Yeah I’m into MSFS as well ,been thinking about purchasing the pmdg dc-6 .Do you guys have any special key bind for operating the 4 throttles .How would you recommend setting up so that I can operate the throttles if I want?Regards from Fielding New Zealand.
As a child in the 60s I lived about a mile off the end of the only runway of Tehran International Airport. Watching DC6s fly brings back such joy to this 63 year-old.
I worked on these DC-6s as a young mechanic 35 years ago I am now working for a major airline on B787,B777 but I still miss working on old recip aircraft that’s what you call a real aircraft although it was a lot of work and dirty but I will be retiring soon in about 3 years and am glad I got the opportunity to work on these old birds
@@TheAdventStudio All I can tell you it is dirty work but it will always give you good experience in your future career. Just learn as much as you can especially the magneto ignition system and the onboard engine analyzer made by the Bendix system it is like the pioneer of the modern B777 B787 computer engine system
My late father told me he flew on DC-6's a couple of times in the military. He said that the first time he took off in one he was very nervous because of the engine vibration at full speed for takeoff. But after becoming airborne he suddenly became impressed with the power and ease with which it took off! He then said he looked forward to his next trip on one!
I worked these (Avionics Instrument systems) in the USAF. They were designated C-118A's. The fuel quantity indicating system would work 3 men and a boy to death. The R-2800 was a great engine. The BMEP "Brake Mean Effective Pressure" was a bear. The used a Magnasyn style indicating system ( completely unlike the Synchro style indicting systems.) Both used 26VAC, 400hz. We had 10 of these at Wiesbaden Air Base, Germany. Hours and hours of work to keep them in the air.
My mother was a stewardess and flew the dc 6 around 1950 up to 1957 for klm based here in argentina, i was an air hostess for braniff int. Flying dc 8 in 1979 gee those wete the good old days!!!!
I remember as a kid when my brother & l would ride our bikes out to Essendon aero-drome here in Melbourne Victoria watching the Ansett-ANA DC6’s & convairs take-off & land when we could get so close to them on the apron & the startups with that sound will never leave me from a time so long ago in the early 1960’s, so good to have experienced the end of the piston prop era! & thanks for real good cockpit flight! Well done.
JFK to Tehran in a 707 c1966. Been flying since around 1958. I remember flying on a four engine flying tigers. A long time ago. I have to believe that I have flown in the DC6 but it would have been a very long time ago.
welcome to the modern era, digital and automation is required for flights in RVSM airspace where airliners are being packed into 1000 foot vertical separation..it's about safety not nostalgia.
This brings back memories of the early days of my flying career. I flew the series (DC-6, 6A, 6B) in Miami from 1977 to 1982 (over 3,000 hours) and it was quite an adventure... Young, single, not a care in the world... It did not pay well, but it was a time of great adventure flying all over the Caribbean, Central America and the northern part of South America, and with a lot of real characters who made it special! I believe this particular airplane was built for Northeast Airlines, and one of the ones I flew was also ex Northeast.
WMA cadet Why did some DC-6's have round tipped props and others had squared tipped? I thought they all had the same flat tipped but I noticed in many pictures over the years the differences. Just wondering.
Wonder if the ole fly dog flew in Columbian bam bam. Right time frame and a part of Miami Airport was called corrosion corner who flew down to the spots this pilot mentioned. Doing some shady work, you know inport export type stuff
Amazing,no hydraulic assisted flight controls. The pilots muscles move the ailerons, elevator,and rudder.This is old school flying where you really earn your pay.Can't describe how much I enjoyed this.Thankyou much for sharing.
@@RealGoldRealWealth Noooo..... they did not have hydraulic boost. The hydraulics powered the brakes, flaps, landing gear retraction and windshield wipers. Once airborne, with the gear up and flaps retracted, the hydraulics were bypassed and left that way until the approach. The gear was a free fall system. Hydraulic pumps were on engines 2 and 3, cabin superchargers for cabin pressurization were on engines 1 and 4. The DC-7 was the same. Oh... I forgot to mention the nosewheel steering was hydraulic.....
