I love flying the old props in FSX. I always thought I was doing something wrong with the DC-6 landing slightly nose down then a flare. Seems that is what this Bird does!
Pretty much all straight wing aircraft approach nose down and then flair for landing. Also these aircraft have no leading edge devices and fly at much lower angles of attack than swept wing jets with leading edge devices.
Lots of cold snowy mountains. Great maintenance on your aircraft is a MUST DO to avoid those cold snowy mountains in a crash. I remember when the DC-6s were in passenger service back then and they were super airliners. They look great also and the sound is cool when they're at altitude cruising out. Great video guys.
Lol! Great video! Loved that first take-off about 3 mins. in. Shake, Rattle and Roll - Whoo-hoo! Hope you guys have smooth sailing and gentle breezes :)
I still love this bird. Back in the USAF days, we had approx 75 of these C-118A&Bs at McQuireAFB NJ. '62-'65. Spent many icy nights replacing carburetors on the open ramp to meet block-time at sunrise. Thanks for the driver's cabin time. "Those were the days w/the 2800-52w, did he say, fuel load, 5404? ". We had prop spinners on all our planes.
i used to haul air freight out of miami , the company had many of these at that time, ( 1985 ) and always had a few engines hanging in the building that were replaced when the hours were up ( or a problem ) , they do sound bad ass just idling
Depending upon runways in use for takeoff at ANC, I have these great old flying machines passing over my home. What a sound they make as they pass over, they really get your attention.
We have prop cargo planes flying around here in Colorado, too. I can always tell when it's a prop by the sound, no DC-6s or anything like that, though.
I worked for Everts airfuel and Everts air cargo when they first started in 1993 went into operation in 1995, I really miss those old birds, David and I use to be neighbors lived in north pole Alaska.
What an excellent video, my DVD is in the mail! I can't wait to move to Anchorage - I'll be seeing these guys day in and day out. Who knows, perhaps when I am finished with school I could join the Everts crew, if I were to be so lucky!
imagine flying into Biafra during 1969 and landing heavy load and dark under fire into a jungle with no lights until final seconds. That's flying on the seat of your pants. Thanks JCA,Canada,Transavia Holland, and all others who flew the DC-6B into hostile territory to help people.
I had buddies who flew these and also a Connie into various 'No Runway African countries. 'Transmeridian', anEnglish Company and a few others, imagine landing at dusk on a pebbled 'highway', no lights, no QFE, no services wind speeds, OMG those men were heroes.Plus even getting out alive was a miracle.
We want it... Everts want it... The FAA, which is supposed to promote aviation, doesn't want it ;) So I guess not until the day they change their mind...
Fair enough that you have to change a lot of parts to enable an R-2800 to burn E-85 fuel but it can be done if one had the guts to do so,and yes a Turbine(Vacuum cleaner) engined aircraft is cheaper to run but you gain on the roundabouts but lose on the swings, Turbines are greedy drink fuel like nobody,s business,whereas a piston engine is far more economical. The only other alternative is unleaded 100\130 Grade AVGAS with an envoirenmentaly friendly anti- detonant replacing the carciogenic lead . Premium Grade car petrol (gasoline) MOGAS is rated at 97-98 Octane, some oil companies produce premium grade at 99 Octane. In the late 1990,s Shell manufactured a replacement for full lead 4-star 97 octane premium petrol sold in UK and Europe, called 4-LRP (lead replacement petrol) , the new fuel was partially successful as many older petrol cars had trouble running on 4-LRP.. But one has to look to high performance car racing for a solution, as i said before there is an ultra high octane racing car petrol(gasoline) rated at 110 octane. It would not take much to alter this fuel which is available in limited quantities for use in round engines. 100LL Low Lead AVGAS is increasingly hard to find and getting more expensiveand ,progressively tougher legislation on leaded fuel will result in a total ban on any form of lead based aero or automotive petrol(gasoline) within a few years time.
