American Airlines DC-6 Operations Manual

D(-5
OPEIAIIIG TIANUAT
^t^
FOSEWOSp
TltE DoNTENTS oF THls MANUAL ARE AppLtcABLE To ALL oc_6 nuo

oc-58 ArqpLAr,rEs opERATEB By AMSRTcAN ArFt.rNEs. opERATroN MUST BE
CONOUCTEO !II ACCOROANCE WITH PROCEOURES ANo LIIv]tTATIc'NS coNTAINEo
HEREII.
SFEC!AL NOT^T!eN tS MADE WHEfiE pROoEDURAL, pERF0RIdANCE OR
DESIGI.I :ITFOFBTA:ICN I S APPLICAELT CNLY TO CERTFIN CROUPS .OR TYPE$ OF
iIRPLA}.I€S. -{LL REFERINCI TO DAYPLANES, UNLESS OTI-,ER!!ISE I,IOTEO,
tficLUDEs sorx $c-6 BAypLAN[l ANo ALL oc_6e atFpLAN[s.
FFFEaT|VE JULY 1, 1952, NAUTICAL M!LES AND KNL1TS WILL BE
us€o lH 'ALt- Al*-€fiouNtl coltviuflicATlcNsr or,r AL.L cHAfirs, Ar.r0 rhr }ir-!-
i.aETEORCtOCtCAI l:;6;a, ANO Aln:pEfB ti\DiCAaioRS !1lt_L RtAD !ft KNOTS"
C.CNVEESICti Cf iIFSPEEO INC!CATCRS sJILL Ere th Aptti0:;t[!AIELy JAuUI\Ry,

19F. .lLL .:EF[FEi{C[ TC Al frSPEf B I r,i Tii t !] iiANi-JAL ! S: G l! f tl lt SOTF
I'PI,I AI{9 K}IS?S. :fu SOIIE CASES I? HAS B['N LrF]SIi|}tr3l.i. TC U!E AFPROX-
I'q-ArE RATHTR -::"lAti [xAcr coi']vERSrL,Ns. Tc ccr.rv[]:ir: (flOT$ * .97 l,,Flt,;
isPti
= 1. 15 i{icTs.
.aLL il rSpE!.c REIr[RENC[:, UiJi,€us oTt,EE!,il :if No1r"0, ARE

lilct c4rEt AlRs,EEq {*l nsprso oBSERVIo 0N cApTAlN r st I Lol cnTirH).
11-15-rl
E
I
CONTENTS
EMERGENCY PROCEDURES sEcTroN 1
AIRPLANE OPER. LIMITATIONS sEcrroN 2
NORMAL OPER. PROCEDURES sEcrloN 3
CRUISE CONTROL sEcroN 4
FLIGHT PERFORMANCE SECTTON 5
DESCRIPTION & DIMENSIONS sEcrroN 6
ANTI.ICING EQUIPMENT sEcTroN 7
AUTC PILOT sEcloN a
ELECTRICAL EQUIPMENT sEcfloN 9
FIRE PROTECTION sEcTroN 1o
FLIGHT CONTROLS sEcfloN 11
FUEL SYSTE]M sEcTroN 12
HEATING & COOUNE sEcTroN I3
HYDRAULIC SYSTEM sEcTroN 14
INSTRUMENT SYSTEMS sEcTroN 15
OIL SYSTEM sEciloN 16
OXYGEI.I SYSTEM sEcTroN 17
POWER PLANT sEcTroN 18
PRESSU RIZATION sEcTroN 19
PROPELLERS SECTION
/
0c-6
()PERA G MANUAT
^W^ 2-$-52
rCt'tt
/ /Dt
FOREYIORD
THE coNTENT{l oF THts MANuAL ARE APPLIcABUe ro eut oc-6

IttO OC-5A AIRPLANES OPERATED BY AMERICAN AIRLINES. OPERATION MUST
BE CONDUCTEO IN ACCOROANCE WIlI{ PROCEDURES AND LIMITATIONg CONTAINEO
HERE I N.
SPECIAL NOTATION lS MADE WHERE PRoCEDURAL, PERFORT'lANCE OR
OESIEN INFORMATION IS APPLICABLE ONLY TO CERTAIN EROUPS OR TYPES OF
AIRPLANES. ALL REFERENCE TO OAYPLANES, UNLESS OTHERWISE NOTED'
tNoLUDES eorx oc-6 oAYPLANEs ANo ALL oc-6e alnptarues.
EFFECTIVE .JULY 1, NAUTICAL MILES AND KNOTS WILL BE

''952'
USED lN ALL AIR-GRoUND Co[n',luNlCATloNs, oN ALL cHARTs, ANo lN ALL
uETEoRoLoGlcALMEDlA,ANDAlRSPEE0lNolcAToRswlLLREADlNKNoTS.
0oNVERSt0N OF AIRSPEED INDICAToRS WILL BE,GIN APPROXIISATELY JANUARY'
Ig52.ALLREFSRENCETOAIRSPEEotNTH'SMANIALISGIVENI\tBoTH
MPHANDKNoTs.lNsofi,tEcAsEslTHAsBEEN0ES|RABLET0usEAPPRoxl.
.--.>. I{ATE RATHER THAN EXACT CONVERSIONg. A CONVER9ION CHART 1S PRINTED
ON T}IE REVERSE gIDE OF THIS PAGE.
ALL AIRSPEED REFERENCES, UNLESS oTHERlr'l8E N07ED, ARE
lNotcATEo AtRSPEED (al,qspeeo oBSERvED oN CAPTAlNrg lHotclroR).

D(-6
OPERATING ilANUAI
2-s-52 ^W^
+ CONVERSION CHART
MILES PER HOUR _ KNOTS
r70
r90 390
r80
r50
r70 320
r60 360
3r
140
29
o 330 E,
llo Ir ,
r20 3 o
roo o
4
I
al to 270 3 lo
rl
ol
OE
lal
@l
l-l
ol
E,
rl!
o a
zl & zl
vl 90 a yl a
ul
lL 25
70 80 2AO :
E 240
60 70 270 =
2W
260
220
Q 2to
30
30
20
20 t90
ro to
r80 to
KNOTS = .87 X MPH

MPH : l.15X KNOTS
/ 'l
EMERGHNCY
ROCED[.JREs
DC-6 EMERGENCY PRO CEDURES
sEcTtoN 1 PAGE 1
OPERATING MANUAI 3-28-5?
^H^ PACE
INDEX.. 1
P REFACE.
)
EMERGENCY EQUIPMENT.
.
EMEREENCY EXITS. . 6-
UNDERFLOORINSPECTIONWINDOWS. ..,..7
CROUND FIRES . 8-9
ENCINE FAILURE ON TAXE.OFF 10

VT-Vz TABLES 11-118
ENcTNE FATLURE ru ruriui ?pioiEir-in'riniriniN pnoceouRe ) l2-17
ENEINE FIRE ON TAKE-OFF.
ENGINE FIRE IN FLIEHT. .
t\-ts
1,6-t7
PROPELLER UNFEATHERINE . L9
ENGINE.OVERSPEEDINC. . . 20-21.
REVERSING IN FLICHT. . - ,,
R'ERCENCY DESCENT. z,
9r0KE EVACUATT0N . . el.{-.25
MISCELLANEOUS CABIN OR COCKPIT FIRES 2'l
UI.IOERFLOOR INSPECTION PROCEDURES . . 28
SMOXE OR VAPOR .
CABIN OR UNOERFLOOR COMPARTMENTS. ,o
cASlN UNDERFLoOR FIRE. . . ,o4t
CABIN HEATER FIRE. . 72-71
ELECTRICAL F'RE OR SMOKE . l\-ll
ANTI.IE'NC HEATER FIRE . . z0
TAIL HEATER COMPARruENT INSPECTION . . . . . 17
CAEIN PRESSURE LEAX IN FLIGHT. . . . . 16

EXPLOSIVE DECOi,IPRESSION. . . 19
ELECTRICAL SYSTEM MALFUNCTIONINE . ; . ., . . . o. . . 40
HYDRAULIC SYSTEU FAI LURE 41

EXEREENCY LANDINC OEAR EXTENSION . a.a. 41
EMERCENCY WINE FLAP OPERATION. 41
EI'TERGENCY HYDRAULIC BRAKiNS. . 41
EUERCENOY AIR BRAKINC. 41
FUEL DUMPING . . 42
FLA RE8 rl3
4 Ettclt.re eo-ARouNo li4

, ENCTNE CO-ARoUNo . . . lrs
2 ENCINE CO-AROUND . . . 46-4?
EnERcENcy LANotNc ANo pAssEilcsR EvAcuATtoN . . . . . . . lt&lt9

EMEREENCY PROCEDURES
SECTIOX t PAGE 2
D(-6
1L-t5-5r 0PEflATING li,lANUAt
THIS PAEE INTENTIONALI.Y LEFT BLANK

EUERGENCY PROCEOURES
0c-6
#^ ()PTRATING i,IANUAI.
sEcTroN 1
7t-L5-5t
PACE 1
PJEFACE
ALL PROCEDURES IN TTIIg SECTION ARE WRITTEN TO CONFORM WITTI THE LATEST
C.A.A. APPROVED METHoOS FOR HANDLINC EACH EMERGENCY. rCREl,tl 0UTlEg
HAVE BEEN ASSIGNED SO TI{AT ALL CREW MEMBERS MAY BECOME FAMILIAR WIl}I
THEIR DUTIES AND THE SEQUENCE IN WHICH IIIEY SHOULO NORMALLY BE PER-
FORMEO. IT IS
IMPORTANT THAT T}IESE STANDAROIZED PROCEDURES BE FOL-
LOA'ED ]N TRAINTNE SO ?HAT MAXIMUM EFFICIENCY MAY BE OBTAINED IN ANY
EMERGENCY, IRRESPECTIVE 0F C1{ANGES lN CREW PAIRINCS"
ALL AIRSPEED REFERENCES, UNI-ESS OTHERITVlSE.N0TEO' ARE 1!'lq!CATED AIRSPEED

(AtRSpEEo oBSERVED 0N cAPTAlNrs lNDlcAToR).
THE FOLLOWING GENERAL I\FORMATION ON THE USE AND EFFECTS OF CO2 IS

GIVEN FOR YOUR INFORMATION:
WHEN COz lS DISCHARGED lNTo ANY FUSELAGE oOMPARTMENT' ITS EXPANSI0N

orTEN FdRCES A CON8lOERABLE AMOUNT 0F CO2 INTO THE FLIGHT CoMPARTMENT
AND CABIN. A LINE LEAK MAY ALSO INTRODUCE C02 |NTO THE FLIGHT COiil-
PARTMENT WHEN A COz OISCHARCE IS MADE INTO ANY ENEINE NACELLE.
coz ls Toxlc To HUMAN BENNGS, PRODUCIIiG AClDosls 0F THE BLOOD, IRRITA-

TION OF THE EYES AND RESPIRATORY PASSAAES, }dUSCULAR WEAKNESS ANO
INCOORDINATION, ANO HIEH CONCENTRAT!ONS MAY PROOUCE FATAL RESULTS
WITHIN A FEW MINUTES.
CRO|\ARY OXYGEN MASKS REDUCE THE C0NCENTRATI.ON OF CO2_ BREATHEO AS THEY
MIX THE OXYGEN WITH AIR (AND COz) FROiil THE OUTSIOE.
THE EMERGENCY OXYGEN MASK ABOVE EACH FLIGHT COMPARTMENT SIDE WI\DO,iI
AND THE EMERCENCY WALK-AROUND BOTTLE PROVIDE OXYGEN FOR PROIECTION
ACAINST COC AS WELL AS OTHER NOXIOUS GASES GENERALLY PRESENT,N SMOKE
AS THEY SUFPLY THE WEARER WITH 1OO" OXYGEN.
CAUTI ON: ALL FLICHT COMPARTIi'ENT CREW MEMBERS SHOULD PUT ON OXYSEN
MASKS IMMEDIATELY IN THE EVENT OF SMOKE OR FIRE IN ANY
FUSELAGE COMPARTTIENT OR IN THE CABIN A3 INOiCATED VISUALI.Y
OR BY MEANS OF TIRE WARNING LIAHTS"
ALL FLI 3HT COMPARTMENT CREW MEMBERS MUST PUT ON OXYGEN MASKS
BEFoRE 0R SII,IULTANEoUSLY WlfH THE DISCHAReE 0F COz lNTo ANY
ENGt\E NACELLE, ANTI-lClN0 HEATER, OR UNOERFLoOR COiJIPART-
MENT--WITH iHE.EXCEPTION IHAT THE CREW MEMBER DELE8ATED TO
DISCHARCE THE COz TO THE rlRE ZONE, HOWEVER' MAY DELAY
PUTTING ON HIS MASK UNTIL AFTER ACCOMPLIsHINE Ti-IIS OPERAT'ON.
lN AN EMERGENCY, TItE COMPANY SHOULO BE ALERTEO AS SOON AS POSSIBLE.
.IT IS THE DUTY OF T]IE CAPTAIN TO ASSICN OR CARRY OUT THE FLIGHT
ENOINEER OUTI E3 I./VTIERE A I/YO-MAN CRE1i' I S USED.
EUEREENCY PROCEOURES
sEcrtoN 1 prce 4
D(-6
()PERATING MANUAI
L!:t5-5L
EMERCENCY EOUIPMENT AND LOCATION
"W^
T I8 PACKED !N A STOWACE BAE AT
oNs:
A. SLEEPER AIRPLANES - ON FLOOR OF COAT COMPARTMENT OPPOSITE MAII'I

CABIN DOOR.
B. DAYPLANES - ON FLOOR OF COAT oO,IPARI,ENT AFT 0F MAIN CABI\ 000R.
c. AtR COAcH - ONE ON MAIN CABIN DOOR ANo ONs ON FLICHT COVIPARDIISNT
DOOR.
P ROV I DED AS A SUPP L EMENT'ARY MEAN S OF EVACUA T ON,

L 0 CA D WALL OF TH E FORIA'ARD COAT COMP ARTMENT ON DA
PLANES ANO ON THE AFT WALL OF THE COA T c Oi,IPARTMENT ON SLEEPER PLAN Es.
THERE IS NO LAOOER ON THE AIR COACH.
HAND FIRE EXTINCUISHERS ARE LOCATED AS FOLLOWS:
TYPE LOCAT I ON
ONE 5-LB. ooE (aul ltRpLANEs) AFT SlDE oF cocKPlr BULKHEAo.

ONE 1-QT. PYRENE (ltu niRpLANES) 0N BULKHEAo AHEAo 0F cocxPlr
OUTSIDE BOOR.
ONE 1-QT. P YRENT {ALL AIRpLAruEc) 0N rLoon BEHII'Io AFT INBoARo
SEAT OF R€AR CABIN COMPARTMENT.
ONE 1-QT. P YRENE (oc-5 olvpunNEs oNLY)-0N LEFI s!o€ 0F FonltARD cABIN
BULKHEAD.
ONE 1-QT. PYRENE (oc-6e oiluv) lN AIsLE dusr FoRWARD 0F
LAO!ES LAVATORY OOOR.
ONE 1.QT. F YRENE (gc_5 olvpuaNEs LAST INBOARD SEAT JUST
nuo oc-69 or'llv) FoRWARD 0F BUFFEI.
ONE 1-QT. P YRENE (SLSepenS0NLy)-* --BEHAND
tN MENTS LOUFIGg - F0R/IARD
BUI-KHEAO"
ONE 1-QT. PYRET'lE SLEEPERS ONLY)-_-OI{ SHELT OF COAT COUPARTMENT.
ONE 1.QT" PYBgNE AtR COACH ONLY)_-TOnWARD 0r MAIN CABIN 000R.
ONE 1-Q?. PYRENE AiR COAC+{ oNLY)-0N Rtfff sgDE rOffiARD CABti'l
UI{BER FIit.gT IIJBOARD 8TAT"
gMOKE CCGBLES ARA PROVIDED.TOfi THT CREW FOR USE W!Tii CXYCEI'I MASK WHEN-
EVEF-TOE-T3--tscHARcED rlto/on sMoKE ExlsTs' TI{E GoGsLEs ARE t-ocATED
iN e pclxer Ao{jAcENT T0 THE wALK-ARoul.tD oxYesN BorrLE 0l'! THE AFT sl0E
OF THE BULKI.iEAO BEHIND.THE FIRST OFFICEE.
cAElN EMEReEN0Y_rl4gll!ctiT8 ARE Lo0ATEo AS FoLLoWS:

A. BLEEPgR AIRPLANES ONE OVER STiACK COMPARTMENT AT REAR BUFFET; ONE
BESID; CALL PANEL IN FOFI,,ARO CABIN; ONE OVER
!
B. DAYP ONE OVER SNACK A T; ONE

BENI'EEN TRCUGH LIGHTS IN FRONT OF CALL PANEL lN
FORWARD CABIN; ONE BEITJEEN TROUGH LIGHTS IN AFT
c ONE SNACK ; ONE

AT ATT ENO OF TROUEH I-IGHTS IN REAR EABIN
COMPARTMENT; ONE AT AFT END OF TROUGH LIGHTS IN
FOM,I'ARD CAEI N COMPARTMENT.
A FIRE AXE IS LOCATED ON THE FOR'I.IARO SIDE OF THE BULKHEAD OOOR BETWEEN
CABIN AND C OCKP I T.
EMERGENCY PROCEOURES
DC-6 sEcrroN L PAGE 5
()PTRATING MANUAI.
tt-15-5t
Û^ EMERCENCY EQq!_p_ltrENT LoCAT| 0N
SMOKE GOGGLES
EVACUATION SLIDE
PYRENE EXTINGUiSHER
c02 ExTTNGUTSHER EMERGENCY
LAODER
PYR€NE
EXTINGUISHER
PYR EN€
ETT INGUISHER
EMERO€NCY
AXE FLASHLIGHT
i.MERGENCY PYRENE EXTIN6UISHER
iLASHLICHT (ON SHELF )
D0:9,_SLEEFE_3
siloKa 6.1s6:-E3
P Y R E ru L- : XT I Ii i; IJ I S H T R ENE
t02 Ex'l [!auilHER PYRENE EX INGUISHER
EXTIi.iGUISHER
EV/ICUATION SLIOE
IMgRGENCY
LADOES EMER6€NCY
FLA9HL'GHT
D C: 3*_D 4YP-!-t(ll E
SMOKE GOGGLES
PYRENE EXTINGIJISHER gVACUATION SLIOE €MER6TNCY
c02 ExTTNGUTSH€F (0N DO0R ) FLASHLIGHT
PYRENE
AXE PYRENE ExTINGUISHER EXTINGi]ISHER
(UNDER SEAT ) PYREN€
EXTINGUISHER EVACUATION SL!DE
(oN 000R )
SMOKE GOGGLES
PYRENE EXTINGUISHER PYRENE EMERGENOY
CO^ EXTINGUISHEF EXTINGUISHER FLASHLIGHT
PYRENE ExTIN6UISHEh
pYRENE
AXE EM€RG€NCY SXTINGUISHER
LAODE R
EVACUATION SLIOf:
0-g:-g-E
m
sEcrloN 1 D(-5
PAGE 6
OPERATII'IG MANUAL
1!.-15- 51
ût^
F- F
xzx s>
uo
>-
) >,
(r:
o rL)
<< <u
; U
El (r
o :P f o
(J ()l E Xt xl
ol :r= l()
z ol << <o
a o
E TU
(9
(r
lrJ
Hffi
u
=
ol
@l
6l
ol ol
=t
F
z ,lul
= =l
r-lot
EI}I
EI <lol
-l clol
JI =
r-l o =lzl
ol
ol -l
*l
-l(,l
Jl
=ld
LI
EMERGENCY PROCEOURE9
DC.5 sEcrroN 1 PAGE 7
()PERATING MANUAT L7-L>51.
^W^
6rEt oir
=L6-
=J-.@ a=
I-'ei9
Toz6)
zUo
ozu-o
l=ool >z: >
=a?
i:p E
n
N
IsEI
o E3:e
z@ z z
ts E
={
o6 o
O =q
o-a
a
) 2s
a
oa
.) za = N
F F
=r =r =o
z
o
u
IO
qF
rO
oF
I
I
tp FL I
,z
aai I
I
!t
9;
o
=
o
o-F
F<O
Lg=
<0o
E<o
L-z
9O-
ts
O_F
OO
I
I
I
r< = <o :<= <o I
= I
o
I =
E
(E I
_I _t
\ I
trj
tu
.L
I
I
I
kJ I
I
hJ
I
J <1 I
J
I
I
__l
a ()
o o
F<
zd {z ts<
ZL (J
o lr, o E.
z >- a
*<
J
f@ (L
ts 6F
G
ts
z I I
si
o8 o ? 3=
<5
-uci
6F> L .T r_J
-.t=o
YF> L
I
-r-----l-J
FFI I
.;
I
I
t._
!- o
=
x
eflP !,c
I
I I =S^
o=Fl- o
I
=
o
I
FoFo zo
TY.z2o; I
a
I
E T oz=
guO o
o"! 9o I
I
U o
=
I
I
a o r *4" a
u-Gi 3? I 0 z I
z9o
o:< <=
I
I I
I
I o
zo
zYciS
o-<< t o
o
I
i @ o
=
d
I
I c; to :
o
o
I
I = a
z
9;
r5 o
o =
I L-----J o
>ts F >o I L-____J
oF
x Ots bF
o 6r
=
<o & . u3
a OO
F
I
<o
o -z
o-
<=
=
DC-6
SECTION 1 PAGE 6
0PERATING IYIANUAL
tt-1.5-57
^W^
cRouN! Fl REs_
ENSlNE FlrE Wr.!!LE STARTINs

CAPTAI N FI RST OFFI CER FLI EHT ENCINEER
XEEP ENEINE TURNINC UNTIL BURNING GASOLINE MIXTURE...... I DI.E CUT-OFF

1S ORA1IN INTO ENGINE OR UNTIL FIRE IS BoosTER puMP..........oFF
EXTI NGUI SHED.
IF ENGINE WILL NOT START AND FIRE CONTINUES
THROTTLE -
CLOSED. CALL TOWER FOR SHUTS DOW\ ENGINE - UPON
ORDERS ENGINE TO BE SHUT ASSI STANCE. ORDER FROM CAPTAIN.
OOWN.
OPEN SIDE WINDOW. FLAPS - FULL OOWN MIXTURES..... IDLE CUT-OFF

FIRE EXT. SELECTOR
OPEN SIDE WINDOTI.,. VALVE HANDLS.....PULL OUT
OISCHARGES C02 0R ORDERS FUEL TANK SELECTOR. OFF

CCz DISCi{AECEo AS REQUIRED IGNITION. OFF
OiOERS OTHER ENAINES TC BE SHUTS DO!1'N OTHER OPERA-

SIJUT DOWII OR CTHER ACTICN TING ENCINES UPON ORDER
TO BE TAKEN. FROM CAPTAIN.
ORDERS PASSENGER EVACUATI ON I F NECESSARY TO PROCEEDS TO CAB'N TO AID

IF FIRE CONTINUES: ABANOON AIRPLANE, IN PASSEiIOER EVACUATION.
A. BY LOADING RAMP SEOURE COCKPIT
B. BY WING EXITS OPPCSITE BLFORE LEAVINC.
BURN I NG EI'IG I I]E.
E NS.tllE _fl -LE_-4gAU!9!._8&r.

CAFTA I N FI RST OTFI CER FLICHT ENSINEER
TURN AIRPLANE DOYJNWIND TC CALL TO!'IER FOR
KEEP FIRE AIVAY FRCM CASIN. A3S I STANCE"
ALL THROTTLES - CLOSEO. FLAPS - FULL OO'I/iI SHUTS DOWN ENEINE - UPON
CRDERS ALL ENGINES T,] BE ORDER FROIJ CAPTAIN.
SHUT DOWN.
OFEN SIOE WINOCA,, OPEN SIOE WIN8OW ALI. MIXTURES

....., I DLE CUT-CFF
FiRF. EXT. SELEOTSR
VALVE HANDLE,....PIJLL CUT
(rcn eunNlNG ENi:lNE oNLY)
DISCHARGES CC2 OR ORDERS AI-L FIJTL TANK SELECT:RS..
C02 DISCHAR0ED AS REQUIREO. """"oFF
ALL I GNI TI ON SWI TCHES. .,.
.. . . . ... .. "oFF
=.
ORDERS PASSENGER EVACUATI CN IF NECESSARIi TO PNSCEEDS TI CABIN TO AID
I F FIRE COr,ril t,tJES: ABANDCN A i RPLANE, I N PASSENEER EVACUATICN.
A. BY EMERSENCY SLIDE SECURE CCCKPIT
B. BY WINC EXITS OPPCSITE BEFORE LEAVI \G.
BURN I NG ENG I I.IE .
EMERCENCY PROCEDURES
D(- 6 sEcTroN 1 PACE g
OPERATING MANUAL
LL-15-51
"W^
GROUND TIRE - LANO]NG GEAR FIRE
CAPTAIN FIRST OFFICER FLI GHT ENEINEER

HEAD AIRPLANE ITITO THE WINO CALL TT]WER FOR
ANO PAHK. USE AIR BRAKES ASSt$?Ai{eE,
TO PARK AND RETURN HANDLE
T0 HoLil "
ORDER TLAPS OOUN. uriNc rLAPs
oN .e-4PrAlf{ 1s oRoER.
- FuLt- 00ei,N
gIISTilUOT STEWARDESS TO PRIPARE FOFi IMEREENCY EVACUATIOru.
oRoEn ENGTNE{s} Nor lHess sHUT DtlurN EustNr(s) oht DEPLANE WI?H TIFE
OF THE AFFECTED LANDINA fiAPTAIi'J i g ORDEfi. EXTTNGUISHEFT
ee*n{si sHUT DowN. TIIROUCH SUI TABLE
A" rJtxruRgs. EXIT ON OPFOSITE
. I FI-E CUT-CFF SIBg OF FUSTLAGE
E. I Gi,JiTtOil".. " " ",."oFF FROIN TI RE. IilAKE
PREL!MINARY INSPEC-
TION OF AREA FROI.4
SAFE OI STANISE.
SICNAL CREW IF
AODITIONAL ACTION
I S REQUI REO"
I\iAlt\lTAlN Af LEAST 2000 RPrn EOA'L FTAPS - OPEN.

Oi.I .-NG!NE(S) AHEAO OF OPEN otL cooLEE oooR(s)
4TFECTED LAI.iDINA GEAR. I ANUALTY ON OPERATING
eNetNr(s).
: T THi F I RE CAIJSES TIJE LAI{EI NO GIAF. TI RE TO
fXPLlrDg, CCNrlr{iUE T0 MAINTAtN Af LEAST 20OO RPM
&rrER rHE EXpLcslor,t. {rxpuosl0N w!LL PR0BABLY NoT
Ixr ! iiGU I sH tur rLarrrE. )
oRDER ENtctNE{s) suur oo,.^rtt SH UT DO\i/N OPERA T I NC

\!HEN FIRE EQUIPMENT IS IN rNelNr(s) or'r cAPTAIN's
POS!T!ON TO TIGHT FIRE. ORDE R.
A. MI XTURES.
. I DLE CUT-OFF
B. lGNrTl0N.........oFr
SECURE EOCKPIT.
PROCEEO \,ÎIT}i *NT] ASSIST I[] EVACUATING PASSENGERS.
--
D(-5
SECTION 1 PAGE 10
t-3-)t OPIRATIiI6 [,IANUAI
^W^
ENCINE FAILURE ON TAKE-!ry
THE CAPTATN wlLL 0HECK AIRSPEEO AND DECIDE tlll{AT ACfloN SHALL BE TAKEN.
IF AN ENGINE SHOULD FAIL VYHEN THE TAKE-OFF SPEED IS EELOW V1 . ALL
ENGINES SHOULD BE T}IROTTLED AND THE AIRPLANE STOPPEO. IF THE SPEEO
IS ABOVE V1. THE TAKE-OFF SHOULD BE CARRIEO THROUGI'{. HOWEVER, THE
cApTAtN MAy ELECT T0 STOP lF EXCESS RUNWAY tS KNo!4'N TO EXIST.
i:
CAPTA I N FI RST OFFI CER FLI G}]T EN6INEER
THE PILOT MAKING TIIE TAKE-OFF SHALL CON-

TROL AI RPLANE.
THROTTLE -
CLCSEO. SHUTS DOWN ENGINE TJPON ORDER
OROERS ENGINE TO BE FROM CAPTAIN.
SHUT DOWI\ OR OTHER
ACTION TO BE TAKEN. PROP. MASTER ENC. SELECTOR..
s$/l Tc*l T0 0PP03 I TE
INBOARD ENGINE IF
ORDERS GEAR UP AFTER LANDING GEAR - UP FEATHERI Ng MASTER EI"JGINE
BE I IIO SAFEI.Y A IRBORNE. ON CAPTAINIS ORDER. PROPELLER. .. .. FEAT}IER
XTURE.
MI . I DLE CUT-OFF
FIRE EXT. SELEGTOR
ORDERS WING FLAPS UP WING FLAPS - UP VALVE HANDLE .PULL OUT
WHEN SAFE ALTITUOE ON CAPTAINIS ORDER. COWL FLAPS. ...,.CLOSE
AND A!RSPEED ARE FUEL TANI( SELECTOR. ......oFF
I GNI Tt oN. ... "..oFF
EENERATOR. "......,"..OFF
ATTA I NEO.
lrueu soosrER PWP..."....oFF

lccnl,L rLlp gwrrcH....." "..oFF
lott
I cooteR swtrcH.".cLosED &
I
oFF
IOwlren I N,JEcr. swt rcH. . . cFF
pnop.
II Hop. "
Gov. . . ToGGLE To
I ruLL Low RPM
lOruEr PREss. wARNI Nc
I Lr eHT CUT-oUT SwI TCH...OFF
I
OROERS POWER REOUCEO POI#ER ON REMAININE ENGINES -

To RArEo wxeir 155 MPx REOUCE TO RATEE ON -
(tr5 KNors) AND SAFE CAPTAIN'S ORDER.
Er-iiruoe ARE ATTAI NEo.
@ oc-6a ollt.v
NOTES:
1. tr FIRsT OFFICER lS MAKINC TAKE-OFF, CAP?AlN WILL RAISE LANDINe

EEAR ANO WINO FLAPS.
2. rioLo ATRPLANE ON GROUND UNTIL REAC}ItNG V2, CLIMBING OUT AT V2 OR
t{lGHER. lF oBSTAOLE CLEARAN0S lS CRtTICAL, CLIMB oUT AT Vg.
Z. CONTINUE STRAIGHT CI-II,IA ('T POSSISTE) AT TAKE-OFF POIflER TO A SAFS

EI-TITUOE ANO AIRSPEED BEFORE RAISINC WINE FLAPS. INCREASE AIR-
spEEo oNE MILE PER xouR (ottE KNor) ABoVE V2 FoR EAo{ DEGREE REouc-
TION IN FI.AP SETTING. IF THIS IS NOT OONE, THE INCREASED ANGLE OF
ATTACK NECESSARY TO MAINTAIN LIFT WHEN THE 2OO FLAPS ARE RETRACTED
AT THE LOWER SPEEOS WILL RESULT tN INCREASEO ORAC ANO ADVERSELY
AFFECT ACCELERATION ANO CLIt./18 OUT ABILITY.
,---y \. FCR STOPPING, USE ERAKES AND REVERSE THRUST, AS REqUIRED. IF

RUH!,TAY IS SLIPPERY, USE SYMMETRICAL BEVERSE THRUST.
)' ftEFER T0 Vl - VZ TABLES 0N 0PP0SITE PAGE.

EMERGENCY PROCEDUBES
DC.6 sECTION 1 PAGE 11
0PEnATING [{ANUAt 3-28-52
ENGINE FAILURT ON TAKE.OFF
lppnOX tUarE SpeeOS , t'iO GRA!!$-!I-T,
STANDARD TEMPERATURE.
----->- DG-6
v, - cRrrrcAL ENGINE FAIIURE SPEED Vr*
STANDARD ATTITUOE - IOOO FEET BEST
TAKI.OFF
SL-3 3-4 4-5 5-6 6-7 7-8 CTIMB
ICAT OA FO SPEED
MPH Kl.roTs MPH xt{ors MPH K'rlfis tI PH I(NOIS MPH rGlgts MPH nrur- ilPH
o
o 65 84 73 85 74 av 76 88 77 90 t6 9i 79 ro6 92
z5 90 78 92 80 o? 8r 95 83 95 85 98 85 iro 96
o 79
6 75 96 83 98 85 roo 8? tor 88 ro3 90 ro5 9r il3 98
o
o 80 ro3 90 r05 9l r07 93 ro8 94 ilo g6 ilt 97 il6 rol
9
I 82 to5 9l ro7 93 ro9 95 ilt 97 il3 qQ il8 103
!-
(9 89 to8 94 ilo 96 il2 97 il3 98 il9 toz$
&
B
8q ilo 96 tt2 97 il4 99 reo r05
o 88 n3 98 il5 roo il7 ro2 122 r06
U,
o
G
90 tt6 tot il8 ro3 r23 ro7
(9 92 il8 r03 tz4 ro8
*lNOR8ASE AIRSPEED ONt MILE PFR HOUR lOf$EKttOT) ABOVE Vr FOR EACH
OEGREE RTDUOTION IN FLAP SETTING.
DC-68
WET TAKE.OFF POWER
vr - GRTTTCAL ENGINE FAItURE SPEED Vr*

STANDARD ALTITUOE - IOOO FIIT BEST
TAXE-OFF
SL-3 3:-4 4-5 5-6 6-7 7-8 CLIMB
INDI iATTI } AIRSPEEO FOR i SPEE D
ITPH xriols MPH KiroTs MPH xNgrs IT PH !fitoIs MPH Kt{o7s rTPH KNOIS MPH
,n 65 74 64 75 65 77 67 79 69 80 70 82 7t ro6 92
Z?e 80 70 e2 7t 84 73 86 75 a7 76 89 77 ilo 96
Ir! 86 75 89 77 90 78 92 80 93 8r 95 83 il3 98
90 il7 r02
889 93 8r 95 83 97 84 99 86 rot 88 ro3
9es roo 87 roz 89 r04 90 r06 92 t07 93 ro9 95 r20 ro5
r9O r06 92 ro8 94 ilo 96 il2 97 il4 99 r23 ro7
igi ro9 95 ilt 97 il2 97 il4 99 t24 ro8
ilo
IgT ill 97 ll3 98 il5 roo r26
3gE il3 98 il6 rot t27 llt
Irr lt6 lor
!oo il8 ro3
t2a il2
130 il3
}tilcREASE AIRSPTFD OXE HILE PER TIOUR (OT{E XiIOT) ABOVE Vg FON EAG}I
OEGRf E REOUCTION I1{ FTAP STTTII'IG.
EMEBGENCY PROCEDURES
D(-6
sECrlON I PAGE I1A
OPERATING MANUAI
3-28-52
"W^
ENGINE FAILURE ON TAKE.OFF
APPROXIMATE SPEEOS 20" FI-APS . NO WIND

NO GRADIENT STAN DARD TEi'PERATURE
DC.6B
3 ENG INES WET TAKE.OFF POWER
24OO BHP - 28OO RPM
1 ENGINE DRY TAKE-OFF POWER
( r95O Bl{P - 28OO RPM )
V1 - CRITIGAL ENGINE FAILURE SPEED vz*

STAN DARD ALTITUDE - IOOO FEET BEST
TAKE.OFF
SL-3 3-4 4-5 5-6 6-7 7-8 GLIMB
INDI AIRSPEED FOR SPEED
MPH r(i.roTs MPH KI{OTS MPH XNOTS MPH KNOTS MPH KI€TS t{ Pt{ Kr'roTs MPH KN TS
70 83 72 85 74 86 75 a7 76 88 77 89 77 ilo 96
-.
751 90 78 9r 79 93 8r 94 8? 95 85 96 83 il3 98
o --i to2 89 r03 90 tt7 to2
o 80 96 83 98 85 99 86 roo 87
2 ---l
3 9i 92 il8 ro3
o s7 99 B6 rc0 87 ta2 89 r03 90 ro5 r06
c
o 84 lor B8 ro3 9l r06 9? r07 93 r09
90 I C,5 95 il9 ro4
o
9 86 lo4 90 l06 92 r07 93 r09 95 ilo 96 fi2 97 120 r05
I
F-
81 to7 93 r08 94 lto 96 ilt 97 il3 98 t22 ro6
o
90 l09 95 rlt 97 fi2 il4 99 t23 i07
4
0 92_ il2 97 il3 98 il5 r00 t?4 ro8
t)
(}
0r 94 il5 roo il6 tol 126 ilo
96 It7 to2 t?-7 ilt
I INcREASE aIRSPEEO ONF MILE PER HOUR(ONEKNoT) ABOVE Vz FOR EACH
DEGREE REDUCTION IN FLAP SETTING.
DC-6 EMERGENCY PROCEDURES
sEcTroN 1 PAGE llB
OPTRATI},IG MANUAT 3-28-52
^t^
ENGINE FAILURE ON TAKE-OFF
APPROXIMATE SPEEDS FOR 2OC FTAPS . NO WIND,

NO GRADIENT, S_TANDARD TEMPERATURE.
-) DG-68
DRY TAKE.OFF POWER
( 2050 BHP - 2700 RPM )
V1 - GRITIGAL ENGINE FAIIURE SPEED vz+

STAN DARD ALTITUDE - IOOO FEET BEST
TAIG.OFF
SL.3 3-4 4-5 5-6 6-7 7-8 CLIMB
SPEEO FOR 2OO FLAPS SPEED
MPH XNOTS MPH KNOTS MPH KN TS MPH (Nols MPH KIWIS MPH xl{ols MPH xilors
alt
65 79 69 80 70 8l 7l 84 73 85 74 r06 92
7t 82
EI
z 7g 86 AE 87 76 88 77 89 77 9t 79 92 80 ilo 96
)
o
o.
o
75 93 8r 94 82 95 83 96 83 98 85 roo a7 il3 98
o
I 80 roo 87 rot 88 ro2 89 r03 90 t05 9t r07 93 tt7 ro2
I
F a2 r03 90 r04 90 r05 9r r06 92 ro8 94 ilo 96 il8 r03
E
(,
a 84 ro6 92 r07 93 r08 94 l09 95 ilo 96 il9 t04
=
o 81 r09 95 ilo 96 ilt 97 nz 97 tzo r05
att
o
G 88 ilt 97 tt2 97 il3 98 122 lo6
(9 ---.t
90
J
t14 99 123 ro7
gal il6 rot t24 ro8
* TNGREASE A|SSPEEO Orlt utLE pER l{ouR (oHE KltoT} lgovr Va FoR EACI{
DE6REE NEOUGTIOiI IN FLAP SETTIl{6.
EMERCEilCY PROCEDURES
DC-6
sEcTlox 1 P^GE 12
2-8-52 OPERATII{G
'tlA}IUAI ^W^
EilCINE FAILURE IN FLIC
oETERMIIIE FATLED ENGIi\iE BY ONE 0R A cOMBlNATl0N oF.

1. DROP OF BMEP. l+. cHANcE oF TRIM.
2. FLUCTUATT NC FLO'II'METER. 5. DRoP 0F HEAD TEMPERATURE.
1. FLUCTUATINe RPM.
NOTE IF ENEINE ]S BACKFIRlNs - UsE AUTO RICH - AND REDTJCEO POWER.

lF BACKFIRINe CoNTINUES, SHUT ENCINE DoWN.
CAPTA I N FI RST OTFICER FLI 6H' ENEINEER
THROTTLE -
CLOSED. 3HUT3 OOV'N ENGINE UPON OROER
ORDERS ENCINE TO BE FROM CAPTAIN.
SHUT DOITN.
PROP. MASTER ENG. SELECTOR..
SWITCH TO OPPOSITE
INEOAFD ENCINE IF
TEATHERINE MASTER ENGIT(E
PROPELLER. ....FEATHER
MIXTURE. . IDLE CUT-OFF
FIRE EXT. SELECTOR
VALVE HANDLE .PULL OUT
COWL FLAPS. .....CLOSE
CEAR AND Wlt\ic FLAPS.. FUEL TANK sELECTOR.. . . ...OFT
. . CHECK FUEL CROSSFEED...... .. ...OFF
lGNlTl0N. .........oFF
gpARK ADV,..TAKE_oFF & CLlijtB -<*
cENER,qroR. ........oFF
FUEL BOOSTER PUMP.. ... ...OFF
COWL FLAP SWITCH...... ...OFF
olL cooLER s\^,1 TcH... cLosEo &
OFF
Ownren tN.JEcr. swtrcH...oFF
NOP. PRoP. GoV.... T0cG[-E T0
I
FULL LO!\' RPM
Qrlrel PREss. wARNI l(G
LIGHT CUT-OUT gWI TCH...OFF
ODc-68 0NLY
tivltR0hNCY PR0CSDURES
DC- 6 sEcTloN .1 PAGE 13
()PERATING MANUAT
"W^
ENGI[]E FAILURE IN FLIGHT - PBOIELLER FEATHEIING PROCTDURE
NqTES
+1 THE FIRE EXTII.]GUISHER SELECTOR VALVI HANDLE SHOULD NOT BE PULLED

UNTIL AFTER TIE PROPELLER IS FEATHEBED. PUSII THi: FIRE IXTIN.
GIIISHER SELECTOR VALVF HANDLE BACK IN AS FAR AS TiiE DETLNT
("!IL ON'') POSITION APPBOXINIATILY I' iMINUTES AFTER FEATHETTING TtiF
PROPILLER - rr--NAIM-!-xlgE.
2 lF THI FtATHEBI\G BUTT0N FAl,.S r0 STAY lN DURI\G FEATHaRI)lGr lT

SHOULD BE HELD IN. IF IT FAII-'i TO POP OUT TO NEUTRAL AFTER
FEATH:RING HAS BEIN COMPLETID, IT SHOULD Bi PULLED OUT PRCIilPTLY
T0 PREVENT THE PUldlP ivl0T0fi FRCl\1 BURN ll\G 0UT.
1. TOGGLE THt lllOpERAT IVE pR0DtL LLR G0VERtiCR TCr Ft,LL rLC,fl Rpt/tI T0
- C0NTAIN [NGINE SPETD lN CA3t'THI PRCI]ELLER DOIS NOT FF-ATHI:R 0R
SUAS EQUII'JTLY UNFEATHTBS.
4 A PROPELLIR, AFTtf] FEATiIER lNG, iVAY N0T STtlP R0TATING C0rv"lPLl,TELY

8UT MAY fJINDIJILL SLOII/LY EIl'HIR FORWARl] OR BAOK'Y'IARD DEPI.NDING ON
THE BLADE ANGLE. ROTI'TIOIIAL SPI!D IN EITHER CASE UIILI. DECREASI:
AS A IFSPEED IS DECRTA.SED.
SHOULD THE PROPTLLER ROTATT FORV'JARD, IT IUAY GRADUALLY UI'IF't-ATI.ILT.i
ITSELF. PUSH IN]G FEATHER INJG BUTTON I [I AGA II\ fu]AY STCP FCFi41ARD
RCTI,T ION.
SHOULD PBOPELLER ROTATE BACKWARII AFTER FIATHERIi\G, RoTATlCl,l r,lAY

BE COi\,IPLtTELY ST0PPEII lF NiCISSARY BY PULL ING 0UT tiAll-:aF l,\G
BUTTON MOI\'lENTT,RILY. THIS 'll,I ILL 'I INCHI' PROPE,LI.tR BAOK TO CORIii-OT
FEATHER ANGLE. CARE I,1UST B[ TAKEll T0 PFIEVtNT 0VERST-|O0TlNG fHE
FEATHERING ANGLE, THUS CAUSING FOR',fJARD B0TATICN. lF THIS SI.iCULD
HAPpEN, PUSH FEAIHER I NG BUTI0N I N ACA I N.
OAIT IQN: OBStRVt 1 I,iPH (135 KNOTS ) IUIX II,IUI,I UNFEATH[E ING sPEED
LIMITAIICN.
'6
5 IF TIiE PROPELLER CONTINUES TO WINDMIL.I- AND IryILL NOT FEATHER , THE
FIRE EXTINGUISHER SELECTOR VALVT HANDLE fu1AY 8T PUSHED HALF yiAY IN
TO DETENT (''OIL-ON") POS II'ION.
+6. !rHEN 0PERATING UilTF: A PR0PELLER FTATH[FED,0BStRVE THE F0LLC'IING

PFECAUT I ONS:
A. NORMALLY DO NOT EXCEID AN AIF,SPLED OF 22O MPH (190 KNOTS).

