File: dc6faa01.zip (Folder: Douglas DC-6B-FAA-V01-2k4)
Content: DOUGLAS DC-6B
Operator: United States Federal Aviation Agency
Livery: in colors of 1966
Reg.Id: N115
C/n: 45174
Version: FS2004
Date of issue: September 2004
Credits:
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This is a repaint of the original FS2004 DOUGLAS DC-6B Super Cloudmaster, built and painted by Greg Pepper and Tom Gibson, using Tom Gibson's great paintkit available at www.calclassic.com (E-Mail: tgibson@sunstroke.sdsu.edu).
Flight dynamics by FSAviator (true FS2004 flight model with dynamics derived from actual flight manual information), correct within 3% of the real flying characteristics - see Reference file (F10). This FDE is not designed for AI use - it will not work. Download AI propliners at http://www.calclassic.com/.
Repainted by Hans Hermann, Virtual Birds Factory, Germany
E-Mail: virtual.birds@gmx.de
NOTE: Many other classic airliners can be downloaded free from Tom Gibson's Website California Classics at: http://www.calclassic.com/
Installation in FS2004:
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Copy the extracted folder to the \FS2004\aircraft directory using WinZip or similar program making sure the paths option is turned on.
Panel and sounds:
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For flying this plane realistically you may download panel and sounds from the
Classic Airliner Page
http://www.calclassic.com/
You will find more informations in the original readme-file: dc6b2k4.txt.
Features:
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You should have a look into the original readme-file: dc6b2k4.txt.
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.
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DO NOT SELL, CD-BUNDLE OR REDISTRIBUTE THIS FILE SEEKING MONETARY PROFITS, THIS FILE IS FREEWARE.
Copyright:
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Regard the original readme-file dc6b2k4.txt.
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!
Repaints are allowed without further permission, but we prefer that they only be uploaded to totally free sites - i.e. no charges or subscription fees for increased access. However, if you repaint the plane you must credit all of the original authors in your text file and include the original text file dc6b2k4.txt!
Original Aircraft Authentic Data
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FAA Douglas DC-6B, Reg Id. N115, c/n 45174
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In 1958 Congress passed the Federal Aviation Act to overcome differences between the CAA and the military over aviation matters. This legislation created a new independent agency, the Federal Aviation Agency (FAA). The FAA was separated from the Department of Commerce, and assigned the final jurisdiction over civil and military aviation as they participated in the national airspace system.
The new FAA faced many problems with the expanding airspace system, but quickly established itself as a technically-proficient, competent authority on aviation matters. In 1959, the U.S. Army and Navy transferred their flight inspection programs to the FAA. The U.S. Air Force, under the prodding of a 1962 Presidential executive order, developed a new sense of cooperation with the FAA and, with "Operation Friendship," transferred much of its own flight inspection capability to the FAA. This transfer included its fleet of Douglas AC-54s, Douglas AC-47s, and Convair AT-29s for the FAA to perform routine Air Force flight inspection.
The DC-6B with registration N115 was one of 3 DC-6 operated by FAA for Research/Development, International Flight Inspection and VIP-Transport of Agency's staff. It was bought from Western Airlines in 1963 and sold to Everts Air Fuel in 1972. While used by Everts Air Fuel it was destroyed on 03 March 1992 at Selawik, US.AK.
For several month there was a picture at AIRLINERS.NET of N115 in FAA colors taken by John P. Stewart at San Francisco International Airport (SFO/KSFO) in March 1966. We got it :-))
Douglas DC-6 operated by the FAA
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Militar Civil MSN Military S/N From TO Registration Remarks
Type Sequence
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Douglas DC-6A (C-118) - Liftmaster, DC-6B Cloudmaster
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 is operated by 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
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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.
VC-118A: Crew: 5
Passengers: 24
Aircraft Technical Data 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
The History Of Flight Inspection in the United States
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Flight inspection has long been a vital part of providing a safe airspace system. The concept is almost as old as the airway system itself. Flight inspection in the U.S. began in function, if not yet in form, with the development of an airway system in the late 1910s and early 1920s. The first U.S. flight inspectors flew surplus open-cockpit biplanes, watching over a steadily growing airway system predicated on airway light beacons to provide navigational guidance. The advent of radio navigation brought an increased importance to the flight inspector, as his was the only platform that could evaluate the radio transmitters from where they were used: in the air. With the development of the Instrument Landing System (ILS) and the Very High Frequency Omni-Directional Range (VOR), flight inspection became the essential element in guaranteeing the safety of the system. Flight inspection developed through various government agencies charged with air safety: the Aeronautics Branch, Bureau of Air Commerce, the Civil Aeronautics Agency, and lastely, the current Federal Aviation Administration FAA.
Today, FAA flight inspection routinely inspects thousands of navaids and instrument procedures, including ILS, MLS, VOR, DME, TACAN, GPS, NDB, various radars, and airport lighting. Continued advancements in avionics with Flight Management Systems (FMS) combined with GPS positioning and other, new high-tech possibilities for aerospace navigational and landing aids suggest an increasing role for flight inspection in the future. Despite the relentless march of technology, there remains the same need for an airborne evaluation of aviation navigation aids and procedures as was established by the original air mail pilots over seventy-five years ago.
In the mid-1990s, the FAA flight inspection fleet was supplemented by the purchase of a number of new Lear 60s and Challenger 601s, bringing the total FAA flight inspection fleet today to seven Beech 65-C-90/F90, one Beech 200, eighteen Beech BE-300Fs, six British Aerospace BAe-125-800s, six Bombardier Lear 60s, and three Bombardier Challenger 601s, each equipped with an updated AFIS system utilizing GPS-positioning. Also 2 Convair CV-580 and one Boeing 727-25C, presently the biggest bird of the FAA, belongs to the actuall fleet. Additionally, a number of Beechcraft Barons are being employed for regional engineering test programs for new navaid installations with portable flight inspection packages installed as required.
FAA timetable
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1926-1933 Aeronautics Branch
-of the Department of Commerce
1933-1938 Bureau of Air Commerce
-also under the Department of Commerce
1938-1940 Civil Aeronautics Authority
1940-1958 Civil Aeronautics Administration
-under the Department of Commerce
1959-1967 Federal Aviation Agency
1967 through today Federal Aviation Administration (current FAA)
-under the Department of Transportation
For further information have a look at:
FAA history and Resources
http://www.faa.gov/apa/history/history.htm
The History of Flight Inspection in the United States of America
by Scott Thompson Sacramento Flight Inspection Office
http://avnwww.jccbi.gov/icasc/fh(united_states).html
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Virtual Birds Factory, September 2004
Hans U. Hermann, virtual.birds@gmx.de *****************************************************************************
