c-118 aircraft

C-118 Aircraft - The Douglas DC-6 is a piston-engined airliner and cargo plane built by the Douglas Aircraft Company between 1946 and 1958. It was originally intended as a military transport near the end of World War II, but was redesigned after the war to compete with the Lockheed Constellation in the long-range commercial transport market. More than 700 were built, and many are still flying in cargo, military and forest fire control roles.

The DC-6 was known by the US Air Force as the C-118 Liftmaster before 1962 and as the R6D by the US Navy, after which all US Navy versions were also known as the C-118.

C-118 Aircraft

The prototype Douglas XC-112A, which first flew on 15 February 1946, was converted to DC-6 standard in 1956 and was flown by TASSA from Spain from 1963-1965.

Aircraft N651ce (1958 Douglas Dc 6b (c 118) C/n 45501) Photo By John Meneely (photo Id: Ac114705)

The US Army Air Force commissioned the DC-6 project in 1944 as the XC-112. The Air Force wanted a heavy, pressurized version of the DC-4-based C-54 Skymaster transporter with more powerful engines. When the prototype XC-112A flew on February 15, 1946, the war was over, the USAAF had withdrawn its requirements, and the aircraft was converted to the YC-112A and sold in 1955.

Douglas Aircraft changed the design to a civilian transport that was 200 cm longer than the DC-4. The civilian DC-6 first flew on June 29, 1946 and was retained by Douglas for testing. The first airline deliveries were made on November 24, 1946 to American Airlines and United Airlines.

In-flight fires (including the fatal crash of United Airlines Flight 608) grounded the DC-6 fleet in 1947, attributed to a fuel tank adjacent to the cabin cooling turbine inlet. All of the DC-6s were converted and the fleet flew again for four months in the country.

Passengers exiting the SAS DC-6: note the top row of the window indicating that this was built as an optional sleeper version of the original DC-6

S Usaf Mats C 118 Liftmaster Transport 8x10 Original Photo

By April 1949, United, American, Delta, National, and Braniff were all flying DC-6s in the United States. United flew them to Hawaii, Braniff flew them to Rio de Janeiro, and Panagra flew them to Miami-Buos Aires; KLM, SAS and Saba flew DC-6s across the Atlantic. The BCPA DC-6 flew from Sydney to Vancouver and the Philippines from Manila to London and from Manila to San Francisco.

Pan Am used DC-6Bs to launch transatlantic economy class flights in 1952. These were the first DC-6Bs capable of producing 107,000 lb (49,000 kg) gross weight, with CB-17 engines of 2,500 hp (1,900 kW) with 108/135-octane fuel. Several European airlines followed with their own transatlantic flights. The DC-6B and C subtypes could often fly nonstop from the eastern United States to Europe, but had to refuel at Goose Bay, Labrador, or Gander, Newfoundland when flying west into prevailing westerly winds.

Douglas designed four versions of the DC-6: the base DC-6 with a longer fuselage (150 cm) and the larger gross weight and range versions - the DC-6A, with cargo doors on the front and rear left side of the wing. cargo floor ; DC-6B for pedestrian work, with pedestrian doors only and a lighter floor; and a DC-6C convertible with two cargo doors and removable passenger seats.

Originally powered by Double Wasp Gines with a Hamilton Standard 43E60 reversible constant speed propeller, the DC-6B was considered the ultimate piston Gine aircraft in terms of durability, reliability, economic performance and handling characteristics.

C118 Liftmaster Pcam 10

The military version, similar to the DC-6A, was the USAF C-118 Liftmaster; The USN R6D version used more powerful R-2800 CB-17 engines. These were later used on the commercial DC-6B for international flights.

The USAF and USN renewed their interest in the DC-6 during the Korean War and ordered 167 C-118/R6D aircraft, some of which later found their way to commercial airlines. Harry Truman's first presidential aircraft was a short-body Air Force DC-6, designated VC-118 and The Indepdce. It is preserved at the National Museum of the United States Air Force in Dayton, Ohio.

In the 1960s, two DC-6s were used as educational television transmitter platforms for Purdue University's Midwest Program on Airborne Television Instruction.

Many older DC-6s were replaced in passenger service by the Douglas DC-7 from the mid-1950s, but the DC-6's simpler and more fuel-efficient engines have marked the type as obsolete. cargo operations. The DC-6/7s that survived the jet age were replaced at the forefront of intercontinental passenger service by the Boeing 707 and Douglas DC-8.