NEVEB EXCEED 250 I\fH-I?J ( KN-OIS) EXCEIT EfulERGENCY.
-IN.
B. CAREFULTY MONITOR INGINE INSTBU|!1ENTS AND PfiOPELLER OF THE
FEATHEBTD ENGINE AT ALL TIMES. DO NOT REMOVE ILLUMINATED
PRESSURE WARNING LIGHTS. RISE IN ENGINE OIL AND,/OR FUEL
PRESSURE USUALLY !TILL GIVE THE FIRST INDICATION OF AN
ENG INE START ING TO I'I INDIIIILL.
C. lF A PR0PeLLIR Sii0ULD STAFi-1-10 UNfiATHtfl , lNltliEDIATELY DEPRiSS

THE FEATHIR ING BUTTON.
7. BEFORE.TURNINC CBOSSFTED VALVES OFF, MAKE CERTAIN THAT OPEFATIVE

ENGINES ARE OPERATING FRO]\/) THEIB RESPECTIVE MAIN OB ALTERNATE
TANK.
De -6
SECTION 1 PAGE 14
OPERATING MANUAL
tt-15-5t
EgLl NEli ulE 0N _Tr\ KE:-9F r-
"\{^
t! -'ei
ECAPTAINwILLCHEoKAIRSPEEDANoDE0IDE\^TiATACTI0NSHAI-LBETAKEN.
s BELo"'{ Yt --l-L!-
IF Elre iruE snculo FAtL wHEN THs TAKE-oFF sPEED I ls
EN elr.iEi igour-o Br THRorrLED AND TFIE AIRPLANE sroPPEo' lF THE sPEED
ov;-v, - THE TAKE-oFF snouuo BE 0ARRtED THR0u0H' HoWEVER, THE,oAP-
AB
TA iN-l\mi eiiii i,i irop EX0ESS RUr,r/,rAy ts xNowN T0
rr rF rs Extsr. rI
THAT AN ENGTNE 0R NACELLE FIRE EXISTS, PRSCEEB
AS FgLLg"{S:
ignr.lifrlEO
CAP TA I i\r FI RST OTFI CER FLI GIiT ENAI NEER
THE PILOT MAKING THE TAKE-OFF SI1ALL CON-

TRoL AIRPLANE.
SHUTS OOVJN ENOINE UPON ORDER
THROTTLE -
CLOSEO.
FROM CAPTAI N"
ORDERS ENGINE TO BE
SHUT DOII'N,
LAND!NC GEAR UP ON PROP, I\IASTER ENG. SELECTOR. "
ORDERS GEAR UP AFTEF
cAPTAlNrs oRoER. S1,(I-CH IO OPPOSI TE
BEINE SAFELY AIRBORNE.
INBOARD ENGINE I F
FEATHERING MASTER ENGINE
PRoPELLER. .... FEATHE,R
MI XTURE. . I OLE CUT-OFF
F!RT: EXT. SELECTOR
ORDERS VJiNO FLAPS UP ING FLAPS UP ON VALVE HANDLT- .PULL OUT
WHLN SAFE ALTITUDE ANO CAPTAIIIIS ORDER.

AIFSPEED ARE ATTAINEO.
COCKPIT OXYGEN,. GCGOLES. . ...OISTRIBUTE
.. ".
" .Tl.iRN
0N
OXYOEN iIASK., ". .ON OXYGEN MASK... ... ""......0N

( RE cuLAToR 1co tr) (REcuLArcR loofi)
G00GLES..,... ". .0N GO GGLES. ...".'..ot'j
C02 0R 0RoER COMPLETE PROPELLER FEATHER-
DI.SCHAPGE
F/o ro oo so. I NG PRCCEOURE.
oxYGEN |,1ASK....,....0N cowt TLAPS. ......oPEN

(nseuLnron loc$)
cde lEs. ... ..0N FUEL TANK SELECTOR.......OFF
I GNI 1'l oN. .... . .. -.oFF
CENERATOR. ........oFF
FUEL BOOSTER PUMP...... ..OFF
cortJL FLAP SIJlTCH.. . ..... .oFF
OIL COOLER SWITCH...CLOSEO &
O*orr. tNJECT. *rr,r.*...3F!

oARBUREToR HEAT......,..coLll
AlRrolL I-1EATERS..,....,..OFF
I NCP. PROP. GOV. . . .TOCGLE TC
FULL LIM' RFli
OruEl PRESS. wARNtNG
LI GHT CUT-OUT SU]I TCH...OFF
REDUCE POi/JER TC RATED Oi\]

ORDEFS PC\ IER REDUCED
REi.4AINING EIIGINES CN CRDER
TO RATED WjEN T'6 MPH FROM CAPTAIN.
(11F KNoTS) ANO SAFE
ALIiTUDE ARE ATTAI I\ED.
O oc-6e oNuY
w
EMERGENCY PROCEDURES
D( -6 SEcTloN 1 PAGE 15
OPERATINC MANUAI.
^$U^
ENGINE FIRE ON TAKE_OFF
"Ngtgs:
I"IFFIRSToFFIcERIsMAKINGTAKE-oFF'CAPTAIN',,\lILLRAISELANDING
GEAR ANO WINC FLAPS.
2 1.{0LD A!RPLANE ON GRolJNo Ut'lT!i- nlACi'rlNG Vg' 0LIMBINB OUT AT-V2

0R-Hl,lHER. lF OBSTACLE C{-r-,i,F:AneE ! 3'SRlf tCAL, CLIMB OUT AT V2.
l *cNTrNuE ETRATBHT oLIMB ( iF PssslBLg) AT TAKE-oFF PowER T0 A

ia;.E eurtruoE AND AIRSpEEo FEF0RE RA.l slNlG vvlNc rLAPs. IN0REASE
atnspEEo oNE MILE PER Houn (cNE KNcr) ABovE v2 FoR EACH oEGREE
NTOUETION iN TLAP SETT}h}8" IT THI S i S NOT DONE, T|IE INCBEASEO
ANGLI OF AT]"ACK NISESSARY TO IIAINTAII{ LiFT WHEN THE 20" FLAPS
ARE RETFACTSS AT THE LO!!88 SPEEDS'#iLL RgSULT IN INCREASE$
lRee nruc ADVERSELY AFFECT ACCELERATiON AND cLll'Jls CUT ABILt?Y.
-- ti ;oR sTOPPtNG" U36 BBAKES Al'llj nEVEBSE THR|'STr AS REQUIRED"

,F RUI'I*IAY 15,5g1FAERY1 L,SF STMMETRIOAL RTVIRSE THRUST"
b. THE FINE EXTINGU!B|JER gELECTOH VALVE HAI'jDLE SHOULD NOT BE PULLEO

UNTiL ATTER THE PROPELLER IS FEATHIRE8.
THE CfiWL rLI\PS MAY EE CLotrfi AFTER THe FIRE lS oUT T0 REBUCS
*fiA 6.
:-1" i]HT\i,' RESUL*rER$ IHALL BE SET T$ TOO, FLOW" USE EOGCLES

AtID CA''jSNi]-TYPE
':i.{GE,}i OXYSEN MASKS-
9 30 NGr EXTEN p rHE L8!0 I N q _qE4E_q!=vqs9-!!4qs,uq!!-ItsE:!AsI _ _

@0, rxgg PREvENTINc ExTENSlvE FIRE
ilAIi'lEEE_TCI i}1E LAI.I$IFTG CEAR SYSTEM OR FLAPS"
DC-6
5ECTION 1 PAGE 16
OPTRATING ilANUAL
2-3-5?-
^W^
ENGINE FIR IN FLI GHT
lF lT ls DETERMINED, EITHER VISUALLY 0R BY WARNING LIGHT,-THAT-AN

eHeinE SECTION OR HAcEUte FIRE ExISTS lN FLlcHr, PERFgRM THE FoLLOWINe
STEPS IIV}IEOIATELY:
CAPTA I N FI RST OFFI CER FLIGHT Ei{GINEER
THROTTLE -
CLOSED. cocKPlT oXYGEN....... SHUTS DOWITI ENGINE UPON ORDER]
ORDERS EI'IGINE TO BE TURN ON FROM CAPTA I t{.
SHUT DOWN.
PROP. MASTER ENG" SELECTOR..

SWITGT IO OPPRSITE
OXYGEN MASK........ON I NBOARO ENEIN.E IT
( ne e uuron 1oo#) FEATHERI \C MASTER ENOI I'IE
PROPELLER. .. .. TEATPER
MI XTURE. I OLE CU?-OFF
"
FIRE EXT. SELECTOR
VALVE HANOLE .PULL OUT
GOGGLES. .. " NI STRI BUTE
D!SCHARGE C02 0R cocGLES. . " ..oN OXYGEN MASK...... . ..... ".0N
oaDFRS F/o To Do so. (neeuueron tool) "
GOGGLES. ........'0N
OXYGEN MASK.......ON GEAR AND WII'IG FLAPS.. cov{L FLAPS. ".....oPEN
(REBULAToR lool) . . CHECK FUEL TANX SELECTOR. ......oFF
0ocgLEs..... ".....0N FUEL CROSSFEED.... . ......oFF
ICNIT!ON. ......"..oFF
SPARK AOV...TAKE-OFF & CLINIB
FUEL BOOSTER PUMP.......,OFF

c0wL FLAP SliI TCH... ......OFr
OtL COOLER SIVITCH...CLOSED &
OFF
Ownren r NJEcr. swt rcH. . . oFF
CARBURETOR HEAT. ... ..... COLD
AIRFOIL HEATERS..........OFF
INOP. PROP. GOV. . . . TOGGLE TO
FULL LOW RPM
T.)FUEL PRESS. WARNI I.IG
-ur cst cuT-our swl 1'cH...oFF
@ oc-6a oHlv
NOTEJ:
1 oo Nor RESTART ENeINE lN wrlcH rlne (on FIRE wARNtNc) xls occuRneo.
LAND AS SOON AS PRACTICABLE" IF FIRE CONTINUES - LAND AS SOON AS
POSS I BLE .
2 THE FIRE EXTINGUISHER SELECTOR VALVE HANOLE SHOULO NOT BE PULLED

UNTIL AFTER THE PROPELLER IS FEATHERED.
1 BEFoRE TURNII'lG cRosSFEEo VALVES oFF, MAKE 0ERTAllr THAI oPERATIvE

ENctNES ARE OPERATINc FROi, TugtR nEipeCTtVE MAIN OR ALTERNATE TANX.
4 rHE COWL FLAPS MAY BE CLOSEO AFTER THE FIEE IS OUT TO REOUCE DRAG'
5 cRE$l oxycEN REcuLAToRs SHALL BE sET AT looF rlow. usE GoGGLES ANo
OEMAND TYPE OXYEEN MASX3.
D(-6
ffi
ffi
ffi sEcrroN 1 PAGE 17

OPTRATING fi4ANUAI. ffi
11 -15-51
^W^
cENERIL jrolEs - EIG! NE _sEcll_9.!_LLBE
t THE ENG!NE ANO NACELLE AREA I3 DTVIOED INTO TIIREE ZONES: ZONE I
is-rxe powen srcrlDN (roRurEno oF rHE INNER R!Nc); zoNE ll ls rHE
AccEsBoRy sECTl0N (eEli,EEN THE INNER RlNc ANo THE FIREIIALL); zoNE
III IS THE AREA AFT OF TFIE FiREWALL. WTitLE THERE IS IIO CO2 PRO-
TECTION !N ZONE !, A FIRE MAY BURN THROUGH THIS ZONE INTO ZONE II
0R I I i ; TuenerOne, COP SH0ULD BE Dl SCHARGED REGARDLESS 0F ZoNE
ivr:ic*itox. wt Tlt'rHE*cowL FLAPS oPEN, soME c02 wlLL,BE,9l4ry!. -.
TONURO II.IiO ZOUE I TO AiO IN PREVENTING THE FIIE FROM SPREADING;
THE c02 DIsCH'qR0Eo tNTo ZONES ll ANo lll WILL ALSo SERVE T0 C00L
ttle r.reirro suRFACES lN THosE AREAS AND wl LL HELP PREVENT THE
IENTTION OT FUEL AND OIL"
ZONES I! AilID IIt,

BOTH EQUIPPED WITH THERMAL DETECTORS AND COz
oiscr-isnrE svsTetls, nnE ro BE c0NSIDERED As oNE zoi'lE sll'lcE THE
ruenr"UL OETEOTORS'ARE INTERCDNNECTED TrJ A C0['lMON WARNING LIcHT
SYSTEI.,A-AI'IO CO2 DISCHARGES SIMULTANEOUSLY INTO BOT}I ZONES. TH€
THERMAL oErscfons FoR BoTH zoNES ll AND lll wlLL lLLUM|I'IATE THE
RESPECTiVE ENOII.IE FIRE EXTII'IGUISHER SELECTOR VALVE HANDLE AND
BOTH C02 DISCHARGE HAI'{DLES.
R
7
I\G RE
THE LANDING EEAR OR FLAPS
4 LEAVE THE FIRE EXTINEUISHER SELECTOR VALVE HANDLE IN T}TE OUT

POSITI,]N. APPROXIIuATELY TflO SECONDS AFTER COz
DISCHARGEO' THE IS
P I LOT VALVE UIILL RETURI,,I TH I S SELECTOR VALVE HANDLE ]/4 II,ICH
riwnnos THE oFF postrl0N TD cLosE TlrE sELEcroR vALvE. Tr'lls AUTo-
I,,IATIC CLOSII.IG ELIMINATES THE NEOESSITY OF MANUALLY CLCSING THE
SELECTOR VALVE BEFORE C02 lS RELEASED lNT0 ANCTIiER AREA'
5 IF A SECOND F RE CCCURS IN THE SAME AREA, OR IF THE FIRST FIRE

IS NOT EXTINC SHED WITH ONE OISCHAR
I L AGA EN
PULL T'18 O E 2 DISCHAROE HANDLE. ER, DO N LEASE THE
SECOND CO2 DISCHARCE PROVED INEF
UNTIL T}IE FIRST DISCI-iAROE HAS
FECT I V E.
b.' IF THE PROPELLER CF THE DEAD ENGINE CANNOT BE FEATHERED, AND NO
FIRE IS PRESENT, THE FIRE EXTINGUISHER SELECTSR VALVE HANDLE MAY

BE pustEo ll npFRoxlulrELY HALF wAY T0 TIIE sPRlNe sroP. THls $JILL
PARTIALLY OPEI.I THE CIL SHUT-OFT VALVE ANO PERMIT OIL FLOY'I TO REACH
THE ENGINE, REDUCTNG-TI-IE POSSIBILITY OF AN ENGINE SEIZURE.
7. IN THE EVENT OF A FIRE WARNING FROI,i A SECONO ENGINE:
A RATARD TTE THROTTLE.

B IJAKE A THORCUGH VISUAL INSPECTION BETfRE PROCEEOI[IG WITH THE
COMPLETE T:NGII'IE FEATHERI\O AI.ID EXTINCUISlING PROCEDURE. AIR-
PLANE PERFORMANCE IS SERI]USLY REDUCED WHEN CPERATINI; ON T1{O
ENGt\ES, PARTICULARLY AT HIGH ALTITUDE.
EMERGENCY PROCEDURES D(-6
sEcTlox 1 PAGE 18
3-7-52 OPERATING [IANUAt
"uh
PR0PELL5R LJNFEATiTER I NG
CAPTA IN F I RST OFF I CiR FL I GHT ENG I NTER
A I RS P[ED - REDJCE TO STARTS INGINE UPON ORDER FROM

156 MPH (135Kr'loTS ) CAPTA I N.
AND OBDER ENGINT
STARTED.
OIL CCOIER Sl1lIIOH. ...AUTOI

CO,/.IL FLAP S!ryITCH.....POS ITI,]N I\GI
FUEL B00siER PUIIIP., ... "... " ..LO|V
GENERATOR SI'IIITCH. . " .. ..ON
IGNITION SWITCI1 . .....BOTH
COWL I:LAPS ... . .AS DES ISED
FIiE TXT. SELICTOR
VALVE HANDLE .PUSI.I FULL IN
FUEL TANK SILECTON. ".AS RtQU IRED
FUEL CROSSFEED. " .....AS REQU IRED
THRorrLE. ,.APPRox. * operu

PROP" MASTIR ENG" STLEOTOR... "..
TO OPERATIVE ENGINE
INDIV IDUAL PROP. CONTROL........

TOGGLE TO FULL LOW RPM
FEATHERI\G BUT'I-CN. ...PULL

(2 srcs. unx.)
iTIXTURE (AFTER GOVERNING
AT 13oo Rpm)... .AUTo Rl3H
THROTTLE.......RETARD AS DES IRED
ENGINE - IIARM UP GRADUALLY TO

INSURE CO]VIPLETE C IRCULATION
0F 0 tL.
I ND I V I DUAL PROPELLER CONTROL
AND TIIROTTLE . ADVANCE TO
DESIRED POWER SETTING.
IiUiRGtN(]Y PROJEDUiiIS
DC-6 sEcTroN 1 PAGE 19
OPERATING MANUAI-
^W^
PROPELLER UNi:TJT|IER I NG
LIU I LJ
AS A PRECAUT ICit AGA II!ST A RUNA,TAY EIIG INE OR UNFEATT[3 ING IJ]TI]
FiEVERSt, D0 NOT HOLD FEATHTRING BUTT0N OJT i\l0Bt T.IAN 2 SttjoNDS.
NATCH FOR INDI]ATION OF PROPELLiR RCTATION. IF PBOPELLER HAS
NOT UNFIATHERED, PULL BUTTON OUT AGAIN FOR 2 SECONDS. REPEAT
THI:J PBOCEDUHT AS NECESSARY UNTIL INGINi: IS TJRNING"
.+ 2 IF A PROPTLLER SHOULD REVERSE DURING UNFTATi]ERING, TAKE TIE

F0LLC'/i' ING EivIERGENCY ACT l0N s
A PLACE fvllXTUiiE iN llrlt CUT-0FF.
B ATTEI'IPT TO TtAIi.]ER OUT OF RIVEHSE. IF L.]I,ISUCCESSFUL;
TRIP APPROPRIATE PROPELLER NIVF-RSING CIRCUIT

AREAKEB.
2 li\illvlED I ATELY RESET C IRCU lT BREAKIR.
3 FiATHER PROPELLEB OUT OF REVERSE.
RESTORE N0Rl\,lAL ENGIN:0PERATI0N lF 0VERSPEED HAS NOT

OCCUBRED AND PROPELLTR HAS NOT iIINDI/ILLED BACKWARDS
FOR MORE THAN 45 SECONDS.
D. IF PROPELLER CANNOT BE BRCUGHT OUT OF REVERSE, LEAVE

iV iXTURE IN
IDLE CUT-OFF. OONT INUED !4l IND]VI ILL I \G IN
REVTRSE ''t! I LL CAUSE 0 l L STARVAT l 0N AND PR0BABLE ENG l \E
SE I ZUiiE.
1 REDUOT AIRSPEI:D AND ALTITUDE TO MI\IIilUI,4

PRACT I CAL.
2 DEPRESSUR I ZE CAB I N.
3 MOVE PASSENGTBS AFT OF PLANE OF PROPELLER
ROTAT i ]N.
)) tNtTtAL wARill-Up SH0ULD BE Lti\it tTtD T0 1300 RpM AND 1B'r HG. IIARM
uP tNG tN[, GRADUAT_[y I \CRTAS tNG i\4AN tF0LD pRESSUR: AND Rpt't AS
NTCESSARY UNTIL 0lL
TEi\nPERATURt AND HEAD Tr:iUpERATJRE ARE,{lTHl\
LIiVI ITS.
4. WHEN RETLJRNING PROPELLER TO A UTOIIATIC OPERATION ADVANCE RPI,I OF -

ENGINI UNTIL IT MATCHES RPM 0 F THI MASTER ENGI\E; PUSH RESYN-
CHRONIZE BUTTON TO PLACE TH AT Ei'IGINEIS PRCPEi.LER GOVIIRNCR I,IITHI\
THE SYNCHROIi I ZTR RANGE.
EIIERGENCY PRCCEDURES
Dt-6
SECTTON 1 PAGE 20
OPTRATING MANUAT
3-7-52
^$l{^
ENGI ]E oVERSPEEoIhTG
CAPTA I N FIRST OFFICTR FLIeHT eNGll,lEER
l_uuElu-rEL.! sHUTS DoWN oVERSPEE0ll,lG

ENGINE - UPON ORDER FROM
fCLOSE THROTTLE OF CAPTAIN.
OVERSPEED I NG ENG I NE.
AIRSPEED . DECREASE MIXTURE. .,IOLE CUT-OFF

BELoW 1 56 MPH fi3' PROP. MASTER ENG. SELECTOR..
KNOTS) AS BAPIDLY AS STVITCH TO OPPOSITE
POSS I BLE. INBOARD ENGINE IF
FEATHERING MASTER ENCINE
ORDER OVIRSPEEDING PROPELLER. ....FEATHER
ENGINE - SHUT DOflN. FIRE EXT. SELECTOR
VALVE HANDLE .PULL OUT
COWL FLAPS. . .... CLOSE
6EAR AND U]ING FLAPS.. FUEL TANK SELECTOR. ... .. .OFF
. . CHECK FUSL CROsSFEED...........OFF
lGNt Tlcti. ... ".....oFF
GENERATCR. ........oFF
FUEL BOOSTE.R PUMP.. ..... .OFF
COWL TLAP SWI TCH.......,,oFF
0lL oooLER swlTcH,..cLosEo &
Owlren rNJEcr. r*, r.r.,.3F[
I NOP. PROP. GOV. , . . TOGGLE TC
FULL LOW RPM
o FU EL PRESS. WARNING
LI GHT CUT-OUT SWI TCH...OFF
SPEED MAY BE RESUMED AFTER PROPELLER tsECOMES STATIONARY.

IF PRCPELLER WILL NOI FEATHER, TOGGLE TO FULL LOW RPM.
IN A HIGH RP}"'l WINdIILLING CONDITION, PASSENGERS SHOULD BE tilOVED

AFT CF THE PLANE OF PROPELLER ROTATION.
A HI OH RPM UJINDIIILLINq CONOITION MAY BE PARTIALLY RESTOREO TO
NoR|JAL By DESCENDING T0 A LoWER ALT|Tr.JoE, INASMUCH AS THE PRoPEL-
LER WINDMILLIN6 CHARACTERISTICS APE A FUNCTION OF TRUE AIRSPEED.
O Dc-58 oNLY
!0T_E_S:
++1. IIHEN PO$/ER REQUIREMENTS PEIiMIT, CLOSE THROTTLES OF ALL ENGINES IN
ORDER TO HELP BEDUCE AIRSPTED"
2. lr I1\]1lll.tI Rt,i\i rxlrEls.jc''r0, P,r.]i,irii'rAY ENGIt\lE sH0uLtr N0T BE i.tESTARTED
EXCEPT F'0rl EiIEBGENCY USE.
tF RiSTARTtD UNDEB THESE C0UDITiCNS, USt AT RIDUCTD p01,^/ER
POSS I BLT.
'IHENEVER
BIFORT I'UBNING CRCSSFEED VALVES OTF IVIAKE CERTA IN THAT OPERAT IVE
ENGINES ABE OPERATING FROIJ THEIR FE PECT I VE [1A I N OB. ALTTRNATE
TANK.
DC-6 SECTION 1 PAGE 21
OPERATING MANUAL LL-t5-5t
^W^
OENERAL NOTES ON- ENEINE OVERSPEEDINE
TO RESTORE A RUNAUIAY ENGINE TO OPERATION, USE THE FOLLOWINE PROCEDURES
c0N0 I Tl 0N P ROCEOURE
A" EI']G I NE I S UNDER CONTROL AND HAS 1. WITH AIRSPEED REDUCEO TO 156
NoT EXoEEDEo J00O RPI\i ANo CAPTAIN MPH (1li
(Nors) oR BELow, uN-
DESIRES TO RESTART IT. FEAT.]ER ENGINE, ADVANCE POWER
(AND RP\I) SLOWLY.
2. IF RPI} HCLDS - RESET DESIRED
POWER.
l. RESUIIE AIRSPEEo - GUARo
THRCT TL E.
3" ENCINE IS UNDER CONTROL BUT HAS 1. CHECK GCVERNING.

EXCEEDEO J0o0 RPril AND C0frDt Tl0!s 2. OPERATE AT REDUCED POWER ANO
Dant r I Dr FURIHER USE OF ENGINE" RPM IF POSSIISLE.
J. MOVE PASSENGEPS AFT CF
PROPELLER PLANE OF ROTATI )N.
C. RP"I HOLDS IN I\'ANUAL BUT TLUC- 1. OPERATE WITH.PROPELLERS IN

TUATES IN AUIOMATIC POSITICI.I. MANUAL.
D. EOVERNOR '}IILL NOT HCLO RPM 1. SHUI DOV/N ENGINE - FEATHER

P ROP ELLER.
E. FEATHER ANO DECREASE RPM 1 MAINTAIN REDUCED AIRSPEED TO

CI RCUI TS ARE I NEFFECTIVE HOLD RPM BELC'IJ E5CO, IF
PCSS I 13LE.
a PCSITICN FIRE EXT. SELEOT]R
VALVE HANOLE TC HALF WAY
SPRING STTP SETTING FCR
ENGINE LUBRICATION ANO COM-
PLEIE BALANCE OF FEATHERINO
P ROCEDURE.
3 MOVE PASSENGERS AFT OF PRO.
PELLER PLANE OF ROTATION.
MnTaQ
IF LNGI\E OVERSPEEOS BETWEEN Jooo ANo 335o nru rHE ENGTNE MUST
RICEIVE A \IAIhITENANCE CHECK PRIOR TO THE NEXT TAKE-OFF.
a. lr aNGtf',rE ovERSPEEDS ABoVE 7150 neur rHE PRoPELLER MUST BE cHANcEo

AND THE ENGII,.]E CHECKEO PRIOR TO THE \EXT TAKE-OFF.
1. cvrRspEEos auucltt 3750 RPt!'l MAY BE coNSIDERED UNHARI,,IFUL T0 THE

DOnt:l I riJQ
4. t;;.-ces oF ENGTNE ,vERSpEEDlN0 AB',E Joc' RpM MUSr BE

â.
qEocqTED oN F3RM 5.
ElviIRGiNCY PE0f r.ir]ii: : ,i),'U
sEcTtoN I 0c-6
PA6E
3-7-52-
22
OPERATING MANUAI ffia
R 8V,q.89.1"[q-- rN rL!-qur
lF A PROPEI LIR INADvFFiT' .,t

ILY li \/ii:tjr_-l Lii R lr't0 i.JNFiATHf ii lrJG, TAI(i: .4. . .-. .
ACTI0N AS DETAIt[ii r.i ;:all,]N l, |'AGL i9, l'llfi 2 ^ Ttil.j ,*Ar,lr-iAL.
2 IF A PRCIPELLi:R lS ll,iAL"rtRTt irTLY RIVEFStn FLI$l]T L'J{ltl.l.l A\Y

l,\.1
OPERATt0N OTHiR THAN l.lNf EATirtiilll(., l,vt;rlil_]tATrLy pR0Cttit As fuL_LCi'i:3
A; REDU0E Alilsi:{,irl BiLa)l( 1ii) i\,'tf-r{ (1](j ii'tt,T.; ,.

9. PLACE THFiOTILT IN IOii,IABI PITCil IDII FOI]ITICI].
C. D{:P8E-qS TIATHTNIIiG SUTTON.
NOTES :
lF 0vgRSPErDlNG 0c0uns, 0ilsFfivF- Llil/ tTATI}J',i

UNDIR IINOTISII ON REVERSI SII--: OF THIS PAGE.
2 lF \0 cvrRSpEtD HAS 0ccuBBtD, AND THL pFi0pil_LfFt
HAS N0T $l INDrll ILLtD BACKv',/ARDS F0n ivr0RI THAN \i

SEC0ND3, TrlI PR0PELLER r\,1AY Bi UNf rATilIRgD ANI_]
THE tNG INI USID NCRil]AI.t Y TO DIS]I'INAT ION.
3 lF THE pBCPELLER vllLL N0T FEATilER OUT OF REVEBSE,

COllT INUf D REVTRSE ir'l lll)1,4 ILL I \G j,t/
ILL 0AUSE 0li.
STARVATIOI,i AND PROEABL! ENGINE SEIZURE"
A. REDUOI AINSPEED A\D ALTIT!JI]i T]

;il M lrl JrI PBA'l t- l() AL.
B. DIPRISSUItIZE CABIN"
C" ruiOVi: PA:l-:liili:RS AFT 0F lLlr!tr Ci
PR0P[t_LFi1. i,r ; A a l!]]t.
DC 6 sEcrroN 1 PAce 23
0PrERATI}.IG II4ANUAI-
11-1
Û^
EMERGENCY OESCENT
LANDII.IG GEAR UP 1. THROTTLES - CLOSEO.

ANO 2- DESCEND AT Vuc 0R A MAXIMIJM
WING FLAPS oF Joo MPH '''(z5o KNors).
IF ASOVE PROCEDURE CANNOT BE USED - OESCENO AS RAPIDLY AS POSSISLE

AS FOLLOWS:
LANDING GEAR OOWN THROTTLES - CLOSEO.

AND OBSERVE FLAP AND EEAR DOWN
WI\lG FLAPS OOWN RESTRICTICNS BUT NOT LESS
l'' THAN .155 MPH | (115 KNors).
lgLE:
FoR Joo FLAPS MAx. oF t94 upH (166 KNors)
FOR CEAR DO\{TI MAx. oF 194 ueu (156 xNors)
FoR roo ro 5oo FLAPs illl: 3F i73 illl llie Xffi+3]:33-3'
NOTES:
1 I T I S RECOMMENOEO THAT THE CEAR UP -

FLAPS UP ME1HOD OF
DESCENT BE USED ''JFIENEVER POSSII]LE FOR THE FOLLOWING REASONS:
A. No oECELERATToN pERroD rs REQUTRED pRroR io srnnrtlie

OE SCENT.
3. lN CASE CO2 lS O|SC|"iARGED, HAZAR0 f0 PASSENGERS AND

CREV,IS OF EXCESSIVE CCNCENTRATICNS IS REOUOEO \{ITH I'ICSE
HIGHER ATTITUOE OF AIRPLANE AND BETTER VENTILATION AT
H I GH AI RSPEEO.
IN CASE OF ENGINE FIRE THE LANOII.IG GEAR AI\D FLAPS

SHOULc NOT 8E EXTENDED UNTIL LATEST POSSIBLE r',4O[tENT
BEFORE LANDING TO PREVENT EXTENSIVE FIRE OAMAGE.
2, .spEEo sHouLD Nor BE REoucEo tsELow 156 MpH (115 xNoTS) lF

CC2 lS OISCHARGEC INTO FUSELAGE COUPARTMENfS, AS VENTILATI0N
ANo IHUS SCAVENCING OF COr lN THE HABITAALE AREAS lS NOT
AoEQUATE, AND MAy REsuLr fil ExcasslvE coa co\cEt'trRATloNs.
sEcTlox 1 PAGE 24
Dt-6
Lt-|5-51 0PtnAIll{G ilANUAt
"U^
SMOKE EVACUATION PROCEOURES
DG-6
IN THE EVENT CF HEAVY SMOKE CONCENTRATIONS IN THE CABIN ANO COCKPIT,
PERTORM IHE FOLLOWl Nc STEPS llvt'TEDIATELY:
L. EMERGENCY DESCENT - (IT HOT POSSIBLE, USE MAXIMUM CRUISE SPEEO)
2. CABIN SUPER6l{ARCERS - OECLUTCH.
CABIN PRESSURE EMERGENCY RELIEF VALVE . FULL OPEN.
'.
4. oooR BETI,EEN oABIN ANo FLTGHT ooMPARTMENT - cLoseo.
5. COCKPIT SIDE Wl\OoWs ANO CLEAR VIEW PANELS - CLOSEO. (rsE

CLEAR VIEW PANELS MAY BE OPENEO MOMENTARILY TO AID IN OEPRSS-
SURIZING IF II IS CONSICERED NECESSARY TO OPEN THE PILOT
COMPARTMENT CARGO DOOR BEYONO THE OETENTS.)
6. HEAVY sMcKE CoNCENTRATIoNS MAY BE REoucED lN lHE oABIN 0R
FLIcHT COMPARTMENT BY OPENING THE tllAlN CABIN DOOR OR AN
EMERGENCY ESCAPE HATCH NEAREST THE SIJIOKE SOURCE OR THE FLIG}IT
COMPARTMENT OCOR TO THE DETENTS. AS lHIS PROCEDURE WILL
PRODUCE AN l\CREASED AIRFLOW THROUGH THE VENTILATINC SYSTET'il,
CAUTIO! AND JUOGMENT MUST BE I.'SED IN TIIIS OPERATICN, IÎ] ICH
.MAY pE DO|{E ONLY AST=R OEPRESSURIZING. ExTREf'lE CAUTICN t!'lusT
BE USED WHEN OPEI.ItNG AN EXTERNAL OiOR BEYOND THE OETEI.IIS

DURING FLIGHT- AS THE DOCR MAY SURGE OPEf'l frvO 0R THREE iEET
WHEN INITIALLY SPENEO tsEFORE RETURNINB. iO N TRAIL PCSITtON.

EMERGERCY PROCEOURES
d^ DC 6
()P ERATING ilANUAI-
sEcTtoN 1
t7-L5-5L
PAGE 25
SMOKE EVACUATION PROCEDURES
DC -68
IN THE EVENT OF HEAVY SMOKE CONCENTRATIONS IN THE CABIN AND COCKPIT,
PERFORM THE FOLLOWING STEPS IMMEDIATELY:
1. EMERGENCY OESCENT - (IT ruOT POSSIBLE, USE MAXITJIUM CRUISE SPEED).
2. MASTER EMERGENCY DEPRESSURIZATICN CONTROL - FULL UP.
1. OOOR BET\ryEEN CABIN ANO FLIGHT CoMPARTMENT - CLOSEo-
4. cDcKplT stoE wlNDows AND oLEAR vlEW PANELS - cLosED.
5 HEAVY SMOKE CONCENTRATIONS INAY BE REDUCEO IN THE COCKPIT BY OPEN-

ING IHi FLIEHT COMPARTMENT EXTERNAL R TO THE DETENTS
TO AVOID EXCESSIVE NEGAIIVE URES IN THE TU

CONCENTRATIONS MAY BE FURTHER REDUCED BY OPENING THE DOOR PAST
THE OEIf.Nis (THIS SHOULD ONLY BE OONE AT 2?' MPA (T95 KNors) oR
35LOIJ, DUE TO EXCESSIVE DOOR HANOLE LCAOS).
6 HIAVY SI,4OKE CONCEI.JTRATIONS IN THE VICINITY OF TiIE MAIN CABIN DOOE

MAY BE REDUCED B'/ OPENIr{G T}lE MAIN CABI\ EXTERNAL DO0R T0 THE
DEIENTS AtrTgR DEPRESSURIZING. DO NOT EXCEEO 3OO MPH (250 KNOTS)
wtix 300@tlEMit'rE PhEssuRES lN THE
Fu,qr.lnsr ) . sMcKE coNcENTRATI oNS MAY BE FUR THER REDUCEO BY OPENING
Tr{E D00R PAST r{E DETENTS (rHtS SUOUT-O oNLY BE DoNE AT 225 MPH
(195 KNcTs) OR BELOW, DUE TO EXCESSIVE DOOR HANDLE LOADS).
WARNI NG
WHEN OPENI\G EITHER THE FLIGHi CCIJPARTME|TT EXTERNAL DOOR OR iHE

CAB IN EXTERI'IAL DOOR, DC NCT GR IP THE !IANDLES; PUSH AGA II!ST
.fHEN,IANDLE
IIA I
\.^/l TH TriE PAL}.4 0F THE HAND. EXTREME CAUTIDN MUST BE
USq-D TVHEN OPENING EITHER OCOR DURING FLISHT AS TitE DOCR MAY SURGE
OP:I'] CNE IO },,ÎO F'EET W1IEN IN ITIALLY OPENED BEFORE RETURN I\G TO A
TRAI! PC9ITION.
7 HEAVY SI,ICKE CONCENTRATIONS IN THE TIAIN CABIN AREA FCRWARC OT THE

MAIN CABIN 9OCR IIAY Bg REDUCED BY OPENINE EITHER EME GENCY EXIT
OVE It ,,I/I\G CNLY OW
IO D IIVE PRESSURE N
wA.gl!-l_Ig
CAUTlOt,l AND IIUDGiJIENT MUST BE USED WHEN 0PENING AN EMERGENCY EXII

OR AN EXTERNAL DoCR AS THIS $,lLL PRoDUCE AN IN0REASED AlRFLoir,l
NROUAH iXC VAIIT ITITI \G SYSTET"I WITH THE POSS I BLE RESULT OF IN-
CREASING THE FIRE HAZARD.
8. LAND AS SOCN AS PRACTICABLE.

DC.6
PAGE 26
OPERATII{6 MAI{UAt
ffi
THIs PACE INTENTIONALLY LEFT BLANK

OPTNATI}IG IIiANUAt
1 1-15-51
MlgoELLANEoU! !l\BlN 0R CoCKPIT FIRES
1. CREW OXYGEN SYSTEM ANO MASKS ON - REGULATORS 100,.
2. HANO FIRE EXTII{GUISHERS ARE LOCATED IN THE CABIN AND
FLIO}IT COMPARTMENT ANO ARE IO BE USED AT CROI' OISCRETICN

ON LOCALIZEO FIRES.
1" !F FIRE OR SMoKE lS SEVERE EN0UeH, FoLLO1' SMoKE EVACUATICN
ANo/OR ETTTERCENCY OESCENT PROCEDURES.
CAUTI ON:
ffiEN SPRAYED ON FIRE OR HEATED SURFACES, CARBON TETRACHLORIDE

pRooucEs PHoSGENE, A VERY TOXIC CAS, WHTCH t3 HARiTFUL EVEN lN
SMALL AMOUNTS ANO CAN PROVE FATAL IF INHALEO IN SUFFICIENT
QUANTITI:S.
D(-6
SECT!ON 1 PAGE 26
0PEnATlt'|6 i,lAt{UAI
tt-15-5t
^W^
UNDERFLOOR TNSPECTION PROCEOURES (SMOXE OR FIRE)
1 INSPECT IHE INOICATEO OR SUSPECTEO COMPARTMENT THROUGH THE
FLOOR HOLES PROVIOED, USING IHE VIEWER WITH AND WITHOUT THE
COMPARTMENT LIGHTS ON.
2. IF FIRE EXISTS, REMOVE VIE\iIER AND CLOSE AND LATCH THE COVER
OVER T}IE VIEWER HOLE ANO PROCEED WIfi UNDERFLOOR FIRE
PROCEOURE FOR THg COMPARTMENT INVOLVEO,
,. lF No FIRE ls vls,BLE, TNSPECT THE REMAlhllN0 UNoERFLooR
COMPARTMENTS.
h IF NO FIRE !S CBSERVED IN ANY UNDERTLOOR COI|IPARTMENT' BUT
SMOKE IS PRESENT, PROCET:O WITH S\IOKE EVACUATION PROCEOURES
AND LAND AS SOON AS PRACTICABLE. INVESTIEATE OTHER POSSIBLE

gouRcEs oF FIRE, ArlD coNrlluE To INSPECT COMPARTMENTS tlNTlL
LANOII'IB IS EFFECTEO.
EMERCENCY PROCEOURES
DC-6
sEcrroN 1 pAGE e9
OPERATII,IG MANUAT
11-15-51
^W^
sMoK!_ 08_l4AP0R
cAB I fi OR,_UNpq RrL00LCIMPA8nrErlrg
lN trHE EVENT SMOKE lS

DISCoVERED lN ANY FUSELAGE CoI4PARTI,ENI,0R lF
SMOKE OR VAPOR ENTERS THE CABIN OR COCKPIT, HEAO FOR THE NEAREST
LANDINO AREA AND TAKE TIiE FOLLC&I'ING STEPS ITAiEDIATELY:
CAPTAI N FIRST OFFICER FLIClIT ENG'NEER
ALL COMBUSTIOI,I HEATERS COCKP'

.....oFF
T OXYGEN.
. . TURN ON
GO€GLES.
". .. .OI STRI BUTE
OXYGEN MASK......". ON 0XYGEN |.llASX..........0N oxYeEii MASK".. ".... ,.0N

(REcuLAroR loor) (nreullron too*) (nEsuunron rooF)
ON GOGGLES. ......0N 60eGLES. ....."0N
COCKPIT TEMP. CONTROL FUEL BOOSTER PUMPS..OFF
. . NORMAL ALCOHOL SYSTEM......OFF
EXPANSION TUHBINE...OUT
\1.IINDSH IELD HEAT FUEL CRO3SFEEO......OFF
CONTROL. .. . .OFF HYDRAULIC SYSTEM....OFF
( sy-pas seo )
OOOR BETWEEN FLIOI{T
CoMPARTIVIENT AND CABI N.,
. . . cL0sED
CABIN OXYGEN........OFF
EMERGENCY OESCENT.
(iF NOT POSS'BLE, USE
MAX I \,1UM CRU I SE SPEED. )
IF SMOKE OR VAPOR PERSISTS - - PROCEED AS FOLLOWS....