@@RealGoldRealWealth WMAcadet is correct, there was no hydraulic boost on the DC-6 flight controls. There was aerodynamic boost via spring tabs. The controls moves the control surface, but they also moved a tab on the control surface in the opposite direction, providing aerodynamic boost to the surface, a bit like a servo tab.
@@WMAcadet Just about all correct, the gear was free-fall for loss of hydro pressure. Normal ops the gear was pushed down with hydro pressure. I was an FE, FO, and Capt on this aircraft for 3000 hours combined. 2000 in the left seat. These were very forgiving airplanes and very easy to fly. Just heavy on the controls and not really fast response.
@@bkailua1224 I'm not sure where you got that from. After takeoff, the gear was placed in the off position and rested on the uplocks, and the bypass handle was lifted so the hydraulic fluid was bypassed to return to the reservoir. The fluid used was 5606 so it would not take the heat of being pressurized for hours on end. I did fly a couple of airplanes that had been converted to a Skydrol system, so it was not critical for heat, but we still bypassed it. If we encountered turbulence, we would drop the bypass lever and put the gear handle up until out of the turbulence, then go back to off and bypass lever up. Whenever the gear handle was selected down, the uplocks would be mechanically retracted and the gear would freefall down by its own weight. That is what I recall from the numerous recurrent and initial ground schools I attended. No hydraulic pressure was necessary for the gear to extend, but hydraulic pressure was necessary to retract the nosegear downlock and retract the gear, low maintenance and reliable.
Outstanding flight into the freezing coldness. That old bird is still top notch. Wishing you and the company lots of successful flying hours in the DC-6. Great stuff.
The N number didn't ring a bell until about half way through. I flew that same airplane out of YIP from 1978 to 1981. Amazing it's still earning it's keep, I guess you just can't kill 1940's build quality. Very enjoyable and nostalgic video.
I was at Rosenbalm while was operating this airplane - Not sure when we received it, but I spent a lot of hours working it, flew in it at least once, and was probably one of the last to work on it when it was sold to TransContinental.
@@robertbuettner4239 Before it came to Rosenbalm a ground fire put scorch marks on the left wing between the engines; we never painted over that, but I'm pretty sure TransCon did. I didn't know many of the Transcon people except for Bud Bullard, whom you probably worked with.
I can't find enough adjectives to describe this. 'Brilliant' & 'Incredible' immediately come to mind. Please keep them flying for as long as possible !!
Yes - Northeast used to fly them from NYC to Portland, Maine. I was looking in on the cockpit as they were preparing to start up and there are four switches on center ceiling that the flight engineer uses to start em up! Nowadays, the cockpit is locked like Ft. Knox. (thanks to our country letting its guard down in the early 1960s)
Everts delivered genset parts & supplies to us at Port Clarence sometime around this timeframe while I was stationed there. Was amazed to see a DC-6 still flying.
8/2024: Good Day. I've flown on these planes with American Airlines a few times when I was a kid. My Dad worked for American. I still have memories of them, taking off from National Airport, Washington DC. The Runups before entering the runway and all. Loved Them and That Sound. Thank You & Best Regards
I flew many times between Nuevo Laredo and Mexico City in the Mexicana de Aviación's DC-6. The route was Mexico City,Tampico, Monterrey, and Nuevo Laredo and vice-versa. The first time I flew I was still in my mother's womb, there is a picture of her boarding the plane.
back in the early 60's flew from Duluth IAP to Tyndall AFB, C-118 (DC6). We sat at the end of the runway for 20 minutes warming up the engines at Duluth it was -30 degrees and still dark well before sunrise.
Was so happy to know your family is still in the business uncle Carl and aunt Margie everts were our next door neighbors- considered family by all of us Murphy's . cliff Betty and all the kids visited NY and all of us kids enjoyed being together and had lots of fun in the pool!!!
