Douglas DC-6
- roy blewett
- Aug 11
- 2 min read
The demand for quantity over comfort ensured the C-54 Skymaster remained the United States Army Air Force’s focus during World War II. However, as the war progressed, the Army Air Force became keen to develop an improved version, and Douglas persuaded the Government to fund construction of the XC-112A. The company was keen to ensure it was able to compete in the commercial market with the Boeing Stratoliner and the Lockheed Constellation, both of which featured a pressurized cabin. Although Government funding for the XC-112A dried up at the end of the war, Douglas had been able to secure an order from American Airlines for 50 DC-6s. An order from United Air Lines followed shortly after, and the two airlines received the first deliveries simultaneously.
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The DC-6 continues to enjoy a commercial career, with a small number still in operation with the Everts Group in Alaska. The company sees a future for DC-6 operations, with plans to bring additional aircraft on line in the coming years.
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First flight: 15 Feb 46 (c/n 36326, 45-873)
Production: 704, at Santa Monica, CA
First delivery: 20 Nov 46, to American Airlines (c/n 42855, N90702) and United Airlines (c/n 42865, N37501)
Last delivery: 17 Nov 58, to Jugoslovenski Aero Transport (c/n 45564, YU-AFB)
Variants: XC-112AÂ - prototype, derived from the C-54G but powered by 4 Pratt & Whitney R-2800-34 Double Wasp radials, featuring stretched fuselage, pressurised cabin, increased accommodation and payload, and performance improvements (1 built);
  DC-6 - initial production version powered by R-2800-CA15s, with seating for up to 86 passengers, (175 built, including one for the USAF as a Presidential transport under the designation C-118; first flight 29 Jun 46);
  DC-6A - stretched version powered by R-2800-CB16 or -CB17 radials, optimised for all-cargo use with strengthened floor, two large cargo doors, increased fuel capacity and payload of 28,000 lbs (74 built, including some as DC-6C with provision for rapid conversion between passenger and all-cargo configurations);
  DC-6B - DC-6A with cargo modifications deleted and accommodation for up to 102 passengers (288 built);
  C-118A Liftmaster - military version of the DC-6A, powered by R-2800-52W radials (101 built);
  R6D-1 - US Navy version of C-118A (65 built, of which 40 transferred to the USAF as C-118A and surviving US Navy examples re-designated C-118B in 1962).
Conversions: Pacific Airmotive was licensed to convert DC-6Bs to DC-6As and there were many other conversions to all-cargo configuration under unofficial designations that included DC-6AB, DC-6AC and DC-6BF. In addition, Sabena converted 2 DC-6Bs into swing-tail cargo aircraft in 1968.