E cnatN suPERcHARGERS..
.. . ... DECLUTCH
WCABlN PRESSURE EMER-
GENCY RELI EF VALVE...
.....FULL OPEN
O ruasren EMERGENCY DE-

PRESSURI ZATION CON- CABII,I TEMPERATURE
TROL..........FULL UP MI:(ING VALVE.....PORT B
ACCCVPLISH UNDERFLooR INSPECTI0N PRoCEDURE. 1F St/IOKE 0R VAPoR lN

cABlN, EEGIN INSPECTICN WITH HEATER CCMPARTMENT. LANo AS S00N AS
PRACTI CABLE.
@ oc-5 u.ruy O oc-54 oNt-v
NCTE: FAILURE TO OPEN N.Ii CABIN PRESSURE EMEREENCY RELIEF VALVES

(oc-5) wtLL RESULT lN DANSERDUS AMoUNTS oF co2 !N THE cocKpt7
ANo cAslr (tr co2 ts DtsctiAReED). oN TrrE oc-6e rHese vALvEs
ARE AUTOMATICALLY OPENED \ÎTEN ilE MASTER EMERGEi.ICY LEVER IS
PULL;O UP.
EMERCENCY PROCEDURES
sEcr!oN 1 D(-5
PAGE 30
()PERAIIN6 MANUAI
11- 1 5-51
^W^
CAB II{ UNOERFL.OOR FI RE
tN THE EVENT 0F SM0XE 0R F IRE lr.r THE F_lRrUqRp -E3SGA9E, HYDBLUL lC

alqEgsoRr,Eq, E-EA-IE-t 0R 5Ef_!&399 00MPARrMENrs AS lNDlcArED vlsuALLY
OR 6Y IVEANS OF FiRE UJARNING LIOHTS, HEAO FOR THE NEAREST LANDII']G AREA,
ANO TAKE THE FOLLOWI NG STEPS
'MI,IEDIATELY:
CAPTA I N FIRST OFFICER FLICHT ENCINEER
ALL COMBUSTION HEATERS COCKPIT OXY8EN" GOGGLES.. ... . DI STRIBUTE
.. ...oFF . . IURN ON
OXYGEN MASK. ..
. ". . ".0N 0XYGEN MASK. ". , ".....0N oXYGEll lvlASK.. .
"....
(neeuuron toof) " ,01.1
(REGULATOR IOOS} ( REGUL,qTOR 1OO,)
GO EGL ES. ...0N GoG0Lgs.
......01'j. 0DG6IES. ...,..0N
COCKPIT TEMP. CONTROI. FUEL EOOSTER PUMPS..OFF
. . NORVIAL ALCOHOL SYSTEM......OFI:
EXPANSION TURBINE...OUT
wINDSHI ELD HEAT FUEL CROSSF'EED..,...OFF
coNTRoL. ".. "oFF HYORAULI C SYSTEM.. ..OFF
(BY-PAssEo )
OOOR BETWEEN FLIGIiT
COMPARTMENT AND CABIN.,
. . . cL0sED
CABIN OXYEEN......,,OFF
EMEACENCY DESCENT. Scaa i \ suPERoHARCERS.

(tr ruor PosstBLE, usE. ......0rcr-urci
MAX I MUIVI CRU I SE SPEEO. )
ScnetN PRESsuRE EMEF-
GENCY RELI EF VALVE...
.....FULL OPEN
CABIN TEMPERATURE
Ovesren EMERcENoY DE- MIXING VALVE.....PORT B
PRESSUR I ZATI,JN CON- (IF HEATER COMPARTVENT
TROL... FULL UP ts tNVoLVEo).
coMpARTMENT FttE ExrlNcutsHER sELEcToR VALVE HAr{DLE (tt-LuutrunrEo) -
PULL OUT.
EITHER C02 DISCitARGE

HANOLE.. ... ...PULL OUT
INSPEOT COMPARTMENT TO
MAKE CERTAIN THAT FIRE
Is OUT. (SEE NOTE 4.)
lF SECoND DISCHARGE 0F C02 ls NECESSARY:
L. COI'PARTMENI FIRE EXTII'ICUISI{ER SELECTOR VALVE HANOLE - PULL OUT.
2. 8EC0N0 C02 0ISC}iARGE HANDLE - PULL 0UT.
IF FIRE IS NOT UNDER
C0NTRCL, LANO AS S00N
AS POSSISLE. IF FIRE
ts UNDER CoNTRoL, LANo
AS SOON AS PRACTICABLE.
I oc-6 oNLY o DC-68 oNLY

EUERCENCY PROCEOURES
DC-6 sEcTroN 1 P^GE J1
0PIRATING ilANUAL tL-Ly5t
^,tr^
cAB I N_ t'lrpERFLooR Fl RE
wARNI Nq iloTEs
1. lirHEN CO2!S DTSCflARCED lNTo ANY LOI'ER FUSELAGE CoITTPARTMENT, .

RECLII{ING PASSENGERS MUST SE REQUESTED TO SIT UPR''!I{T ANO ALL
PASSENGERS IN THE FIRST THREE ROWS OF SEATS BE MOVED AFT.
a FA!LURE To opEN lHE cAB!N PRESSURE EMERGENoY RELIEF VALVES (oc-5)

RESULT !N oANCEROUS AMOUNTS 0F COr lN THE C0CKPIT ANO CABIN.
ltllLL
oN THE oC-64 THESE VALVES ARE AUTOIT/IATIEALLY OPENED IA,I{EN THg
MASTER EMERGENCY LEVER IS PULLED UP"
1 0O NoT DISC}iARGE THE SEC0ND MAIN BANK 0F COc l\T0 T'l{E FUSELAGE
tN LESS IHAN THREE MTNUTES AFTER DtscueRetltE THE FTRST MAIN BANK
II,{IO THE FUSELAcE. EARLIER OISCHARGE OF THE SECOND BANK CAN
CAUSE oANGER0USLY t\ fHE HABITABLE
HICH CONCENTRATIoNS 0F C02
PORTIONS OF THE AIRPLANE. THE USE OF ONE BANK OF CO2 ON FUSELACE
FIRES SHOULD PROVIDE AOEQUAIE PROTECTIVE CONCENIRAT'ONS IN MOST
CAsEs. THE SEC0ND BANK 0F C02 SH0ULD NOT BE DISCI{ARGED UNLESS
IT IS DETERMINED 8Y VISUAL INSPECTION OF THE COMPARTMENT AFFECTEO
TTAT THE FIRE IS STILT UNCONTROLLED AFTER THE USE OF iHE FI9ST
aA!{K 0F C02.
4. UNoER Mosr DtscHARcE coNotrloNS c0 2 VAPOR MAY BE MISTAKEN FOR

.\ SMOKE. THEREFORE, EXTREME CAUT]ON SIHOULDBE EMPLOYED IN INSPEC-
Tl0l'l 0F Tl'lE COt\iPARTMENT AFFECTED.
5" DO NOT RE:ENGAGE THE CABII.I SUPERCHARGERS FOLLOW'NG A FIRE IN

ANY Oi TqE LOWER FUSELAGE CU/IPARTMENTS.
6. oN rrE Dc-58, \r!flEN THE MASTER EMERGENCY OEPRESSURIZATT0N CoNTRoL

lS PULLED UP; 0R !\tFlEN C02 lS DISCHARGED TO AN UiIDERFLOOR COMPART-
MENIT THE CABI! PRESSURE-CONIROL VALVE CLOSES, THE EMEREENCY
9EPRESSURIZATICN VALVES LoCK lN THE oPEN PoslTlCN, THE SUPER-
cHARqERS LoCK tN THE DECLUTCH P03lTl0N, AND THE AUXILIARY
VENTiLAIION B!.OA'ER IS TURNEO-OFF. TI{ESE POSITIONS ARE I,lAINTAINEO
U''iTIL RESET ON ?HE GROUNO.
oN THE OC-6, $+rEN C02 lS OISCIiAR0ED TO AN UNDERFLooR CoMPARTMENT,
IHE CABI! PRESSURE CONTRq. VALVE CLOSES ANO THE AUXILIARY VENTI-
LATICN BLO''ER IS TURNED OFF. THESE POSITIONS ARE MAINTAINED
UNTIL RESET ON THE OROUND"
,\
\-_'
EMEREENCY PROCEOURES
D(-6
sEcrroN 1 PAGE ,2
(}PERATING MANUAI.
L1,-t5-5L
^W^
CABII'I HEATER FI ?E
IN TI{E EVENT CF FIRE IN THE CAAIN HEATER AS INDICATEO BY A WARNING

LIGHT, HEAD FOR THE NEAFEST LANDINE AREA ANO TAKE THE FOLLO\I'ING STEPS
I MMEO I ATELY :
CAPTA I N FIRST OFFI CER FLIGHT ENEINEER
ALL COMBUSTION HEATERS cocKPlT oxYcEN....... EOEGLES...,.. "DI STRIBUTE

-....oFF TURN ON
oxYcEN MASK.........0N oxYGEN rrASX. . .. .....0N ..., . ..0N

oxYGEN MASK.. ..
(nEeuurron rcof) (REGULAToR loor) (REGULAToR loor)
GoccLEs. ,....0N ooGcLEs. . ....0N GoGGLE3, ..... ..0N
COCKPIT TEI/P. CONTROL FUEL BOOSTER PUMPS...OFF

..NORMAL ALCoHoL SYSTEM. ,.. . . .oFF
EXPANSI OII TURBINE... .OUT
WINOSHI ELO HEAT FUEL CROSSFEEO.......OFF
OONTROL. ... HYORAULI 3 SYSTEM..... .OFF
"OFF (ev-passeo )
OOOR BETY/EEN FLICHT
COMPARTMENT ANO CABI\
....cl0sEo
oABIN oXYCEN..,..,...oFF
EMERBENCY OESCENT"
8aort, suPER.HARcERS..
(Ir POSS I BLE, USE
IIoT
MAx i MUM cRU I sE spEeo. )
*. ": :.........0Ec1urc,
qcABIN PRESSURE EMER-
GENCY RELI EF V/rLVE. . .
...".FULL OPEN
6)
-MASTER EMEREENCY OE-
PRESSURIZATIOhI CON- CABIN TEMPERATURE
TRoL...... .. ..FULL UP MIXING VALVE......PORT B
DEPRESS CABIN HEATER

SELEcroR (oPPoslrE THE
WARNI\G LICHT). WAIT
5 TO 10 SECoNoS.
-TH EI,I-
PUSH COC OI SCHAREE

BUTTON -( lUt,tEOt nlelv
BELI)W THE WARNINE
LICHT). HOLO BUTTON
2 SECONOS.
INSPECT HEATER COMPART.

I'ENTiC MAKE CERTAIN
THAI Fl n:- ts our ( dre
ruore 5 ott te PnGr ) .
oPPos l
i
lF SECOND OISCHARGE 0F C02 lS NECESSARY - - oill I ntrT

1. HEATER COMPARTMENT TINE TXTI\CUISHER SELECTOR VALVE HANOLE
2. EITHER Coz DISCHARGE TIANDLE -- PULL oUT.
,2. REIIISPFCT HEATER COMPARTI/IENT"
IF THIRD DISCHAREE OF COz IS NECESSARY - .
1. HEATER COTJIPARNJIEI'IT FIRE EXTINGUISHER SELECTOR VALVE HANDLE.PULL DUT
2. SECONO C02 OISc1IARGE HANDLE - . PULL OUT.
IF FIRE IS NOT UNOER GONTROL, LAND AS SOON AS POSSIBLE. IF FIRE IS
UNDER CONTRCL, LAND AS SoON A S PRACTICABLE.
I oc-5 oHt-v Ooc-68 oNLY

DC-6 sEcrfoNl PAGE 33
OPTRAIING MANUAT tt-Lr-rL
^${^
cAB I Nr HEAIES_jI 3E
NgrEg:
1. WARN I NG
OO IIOT DISCHAREE THE SECONID MAIN BANK OF COz INTO THE TUSELAGE
,N I.ESS THAN IHREE MINUTES AFTER OISCHA,RSING THE TIRST iIAIN AANK
INiO THE FUSELAGE. EARLIER DI SCHARGE OF THE SECOI,ID EAI.,JX CAN
iAUSE DAI.IGEROUSLY HIGH CONCENTRATIONS OF CO2 IN THE HAB'TABLE
PORIIONS CF THE AIRPLAI']E, THE USE OF ONE BAI'JK OF CC2 CN. FI]SELAGE
FIRES SHOiJLD PROVIDE ADEAUAiE PRDTECI!VE CONCENTRATtSi'.IS it,,I MOST
CASES. THE SECOIID BAIiK 0r C02 8r.l0uLtr NOT BE DISCHAR€ED UiILESS lT
I S OETERM I NED BY V ISUAL I NSPECT I ON OF TIJE COfulPARN,,IENT AFFECTEO
TIIAT T!'iE FIRE lS STILL UNCONIROLLED AFTER IilE USE Cri THE rIRST
EANK OF C02,
2. TAiLURE T0 opai'l rHE 0ABtN pRcsguRE EMERGETcy RgLiEr vnlvEs (oc-5)

LL IIESULT lN DAN0ERo',t8 AidCUhlTS CF e 02 I N THr C0CKF'l T AND 0A3l N"
!! i
gN rHE nc-6n ruesE VALVrs ARE AIJTo,\,IATicALLy opEruEo ?iHEN TriE
MASTER EIIERGEI.JCY LEViR IS PULLED UP.
DO NOT OPERATE Ti+E CABIN IjEATER FO|-LOWIhJG A FI R! AND DO NOT RE-

ENEAOE THE CAB IN SUPERCHAR6ERS" hOI'IEVER, IF IT BECOI.4E5 IiECESSARY
TO USE THE AIRFOIL HEATERS, THEY MAY BE RESTARIED PROVIDED THE
HEATEn ruEL sysTEM caossrrio ts NoT usgo.
(oo No:. DRop pANEL
AND RESET CABI\ HEATTS SELECTOR SWITEH, FOLLI$IIIiG A FIRE F'RE
wnRrr tire ). 'R
4, lr iHE HEATER o0MPARTMENT -!qE ExilNcutSHER sELE0roR \TALVE HaNDLE

,qNE iirE c02.!lgcirARGE HAiiDL[$ ILLUMINA;E AS WEI-L AS TilE CABlfi
HEATER FIRE V{AENING L!GHT, .TT]E MAiN COz SY$IEV SHOULD BE OPERATED
RATiIER TiiAN THE COI.]TROL ON IIE HEATEIi T I RE CCNTROL PANEL"
5 THE THERT\IAL DETECTOR ',nrARNlN0 LIGHTS lN TrE FIRE EXTINGUISHER

SELECTOR VALVE ANO CO3 DISCHARqE HANOLES SI.iOULD EO OUT AFTER THE
FIRE HAS EEEN EXIINGUISHEOE
6, UNDSR i.10gr olscHARcE cot'lDlrtcNS, coe vAPoR MAY tsE tltlsrAKEN FoR
SU!0(L; Ti{EREFORE, EXTREME CAUTl0l! SIJOUID BE ilITPLOYED lN INSPEC-
Il0N CF TiJE C0MPARTI\,IENI AFFECT€.D"
7. OPERATINE THE CABiN TEMPERATTJRE MIXINS VALV€ TO 6PORT Bi PREVENTS

AIR FROM FLOUJINC OVER THE HEATER INTO T'IE CABN\. IF MIXINC VALVE
POSITION INDICATOR iS NOT iNSTALLSD, HOLO IN f,DECREASET BUTTON
ON CABIN TEMPERATURE CONTRI]L PANEL FOR AT LEAST 1} i'INUTES. LEAVE
MANUAL CONTROL DOOR OPEI.I.
| -!
L-
EMER6ENCY PROCEOURES
D(-6
sEcrtoN 1 PAGE 34
OPEAATIff6 EIAHUAL
11-15-51
ELECTRTCAL tlf;[ 0F SMoKE
!N Tlrr IVEt'iT 0F ELECTRICAL FlFt tR StiGiia iN Ai'iY F'JSetAGE CCfil'PAET1"1E!$T

** ARgA, II!-AD TOR THE I.iEARE$T 1.4IED!NO ANEA AND TAKE THE TOLLOWiNE
STrils , r/,MtslATELY"
1" lr rtig sM.Jl{g *R i:!(E !3 SfFii{f ral'/ iELNT!i'iE0 A$ itali'le cF ELii-:*
?n!CAl. oFri"-lN," &rit rliE 3quiif.."fir|f*-ai.Bi--t?g$[ *'" - * P'qt[ErD At
r$Ll-i.\!3:
cAP TA I ii FtRS? *rp'isER FL!qHI ENOINEER
oxYSEN hiABii.".,"0N frscKFST oXYEEit".,?LrRit ctt frtERGEltiCY I NVERTER", ",..0$

(neeuir:oc tsr6) iOTKFI T WHI TE LI GHTS" "..0I{.
"...,.
oxYeEi,; MAsx"
(nesulnroa lo{}Si ". ""$iJ BATTEHY AND GENENA?OR
l!lr, failre flr?
ir.i.... La atqfFtrr.J?[
e0$eLEs" ."" ..0N "."".".8f{ ciYci'l uAs(..,.,..,,.,-.0N

",. {ResuLEr$Fi**r--use
PCRTA*I.E *']T'I'Lf I F
NTCESSARY" i
GoSGLES" ,.""...".0N
!,:5E HAND FIRE EXTIN6UTSHER TO OOMBAT TIRE.
TRIP C!ftCUIT EEEAKER{S)
FOR Ih,VOLVEB CIRCUIT"
BATTERY ANT GENERATOR
slfilTcHEs" ....""."0N
EI.iERSENCY ! I'IVERT€R, ... " OFF
NOTE: C&RBON TETRACHLORIOE IS TOXIC, AND WJTI'I EPRAYED ON A FIRE OR

HEATED SURFACES PRCDUCf,$ VERY TOXIC IiASES !!t'tiC!-i ARE HARMFUL
EVEN IN SMALL AMOUNTS AI'.ID CAI.{ FRQVT F'ATAL IF iITHALED IN SUF-
TICIENT QUANTITIES.
D(-6 sEcrroN 1 PAce 15
OPFRATI},I6 MANUAI.
^${^ ai-r?-?l
EL.qcTnlc4L rrRE 0lr i8o!{E
2 IF THE SMOKE OR FIRE IS DETIi.IITELY IOENTIF'IED AS BEI\8 OF ELEOXRI*
cAL $RlClH, AND TltE SOURCE.IS_nQ!0E-rERMINL0 - - PR0CiED AS FOLLOWS:
CAPTA!N F? E$T OTFI CgR FL' GHT E!.IEI'IEER
EMERGENCY l|IMRTER. "....-, "..0i1
cofi(Plr wHtTE Ll 0HTS.."". "...0N
BATTERY AT{G GENERATOR
s$rtTo{Es. .....oFF
ALL COIIBUSTION cOcKPlT rjxYGEN....... GCGULE$" .,. ".O' STRTgUTE
HgATERS. . . . . .0rF .."."..TURN 0N
CXYGEN [1ASK "..oN oXYGEN \IASK. . .. . ...0N OXYEEN MASK.. " oil
(REGULATOR roof) (nreur-Eron locl) (neeurEron:.0of,)
nil 6OGGLES" ....0N COGGLES. ON
00cKP I T FUEL BOOSTER PUMPS."..... ". "GFF

"iriP.
a0NTR0L" ".N0R:"4A1 ALCOHOL SYSTEM" ..".."OFF
EXPANSION TUfiEINE. ...OUT
rirlNDSil:fLD HEAI FUEL CROSSFEED,.. . ".. ". ",.. "OFF
c0NIR0r-., "., "0rF HYORAUL'C SYSTEM. ..."OFF
(sy-p*ssen )
O0OE BE?i1,EEN FLISHT COl,t*
PARTMENT AND CASIN". "....CLCSED
cAElN OXYGEN .".,.."..oFF
a'..3RaENCY D[- S cl e I l'r suP t ircilA R BE Rs
saaNr" ( li r:cT ..."..ilECLttTCH
P033tBLti rjsE UcAB!N PHLSSURE EMER"
\lalltfrn, fQl,lqF GENCY RLLIET VALVI
tr,rl I nPFN
(9 unsr.rR cMERGENCY
SEPRESSUR!ZAitc|j
CONTROL... ".FIjLI. UP
ALL CI fTCU! I BNEAKERS"

"TRIFFgD.
tExeEPT THosE otrrt-lNea tru eREErui
GiI.IERATOR SWITCHES AND
F'I ELD CiRCUIT BREAKERS.......ON
$A?TilnY S.$lTCH. ,"",,".0N
!r;'.icii FriF S]V.JKh. Fii0tul CiRCUIT$ CCNTntLLte! AY elRCUlT BREAKERS Ili GBEE!{
,JRCU?S. IT NO SMDKE ITFi FIR[ iS IVIOENT, ftE!NSTATE CIRCUiT STEAKERS
!N CqD[ii Or NUMEEICAL C008,ONE GROUP &T A TIME. WATCHIt\s] FOF C[RCUIT
aAUS!Nc SMCKE" 'flliEN Tlle SCURCE 0f' TriE $SrOXf Hr'S BEEN F-*U,{D {N THI S
i\.{rii.iii-E-.R, LiAVa TIIAT C! R0Ul T i N0pEftATt Via
EMr.Et[r;CY ! iffreTlfr ""

. . " . - . " - oFF
Rf i NSTA'I'( ALL *E|!lAIiI:iJE C:RCUI T 9REAKERS"
6} oc-6 ct'tt-v 0 oc-64 a.tt-v
ft"ulg:
t r rH i s DcES r{cr REL I [.vr Sr.rcKE cDr:Dl I l0N aT BUTFET, RFt"ltiv:

BUFTLi:t;URFrrihiT Llr,!TEF tlt rJAlh, JUNCile,ri B0x iliilTll sATrtR\r Ario
e:NERATOR SV.rtrCrlr.S Orrr) "
2 fF UNA8LE I0 L0CAT; T'rtE SOURCE Cr SMOKEe LAND AS SOON AS PRACTI-

CABLE. FOLLOV'1 SIJOKE EVACUATION PROCICiURES IT NECESSARY"
sEcrroN L D{-6
PAGE 16
GPffiATIH6 iAA},IUAI.
tt-15-5L
"tf,^
ANII -l C tNG H-E-AJEi li-L!rE_
rI.+{EN A HEATEfi TIRE llAftNII.ig LICHT COMES CT{""."...
CAPTA I N F!NST DF'!AER FI.I GHT ENEINE€R
ALL CO!\TBUST I oN HEAIEAS.....0Fi' coel(Pir oXYoEN.,.".. GOGCL[S..DISTRIBUTE

(risE eaNc sl a) ..."""TIJRH Otli
OEPRESS }lEATER SEI.ECTOR SWITCH cxYCEN MASX"-"-...otd oxveE$ MAsl<.-""..CN

OPPOSI TE GLOWING Li GHT. (nrauunron toof) {neeut-*rox loof)
60ccLr.s".,.. ".. -. "0N
eocelEs..".."....oN
oxYcENMASK.-. ,.",...gt'l
( REeULAToR 1oc.g)
000ct-rs. "","""sN
5 rr} 10 $EcoNDs AFTER FUS'-IiNC
HEATER. SaLECT0R * !ilOVE e03
OISCHAROE SW! GT AI AASE OF
P4NEL r0 RIGEr cR r0 i€Fl
BANK-
gi: gfCCND DISCHARG' OF CO2

I3 HEQUIRED TO SAME HEATER -
Movf, :OA oISCHARGE Sw!TCl'{ T0
0PPOSI rE BAN( PoSl rloN.
IT FIRE IS NOT UNOER CONTROL,

LAND AS SOCN A3 PESSIgLE .
IF FIRE IS UNtsER CCNTftOL,
LAND AS SOON AS PRACTICABLE.
ilOTES:
L. AFTER D!SD'lF,ft0lNG A tsANK Of r,:i], CYLIN,[*S lNTi AliY AllF*!L HeAtER,
PULL OlJT lliE e 02 Oi scFlARGg iiANaLg C!! T!-iE t,lA I t! ;Ot 60lll-RSL PANEL
tcR THE Ex|'r,iusTaD BANK As AN !!jrlcAil0il 8r lrlliic:i ssll{ irEMA!tjis-
2. AppFOxli"r.&IEl.ir DNE il!l'lU!'r- Ai:TIi 3!SieHARa:i\5 iO2 T* AliY A!Plf0ll-
t.lEA:eR, ltCl"rE IHE ELiITR! f;,L it)7 Ii SiHAftalE. Srir{Ifil EACi( t, Tiig cFF
PCSiilUl'r. :Hi! Aei!$lt '.411- CLiSi- rHfl etg !1&!'.i ittln rS IF;I SELECTI*
HE,ATfii Al.il, filLL EE-F:I+rRGt?r- iliE COf LliSf,iiA!.:r AND iliLET VALVE
ScLENOTDS" iAVeLfi Ll0l-iT Ai:\i',:,:-1rI; iS ai':;C,i- i32 oisal{ARGt s',tJ!Tcll
9'/tLL Sl-olt i.$iili- frS2 DlaiCHA,x*n [ni]'*H !.': ?eTURilrrLl Ti i!iF-j
,: {r" .3qs rr .e ,!ll i:iAi$E i;fiE jJjli'iiniG, ii'*!F€eT Tl'll a:O&IIARTMENT
IiA ]: ..jr-.r'lAea, li.l* sce.
4F
4" 9.1 i,{tT t3i AUy ila ruE AgRr0l!.. i.r{itL!+Lr i:itl-},4iiriE Ail AiRr0 lL !"iE4TER
f il::. i E t'itCriSSAliY, il&11E1"'Eii' lIt fAB ! I hEATE li iuAY 3a nasTARIEC,
FR0r/l3lN,C-aHE rrATgi ttr*=L itft033iri"n i:Y;i1.!L: :s i{cT L,sfe" (qg_$el_
?ROp iAi![L AliD RESET AlEi:rriL ki_nTli ]iLtrjTIA iWtrcli ra:LL+..\rllic A
' i?E 'j; 'r FE 1to.4(N! NC' ;
5" i F TH( f r-C0ilU aAN( ilf COg t : :i gor.r!{;a; Ifl ?:ii: IPPSS! TE l"tl f{G ANTI -
lf;l\lG HEAIeR. TltE lilSCl-l*FGr ii1;Li* !]:.i'iJlt[!'at?,rJEri iFl€ llrr0 HEATERS'
IHUS REDUC!l'le THE I*TAL &iriDUiiT ir;lt: ltlall{Rc€ii ll;iO THe SUB-
SEQUENIL'l $tliaCTEO liE.di[e.
#^ DC-6
0P[RAT[,|G ltAilUAt"
sEcTroN 1
tL-L5-5L
PAGE
'l
T1 I L EEsr!.R C0uPART_MENT I r{geEgrj !r.l
lF, AFTER VISUAL INSPECfiOtJ 0F THE CoitrPARTMENT, lr tS NECESSARY OR
DESIftABLE TO GAI\ ACCESS TO THE TAIL HEATER, DEPRESSUFIZE THE AIRPLANE
,dND REMOVE T1IE ACCESS PANEL A9 FOLLOWS:
DAYPLANE
1. REfuIOVE TI{E SEMICIRCULAR UPHOLSTERED COVER FROM THE ACCESS PANEL

(enessune euLxxeao) Ey puLLiNG tr
up AND ouT.
, REIUOVE THE ARM REST AND RAISE THE T\I,IO HINCED CENIER SEAT CUSHIONS.
TURN ON TA I L COMPARIMENT L I CH T ( SWI TC1{ LOCATED UNDER FORI,^JARD EDGE
OF THE CENTER SEAT).
REMOVE THE CENTER BA,CK CUSHION OF THE LOUNGE BY RELEASII{G T}IE T/'lO
RETAIN|N0 LATCHES, LoCATED AT THE LOtl'ER RIcHT AND LEFr HAi{D ENOS 0
THE CUSH!0N, AND LIFTING THE CUSHt0N VeRTiCALLY rRoM ITS SUPPoR?S"
5 us!\G A scREwoRlvER, uNL0cK THE FouR GAM L0CK9 TllAI HoLD fl{e ACCES
PAiIEL AGAII,,iST TiIE PRESSURE BIJLKHEAO.
b tXFI THT ACCESS PANEL OUT.
SLEEPER
REMCVE THE SEIJIICIRCULAR UPHDLSTERED COVER FROM THE ACCESS PANEL

(PRT.SSURE eulXHeno) BY PULLING IT UP AND oUT.
REIICVE IIIE CENIER BACK CUSHION OF THE LDUNGE AS FOLLOWS:
A. INSERI YOUR HAND BETI.,I,EEN THE SEAI' AND BACK CUSHION GRASPING
THE STEEL CABLE THAT RUNS THE FULL LENEIH ALONG T1IE BOTTOM OT
THE BACK CUSHION.
B. PULL FIRMLY ON THE CABLE TO RELEASE THE LATCHES AND I.IFT N4E
BAOK OUSHION VERTICALLY FROM ITS SUPPORT.
TURIJ ON TAIL COMPARTMENT LIGHT (SWITCH LOCATEO UNDER THE FORWARO
EDgE 0t: THT LEFT SEAT).
UgII{'J I. SCRSA'DRIVER, UNT.DCK THE FOUR CAM LOCKS THAT HOLO T}IE
ACCESS FANEL AGAINST TqE PRESSURE BULKHEAO.
5" LITT THE ACCESS PANEL CUT
AIR OOACH
T. IN THE LETT-HAND LAVATORY (FACING FORIVARO) OPEN THE SCILED LI\EN

COI..,!PAPTMENT DOOR ANO REIViOVE TIIE SOILED LINEN CONTA]NER.
2. DROP THE LINEN CONTAI\ER COVER BY RELEASING THE RETAINING SPRING

LATCHES, LOCATED ON THE UNDERSIOE OF THE COVEF ACCESSIBLE THROUGII
SMALL FINGER HCLES, ANo ALLoW lT TO FOLD AGAINST THE |-AVATCRY
DIV I OI NG tsULKHEAO.
1. PROCEED TO THE RIEHT-HAND LAVATORY (FACINC FOFIII'ARD) AND REPEAT
STEPSlAND2ABOVE.
4. \,vlrH A scREr,YoRlvER oR colN uNLocK rHE nryo (2) scREw LAToHES
(tocaleo AT THE Top AND BorrrJM) wHtcH RETAIN IHE HtNcEo poRTtcN
0F THE LAVAToRY DlvlJtNG BULKHEAD. swl\c rHE HINGEB (ronwlRo
oF TxE pARTtrloN lNTo rHE LEFT-HANo
EDGE) poRTtoN LAVAToRy.
5" TURN oN TAIL LteHr (swtrcH LoCATED tN
0oMPARTMENT RteHT-HAND
LAVAToRY lNstDE s0t -Eo LTNEN 0oMPARTMENT).
6. RE[,rovE TUE AVTRIM covER FRoM THE AccESs pANEL (pREssuRE BULKHEAD).
rHE TAIL HEATER COMPARTMENT ACCESS PANEL NOIIV BEING IN FULL VIEW
CAN BE UNFASTENEO ANO REMOVED.
DC-6
sEcTloN 1 PAGE J6
1r.-15-51 OPERAIING MANI'AL
clEl_ll_l8EqsuRE LEAK rN FLI€Hl

"W^
EXCEPT W{ERE WEAII{ER AND TERRAIN W'LL NOT PERI{III - A PRESSURIzED AIR-
PLANE WILL BE IMMEOTATELY OEPRESSURIZEO AND OPERATED AT UNPRESSURIZEO
ALTI TUDES WHEN:
1" AN AIB LEAK IS NOTEO.
2" A DOOR WARI.IINC LI GHT CTTilEs ON.
CAPTA I N FIhST OFFICER FLI GHT ENOINEER STEWARDESS
SEAT BELI - NO OOCKPOT OXYCEN ALL OXYEEN REGULATOFS 4qvEE_-a4e_I4-[-N

SMOKING Si GNS. ".ON ...,...TURN ON To TNORMALT. !rnMEotATE|=Y. lr
LEAK IS AT MASN
cAElN D0CR, D0
NOT USE I I'iTER-
PHONE" CLEAR
AREA AND SEOUHE
PASSENGERS
SEAT8. 'N
!NVESTI6iATE REPONTEO
LEAK: -USq_EXISg]IE
qlur i 0N_-! r.r_ellE! I M I -
[4!-Y_ tlrvE_q u!ll'L-slq_!r-
ls4K. lF LEAK !S
EVI OENT, N
LZSS WHE
WARN !Nc LTGHT CoirES
ON, INSPECTI,CN WILL
Nqfl]E MADE UNTIL
A,!-[it_B4.[l I S pEPRES-
qlRllE_L. REPCRT
FINDINOS TO CAPTAIIi.
FLIGHT ENGINEER DEPRESSUR I ZE CABIN OXYGEN - CHECK CAEIhI OXYGEN -

'F IIII,S REPORTED eABlil 0N
CONF I TURN ON ANO
LEAI(, CAPTAI N \irlLL ORDER FROM AOMIN!STER AS
START DESCENT IF CAP TA I N. NE CE SSAFY"
*ata3s4py,AND
ORDER FIAST OFFI-
CER TO DEPRESSURIZE
IF UNABLE TO DEPRESSURIZE COMPLETELY BECAUSE OI: J:LICHT CONDI']'IONS,

REDUCE PRESSURE AS MUCH AS POSSIELE.
RICOil&iEI.IO DETA I LEO IF SEATS ARE
INSPECIIOhI OT LEAK NOI AVA ILiTFLE
0NLY AFTER AiRPLAtiE IN OT}IEE AREAS
IS CWPLETELY DE- 0r cABlN, RE-
PRESSURI ZEO. SEAT PASSEN6ERS
IN CRI(]INAL
SEATS AFTEE
A IFIPLAI{E IS
CO\IPI-ETELY DE-
P RE SSU A I ZEO.
DC-6 sEcrroN 1 PAGE ,9
dfl^ OPERATING MANUAI.
11-15-51
EXPLOSI vE DECOMPRESS! ON
CAPTAI N FIRST OFFICER rLI GHT ENGINEER
IU},AED'ATELY. COCKPI T OYXCEN.......TURN ON ACTS AS DIRECTED BY

START DESCENT TO AT CAPTAI N. -
LEAST 14,OOO FEET OR OXYGEN MASK".. . ....0N NORMALLY PROCEEOS TO
MI\IMUM OAB!N TO ASSIST AS
ALTIiUDE. USE
'NSTRUMENT NECESSARY ANO TO
EMERCENCY DESCENT COVEF OPENINE IN
P ROCEDURES. FUSELAGE IF POSSIBLE
6
OXYGEN MABK.......ON ry CABI N SUPERO{ARGERS" ,. ,, " . CAtsIN OXY8EN....CHECX
". ".DECLUTCH
NO SMOKINS - SEAT &ueru*u PRESSURE
eELT S1eN"........0N CoNTROL 000F. . ...... ..oPEN
HOLD MANUAL CONTROL SWITCH
TO IIINCREASE ALTITUDET FOR
20 sEcoNDs.
@cretN PREssURE EMEReENcY
RELIEF VALVE...".FULL OPEN
Ounsren EMEReENcY
OEPRESSU RI ZATI ON
CONTROL. . ... FULL UP
@ oc-5 ont-v O oc-6s oHr-Y
NOTES:
1 SET COCKPTT OXYGEN RECULATORS TO NORMAL (IT T'IO TINE) WXEH TIUE
PERMITS, TO CONSERVE oXYCEN SUPPLY.
2 FLIG}IT ENCII{EER - USE WALK:AROUND OXYGEN BOTTLE IF CONOIT'CNs
REQUIRE ITS USE.
\
sEcrroN ,. paGE lto DC-6
L7-1r-.51 0PIRATING tr{ANUAL
^$fl^
gLqCI&I CAL SYSTEM MALFUNCTI ONI I.IC
1. qENE&AToR MALiUNET|9NtNC
SIOULO GENERATOR MALFUNCTIONINE OR AN ELECTRICAL SHORT BE EV!OENT

lN ANY ONE OF THE FOUR GENERATOR CtRCUITS, AS INoICATEO 8y SYSTEM
INSTRUMENTAT!0N OR 0THERW'SE, 0R $I{CUL0 AN EMERQeNCy AR! SiE v,HERE
!T lS DES|REO TO OE-ENERGIZE AN lNDllJ'IDUAL 0H ,ALL GENER,qTOR C!R-
cuirs, iN A00lrl0N To TURtilruG orF THE NoR[4AL GrNEHAToR srrylroH( s)
THE coRREsp0N0lNG 0lRcutr BREAKEn(s) slouier BE pLAcEE ir,r tnE {ci.rfr
p0s!T!0N" "r'Hts ACTt0N ASSURSs A ruLLy EsAo 0ENERATon(s) ay
BREAKIiic THr FIELD clRcutr(s), rHus ELliutNATINc ALL Hor w!RES rN
T!"iEsE ctf;cuITs BETWEcN THE coRREspoFtDtNq ENQTHE runcelle( s) ens
TfjE MAiN tr-ECTRIfiAL JUNCTICN BOX-
2" !LopESAr!rue ,.1]tr qNLlR_lrwo cqNEgdJ'oHs

A" REoUCE D( E|-ECTRICAL L0A0 AS MUCH AS pOSStBLr"
8" OPERATE ALL AC EQUIPMEIiT FROM ONE MAIN INVERTSR.
C" TURN OTF BUFFET EQUIPMENT AND XSEP CABIN L|GHTS TO A MINIMUM.
D. OPERATE Mlr\IMUM AMOUNT 0F RAolC, EQUIPMENT oONTTNUOUS-Y.
,. IOTAL-GENERATOR FAIL URE
A. EMERGENCY INVERTER OH (I.IIYIIT APPROXIMATELY

- HOURS). J
B. BATTERY ANo ALL GENERATOR SIV|TCHES OFF T0 CONSERVE BATTERY
FoR opEHATlNc FLTGHT tNSTfiuMENTs. (rrrlp nLL cENERAToR Fl ELo
CI RCUIT BREAKERS. )
c. pRt0R T0 LANoING, TURN ON EATTERY SWITCH i/OMENIARILY ANO
AOVANCE PROPELLER RPM TO OESIRED SETTING.
4. EMERGENcy-clRcult'_TgEAKER opERATtcN
lN AN EltlERcENCY, w|lEN THE SAFETY OF THE Al FPLANE oEPENOS ON THE
CONTINUEO OPERATION OF THE AFFECTEO EQUIPI/i€NT, THE CIRCUIT BREAXER
MAY BE HELO CLOSEO AT THE EXPENSE OF THE AFFECTEO EQUIFMENT OR
wlRlNc.(nolpttc rHE ctRcutr BREAKER cLosEo, HowEVER; ts
A porENTlAL
FtRE HAZARo).
il
ro-l
DC-6
sEcrrox 1 Pre e 41
OPERATING i,tANUAt
11-15-51
^W^ HYDR4UL I c sY_SrEM FAI LrJgE
A HYORAULIC FLUlD QUANIITY IS NORV,AL - UNABI-E TO OBTAIN PRESSURE

FRoM NoRMAL sysTEM (lHrenrult LEEK tuolcnrEo):
PLACE EMERGENCV HYDRAULIC PUMP SELECTOR IN IEENERAL SVSTEMI
POSITION AND OPERATE ALL UNITS WITH EMERGENOY HYDRAULIC P('MP.
B HyoRAULtc FLUID QUANTITY ls zERo oR Lolii nrun/oR UNABLE To oBTAtH

SYSTEM PRESSURE - ISOLATE ALL UNITS IMMEDIATELY AS FOLLOWS:
1. LANDINE GEAR HANCLE - NEUTRAL POSITION.
2" llJtNG FLAP HANoLE - D DEGREE poslrtoN (NEUTRAL).
7" Wl NOSHIELD WIPERS - OFF.
4" BRAKES - oFF.
EI.,iIEREENCY CEAR EXTII.IE I ON
T. LAND!NC GEAR HANDLE - DOWN POSITION.

2. lF THREE GREEN LlGl.iTS DO NOT lLLUtrllNATE, RETURN GEAR HANDLE 7C
i\iEUTRAL POSITI0N; ri'{EN RETLiRN GEAIi HANDLE TO D01r!N P0SlTl0N AND
CHEC( THREE GREEN LTGHTS"
1" lF GEARS STILL rAtL T0 IATCH, KEEP GEAR HANDLE DoWN, PLACE EMER-
GENCY HYDRAULIC PUhIP SELECTOR IN IGENERAL SYSTEMII POSITION ANC
H!LD EMERGENCY HYDEAULIC) PUMP SwI*CH IIONII Ui\TIL THREE cREEN
L I c;H TS i LLUM I NATE.
EMERGE-N!y wf'rr_ r!!c-!!suTt oN
I LANDING GEAR HANDLE * NEUTRAL FOSITIOII"

2 E\,IERGENCY HYDRAULIO PUMP SELECTOR IN S6ENERAL gYSTEMX P08!T!9N.
3 WNFIG FI.AP CONTROL HANOLE TO DESIRED SETT I NG.
4 H0l=Q E}'ERGENCY HYDRAULIC PUMP SWITCH l! ONs UNTIL l/JINE FLAPg REACH
BEB I TI ED IOSIf!ON. RETURN GEAR HANDLE TO DO\{II POSITION.
EUCRA€NCV HYORAULT C BRAKI NG
1 ETTERGENCyHYDRAULIc putlP SELECToR To TBRAKEST posiTt0N.