I flew these back in the late '70s and early '80s in every seat. Before a major airline carrier of 28 years. Brings back memories and nothing like the sound of 4 R2800s at takeoff with ADI.
OH WOW, what a awesome video, I have seen these DC-6 airplanes as a kid, this was first time I saw the cockpit. You folks should contact Boeing and Airbus immediately to perches this video and show it to new pilots in training to see what the real flying is all about. Great job by the crew
Outstanding video of a magnificent bird. It's great to know that DC-6's are still flying. I'm actually flying one now on my flight simulator as I type this. 😎
... Hello gentlemen, I greet you from Colombia and this video seemed very pleasant to me for several reasons, first because I love aviation and I have great appreciation for piston planes, then for the great work of the third pilot, third because Alaska It is a very beautiful territory and although you may not believe it I adore the cold and I would love to be there "cleaning planes", and finally Nome is a small and beautiful town ... when I envy you, I send you a big hug ....
DC-6 lasted 64 years and most of the a380s have already been retired and the 747 is the last 4 engine aircraft to be in production. Weird how the world works.
This was the C-118 in the Air Force. I worked on them at Vandenberg AFB in 1974 and 1975. I remember pouring huge 5-gallon buckets of 50-weight oil into the engines with every fill up. Great old beasts!
At the time 01:30 appears an EMB 120 ... Embraer !! Made in Brazil!!! Amazing!!!!I love aviation, I am an aficionado of this incredible world! I would work easy boarding and disembarking boxes, suitcases ...I love it
I worked for Everts from 1993 until June 1995 I miss working with them old birds. I miss old Cliff I would imitate him and remember when Robert Everts started air cargo.
Superb footage! And comm, too. Too bad,, back then, no little GoPro to mount on the firewall looking back like in The Big Lift. Does anyone recall a few years back a YT vid from the cockpit of a DC6 traversing a mountain pass in Alaska? I haven’t seen it available for a few years now.
The DC-6 is one damn fine machine, designed by smart men using slide rules, if you look at the amount of payload it can deliver and the places it can land, compared to the fuel it burns, it's still hard to beat.
86C I used to work on that aircraft at willow run in Michigan. Trans Continental airlines. 1980' s . The cargo door was installed by me and 2 helpers . I flew on it a time or two also . Fond Memories ....
I've probably unloaded this very airplane. I know they also have one that once belonged to Howard Hughes that hauled fuel to one of the radar sites I worked at. It had some nose art: "The Aviator".
I always thought the Flight engineer operated from the back? Amazing how these guys fly such old planes, and in some of the most forbidding places on earth. Keep em flying!
Amazing video. I have just finished two books about flying freight out of Florida in corrosion corner ..... They said the vast majority of these airplanes no longer have working fuel gauges
No. In a jet, most of them limit you to Takeoff Thrust for 5 minutes, but in most recips, including the R-2800, Max Power is limited to 2 minutes, thus you want to accelerate as quickly as possible so you can reduce power and "Baby" the engines by getting out of high power as quickly as possible. So most crews will get airborne, get the gear up and at V2+15 bring the flaps up and reduce to METO Power (1800BHP generally) and turn off the water while climbing at a shallow angle and accelerating and then at about 150-160 KIAS reduce to Climb Power (1400 or 1500BHP) and continue a cruise climb at 165KIAS. Most of the time when loaded heavily the reduction to Climb Power will happen between 300-400 feet AGL, and at the normal climb speed the rate of climb will not exceed about 400FPM and fall off to around 250-300 FPM during the latter stages of the climb. This was how the airplanes were operated for years. However, some FAA people wanted to see the DC-6 operated like a jet and insisted on the use of 400AGL and 800AGL for power reductions, but it was not universal among the FAA personnel and was not popular with the operators. Naturally, operations in mountainous areas are changed as necessary too.
I wonder how many of the fresh faced 20 somethings flying for the budget airlines in a B737 or A320 would relish a 2 hour hand flight then a spot of unloading with a pallet truck. Not to mention landing on runway that resembles a glacier. Awesome to see that old bird still doing her stuff.