I haul gravel and asphalt to the Ted Stevens AIA taxiways and runways a lot every summer and I see this old girl all the time. I always have to roll the window down when ever she taxis out or takes to the sky. Thanks for the cool vid!!
I imagine they are using single speed blowers in the 2800 on these C118 aircraft and if I remember correct it would be a CB3 the CB16 is a 2 speed blower. When I flew these in the late 70's we had single speed blowers in our C118 ex military aircraft flying freight. Possible they still use 2 speed blowers due to the mountains but you can still get well over 14000 in low blower. High blower uses a lot of gas.
Most of the DC-6's that are run in Alaska have CB16 engines rated at 2400HP a piece. The high speed on the blowers have been deactivated. The DC-6 B models used the CB17 engines, that were capable of 2500HP, but only with 108/135 octane fuel.
Great videos, i only came across them last night and i have watched them all already, hmmm? Going to have to check on line how to get them delivered to my country. And Just Planes replied so fast to one of my questions on a video. Awesome work guys. Truly amazing.
N9056R apparently is stored but in one piece. Delivered to Canadian Pacific in July 1958! c/n 45498. Original registration CF-CZZ. Been up north its whole life. It could use a week on the beach :)
Out of curiosity, what is the copilot doing on this airplane, when the pilot is doing the flying and a third person is holding the throttles during take off.
CRM. Flight Eng manages engines, the Copilot is assisting the captain of the ship with flying duties, monitoring the radio and handling things associated with flying the plane.
I am wondering if back when these airplanes flew in the 1950s or so, did they use the same take off procedures, in terms of callouts etc. Or was that a later development?
Nope it is the same as 60 years ago. When I flew them in the 70's we called max power, V1 V2, positive rate gear up METO, flaps up, Climb, Cruse. During the landing we used the same as these guys. Modern jets are different, in the 767 we called either max power or standard power, V1, Rotate, V2, Plus 20. flaps 5 climb power, flaps 1, flaps up. On landing in the jet we did not call 60 knots. In the 6 you call 60 knots for 2 reasons, rudder does not do much below 60 and there is no nose-wheel steering through the rudder pedals so the Captain takes over steering at 60 with the nose tiller. The other reason is there is no anti skid on the 6 and below 60 you could put on the brakes with a lot less chance of skidding a tire.
Ham /Stand with spinners. The spinners were an ASC to improve cooling air flow. The improved air flow let you use less cowlflap opening in cruise, reduced drag.
No, the only DC-6 you'll see with Curtis Electric props (round tips, pointier prop domes) is the VC-118 "Independence" in the USAF Museum in Dayton. These are Hamilton Standard with spinners and lined cowlings. The electric props were always having problems, so by 1953 or so the airlines had all switched. Only the prototype DC-6 was not changed over because it was certified only with the electric prop, and that was a major factor in its loss on a golf course in Van Nuys, CA in the mid 1970's.
How could 9 people dislike this ?? This is a great video of a great machine in a hostile environment. No music - heaven!!
I've seen one of these DC-6s in person at Anchorage Intl. The sound of those engines at full throttle on takeoff is insane!
Thank you Donald Douglas, thank you Pratt & Whitney, thank you JustPlanes. You have brought back some wonderful memories for an old man.
I love flying the old props in FSX. I always thought I was doing something wrong with the DC-6 landing slightly nose down then a flare. Seems that is what this Bird does!
Pretty much all straight wing aircraft approach nose down and then flair for landing. Also these aircraft have no leading edge devices and fly at much lower angles of attack than swept wing jets with leading edge devices.
Lots of cold snowy mountains. Great maintenance on your aircraft is a MUST DO to avoid those cold snowy mountains in a crash. I remember when the DC-6s were in passenger service back then and they were super airliners. They look great also and the sound is cool when they're at altitude cruising out. Great video guys.
Glad you enjoyed the video Craig, thank you
No music..Thank you for that.