2 JUST PRIOR TO GROUND CONTACT, AND UNTIL AIRPLANE I3 STOPPED,
7
tolD E\rEpcENty HyDRAULIc puMp svrrl-c*J rroNrr.
USE HYDRAULIC BRAKES AND PROPELLER REVERSINC TO STOP AIRPLANE.
Ir
TAXI CAUTIOUSLY.
,. USil EMERGENCY AIF BRAKES - IF REQUIFIED.
DO NOT RETRACT \AII.IG FLAPS AFTER LANDING.
EMESGENCY AIR BRAKING
lF N0 HYDRAULIC PRESSURE tS AVAtLABi-E T0 TlrE BRAKES! STop rHE AtRPLANE

VJI']'iI THE AIR BRAKE SYSTEM:
1. r0Nx AIR BRAKES
TURN EMERSENCY HANDLE FULL CLOCK\,IJISE TO THE
pcslrloN, TIiEN RETURNCONTEOL
T0 tlHoLD[ iMMEolATELy.
?.. REPEAT STEP 1 As NECESSARY TOR ADDITIONAL EFAKING.
Ngfg.: BASE0 oN Mil,ilMUM BOTTLE PRESSURE r45O eSt, AppROXtMATELY 5
ERAKINC APPLICATIONS S|IOULO EE AVAILABLE, CR MORE IF AIR IN
BRAKE LINES IS NOI SPILLEO OVERBOARD.
PRECAUTI ONARY I TEMS
L ERAKING POVIER WILL NOT BE lfvlrvlEDlATELY FELT THE I NSTANT Al R PRES-
SURE IS APPLIEO BUT VJILL LAO SLICHTLY BEHIIID THE APPLICATION OF
atR. po Nor LEAVE HANDLE lN roNr! postrlcN ur.trlL BRAKING Acr!oN
IS FELI AS THIS UJILL LOCX THE BRAKES ANO SKIO IHE TIRES.
2 00 NOT TAXI AIRPLANE WITH AIF: BRAKES 0R AFfEn AIR BOTTLE HAS
BEEN OISCIjAREEO.
LANDING GEAR H MUST BE N POS T or'l R H c

SECTION 1 DC.6
PAGE 42
1r-1-5-51. 0PERATING [/tANUAL
FUEL DUMPING
DUMPING ALL TANKS SIMULTANEOUSLY CIVES THE MOST RAPIO RATE OF LOAD
REOUCTION AND THE BEST OISTRIBUTIOTI OT TXE REMAINING FUEL LOAO.
IT IS RECOMMENOED THAT FUEL BE DUMPED AS FOLLOII,S:
1. ASSUME A LEVEL FLt cHT ATT| TUDE... .. .. (211+ MpH (195 KNoTS) MAxltiruM)
D LANDINE GEAR AND WI I'JG FLAPS. . ". .. FULL UP
a ALL COiJIBUSTI ON HEATERS. . . .. .OFF
\.
q
rN0 sMoKlt\'Gs gi GN.",.. ON
cHEcK FUEL QUANTI TY rr,rciiniior.r.'
b. PULL FUEL DUMP CONTROL HANDLES COMPLETELY AFT TO IOPENd POSITIONS
AND SIMULTANEOUSLY TAKE A TIME READINC"
-f
WHEN I'IECESSARY WEIGHT OF FUEL HAS BEEN DUMPED, PUSH EACH CONTROT
HANDLE FORWARD TO THE DETENT OR NDRAINfi POSITICN; TIIIS CLOSES, T}IE
DUMP VALVES BUI I-EAVES T}iE OHUTE EXTENOEO. LEAVE CHUTES IN DRAIN
POSIT'ON TOR FIVE MINUTES"
FLISH* ENCINEER SHAI-L VISUALLY Ci.iECK THE CHUTES FROM THE CABIN
DURING THE ORAIN PER!OD TO MAKE CERTAIN THAT THE VALVES HAVE
CLOSED AND NO FUEL IS RUNNING OUT"
9 pLAcE THE coNTR0L t-lANDLtg lN THE BcLoseD* (FULL oowt'l , ronttnRo)
POS I T I 0N I0 RETRACT THE DUlrrlP CH UTES .
r't-Q-IEg:
1. MAXI[!UM DUMPTNG RATE, DUMPING SIMULTANEOUSLY FROVI ALL TANKS, IS

APPROX I MATELY:
I - 2500 Las./l,,,llN" rornL

TANK FUEL sYSTEM
10 TANK FUEL SYSTEM - 27OA teS.ltUlN. rOreU
EXACT DUMPING R,'TES ARE GIVEN lN fHE FUEL SYSTEM SECTI0N 0F THIS
MANUAL.
2.- THE AMOUNT OF UNDUMPABLE FUEL IIi EACH MAIN TANK IS SUFFICIENT FOR
45 ,IINUTES oF FLIcHT ar 75'l oF RATED Pm[.
a THE FIRST T\I'O THIRDS OF THE CONTROL HANDLE TRAVEL - TO THE DETENT -
EXTENDS THE CHUTE; THE FINAL ONE THIRD OF THE TRAVEL OPENS THE FUEL
DUMP VALVE.
4. ffiEN DRAINING, THERE MAY BE A TENDENCY FOR THE LEVERS TO CREEP OUT
oF TIIE ioRAINT POSITION; IN WHICH CASE,.THE LEVERS MUST BE HELO III
T}IAT POSI TI ON"
c4qiloN: DO NOT OPEAATE ANY ELECTFICAL SWITCHES OURING OR AFTER T}JE

DUMPli.e PR0CEDURE, 0R PERMII SMOKING lN THE CABIN' UNTIL
CERTAII{ THAT NO GASOLINE FUMES EXIST IN THE AIFIPLANE.
DC-6 SECTIoN 1 PAGE \3
OPTRATING MANUAI
1L-15-5L
^t^
u.g-qrju-Ess.
1" WING FLAPS - UP, AND AIRPLANE IN SLICHTLY NOSE DOryN ATTIiUDE.
2. ngcor.tlENoeo AIRSPEED - 150 MPH (1lO KNoTS) MAXltu1UM.
1. TLARE #1 - PULL RELEASE HANOLE - MI\IMUM ALTITUOE ]OOO TEET.

4. FLARE #2 - PULL RELEASE HANDLE - RECOMIIIENDEO ALTITUDE 2OOO F€ET.
Igr:_s_:
1 EACH FLARE BURNS \IJ!TH AN I!T:NSITY OF JOO,OOO CANDLEPOI"/ER FOR A

MI.,If[4UI,/I OT THREE MINUTES.
WHEN DROPPED FROM AN ALTITUOE OF 25OO F'EET ABOVE THE GROUND,

A FLARS WILL ILLUMI\ATE AN AREA APPROXIh/IATELY 1+ MILES IN
DIA\/ETi-R.
THE FLARE PARACHUTTj OPENS AFTER A ORCP OF 15 FEET, AND THE FLARE
IGN!TES AFTER OROPP'NG AN AODITIONAL 18 FEET. THE AVERACE RATE
0F DescENr ls THEN 450 reer PER Ml\urE.
4 l'4iHETi RELEASING A FLARE, IT IS ADVISABLE TO HAVE IHE AIRPLANE IN

A SLiGHI'.Y NOSE DO\1'N ATIITiJDE IO ELt\lINATE ANY PCSSI3I':ITY OF A
PARACHIJT: BECOI,JII!G FOULED IN THE TAIL SKID.
5 THI FLARE. IGNITI\G CORDS ARE SUFFICIENTLY SICRT SO THAT EIIHER

FI-ARE CrrN 8E RELEASED FIRST WITHOUT DANGER 0F THE FCR'IVARD CORD
BECO[lINC FOULED IN THE AFT CCRD.
6. THE FIRSI FLARE STOULD 9E DROPPED AT A t'1 INIMUI,i ALTITUOE OF

lOOC FEET FOR THE PURPCSE OF ILLUMINATING A VJIJE AREA FCR
SEITCTI\G THC BEST LANDING SITE. REDUCII{G Tt: ATRSPEEO TO
1iC IV1PI-1 (TIC TruOTS) MAKES IT POSSIBLE T) TURN THE AIRPLANE TC
BE Ui,]DiR THIS TINST FLARg IN APPROXIVATELY ONE i.'INUTE.
7 IT IS RECOMMENOED THAT THE SEOOND FLARE BE DROPPED AT 2OOC FEET

AND TC WINO'VARO OT THE SELECTEO LANDING SIT: IN ORDER THAT IT
I/,AY ORIFT T3ITARD THT LANDING SITE ANO BE OVER IT DURINC THE LAST
PART OF ITS DESCENT.
D(-6
sEcrroN 1 PAGE 44
()PERAIING [4ANUAI.
_ t1.-15-5L
^W^
LANDINC - TOUR ENCINE GO AROUNO
lF lT 3EcLl'rES NEoESSARY To PULL UP ANo Gc ARoUNo FRoM A NORMAL APPROACH

(GEAR Do\,\,N - FLAPS 5oO ANo ALL ENGINES OPERATING), PROCEED AS FOLLOVS:
F AIRPLANE IS ALREAOY.ON RUI'I\(AY, RAISE WING FLAPS TO 2OO ANO PROCEEO
ON A NORMAL TAKE-OFF
IF AIRPLANE IS AIRBORNE - USE FOLLOWING SEQUENCE OF ACTION.
CAPTA I N FIRST OFFIsER TLIGHT ENGINEER
AppLlES TAKE_0FF poltER PROPELLER IilASTER OwarEn tNJEcrtoN

I N0l cATl N6 DECI Sl oil T0 coNrRoL.., .. ....FULL Sl,,l,ITCHES. . .0N
co ARouND. O oRoens FORWARD (AT oAPTAlNts oR oEn).
WATER IN,JECTI CN S\ryITCHES
on (lr NEcESSARY).
oRoERS GEAR.....,......UP LANDING GEAR......UP THROTTLES ANO
(uirltr'lutl cLtMB sPEEo- V2)e AT CAPTAINIS OROER. PROPELLERS... . CUARO
WHEN CLEAR OF CBSTACLES AND AT A SAFE ALTITUOE FOR RE-

- .
TRACTINC FLAPS'IWEOIATE
0ROERS rLAPS.. "

"......20c
(Mt! ll.,tUM CLIMB sPEEo
l*,.. r.0r. .....,.200
- V2)' IAT cAPrAlll IS ORDER. COWL FLAPS - ADJUST
AFTER CLEAR OF AL!- OBSTA- lwru. rr-rrs........uP AS NECESSARY"

CLES. INCREASE AIRSPEED caerrtnts oRDER.
ro r5g MPH (u5 xr.roTs), lar
OROERING WiNG FLAPS RE- l(nErnacr FLAPS 10
TRACTEO 10 FOR EACH MPH lron elor rapx (xruot)
(KNor) INoREASE ABovE vz. I
t rucnensr raove v2).
PROCEEO AS OURINE A NORMAL TAKE-CFF.
O oc-58 oNLY
CAUTION
II BECOMES NECESSARY TO ABANOON A LANDII'IG DURING THE TINAL

iTA GES OF THE LANDII\IG FLARE EECAUSE 0F AN OBSTACLE 0N THE RUN\IAY, AN
MMEDI ATE PULL-OUT SHOULD BE EXECUTSO, LEAVING FLAPS EXTENDEO TO AVOIO
IETTL I NG. OLIMB UNTIL CLEAR 0F oBSfAcLE AT v2 AlRsPEEo. AFTER CLEAR
rF 0BS TACLE AND AT A SAFE ALTITUDE IO START FLAP RETRACTION, RETRACT
,LAP
S T0 20o, IHEN PROCEED AS FoR A NORMAL CLIMB-oUT.
.IF CLIMBING OUT llIITH lVINC FLAPS AT 5OO, BEST CLIMBINC AIRSPEED IS
APPROXIM,ATELY THE SAIIE AS CTIART V2. REFER To FOUR-ENGlNE PERFORMANCE
orlir lN FLtcHT pERFoRrrANcE secrl6tt oF THls MANUAL.
ETIERCENCY PROCEDURES
DC.6 sEcTroN 1 Prce 45
0PERATING [4ANUAl- L1.-15-51
^W^ I.ANDIN4 - IHREE ENGINE APPROACH AND EO AROUNO
E
WILL BE MADE.
LAND I NE
MAKE NO RMAL LANOINC. DUR!NC APPROACH AND LAI'IDINE REDUCE AILERON
AND RUODER TRIM 7AB SETT!NeS S0 THAT ABRUPT cllAltlcEs lN CoNTRoL
FORCES I1'ILI. NOT BE !{ECESSARY WHEN PO!ilER IS REOUCED.
€G
DY Iile
ONE DEAO ENCINE - EITHER INBOARD OR OUTSOARD - DOES NOT EREATLY

AFFECT T}IE FLI6HT CIIARAETERISTICS OF THE AtRPLANE. IF IT BECOMES
NECESSARY TO PULL UP AND GO AROUND ON A THREE ENGINE APPROAC}I
(seeq oowN, FLAPS lioor THRES eN0iNEs oPERATINg, IN0PERA?gvE PRo-
PELLER FEATH€RED), PROEEEO AS FOLLOIVS:
CAPTA I }I FIEST OFFICER FLI GHT ENCIXEER
APPLIES TAKE-OFF POg!'ER PROPELLER MASTER ownren r NJEc r! oH

CoNTRoL.........FULL g*! TCI{E8..........0H
I llol cAT! NC DECI s I ol{ To
eo ARouND. O
oRDERS FORVgARD (lt carretruts onoEn)
WATEB'NJECTION SWITCHES
ox (tr xEcEsslnv).
oReERS cEAR.. . .. ..,. THROTTLES ANS
".,UP LAIIDINE CEAR" "....UF PROPELLERS" ...
(Mt NrMUM cLtMB 8PEE0- v2). AT CAPTAINIS ORDER. ",. "
EUARO
\ IYHEN CLEAR 0F lh*lEolATE

. -
OB9TACLE9 At'lD AT A SAFE ALTITUDE FOR i(E-
TRAOTINS FLAPg
,no
0RDSRS FLAPS... ". ... ..20c WIHE FLAP3.,
SPEE0- va). AT cAFiAlNrs
(M!NtiluM cLtMB ORDER. e0llrL FLAPS - ADIJUST
ATTER 6LEAR OF ALL OBSTA- wlNc FLAPS........UP A8 NEOESSARY"

CLES. INCAgASE AIR8PE€D AT CAPTAINIS ORDER.
to t56 MPH (115 xxors),
(nErnecr rulp s 1c
ORDERING WIilC FLAPS RE-
TRACTEO 1E TOR EACH MPH FOR EACH MPH ( xnor)
(xNor) INcREASE AB(wE v2. lNcRsAsE Aaovs VA).
PROCEED A8 DURTilC A NORMAL TAKE-OFF
@ sc-58 oilLv
CAUTl0l{
ERE I T BEC0tlEg NECEgSARY TO ASANOoi{ A LATO NE DURI ile F I I.IAL flE

STA GES OF IHE LAN ol ile FLARE BECAU E OF AI OBgTA CLE 0fi TH E RUhIBAY AN
I mr ED TE PULL-OUT SHOU LD BE EXECUTEB, LEAV NE FLAP S EXTENDEO TO AVO I o
t
gETTL NC
,ACLE
CL MB UilTI L CLEAR OF OBSYACLE AT RgPEED AFTERvzA CLEA R
OF 08sT AND A T A SAFE AL'T TUDE TO STA RT FLAP RETRACT oil RETRACT
FLAP TO 200 THEN P ROCEED A s FOR A NOFITAL CL I MB-OUT
.THREE ENGINE OPERATIOT{ IN THE APPROACH AND LANOINE CONFTEURATIOTIS IS

\ sarE (iver wtrH FULL rLlps) pnovtoED.AlRsPEsog ABovE MlltllMUM ENeINE-
OUr-cOUfnOl SPEEDS ARE ttAlNTAlt{ED. (SpEeO FOR MAXIUtru RAIE OF CLIMB
WITH fOC FLAP8 Ig ABOUT 15 llH{ (1] KNOTS) ABOVE CHART V2 S?EEgl sEE
nrnEe--Exetile PERFORUANCE iXlnf tl-FLleHT PERFORMANCE SECTIOH OF THIC
MANUAL.) Otrnr v2 gPEED lg usED To elvE oPTlrun AileLE OF CLlirB.
EMER6ENCY PROCEDURES
sECTION 1 PAGE 45
D(-6
()PTNATIN6
tt-75-5L
'TAI{UAI. ^,HA
LANDINC - TU'O ENEINE APPROACII AND GO AROUNO
APPROACH
DO NOT EXTEND WING FLAPS MORE THAN 2OO UNTIL CERTAIN IHAT LANOINC
WILL BE COMPLETED.
c. rrAtNTAtN ATRSPEED OF AT LEAST 135 TO 145 MPH (tL7-L26 KNoTS) UNTIL

CEAR ]S LOU,EREO.
1 I.OIIIER LAND'NE GCAR ONLY \ffi,.IEN ET I$ CEfiTAIH T1{A7 LAND!NC WILL Bg

CCi'TP LETEO^
h PfiOPELLEB MASTER OOI{TflOL LEIJER TO TULL FOTWARD POSITION.
5. IT OUTBOARO ENEiHES .ARE OPEfiATIVE! OECLUTCFI CAB!N SUPEREHARCSRS
TO 6AIhI AODED HERSEFOWE,q"
I-ANDI Nq
1. USE |:I.ILL FT.*Ps "" MAKE NOfiMAL LAND|NG.

sijlTjory: A'r NoRMAL LAftDlNB GROS8 WElCHT.g, lT lg IMPoSSIBLE TO
MAINTAIN Al-TlTtrDE EVEN WITH TAXE-OFF P0WER ON Tl,0 ENelNEs $!1]'H
EITHER GEAR COII'N AND ZERO FLAPS OR THE FLAPS FULLY EXTENOED ANO
EEAR U.D. L1.,-11+5 MPH (117-',85 KNOTC) !S EEST N/YO-ENGINE OLINJIB
SPESO WiTH TAKE-OFF PO14IER, FLAPS 2OO, AND CEAR I,'P" i/:AINTAIN AT
LEAST l.J5 TO i45 MFrl i117-125 i<!.iOTS) DURttic APPR0ACi"I UNTIL oERTAIN
TH&T LANDING W'LL BE AOE&IPLISHED" THE PILOT MUST REMEMBER THAT
MoRE PCHIER PER ENelliE I'IUST BE MAINTAINEo ti'l A POWER-oN TYllO-ENGlilE

APPROAO{. WHERE eoF i,lP UAY BE REQUIREO wlTH FoUR El'lGlNES, e5r TO
]0r MAy BE NEEDED WITH nno ENGINES. lT !s IMPoRTANT T0 REMEMBER
THAT NORUAL RELATIONSHIPS OF PAJTER, TRIM ANO DO NOT APPLY

'ONTROI.
W]TH 71A'O SIDE. DURINC APPROACH WITd TilO
ENOINSS OUT OH ONE
ENG|NES IN0PERATIVE 0N ONE SIDE! lr ls BETTER TO CONTROL MANUALT-Y,

Ar LEAST lN PART, THE DIRECTIONAL AND LATERAL ATTITUDES 0r THE
AIRPLANE RATI.IER THAN TO APPLY FULL TRIM TAB TO RUDDER ANE AILERON.
THIS WILL OBVIATE A DRASTIC TRIU CHANCE ANO/OR REDUCE THE FORCES
NECESSARY TO MAII{TAIN CONTROL !,\IT{EN POTER IS CUT FOR LANDINC.

DC-6 sEcrroN t PAGE 47
OPERATING MA}IUAT Lt-t5-5r
LANoll.lc - Two ENGINE APPRoACH ANo B0 ARoUND
s9_l-89!I-S
GO ARCUND ON THE APPROACH IS POSSIELE ONLY UP TO THE PqINI AT lryHICH
LUq_gEl 3lg_EIlgN_Q-E Q.
LA N p
AFTER GEAR IS EXTENDEO AND AIRSPEEO REDUCEO BELO\N U5-145 UEN (TT7-TZ6
KNOTS), THE PILoT lS DEFINITELY COMMITTED TO THE LANDI!'lG. lF C0
AROUND IS NECESSARY AFTER LO\IJER'NG 2OO FLAPS AND PRIOR IO LOWERINC THE
LANDI',lG CEAR, APPLY FULL TAKE-0FF PO\liER 0N BOTH ENGINES AS FAST AS lS

CONSISTENT WITH AIRPLANE CONTROL, RAISE THE FLAPS AT THE RATE OF ONE
DEOREE FOR EACH h'lILi PER HOUR (KNOT) lNCREASE IN AIRSPEED, ANO IN-
oREASE AtRSPEEo TC 196 MPH (U5 KNoIS).
CAPTA I N FI RST OFFI CER FLIGHT ENGINEER
APPLI ES IAKE-OFF PC'XER Ownren r NJEcrr oN

INDICATING OECISICIi TO stl,t TcHes.... - .. ...ot'r
GO ARCUNO.
OROERS \!ING FLAPS UP WI !G FLAPS UP ON THROTTLES AND

gLOt{LY \JVHEN SAFE AL TITUDE CAPTAINIS ORDER. PRCPELLERS... .. .. CUARO
I S ATIAI NEO. ( aernrct 'n, I N G FLAP s
10 FOR €ACH MPH
(KNor) TNCREASE tN
AI RSPEED ABCVE
1j5-14q t.rPH (117-126
truors ) ) .
INCREASE AIRSPESO TO C0\'[ rLApS - AD.TUST

156 MPH (115 KNors). AS NECESSARY,
o Do-5E oNLY
N0 T5S-:
1. IF BOTH tNB3ARD ENGINES ARE I\OPERATIVE, EMEREENCY HYDRAULIC
PUVP IIUST BE USEO TC OPERATE FLAPS AND BRAKES.
2. CAUfION: lF BOTit OUTBOARO ENGINES ARE INOPERATIVE' CAPTAtNTS
VACUUI.I ORIVEN INSTRUMENTS ARE INCPERATIVE.

sEcTtoN 1 PAGE I+6 DC-6
()PTIATING tl{ANUAI.
11-1
^,, ^
qMERGENCY LANDING AND PASSENGER EVACUATION
RECOTil.IENOEO ACTION BEFORE ANO INE LANOINC - ALL EMERGENCIES

1. ADVISE STE\^/AROESSES OF EMERGENCY ANO TYPE OF LANDINC TO BE MAOE.
2. ADVISE GRoUNO STATI0N (COUpatV tr pOSStAUT).
a COMPLETE !BEFORE LANDII,IG! CHECK LIST - TNSOFAR AS POSSIELE.
4. DETERMTNE, tF TIME pERMtTS, THAT STEWAROESSES HAVE SELECTEO
PASSENGERS T0 ASslsT wtrH EvAcuATtoN (FLtcHT ENctrrEEn MAy BE
ASSIGNED TO ASSIST STEWAROESSES -- AT CAPTAIN'S OISCNETIOru).
tr lF EMaRGENCY oCCURS AT NtcHT, TURN 0N EMERCENCY CABIN Ll${TS.
TIIEN PROCEEO AS FOLL.OWS:
NosL GEAR - !P_
6. MAy ELEcr r0 MAKE BELLv LANDINc - tF Nor PROCEEO AS FOLLOWS:

7. passirueEns lr.ro clneo MovE AFT tF oEStRio (PASSENGERs MUST
-
sE seeuneo).
d CABIN AND COCKPIT SECUREO,
o EXCESS FUEL - DUMP.=OUIPMENT
to. FLARES - CROP.
t!. LANDTNC - DRAG TAtL, tF NECESSARY, BUT EASE NOSE DO!^,N BEFORE
LOSING ELEVATOR CONTRCL.
t2. APPLY AS LITTLE BRAKING AS POSSITJLE.
li. CUT ENGINES AND SECI.IRE OOCKPII DURING LANO'I,IG ROLL.
oNE VA,!t! GEAR - UP
6. RETRACT EEAR ANO MAKE BELLY LANOINO IF POSSIBLE. I F UNABLE,

PROCEED AS FOLLOA'S:
7. CABIN AND COCi(PIT EQU'PMENT SECUREO.
EXCESS FUEL - OUMP.
o FLARES - OROP.
10. LANO SLICHTLY FAS'F:A THAI.I NORIJIAL.
11. HOLD WING UP WlTH AILERCN - HOLD HEAOING WIlH NOSE WHEEL AS
WING SETT!-ES STEER TO'I'IAPO GEAR UP SIDE. DO NOT REVEFSE
ENGII'IES ON LOW SIOE.
EELLY_LANpl hls
6. EXCESS FUEL - O'JIJP.

7. FLARES - DROP.
LAND ON RTIiVIIAY.
c USE FULL FLAPs.
D(-6
sEcTtoN 1 PAGE 49
OPERATING MANUAT
LL-'.
EMERGENCY LANDItig AND PASSENG-ER EVACUAT!ON
CREW OUTIES AFTER LANDING - OR WllEN EI\IERGENCY OCCURS ON GROIjND
1. CAPTAIN - LEAVE YJITH HAND FIP' EXTII.JOUISHER VIA OUICKEST EXIT

CTIECK FOR FIRE - ASS]ST PASSENGERS.
2. TIRST OFFICER - SECURE COCKP]T - LEAVE \.ÎITH HAND FIRE EXTI\GUlSHER
VIA QUICKEST EX!T; IF NO FIRE - ASSIST PASSENSERS.
1. FLIGHT ENGTNEER - ASSIST Wlfi pASsEt'rcER EVACUATION _ pAytNG

PARTICULAR AITENI-ION TO BEST UTILIZATION OF EVACUATION SLIOE.
4. sTEwARDESSES DlREcr EvAcuATtoN 0F pASSaNc;RS

- AFTER ALL
PASSENGERS ARE oUT, I_EAVE rtRST-AlD !{tiH flT. DI RECT PASSENGERS
TO ASSEMBLE AWAY FROM AIRPLANE.
BEST EVACUATION ROUTES
NOSE GEAR - UP
1 FRoNT 0ARGO ooon (IF USABLE).

2 EXITS OVER WINC.
I ) MAt\ CABTN oOCn (USe SltoE).
ONF, IJA IN GEAR - UP
1. ANy Exlr 0N GEAR up slDE (lr Ho rtRE iN AREA)
sELLY LA!{Q.lllq
1. MAIN CABIN DOOR.
?. FRONT CARAO DOOR.
J. EXITS OVER UIINC.
NOSE GEAR COL LAPSE
1. FRoNT rARco ooon (tr usnete).

2. EXITS OVER W|NG.
7. MAIN cABtN oooR (use sLtDE).
CEAR DOVTN
1. FRoNT cAnco oooR (usE LAooER oR RopE).

2. EXITS SVER WINC.
1. MAIN cABtN DooR (usg sr-toE).
2
AIRPLANE
OPERATING
LIMITATIONS
D(-6 Al RPLANE OPERATINc LlrvllTATl 0Nl
SECTION 2 PAGEl
OPERATING MANUAT L!-LrrlL
"W^
PAGE
I NDEX. 1
PREFACE. . . . 2
I. GROSS l',IEIGHT LI[IITATIONS . 3
II. CENTER OF ORAVITY LII\I'TATIONS. . . 7
III. AIRSPEED LIIUITATIONS . . l+
V. Mlt\ltMUM CREW . . 5
VI. TYPE OF AIRPLANE CPERAT]ON . . . 5
Vll. THREE-ENqINE FERRY FLIC;HTS . . . . ,5

AI RPLANE OPERATI NG LIMITATI ONS
sEcTloN 2 0c-6
PAGE 2
tt-L>5L OPERAII}'IG MAI{UAt
^W^
PREFACE
THIS SECTI0N CONTAINS CENERAL AIRPLANE OPERAT|l,lG
LIMITATI]NS NOT SPECIFICALLY RELATEO TO INOIVIDUAL AIRPLANE

SYSTEMS.
ALL AIRSPEED REFERENCES, UNLESS OTHERWISE NOTEo, ARE
l{0tcATEo AtR,EEm (AtRSpEED oBSERVED oN clpretNls lrrolcaron).

A IBPLANE OPERATING L IMITATIONS
D(-6 sEcTroN 2 P aGE 3
OPTRATING IIIANUAI. 3-28-52
IIE IGHT
I
"
MAXIMUM ALLOI\IABLE TAKE.OFF AND LANDING ITEIGHTS MAY BE
FURTI'iER LlMlrED BY RUNITAY ANALYSlg. REFEB TO FLIGHT MANUAL, AtRpoBT
ANALYSIS SgCTION.
A. MAx|&LUM ALLoWABLE rlKE-0f.E_t1j_IGHI
Dc-6... "...EIGHT TANK FUEL sysTEu. .....891900 tes.
DC-6... ...TEtti TAfiIK FUEL SYSTEM. .......931100 LBS.
DC-68......".DRy TAKE-0FF poll{Efi (2050 BH?/Z?oA RpM)..92r20o LBS.
DC-68".. ",.. c$/rT TAKE-oFF Po$,ER (2\O0 BHp./2800 RpM).,!o0rooo L3S"
--*-,,-" DC-6B.,....THREE EilGtNES WET (2\00 BHp,/2gOO RpM)
oNE ENcINE DRY ('i9i0 nipTzAbo-nFrrr'-i""'96',00 LBs'
B" MAx IMUM ALLOS'BIE lrqNplNq$lE tGflT
DC-6".. ...,..751000 LBS.
DC-58.. ..."..951000 LBS.
ALL WEIcHT tl| EXCESS 0F THE rrl,lrxtMUM ALL0yVABLE LANOTNG
l/IEIGHT MUST CONSiST OF DISPOSABLE FUEL.
e . [iAUMU[,1 AIUIwABLE ZEFo ru_Et wEts]iJ
DC-5... ."....701000 t-tss.
DC-68.. ......g0rooo LBS"
ALL WEIGHT IN EXCESS OF TH6 MAXIMUM ALLOWABLE ZEBO
FUEL YliE IGHT MUST CONS IST OF FUEL.
I I . CENTER OF CRAVI TY
DC.6 B IANKS D6-6 IO TANKS DC.6B

/IFT LIMIT
36
35
34
o
33
=
FORWARO LIMi?
t
F l5
= r5
-rl.l t4
{5i
.l
()i
t2
il
ro
I
I
60 'to 80 90 60 7A 80 90 70 80 90 !s0
G Ross Y{EtQ-Hr : Lqg./_!qog
AI RPLANE OPERATING L IMITATIONS
D( -6
3ECTION 2 P^GE 4
0PtRATING li{Al{UAL
II I. AI RSPEEO
^W^
MAxl MUM ALLoI,IABLE Al RSPEEo
oc-6
CONB IT I ON oc-6s
N90701 |90714
THROUCH THROUG H
tl907r, N90750
MAXI MUM s.L. T0 149 MPH

T,0o0 FT. ( lol KNors)
NEVER EXCEEO
s.L.
+tr0,o00 Fr.
T0 l3l+ t',tpx ll+g r"PH ,
SD EED (e9o xr'rors) ( lol KNors)
8.1. TO oa 2 MPH
MAXILIUM *11rOO0 FT" ( zrt+ rHor s)
cRU I Sl NS s" L. TO . ?79 t'tPtt .

'U, ooo FT. I 242 KNOTSJ
SPEEO
$.1. T0
i15rooc (
292 MPH
FT. e5i+ xruors)
* REoiicE THE Atf,gpEED oF EA0H 6nct"tp 0F AIRPLAIIEg 5l,lpg (5 xmo'rs) Fon
'THAT CROUP
EAOH X000 rT. ABOVE THE HiOHEST ALTITUDE LI STED TOR
.r:-u oc-6 ATRPLANE$ oc*6a

MAXIMT&t SPEED FOR
FU E. OUMP I I,IG e14 MPH (ts5 xNors) e14 MPii ( 185 rr.iors)
MAXIMUM SPEEO FOR OPERATING
LANOINS EEAR OR WITH LANOINO r94 MPH ( r5g xnors) 194 r"FH ( 166 xNors)
CEAR EXTENSEO
MAXIMIJM SPEEO TOR

LANOING I.I6HT EXTENS!ON 194 MPH (t58 xruors) 194 rvPH { 165 xruors}
rg4 MPH ( r5g xNors)

i,JA){ llilLrNt
c" To Joo l tislP0 RAR t LY L!I.,{ITEO TC
194 MPH ( r5S xr'lors)
3P[tL] vrilii 1?S MPH ( ft+? xr.iors)
f,i ltrG FL,q15 156 MPH ( l3F xNors)
:)iTi- r,iDil .r0" T0 504 1?o MPH ( r4? xnors)
{ ruuu oowru) fIMPORAR I i-Y LIrU.!TEO r0
1JO i/PH ( 113 ruor s)
REOOT'{JENDEO BELOW 170-160 MPH U0-179 iviPH ,
MAX! Mt&I PEEO 80ro0o LBs" ( 14?-155 KNors) ( i47-i35 {Nor$)
IN SEVEftE . 170-180
TURBUL ENCE ABOVE MPH 179-189 MFH .
80eooQ L88" ( tt+?*156 xNors) ( 155-164 KNors)

-FLdPS UP-
OCSISN MANEUVERING SP€EO r5 t l,pu
ffiOF 6g,000 LBg- K
1?$ i!{.F!j (f7: xr;rjrA}
PRtiIARY CONTR0LS TO MPhi
SPEEBS B8.OVC THESE VALUES 84,000 LBs- ( x r'ror s)
MAXIMU{t SPEEO TOH

PROPELLER UNFEATHERI NG 156 MPFI (rr5 xHors) 156 i,rcrr {:.}q ru.rr.sl
ilrilrt rlluM e0r{TEoL $PgEO

;11, g-;imEIEE'TINffiTIETFc -
OIIIER THREE EMiNEB AT g6 lpr* {8} x*ors} 95 r*eH (s3 xruors)
fAKr-*i"r PG.xeR - FLAPS goo -
GEAR UP
TLIF. l--i.ACARl)S lN:IIALLED ili ALI lrC*5

ifn i r.iri'u:,a5 0f slAqDAl"{l)!lF].N,
-> c00KpITS i{[VLl]
EXCETD': Al'lD 'rtuiAXll\luM cRUtsii\tG
Sil-iO.tl TljE'!i!4AX;t!4uiv1
SPEF.D" LTMITATION! SPT,OiT![N AEOVE FOR AIRFLI.NT.-C N9O7O1 THB'iUGI"I
N90731.
0c-6 AI RPLANE OPERATI NC I TATI CT\I S
LIIJ,
sECTTON 2 PAGE 5
OPERATING MANUAI. tr-t>5L
lv. cRlllcAL cRosswtND oPERATtoN
THE LIMITINE CROSS:I/VIND COMPONENT HAS NOT YET BEEN OETER-
MINED. HoWEVER, THE AIRPLANE HAS BEEN oEMONSTRATED T0 BE SATISFAC-

TORY FoR TAKE-oFF ANo LANDTNG lN DTRECT CROSSWTNDS UP T0 JO MPH
(e5 xuors).
MlNlMr-!!1 CREW
A. FoR ALL REVENUE FLIoHTS (passEruern lr,ro/on clneo):

1 PI LOT
T FLIGHT ENGINEER
L co-P I LoT
B. rcR ALL OTHER Fr-teHrS (lNC|-UOtNG TEST, FERRY AND TRA!NING
rlt enrs) :
1 PtLOr
1 co-PlLoT
VI , TYPE OT A I RPLANE OPERATI ON
THE A!RpLANE tg {-tMtrEO TD 0pERArtoN tN nLlsHTr t0ttlG

CCNDI i I ONS.
vt t. i,tBE_E:"*NQl!e F,E.38Y 5L I r..! JS
:tQi!: rioR t-HRIE-ENGli.lE FERRy Fi..t (.'HTs! oESERVE ALL cpERATi{0 L!ril-
IATl0l'jS GlVEli lr,r T.t!S ilANUAL, TilE eXCEPTiCN 0r 7H0SE
"1lT!l
ji-j.tRSri,)ED r-1Y TFiE rirLLOVJl i\ I 9P[C I AL L| $l TAT I 0Nr. Ii-.lREE-
l:!G!i.rI f'ERR)' FLie Hi LIFERAIll'lG Fftr)CEDURES ARE *E?AlLEn lN THL

lrliRrJir,L rltraRATi'^ oc_ijEtU!.E:.'! ECrltr.l f;f Tt-l!S I1ANUAL" Tl.iRtE-
i,JtiNf ifiRy r"Lii:i.ii iiiK[*iii:a pfRffRi,iANCf lS PRES::NItl iN lf-iE

::.1- ? 6!T PaRf r.rRr,iirt.;[i :F:tiiCN LrF it-u E i-lA,(jtjA;"
A" MAXIMUM ALLOWABLE TAKE-OFF I.IJEI GHT - 76,000 LBS.

AI RPLANE OPERATI NG IMiI TAT IONS D(-6
sEcTtoN 2 PA E 6
tt-L5-5L OPERAT|NG IilANUAI.
V I I. THREE-ENGI NE FERRY FL I CHTS
B. CENTER OF GRAVITY LIMITS
1. MAXIMUM FORWARD LIMIT
Dc-6... ....L\fi MAc - GEAR oowN
oc-58. . ....L{fr MAc - GEAR DowN
2. MAXIMUM AFT LIMIT

Dc-5 AND oo-58...,.......26/ MAc - GEAR DowN
c. cREw LtMlTATIorys
FLI6HT CREI,Î WILL BE LIMITEO TO THE CREW ESSENTIAL
TO THE PURPOSE OF THE FLiGHT.
D. I NOPTRATIVE PROPELLEE
IHE INOPERATIVE PROPELLER IIUST BE TEATHERED OR
REI,/iOV E D.
E. MINIVUV TAKE-OFF CL!VB SPEED
t. ,AT 75,oco Les. r.c. wEl GriT. .129 lrPH (rrz rnors).
2" AT 55,000 LBS. T.0. wElsHT. .110 MPH (96 xnOrS).
F0R INTERMEDIATE LqKE-oFF lrtElGl-iTs, USE A STRAIcHT

LINE VARIATION.
/ ),
o
v
vm
a
NOR.MAL
OPERATING
PROCEDURES
/
NORML OPERATI NG PROCEOURES
sEcTroN , PAGE 1
Sfif*,nn i{Ar.uAr 7r-t>51
^W^
PAEE
INDEX.. ......... 1
P8Ef18E 2
t. BEFORE STARTI NG ENG I NES... 1-5

I l. STARTI NG EN6 I NES" G7
lll. PRI0R To TAxl !tYG. I
tv. TAXI lN0" 9
EIJG ! NN FilN*UP" 10- 11
E-..r0RE TAKE-0FF" . .. L3
vr i e TAKE-*FT, J.!^
,.r! g I
*i."irriii TO tRUl Sl l.jc ,qLT! fUoE. L5
eRUl sE,
" ".
OE SOENT. 1.7
BEF0AE Lril'{D! llG. "

",,, :6- 19
Yi I LA,NOI rlq io
"
xg I t e Ai"rER LANDiNG"..", 30
PAR!( i NG dL
"
XV" SEfrUR! tlG ,\l nPL,ANE *
ii IGH Wl NO. , 2L
"
xv [. Ti"IfiEE-ENG I i]E i:gRRY F'L:6HT" 22-23
XVI En re*6 ioerprr r"tsr.."
cHECK
xvl I l" oc-,Ce r:ocxp!T oH[cK L! sr".", t6*eZ

NORMAL OPERATIHE PROCEOUREg
DC-6
SECTION J PAGE 2
(}PERATIilG MANUAI.
Lt-t5-5t
"W^
PREFACE
NORMAL COCKPIT CHECK ANO OPERATING PROCEDURES PRESENTED IN
DETAIL IN IHE FOLLOA'INC PAGgS COINCIDE WITH THE COCKPIT CHECK
LIST, 8UT HAVE BEEN EXPANDEO ANO EXPLAINEO vWERE NECESSARY'
FOR 7}IE PURPOSES OF STANOARDIZATION ANO EFFICIENCY OF OPERATION,
SPECIFTC DUTIES ARE ASSIGNEO TO EACH CREW MEMBER.
79g USgrOfiE ?,qKE..OFFII AND NBEFORE LNNCII,iE, SECTI ONS ARE WR I TTEN
AS A CUIDE TO SHOW THE OUTIES AND RESPONSIB|I.ITIES OF EACH CREW
?.,1EM8ER. ?N AOTUAL CPERAT!ON THE Fi.IGHT ENOII,IEER WILL BEAD iHE

*!''IALLENGE PORTiOII CF T"HE CHECK i-iST" ITCMS WILL BE CHECKEO EY
4LL 'i},iI?[E CNEW IIE|VBERS ! ,4ND 1}{E AFP'IOPR IATT NESPONSE W!LL EE
irlAgE ALCUD BY trl1f OAPTA!h,. i'l0RMAL!-Y, i\iD ACTI0N !S NECESSARY Arl0
i!3 C0i!TR0L lS pDStIICNE0 lrVrltt'i RfAD!r'J6 THE iHALt-ENGI Al'10 RESPCNSE,
ALL ATRSPEED REFERENCES, UNLESS 0THERI{lSE NoTED, ARE i".ND.!-g,ArEg

Aregpsqq (AtRspEED oBsERVED oN cAPTA!Nrs !ruolcrroR).
,q SPECIAL EQUIPMENT LIST I8 LOCATED ON THE FRONT COVER OF EACH
AIRPLANEI$ LOG 8OOK. PILOTS ANO FLiGHT ENGINEER SHALL BE
FAMILIAR WITH AND FOLLOW ALL !TEMS CN THESE I-ISTS.
At-L lrEMs oN cHEcK LlSTs (BEFoRE STARTIN0 ENGINES' BEFSRE TAKE-

OFF, BEFORE LANDING, AND ENGINE OUT) SHALL BE CHECKEO. BOTH
PILOTS AND TTIE FLIGHT ENEINEER SHALL BE FAMILIAR WITH ANO
FOLLOI' OPERATING PROCEDURES OUTLINED IN THIS MANUAL.