Bought the PMDG version for MSFS and it's a beauty. Makes you appreciate these guys.
I did too Jace. PMDG version for FS2020 . Still learning how to fly it. Wet takeoffs heavy loaded are hard for me. I love this plane.
Yeah, the camera shortcuts are the key to master the flight engineer function by yourself
I did my first flight in it recently, did this same route.Wonderful aircraft but i still need some more practice.
Yeah I’m into MSFS as well ,been thinking about purchasing the pmdg dc-6 .Do you guys have any special key bind for operating the 4 throttles .How would you recommend setting up so that I can operate the throttles if I want?Regards from Fielding New Zealand.
As a child in the 60s I lived about a mile off the end of the only runway of Tehran International Airport. Watching DC6s fly brings back such joy to this 63 year-old.
I worked on these DC-6s as a young mechanic 35 years ago I am now working for a major airline on B787,B777 but I still miss working on old recip aircraft that’s what you call a real aircraft although it was a lot of work and dirty but I will be retiring soon in about 3 years and am glad I got the opportunity to work on these old birds
Dirty, like in changing out #10 cylinder?
My Dad started his airline career as flight engineer on a DC-6b. Northeast Airlines.
Just recently was hired on by Everts as an apprentice/mechanic helper. We are currently working on parts of the dc6 :)
@@TheAdventStudio All I can tell you it is dirty work but it will always give you good experience in your future career. Just learn as much as you can especially the magneto ignition system and the onboard engine analyzer made by the Bendix system it is like the pioneer of the modern B777 B787 computer engine system
@@mikethompson3534 hopefully one day... Shop I'm at focuses pretty much exclusively on airframe.
Thank you so much to JP and to Everts Air Cargo and the Crew for allowing this wonderful film.
My late father told me he flew on DC-6's a couple of times in the military. He said that the first time he took off in one he was very nervous because of the engine vibration at full speed for takeoff. But after becoming airborne he suddenly became impressed with the power and ease with which it took off! He then said he looked forward to his next trip on one!
I worked these (Avionics Instrument systems) in the USAF. They were designated C-118A's. The fuel quantity indicating system would work 3 men and a boy to death. The R-2800 was a great engine. The BMEP "Brake Mean Effective Pressure" was a bear. The used a Magnasyn style indicating system ( completely unlike the Synchro style indicting systems.) Both used 26VAC, 400hz.
We had 10 of these at Wiesbaden Air Base, Germany. Hours and hours of work to keep them in the air.
Brings back memories was an FE in 1966 Thanks for the video
You are very welcome, glad you enjoyed it!
And now you too can fly this in Microsoft Flight Simulator and the PMDG DC-6 all variants!
oh yes I did buy it ....thats the reason why I m watching this wunderful video O_O
Tbh you could have done it for years in the pmdg dc-6 In p3d.
@@YukariAkiyamaTanks but not on the same level
she (the real one) is still flying.. what a workhorse
My mother was a stewardess and flew the dc 6 around 1950 up to 1957 for klm based here in argentina, i was an air hostess for braniff int. Flying dc 8 in 1979 gee those wete the good old days!!!!
I remember as a kid when my brother & l would ride our bikes out to Essendon aero-drome here in Melbourne Victoria watching the Ansett-ANA DC6’s & convairs take-off & land when we could get so close to them on the apron & the startups with that sound will never leave me from a time so long ago in the early 1960’s, so good to have experienced the end of the piston prop era! & thanks for real good cockpit flight! Well done.
I love the sound of radials. The flight engineer sure earns his pay.
He sure does. I too was exhausted after he had to count to 15. And he did it 4 times!!!
I love the sounds as well
The pilots fly, but the Flight Engineer really runs the aircraft.
Porque p
He is the human FADEC
Loved the DC6B. I remember flying from Tehran to Isfahan and Shiraz on Iran when I was very young. Lovely plane. Lovely flight.