Lol! Great video! Loved that first take-off about 3 mins. in. Shake, Rattle and Roll - Whoo-hoo! Hope you guys have smooth sailing and gentle breezes :)
I still love this bird. Back in the USAF days, we had approx 75 of these C-118A&Bs at McQuireAFB NJ. '62-'65. Spent many icy nights replacing carburetors on the open ramp to meet block-time at sunrise. Thanks for the driver's cabin time. "Those were the days w/the 2800-52w, did he say, fuel load, 5404? ". We had prop spinners on all our planes.
The guy at 8:16 is Peter Merry, cool guy. I met him last year and also visited the Everts Hangar in Fairbanks.
Now that's real aviation.
This is one of the best DC-6 videos yet! Clear pictures, great visuals!
Just hear the engines. : D
i used to haul air freight out of miami , the company had many of these at that time, ( 1985 ) and always had a few engines hanging in the building that were replaced when the hours were up ( or a problem ) , they do sound bad ass just idling
Love the lope sound of an idling 3350.
1:44 what a beatiful air-to-air shot, with another aircraft in the background too!
Definitely a hands on job flying this old beast. Great video.
Depending upon runways in use for takeoff at ANC, I have these great old flying machines passing over my home. What a sound they make as they pass over, they really get your attention.
Nice to see DC-6s still being used as a workhorse.
We have prop cargo planes flying around here in Colorado, too. I can always tell when it's a prop by the sound, no DC-6s or anything like that, though.
I worked for Everts airfuel and Everts air cargo when they first started in 1993 went into operation in 1995, I really miss those old birds, David and I use to be neighbors lived in north pole Alaska.
With the emb120 too!!
What an excellent video, my DVD is in the mail!
I can't wait to move to Anchorage - I'll be seeing these guys day in and day out. Who knows, perhaps when I am finished with school I could join the Everts crew, if I were to be so lucky!
When they did maintenance in our hangar I used to crawl through them and snap pics. If you live in AK you see all sorts of gems.
I was a flight engineer on the C118 usaf loved the plane and my job
GREAT no music thanks
imagine flying into Biafra during 1969 and landing heavy load and dark under fire into a jungle with no lights until final seconds.
That's flying on the seat of your pants.
Thanks JCA,Canada,Transavia Holland, and all others who flew the DC-6B into hostile territory to help people.
RIP those crews lost on the Biafran airlift.
I had buddies who flew these and also a Connie into various 'No Runway African countries. 'Transmeridian', anEnglish Company and a few others, imagine landing at dusk on a pebbled 'highway', no lights, no QFE, no services wind speeds, OMG those men were heroes.Plus even getting out alive was a miracle.
Uau, very good! Dc-6 is legendary plane!
Do you plan on filming their DC-9 operations?
We want it... Everts want it...
The FAA, which is supposed to promote aviation, doesn't want it ;)
So I guess not until the day they change their mind...
What was the deal with the formation flying with the E120?
Fair enough that you have to change a lot of parts to enable an R-2800 to burn E-85 fuel but it can be done if one had the guts to do so,and yes a Turbine(Vacuum cleaner) engined aircraft is cheaper to run but you gain on the roundabouts but lose on the swings, Turbines are greedy drink fuel like nobody,s business,whereas a piston engine is far more economical. The only other alternative is unleaded 100\130 Grade AVGAS with an envoirenmentaly friendly anti- detonant replacing the carciogenic lead . Premium Grade car petrol (gasoline) MOGAS is rated at 97-98 Octane, some oil companies produce premium grade at 99 Octane. In the late 1990,s Shell manufactured a replacement for full lead 4-star 97 octane premium petrol sold in UK and Europe, called 4-LRP (lead replacement petrol) , the new fuel was partially successful as many older petrol cars had trouble running on 4-LRP.. But one has to look to high performance car racing for a solution, as i said before there is an ultra high octane racing car petrol(gasoline) rated at 110 octane. It would not take much to alter this fuel which is available in limited quantities for use in round engines. 100LL Low Lead AVGAS is increasingly hard to find and getting more expensiveand ,progressively tougher legislation on leaded fuel will result in a total ban on any form of lead based aero or automotive petrol(gasoline) within a few years time.