NORMAL OPERATI NG PROCEOURES
D(-6 sEcTroN J PACE
OPERATING MANUAT rr-15-5L
^$Ifl^ '
BSF0RE STA RT I I.lG EN e I NES
1. AIRCRAFT LoG B00K AND SPECIAL EQUIPMENT LIST... ......CHECK

2. WHEN PRACTICAELE, AIRCRAFT ELECTRICAL SWITCHES SHALL NOT BE
SV'IITCIIED ON OR SWITGIIED OFF \AIIILE REFUELIIIE IS BEINO ACCOMPLISHED.
1. ELECTFiTCAL PANEL & RADTO CIRCUIT BREAKEFS & FUSES....CHECKEO & ON
l+. pARKlle BRAKE.. ....,..0N - cHEcK PUMP ANo HYoRAULIo

(8rgoo pst Mr[. -O tgoo pst utru.)
pREssuRE
5. COCKPIT AC CIRCUIT BREAKERS ao TUSES. .-.....,...0N

6. TAoHOI,ETER ISOLATION ST,ITCTES. .NORMAL
7. EXTERNAL Po$JER, BATTERY, GE|IERAToRS..... .........0N

6. wtNosHtELD ALooHoL. ........oFF
9. EVERCENCY INVERTER. .....CHECKEo - oFF
1C. FUEL BOOSTER PUMPS... ......oFF
11. AUXILIIRY BLCWER. C}IECKED - OFF
L2. INVERTERS
A. IilSTRUUENTS......
CAPTAINIS .UPPER
B. ENGINE INSTRUMENTS. .LCWER
C. FIRST OFFICER'S INSTRUMENTS.. ......LOVI'ER

L1. DC VOLTS - AC VoLTS. .. .. . CHECI(
14. FUEL BoosrEu puMP ct RCUI r BREAKERS.. .. . ... ..... . .oN
t5. coeJL FLAP suJrrcHES. .......PostrloNlNG
16. 0t L oooLER D00Rs.. ".......4uTO
t7.O wnrrn tflJEcrloN s:l,vlTcHES. ........oFF
16. PRoPELLER oE-l lE - - EL'IERCENCY, GRoUND TEST,
ANO AMI,IETER SELECTOR S\'.'I TCHES. . TIIIER AND OFF
l,q. Ne $roKlNG - SEAT BE.LT SICN. ......0N

20 EXTERIOR LIEHTS. - POSITION ANO FUSELASE,
\vltgEL \t'tNe.
1.^'ELL ANO .....ctlEci(
21. cocKPtT LIGHTS. ....As DESIR€o
ENCIr'IE SELECToR. ....#, ENCINE
4. SPARK AOVANCE....., ,......TAKE.OFF ANO CLIV.8
a4. tcNtrtcN. ..........0FF
I oc-5 oruuv @ oc-6a oNuv

NORMAL OPERATINE PROCEDURES
D( -6
sEcTf oN, ? AGE 4
()PERATING MANUAL
BEFORE STARTI NC ENG iI.IES

"W^
p5. cocKPl T TEMPERATURE. .... ..As DEsl RED
26. WINDSHIELD HEAT... ....'...sET
a7. EcletN HEATER AUToIATtc By-pAss..
?6. FIRE WARNING CI sCUITS. .,...TEST

29. HEATER FUEL CROSSFEEO.
14, HEATER.FUEL AND I CNITI ON CONTROL SWITCHES. ......SYSTEM #1
11. cABIN HEATER MASTER swtrcH. .As DESIREo (orr wHILE FUELIIIG
AND srARTtNe eNelNes)
12.
r5
!+, FUEL QUANTITY ANo olsrRlBUT10N..... ...cHEcK
,r. otL, ALCOHOL, ANo"HYDRAULIC QUANT|TY..... ....C}|ECK
fi.@w/a (warrn/elconou) QuaNrtrY..... ...-*{Ecx

17. EXPANST ON TURBI NE..,.. . ' ..ouT
18. LANDT Nc L-l eHTs. ..cllEcK

l
19. COr,r,L FLAPS. . .. ... .0PEN l
40. ENctNE BLorEHs. ;...... ....Lq^r

41. cAslN ALrIMETER.,.. ....'.sET - 29.92
\2. oABIN PRESsURE REcULAToR AND cHANGE Lltllr.. ...sET
41. MANUAL PREssURE ccNTRoL DooR. .. ......cLosEo
44. AtR BRAKE coNTRoL. ....OFF (SlrertEO)

45. FIRE Exr. sELEcroR vALvE & c02 olsci{ARGE HANoLES. .FULL lt(
45.
47. HoRlZoNS, oYRosYtls, ALTIMaTERS, & CLOCI(S. ...UNCAGEO & SET
46. ALL WARNIN0LtcHTS. ...cltEcKEo

\9. DIMMI I'lG SWlT6ll. : . . . ... .. . . AS DESI REO
ArR BRA*E pREssuRE.i...........a15oo pst MlN. -o tToo Psl lrtNo

--> !0.
51. EMERGENCY CABIN ALTITUDE coNTRoL' ""NoRi"lAL
52. SUPERCHARGER OISCONNECT CONTROLS. .....CHECX
@ oc-5 oNr-v O oc-6s oNLv

NORMAL OPERATI NC PROCEOURES
D(-6 sEcrroN 1 PAGE 5
OPERATING [4ANUAI.
^W^
t. BEFgTE_SA\RT 1N I lXg I NEs
51" FUEL SELECTORS & ON - CROSSFEEOS & AUX. OFF

CROSSFEEDS."...MAIIIS
5I+. PROPELLER MASTER CoNTROL LEVER.. ......FULL FDRWARO

trx PROPELLER INASTER ENGII.IE SELECTOR sW!TCH. ...#3 AUTO
,o. MIXTURES" . I DLE CUT-OFF
ia AUTO P!LoT,... ","...0FF & DISENOAGEB
rc LANDI\G GEAR HAN0Lr" "".00\ift\t {l ecEri'l LlcHTs - cr.lEcK HoRN)
(o CARBURETOR HEAT..
" ". .. , ". COLO
60" wlNs,rLAPS. ...".."..UP
51" HYNRAULiC SYSI€M. ....."".",0N
6a. LiiEREENOY I.IYORAULi O PUMP SELTOTOF. ",..SRAXE 8YsTEM
(t
TABS - * RU0DEF * ELF-VAT0R - A!LERoi.r (Tnlr.,r e@pOSirtoN)
(, oeeaees TRAVEL) ..".cHEcx
5l+. LOCK.
GUST . ... LOEKEO
ti)" RADI3S. ...CHECK
66. FSRWARD CARGO LOADING DOOR. .....LOCKEO AND CHECKEO

\ CHECK CENTER LOCKINC MECHANiSU AND iNOIVIDUAL BAYONETS TO
DETERMIhTE TH.AT ALL ARE pRopERLy EN6AcEo (BLAcK LINE 0N
BAYONETS ALIENEO WITH L!NE ON FRAME)"

57" LOAD REPORT. .....CHECK
---+- 58. AIRSPEEO INOiCATORS - VT.V2 . HEREIS HOW... "XNOTS OR
MFH
@oc-6e orulv
NORMAL OPERATI NO PROCEDLTRES
sEcrtoN 7 D(-6
6 ?AcE
()PERATING [4ANUAI
3-28-52
^$l{^
I I. ST.CRTI\C ENGIhIES
THE NORMAL STARTIilc ORDER IS #1, #\, #2, AND #1 RESPECTIVELY WITH A
c0NTINUOUS CRANKING PRE-STARTlita pR0CED[,,RE OF 45 SECoNOS |UAXIMUM
U.lITH A 1MINUTE ''TOOLING PERIOD. IF THE ENGINE DOES NOT START ON T}IE
SECONO TBY, A 5 IJINUTE SHUT DOIVN IS REQUIRED TO OOOL THE STARTER.
START THE NEXT ENOINE. IN THE INTERIM.
D0 NoT START #j lruo/on #4 rr'reti'res UNLESS THE FoRWARD LoAD!NG DooR

ls cLosED AND Lo0KED, AND THE L0A0lNG RAMP lS MoVED CLEAR 0F rHE
A I RPLANE.
CAPTA I N FI RST OFF I CER FLIGHT ENGINEER

1 CAPT'S SII-18 Wi\_
DOW CRACKEN OPEN.
2. OBSERVE SIGNAL A. SET ENGINE SELECTOR

FRCM AGENT TO ro #3 Gl\) ENBTNE.
srARr #1 (#4) rttro FUEL BOOSTER PUMP
aov I sg iiqEAov oll oN Lo\^r roa #z (#4).
#7 t,#4)tt .
3 . AFTER VISUALLY
cHEoKl\G TNAI #1 l#l+l
PROP I S CLEAR ANO THE
FI RE GUARD I S POSTED,
ADVISE {STARTING
#1 W[)n . ENcAGE
START'R AND BOOSTER
sl,ttrcHES (lr ANY
ENEINE STOPPAGE OR
HESI TATI 0N OCCURS,
sTsP AND INVESTIGATE).
4. runru #j $)) 4. lrtea PRoP HAS TURNEo
-+ teNlrl0N
To rrBorH r
s!,vlTcH
.
Tlr{ELVE BLADES,oBDER
xsy,lTcH"tr
5. PRIME ENGINE AS NEEO-

EO, WITH MIXTURE CoN-
rRoL lN IDLE CUT-oFF,
UNTIL ENGINE IS RUN-
Nl NG AT lppnox. 50c
TO 1OOO RPM.
6. REtEnse PR!ME wHEN 6" artEn ENcINE ts ruRN-
FL I GH T ENG I NEER I'OVES lNc APPRox. 5oo-1ooo
VIXTURE CONTROL DUT RPM SLOIflLY MOVE THE
OF IDLE CUT.OFF. [4IXTURE CONTROL TO
AUTO RICH. INDICATING
VERBALLY frluto Rtcnn.
7. AOJUST THROTTLE TO
HOLO ENGINE AT 8CC-
looo RPM.
g. cHEcK ENeINE O!L AND
CABIN SUPERCIIARGER
PRESSURE INDIOATION.
,. CHECK HYDRAULIC SYS-

TEM PRESSURE 25OO-
1050 P8t.
10. FUEL BOOSTER PUTIP OFF 10. CHECK FUEL PRESSURE
AFrER #1 (#4) srARrED. AFTER EACH ENC'NE IS
STARTEO.
NORfulAL OPERATING PROCEOUREg
0(-6 sEcTroN J PAGE 7
OPERATING MANI.'AI.
3-28-52
^W^
II . STARTI Ne ENG| NLS
CAPTA I N FI RST OFFI CER FLI CHT ENCI NEER
11. SET ENGI\E SELECTOR 11. MAINTAt\ 8oo-1ooo

TO #2 (#L) ENGINE. RPM ON ENOINES
FUEL BOOSTER PUMP #3 - #\"
oN Lolv #z (#L).
12. OBSERVE SIONAL FROM
AEENT. VI SUALLY CHECK
IHAT #2 (#1) PRoP ts
CLEAR ANO FIRE GUARO
IS & ADVISE
POSTED
TREAoY oN #2 (#1){.
AovtsE rsrARTt\G #2
(#t)!, ErueleE STARTER
AND BOOSTER SWITCHES.
(tp nuv ENGTNE sroP-
PAEE OR HESITATION
occuRs, sToP AND lN-
VESTI GAT;. )
1J. AFTER PROP HAS TURNEO tJ. ruRN #2 (#t)

TIIELVE BLADES, ORDLB teN ITICN SWITCH
trsI{lTcH.rr TO tBorHr.
14. pnt rt,tE ENc tNE AS NEED-
E0,\^,lTH MtxTuRE CCN-
TROL IN IDLE CUT-OFF,
UNTIL ENGINE. IS RUN-
\ NtNc AT nppRox. 5oo -
1000 RPM.
15. RELEASE PRIME WHEN 15. REPEAT STEPS 6

FLICHT ENGI\EER MOVES THROUEH 11.
MIXTURE CCNTROL OUT
OF IDLE CUT-OFF.
t5. nuet BoosrER PUMP oFF 15. cHEcr GENERAToRS
AFTER EACH ENG I!,IE IS ue-7-4 r C.HARGlNor"
STAR TED.
17. ENGINE SELECToR T0 17. POWER TRANSFER

OFF. SWI TCH TO PLANE
BATTE EY.
18. CHECK INVERTERS ON.
19. 0HECK BoTH DOoR

NG LI 6HT8 OUT.
WARN I
CAUTI ON: DO NOT EXCEEO 1OOO RPM UNTIL ENGINE OIL TEMPERATURE
REACH ES Itooc Alto SUpER0HARGER olL TEMpERATURE
REACH ES 150 C.
NORMAL OPERATI NE PROCEDURES
sEcTtoN J PAGE DC-6
6
11-1 OPTRATING iIAilUAI
II i. PRIOR TO TAXI ING
1. CHECK LOAD REPORT, FUEL LOAD, ALLOIA'ABLE GROSS LOAD, RUMVAY,
AND V1 ANo V2 sPEEoS.
2. CAPTAIN ACKNOWLEOGES RAMP AGENT TAXI SICNAL, AND BOTH PILOTS

CHECK WING TIP CLEARANCES.
1. REQUEST TAxl CLEARANCE - MONTTOR RADIOS.

NORMAL OPERATl NG PROCEDURES
DC-6 sEcTloN , PAGE g
()PERATING MANUAT
LL-La-5t
^${^
r v. rAx_u xq
1 USE MINIMUM RPM WHILE TAXIING. AVOID THE USE OF 1OOO RPM OR
HlGtgR r^+rEN ENctNE otL TEMpERATURES ARE aEtoil 4occ.
2. usE REVERSE THRUsT nno/on AIR BRAKES FoR EMERcENcy BRAt(Nc.
1. CHECK TURN tNDICATORS, CYRoSYNS, AND 0lRECTior.lAL CYRO.
4. cHEcK cARBUREToR HEAI oN AND oFF.
5. NORV,ALLY USE ALL ENGINES FoR TAXIING.
N.Ug.: lF AN ENetNE D|ES WHEN AWAY FROM THE RAMP, TltE ATRPLANE
SHOULO BE STOPPED IF PRACTICAL. THE ENGINE MAY BE
RESTARTE0 tsY NOR\iAL STARTING PROCEDURE wITHOUT A FIRE

GUARD. OBSERVE USUAL STARTINS PRECAUTIONS AND WATCII THE
ENGIilE CLoSELY FOR ANY lt'lDlCAT!0N OF FIRE. HATJEVER, lF

THE ENCINE FAILS TO START AFTER IWO ATTEMPTS, AN INVESTI-
OATION OF THE CAUSE OF THE FAILURE TO START MUST BE MADE
AND A FIRE CUARD MUST 8E PROVIDiD.
6. SHARP TURNS AT HIEH SPEEDS S|IOULD BE AVOIDEO AS OIRECTIONAL

STABILITY OF TITE AIRPLANE RESISTS TURNING, RESULTING I\,S!DE-
\^rlSE SKIPPINA 0F THE NOSE WHEEL. USE CAUTION vIliEN TAXIINC CN
ICE-COVERED ANO SLIPPERY RUNWAYS AS NOSE }II.IEEL TRACTION MAY BE
It\'lPA IREO,
7. EXIREME CAUTION SHOULD BE USEO IN THE APPLICATION OT BRAKES
',rHtLE TAXIING lN REVERSE. AVoID RUTS, SOFT GROUNo, ETC., U'r.ilCH
CAUSE -qUOCgi.I DECELERA?IOII OR AEQUIRE HIGTI P5I!IER. THESE CONOI -

TICNS \IAY CAUSE T!{E AIRPLANE TC PITCH BACK ON T}IE TAIL.
D(-6
SECT|ON 1 PAGE 10
1-o-) I OPERATING MAI{UAL .W^
V. ENCIilE RUN-UP
CAPTA' N FIRST OFFICER FLIEHT ENEINEER
PARK INTO TIIE OBSERVE RUN-UP

wlND lF PRACT|- PROCEOURES.
CABLE. RUN UP
IN AN AREA CLEAR
0F SToNES, ETC.
IF PRACTICABLE.
1. PARXING 1. CHECK FUEL PRE8SURE 2l-2' PSl.
BHAKES ON.
2. cHEcK o,L PREssURE 4o-1oo pst
AT 1OOO RPM.
J. cHEcK otL TEMP. 4ooc-85oc.

4. cxecx oYLINDER HgAo TEMP.
lzo"c- 212"c.
5. MtXTURE CONTRoLS AUTo RICH.
6..REVERSE ANo
UNREVERSE
PROPELLERS ONE
AT A TIME.
7, CHECK AC & DC 7. THROTTLES SET FoR 1500 RPM.
VOLTS-OC AMPS.
'A ON
I UNTIL PRESSURE STABI-
LlzEs 27-12 P SI TO BLEED
SYSTEM. .NOTE OREEN LIOHTS ON.
RETURN w/n swtrcH To oFF.
g.
- PROPELLER UASTER CONTROL LEVER
9. FIRE WARNING
CIRCUITS..TEST FULL FoRvJARD - (lterrs oN).
10. CHECK PROPELLER CONTROLS AS
FOLLOWS:
A. INDIVICUAL PROPELLER SELEC-
TOR SWITCHES TO DECREA8E
RPM UNIIL HICH RP[' LIMIT
LIGHTS CO OUT.
B. INDIT/IDUAL PROPELLER SELEC-
TOR SWITCHES TO INCREASE RPM
UNTII- LIMIT LIGI.ITS COVE ON.
C. MASTEF CONTROL LEVER TO FULL
OECREASE RPM AND CHECK FOR
RPM CHAN8E rO APPROX. 1-100
RPM A\D luu 4 t-ow RPM LlcHTs
. oN.
O. MASTER ENGINE SELECTOR
swlrcH #2 AuTo.
E. MASTER CONTROL LEVER FI,'LL
FORUJARO. CHECK LIMI T
LI SHTS ON.
F. PUSH FEAT}IERING BUTTONS FCR
ENCTNES ue-Z-4 lt Dl'r'1OUALLY
WHEN RPM HAS DROPPEIT 200-J0O
PULL FEATHERlT.IG BUTTON OUT
TO NgUTRAL. RPM SHOULO
RETURN T0 1500.
@ oc-5a ou-v
--------
To Oc-5 Pitots and Number 97-52
Fllght Englneers
March 7, L952
tr'rom: Operations Department
Subject: Use of Propeller Reverse Thrust Dr:ring
Rejected Take-Offs - DC-6 Oily
File in Operating Manua1 - DC-6,

following Page 10, Section J.
As a result of recent fliglrt tests on a DC-5A aircraft,

it appears that the acceLerate-stop distances shown
in the DC -6 CAA Approved" Airplane Fhght Mam:al may
be sIlgb.@ optimlstic. A probable increase in stop
d.istance has been attributed, to an earlier change i_n
DC-6 wheel brakes to the type now ln use on the DC-5A|
B and affeets onJ.y the higher gross weight stopping
d.istances, Until further testing can be done to
deternlne if there is any aetual change in stop d.is-
tanees, Douglas Aircraft has revised. the CAA Approved
Airplane Fligh.t Mam;al- requiring that reverse tbrust
must be used. on the three remaining englnes to meet
tb.e accelerate-stop distances shovn in the DC-6 manual.
fhis applies to DC-6 aircraft on1y, e quipped, with the
new t1rye Ti:nken a11of -stbef brake dlscs (which are now
instal.led on all AA DC-6 alrcraft).. The mlnjmr:m
reverse tbnist required. is given by Douglas as 2$
of the norral rated power throttle setting v"ith the
propeller in reverse and the alrplane statlonary.
The revised CAA manr:a1 pertaining to the use of re-
verse thrust lists an alternate take-off procedure
to be used i-f propeller reversing is not available.
fhis procedure specifies a lower eritical engine
failure speed (Vf 9 MPE lover) and an increase of
minlmrmr take-off ruff{Ely length requirements. As
American Airlines is currently operating at gross
Itlnted Ln USA
inoperative and the lover V1 speed be used'
Ameriean Airline ts pplicy has for some tjme required
that reverse thrust be operative prlor to each and
every take-off. We vll-I eontinue to operate under
+-his poticy trith no change in operating weiglrts or
V1 speeds being required.
W. W. Brazne1l
Dir. Flig!.t
Distribstion
List: 606 i-ssue 4
NOBMAL OPERATII,IG PROCEDURES
DC-6 sEcrroN 3 PAGE 11
0PIRATING lvlANUAt
^$(^
V. ENGINE RUN-UP
CAPTA I N FIRST OFFICER FLIGHT ENGINEER
11. REDUCE THFOTTLES TO IOOO.

tr200 RPM.
12. 0BSERVE #1 & 12. oBSERVE #3 & 12. PERFORM THE FOLLOYIING CHECK
#2 ENGINES #4 erucrues 0N ENct|'lES NOS. l+, 3, 2, 1 -
DUR I NG BLOWEB DURING BLOE'E8 ONE AT A TIME.
& UAG C}IECK. & MAG CHEEK"
A. SET MAIIIFOLD PRESSURE
CORRESPONDIlIG TO MANIFOLD
PRESSURE NOTED ON GAUGE
PRIOR TO STARTING.
B. NOTE RPI' APPROXIMATELY

21 00.
**E. SIITCH BLOTTER TO HIGH.
T.IOTE CHANGE IN BMEP &
MANIFOLD MESSUBE IIIDICA.
TING NORMAL BLOYTER SHIFT.
D. RETURN BLO|TR TO LOW.
NOTE BMEP ANID MANIFOLD
PRESSURE CI{ANGE"
E.- CHECK MAGNETOS. SITITCH

FROilI BOTH TO LEFT TO BOTH
TO RIGHT TO BOTH. MAXIITUU
ALLOI"ABLE DROP IS lOO RPiI -
15 BllEP.
13. AFTER THE RUN-UP HAS BEEN
CoMPLETED, VTSUALLY CHECK
ALL IGI'II IOil SIYITCHES TO
TNSURE THEY ARE ALL ON trBOTHtr.
1I+. EXPANSIOTT TURBlNE SIYITCH IN.
NoTES !
t. CHECIT OF I.IIDIVIDUAL PROPELLEB TOGGLE CONTROLS THBOUGHOUT THE

EI{TIfrE GOVERNII{G fiANGE IS I{OT REQUIRED UIILESS OPERATION IS IN
QUE ST I oil.
pu lF A BLoWER FAItS T0 SHIFTT.PRoCEED AS oUTLINED tr{ PoVTER PLAI{T

SECTIOH OF TI{I5 IIANUAL.
+3. OF PROPELLER REYEBSING IS REqUIRED OI{LY AT CREII
-*--) GROUND CHECK
0RIGlltATING STATtoris, lN CoLD TEATHER.
+*l+. GROUND CHECK OF ENGINE BLOTIERS IS REQUIRED O'{LY AT CREf,
OB I G II{ATING STAT!ONS.
lS
NORMAL OPERATI NG PROCEDURES
i,'-",I!l ' '^" " 8[iio,nn uonuo,.
THIS PACE INTENTIONALLY LEFT BLANK.

NORtvlAL 0PERATINe pROCEOURES
0c-6 sEcTtoN J PAGE L)
OPERATIN6 I,IANUAT
tt-15-51
"W^
VIOBEFORE TAXE-OFF
CAPTAI N rIRST OFFICER FLI EiiT ENEI NEER
1. GENERATORS ON & 1. SF&RK ADVAI.ICE -

CHARG I NG. TAKE-OFF ANO CLIMB.
2. BLOWERS LO$/
J. H0RIZON,
&
GYRO, l. H0RlzoN, cYRosYN,
GYROSYN
SET AND
CLOCK
UNCAGEO.
- & CLOCK
UNCAOED.
- SET AND
4. ruet TANK sEL" - MAINS

0N, cRoSSFEEDS OFF,
AUX. OFF.
5. FUEL QUANTI TY CHECKED.
6" pnopetueR MASTER coN-

TROL LEVER FULL FOR-
UJARo; MASTER ENeINE
SELECToR SM,llTCH #2 AUTO,
CHECI( LIMIT LIGN{TS ON.
7. TrtM
191
TABS SET -
-, Lt ).
8. MIXTURES AUTO R'CH ANO

LOCKEO.
9. HYORAULIC SYSTEM 0N.
10. WING FLAPS 2OO.'
11. cowL rLlps 4o.

12. CHECI< FULL MOVE- 12. GUST LOCK - OFF.
oF AILERoNS, EUST LOCK HANDLE
^,aENT
ELEVAT?RS, ANO LATCHED DOWN.
RUCOER
T3oNTRDLS FREET.
- CALL
,l.OwtrH ALL ENetNEs AT

LEAST AT 1OOO RPM,
WATER I NJECTI ON
SWI TCHES ON FOR WET
TAKE-OFF. CHECK
LI GI.ITS ON AND TIATER
PRESSURE 27-72 PSt.
14. ruel BoosrER puMps -

AS REQUIRED.
. N3RMAL TAKE-OFF FLAP SETTINE IS 2OO; XOWEVEN, rLIE

SETII{G MAY VARY W' TH AI RPCRT ELEVATIOru Ar,rO NUWNY'TENENTS.
REFER TC AIRPORT ANALYSIS IN FLIEHT MANUAL rON TAXr-Orr rTIP
SETIING FCR EACH AIRPORT.
O Dc*58 oNLy
NORMAL OPERATI NE PROCEDURES
sEcTtoN , DC.6
PAGE 1l+
s-28-52 0PERATING ilAilUAI
VI I. TAKE-OFF
PRECJU-Tt oNS:
t. lN THE EVENT 0F ANy INDICAT]ON OF ltl{EEL OR TIRE TROUBLE, SUCH AS

BLOIvOUT, ooCURRINe DURINE IHE TAKE-OFF, DO NoT RETRACT ixe eeln
UNT]L THE WHEEL ROTATION HAS BEEN STOPPSD. SERIOUS DAMAGE IN
THE NACELLE AND POSSI3LE LOSS OF ENGINE CAN RESULT FROM ROTATING
BLOA'N TIRES OR LOOSE TREAOS.
a.Otr, wHEN MAKtNc A wET TAKE-9FF, A gATER lN.JEcrloN LIcHT FAtLs

TO STAY ON AS MANIFOLD PRESSURE IS INCREASED, C}IECK THE CORRES.
PoNDtNC WATER PRESSURE CAUGE. !F pRESSURE tS N0RI"4AL, pRooEEO
wlTH TAKE-OFF, USING WET TAKE-OFF Po!VER. lF WATER PRESSURE lS
LOIV, REDUCE MANIFOLD PRESSURE OF THE AFFECTED ENGINE TO 5'5II HE
(1950 BHp AT 2600 RpM) AND TURN OFF W/A SIVITCH.
CAPTAIN FIRST OFFICER FLI GHT ENGINEER
1. ADVANCE THROTTLES TO 1. CALL OUT v1 & V2 1. GUARD TlIROTTLES
TAKE-OFF MAP (As- SPEEOS W{EN AFTER CAPT. HAS
FOLLOWS. AT S.L. REACHEO DURINE APPLIED TAKE-OFF
Dc-5 I 28oo Hu/+.0,
*l oc-5a-wet --
TAKE-OFF RUN. POWER ANO APPLY"
28oo RP$/.59.5t LICHT TENS'ON ON
1 oc-5a-ony - zToo RPM/D'.or THROTTLE LOCK.
2. ORDER I€EAR UPT A. RAISE IHE e.Ocxecx

AND EEAR FoR MA
GIVE PALM UP HANO UPON RECEIPT OF PRESSURE DROP OF
S I GNAL. COMMAND ANO APPROXIMATELY 5
VISUAL SICNAL Pst
"
FROM CAPTAIN.
J. oRDER FLIGHT ENCINEER J. UPON COMMAND MAKE

TO MAKE INITIAL POI'ER INITIAL POWER RE-
REOUCTI ON. DUCTION TO:
oc-5 - lt2rlzsoo npu
oc-58 - \6, lzfoo apu
[9ONOEN WATER lNJECTION 4.O wlren I NJEcrt oN
Sltrl TCHES OFF, I F SIil,ITCHES OFF AT
MAKINS WET TAKE-OFF. CAPTTS cor/irANo.
5. oRoER rrLApg uPt AT 5. RA]SE FLAPS UPON 5. C+rECl( LANotNc GEAR

SAFE ALTI TUDE AND COifiJlAND FROM WARNINC LIEHTS OUT.
AIRSPEEO OR AT CAPTIS. CAPTA I N.
DI SCRETI ON.
NOTE: oc-6 - FRoM-2oC To 1oO RAISE FLAP HANDLE oNE NoTcH (5o) ron
EAcH 5 upx (5 KNors) tNcREAsE tN AtRspEEo ABovE v, sFEiD-
FRoM lOO To OC RETRACT THE FLAPS SL0AILY To Avoto SerrI!rud
ANO ABRUPT AIRPLANE ATTITUDE CHANEES.
DC-58 FLAP HAiIDLE UAY BE MOVEO DTRECTLY FROM 2OO TO OO.

FLAPS WILL AUTOMATICALLY RETRACT AT PROPER RATE.
6 ORDER FLT. EITGR. TO 6 uPot't coxilAr{D sET
SET CLIIIE POIIER. cL llrB, POIIEB.
o Dc-68 ot{LY
-++!g[ggt
1. FOR DC-6B DRY TAKE-OFF USII{G THE 2O5O8,HP/27OO fiPU RATINGT THE PROP-
ELLEB coyERroRs ltusr BE RESET By UAINTENAI{cE pRt0R To rA(E-oFF.
2. flITH trATER IilJECTIOil II{OPERATIYE Oil Ol{E EIIGINET DC.6B TAKE.OFF CAN
BE rlADE USING THE FOLLOXIl{G POf,ER SETTII{GS!
3 Er{ctilEs f,ET, oPEBATED AT 2\O0 BHp./2gOO RpU A'{D
I El{clilE DRy, OPEBATED AT tgro B}1p/290O RpM (53tr Hc).
NOF$NAL OPERATINE PROCEDURES
DC-6 sEcTroN 1 ? AGE 15
OPERATING MANUAT tt-75-5L
^$!fl^
vr r l. OLIMB_To rru!!_!!!lq {_LTtT-uoE
REFER TO CRUISE CONTROL SECTION OF THIS MANUAL FOR CLIMB POWER

SETTI NOS.
OAPTAIN FIRST OFFICER FLICHT ENGINEER

1. t,4AINIAIN AIRSPEED OF 1. AOJUST COWL FLAPS TO
180 r,,iPH (155 KNoTS ). MAINTAIN HEAD TEMP.
IF H!GHER ANGLE OR AT zoooc.
RATE-OF-CLIMB IS
REQU I REO, 155 MPH
(115 KNors ) MAY BE
USED.
2. SEAT BELT - NO SMOK- 2. CHECK CABIN RATE 2. CHECK CAEIN HEATER

lNc stGN.........oFF OF CLIMB ANO OPERATI ON.
C,lIECK
ALT I TUDE. cnetN s/c AtRFLol,, olL
TEMP., OtL PRESSURE.
l. LANDING LlclrTs l. MoNlToR ENBINE, J. HYORAULIC SYSTEM oFF,

RETRACTED ANO OFF, PRE9SURIZATION LANDING GEAR HANDLE
(I rusEo). AND HEATING SYS- NEUTRAL AFTEA ALL 6EAR
TEi/I OPERATION IN WARNING LIGHTS ARE
ABSENCE OF FLIGHT OUT. PROCEEO TO CABIN.
ENG I I,IEER.
4. uecx cABlN, wtNcs,

NACELLE S.
5. FUEL BoOSTEP PUMPS ON

LO,J ABoVE 10,000 FEET.
5. ORDER BLOT^/ERS 5. oN oAPTIS. oRDER oE-

SHIFTED TO HIGlI CREASE MAP ON #1 ANO
#\ To 2\1 HG AND sHIFT
TO HI Gt] BLOWER -
AOVANCE THROTTLES TO
OESI RED MAP. REPEAT
0N #2 AND #1.
NOTE: CAPTAiN MUST AL'I]AYS BE ALERT TO TRAFFIC HAZARDS AND PROVIDE

r0R A TRAFFI6 nirAiCHn AT ALI- TltvtEs \ArllEN NOT DEFINITELy lN
CLOUDS. T1..1IS PRECAUTION IS PARTICULARLY IMPORTANT IiIIMEDI-
ATELY AFTER TAKE-OFF A\III THROUGHCUT THE INITIAL CLIIJB
STAGES.
NORM,AL OPERATTNG PRoCEOURES
sEcrtoN J PAGE t6 D(-6
tL-L5-5L ()PERAIIN6 MANUAI.
1x" cJU I SE
REFER TO CRI'ISE CONTROL SECTTON OF TH IS MANUAL FOR CRUISE POWER ANO

MIXTURE SETTINES.
CAPTA I N FIRST OFFICER FL I GHT ENGI NEER
1. OROER ISET CRUISE 1. SET CRUISE POWER AND

POII.IERT (AFTER AT- MIXTURE ON COMMAND FROM
TAINING CRUISE CAPTA I N.
A I RSPEEO) ,
2" ADJUST CI]\'/L FLAPS TO

MAINTAIN HEAD TEMPERATURE
oF 2000c I i.t Luw ANo ti I cH
BLOIÎER.
J..SPARK coNTRoL - icRUtsE -

SPARK AOVANCEII.
4.t srt M txruRE us ! Nic Bf,,rEp

OROP PRCCEOURE"
5, SET CABIN PRESSURE 5. S€T FUEL SYSTETI AS RE-

STI\RT LlARKER. QUI REO. TRANSFER CF
FUEL IN FLIGHT IS PRO-
HIBITED.
6. CHECK THE FUEL LEVEL |hl
#2 ANo #J MAlhr TANKS
PERIODI CALLY IO AVOIO
OVERFILLINO DUE TO RTTIINN
FROM VAPCR VENT LNNES.
.REFER To PowER PLANT sEcTIoN oF THIS VANUAL FoR OETAILED SPARK AoVANCE
AND MIXTURi CONTROL CPERATTNE PROCEOURES.
TUqBULENT AI R
1. REDUCE AIRSPEED TO:
oc-5 - - 17c-1go npu (r47-r55 xuors) _ cEAR ANo rLAps up.

oc-6a - - l. AT GRoss urEt6liTS BELoul go.o00 [-BS- _
t7a-LT9 MpH (147-155 xruors) - cEaR AND FLAps up.
B. A' EROSS WEIGIrTS ABOVE 6C.CCO LBS. -
17q-L89 MpH (155-164 xruors) - GEAR A\! FLAps rrp.
2. SII{CE THE AIFPLANE IS MORE CAPABLE oF uJITHSTAI,IDING A $Eyg65 6;g5r
V,,TH THE FLAPS RETRACTSO, THE AIRPLANE SHOULD EE CPERATTD IN
TURBULE!\T AIR CCNO' TI OAJS WtIH THE FLAPS AN]D GEAR RETFIAOIEI] AT
THE RECOIfi\iENOED TiJREULENT AIFSPEEOS. THE DAN0ER OF A IIoIIITNTAPY
STALL, WHILE LESS REMOIE, lS LESS SERTCUS THAN .iltg pcsstErtLlTy
0F OVERLOADI irG THE $tl tie FLAPS AND OTHER PARIS OF THE A I RpLAr.iE.
1. TURI$ HYDRAULIC SYSTEM ON AND PLACE THE LANOING GEAR HANDLE I\
THE UP POS''I'ION TO RELIEVE LOAOS ON LAI,;DIhIG EENR UPLNTCIIES.-
4. oo NoT LCwER LAN'Dt!'io cEAF rN TURBULENT ArR coNo!rroNs cuE To rHE
POSSIE.ILIIY OT FAIL'JRE Or THE NOSE GEAR DOORS.
NORI\IAL OPERATI NG PROCEDURES
D(-6 sEcrroN I PAGE 17
OPIRATING MANUAI ;-7-52
"\U^
x. pEqcEryT
CAPTA I N FI RST OFFI CER FLI C.'HT ENGI NEER
1" TURN ON WI I'IDSH I ELO 1 JUST PRIOR TO 1. JUST PRIOR TO START-

nrn aruo/on HEAT tF STARTI I'IG DESCENT lN0 0EScENT, S\rJlTCH
INSTRUMENT APPROACH CHECK CAEIN PRES- SPARK CONTROL TC
I!TAKE-OFF AND CLIMBN.
IS TO BE MAOE. IF SURE I I'ISIRUMENJTS
Wlr.losHlELo FoGGlNe FCR P ROPER SETT I t\ 0.
oCCURS, 0PEN I I\3lDE
PANE OF CLEAR VIEW
PANEL AND WIPE OFF.
2. MAINTAIN A TRAFFIC 2. CHECK OXYGEN SYSTEM 2. ST'IITCH BLOV/EBS TO

trwarcHll\tqEN Nor oE. OFF UNLESS OXYGEN LCTiI AT OR ABOVE
F I I'i I TELY I II CLOU DS. IS REQUIREO. 10,oo0 FEET.
N0rl: DUBING RAPID DESCENT rirlTH THROTTLt5 RiTAilDtn-- IF MANIF0LD

PRESSURE DRoPS BELo|V 20r' HG, ENGINE SPEED SHoULD BE REDUCED
TO 2OOO RPM IN ORDER TO DECREASE REVERSE THRUST LOADS ON
THE ENG I NE BEAR I NGS.
NORMAL OPERATI NlG PROCEOURES
D(-6
sEcTroN 1 PAGE t8
()PERATING MAI{UAI.
tl-1r-5L ^$U^
xl I, BEFORE LANOI NG
THE IIBEFORE LANDINGII CHECK SHOULO BE IIIACE AFTER REPORTING IN RANGE.

ON INSTRUMENT APPROACHES IT SHOULD BE COIIPLETED PRIOR TO CROSSINO
THE RANSE ON AN INITIAL APPROACH, QR PRIOR TO LEAVING A HOLO|NG
POINT BEFORE FINAL APPROACH.
CAPTAIN FI RST OFFI CER FL!GHT ENGINEER
1. SEAI BELT - NO SMOK- ].. AOVITIE CAPTAIN OF

I N0 S! eN.. . ...... .0N EST ! MATED I.ANO I NG
WEIGHT ANO CORRES-
P0NillN0 V2.
2. PITOT AND WINO 2 sFARK coNTRoL rrTAxE-
HEATERS OFF - oFF ANO cLIMBII .
OR AS REQUIREO.
J. sLoWERS LoW.
4. cnstN PRESS.
OI FFERENTIAL -
1.8 MAX.
5. ALTIMETER SET - 5. ALTIMETIR SET -

AI RSPEEO CHECKEO AI RSPEEO CHECKED
AGAI NST F/0r S. AGAINST cAprrs.
( seE rurtrE r. )
5. rurl sELEcroRS &

CROSSFEECS - MAINS ON,
CROSSFEEOS & AUX.
TAN( S OFF.
7. FUEL QUANTITY CHECKEO.
8 " HYDRAUL I C SY ST F]I ON.
q CARBURETOR HEAT COLO

OR AS REQUIREO.
10. L1l XTURES AUTO RI CH.
11. ORBER PROPS SET 11. SET PROPELLERS

)a OO RF,M.
od sE 2500 RPM FoR
I NSTRUI'IENT APPROACH.
12. oRDERIIFLAPS 2OOII 12. NTINO FLAPS 200

(srr nore e .)
U. ORDER I'C EAR DO1,lNIJ. 7J LANOI NG GEAR
ocwri ( crEcx
HA,NOLE LOOKED
GREEN L I O HT e
P RESSURE UP
1I$. CHECK BRAKES. 14. cFlEcK REVERSE

PITCH OVCRRIOE"
LIqHT OUT -
FLAG DOWN"
, AUTo P ILoT I,OFF$. L5. AUTO PILOT SEPVCS

OROER AUTO PILOT 'lDlsFltrilgEg" ot
SE RVO S IIO I SENG AG EO I!
"
cAPTAt N' s oRoER.
O oc-6e oHlv
DC.6
sEcTroN J PAGE Lg
OPERATING MANUAI.
^$#^ 7L-L5-5t
xr . BEE9RE-LANq,|_!q
NOTE S
1" wHEN sETTtNc ALTIMETERs coMpARE rtEuo pngssuRE ANo BARoMETRIc

REAOING TO OETERMINE PROPER SETTINGS.
WHEN MAKING AN INSTRUMENT APPROACH ANO OURING EACH LANDING.

rHE F/o wtLL cALL our AtRqEEo BEctNNtNG AT 1r5 rapri (tzo x(tors)
ANo AT EACH 5 MpH (5 KNoTS) l\CRETIENT BELoW. THRoUGHoUT THE
LANOING APPROACH ANO LANDING, THE FLIGHT ENCINEER WILL MONITOR
INSTRUI,4ENTS, AOJUST CARBURETOR HEAT IF REqUIREO ANO GENERALLY
AFFORD AN EXTRA PAIR OF EY.ES FOR DETECTING AIR TRAFFIC OR
OTHER FACTORS THAT WOULD AOVERSELY AFFECT SAFETY.
2 LOWER FtApS SLoWLY FROM 0 T0 1Oo, THEN LO$IER HANOLE ONE NOTCH
ALLoWING FLAPS T0 REACH 15o, THEN LoWER HANOLE oNE NOTCH T0
2OO. THIS PROCEDURE IS USEO TO REDUCE ABRUPT ATTITUDE CHANGES
AND BALLOONI NO.
1 WHEN LANDItlc AFTER A oESCENT THROUGH tCtNc CON0|TloNS, CON-

SIOER THAT STALI. SPEEOS tdAY VARY DUE TO ACCUMULATIONS OF ICE
ON THE AIRCRAFT THOUGH SUCH ACCUidULATIONS MAY NOT BE APPARENT
rROII THE COCKPIT. PO1XER PLUS ATTITUDE IS A PRIIJ1E P,SSURANCE
OF FLYABII. ITY. THROI,JCHOUT [4ANEUVERS FOR LANDING, i\,4AINTAIN
AIRSPEEDS ON THE PLUS SIOE OF NORI,,IALLY REQUIREO SPEEO TO
COMPENSATE FOR OETERIORATION OF AIRFOIL EFFICIENCY DUE TO
P0S3l BLE ICE ACCul,lut-ATl 0N.
4. WHEN DISENGAGING THE AUTO PiLoT SERvos, EXTREME cAUlIoN MUST

BE OBSERVEo oUE T0 THE PROXllvllTY 0F THE SERVO CONTROLS T0 THE
[4I XTURE CONTROLS.
XII. LANOING
NOTE S:
1. CAUTION AND e0O0 JUOGMENT MUST BE EXERCISEo WHEN UStr\G FLApS