JFK to Tehran in a 707 c1966. Been flying since around 1958. I remember flying on a four engine flying tigers. A long time ago. I have to believe that I have flown in the DC6 but it would have been a very long time ago.
I unload these planes for a living! Love this!
It is really wonderful plane flown by men not computer... Nostalgia for analogue... Thank you for sharing...
Bring back analogue...such a shame how technology creation causes technology death as old tech is no longer produced even tho nothing wrong with it.
welcome to the modern era, digital and automation is required for flights in RVSM airspace where airliners are being packed into 1000 foot vertical separation..it's about safety not nostalgia.
You said what I was thinking.
Thank you guys brings back a lot of memories working on them in the Air Force 🇺🇸
Got to love the sound of a big prop bird!
This brings back memories of the early days of my flying career. I flew the series (DC-6, 6A, 6B) in Miami from 1977 to 1982 (over 3,000 hours) and it was quite an adventure... Young, single, not a care in the world... It did not pay well, but it was a time of great adventure flying all over the Caribbean, Central America and the northern part of South America, and with a lot of real characters who made it special! I believe this particular airplane was built for Northeast Airlines, and one of the ones I flew was also ex Northeast.
WMA cadet Why did some DC-6's have round tipped props and others had squared tipped? I thought they all had the same flat tipped but I noticed in many pictures over the years the differences. Just wondering.
👍🏻👍🏻👍🏻👍🏻👏🏻👏🏻👏🏻👏🏻👏🏻👏🏻👏🏻
You still flying?
@@jamesschrom317 Improved takeoff performance is what I was told.
Wonder if the ole fly dog flew in Columbian bam bam. Right time frame and a part of Miami Airport was called corrosion corner who flew down to the spots this pilot mentioned. Doing some shady work, you know inport export type stuff
Amazing,no hydraulic assisted flight controls. The pilots muscles move the ailerons, elevator,and rudder.This is old school flying where you really earn your pay.Can't describe how much I enjoyed this.Thankyou much for sharing.
Actually you will find the last Douglas muscle machine was the DC 4. The Sixes had hydraulic controls.
@@RealGoldRealWealth Noooo..... they did not have hydraulic boost. The hydraulics powered the brakes, flaps, landing gear retraction and windshield wipers. Once airborne, with the gear up and flaps retracted, the hydraulics were bypassed and left that way until the approach. The gear was a free fall system. Hydraulic pumps were on engines 2 and 3, cabin superchargers for cabin pressurization were on engines 1 and 4. The DC-7 was the same. Oh... I forgot to mention the nosewheel steering was hydraulic.....
@@RealGoldRealWealth WMAcadet is correct, there was no hydraulic boost on the DC-6 flight controls. There was aerodynamic boost via spring tabs. The controls moves the control surface, but they also moved a tab on the control surface in the opposite direction, providing aerodynamic boost to the surface, a bit like a servo tab.
@@WMAcadet Just about all correct, the gear was free-fall for loss of hydro pressure. Normal ops the gear was pushed down with hydro pressure. I was an FE, FO, and Capt on this aircraft for 3000 hours combined. 2000 in the left seat. These were very forgiving airplanes and very easy to fly. Just heavy on the controls and not really fast response.
@@bkailua1224 I'm not sure where you got that from. After takeoff, the gear was placed in the off position and rested on the uplocks, and the bypass handle was lifted so the hydraulic fluid was bypassed to return to the reservoir. The fluid used was 5606 so it would not take the heat of being pressurized for hours on end. I did fly a couple of airplanes that had been converted to a Skydrol system, so it was not critical for heat, but we still bypassed it. If we encountered turbulence, we would drop the bypass lever and put the gear handle up until out of the turbulence, then go back to off and bypass lever up. Whenever the gear handle was selected down, the uplocks would be mechanically retracted and the gear would freefall down by its own weight. That is what I recall from the numerous recurrent and initial ground schools I attended. No hydraulic pressure was necessary for the gear to extend, but hydraulic pressure was necessary to retract the nosegear downlock and retract the gear, low maintenance and reliable.
