The best spot to stash the checklist is in the upper
left corner, except on landing. Then put it on the left edge of the panel
just above the radar, and just to the left of the flight instruments.
REALISTIC ENGINE START
----------------------
To start the engines realistically and individually, do this:
1. Go to spot view (SSSW) or look back at your engines
(3 on the numeric keypad with NumLock on).
2. Press Ctrl-Shift F1 to change mixtures to Idle Cutoff.
3. Press E3 to select engine #3.
4. Press M and then = (on the main keyboard); hold down the = key.
5. Wait for 6 prop blades to pass by.
6. Let go of the = key and press Ctrl-Shift F4 (mixture to Full Rich);
engine 3 will start.
7. Press E4 to select engine #4.
8. Repeat steps 4-6 to start engine #4.
9. Repeat steps 3-6 to start engines 2 and 1 (E2 and E1).
10. Normal start sequence is 3-4-2-1.
Copyright:
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These data in no matter what shape are for private use only and therefore must not be sold either as single items or as parts of an FS-collection. All elements put togehter are Freeware!
Note:
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Naturally, nobody can guarantee that these data will function properly and that no problems will occur along with installation and usage. We ourselves have no problems at all running this aircraft on our system.
On the Plane:
Douglas DC-6 (US Air Force: C-118A Liftmaster)
==============================================
The DC-6 was developed as a faster, larger, and pressurized version of the DC-4 and was faster than TWA's new Lockheed L-049 Constellation. The fact that the competition was introducing cabin pressurisation (Boeing Stratoliner and Lockheed Constellation) made Douglas decide that the improved version over the C-54 (DC-4) needed that too. It would enable to maintain higher altitudes to fly "over the weather" and allowed one-stop transcontinental service in 10 hours. Of course, as a result other improvements had to be faced too: improved de-icing system, more power from the engines, better radio- and navigational equipment, etc. Ground work was laid during W.W.2 and the first testflight with Ben O Howard as captain was made on 15 february 1946. This was the military XC-112A prototype. Douglas used the same wing as with the DC-4 and the fuselage was lengthened by 2.06 metres (6 ft. 9 in.). Initially Douglas had a military order in mind, but the end of the war brought a change of direction towards commercial use.
Both American Airlines and United Airlines received their first deliveries in 1947. Companies like National Airlines, Braniff and Delta followed quickly. The competition was Eastern and TWA with their Constellations. Unfortunately, only months after the first initial deliveries, all DC-6s were grounded as a result of the crash of a DC-6, operated by United Airlines, at Bryce Canyon and an inflight fire onboard an American A/l DC-6. After investigation into these mishaps, all aircraft were subsequently modified and were back in service during march 1948.
The US Air Force took delivery of one (no. 26th of the production line), designated it C-118, and this one became the presidential aircraft ("Independence"). After confidence was restored in the DC-6, Delta and European customers (Sabena, KLM, SAS) put in orders in 1948. So did Philippine Air Lines, which started using the DC-6 in 1948 on routes from of Manilla to London and San Francisco. Many companies followed and when the last order was counted in 1950, it totalled 174.
Many operators used their Sixes on long-haul routes. In most cases they were replaced in the late 1950s or early 1960s. Some had airframe hours totalling around 50.000 - 55.000 and were scrapped. Others moved down the line, selling (in the 1960s) for aprox. usd 500,000. In 2000 there is but one DC-6 still operational, serving as an airtanker, fighting forest fires. This is N90739 (cn43044/84) and it operates for TBM in the USA.
By then Douglas came with the improved DC-6A and -B models. The DC-6A is a freighter-version with improved Pratt & Whitney R2800-CB17 radial engines, with water-methanol injection. With all this extra power, the DC-6 fuselage was lengthened by 5 ft. It was nicknamed "the Liftmaster" and was meant to transport cargo. The DC-6A kept its cabin pressurisation, had a reinforced cabinfloor to take the weight of the cargo, it had no windows in the fuselage and it featured cargodoors both forward of the wing, as well as aft. Fuel capacity was increased, too. The electrical system was improved over the DC-6, which had been comparitively poor. The DC-6A was meant to suit both military- as well as civil operators. Slick Airways in the USA was the first civil operator (april 1954). American Airlines, Japan A/l, Flying Tigers, Sabena, KLM followed quickly as customers. A total of 73 DC-6As were produced.
Renewed military interest in the DC-6 was sparked by the Korean War, with the result that large numbers of USAF C-118As (101 aircrafts) and USN R6D1s (66 aircrafts), redesignated to C-118B in 1962, were built. Many of these aircraft later found their way into civil hands.
When more powerful P&W R-2800 engines became available, Douglas decided to to produce the DC-6B, the equivalent passenger version to the DC-6A, with many of the specifications of the DC-6A in terms of performance and dimensions, but without the reinforced floor and maindeck cargo doors. The first DC-6B flew in February 1951. At first, it seated 54 passengers but later it was configured, in high density, to as much as 102 passengers. The first operator was American Air Lines (Tom Gibson) or United Airlines (Ruud Leeuw). At United it served from 1951 until 1968. The 288th and last DC-6B to be produced was delivered to JAT Jugoslovenski Aerotransport in 1958.
Some DC-6As and -Bs were later reconfigured for non-scheduled operators to convertable passenger-cargo configurations by removing the metal plugs fitted over the cabin windows, borrowing on the idea of transporting passengers during the day and cargo during the night. A small number of DC-6As were reconfigured thus by Douglas prior to delivery and they received the designation DC-6C; others, the ones reconfigured later, were referred to as DC-6A/B. Two DC-6Bs were converted to "swing-tails" (DC-6B-ST). This was done by the engineering shop of SABENA.
Because of its low operating costs it had the best operating economics of any large piston airliner of it's time, and passengers also appreciated it's quietness, smoothness, and general comfort. When the first orders were placed, in 1949, it cost usd 900,000. A grand total of 704 Sixes have been produced. Douglas sold more DC-6B's than any other civil airliner in the DC-4 to DC-7C series, which indicates it's popularity with the public and the airlines. The virtues of the DC-6B have endeared it to many recent operators, and several are still flying today.
Aircraft Technical Data
=======================
Powerplants
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DC-6: Four 1340kW (1800hp) Pratt & Whitney Double Wasp R2800CA15
18 cylinder twin row radial piston engines (with a maximum
output rating of 1790kW (2400hp) with water injection)
driving three blade constant speed Hamilton Standard propellers
DC-6B: Four 1685kW (2500hp) R2800CB17s.
Performance
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DC-6: Cruising speed 501km/h (270kt)
Initial rate of climb 1070ft/min.
Max range 7376km (3983nm)
DC-6B: Cruising speed 507km/h (274kt)
Service ceiling 25,000ft.
Range with max payload 4835km (2610nm)
range with max fuel 7595km (4100nm).
Weights
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DC-6: Empty 23,840kg (52,567lb)
max takeoff 44,129kg (97,200lb)
DC-6B: Empty 25,110kg (55,357lb)
max takeoff 48,534kg (107,000lb).
Capacity
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DC-6: Flightcrew of three or four
Passenger accommodation typically for between 48 to 56,
but most aircraft now usually equipped to carry freight.
DC-6B: Typical passenger seating for 54, with max seating for 102,
but now usually configured for freight.
Source:
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Douglas Propliners DC-1 - DC-7 by Arthur Pearcy, Airlife (1995)
Douglas DC-6 Historical Background, http://www.ruudleeuw.com/dc6_tec.htm
Tom Gibson, http://www.calclassic.com/
Aircraft Data & History section, http://www.Airniers.net
Aircrafts of North America, http://www.aerofiles.com