BEFORE LANDING ON RUI.TTryAYS ON WHICH THERE ARE AREAS oF WATER
OR SLUSII TO AVOID DAMAGE TO THE FLAP SURFACES.
2. POIYER EFFECTS AT LO/V SPEED ARE II4PORTANT IN LANDING OPERA-
TtcNS, ANo AN UNOERSTANDI\c OF THESE EFFECTS tS VITAL TO THE
OPERATION OF LARGE |UULTI-ENGINT AIRPLANES. CUTTINO THE POI/ER
AT LOV AIRSPEEoS RESULTS lN A LOSS OF WtNG LtFT, A LARCE tN_
oREASE tN DRAG DUE T0 THE wtNouil.LtNc pRoPELLERB, aNo A coN_
SEQUENT CHANGE IN GLIDE PATT ANGLE OF THE AIRPLANE DUE TO THE
REDUoEO L/o RATIO. LARGE FLAP OEFLEOTIONS REDUoE THE L/D
RATI0 AND l,lAe N IFY THE P0WER EFFECTS Sl\CE ldoRt pOWen t S Re-
QUIREO FOR OPERATION AT A qIVEN SPEED WITH INCRE.ASEO FLAP
0EFLECTt0NS. CUTTTNG THE FOWER, THEREFORE, pROo1JCES A cREATER
EFFECT BOTH AS TO DRAC INCREASE ANO LIFT LOSS. MUCH IMPROVE-
ivlENT lS 0BTAINED AT LAR0E FLAP DEFLECTlrll.tS BY MAtNTAtNINe SOME
POIVER OURING THE LANDIIlG FLARE UNTIL THE AIRPLANE IS ON THE
g R0ul!r)"
7. NORII,{L LANDI\G FLAP SETTING IS 5OO; F|OWEVER, FLAP SETTINGS

iIAY VARY WITH AIRPORT ELEVATION ANO RUNVJAY LENSTH. REFER TO
P.IIPORT ANALYSIS IN FLIGHT MANUAL FOR LAI'I9ING FLAP SETTING
(eNo conaespoNDt\G AppRoAcH sETTtNG) ron encH AtRpcRr.
4. ot'l A yvET coNcRETE-suRFAcED RUt{wAy, THE tvtAxt.!iuu BRAKTNG aFFEcT
possttsLE 1,'Jlrrour sr<lDDlNG AT 65 MpH (75 xr,rors) ts oNLy zo% As
GREAT AS WHEN THE SA.VE SURFACE IS DRY. AT 50 IPH (50 XruOTS)
II IS ONLY 4OF AS GPEAT AS WHEN DRY.
NORtilAL 0PERATI NG PROCEOURES
sEcTioN 1 D(-6
?AGE eO
11- 1.5-51 OPIRATING II.iAI{UAI

xlll. AFTER ANC I Ne
^$fl^
PROPELLER REVERSING WiLL OPERATE WHEN EITHER THE NOSE WHEEL OR THE
RICHT MAIN GEAR STRUT IS COMPRESSED. THE MOST EFFECTIVE REVERSE
THRUST WILL RESULT IF THE NOSE WHEEL IS PLACEO ON THE GROUND AS
EARLY IN THE GROUND RUN A.S PRACTICABLE ANO THE PROPELLERS REVERSED.
MOVE THROTTLES AFT THROUOH THE MECHANICAL DETENT. AFTER A VERY
BRIEF PAUSE TO ALLOTry BLAOES TO SHIFT, APPLY POWER WITH A POSITIVE
AFT [,1OVEMENT. D0 NOT APPLY POlilER UNTIL AFTER PROPELLERS HAVE GoNE
THROUGH FLAT PITCH AS SERIOUS OVERSPEEDIIiC MAY RESULT. NORI.IALLY
MA|NTAIN 15co-180o RpM, REoucrNc THRoTTLE opENlNG AND RpM AS AIR-
SPEEO REDUCES, GRAOUALLY REACHING IDLE SETTING UNTIL REVERSING IS
DI SCOITT i NUED.
CERTAIN ELECTRICAL SYSTEN1 OIFFICULTIES CAN BE AVCIOEO BY IIAINTAIN-
ING A MINIMUM ENGINE SPEED OF 1OOO RPM DUR'INC REVERSING AND UN-
RE!'ERSI I'J6. AVOID ABNORI.IAL OELAY WHEN REVERSING ANO UNREVERSING.
REVERSI NG I S I.IOST EFFECT IVE ABOVE )u r,ilpH ( 45 xnors) . ro REDU0E
OAI/AEE TO PROPELLER BLAOES AND DEI CE R SHOES DUE TO STONES, IVATER,
ETC,, REVERSING SHOULD BE DISCONTINUED BELO\I MPH (45 KNors) oR
AS SOON AS PRACTICAL. 'O
CAUTI ON OO NOT USE REVERSE THRUST UI.ILESS TU/O GENERATORS ARE ON
ANO OPERAT I NG.
CAPTAI N FI RST OFFI CER FLIOHT ENGINEER

1. cov\L FLAPS - FULL
OF EN (+22").
2. REVERSE PRoPS ot\l THE 2. MONITOR THROTTLES IF
GROUND. OO NOT EX- REQiJIREO ANO HOLO
CEED JOr HG N4AP EX- FLIGHT CONTROLS TO
CEPT I N EIT4ERGENCIES- PREVENT WH I PP I NG.
j. MONTTOR THROTTLES TO J. MoN tToR fi,lt XTURES T0
PREVENT ENG I I,IES FROII PREVENT ENO I NES
DY I IlG. FROM OY i NO.
4. UNREVERSE 4. PRoPELLER MASTER
CONTROL LEVER -
FULL FORWARD.
5. Ptror, scooe,O vfi,rc

SPOI!ER HEATERS -
oFF, lF NOT oFF
BETORE LANDING.
6. wtt'rs FLAPS - uP. 5. pnoprLleR oE-.t ct Nc
Tlvi[R - cr,..
7. GUSr LOCK - 0N
CAAIN PRESSUITE
WARNI\A LIGHT _ CUT
o cocKPlT wl\00w - o EXPANSIO! TUASINE
CRACKED OPEi',I. s1./tTcH 0uT.
NOTES: 1. tF AN etie tr.ts(s) srops AFTER LANori.rc AND tr rs cEStRED T0

REST.ART BEFORE CONTi \]UI\G JO THE RAIIP, STOP AIRPLANE
BEFORE RESTARTI\C ENGINE(S), IF PRACTICAL.
2. oO NoT RUN #l rNO/On #4 ENelr{ES UNLESS rHE FonWARD \
LOADING DOOR IS CLOSED AND LOCKED, AND THE LOAOII{G
RAMP IS MOVED CLEAR OF THE AIRPLANE.
@ oc-5a orluv
NORMAL OPERATING PROCEDURES
D(-6 sEcTroN , AGE
P 21
OPERATING MAN['AI- L1-15-51
XI V."W^
PARKI NG
CAPTAl N FI RST OFFI CER FLIGIIT ENOINEER

1. PARKINq BRAKE ON. 1. RAol0 orF
2. LI..NDING LIGHTS OFF. I e. *rxruRES roLE cur-oFF.
*J. UrlNe LIcHTs oFF. J. TRti\,1 TAB S - j. ALL lGNtTt0N S1VtTCiiES
TCOn O FF.
4. I NVERTERS oFF.
tr POWER TRANSFER SiVITCH -

OROUNO POWER.
15. GENERAToRS & BATTERIES
OFF.
?,0lL C0OLER Si!ITCHES

OFF
+8. COCKPIT HEAT CONTROL rg. cowl FLAP s\llrcHEs oFF.
NORi/AL AN] CABIN ANO
AI RFO Ii. HE.ATER I.IASTER
srl,t TcH oFF ( t r nt n-
cRAFT To ee nErurteo).
NOTE 1: {MAY BE LEFT ON AT INTERMEDIATE STATIONS.
]rg.r.E_e.: wnetl llr.rotNss ARE itAoE AT oTHEFI THAN AA STATtONS, USE

GROUND LOCKS STOWED ON AFT SIOE OT tsUL.KHFAD BEHINO THE
FI RST OFFI CTR (xEp.n rHE sl-ooR) to LocK THE GEtps,
xv. -sE0ulLlllg -a.1_Rp-L{[F-_=-_E

I 0Li /! l]tp
-!gil0-!_r-!_9Nq
CAPTA I N FI RST OFFI CER FL I OHT ENG I \EER
,.. PARK hIRPLANE l\T0

THE !!IND.
2. SIT PARKING ERAKE ON 2. CiiECK gRAKE

PRESSURE
PERIODICALLY.
J. oRDERTTGUST LocK oNrr. J. GUST LOCK Oi,I
4. crEcx cHocKS FoRE ANo

P.FT OF ALI. $IHEELS,
5. lF EXTilEl,lELY HlgH
'vYlN0S ARE EXPECTEO,
AIRPLANE SHOULD BE
TI'O DOWN AT
EACH MAI\I
AND NOSE GEAR.
D(-6
sEcTroN J PAcE 22
OPERATING fiIANU,TL
rL-t5-51
"W^
xvl. THREE ENGIN' FERRY FLI CH! - TA I(F-OFF
REFSR TC THREE-ENEIt{E FEftRY TLICHT L!MITATIONS IN AIRPLANE

OPERA'!NC I.!MITATIONS SE(TION OF THIS MANUAL.
A. gETg.B4!
THREE-ENCINE TAKE-OFFS CAN BE OIVIOED INTO TWO TYPES: THOSE

MADE WIT'I{ AN ITiBOARD ENOINE INOPERATIVE AND THOSE MADE WITH
AN OUTBOARD ENGII'JE INOPERATIVE. IN BOTH CASES THE FOLLOWING
SAFETY PRECAUTIONS MUST BE OBSERVEO:
1 SEAT AND RUDDER PEDALS iNUST BE AO..,USTED SO THAT FULL

RUODER CAN BE APPLIED.
) THE PROPELLER OF TTIE TNOPERATIVE ENGINE MUST BE FEATHERED

oR REMOVED, lSNtTloN oFF AND THE COI,IL FLAPS FULLY CLoSEO.
1. ALL TRIM TABS MUST BE AT ZERO TRIM
4. WING TLAPS SHOULO BE EXTENDED TO THE 2OO DO\^/N POSITION.
5. THE NOSE I{'IIEEL MUST NOT BE RAISED FROM THE GFOUND BELCII
A sPEED or 1c4 upH (90 rruors).
NOTE WITH ONE PROPELLER GOVERNOR NOT IN FUL!,!!ULTITCH

POSITION, THE TAKE-OFF WARNING HORI.I WILL BLOW AT
START OF TAKE-OFF. THE HORN CAN BE SILENCED BY
PfiESSING THE TAKE-OFT AND CABIN LOW PRESSURE WARN-
ING CUT.CUT SUTTON ON THE OVERHEAD PANEL.
NORMAL OPERATI NC PROCEOURES
DC-6
sEcTroN , PACE 2t
OPERATING flIANUAT
^W^ rL*t>5t
wl.
8. THREE ENG'NE TAKE-OFF TEE]TNIQ-UJ
INBOARD ENGINE INOPERATIVE OUTBOARO ENCINE I NOPERATIVE
1, AFTER LININC UP IqITH THE RUNWAY, 1. AFTER I.ININ€ UP }TITH THE RUNWAY,
HOLD THE BRAKES, THE}'I ACCELERATE HOLO THE BRI,KES, THEN ACCELERATE
.TAKE-OFF
ENGINES 1 AND 4 UP To ENGINES 2 ANO , UP To TAKE-oFF
POflER AND RELEAgE THE BRAKES" POWER AND RELEASE THE BRAKES.
, AS SOON AS THE AI RPLANE STARTS 2. VERY CRADUALLY ACCELERATE THE

To RoLL ( t.E., .rg ro ao r.lPH OPERATIVE OUTBOARD ENGINE SO
(10 TO 20 KNCTS)), CRAoUALLY THAT TAXE-OFF POWER WILL BE
ACCELERATE THE REil'AININ6 IN- OBTA lNEo AT APPROXIMATELY 7O-8O
BOARO ENGINg UP TO TAKE_OFtr MPH ( 6o-70 xruors) .
POWER.
,. MAINTAIN OIRECTION lYI TIi THE NOSE WHEEL STEERI IS. AS REqUIREO,
APPLY SLIGHT OOII,N ELEVATOR TO OBTAIN GREATER TRACTION OF THE NOSE
WHEEL. W|TH AN AFT C.G., OOWN ELEVATOR !S REQUIREO THnoUGHOUT THE
TAKE-OFF RUN.
4. apply FULL RUDoEF AltrAY FRor/ THE 4. .npply FULL RUDDER AlJvAy FRol{ THE
INOPERATIVE ENGINE UNTIL A SPEEO INOPERATIVE ENGINE UNTIL AFTER
oF 70-80 r,,rex (5o-7o xuors) rs TA(E-OFF AND THEN, OECREASE
REACHED ANo T'-iEN, 0ECREASE RUo- RUODER APPLICATION TO THE AMOUNT
DER APPLICATION TO THE AMOUNT REQUIRED TO HOLD THE AIRPLANE
REQU!REO TO HOIO THE AIRPLANE STRAtcr-rT.
STRAIOHT. THIS \I'JILL EC AEOUT }
OF FULLRUOOER THROW AT 1OO MPH
( s7 xxois) .
5. AfiER ALL THROTTLES OF THE 5. AFTER ALL THROTTLES OF THE

OPERAT|VE ENGINES ARE SET FOR OPERATIVE ENOINES ARE SET FOR
TAKE-0FF POlilER, APPLY nSOUf I TAKE-OFF PO/VER, APPLY AEOUT 2/'
AIiERON TOWARO THE SIDE WITH 10 1/4 AILERON TOI,{IARD THE SIOg
TI/O EN6INES OPERATI\C. WITH TWO ENGINES OPERATING.
b otREoTtoNAL CONTROL Up TO 70-80 rrlpir ( 6O-70 XruOrs) rtlusr BE ltAtl.lTAtNEo

BY THE USE OF NOSE WHEEL STEERING. FROI,,I T|II S SPEEO TO THE LIFT-OFF
spEEo, 0tRECTlot'lAL coNTRoL ls MAINTAINEo By A Cot,4BlNATl0N OF NOSE
WHEEL STEERING ANO OISPLACEMENT OF THE RUDDER ANO AILERONS. AT THE
LIFT-oFF speEo (104 rrrpH (90 xnors) r,.ltuuur,t), BREAK THE AIRpLANE oFF
THE cRouttD CLEANLY ANo slMULTANEously RoLL THE v{tNGs oowu aeour 5o
AWAY FROM THE INOPERATIVE ENGlNE. THIS Wlr-L OECREASE THE A|,iOUNT OF
RUOOER REQUIRED TO HOLD THE AIRPLANE STRAIOHT.
7 RETRACT THE LANOI\C GEAR AND CLIMB TO 5OO FT. MINIMUII{ AI.TITUOE AND
r55 r'lex (r35 xnors) BEFoRE RETRAcrtrc ixE wmc rups.
NORML OPERATI N6 PROCEOUREg D(-6
sEcTtor+ ) PAGE ?\
tt-1751 oPERATING [4AilUAL
vl l. cocKplT crEcK -LtsltNgTALLE0 IN AtRpLA{q ^W^

D C.6
BFoRE grrmilc Etr0IxEs
t. lLrcrafl log Book and Spe6lal. Equlpnsnt Lltt
2. E].otrlo.l Pans1 & Rrdlo Clrcult Broalerc...
t. Parldag Brake.............,.. ..,...."Of, - Cheok hnp & Hyd
1. Cockplt AC Clrcult Sroaken..
5. Tacbolctar Isolrtlon Srltohoa.. .......roRxAL
6. E:torDel Porer, Battory, Ganeratora...
7. t{i..hlald Alcohol.,..
8. EDargEnoJr Invcrtct...
9. Fud, Booctcr P8p6.........
10. frd.j,lary BLil.r, "......
LI. Inrcrterg.....
L2. DC Volts - AC Volts.,
L). Ptal BooetGr hup Ctrcult Br.akeru ......,....0N
1/.. Cc1 ELap Srltohaa"... ..POSIlIOXIIG
15, ... , .. . ..it I0
16. Prcpe11er Dc-Lce - Emrgancy & Grorod Tcrt Swltch'o6. " . ., . . . ..TITER & OFT
t7. llo Snoldlg - S6at BeLt S1gr,..,. .,...,.....oN
18. Ext t1'or Ll-ghta - Proltlon & Fuolaga, FheeL IslI & f,lng,,, ........u&un
19. Cockpj.t Ltghtr,. ...AS DESIRSD
n. Engl.no Se1cctor.,....... , ,. .#l ElrclflE
2). Spark Adruce. .TAKF.4trF & CLTXE
22. Ignltlon...
23. Co€kp1t Telperatm". "..A.5 DBSIBED
24. ftdrhleld Hat"..... .. . .......*l
25. Cabl,a Emier nutoutlc By-Parc, . . .
*. Ilra larnlng Clrculta......
n. B.at r tr\r.1 - Grosefcod & IgnltLon Srltobea..
.,,,.TL9I
.NO&SAi - SISTEI /]'
a. Cab(n Euter ua.tor Srltch.....AS DISIXED (otf rhl],e ftrattng md Start{^g Engfuee)
a. Al^rfoll & Propcllcr Da-lcsr Srltob.r.. .......,....0ff
,. Pttot & Sooop Heetern .. ...,ortr
,t. Fuel Qmtlty ard DtatrltnlLlon.... ....cHECr
32. 01J-, lIcohol, aod Hydmu].le Qwtlty.". ....,...clccK
)3. E4ganrloa Tublm..,,... .....,....0117
31. Landlag Llghts
35. CcI flapc.,..
x. Erglae Elcera
vt. Cabia Preasule - Altlmter, Begtlator, & Chango Hd.t...
38. Imuel Pr.rsure Control Dor..... .. .. .CI,&S&D
:S. Afr BraLe Control. ,,......Otrf (Safatfoa)
4O. Rtre Extl-ngdsher Solector lelvs eld CoZQqct"rgo H"!d1u6--.n&L ]I
/.1. Sta1l6-S;Eatoi-ffis--...... ...N0Rr^.1
tc. I{orlaoDt, Gyrosync, Ai-tluetara, & Clocks.. ...U}ICAGED & SgI
lr3. larntutg I,lghts - Dlnrlng Srltch. ... .
"CI$CIG.D -
IS DESIRBD
t*. A1r Blak€ Preagur€.. .......150o# ltln.
Eorgoacy
Iagtcr EDgln6 Sel"eotor Srltoh., ....,.#3 Auro

.iDIA CUT-Orr
., .. ....oFF & DISENG,IGED
Gea! fhrdle... 0reon Llghts- Chack Born)
,t,. llng Etapa....,.

55. Hydraul-lc Systeu...
,6. EDsrgrDoI Eydmullo hnp Saleotor"
,7. Tab, Alioron-E1evat'or-Brddar ( 5 Degreee Travel)'. ^rFFC
fi. Gult Lok... ....,... ,trcKED
9. nad1or....... .. ., .. . . .CHEC(
@. foilard Crrgp Ladlng Door., .. , .... ". .. .urclctD \ND cificlGD
6L. Iait Roport... ... .. .. . .oHECX
Bff-77)2J Clr Approvod-IE1:1,L-
D(-6 sEcrloN 3 esee zD
OPERATING MANUAI. tt-L*5L
xvl l. ^$^ cocKP I T _C|.!ECK l=l ST_ I NSTALLE0 I N Al RPLANE
EC:9
BEEOSL IIE&oFr (Aftcr Et1r4!. BuE-tlp)
l. Geuaratora...... ".. .0i
2. Spalk Advaror....,.
), BLoraro.
l.' Horltoas," GIro, G)4!syur, & AlttEtGrr.
::::::: :. ::: "
:1T::.:.:tr
..........UNCfCED & SBt
5, Fu61 SBloctors & Crosefo*d1.. ",..,..rtrEl 0F * CBBStEBDdi & AIIL9. Off
6" Furl Quantlty, .,"",,.CHSCf,
n Proprller larter Control Larsr...... .,,,"..,......?gLL foBIlAD
8. Propeller lastar En€1ao Sebator.. " ...., . ..#2 Altro
o Trb Iabc.. . .. .. .oEECI
10, Elrtt.ur... .,...,..rslo BICE
1.1. Eydraul,Lc Systcr......
L2, Elng Xlapc..,
t?.: Corl Elapr..
].t. Controk - AllsroD, Els?etor, Brddtr...
BEBIRE LI&INC (Ctraok nattaatcd fc:-gUt)
1" S6et B€lt - No Sroklng S1ga."",,, .08
Pltot and ilrg lloaterc. "
1. Spatk &dvra6a.
{ Dlffe:.entlal,..
Cabtur PraEsur€ :,...1.8 PSI U{t.
6, Alrapeeda.
A.I+"1neter6 ard ,,SB? A"[D CmCf
, I\re1 Ssl6atars snd ero,ssf,aads ,.,,......IAI1ts 0N * CBOSsIBBDS & AUfs, {,'trtr
8. F*al QuaatltI. ......,...,effiC8
a liydraullo Syaten... ."".,,,.0F
10.
il" f,lrturea..,. ......,..AUT0 &ICH
1?. Propollerc. ..Sm Rft
r_1. llng Fiapo.. ."....,,...S8I
u,, tandlng G€er (chaek Bralas).. ....m!11 (3 orcsn L&btr)
i5. ttevars. Plteh Overrlde ,..,IJCHT ORi - IIAG DOiI
16. Autc Pll.ot... ....",.OfT & DISBXCAGE,D
gN:flE!Alr
I. I,andlng Gear & !t!ng ELapc..." .,...Cfl&Cf,
2, Pwsro Xlxtr:ra & tarpa... "......Cood Engtnse.. . -A.S AEqgnED
13. Prcpeliar ltstel E.g. 9o1e6tor.....:.......,..,SIITCH TO OPPOSIIE IlImlBD EBOINE
IF TEAII{8RING IIA.STE8 tsXGIXB
,4, Prcpeller... .. . ". . . ......Bad EngtD.".. ,. , .... ...f8lt''4-rl
*5. Nlx+"ure.. ..Bad Englm, ,.....IDL8 CU!-0f
16. tlre Eri. S€l.6cto! Valw Hudlc..Bad Eag1E.,.. .....,...f["L
Trh Al.rplme, Chock for Flre, Vltratlon, Etc.. ......,.,THEX
1 Cw1 Plapc & Engtm Elorera.....Good Engln$.. ...,fS E,BiUiItsIr
' 0orl ELapo......B&d 8ng1DG........ .,.....CIrgEDlr
2 Fuel Seleotor & CrorBfood......,.Bad Englne.. ..,.........,0ff
3 Ignltlon., ......,Bad Englm......,. 0rF
I, Gooerator.. .. ..,Bad
FueI Booster Pup........,..,....84d
6 0or1 llap Srltoh................,Bad
7 011 Coolar Sr1toh.. .....Rad
8. Propaller Govornor... .,.Bad Bog1no....,,.. TOC,CIE TO TUT rcI ruI
rln oase of sngl-ne fire rarnlng, rfE/lTHERr propollor, place nlxtr:re ln 'IDLE CllI-OFFrt
rPi.lLLn flrt oxtlngulaher lal"otor valw handle, od TDISCI{AR$E' om balk of CO2
.-LTti"li3; aaD bo oxtrnsrtshcd bogt by ops'lns mr rlaps and crsaths sur;errat

dreft. follot thlt pmccdwe ualcaa the addi.tloml drag of open col ftapo ta
c-rlt!ca-1. fg1 the, fl,18ht condltloB. If <trag 1! critlad, adjust c6rl, f,Lapc at
derlr€d. fhen f1n la extlngtlthcd, oloac ccl flapa to rclleva d!ag.
,w_n)2t cAr-approrrd_&tl
NORMAL OPERATI NC PROCEDUREs
sEcTrox J pAGE 26 DC-6
Lt-1>51 0PERAIING li{At{UAI
xvl I l. qofiPlf CHECI-ILST INSTALIE0 lN AIIB-Li{EE ^W^
DC-68
BEroaE srlxlnqInellGs
I. 4lrcraft Iog Book aad gpco{rl Eqttpcat Llrt....."
2. El,cctrloa.l. Prnol & Bedio ClrauLd Bicalcari & fuaoa. ".,..,...crcef,
.,,..,.cIfi$[ED & 0N
Prllp & Hyd,. P!o.3. (1800 pel r*n.)
{. Ccckptt AC Clraui.t Brer.Eers & fu6.r....... . .......,. ,..0r
5. Teebomtcr laolatlon Sr1toh66......
6. ExterE l Porer, Eattcry, Ocneratora"..,:."...::... .oli
I Emrgaroy I["r!tcr... "..
..,0r"
9 Fuel Eooater Prep6...... ..... ,. ...... .oIr
10. .CHECKED - Orr
LI. lavortcra.,.".., ,oN
12, DQ Yoltc - AC Vol"tr..,.
13. fuel Boortsr ?lEp Cllautt Brcakere ".cxEcr
1/r Corl flLap Ssltohca. . .
t< ' 011 Coo1er Doorg
16. trai.r IDJ.ottsr Sritcbse. "-.
1?. Propsl,lel De-los - Erergooe;r & Ground ?ast Srltchcs
ro. lio Smktag - Scat irolt Slp.
19. ErterLo:'Llgb."E - Posj.tion & Fuaclaga, Ehacl Eall & ffug..""... "oH
,
20. Cookprt i-lghtr".... ".,GlEex
.L5 ms s€D
21. Englre S61octer.,.
'..J3 E$Gue
22. Arlguca".,, ..?aKE.orF & eiJca
., ..sEr
?6 Firo Bam.lng Clroults. .., . ,.lEsT
Hoatsr Puel - Grôgrfoed, & Igdtloa Sr1tcb6r. .IOnXlL - sIslEr
23 Cabl,s Hcatar Is.a1.ar S:i.toh" ,..ff} IE$INED Ibllo Fullng ed Startfag
De-1osr
Fuel Q'-nttty aad Dktributlon.... .,...,,... ....
32. rnd qlantlty.
31.
jr, r.".dln€ Ltshrc
".cItEoK
36. Corl fiIags.... .,.oPEt{
]?" Englna Blorerr .. . "lot
18. Cabin Prealtrc - Al"trmtor, Ba6tlator & Cbange Lhtt,.,.. ....oEl
Ianual ,clrsgD
Horlzota, Gyros;mr, Altlueiera, & C:ooks". ., ,ul.jcAcgD & strf,

Iamlng Llghta - $trnl-!a Srlteh"., .,CHECm,D . AS U6,SIR.ED
Alr Brake Pmssure,., .2000 rcr r1H
EBrgsEay Crbla Altl+.ude ioutrol. !IORIAI,
Contrclc. .OHECK
49. Prope}lcr llartcr Control Lo?6r,.,. ,.,,}ULL trORTAfS

50. FropeIler Ir"trr Englle Saieotor 3*1toh". "fl3 Lwa
,1. lllrtrcce. .....IDIA Ctn4FF
52" Auto Pl.lot... . . .. . ..OTP & DISENGiG&D
53. LaDdlDg Gorr Enod.].c. ",..mIN (3 0rucn Llghtr - Cbook Horc)
,1.. Carbu:retor Heat....,......
55. flng Elapc.., IP
,6. (ydrau1lc Syaicn...,.. .0t{
51 . Encrgency ilyilraulLc Pucp S*Ilctor.
58. laba, Budder'Elcvator-AI.sron (TrlE ard Posl
59. Ouct IooL,....
ii;;i'i;'D;&;;'il;ii: . "Gr&ct(
.rocrED
60. Sadloa, . . . ,,,cHE0x
61. Forrard Cargo l*dlng Door.. . .., ,!,CTBD ATD Ci{ECMD
62. Ioad Bcport....".. . ..(}rEcK
BrE-f?r3 clt-Approwd-]t!li*-
NORtvtAL OPERATI Nc PROCEOURES
De-6 sEcrloN 3 PAcE 27
OPIRATING MANUAI. t7-15.5L
x/1il. "W^ coc[P I r .cll EoL! I gr lJ! srALL q!__]_llA!llplAr\!:
DG-68
Biin0&E fr'xE4rr (Af,tor-Erd.pe.Eun-Up)
1. Ccuerators .
Spark Ad?eqe, "
...TAXB."OI? & CLITB
. "....0r
I Blwors., .IOf,
I{orlzonr, G;ro, Gyroeynr, & Alt,lmtert...,... ..I]I{CAC5D & SEtr
5" !\m1 Selcctora & Crcsrlaeds, " "HAI!{S olt * cnossFEEs & AU&s. orr
6. Iual Qua:ttty. ..,..".....0HBCK
7. Itopellar Xetor oonturol Lsver,,. . " ..FU-t"t roRran!
8. Propeller lJaster Englne Sslcotor., .. ".. '..#2 Aino
o Trlm tEbs. ."",,.,..CHECK
I0" Ilrtwea., . ... "auro RI0H
11, Hyd:au1lc Syrtan., .".,..,","."0N
{i.ng Flapc, ",..?0 DEC&B,ES
CorI Flapr.. ,. .. DE0RBES
u. CoatrsLa - *.llsr.on, Elewtor, Buldor ....."1."...FBB
L). flator Injcctlon. ".,.. , OIi - FOB iEf, TAIG-OF?
pEEABI- l!{!i}tfi (Check Eet,leai.oi ilelsht)
Soat tseii - No .,,.".{}N
Pliot and HJ,ng .,..,:r,F
I Sork AdYMcs " .tal{E-6Fr & ci,L_lrB
B1mars,,. , ., . ..,..uw
CetAn Fressure
Altlneto:'a *n*
. "...1,6 r6i H4;.
6 , ".,sET .lill) ti$ltx
Fuf Seisetors
I Fuel grg'cLty,
iiy'draullc iy-"-ren.,
i;Y"iT ..:TT:T:.i ::::*#ffi
9 ," ". ".0N
10 il:'brroLor ilsat"... . ..
11
t?
Ul-aturaa. . . . .'""'"A|.r'io".coln
RI$it
P}opel}srs,"...,.....,,., ". ,-,:!1.h,oia
\3 llLrg Hlapa,. ". ..."..:iJC!
I*ndi"rrg c€ar (Chesk Br&kes) .. ":nil\- i.l -rear lJgLts)
Rowrse Pttoh Otem'lde..,.. ",.,i,icili 0L1I - FLAG SJEI{
Auto PlLot,... ,CtrT .$ iI5iiNGTQET
9i*{SJrn
I C€u" & tlsg Flapr, . , ",
'tlxt-res
2 & Ta*ps, Go*d Eaglnoa :...::.. ::.... :: :...." "ii'iii#gf;
) . Seleet6r" .sslTc,j t0 0pIosIrE ltilorE! Efclla
s,
*6 i'1re Exs,. Ss--(ec!ar Yu]-ve .ilsdl-c,..&rd 3nglno.
"B::d Snglae.
.Bed Englne,
. . :: iiT::.Y:T,H3ffi ",.IsIa C!}T-OIF
,. "".,....,PUIL
TrlE AIrFI&D6, 0heck for f1r$. ?lbratlon, Ete . " " ".., ., ,.Ti$r
L 0orl Piaps $ Englna Bicae'rs.. "...ilood '& REQULIi$
Cw1 B&d .,CI'SEDE$
?- FuaL $eleotor & Crogs. Ead Engl;ra "
7 Ignltlon. Dad Bnglne
"
Gsnerator. . B8d Bngfu*.
a Fuel Booater Prnp.. ". " ".. B8d FJaElne.
6 Gori fllap Switeh.. ",,. " . " B.d AF
7 01I eool,er Sdtch.. ".,.. . Bad ..."CL6ED & ortr
I Fater lnJeotlon (El'A),,,, Bad Englna, ..,........orf
9 Propallei Govornoi. Bad Bng1l6. Tff,GLIt TO FSLL IST RPX
TO ftrel Pregs" Ea::rlng ilgbt Sut-Out Srltch.. -., ....,....0I?
EIr sa6c of englne flrs r&rnlng, rFEATlLSi pmpollsr, placo nixture ls iIDLE elff*ofFr,
s?Lrll,i flrr a:rtlngulsher salsctcr valre imdle, md iDISCIIARGE' om bank of CO2
lmsdlataly,
rrZone 1 flros cM bo sxtlngrlshed b€st by opedng cowl flaps ud crcetlng sufflclent
draft. follor this procodur€ '&1ass ths addltlonal dEg of op€n corl fJ.aps ls
crltloal for the fllght condltlon. If ttrsg 1a cr1tlcal, adJut corl flaps ar
deelrod, f,hen flre ts sxtlng:ulshod, close corl flrps to rel-leve dng.
BDE*(?'1A cu-epprove-d-]p-
/
vo\
C
a
m
o
o
z{
v
o
r
4
CRUISE
CONTROL
\ )
CRUISE CONTROL
Dt-6 SEcTloN l+ PAGE 1
()PERATING MANUAI.
PACg
lI'IDEX . 1
PBEFACE 2
CLIMB CHART - DC-6. 3
CRUISE CHARTS - DC.5. L-6

STANDARD CBUISE . DC-6 . . . l+
10o0,/9o0 BHP oRUtSE - DC-5 . 5

9oo BHP CRUISE - DC-6. . . . 6
CLIIilB CHART. DC.6B 7
CRUISE CHARTS - DC-68 9-9 A-98

STANDARD CRUISE - DC-68. . . 9
11OO BHP CRUISE - DC-68. . . 9A
lOOO BHP CRUISE - DC-68 9B
OAT CORRECTION VS. TRUE AIRSPEED. 10

I
BHP VS. BPM VS. BMEP. . 1l
CRUISIiIG HOBSEPOWER CHART . . . . 13
FLIGHT TIME VS. FUEL CONSUMED . . 15
THBEE.E'{E INE CRU I SE r6

CRU ISE CONTROL
sEcTrox 4 PAGE 2
D(-6
3-3L-52 OPIRATING MANUAI
PREF A-C"E
THIS SECTION CONIAINS INFOBMATION CONCERNING AIRPLANE

AI'ID ENG INE PERFORMANCE AND OPERAT ION IN NORI\.1AL cL IMB AND CRU I SE.
_.i> CRUISE OPERATION IS TO BE NORMALLY CONDUCTED IN

ACCORIJANCE'flITH IISTANDARD CRUISE'' FIGIjRES AND CHARTS. IF THE
PLANNING OR THE PROGRESS OF A FLIGHT IS SI-,ICH THAT RAMP ARRIVAL
ITOULD,BE AHEAD OF PUBLISHEIJ SCHEDUI-8, FLIGHT SHALL BE PLANNED (OR
REPLAITINED ENROUTE) ON A REDT]CED IIORSEPO|IJER BAS IS FOR SCHEDULED
ARRIVAL - - - EXCEPT THAT jIHERE tT lS KNo,flN THAT ARRTVAL EARItER
THAN SCHEDULE LrroULD NoT CAUSE A RAMp CONGESTT0N PRoELEM, FLtGHTS
IILL 8E PLANNED AT iISTANDARD CRUISEil FOR EARLY ARRIVAL.
ALL AtRSPEED REFERENCES, UNLtSS OTHERtftsE NoTED,

ARE II.IDICATED AIRSPEED (AIRSPEED OESERVED ON CAPTAIN!S INDICATOR).
CRUiSE CONTROL
0c-6 Sf;CTlSN !+ PAGE:,
OPERATIN6 ffiANUAT
GL I MB GHART
D G.6
rOLL0WlNG TAKE-oFFr MAKE INTERMEDIATE Po'rrER RIDUCTi0N T0 l+2r' HG AND
?5OO RPM AND THEN SET NORMAL CLIMS POY|ER AS FOLLOIIS:

EIIC
BH') RPM AMF P M:XT'JT1[ rr, i i"{ i ilit ;ii tiA X i lclljM
B LOV{ER
tnw x 358 2"250 AUTC-R ICI.I ii6q
i{ iGt.t x 200 225A i50 ALITO.B ICH t10 9i0
;i: !r i5 ;i3iu[D T0 MAtNTAiN 1200 ts]ip AT Ai..Tt?r.,jDrS ABOvT THE CRiTiCAt"
,1,iri-!-;iD[ F0l1 .]i5C RPM, !r:,\iGil\t SP[El] MAY Bt iNCFtAStD T0 i?i+C0 HPM
Ai:iiH RIACH !NG il IGH 8L0',/!EB f ULL THRCTTLI AT 2250 !iPi\r]. lr'i SUCii CAS'tS,
;IT Pf]4[8 AS FOLLOIYS:
Bi-0,j{E I 3 l.lF RPill 8ir.1E P foI I XTUIIE

--ryssslli
M i,\l iifUM
H lGH 1 200 2400 1\0 AilT0-R trJi{ 144(i oLn
NOTES:
I SET-[.HROTiLES T0 0BTAlf,l THE DfSIRED 8lv1EP. lr idt SPRIAD
BtT,itE[t{ r,lAN tF0 LD PRESSURIS SXCEtD 2n H0i RilDUCI Ti'it H I0HEST
MANiFOLD PRESSURE T0 THE AVTRAGE Cf Tilt OT.Jtfi -fHRtE ENGINfS
iEXCEPT IN THE CASE OF AN OBVTOU$LY MALTUNETiOI,IiNG
TORSUEMETER)
II.-T BLOWERS TO trH IGHI! }'IHEN LOW BLOYJER BMEP HAS DROPPED
2 SH
T0 1r0"
3 AS FULL THROTTLE-LOUI BLOITER BMEP DROPS FROM 170 TO 150? FUTL
FLOW WILL OECREASE PROPORTIONATELY.
lr, IF CARBURETOR AIR TIMPERATURE EXCEII)s I59C AT IIIGH ELO1IITR
SHIFT ALTITUDE, CONTINUE CLIMB IN LO'' BLO|i.ISR UNTiL CARBIJRETOR
A lR TEMPEBATUHE lS 1r"C 0R 8EL0!,c. Dr,,F ING C0NT I NUED Lov$
BL0u/ER CL BE INCRIASED T0 2500r lF flEC[SSAfiY,

ltrlB, RPM MAY
AFTER FULI. THROTTLE HAS BTIN REACHED AT i{OAMAL CLIilIB RPM.
5 UNDER CERTAIN CoNDlTtoNS, |!|ANUAL LEANING lN CL, lM8 lS
P[Bi\4 ISSIBLE. REFER TO POWER PLAI\T SECTION, PAUES 7 AND BT
OF THtS MANUALO
CRUIgE qii..&
#^
COHTROI.
sEerlox4 paee4
3-3L-5? . *TEHATIiIG irlAHUA!.
tll""' -S
ST'ANDARM SffiUISH
BHP FIFM AMET BLCWE$ r'il tr !1 IU RE rIIEL TLSW
MlNlliluM NORMAL
1 100 ltuv i"4x L0i,t h,lAruUAL )LV 51c*550
100c Ee00 128 !-o.rs I.iANU AL \55 t+6r*ra5
1000 e200 t2& HI lTi i;AF:U 4L 510 t1o*51{0
t00D 3900 r28 !i I $ri F.UTfi*R!CH bUl 60 5-5si
'?. iET ,qPU i.it} tdaf{lf*L:l pn{5Sr.ilf i{ rc*a.lfil"1,rri.,'t i{lTii Tt'lf f'}L!--0(iN&
CHART "
:- "iAil .'t.-iV .tj,\
t'!.4i,ti:1. i - r-:.1:.:' ::a1.:r i.:^' Bil Y '':,t '1 l8 :'J ili:
u!fiiidJM fU6.t fL0f* 3tiOlIru.q8,tl${ '- liiii{:i:lj.:{Li-i !3 ,'1'1"T9{!'ial I::'iSI." ilL:l
ii*T t-!Ar,t i:uEL ILe!+ BE[-iii{ fliI qiliikuid, 1F.1.:_1r,"
_-* *?" IF THE NE$ULTING BMSP E$ GSEATER THAru TF*AT SPECIFIED if{ Tr-iE eB0vI
TABLI" HETARD THROTTI.ES UruTIL THE PROF€R BT{EP IS OETA } I\i{B i IXC{PT
IN THf OASg OF OBVIOUSLY MALTU$iCTIONING TORSIJSfoIETENS) . tF ftEi;rs*
sARy, REAp,-tUsT MTXTUB€ CoHT&0LS T0 illAlt{TAll{ MiNIMUM FUEL FLow"
@
ege !l!4
OAREURETOR AIR T8MF..'C
-50 ,A L?, :i4 40 ALT fr Pii* B l{p
3i 3 3r.7 32.1 3 2,6 2@OO 33. O 34.4 2of;0

lii 3i.5 3 r.9 32.4 3000 32. S 33.7 34.2 3000
lii. a! 3 i.l 3 r.a 32.? 4ilo0 32.7 33. I 34.0 40*o
3 i. i 5 r.6 32.i ;!u! 3 e.5 1' a 33.8 50c0
't ,).5 30.9 3 r.4 3 r.9 6 00G 52.3 32.8 3 3.2 33.5 6000
SEOA il0c rov,
30. E 31.2 3 1.7 70eo 32. I 3 000
?.6 33.O 3 5.4 7
ELOWFR
30. r 3 q.6 3 r.o 3 r.5 e o r*{i 3 2.O 52.4 32.4 3 3.2 800e
29.9 3O.9 9&Ge 3 2.6 33.O 90Grj
r0w
BTOWFR 3 r.5 1? q t0QCro
?*. ? 5C.7 3 t.2. N OOOO
2 9.6 30. i 3c).5 il 000 3r.9 3 2.3 32.7 il ooo
29.4 29.9 3C.4 30.8 I eooo 3 r.7 30.2 r2QOO 2200 !o0c)
29.7 3A.?_ 30.7 r3000 2 9.6 30.0 3 3.5 r 3000
2-q. I ?9.6 30. r 24.7 I 4000 2 9.O 3 2.5 3 3.O 3 3.4 i 4000
29.0 29.5 2A.t 5000 3r.9 32,4 5 2.9 33.3 i 5000 ?200
28.5 r r ooo
s 3 1.4 r6000 3r.8 324 33.2 r 6000
lro
2r1.9 30.8 3 i.2 I ?c00 3 1.1 32.2 32.7 35.r, i7000 lil Gi"i
BLO\S8R
29.S 30.2 30.? r Bc00 3 r.6 32.r 32.5 r 8000
e9.6 30. 30.6 3 r.o I 9000 r 9000 J
r
Ji-
H IG}i 30.9 20oilo 20000 2?O0 JF
30.o 3O
I t-cwE R uE
29.4 29.9 30.4 z r000 ? I 0et0
F
-
?9.3 29.8 22000 83000
ry-a-IE REO MANIFOLD PRTSSURES DENOTE AUTO-RICH OPERATION Ii'I

H!eH BLOWER AT 30o C.A.T. AND ABoVE.
CRU I SE CONTROL
D(-6 sEcTloN l+ P AGE ,
OPERATING MANUAI-
^H^
DG- 6
IOOO/9OO BHP CRUISE
FUEL FLOII
BiIP R PII BITEP BLOWER I' I XTURE
Irl lH l$Ult ircfluAL
1 000 1950 t45 LOT I'AI{UAL \40 h't0+30

1 000 2200 128 L0w MAI{UAL \.60 k60-500
900 2200 116 t0H MAIiUAL 420 l+20-\50
900 2200 116 H t6H MAI{U AL \r+, +\5-t+85
1 SET RPM AND MANIFOLD PRTSSURE IItI ACCORDANCE IIITI{ THi FOLLO||YING
C HART.
MANUALLY LEAN MIXTURE TO 3 BMEP BELO# LEAH BEST PO,'ITR !E TO THE
MlNlMl-,M FUEL FLOII SHOWN AB0VE - rilHlCHEVEB iS ATTAINiD F IRST. DO
NOT LEAI{ TUEL FLOTI BELOW THE UINIHUI* VALUE.
_) iF THE RESULTING BMEP !S GREATER Ti"{AN THAT S'PEC IT IED IN THE AEOVE
TABLE, BETARD THBOTTLTS UNTIL TFIE PROPTR SMEP IS CETA INED (EXCEPT
ru rxicRse oF oavtousLy MALFUN0rt0NtilG ToneuE$Er€ts) IF NECES. .
SARYr READJUST MTXTURE CoilTff0LS T0 MAINTAIN Mll{lt!,!UM F UEL FLOTT.
VIANITOLD PBEiSURE CHABT
caRBUiEToR srR rrup. - 'c

io 0 ALT ro 2A 30 40 R P,ill 8BP
3r.7 32.O 32.4 2000 3 2.9 3 3.3 3 3.8 3 4.4 a0g0