Outstanding flight into the freezing coldness. That old bird is still top notch. Wishing you and the company lots of successful flying hours in the DC-6. Great stuff.
65 year old bird and still earning it's keep. Great plane.
The N number didn't ring a bell until about half way through. I flew that same airplane out of YIP from 1978 to 1981. Amazing it's still earning it's keep, I guess you just can't kill 1940's build quality. Very enjoyable and nostalgic video.
I was at Rosenbalm while was operating this airplane - Not sure when we received it, but I spent a lot of hours working it, flew in it at least once, and was probably one of the last to work on it when it was sold to TransContinental.
I worked on 86C in 78-79 for TransCon!
@@robertbuettner4239 Before it came to Rosenbalm a ground fire put scorch marks on the left wing between the engines; we never painted over that, but I'm pretty sure TransCon did. I didn't know many of the Transcon people except for Bud Bullard, whom you probably worked with.
I can't find enough adjectives to describe this. 'Brilliant' & 'Incredible' immediately come to mind. Please keep them flying for as long as possible !!
Gone are the days being a pilot was actually effort and took determination
@@Deadmau5lGood, safety is always a peramount goal of aviation
Brings back great memories, flew as USN C118 FE for 14 years.
I’m here for the PMDG tutorial 😎
me too
me too
Ayeeee
me too
Just like me!!! :D
Man, those four P&W R-2800 engines produce such a beautiful symphonic sound! Thanks for sharing!
In cruise, they lull you to sleep if you aren't careful.... I should know.......
Love this plane Cap for 10 years until 1989, then 727 and 320.
Dc-6 to 320 is opposite ends of the spectrum wow
Great to see this old bird still flying! Loved the start up of those engines!
Yes - Northeast used to fly them from NYC to Portland, Maine. I was looking in on the cockpit as they were preparing to start up and there are four switches on center ceiling that the flight engineer uses to start em up! Nowadays, the cockpit is locked like Ft. Knox. (thanks to our country letting its guard down in the early 1960s)
Everts delivered genset parts & supplies to us at Port Clarence sometime around this timeframe while I was stationed there. Was amazed to see a DC-6 still flying.
I flew from Hamburg(Germany)to Australia in 1954 with KLM airways great trip. HP.41
Was it a DC-4 then?
Been there done that. Would do it again in a heartbeat. Thanks for the memories.
Ohhhhhh, the magic sounds of those radials. As Bob Hope used to say, "Thanks for the Memories" !!!
Wow! Awesome video about real pilots and real aircraft! No plastic no computer! 👍🤩
My favorite aircraft in MSFS.. PMDG really did a great job simulating this one.
8/2024: Good Day. I've flown on these planes with American Airlines a few times when I was a kid. My Dad worked for American. I still have memories of them, taking off from National Airport, Washington DC. The Runups before entering the runway and all. Loved Them and That Sound. Thank You & Best Regards
What an incredible video.
It takes an old soul to fly those airplanes. Well done. Great video.
Flew FE on C-97, KC-97 fro many years, retired FedEX FE 747.
Great seeing these old plains doing their thing.
Old school... and lovin' it!!!
I flew many times between Nuevo Laredo and Mexico City in the Mexicana de Aviación's DC-6. The route was Mexico City,Tampico, Monterrey, and Nuevo Laredo and vice-versa. The first time I flew I was still in my mother's womb, there is a picture of her boarding the plane.
Still flying for Everts. Go go DC6.
I bought the PMDG DC6 just for hauling cargo around Alaska in MSFS. What a treat.
👍
I was a c118 dc6 flight engineer in the usaf loved the plane took one of the last ones to the bone yard in 1976
back in the early 60's flew from Duluth IAP to Tyndall AFB, C-118 (DC6). We sat at the end of the runway for 20 minutes warming up the engines at Duluth it was -30 degrees and still dark well before sunrise.