Minicraft U.s. Marines C 118 Liftmaster Model Kit #14587 1/144 Scale

Base prices for the new DC-6 in 1946–47 varied between £210,000 and £230,000, rising to £310,000 by 1951. Used prices in 1960 were around £175,000 per aircraft.

From 1977 to 1990, the Sécurité Civile used five yellow-painted Douglas DC-6Bs as water bombers in France. They were registered as F-ZBAC, F-ZBAD, F-ZBAE, F-ZBAP and F-ZBBU.

US military designation for an improved version of the C-54 (DC-4); became the prototype DC-6. Eventually designated YC-112A, pressurized, P&W R-2800-83AM3 Gines

DC-6-1159 48–64-seat transoceanic version with additional crew, increased fuel capacity to 4,722 gallons (17,870 L), takeoff weight to 97,200 lb (44,100 kg) and 2,400 hp (1,800 kW R) -2800-CB16- Guinness.

File:douglas Vc 118b Off Honululu.jpg

Cargo ship variant; Body slightly longer than DC-6; equipped with cargo door; Some retained cockpit windows while others had no windows. Originally called "Liftmaster" on USAF models. A 4,000 lb (1,800 kg) lift and jeep were standard on the tailgate. The Jeep was a PR stunt and was dropped soon after.

DC-6B-1225A transoceanic variant with 42-89 seats and increased fuel capacity to 20,870 liters (5,512 US gal), increased take-off weight to 49,000 kg (107,000 lb) and 2, R-2800 CB17 engines (109 hp) ).

Swingtail Freighter conversion to Saban DC-6B. Two rebuilt, only one still in Buffalo Airways inventory

US military designation for a DC-6 purchased as a Presidential Transporter with a custom 25-seat, 12-seat interior.

Scale Decal Mexicana Dc 6 / C 118

Today, most DC-6s are inactive, in storage, or stored in museums. Several DC-6s are still flying in the northern Alaska bush, while several are based in Europe and some are still in service with small airlines in South America.

A large number of airlines and air forces from several countries eventually incorporated the DC-6 into their fleets; These are further listed in the list of Douglas DC-6 operators. Beginning in the 1980s, Conair Aerial Firefighting operated several DC-6Bs as fire retardant tankers in Abbotsford, Canada. The last aircraft was sold to Everts Air Cargo of Fairbanks, AK in the late 2000s. C-118 Liftmaster on the field at the Wings Over Wine Country Air Show 2016. The C-118 was a military variant of the highly successful Douglas DC-6 civilian aircraft.

The C-118 is the largest aircraft in the PCAM collection. It sat derelict and derelict on an airport apron for a few years after the company that owned it went bankrupt. They wanted to turn it into a fire engine, but instead it was allowed into our museum without any problems. Airshow guests like it because they can stand in the shade of the fuselage and admire the crowds.

The C-118 was powered by four large 2,500 hp Pratt&Whitey R-2800-CB17 Double Wasp radial piston engines. Although capable of an airplane when the plane was designed, the advent of propeller engines and jet turbines made them obsolete, and the C-118 and other piston-powered transports were phased out over the years.

Crash Of A Douglas C 118a Liftmaster In San Salvador: 37 Killed

Our C-118 is big, but not nearly as big as the jet engine that propels it and others like it have replaced it. Here, a C-17 Globemaster III taxis to its parking lot the day before the 2016 Wings Over Wine Country Air Show.

Although the C-118 is no longer flying, the early morning light makes it look ready to take off.

The C-118 is a large aircraft that can carry about 50,000 pounds of fuel, cargo and passengers. This aircraft was built in 1953.

No, this is not a real accident. This is an emergency drill where firefighters and other rescuers practice responding to a serious accident. The Pacific Coast Air Museum is a proud part of our local community and was only too happy to participate with our C-118 in this exercise.

Douglas C 118 Liftmaster (dc 6)

PCAM C-118 was mentored during her military career at Andrews Air Force Base on 1 March 1979. Her service ended in July 1980.

Built in 1953, this Liftmaster was purchased by the Navy from McDonnell Douglas as approximately 60 C-118s. It was assigned to the USAF to increase airlift capacity between the United States and Korea during the Korean Conflict under the command of the Military Air Transport Service (MATS). It was then returned to the Navy. By this time, most C-118s returned to Navy service in a Naval Air Reserve capacity in the early 1960s.

Our C-118s served with just such a unit, VR-53, out of NAS Dallas, Texas, from the 1970s until July 1980, when they were sent to MASDC (Military Aircraft Storage & Disposition Center), better known as AMARC (Aerospace). it became a maintenance and recovery center or an army boneyard in Tucson,

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