3r.I 3 r.5 3r.B 32.2 3000 3?.7 33.2 3 3.7 34.? 3000
3 0.9 3 r.7 32.O 4000 32.5 3 3.5 3 4.O 4000
3C.7 3r.r 3i.5 3t.8 5000 3 2.3 3 2.8 33. B 5000 r 950
3 0.5 30.9 3r.7 6000 1?. t 3 2.6 6000
rooo
3 0.3 30.7 3r.5 7000 3r9 32.4 3 3.0 7000
3 0.2 30.5 3 0.9 3 r.3 Beoo 31.7 3 2.8 33.3 8000 LOlr
ELOWER
30,o 30.4 30.7 3r.i 9000 3 r.5 3l .4 9000
LOWEB 29,8 30.2 30 6 3 0.9 r 000c 314 3 0.3 30.8 3 r.2 | oOOC 2too
29.4 3 C.O 30.4 3 0.8 r ro80 2_9.? 30. r 30,6 3 r.o il o00
29.5 29.9 3 0.2 r 2000 2 9.5 2?.9 28.3 24.7 I 2000
2B.l 2 8.s 2 8.9 ! 50$0 2.7 .3 28.1 20.5 r3000 ?zaa 900
27.6 2 8.0 t4000 e7.2 ?7.6 27.9 2 8.3 r 4000
2A.4 26.7
27.4 27.g e 6.? 26.6 r 5000 ?7.4 ?7.4 29.13 3 0.3 r 5000
2 7.3 25.8 26.r 26.4 r €eoo 2 5.8 29.3 2 9.8 30.2 r6000
25.3 2 5.6 26.O 28 3 r 7000 29.2 2 9.6 5 0.o r 7oQo 2eoo 9CO
25.t ?7.4 8000 2 8.6 29.4 2 9.5 29.9 l 8000
27.8 ?4.2 r
2 6.9 ?7.3 ?'t.7 za.o r 9000 2A.5 2 8.9 29.4 29,4 I 9000
HIGH
2 6.8 27.2 ?7.5 ?7,9 20000 2 8.3 28.8 20000 ELOWER
H IGH
26.6 27.O 27.4 27.4 2rooo 24.2 2rooo )
tl-
ELOWER
26.6 26.9 27.3 27.7 ?2AOO 22000 2eoo Jl-
fo
LE
26.4 2 6.8 27.2 23000 23000 -F
2 6.3 24000 24000
CRU I SE CONTROL
sEcrtoN l+ D(-6
PAGE 6
OPERATING TIANUAI
"W^
DG-5
9OO BHP GRUISE
FUEL FLO|Y
BHP RPt' BMEP BLOIIER M IXTURE
M I tI IMUM NOBMAL
900 1950 130 L{]TY MANUAL Ir00 l+o0-\40

i. SET RPII AND, MANIFOLD PRESSURE IN ACCORDANCE ITITH THE TOLLOII{ING
CHART.
2. MANUALLY LEAN MIXTURE TO 3 BMEP BELOI{ LEAN BEST POWER OR TO THE
MINIMUM FUEL FLOW SHOIII'N ABOVE . WHIEHEVER IS ATTA IruCO ilNSi. OO
lil0T LEAN FUEL FLot{ B[L0yt THE MtN |MUM VALUE.
3. IF THE RESULTING BMEP IS GRTATER THAN THAT SPECIFIED IN THE ABOVE
IIB!5T RETARD_THBOTTLES UNTIL THT PROPER BMEP IS OEiIiIiED
_Ir'TIECES-
iEICEPT
IN THE CASE OF OEVIOUSLY MALFUT.ICTIONING TORQUEMETERS).
SARY, RIADJUST MIXTURE CONTROLS TO MAII{TAIII MINIUUM iUrL rr-<iW.
IIA{]LOLD-PBESS UH E C IIAR:I
1q10 REU
GARBURETOR AIR TTMP, -'G

-30 -20 -to o a Lr. to 20 30 40 AtT RPM BIiP
29.4 29.7 2000 30.8 3 t.3 3 r.7 12.2 2000
30.4
29.? 29.5 3000 30.6 3t. 3 t.5 32.A 3000
29.9 30.2 i
29.O 29.3 ?9.7 30. 4000 3 0.5 30. s 3 t.3

r 4000
?-8.A 2?.t 295 29.9 5000 3 0.3 34.7 3l, t 3 r.6 5000
28.6 ?4.9 29.3 29.7 60 00 3C, ! 30.5 30.9 31.4 6000 r950 900
?4.4 24.? 29. 29.5 7000 ?9.9 30.3 3o-8 3 t.2 7000
r
LCW LOW
BLOWTR ?4.2 2 8.5 2e.9 29.3 8000 29.7 30. r 30.6 3r. i 8000 BLOWER
?a.o ?a.4 za.7 29. I 9000 2 S.5 3C.O 30.9 9000
27.8 24.2 e8.5 249 10000 433 e9.8 30.3 JU, I roooo
2-7.6 28C 28.4 28.8 il oo0 29.2 e9.6 r ro00
27.5 ?7.8 za.2 24.5 I 2000 29.O r 2000 JF
JF
t950 :o
27.3 27.7 5000 r3000
28.1 |
uf
27.t 27.5 r4000 r 4000 F
CBUISE CONTfiOL
DC-6 sEcrroN h P^GE 7
OPTRATING ilA},IUAt
^H^
GLIMB CHART
DC-68
FOLLO$IING TAKE-OFF' hIAKE INTERMEDIATE POWIR REDUCTION TO I{.6T HG
AND 2500 RPM, AND THEN SET |{0RMAL CLIMB PoWER AS F0LLoIIS:
NORMAL FUEL FLOTC

BLOITER BHP RPM BME P M I XTURE
i,I N IMUM MAX I MUM
LOW 1l+00 2l+oo t65 AUTO-R I CH 920 I 030
H IGH 'rl+00 2l+00 16' AUTO.R I CH 970 1 090
N0TES !
1. SET THROTTLES TO OBTAIN THE DESIRED BMEP" IF THE SPREAD BE-
TWEEi{ MANIFOLD PRESSURES EXCEEDS 2'r HG, REDUCE THE H.IGHEST
MANIFOLD PRESSURE TO THE AVERAGE OF IHE OTHER THREE ENGINES
(EXCEPT IN THE CASE OF AN OBVIOUSLY IITALFUNCTIONING TORSUE-
METER)
"
2. SHIFT BLoWERS T0 rlHlcHtt tfHEN LolI BLoWER BMEP HAS DRoPPED BE-
Loln 165.
3. IF OAREURETOB AIR TEMPTRATUNE EXCEEDS 1,EO AT HIGH BLO!'IER
sHtFT AtTtTUDg, CONT|NUE CLIMB lN l-ol,! BLoWER UNTIL oARBUftEToR
AIR TEIJIPERATUNE IS 1'A'J OR EELOII{" DURIIIIC CONTINU:D LOIfi
BLOWER CL li!'lB, BPilt MAY BE IN0REASED T0 2600r lF NECESSARYT
AFTER FULL THROTI'I"E HAs EEEN REAOHED AT ITORMAL CLIMB RPM.
I+. UNDER CERTAII\l CONDITIONS, MANUAL LEANII,IG IN CLIMB IS PER.
MISSI3LE. REFEB T0 Pov,lER PLANT SECT|oN, PAGES 7 AND 8 0F
TH I S MANUAL.
CRU I SE CO}ITROL DC.6
sEcrroN l+ eAGE 8
()PERATII{G MAilUAI
^W^
TH I S PAGE I NTEI{T IOfiIALLY LEFT BLANK

CRU ISE COITTROL
sECTroN h FAGE
Sfif*,n, r,{ANuAL
3-3t-52
9
^H^
DG-SB
STANDARB GRUISE
FUEL FLOS
BH i) RPM EMEP BLOII{ER MI XTURE
* tfi ldLir4 Lt0RuAL
t 200 2300 147 LOH ffANUAL ,9543'
'I 200 2300 r47 H IGH IiANIJAL 625-$65
1 200 2300 14V HIGH AUTO B ICII 755 751450
1 SET RPM AND MANIFOLD PRESSURE iI{ ACCORDANCE HITH THE FOLLOHII{G
ct-tAR T"
2 MANUALLY LTAN MIXTURE TO 1 BMEP EELOYT LEAI{ BEST POIYER OR TO TIIE
M!I.IIMUM FUEL FLO',V SHOUTN AEOVE . IIHICHEVER IS ATTAIHEO FTNSi. OO
NOT LEAN TUEL FLOW BELOY{ THE HINIMUH VALUE.
3 IF TIiE RESULTING BMEP IS GREATER THAN THAT SPECIFTED IN THE
ABOVE
TIBLSr
IN THE
ltIlRD
CASE OF
nlnorrLrs uNrn- rHr pnopEft BMEn ls oerlirieo (exciii
OBVIOUSLY MALFUNCTNONINC TORqUEMETERS}" IT'IIECES.
SARY' READJUST iiIXTURE CONTROLS TO MAINTAIH i{IITITUM FiEr. rr.tifi.--
MAN lFoLp eEESSUSE cHArr
210[BPU
CARBURETOR AIR TEMP. -UC
-30 -20 -tc o A LT. !o 20 30 40 A[T. RPM BHP
I
31.6 2000 3 3.8 3 4.3 34.8 3 5.3 2000

3r.5 32.4 3 3.0 3000 3 3.6 34.r 34.6 5000
3 r.3 3r8 4000 33.9 34.4 34.9 4000
32.1 32.9
31. 3r.6I 327 5000 33.2 33.7 34.2 3 4.7 5000
3 0.9 3 r.5 32.0 6 000 33.O 34.t 34.5 6000
3 t.3 3 r.8 32.3 7000 3 2.8 33.4 33.9 343 ?ooo
30.5 3t.r 3t.6 32.2 I OOO 32.7 33.2 33.7 34.t 8000 2300 r 200 LOW
BTOWER
304 3 r.o 32.O 9000 3 3.O 3 3.5 34.0 9000
30.2 30.8 3 r.3 3 r.8 roooo 32.3 32.9 3 3.4 3 3.8 roooo
L0w
BLOW t A
30. 30.6 3r.r 3 1.7
r il ooo 32.2 32.7 3 3.2 3 3.7 rrooo
29.9 30.5 3 r.o r2000 3 2.O 3 2.5 33.5 r 2000
298 30.3 3 i.4 r 3000 3 r.9 !2.4 32.9 r3000
29.6 30.2 30.7 I 4000 3 r.7 32.2 32.4 33.4 r4000
29.5 3 0.6 3r.r r 5000 3 r.6 32.:t 370 r 5000
9.3 29.9 6000 3 t.5 32A
lro z 36.8 r6000
? 3 0.4 r
29.2 2 9.8 303 30.9 r7000 3r.4 3 5.6 36. r 36.7 17000 2300 I 200
29. t 29.7 30. 2 3 r 8000 3 4.9 35.5 re.o re e r 8000
134 I
29.O 29.6 33.7 34.2 | 9000 348 3 5.3 r 9000
H IGH
E BLOWER
2 8.9 32.9 33.5 34.r 20000 20000 J
3 2.8 3 3.4 2rooo 2r ooo 2300
-h
fO
tGH
i't
32.O 2.6 22AOO
tsE
ELOWER 3 22000
F.
3t.9 23@O 25000
IrU'i-[: RTD IiIANIFOLD PRESSURES DENOTi AUTO-RICH OPTRATION IT,I
HIGH BLOIYER ABOVE 15OC C.A.T.
CRUISE CONTROL
sECT!oN !+ pAGE DC-6
9A ()PERAIING MANUAT
)-,1L-)Z
DC:68 "W^
__-{F
iloo BHP eRUrSE
rUEL FI.OIY
8HP RPU BHEP BLOIVER M IXTURE
MINIMUH NORMAL
1100 ?200 1l+1 L0w MANUAL 510 ,1o-55o

t 100 2200 1l+1 H IGH MAI{UAL 53c fia-r?0
rtc0 22OA 1+1 H IGI{ AUT0-8 I Cl{ 6l+CI 640-720
sET RPM AND tJiAr{ IFOLD PRESSUfiE tN Acc0RDANcE llitrH THE FoLLor{tNG
CHART.
2. MANUALLY LEAN MIXTURE T0 3 BMEP tsELO,,t |-EAN BEST p0llER g TO THE
MINIMUM FUEL FLOIN SHOI{N ABOYE - iIHIcHEvER Is A'trTAIHeu FTnsi.' oo
iioT LEAlrl FUEL FLoyt BEI-o]/v THE MtN|MUM VALUE.
3. IF THE RESULTING BMEP IS GREATER THAN THAT SPECIFIED IN THE ABOVE
IIB1Fr 1EI4nD rHBorrLES UNTtL THE pRopER BMEn ts 0BTAlirED (ricier
IN THE CASE OF OBVIOUSLY MALTUNCTIONING TORQUEiI1TTERS)" Ir'TVECES.
SARY, READJUSI txtXTURE CoNTRoLS T0 MAtNTAtN t{tNtil,uM FuEL FLow.
MAN IFOLD PEESSURE CHABI
22oO RPtt
cARBUREToR AiR TEMP, -.c
-30 -20 lo o ALT ro 20 30 40 A LT. RPM BHP
30.7 3 r.6 32.1 2000 3 2.6 33. O 33.5 33.9 2000
30.5 3 r.o 3r5 3 t.9 3000 32_4 3 2.9 33.8 3000
30.3 30,8 3 r.3 3 t.8 4000 32.7 J3 Z 33.7 4 0so
30.r 31.2 31.7 5000 3?. r 3 2.6 33.r 335 500c
30.o 30.5 3 1.0 6000 32.O 32.5 32.9 33.4 6000
29.8 30.3 30.9 3 1.4 7000 3 t.9 J' J 32.8 3 3.3 7 000
ZZUO r roo LOW
30.2 34.7 3 t.2 8000 3 1.7 32.7 33.2 8000 B TOWE R
29.5 30. I 30.6 3 t.I 9000 3 r.6 J Z.l 3 2.6 33. r 9 000
row ?9.4 29.9 30.5 3l.o | 0000 3 r.5 3 r.9 32.5 3 3.0 r 0000
ELOWEF 29.? 29.e 30.3 30.9 il o00 3 !.3 323 3 2.9 ri000
29. I 29.7 3C. r 12000 3t.? r2000 31 .7 32.2 32.4
zB.9 29.5 3Cr 30.6 r3000 r 3000
J t. I 3 1.6 32.t 32.7
2A.A 29.4 ?3._e 30.5 r 4000 3 r.0 3 r.5 32.4 35.3 t4000
?4.7 29.3 29.8 30.3 i5000 30.9 sr.+l ,4.7 35.3 r5000 ?zaa il00
29.7 30.2 t6000 33.6 34.t 74.7 5 5.3 r6000
28.4 29C 29.6 t7000 3 3.5 34. r 14.6 r7000 U HIGH
28.3 24.9 32.5 329 r 8000 3 3.5 r Sooo BLOWER
J:
za.zl 32.O 32.5 329 r 9000 r 9000 22AO 5O
uG
HIGH 3 r.5 324 20000 20000 =
F
SLOWtR 3 t.5 2rooo 2rooo
NOTE: fiED MANIFOLD PRESSURES DENOTE AUTO.RtCH OPERATION IN HIGH
BLOIflER ABOVE I'OC C"A.TC
CRUISE CONTROL
D(-6 SECTI*N PAGE 93
OPERATING MANUAI.
4
)--11-52
DC-68
IOOO BHP GRUISE
---iE
FUEL FLOfl
BHP ftPM BtIEP BLOWER M I XTURE
M I r'r tuuM NGRMAL
1 000 1950 1[, L0r{ MANUAL +\5 t+t+5-r+85
1 000 2200 128 L0lr MANUAL LrZi't le70-5'! 0
1 000 2300 !4J L0ll M&NUAL l+30 l+80-520
1" sET RPM AI{I} MANIFOLD PRESSURE iN ACCORDANC{ }{ITH THT FOLLO,TiNG
l;r'IABT
"
T- MANUALLY LEAN MIXTURE TO 3 8fu{'P B[I.i]$ LEAN BESi POI{:ft OR TC THI
&{ti{iMr.ii$ Furt. FL0ty sH0wt{ Aa0vt - iriil!cHEv(a ts ,4,TTAlf{[D FiFSi, ]0
l'{0T Lf Fil fjUEL FLoyi tsEL0f{ f Ha :l lH t}tUM v.{LLlE.
qr ThI RISUt-Tlti$
-1" TABLE! eMEP !S GiiIr.I[ff Ti-iAri T'HAT SpLC iF !i:! iN THE &SOyt
RETARD THRoTTLES ijSTiL f HE p8teEft BMIp tS &8T,4 !i\iEI] ([XeEpT
Ir{ 0F 0SVt0USLy *tAt.Fi}8iici',t0}i:i,,c TORqurIl[TtRSi. tF tiIcIs_
THE CASE
SARY, READ.iUST il,liXTURE eOiiTn0LS T0 i{Ati{TA!?{ M!tJ!MUM fUiL FI-0bd"
Meil rF ot"D EBqnS.JBS_griA_ff;
CAREUSETOR AiR TEME - "S

-to o AtT io 20 30 40 ALT frPM 8r{P
3i: I 30.5 eooo 3 r.9 323 e0.]0
?3.9 3 0.3 30.8 300c, i2.6 -13.O 300i]
2S.7 30. r 30.7 3t. i 4000 32t) 32.4 32.3 4008
?95 30.5 30.9 5000 3 !.4 3?.7 5t}o0
?9.8 5tf.-f 30.8 6000 3t.? 317 3?. r 325 6 {-ti)0
| 950
?e.l ? 9.6 30r 30.6 7000 3t.t 32.4 ?*o0
29.5 29_9 30'5 I OOO 3o's 3t.4 3 !.8 3 2.3 8000
28.8 ?9.3 t 9.8 3 0.3 9000 30.8 3 r.2 32.r 9000 ro00
2 8.6 29.6 30.r roooo 30.6 32.O loooo
LOW
28.5 29.O 30.o il ooo ]c5 30.9 3 1.4 il ooo
LOU
SLOWt R 28.3 2 8.8 29.9 r 2000 3 C.5 30.8 29.9 3o,.4 r2000 BtowrR
28. r 24.7 29.2 ?9.7 r 3000 3 0.2 29.3 ?_a.B r3000
?300
2ts.0 ?8.s 29.r ?e.x I 4000 2 8.8 ?9.3 29.7 30.2 r40*o
?8.4 2i8 ?8.3 r 5000 29"2 ?9.7 30.2 ! 5000
?7.7 21.2 24"2 ! 6000 e 6.5 ?9. r 29.8 r 6000 ?300
26.6 ?7.1 ?7.6 28.t r7000 ?8.5 28. I 29.3 !70a0
?6.5 r8000 28.3 28.8
27.5 27.4 isoo0 JF
)
U
?a.4 269 ?7.3 27.4 r9000 _J*

t r9000 e 300
=O
Lr
2 6.3 ?6.7 27.? 20000 20000
2 6.3 26.7 2 rooo 2rooo F
CRU ISE CONTROL
CIc-6
sEcTtoN 4 P G E IO
^ CIPTRATIilG IilANUAL
^W^
OUTSIDE AIR TEMPERATURE CACE CORRECT!ON
TABLE
OUTS'OE AIR TEMPERATURE CAGE RSADIN6S SHOULD BE CORNECTEO ACCORDINC

TO THE FOLLOTIIIN6 TABLE 1N ORDER TO CCi,IPEHSAT€ FOR TAIPERATURE RIgE
RESULTINe FRC[vl Coi\TPRESSION Or Alft AT llrPACT,
TRUE AIRSPEEO OAT GABS CORFEDTIO\l

(suernncr FRoM eAGE neaotNe)
MPH KNOTS
o^ oF
150 110 1 c
200 r75 2 4
220 190 J 5
z4o 210 3 ,
26o 225 t 6
250 P40 4 7
Jo0 a6a ( I
a, rn e80 5 9
3)o Jo0 5 t1
CRU ISE CONTROL
0(-6 sEcrroN 4 PAGE 1'I
0PERAIINC l,lAt{UAt
^t^ o
o
::: 1:=t=1:=J_:: ::I:t=l::: o
\[\l'.:1..= .-. | ::1-:::l:rl:-
'::1.: I .-l-:-r-i:
-*=t-F=
+::t:r
rI-',I',. =:f-:i:::j:l: r:f
-- 1.-t= -J:.-.t--: -=
= -t.-,.1...t
lstr=]-. :_J-
-., L: o
o
= c
s
S-i',T-,'S,\ ST..:EI- o
o
N
N
,*,,*:*,1 =\J\J=-f=i=-.
L:::
,.+Jr..lh: r,t\hlit.l-',' o
o
o
N
A
I
6
o-
trJ
+
--Jii
EI
+ ++:- o
o
@I
= :::t-
:J::
o
?l @
ol
6l o 5 --+.- =# -El
ul
ol
=i
II
ul
= \ - -l--
L_
oEl
ol
a#
:::
ool
:l E =
o r:l::I:-:
,,I -t
@al
ul
vl
*l a = :{_.EH <l
El
@l
o. o
o
I
o]
:
= f-J:-{:-
lit, o
o
N
r:l t:-l-::l ::l

::-1: -:l::::l-: :
o
o
-::L:-_:t:=J: - 9
o
: :[= | ;:1.::-1-:-:
o
o
::i1i]i++-:]1:d=
.'1:1.1:::j::'1:;-:
,'':l-ali,-+,i.J;
o
o o o o o o o o o o o@
@ o
N
sN N
o I : : : 9 @
asn€
CRU ISE CONTROL
D(-6
sEcrtoN \ pAGE't2
()PERATING MANUAI
TH IS PAGE
ffi
s
'SIONy Nl SJn'lvA olldSUlV 9NIONOdSIUSOC UOJ t]vgS NOISU:IANOC Ol UIJ:18 :lroil
'J'lVgS O3!dSBlV O3lVClONl iH.L NO 0V3U Hdtir ZZZ SI O3JdSUIV OI-LVCIONI ;lHl"
cNv :tNll 30nlil.lv AllsNJo oo9'2t lHl' 01 dn ATlvcuulA NUnJ.!8 's!Nl'1 Noll'ctuuoc rH9l3l\ olûnc 3HL
9 3H3H lr.OUJ 'tNlltCN383JlH 8'IOOO'S8 lHl Ot Nir\OO A'l'1V0[UJA lAOn ']Nl'1 dHOOll 3HIOI A'l'lv-LNOZIBOH
3lE gNtr$O]10J OOO'81 JO lonJ,[]V aunssiEd o1 ouvrndn l'l'lvcrlu]A lAon :31vcs dnl-L ulv No c.9z- l.Lvco'l :irorrmos
s81000'92 jHgl]ry\ SSOB9 '3Nt9N3 Uld dH OOil '3092- dvrll 8lV l0lSJ.nO 'lontt.l.tv 3unssilEd ooo'8 I rv gNlA'li : rrd nvx l
ooo'oo r
ooo's6
ooo'o6
ll{9 I il A\
INI't 33t{:lUIl ooo'9I
ssou9
ooo'o
.I
oo o'G z
o00'oL
HdW O:lld urv G31V9l0Nt 9" - dW:lI 8lV 30lS1nO
- I
)92 obz o€z z ooz 06l o8r oir 09l oEr 0&r az o oz- 0'-
\'./l ,/ ,t l,,l l,t
I \_r
x7' /
\t \),/ 7
=rv :W
.'' lrl /1..r /
/,I
\ \ ,,.1 * ,,,
,,/V
\,t
ooog, , ,4,r\, ,' ,Y'.lf
"
r,.
Y ./
I \./
V
\ -,-
r ,1x
\
1\ 1 z ??
l_/ 1,,.
9r ,<
t,. ,4
# + /
\r l/
Y
loz
\,''
t,/
\r
t,.
I I,. \ lonllt'l v_ Ar tsNlo,,
1."
r
l.'
\[ --
gg-cc yE g-ccl
ruv H3 ul^ od lsuoH 9N ls ln u 3
tvnNvy{ 9NllYuld0
9-)0
"ffit
'sIoNv Nr s:ln'lvA
'3'rvcs olldsBrv 03tv
'Hdw ooc Jo oltdsutv 3nul. ovlu oNv lNrl lonliJ.lv ALrsNS0 00€'zr 3Hl oI dn A']'
S?'ll'11-l'lVUVd :Nl] 'S1 OOO SZ IHL OI dn Og 38lH nOUl 'lNl'I:13N383J3U g1 OOO'98 3HI OI N
SSOUCv (OOS'1 ll l0n1ll]v A-tlSNlO INvI'lnSJU gNlr$O]]OJ OOO'81 JO 30nJ.ll]V aUnSStUd 01 0
SloNv Hdv{ 'ot3dsstv 3nH1 6Nv oll-vgtoNt oNrj 's8]ooo'9/ l.Hol]t\ sso89 '3NlgN3 B3d dH OOll 'C"SZ
o9l
oo0'o0t
$ ooo'ee I
o9i 3 ooo'oe
(,
t oo0"q8
B ocu'ei'*l
a
-{
= O0,j"$.i
ooz o00'ol
i-{dllll - o UIV C] SICNI
ooE 06z O8A olz o9z o9z aba osz tz ooz
oaa
'1'S
o9z
oo o9
e,
rn
ooo'o r
o9z z
U}
oo€ a
D
r
j ooo'g !
I
I
-,|
C
n
i'n
ooe ooo'oz
OE€
ooo'sz
I
oot
o9E ooo'og
groNv H d l,^t
E9-3C 8 9-3C IUV H3 U]ÂOd ]SUOI
[u scva t Nollf,3s
tc'dltict t![i:r.]i
I
'xNv'18 tjt'l A'r]vN0 t IN3IN I 30Yd st Hl
ffi
2,9-1a-z
IVnNVII 9NllVUld0
il rcYd t Nolr):ts
9-10 10u1N0c
lst riuc
"ffit
CRUISE CONTROL
D(-5 sEcrlox l+ e tce t j
0PERATING lvlANUAt 2,-11,-52
^t^
o o o o o o o
o o o o o o o o
o o o o o 9 9 o o
c N N
::I
llll,
l
l lll, I
,1,,,
I l:,1,,,i,,,
:: ,i : '
3.&,
+l] - l-
r:'ri:,, ]r,r:l : ' a::i: r:
i
= :
-T-
:l:r
ilt I il- o
o-
6r
cl
fl
-,!
' h..'
2
o
N
ol
tl
t*, TF
-,.,1r, .-t
tu-
(a
\\:r j
'lel-l
l, II
ol
ll
ul
ts-
F-
g
5fffi
rYl:lTlIr
,+
-i
i& .1.+ { $
lLl
. l:: l:: :l:,: ,,,,1,,
-l-
I
l ,:1,:]:l::
o
ocooooooooooo
oooooooooooo
o-o-o-o-o-oo-o_oooo
9NO@@S_N_c)_@@tN
NNN-
(SONnodT ornnsNog rinr
CRU ISE CONTROL
DC-6
sEcTtoN 4 PAG E 16
0PIRATING tr4ANt AL
^W^ t
THREE-ENGINE CRU-!IE
THREE.EI'IGINE OPERATION SHOULD NORMALLY BE CONDUCTEO AT
STANDARO CRUISE POII'ER.
THREE-ENclNE AIRSPEED CAN BE REAB otl THE CRUlSil'lc HORSE-

poIlER 0HART, THls sECTtou (pneE 9), ey ENTERIslc rHE HoRSEPo'alER
scALE oN THE cHART AT 15fi oF TtiE ACTUAL HoRSEPowER BEINc usED PER
ENGINE OURINO THREE-ENC!NE OPERATIOI'I"
.*:
/
.U
m
v'Tl
o
v
zo
m
5
FLIGHT
PERFORMANCE
/
FLI CHT PERFORMANCE
DC-6 sEcrtoN 5 ptcel
()PERATIN6 MANUAT 3-28-52
^W^
PAG.E
INDEX.. 1.
PREFACE. ..... 1
AIRSPEED CALIBRATION - CAPTAIN 4

AIRSPEED CALIBRATION - COPILOT 5
ALTIMETER CALIBRATION. . . . . 7
ENcINE CALIBRATIOtt - OC-5. . . I
ENGINE cALtBRATtolt - oc-5e . . 9
MAXIMUM OPERATII'IG WElGHTS - OC- 6 10
MAxIMUM opERATtNc wEt6Hrs - oc-5e. . 11.
12
STAI-LING SPEEOS,
xERErs How . . 1i
STALLING SPEEOS tN COOROINATED TURN. rI+
v1 ANo v2 - Dc-5 ta
VT AND V2 - DC-58 WET. 16
V1 AND V2 - oc-5e DRY L7
MINIMUM TAKE-OFF RUNWAY LENGTH -. oc-6. . 1"9

M!NiI,/IUM TAKE-OFF RUNWAY LENGTH OC-58 WET 2C
MtNtMUM TAKE-oFF RUNwAY LENcTH - oc-64 onv 2l
FIRST SEGIJ|ENT ROC . oc-5.
SECONO SEqMENT ROC- Dc-6.
THI RO SEGTT'IENT ROC - DC-5. ,t+
FINAL SEGMENT ROC - Dc-5. 25
FIRST SEGMENT ROC - DC-58 WET 26

SECOND SEGMENT ROC - DC-58 WET
28
THIRD SEGIi1ENT RoC -. OC-5e \IIET
29
F INAL SEGI'/IEI.IT ROC OC-58 WET o.rl.
FIRST SEBMENT ROC - 0O-68 BRY 3o

SEC0ND SEGMENT ROC - OC-58 DRY 1t
THIRD SECMENT ROC - DC.5B ORY 72
FINAL SEGMENT ROC - nc-6e onv 33
4 ENC I NE EN ROUTE noc - Dc-5 , 3\

zq
4 ENGI NE EN ROUTE R0c - DC-68. )r,
3 ENGI NE EN ROUTE R0c -. Dc-5 16
1 ENG I NE EN ROU TE R0c DC.6E"" 77
2 EN6 I NE EN ROUTE R0c - Dc-5 i8
2 ENGI NE EN ROUTE ROC - Dc-68.". 39
o
LANDINC CI-IMBOUT -. 4 EruCIUES . ,a t rLAP - DC-6
wET....
40
LANDING CLIMBOUT 4 - 5o o FLAp - DC-58 41
LANDiNC CLIMBOUT - 4 =NEIIES
CTCINEg 50 FLAP - - Dc-58 DRY.uec 42
APrqOAeH CLIMBOUT - ? ENOINES . JO. FLAP . OC-5" 4r

APPTI0ACH CLIMBCUf - i silerHEs - io" rteP - Dc-58 wET ' . . ll4
APPROACH CLIMBOT.}T - j exe[les - Joo FLAP - D0-.58 aRY . " . \5
LANDING DISTANCE FR0M 50 FT. - DC-q" 45
LANOING OISTANCE FROM 50 FT. - 0C-68
MINIMUM LANOINB RUNWAY LENGTH - INTENDED OESfINATION-OC-6 45

uiHiuuu rmtolrue RUitwAY LENcTH - TNTENDED oEsrlNATl0N*oc-68 49
MINIMUM LANDING RUNrIVAY r-EruerX -et-feRNATE DESTINATION-DC-6 5o
uiHtuuu LANotNG RUtllvAY r-Eueru -aurinllere DEsTINATi0N-Dc-68\ 5t
TAKE-OFT DISTANCE - THREE ENBINE FERRY. E'''' 52
I
rLI GHT PERFORMANCE D(-6

sEcrroN 5 prce 2
Lt-L5-5L ()PERAIING MANUAL
"W^
THIS PACE INTENTIONALLY LEFT BLANX.
ffi
FLICHT PERTOruANCE
DC-6 sE.cTlON 5 ? AGE i
OPERATING MANUAT LL-7>57
P-BEEACE
THE DC.6 ANO :E*6S AqE LiCENSED UNOER THE TRANSPORT CATE-
eoRy Hg;ul.ATloNS, pAR?s !ts AND 6tr, wutcH EsTABL!$t cERTAtN MINIMUM
SAFETY STANDARDS FOR T!.IE PEI.{F;1RMAilICE OF EVERY TRANSPORT AIRPLANE.
IT I8 THE PURPOSS OF lHIS SSCTION TO PRESENT TI.IE PERFOR,

riANct oF rxe ec-6 lruo oc-5a, tsAsEo oN AcruAL Fi-lcllr rEsrs, AND To
EXPLAIN THE OPERATTONAL LIMITAT!ONS WHICH MUST BE OSSERVEO !N OROER
TO SHO\iJ COMPLIANCE WITH THESE RFCULATIONS.
TIIE TRANSPORT CATECORY RECULATIONS PERTAINING TO MINIMtiI.{

PERFORMANCE REQUIREMENTS SPECIFY THAT THOSE REQI,'IREMENTS BE MET
UNoER NAoA sTANDARo TEMeERATURE coNotrloNS (59.r er sEA LEVEL -

ALTNTUDE LAPSE RATE 1.56OF PER 1OOO FEET).
pERFoRrdANcE lN THls sEcrloN Is BAsEo oN THE rotuoWtruc wlNe

FIAP POSITI ONS:
TAKE-OFF. ...,.....2Oo
Er,t RoUTE opERATl oN. . ... .. oo
APPROACH. ......]0"
LANDINc.. ..,......5Oo FULL OOWN
ALTERNATE FLAP SETTIhIGS MAY BE USEO AT SOME AIRPORTg.
REFER TO AIRPORT ANALYSIS IN FLIEHT MANUAT FOR PROPER SETTING TO BE
usEo AT EACH AIRPoRT.
ALL AISSpEEO REFERENCEg, UNLESS OTHERlltlSE NOTE0, ARE
lNplCATE0 AtRspEEo (atnspeeo oBgERVEo oN cApTAlltrg lr'totcAToR).
AIRPLANE PERFORMANCE DATA IN AOOITTON TO THAT CONTAINED
IN THIS SECTION CAN BE FOUNO IN THE CAA APPROVEO AIRPLANE FLIGHT

MANUAL CARRIED ABOARO EACH AIRPLANE.
FLIGHT PEdFO RMANCE
sEcTtoN PAGE 0(-6
5 4
Lt-t5-51. {}PENATING MAI{UAI.
"W^
P_ks_a_9,911_E
aLR€qEs0 e ALUBSITAN
CAPTAIN.S NORMAL AI!D ALTERNATE STATIC SOURCES
_3 50
50
300
c
U
250
c
x (I2
F
o o
U z
F
9
: 50
o
20c
=
u
f
E
F
200
r50
i i il tril rill
,ill l t,
M:ir ll ii
,50 illri ;ill
;rilr:
il' it
ir
iii il r! t-#l:
ii
ii'i lrl,
;;:1.! : 1,: ittl:-,tl::
ro0
l.;lriil
;J
ll:
rfil.r
, H :':
:::
.!
i:.1
]!-i. -.
itt,-''1 I l:l ir; iI
I ..t. ili
lllllr l
too r50 200 250 300 35C

-r I
,,I*oi., '
L!,PH
.Jo
)
'
_a-
I
250
I ,-l
300
roo
iNDIGATED AIRSPEED
r capr{!N's l r.rlxqAroEt
FLICHT PERFORMANCE
D(-6 sEcTloN PAGE
5
OPTRATING II{ANUAT LL-L5-5t
^W^
BC-6 q 99:6 E
alRqPlE0 cALlaRArl
CO-PILOT.S NOR[IAL ANO ALTERNP.TE STATIC SOURCES
350
300
o
u 250
U
G
I
G d
; ts
a O
z
F
a
:
o
4 204
:
g
F
r50
roo
too r 50 200 (MPH) 250 300 350

I ,t
"r-F--r--r----r---1 | I-r-r | _ J
-T_T-T r-l-r---l----T---1---r
roo 150 { KNOTS) 200 250 300
rl{qrq4LLD ATRSPEEp
( co-PrLor's rNDrcaToR)
I GHT
CTION D(-6
OPERATING MANUAI.
THiS PAGE INTENT'ONALLY LEFT BLANK.
H
FL I b-HT PERFORMANCE
DC-6 sEcTroN 5 P ACE 7
0PrRATING [4ANUAL r7-7y51
"W^
DG-6 & DO.6B

&LTlii ElE E r N SJA!!AI| ON _CAL_IFRATION
Sq-!lLS_I_i__ry!E!4AL EfAIic souRcE qagal{s UonUA!SI4I_16_!A!&6j

300
tl
2*
:
r. l rr_!,,
\ :: t\
200
: \:l
')
u
_t\
I (
C
t.:
:: \- )
r50 t\ I
,,1,
,,,1',,
,,'1,,',
:
:: :lr. ::
,l:: :
roo I il
, ,1,, I
:l ': tii
il:::: tl::.: lrj; i:l
I
LT t5
ltal
:
iJ:
:ii l
Ji
FLAPS AND GEAR UP:I illl i1l i +li I
lril ,it trii
i:*l ;rlr ti
50 :LJ
400 300 200 roo o ro0 200 300
PRESSURE ALTITUDE CORRECTION (FT,}

TO 8E ADDED TO ALTIMETER READING
FLIGHT P ERFO RMANCE DC-6
SECTION 5 PAGE o
Lt-Ly't OPERATING MANUAL
"u{^
o
o
o-
o
N
=
o
o
o
o
N
E
o
o
z o-
o
0 N
z
o
o
g
zq u>
o
l- E
& o
ct z Fr
o UI
o F
UI
Ll
=
o o o
z
n ol t 'l
Ui
tol zl o ol
rrt l4l rl o
=
tl z. (L : F
otrl
edl
=
t- ?t
ul 33 ;
=
o
UJ 15
;r
;F,
J c EI
J <?6
=Yr
r (tr
F z lEa
an
z F
(n
F;-
5; o o
a
=u ; o
G da J
F
o ts
o
idJil o
ii
2
J
ooooooooooooc)
ooOOOOOOOOOOO
NNNN -oo@r@6coN
FL I 3HT PERFORMANCE
D(- 6 sEcTroN 5 PAGe g
OPE] R ATING MANUAT 1t-L>51
"W^
2 o
o o
o-
o
o
@
N
E
z o
o o
z o-
o
N
o
o
o-
!
7tA
:t2o
u!
6 F
HF U
o
-l o
=
J
_;lat) E
--.rl o
<l <) 6i
o l
ol E
o F
o
o o- ;
HEII @
g
0
Z^-
@o
9 J
= FF^
#ga
tdl
?
9
-
:
ooo
zzr
YYO
lF=
ol >;
sla F
oFo
g!=
e-13 =.. o
z
EO o
u cE- o
lC o
@A i=-
<E
J=
**=
{>o uuo
uL&
o
o 
E UO
96 FF-
i= =:P
o
p>>i
UE<
I = =o=
j
oooooooooooooo a
OOOc,OOOOOOOOOc)
6$oN-OO@F@6$oN
NNNNNN_
FLISHT PERF 'ORMANCE
SECTION D(- 6
5 PAGE 10
tt-15-5t 0PERATING ilANUAL
"t{^
=:!
33
@
o
;o
;P .r,H9EA{ JJO-l)iV1 -tV8n1CnU ls Nr tit o
-.++++- I
I N
o
{
o
gt o
TI /
crl @
@
-t
uJl F
I @
o >= F
=i )
oo
z
U I a l
@
@
?l FU
--F =
U F zU
..1_
l E
FI I @
I
-.o
tx =o IU u @
#t az * oJ gl ol
uil <U G Jl
o-l o N
oU ol
ol t
@
ol
PI 5l @ o el
-l
ol o @
ol ol FI
rl
al
-t l F ol
6l f
@
F ;l
=l
I
=l
rl N
@l
OI
]'H9ll/\ 9NlO ! v-l EI
o-l ol
I lvunlcnuts xvW
I i
I
N
=l
;l<l F
=l I o
t F
o
o
@
OOOOOC,OOOOOO
COO()OOOOOOOo
OOOOOC)OOOOCc
qN()@@$NO@@VcJ
NN
FLIGHT PERFORMANCE
OPIRATING MANUAI. rL-15-5t
^${^
og
OO
ti iil' t'I iii il o

zi, )n 'd l,,il
oB
aa
+,1
:rl i,;li -trl @
ii o
iiil ]I rrl l, ill
1:i l t tli @
o
1
iT rl
6 ri: ii1 !
i=f l
o
OO
U
li
U
u[ tsU 0 so
l -F
>l Uo z
rl
(9l =
-O
JE
<o2 =
L
F
E
1l
>z N =l
I
0 O= o rl
Bi ei(,l 1 ol
Jf, o ul
(/,l I 0 yE o =l
z 6Uc
=l
EI o o0F 3l
z F? o ol
El
rdl ts ol
o-l J -6
I i l>
EI aa
rl =
<o @
F
xl
=l I rt
<t [, i il
ts
=l t N
F
o
F
I
I rl/i o
@
(o
o
ri
o
ooooooooo9o9,j
6ooooooooooo
S6ooooooooooo
+no@@\tNooo!tN
NNN-
FL IGHT PERFORMANCE
DC-6
sEcTroN 5 ?AGC'llA
3-2S-52 0PERATING IvIANUAL
oP
"uh
6o
oB
E
G
z|'
o
o
-o 1H9 l3/ll Jlo- av v1 tv un 1C NU-tS hlnt l I x vfl
00
ZG
:1i @
t;, @
l:l
@
F o
I o
i-i ii ;i I oz )
ll F
=a
E
1
= F
ooz
ooE 1
@
Y Lc=
U
g
F o
I x= o f
(9 @ a
oE
frJ
el
;
=
(, ol
z
; -lzl
tll
@^
@A
6
E zl ::: fH9t?t\ eNt0Nvl tvunl.cnSl.s llnntxvn
ur ul I $O
(Dt* @O
(ol " 3
\--
orE il
ol "1
N
o!
uJl o
a
a ;lul E
33
(=r zl
_t
tol
o
=
& I
@Eo
U I
No
(L z.l o
ul
I
nl @
fl
=1 F N
.=l F
xl
-t
<l
,
F F
=l I
z N
F r
E
L
o o
ts
U
z @
I @
z
@
@
$
o
o
o
o
o
o
o
o
o
o
o
o
o
o o
o
o
o o
o o o o ) @
o o o o o o o o a
9
N
o
N 3 I \i I 9 @ @ I N
DC-6
OPERATING MANUAI. 3-28-52
^W^
THIS PAGE INTENTIONALTY LIFT BLANK.
reW I
FLICHT PERFORMANCE D(-6
sEcrtoN 5 PAGE 12
()PERATING MANUAL ,*U{^
tl-L5-5L
o
I
o
i
-i
l t
tf ]I
\
1
I
*l l
t H
4fi *G
esl
'+l ri
ol
ml t'sl
vol
lDl
ttl. I *lzl I I
{-ri Fi
nt rl ^"r!
*qi
ul
di #i
I LQi
(ol
ilLl
OI i,LI
i
o
rl
=
ol
ot
L
r:i Ol
I
iri; opl
r
oil
rr-r I
3l *
F
3-!
i:ii F
N
ts
l=
C)
L
::f
fitl iJi Li::i: ri
@
6
(9
# (
o
I
o o o o o o
o o
1 t 1
(Hdt{ }
3
o
( 51oNN )
o o o
o o F
!
033ds8lv o3MloNl
FL IGHT PERFORMANCE
D(-6 sEcrroN 5 P AGE 1J
OPERATING IUANUAI. tL-15-51
^{fl^
Dc-09
DG-6 HTRE S I{OW DG.6
p6g
APPROXIMATE E0s
Att STAI-L SPEEDS ARE POWER OFF 14 % C G
ZERO THRUST
t30 r50
-
t40
r20
u,
Ll
TI
I TI
o
I
ilo ol
ul
g
G
ul
(L ul
6 I ol
(r 120
al
r: ol
ul
F
l'* rro EI
ol ol
=) 90 =l
80
70
65 70 75 I
G ROSS WEIGHT rooo LBS.
FLISHT PERFORMANCE DC-6
sEcrtoN 5 P acE 14
tL-L5-5L 0PERATING li{At{UAL
^W^
o
o
t!
lr,l
\-
qC
(,
U
o9
ul
J
o(,
NZ
oc
J
L
o
2
g
F
o
c o
u o
F
ol
z 4t
JJ
6
(Dl E,
(ol o sEi
OI
sl o(,
dpl
ol al
.61
ul
^=l
qol
Y- al
= Hol
EI o
u
EI
ol
o
o
o-
(.: o
= o
6t
F ul
U ul
xl
ol
ul
o ot
Jzi
<t
.ol
ui
o ol
--l
ol
zl
<I
o
o o o o o o o
c o
(Hdnl
: 9 o @ N
I I I I 1 I I
o o o (SIONY) o o o
N-oo@ts
03-idsurv o31v3roNr
FLIGHT PERFORMANCE
DC-6 sEcrroN 5 P AGE 15
OPERATING MANUAT 11-15-51
^W^
DC-6
VI CRITICAL ENGINE FAILURE EEEEO Vr
8 000
7000
600c
5000
4000
3000
2000
r oo0
64 66 58 70 72 a4 76 7A 80 82 84 a6 aa 90 92 94
GROSS WETGHT (rOOO LBS )
V2 INDIqATED,CLIMBING SPEED v2
Taxe-orr colrrreu nltr or.r
KNOIS
rro
r25
r05 t20
roo
"1
llO
95
ro5
64 56 68 70 72 74 76 78 80 A2 A4 86 AA 90 92 94
GROSS WEIGHT { IOOO LBS)
CONDITIONS:
ZERO WIND
NO RUNWAY SLOPE ENGIN€ R28OO 834M3
PROPILLER 4386O/ 68954.8
HARD SURFACE RUNWAY
STOP DISTANCE FROM CRITICAL €NGINE FAILURE SPEED
EOUALS DISTANCE TO CONTINUE TO 5O FT. HEIGHT,
WING FLAPS 20"
FLIGHT PERFORMANCE
D(-6
sEcTroN PAGE
tl-t -rL 5
15
OPERATING MANUAI
^W^
DC.68 WET
Vr C R IT I C A L.E XSLNE_E4-LtIJEE_SEE E O Vr
8000
7000
6000
5oco
4 000
aoo0
2000
I ooo
S, L,
70 72 ?4 76 7A 80 82 84 86 88 90 92 94 96 98 rO0
GROSS WEIGHT (I OOO L8S,)
V2 INDICATEO CLIMBING SPEED Vz
TAKE.OFF CONFIGURATION
KNOTS MPH
r30
rro
ot 125
FI
r05 r20
EI
:lul
ro0 r5
3
|0
=l 95
ro5
80 82 84 86 88 90 92 94 96 98 rOO
GROSS WEIGHT ( I OOO LBS.)
CONDITIONS:
ZERO WIND
NO RUNWAY SLOPE €NGrNE R 2800 CB- r 6
PROPTLLE R 43E60/ 68954.3
HARD SURFACE RUNWAY
STOP DISTANCE FROM CRITICAL ENGINE FAILURE SPEED
EOUALS DISTANOE TO CONTINUE TO 5O FT, HEI6HT,
WING FLAPS 20.
FL I CHT PERFORMANCE
DC.6 sEcTroN 5 P AGE U
OPERATING MANUAL LL-L5-5t
"W^
DC-68 DRY
Vr CRITICAL ENGINE FAILURE SPEED Vr
8000
7000
6000
5000
4000
3 000
2aaa
r oo0
SL
64 66 68 70 72 74 76 78 80 A2 84 86 88 90 92 94
Gnoss nErGHr 0 000 L8s.)
v2 INDICATEO CLIMBING SPEED YB