@@clavo4138 I arrived at 343rd in spring of 1964 and left for Vietnam in spring of 66. For a weather change :)
Was so happy to know your family is still in the business uncle Carl and aunt Margie everts were our next door neighbors- considered family by all of us Murphy's . cliff Betty and all the kids visited NY and all of us kids enjoyed being together and had lots of fun in the pool!!!
Now this kind of flying I could dig. Nice, raw aviation.
Totally!!
I flew these back in the late '70s and early '80s in every seat. Before a major airline carrier of 28 years. Brings back memories and nothing like the sound of 4 R2800s at takeoff with ADI.
OH WOW, what a awesome video, I have seen these DC-6 airplanes as a kid, this was first time I saw the cockpit. You folks should contact Boeing and Airbus immediately to perches this video and show it to new pilots in training to see what the real flying is all about. Great job by the crew
I love watching these big boys rumble by :)
Ah, what a flashback. Worked on this type for 3.5 years in the USAF. I bet I could still start the engines.
After flying the PMDG DC-6 in Microsoft flight simulator 2020, it amazes me how accurate the sounds are in the real aircraft after watching this
I fly the 6 in MSFS and it is great to see what the three crew do. The THIRD SEAT was pretty busy.... THX!!!
What a beautiful airplane.
Great quality for the time
I enjoyed watching the flight!
Great video. Thanks for posting.
Loved the DC-6; DC-7; Connie.
I used to handle Trans Cons DC-6s, never saw one this clean. Check the gas and top off the oil. I loved it tho. Radials are awesome
Outstanding video of a magnificent bird. It's great to know that DC-6's are still flying. I'm actually flying one now on my flight simulator as I type this. 😎
... Hello gentlemen, I greet you from Colombia and this video seemed very pleasant to me for several reasons, first because I love aviation and I have great appreciation for piston planes, then for the great work of the third pilot, third because Alaska It is a very beautiful territory and although you may not believe it I adore the cold and I would love to be there "cleaning planes", and finally Nome is a small and beautiful town ... when I envy you, I send you a big hug ....
some of those from VR-21 Barbers Point NAS, my Dad flew some, per BuNo in his logs, one on display at Pensacola Naval Air Museum!
This bird from 1957 is still active in 2020!
All the while the A380 are already getting faced out after 15 years of service.
DC-6 lasted 64 years and most of the a380s have already been retired and the 747 is the last 4 engine aircraft to be in production. Weird how the world works.
This was the C-118 in the Air Force. I worked on them at Vandenberg AFB in 1974 and 1975. I remember pouring huge 5-gallon buckets of 50-weight oil into the engines with every fill up. Great old beasts!
I worked C 124's with 60 gallons behind each engine, we had a oil truck like a fuel truck
Two of my most favorite aircraft engine sounds: Boeing 727 at take off and Douglas DC6 at cruise. That will lull me to sleep!
At the time 01:30 appears an EMB 120 ... Embraer !! Made in Brazil!!!
Amazing!!!!I love aviation, I am an aficionado of this incredible world! I would work easy boarding and disembarking boxes, suitcases ...I love it
Very cool Alex!
those Guys are Badass, Great vid
I worked for Everts from 1993 until June 1995 I miss working with them old birds. I miss old Cliff I would imitate him and remember when Robert Everts started air cargo.
Beautifull aircraft...!
I crewed the C118 (military DC-6 ) back in early 60s. More than 2000 hours including a trip around the world. Great plane.
Superb footage! And comm, too. Too bad,, back then, no little GoPro to mount on the firewall looking back like in The Big Lift.
Does anyone recall a few years back a YT vid from the cockpit of a DC6 traversing a mountain pass in Alaska? I haven’t seen it available for a few years now.
Nice plane! Thank You!
The DC-6 is one damn fine machine, designed by smart men using slide rules, if you look at the amount of payload it can deliver and the places it can land, compared to the fuel it burns, it's still hard to beat.