Another must-have!!! Thanks :-)
I would love to spend my last days working on one of those...
I haul gravel and asphalt to the Ted Stevens AIA taxiways and runways a lot every summer and I see this old girl all the time. I always have to roll the window down when ever she taxis out or takes to the sky. Thanks for the cool vid!!
Does anybody know if the airplanes that were previously military are using R280052W or have the been all changed to CB16 engines
I imagine they are using single speed blowers in the 2800 on these C118 aircraft and if I remember correct it would be a CB3 the CB16 is a 2 speed blower. When I flew these in the late 70's we had single speed blowers in our C118 ex military aircraft flying freight. Possible they still use 2 speed blowers due to the mountains but you can still get well over 14000 in low blower. High blower uses a lot of gas.
Most of the DC-6's that are run in Alaska have CB16 engines rated at 2400HP a piece. The high speed on the blowers have been deactivated. The DC-6 B models used the CB17 engines, that were capable of 2500HP, but only with 108/135 octane fuel.
All of our 6's and C-118's use CB3s.
N9056R.....still flying!
Great videos, i only came across them last night and i have watched them all already, hmmm? Going to have to check on line how to get them delivered to my country. And Just Planes replied so fast to one of my questions on a video. Awesome work guys. Truly amazing.
N9056R apparently is stored but in one piece. Delivered to Canadian Pacific in July 1958! c/n 45498. Original registration CF-CZZ. Been up north its whole life. It could use a week on the beach :)
your english is pretty good, there were some problems but you speak better then some Americans. lol.
Out of curiosity, what is the copilot doing on this airplane, when the pilot is doing the flying and a third person is holding the throttles during take off.
CRM. Flight Eng manages engines, the Copilot is assisting the captain of the ship with flying duties, monitoring the radio and handling things associated with flying the plane.
at 1:45 to 1:47, where a usair embraer was fly along side dc 6, that was delicious site to see.
Awesome beast, thanks for the great video.
You are very welcome!
once again, it was nice to see my home state from the window of an aircraft.
I am wondering if back when these airplanes flew in the 1950s or so, did they use the same take off procedures, in terms of callouts etc. Or was that a later development?
Nope it is the same as 60 years ago. When I flew them in the 70's we called max power, V1 V2, positive rate gear up METO, flaps up, Climb, Cruse. During the landing we used the same as these guys. Modern jets are different, in the 767 we called either max power or standard power, V1, Rotate, V2, Plus 20. flaps 5 climb power, flaps 1, flaps up. On landing in the jet we did not call 60 knots. In the 6 you call 60 knots for 2 reasons, rudder does not do much below 60 and there is no nose-wheel steering through the rudder pedals so the Captain takes over steering at 60 with the nose tiller. The other reason is there is no anti skid on the 6 and below 60 you could put on the brakes with a lot less chance of skidding a tire.
Outstanding Video of a working Classic.
Thanks
Cool planes, but what a terrible place to work.
that's a beautiful thing....
would you be looking for a great cook? lol
We had Ham Standard props, no spinners. Are they Curtis Electric ?
Ham /Stand with spinners. The spinners were an ASC to improve cooling air flow. The improved air flow let you use less cowlflap opening in cruise, reduced drag.
No, the only DC-6 you'll see with Curtis Electric props (round tips, pointier prop domes) is the VC-118 "Independence" in the USAF Museum in Dayton. These are Hamilton Standard with spinners and lined cowlings. The electric props were always having problems, so by 1953 or so the airlines had all switched. Only the prototype DC-6 was not changed over because it was certified only with the electric prop, and that was a major factor in its loss on a golf course in Van Nuys, CA in the mid 1970's.
awesome! thanks
cool D-C6 Man!
I'd love to work there
Very cool...pure plane porno
What a beauty!
what a bird