I love the Amazon boxes being unloaded at the end lol. I wish my Prime was delivered by DC-6 :)
haha amen to that! 👍
Hey that's a R4-D the super DC-3, loved that aircraft,
2200 hours, never missed a beat!!!😂
I love planes, thanks for the video!
86C
I used to work on that aircraft at willow run in Michigan.
Trans Continental airlines. 1980' s .
The cargo door was installed by me and 2 helpers .
I flew on it a time or two also .
Fond Memories ....
I've probably unloaded this very airplane. I know they also have one that once belonged to Howard Hughes that hauled fuel to one of the radar sites I worked at. It had some nose art: "The Aviator".
I always thought the Flight engineer operated from the back? Amazing how these guys fly such old planes, and in some of the most forbidding places on earth. Keep em flying!
I have lived in Kotzebue , Kivalina and Noatak. I’ve seen these planes a bunch. Great company.
Em 1967 tive a oportunidade de voar num igual dos TAM da Força Aérea bons tempos e muita camaradagem!
Glorious.
I really like this!
Fantastic! Did #3 have an issue at climb power? I noticed low BMEP, MP, and fuel flow (and throttle). Seemed fine at cruise.
Beautyful PLANE
been across the pacific on one of these. both ways USA to Japan and back. last time across was a 707. pop was AF
That is a uniquely cool one! 🛫
Glad you liked it!
American built! Good start ... Lots of gauges and dials in those things! I am confident that N6586C was a former Northeast Airlines aircraft.
Yes, it was.
First aircraft i ever flew in a Navy C-54 , at Olathe,Ks. NAS.
Amazing video. I have just finished two books about flying freight out of Florida in corrosion corner ..... They said the vast majority of these airplanes no longer have working fuel gauges
Which books were those?
Nice to see the old timers still working slickly runway
I know little about flying but it seemed to me that the flaps came up really quickly. Don't they have to hold the flaps until they have more altitude?
No. In a jet, most of them limit you to Takeoff Thrust for 5 minutes, but in most recips, including the R-2800, Max Power is limited to 2 minutes, thus you want to accelerate as quickly as possible so you can reduce power and "Baby" the engines by getting out of high power as quickly as possible. So most crews will get airborne, get the gear up and at V2+15 bring the flaps up and reduce to METO Power (1800BHP generally) and turn off the water while climbing at a shallow angle and accelerating and then at about 150-160 KIAS reduce to Climb Power (1400 or 1500BHP) and continue a cruise climb at 165KIAS. Most of the time when loaded heavily the reduction to Climb Power will happen between 300-400 feet AGL, and at the normal climb speed the rate of climb will not exceed about 400FPM and fall off to around 250-300 FPM during the latter stages of the climb. This was how the airplanes were operated for years. However, some FAA people wanted to see the DC-6 operated like a jet and insisted on the use of 400AGL and 800AGL for power reductions, but it was not universal among the FAA personnel and was not popular with the operators. Naturally, operations in mountainous areas are changed as necessary too.
Very nice !!!
Cool plane
Two hands to push the throttles? Wow, what a beast that plane is.
It looks like it's because he has to manipulate each individually based on engine indications.
Can't wait till pmdg releases dc6 for msfs.
Rob Randazzos videos brought me here lol! Me too 👍🏼
It's out now
I also know the pilot on this aircraft he use to be my neighbor LOL love the smell of those wasp 2800s turning.
I wonder how many of the fresh faced 20 somethings flying for the budget airlines in a B737 or A320 would relish a 2 hour hand flight then a spot of unloading with a pallet truck. Not to mention landing on runway that resembles a glacier. Awesome to see that old bird still doing her stuff.
Totally. An amazing experience. I think some people live under very harsh conditions in Yellowknife just to fly some of these oldies at Buffalo
Maybe the autopilot failed`? The DC6 autopilot had altitude hold and direction hold as far as I remember.
Good job .❤️ DC 6 ,😀👍🙏👏from 🇹🇷TÜRKİYE
Yep, Flew with Dave many times. He was the Co Pilot then.
Pretty cool job u have.
Magnificent