TAKE.OFF CONFIGURATION
KNors !1lI
r30
r ro
r05 t20
r00 l15
95
lro
lo5
64 66 68 70 72 74 76 76 EO A2 84 86 8E 90 92 94
Gioss wErcxl {rooo Lgs)
CONDITIONS:
zEa0 wrr{D
}{O RUT{WAY SLOPE ENGI R2800 C8-r6
PROPTUEN
'{E 436GO/6A95A-8
HARO SURFACE NUNWAY
STOP OISTANC€ FROM CRITICAL E'{GINE FAILURE SPEEO
EouaLs DtsrAt{cE fo cot{Ttr{ut To 50 FT. HEtGHT.
WING FLAPS 20"
GE
THIS PACE INTENTIONALLY LEFT BLANX.
-q
FL IGHT PERFORI.IANCE
D(- 6 sEcTloN 5 PAGE L9
OPERATING MANUAI. Lt-L5-51
^$fl^
DC- 6
TAKE.OFF PERFORMANCE
MINIMUM TAKE-OFF RUNWAY LENGTH
EASED ON EITIGINE FAI LURE AT V!
8000
6000
u
o
3
; ooo
o
o
z
4
F
4
ooo
o
i-
o
z ra
Y 2
i +
cJl o
r0
=l ro
ol
<l 2A
ul 20
II
30
30
40
40
50
r ooo r 500 2000 2500 5000 3500

DTSTANCE TO Vt (FT.)
2000 2500 3000 5500 4000

olsTANcE TO V2 (FT.l
2000 3000 aooo 3000 6000 7000

RUNWAY LENGTH REOUIREf, .FEET
cqir !!.Ll-grs.: ilo?E:

5O7O REPORTEO XEAOWINb
NO RUT{WAY SLOPE AT 6 FOOT HEIGHT USED IN
HARD SURFACE NUilf,AY THE OOI{STRUCtIOt'l OF TtllS
STOP OISTANCE FROT' CNI?ICAL ENGI'{E FAILURE SPEEO CHANT.
EOUALS OISTATCE TO OOTITINUE TO 50 FT. HEIGHT.
€NGINE R28OO 834M3
PROPELLER CURTISS 744 A A36
FL I GHT PERFORMANCE
sEcTroN , PAGE 20
D(-6
Lt-75-i1 OPERATING MANUAI.
^${^
DC-68 wET
TAKE:OFF PEgfORMANCE
Sooo
1l::
7
6ooo '.::, l.::,
7t i flr
4000
2000
:t.
l]::
S, L-
i+r *r + 4 i:dl^;l
-ol
I 4 ;
f #
T+
@
F
o
z
3'
iii
odl
z,.1
= : :l
i <i
r'oll
t :t:,
i t0 2
i .al
5 5
o
ro !O
30
4O
2000 3000 4000 5000 7000 8000
IAKE.OFF KTJNWAY LEN
CON DI TI ONS: EilGrtrE R2800 c8- t6

HARD SURFACED RUNWAY PRoPtLteR 43E60/589sa-B
NO OBSTACLE AT RUNWAY ENO
wrNG FLAPS rN TAKE-OFF pOStrtON (2Oo)
STOP DISTANCE FROM CRITICAL ENGINE FAILURE SPEED
EOUALS DISTANCE TO CONTINUE TO 50 FOOT HEIGHT.
NOT E:
50% OF REPORTED HEADWIND AT 5O FT HEIGHT ANO
I50% OF REPOATEC TAILWIND AT 50 FT. HEIGHT
USED IN THE CONSTRUCTION OF THIS CHART.
DC.5 FLI CHT PERFORMANCE
SECTTON 5 PAGE 2r.
OPERATING MANUAI- Lt-L>5L
^W^
oc-6e Qnv
ra KE- !EE_e EEEOS_IIA r{_g_E
MUM T FFR
ts
t3
5
o
E
e
2
F
zSl
a
,*Il
Jol
F
oz c odl
z-l
ri<l
'otl
I ;ozl
{ tc .>l
3
o o
rO tO
?a
20
30
30
4O
40
50
2 oco 3000 4000 5000 6000 7000 8D00
@BED(FT}
CONDiTIONS: ENGIilE nZeOO G8- r6

PRoP€LLER 43E60/ 6895A-8
HARD SURFACED RUNWAY
NO OBSTACLE AI RUNWAY ENO
WING FLAPS IN TAKE.OFF POSITION (2O")
STOP DISTANCE FROM CRITICAL ENGINE FAILURI€ SPEED
EOUALS DISTANCE TO CONTINUE TO 50 FOOT HEIGHI,
NOTE:
50% OF REPORTED HEADWIND AT 50 FT HEIGHT AND
t500h OF REPORTEO TAILWIND AT 50 FT HEI6HT
USEO IN THE CONSTRUCTION OF THIS CHART.
FLICHT PERFORMANCE
D(-5
SEcTloN 5 PAGE Zz
LL-75-5r ()PERATING [IAilUAI
^W^
.& EO
H=T ; I IE
o
OE
o
lii:n:q o
IT
e
G
aiiEir:
:nP=:Ie
l3
IF
ooc-u0o ls
oo
.E
=
c
lr
c
lr o ;r
F
tr
: ,l
oi
tt oi
L ol
o -:l
.ot
ll
Ir o
u
U
Fl
rl
I
ol v c
o el
N
F c
F z 'l
z o
: ! ol
J ol
C
o
tr
U
F
a
G
u
o
o o o o o o. o
o o o o o o o N I
o o o o o @
@ F o sf 9 - -
.
-e
,=
++++$1++;
'++t+++i+*it
tL:llJ ) 30n-tl11V OUV0NV1S oooB
-O02 Y
0rrds I u,l tr9
DC.6 Ft- iett pERFoRMANcE
SECTTON 5 PAGE 21
OPERATING MAI,IUAI. Ll-L5-57
^W^
>i
i=E
Go
zl9:o
; o
l
ol* - z
-lA >uo ;l 5ts
ô
x@ !1,3_.3g:
6r
ile I x r;
El; o z < <
l :l J
zl GoJuo = rl a
z;: 31..Io()
6q o
:E
=l
rDl
{( 6
-l
rl ]L
ol -lr0-
+
-l =li'
ol
url
Ei
cl
,*/ o
I Gt
Jl
I I
ol
H ol
(ot ol,l o oi
,lrl
*t Fl ts
el
ul
,l
FI o
zl z
a
uJt
ol
=l
:f F ol
url 0
u'l
sl 1+
ol
()l + F
lrJ I
al i o
ts
\-l
I
a
o
o
o
o
o
o
o
o
o
o
o
o o
o
o
o ) o
N 3 OI
o o
@ F s N 9 @
:
-c
(].tlj ) lorulr]v ouvoNvrs o

o
o
o
3
olrds snlrc
FLIGHT PERFORMANCE D(-6
sEcTroN 5 PAcE 24
1,t-t5-5L OPERATIilG MANUAT
^H^
=i
pB
EH
6
zi) +
6c o
;E
N
o
o
o
@
@
@
o
€
@
a
:
NO
@J
o
o
(o
oo
I
F
o I
o @o
.U
=
@@
FO
g
o
N
N
F
@
@
@
@
a o o o o o o o o o o @
o o o
o o
o
o
o
o
o o
o o J
o I 3 : OI
o
o o
ts @ o n N
(rltJ) ronrrv ouvoNvrs

9
M
oooob
N-ooz
-c
-v
orSds€tt nc
FLI qHT PERFORMANCE
#^ DC- 5
()PE R ATING IIIANUAL
SECTION
t7-75-5L
5 PAGE 25
t&
o
,
d
E
t
E
oo
Zi
7
I
2 o
o
,/
I
TD 2
:
=
o
l!
o 2
trj
F ;?
E Nq
L > o
t! o
;2 a
oi o9
fl ul
:< -
F
3l I o9
F
z )1 ]
F
z L1 ;2
td tsO
c
?
(,
=
l! I
"1
U) F
J
z - z x
F
r
z
o
/ ts
?
@
{, o
:il
o
o o o o o olooo
o o o o o o o - N - or
o o o o o o o o -o
@ F n c N -E
h1+/fl+#i+l.@-o
(r:tJ ) 30nr.r11v cuv0Nvls oo95
-o@z v
ollds 8w llc
FLICHT PERFORMANCE
sEcTroN 5 PAGE D(-6
26
LL-L5-51 OPTRATING [.IAI{UAt
;g t [: '"
oo '
o :-
F
il;i* ii
E 9
a
F E
=H o
zi
9
'lli
*. @
o
;
t: i=
it @
ii o
L
o
ml {,
N
o
:l=tol / I
*l
l
;l
I 6rl @l
i ool
I ol
ol
!l[l
cnl ;l
o
&
ol
pl
rl
o col
@ul
Yl 3 =l
3l El
=
@ .Bl
@61
= El
J
o !
ol
o
@
=l IJ
'. ,l
EI
o
F
C
ts
N
F
ilili
ll ll
o o o o o o o J o o o
o o o o o o o o ! N C)I
o o o- o o o @
F o o * N 9 ,=
@
ffi
ooo06
(LltJ) :lonrllv ouvoNvl.s N-ooz
-!
olrds 8v,Jn9
FLI GHT PERFORMANOE
D(-6 sEcTloN 5 P ACE 27
()PERATING MANUAI
1 1-15-51
^W^
E9
u u- t
G i:d +
3 ..,o12
7 F
; oi .iI
;lii?R:?
o Yl
s-! ;5'ii
ol ;czdc:J
,!1 : Ei;3"5sd
-l nc n€o
oB
o
9
@
o
I
&
t
rnl
ul o
*l
=l
UI
a
:
I
v.i
f,r
I E.i
6,)
ru
erl o
F *l
It o @:
o
> ?i
@
F
u! & I
eo a c9
<l
!-l o OU
@ I 3
F'l =
@
o ti
sl
sH
&
=
o I
6! o
frl o
ol
6
6l
()I
N
UI
.,l o
E
ts
N
t-
o o o o o o
o o o o o o
o o o o o o o 9
@ F @ o + N
(IllJ ) lonr.l.'lv 0uv0NV.l-s
oilds sv\lrrc
FLIGHT PERFORMANCE
DC.5
sEcTroN 5 PAGE 28
tt-L5-5L OPTRATII.I6 iTA}IUAI
^W^
@o
+ ."*
6g , lx
o t;
fgo
'c t; af* ,.o*
::loz<;u< o
5 ld ;ld< r ;[J NA
EC T<
*1i"" nY*-'
.<lYuJ ÊJ E
Yl,:r':<=a<
Ll-50 duo ru^
u-l 3l6do o*o u o
oB o
zd o
@
o
6'
tfl
_; cl
o
(j
u
C]
u
I-
F o e
r 1 @J
@o
F u
u
o
o
trl @=
6
= ,i, o F
ED )< I
(o
t--
I
* c9
@U
oI
o
o Z =
=
o 3B
(.' J
a u o
@
o
E.
@
I F
F
0
t-
p
o
o
o
o
o
o o
o
G
o
o
c
o
o
o
o
o )o o
I I
o 9
9 II
o
o o o o o o
@ F c N
lif }*"#&rf /.-14*+"+#+f i.€
(l.llJ ) lon.trllv ouv0NVrs ooooS
N-ooz
-Y
0llds Bvrl r'19
DC.5 FLICHT PERFORMANCE
sEcrlON 5 PAGE e
0PERATING MAt'lUAt L\-t5-5L
"W^
.x
;g er Ei
oo
oo
Ct ;Ei:;e:n-
G
EIE;: Bi:qg
iilaao 6Eo u o
00
=c' o
ae 9
@
o
@
o
{o
.:'-'lt2 f\,,,1;,,', irij i; rt
l-i;; :ai:
I l::i
N
;al o
H --L4
rl:: E irli ,i::
'l lr''.
:I t'-)11 :
a -|. r ,l ii I
FI -:-il-* : :ii: ;l6l
<t /-..11i'J !! :ig lr.r r ff:
t-Llit
rt rl Alilt
::))4 liii
*
Ii;,. :;il
'11:
ot
Ei
,ffii o 1Li @
=l 3l :-# c +i; li.rl

@
;lol
(Dl \(l
fl fll '..)i 6- F
o. ii;lr
-j
ff
:iJ
.lr
- ?
?, ijI iil: H @
sl
3l sl * t'; @: +
1il l
L.]-
[.li N @l
= L-il n., 6l
sl /i: t, -;, o ol
Hl i)
:
o
lr
i',ii
ir_;1
lr ii o
El
ol
o
ri,l
. ::
.J o
F
r iii
o
N
=l q
F
N
F
o
ts
o o o
o o o o
o o
o o o o
o o
o o
o
@
o
F o o rt
o- 9
ffiRe38
FLIG}T PERFORMANCE D(-6
sEcTroN 5 PAGE J0
LL-L5-rt ()PTRATII,IG IIANUAL
t
]o lg
!:: 'r
o')
t; :llil-=t
:l Fz<NoJ
o lr
F
l=
al
=:iri:
;36:ra
:l ." tsoo
uj
oB
l' 3l
c
o
zt
N
,,)1. tl il o
fl 4fr:i ;iii o
6
{D
? :;?
:
=
o Z
@
o
r :i 'ff,"" @^
o @u;
U 1 o
F
CO
E fi. I @o
E,
o u
u
il i
o :
c) Ia n..t ;
c
a
N
oFx
o
@ )a o
I
C) F -u
3=
o F =
-
@
6
z
u oO
a
(=, c I
?
:
FE0
t:
u-)
:P
F
a n: I
I
E.
u-
oogooooo o
oo9ooooo
oo9ooooo
OF9Os}nN-
J
o :
a
Ms o
1 : o
9
o
o b
2
Y
ollds By'r r13
FLIGHT PERFORMANCE
DC-6 sEcTroN 5 PAGETl
OPERATING MANUAT L7-t5-57
^W^
r0 q
o u2 +
f ] lci
gl :toJz
F
F 6l ';.- ,
;t J
!li;s-::
9l i*zccJ
!t Ea Ll'ioo<<-
2l t ruo
tr 3l."Loo
<t
zt o
N
o
I
EI
o
il @
@
1 @-
a
@5
EI o
E. g
o & N
(D ql o @F
I
@ Fl 0 0
I ul =
@ 53
Û
o >t ,/
o = a
o
= @o
FE
;lal o
o
F
2l
q
F
Hl
N
ts
Trll tit,,
l lrr ililfi riillrfi
!ll,i
:: li;l i, llir I o
N
o o o o o o
o o o o
o o o o -::ooooD N - o-
o o o
o o o o o a - -o
o o
F tt N
@
oooqB
N-ooz
o;l;lds gnrlc
FLI6HT PERFORMANCE DC-6
sEcTloN 5 ?Ace 12
tL-ry51. 0PEIAIING [{ANUAI
^W^
o$ * or
ut cz
5lE :kt * , ;o.
oE OlFo d z6c
:ioz<;u< o
EI: ;l<-*;!p" ,
PIE:: gi:
e t3 dts
uj oLo
IE
ots
zd l' =lnoo
o
N
o
ml
I
flol @
@
-:
y,l @@
@O
EI
rl iri
o
o
: o:
EI Ei F
:o NI
@0
u
ffi 9 i
;l;l c
I
fit o
60
o
@g
=
@ F
=
-
o
@
EI I
F
tii
il N
F
o o o o o o o )a o o o ts
o o o o o o o I 9 Cr
@
o
F @
o o
rt
o o
N I
,
a
ffi R
o o
9
o
o o
z!
03lds Bltr l'1,
D(-6 FLIGHT PERFORMANCE
SECTION 5 PAGE i3
OPERATING i,tANUAI. tL-7>rL
^W^
:o
oo
aoo
Et
a
P" [9
atElrek^
tl*E1 5E1-o
oo
=E
zt B13"" ifi ] ""
9li;;e!irs
:l ooduo iu
S1.".*.".
I
/ I
.D I
z
J 1
O
L
o @
a
a @
c^
& 1 @3
I o 9
E u N
o ? C
a
@p
U I
(o 0 I
@ ;,:1 6[
F @}:
(,
I
=
@
I
F
a Z @
.s
= Po
? I
(5
z
a
__t
Z
tr
,/
o o o o o o o
o o o o o o o J
o o o o o o o a
@ F @ $ N
(rlli ) l0nrr1'lv 0uv0NVl-s o

I : o
o
o
o,
F
o
zY
oltds 8v'J rrc
FL I 3HT PERFORiTIANCE D(-6
sECTloN 5 PAcEJlf
L1-L75L OPIRATIl'IG IIIAilUAT
^$fl^
DC-6
4 ENGINE RATE OF GLIMB

(ENROUTE CONFIGURATION )
24000
22000
2 0000
r 8000
I 6000
r 4000
r 2000
I oooo
8000
6 000
4 000
2 000
74 76 7A 80 A2 84
cRoss wEtGHT ilooo L8s.)
CON FI G U RATI ON: ENGINE R28OO 83AM3

GEAR AND FLAPS UP moPEtLtR 43E50/6695A_8
4 ENGINES AT METO POWER
COWL FLAPS = +4"
tAs = t56 MPH ( r35 KNOTS )
DC-6 FLIGHT PERFORMANCE
sEcTroN 5 PAGE 35
OPERATING ITANUAT tL-t5-5L
"W^ 6
;g &O F
UZ
3v
oo o
tri o+=
ol
2l tet
5l cI =5_Lor o
=3.
2c _El
. R9 "
el <<ilo
,
rl 3d"31
EI
o
: l' J-. 9
a::.
ôl
uL @
J o
f oo
i 6a U
=
@
F o
E
=U
L
c
I o
1
o
o
o
:_+r :
@
CD E F @
z
=
o -- );
-o
= @
@ ol
= 6 ol
,l
tr r a--: ot
o =(, @
ol
o
Bl s f,z I j t -l
*l
,'*t < o
5i r '.,
N
@
rl
i! H ul
z t- t o =l
CI
= I - @
ol
z E t,
oi
cl
irl td @ or
F.
sf I I
T { @
t I
N
I
I I
t+ / N
I I N
ts
{ o
I t,
@
I @
I
I I t
I
ooooooooo
ooooooooo
ooooooooo
$No@@$No@
NNN-
FLIGHT PERFORMANOE DC-6
tEcrteN 5 ?^c836
LL-t -5L OPERAIII'lG ilAllUAt
^H^
DG- 6
3 ENGINE RATE OF GLIMB

(ENROUTE CONFIGURATION)
5
o
f
F
F r4 00
J
6
E
o
z
r oooo
64 66 68 70 72 74 76 78 80 A2 e4 86 88 90 -a2 9a
GROSS !VEl6l-iT (rOOO LBS )
C0NFIGURATIONI ENCTNt R2aOO 8lAM3

PFOPELLTR 4lf 60/6895A-8
GEAR AUD FLAPS UP
3 ENGINES AT METO POWER
I PRCP FEATHERED
COWL FLAPS : +4o ON OPER. ENG.
COwL FLAPS . -40 ON DEAD ENG.
IAS . I56 MPH { I35 KNOTS )
3
D(-5 FLI CHT PERFORMANCE
SECT|ON5 PAGE TT
()PERATING MANUAT LL-15-51
"W^ 00
zz
P3
EO^
U<o
oo ouE
tr ooi)
t= -Z
EC
E 3:^66:
.t-*+$ii
=E
ZE il :iE;;i
d
ol *><aa:
Ê+
; -
-t
tsl o-u<(-
z'aLJ)@
#l <-^rLo
:l -95-.,,
<=tr==,^
rl u-cooi
zl oo-oo:
ol
lr
z
=
3 o
{-) - @_l
o
c.
:f o
I 65
9! "r u
vi l--
,'.-! < z.
;
$:
oi * $ o:
UJ u
Z F
;
B
O
(5 O
ztrJ z
L
E.
a
:o
I !.
I
o
N
oooooooooooo
oooooo6o6dod6
9NOO@tNO@@sN
NNN_
{133J} 30n1r-rlv 0avoNv].s
Ft- IGHT P ERFO RMANC E DC-6
SECTION 5 PAGE ,o
3-7 -5?- OPERATING MANUAL
"\{^
DC- 6
2 ENGINE RATE OF GLIM

(ENROUTE CONFIGURATION)
?0coii i
r 800ar
r60r)o
t4000
r 2000
r0000
3000
6CCt)
/rA5a
7000
SL
64 66 68 7A. 72 74 76 78 80 A2 84 e6 88 90 92 94
GROSS WETGHT {IOOO LgS.)
CONFIGURATION: ENGINE R2AOO 834M5

PRoPELLER 4f,86o/69954.8
6EAR AND FLAPS UP
2 ENGINES A-i- METO POWER
2 PROPS FEATHERED
COWL FLAPS : +4o ON OPER. ENG.
GOWL FLAPS . -4" ON DEAO ENG,
IAS = 156 MPH ( I35 KNOTS)
FLIGHT PERFORMANCE
DC.6 sECTION P ACE
OPERATING MANUAT LL-L'-5L '9
"W^ 0 0
z z
U U
E o_
U <o
o; c UF
EO oo
L o.o;
lou-
@-usl
cor+
<FF
-z
6Y
iB
r=
oB n
ot
at
=li r
-l o
3l= a r
H f; s
<
I
t-
JO
LO
?lr; E:
ll o o o o 3i
ot
ol
o
9
o
o
@
o
o
o
@
@
dll
zli
--,1 9 @ al
olE @
el
Ll or ol
ol r o ol
ol
:I
I
N FI
rl
EIpIaT @ ol
.l
UJI
z_l\ o
q =l
al
ol
2lg
ul u trl
@
ts
ol
NI
@
F
c
F
o
ts
o
@
@
@
o ooooi
ooo0-:
o
o
o ooooa
o
No@@( @@9N
N NN
FLICHT PERFORMANCE
DC. 6
sEcrtoN 5 PAGE 40
tt-t>5t OPERATING MANUAI
^${^
n@
Oo
o
Ou
E
klr,=ru1o 9
\,
E
=ril;=
El
ale Ir;
zs
oo gl;3: r
ZE
31" "., o
@
@
N
(o
ts
rf
N
N
F-
o
ts
cot o
(o
3l
Jl
=l (o
ol rl) EI
YI
q-rl ol
-l
ol zl (o
EI
ot
-l ul
zl =l
N al
1i (,
EI
@
co
o
\t
o
N
n
n
o o o o o o j o O
o o o o O
(f
o : ? o
o O o o c) a HdW
@ F @ o n N
O C C
? o @ 5r0Nx
FLIGHT PERFORMANCE
D(-6 sEcrroN 5 Prceltl
()PERATING MANUAT
tL-L5-5L
a@
^W^ E
U
o
=
-o
OO
l+h
zl ts (r)
,, :
O@
o, - >" z
Eq
E
lig :s a 3
ori' j,(:
uj
zu Ele, [,i
oB
ze bi; i t fl
6l < o L (9
ol
o
o,
(o
<,
o
tu
@
{}
m
ml 0msi
FJ
-
\-.l
r--r €i -o o
tr:l -ll 19O
*l ()l ts:
*l *l
gl {(,
F
I
ml ts-
c:l U
.rl
*r *i N(,
=
--ri tsO
{u
(,
o
F
@
(o
N
(o
o
(o
o o o o o o ; o C)
o o o o o o o 1 : 9 Hd t\t
o o o o o
n
o 9 a
€o F @ 6 $ N
: fu3dsEsril15Ssmm
FLI GHT PERFORMANCE
sEcrroN 5 pacE 4a
DC-6
LL-IV11 (}PERATIIIG [4ANUAI"
@@ (r ^W^
u
Xo o
0 =
oo
o@
zl*"2
l*e
6f
E 3l;4;
<l o a 6
i !J
=l ,; - o
=t
90 ol ; J o. E'
zE
eO bl;s () L (,f;
6l
ol =: o
o|
t<J o
u(.]r
*- @
ctr(J
F
ffi
N
m
o
@
(r)
a
ml
c)t ts. :l
t,El
EI JI o
ot
ol
ol
*l (o
'lffil (9l UJ
&
j
t* J
Fl
a,
I
CIl
r I
zl @
t ol
F
ol -!nl ul
r:l zl :l
=!
<l N -l
ol
_-.!t E F
CI
J
() :1 5l
t, o
ts
tj,
(o
rt
(D
:l N
I
!::
[' o
(o
c) o o o C) o o o C) o
o o o o () () _i
: ? Hdn
o o () o 9
.l
o ts (o 6 I N
: E ; sloN,r
6'lES-,rn5
FLI GHT PERFORMANCE
DC-6 sEcrroN 5 PacE 4J
OPERATIilG ITAilUAI Lt-L,.-5t
60 ^flA A :(n
[ +0
=i < k<
@@ dJr ulJ
rr
@
qB
Yu
Xo
l* s:
zl Xo Lo
,l Eq
G
Elst ir I s
z4
e*
zi
5li :'i;
slfi ff 1f,
EI" O L., o
@
@
ts
@
F
ci
F
N
F
o
N
0ol o ;t
ol
(o :l
=l
-t ol
-;l
(Jl (3
ol
ot
(ol (, :I
r[!l-l -t
url ()! II
<i
ai (fI $
@
gl
ul
e1
iLi =l
ol
N
ul (o oi
<t ol
ri
ot
o
(o
!o
6
$
6
N
la
o
o
o o o o o o o j o o o
o o o o o o : 9 maE
o o o
(l
o
rt
o
n
o
N 9 a
@ ts @
m
:qBEmm;
FLIGHT PERFOM'T}ICE D(-6
sEcrlor. 5 ?rcE44
tl-15-5L OPENATIIIG TAI{UAI
o@
A:O
lto- *e ^H^
G-
o$
i1 31
H* t*
$ JIJ
o) cii o3
Oo :t*3EB
ot -
<t
E tl.-l g? s g
aj gl .,_o uo .,
Zg ol o o. E
68
ag
=
51fi fl6 Lo
1ff
51" o
ol
@
rD
:r.1,,..1,,,.l.i,,
=i::. li;;l:;.: ro
@
::r:
a: all
@
N
@
t: t
o
(D
',, -
Gll 1: .: t-,,
:a @cl
e
=l 4 Frl
ol
qfl :::,
{=t.rJi..ri;,,, ..{,Y
ool
F-l
ol
dt.rl
(ol <l rl
J
rt ol
F-l Ui
#El 1:1,,.,1,,;,i ::, =l
o-l
<t {: ::::
.4
z
-j
s3lot
cl
ol
o
F
;,,,f-.,
I,::
t
.-:-
7
Irr,
J #
ao
r0
(o
(o
t) ,t.:1,'iibE 4 .t,J:..,
'/13,.:1,-; ,,.i,,,
lJ
\r-
ro
)
,t
7I
a
E<
U{J
=-
o'-
cE()
# N
(o
o
(D
o o o o o o o o j o
o
o
o
o o
o
o
o
o
o o o
o o gt i : : Hdtl
o F (o o rt
C>
e 9
o o Smirx
: I
D(-6 FLIGHT PERFOFMANOE
sEcrloN 5 P AGE 45
(}PERATIl{G MANUAI- tL-t>5L
@@
^t^ a;6
sa to-
U< d<
6O 3J uiJ
o$ OL uu
o I JOJ
oo d'o o=
o@
2
ro
1-t) o-()
Ei c
G ;
g
E!ilB3
io ilo,i, '
=t
qO e 2 o r(ts
zg u *uJU
2 0 il(,
c 0
C
o
o
E o
U
li,l.,,' ,ll o
o
=
Its t:t:l:.l I::.
o -ll ,:,.1,,,. 6
$0-] 'lVHnl.0nuls xvl4
@
:1H9r3,11
\f
{0
i
I
I
1:i t N
'fi:,1, , It':
\
6
{ 4i
o
6
1l
1l
ml (o a
>l =l
: ;l'--r- LI
N qt
ol
-:!
rl ol : ,)t :::.1;t; :;i: -[;
)a I o ol
ol
F
3l sl i i;:
;]
rl
(ol <l iit i ol
/ F
ul
3l El t
=l
N
o-l 7.' N
<l EI
EI
:t,: ol
1l i:
N
I
l
:l iil:
:iii ii I
' o
I
',;ll .,- G
I
--
.t (o
li @
t:
rl;
,l,z +
@
:l 4
,t$\
N
@
o
@
o o o o o o o o j O o
o o o o o o 6 o : I : Een
o o o o o o o 9 a
o N @ o <i N
o 5
: : sJ.oNv
033dS gWt..l9
FLI GHT PERF0RiIIANCE D(-6
sEcrtoN 5 PAGE46
LL-L5-5L ()PERATII.IG MANUAI.
^W^
P
G
at
^2
o :ui;
PoiS
aEIE
obo$
@
:9:
- d
s_ EHr
<r9=J*i
d_
:o Foz=Ll=
o
o
o !.3+ 3=E:E
;tJZgF- CU<E
N - <::oialo!
H:i:P*rq:38
E!440=-^Z
o
o
-t I'= "EiEEH
o cl u o >5X<N
>l a a olt?a<
<l O ts 9!s
xl
Lrl r:our- E
<-
*
o
o
l,J o
I
)t ,.:
F L-. ooeu
o - -oYc
o c+ H,U
t! o
o!9 *-3"' Fde
o
r(}
l ziu: Gu0t
o-E
lru
F
J
o^J
o
=
o
Ô of,H
FFI
tr o
5;i oI=
o o<Fo
lI. c uF-
t= 6 ^r d6
9l oLU U: zo
*U
ol
ol <u<l*
EouYl pna
=kil
F o o a' U
o >Z uL-{
o o
L=U:-^ 9./,i
6
(, -rH3S;i
EI F Ea J
3:h
oiL
z sl
2l
F UO<=
Od<l- =:O
a o
o
z
J
9 =Ixu
i=r3
zeo'a
=
l 2 =il;a
uutd(,
Fû-
=
9o l:l&r
z= oz
^J"(,F
3!l JO
6"ôz
= 1cl =L ?;ES
z
zO
sFl
oo
c) -I-b
o Fo ol -Ypo
FUT^
T Y- U -T <Y
!< G
!l l<6o
q-t .^:ue
9
r=u@
z;3 3 U)Y-r
o
o 3;l
2r;E FT. U
<lol EsBS
uluri
rlFl
o EI =5i8,
az< 5tz=
o
ol a-o
dl doEz qd3:
El J<oF r=tz
o Ltz@ F <(,O
( LJ) 1H9r3H rOOt 09 nOAr f CNV-l-Sl0 9Nl0NV"l i;l
F
IO
dZ
>Y El EI
6l zl
5l
ol
D(-6 FLI CHT PERFORMANCE
sEcrtoN 5 erce 47
OPERATING MANUAT L7-t'-rt
^X^
.ui
t
:"*l: a=tC
o 3-P=P "ioE
@ 3I:" u
3ts"t
6ouf .
6 """9 -r=+fi
. l4 <
6
a i!l F 0F--E
ZZL9=
o
= o
o
N I::E; Fs::
*oo66-J
o -diou
z g*Eiii$
6
o
o
o ilt i
=-'::
e !sFiE
sg;*3
FI
rl
=l;
xt
UI
J*oU
<-FE
ol a
ul o zo-.
o
rl ^2.-
F
FI it oo-=o
?*q
ol U
ol hr<-
t'l oi -t
oul iuo
ol oo u0!(/)
rl uoii t<rd
'ol ;l rsa F.Y
o
=l =.
obz
oi o Pob
' ocl
tll Hs=
I Ou
U'G- J
o
PEU
3i ul ? g"'3
= g5;
U;>J
ffri
cF=
xl !-t o -'[f, i 5<E
o <rzF OÛ
=l
(nl
o GE)6
ol EilS
3EE
,l 3
u:.d
udJ
o(,J
ol
=t o
-,lIIfiH
ol L4L 3:f;
zl o zt ooo @pu
<l 9
_.rl
!i":u
)=oz
>In<
=l ?- a'a
=il; o
dFl 2 uru@
ATI Fû-
1#
o
= ?Xa-
=l .z =o-
fld a^44
o o
f.l ]F
56 E;rn
u; -o
9 +-l =o
Lo FUE ^
9
9i . -r<E
o
?d X= l<6o
o
o=uo r: u(,
dl
-lE =;AB
2 U.'3
o:=f
Fu-u
o EI
o fl -rlEip 5=68
o H zl - -az < 6qz3
(-rJ) rHgl3H Looj Og lroul fgNv-Lsro gNtoNv'l
-l do;; ..'l l
:lzl r1E;
rzos
,rl -=-2(,O
Fl F<
-L
tZ ol ol
=Y ol Zl
FLI CHT
PERFORMANCE D(-6
sEcTroN5 PAGE4g
LL-L5-51 ()PERATING MANUAL
^,W^
F
o
z a
F
B5spE LO
o
o ;r+ =6ri
OI JN
o 3-g= *'=
=E
E'o^;
96o-E û;r
@
EHg*=
oL leE
o
E9
o;:o
!îl :-E*>
o
o uIo"< I=A:s
: !;:: j;[iu
o ,,r< z E oz-;L
iu<e
c=u<o
o E-9BH
u99Y-oo
o 1I
o ol !O
>l >z oL-ro
oi oF; <
Ti <*FE
o
c
o
xl z!
Fl sl -t i*, o _. |ri
()
;l oec!u
HIEE
HI EI rl 'x9 E
u o{ o Jon 0
_:l =l r'8ft ):o:5
Fxl 3Be e
Il rl *l
:l
=<'cq OI
uiur-
ii
ilO'IEIol 6
rtu! Ao E t.'=
o oio'. u9@3
ol zl o
o zL6) oôin
zl ul t ".1 :<io.
J= 5o
or ol 5l .g=f,
J+*
6Fdo io..F
<-<ll -.FEo
*t El rl o G
Û Y'
lrl
utt o o-rJ gE$q
o ?iof.i
Lilr:2
r{,.. u
ei:l -l!35i1
FIFEd r:
Yc-ril
ul ol ol FU@<
Hl;l o
o
9
a @e<F
i"6r
=g- =
lE=a
F^ oo
El o: r u!
zY aY
-t
=l
ll
,i \6q#o
Ei e6 >os
4Fu
=l ,
--'l=l 6 lo2 d
llyl I
5u; u
o dsdS
o
ri:l
'ql o
rl a
= 3
o
o
f--
9ok-
rU*G
Feiu
qp: r
tgr H
<t .^:ur
i;s
el:i s I<or
o :::d 3 lhu*
o =l;i
"'l^l
:s'" 5:4 5
rlFl z-;r
lel - az d 53os
o
ol
cl
ul
El
o 16
cocz
<a
J<oF
<
-E-i
-zl
I--r
o Llza F=iBO
(1f3J) O3UlnO3U i{"I9N3.l AVmNnU }'{n}llNlw ..1
IO
F dt UI
OZ
el Fl
>Y
rl ol
ol zt
zl
ol
D(-6 FLI GHT PERFORMANEE
SECTION 5 p^c849
OPERATING [IAilUA!" LL-!5-5L
og
^t^ F
t2l
is'l +s F=!-e sHi

3e*:='
gE::l :H3:= Fai
afrees
L=_G
olJ a
, " . <- 92rr- zhy
.-o=
;3 r
o
zoz Y=r..ri
rEo::o:L oa E
irP cop =;nio fld
=": 98: !'.:3€
3cE o5. ;!1ô i eflx
P{S
oLr Jc6
e:a=? Er <
Y
3:"-.
oo
=3il E_3=H
n
g
a =
>?orio
of iaE
oF L u
(2 ?IF:
Y -:<
)-62 o u oEr
<-EY o
o t- : 6uu
o a'< e )Io
9i
:=.i o-u=
:::
=\2
:;83 L'1Xz
ouJ>
o 4;;
o
o =?:5 Dq-
J*46
el=;=i !i;
ol o-)o ;o:
FI <E <
o
al Ji':l; vlel IEi
o ol rz
o ol zl ol
o
o
o
zl
F ol ;
o tsl H15:
z <l 5
U zl o._ dSeE
J -t
FI
ol
al
i $rri
z
=
.I
f EEFi
(x ut
(, el
o
o
o
uloi
o'98
J <IO
cot
o *'l
= zt '-F-^
el z
ot -I =o..tr
ol J ol o -.EEo
u "l o
o aEEU
EI
F EiE"'
o "l
UJ
L
L
'l
;l o
s
ul
ol
o
9
=::
uol
* azz
ul rFlo
=
l cl
b.9o
:l
rl ;P6E
oi
= UI J@6<
E
'-L
s -.1" 4d EP:E
i o=d
uou
.+ -1d =
-t-dd
oa-o q
=ELt
-,at1
:i"+;l:l
E EEB
Ioz-a
tlrY
+a -.{ral I
r{c
atsfr1 ,
o I ;l=l E 3.'F
"l-flf,
6t $=II
+o ^1..' - E-iol
;2L,,
(133r) olurno3a HlgNfr trnilrNrw
sg"azl u El F-=i5
^vrNnu
*!
FLIGHT PERFORi./!ANCE
sEcTroN DC-6
5 PAcE50
1.t-15-51 OPERATING IitAI{UAL
rl 6-
te"u{^
2^
Y-2
6
oQ ;FI5= asui
P; E-3=.',8:ts3;
v@euu.l
f-{ ' * -oo oo..e
6Gg-A
",ll " ;Ei:U
=d
ie 5s hi i=e *;
-tr EEC:E'PH:g
PEEe;
OL IJL
Jsi;F
FJX=O
Pl; "
z
!lF:i$
oF-Yo
=lfo
<l E o;E-<
xl r-ou
u! d=FE
ui
Fl
FI Ui
=i FI
9I
<l EI
<l
lril zl
ri tFt
ul
:;:s
;o:q on-:
>l ol
<l ul
-l P",l
5l :*;; =[$;
H*:l
>l ol Fl
;<l R9*x u=uF
!t
Etlzl<t o
fl
s*nB iQH=
o
=t rl
c,l
Zl ul
o ?=H,
! o5
HHIE
i<ro
il
or ol -g=g i=bo
*13;l :[5a iFqh
9=1; 9,,:i I
ujl Ll <o:zo '-zo-
"l
ol <l
,;5Et= =1*H
=i
tr:l Ol
ill ! !l=*figi it:s
u oi
ualoi oHz I
=l rFi"
Ei EqgS
zYaY
zl
=l al
ul " i:**
=l -.,.o
?il
>;1,
=
I E i.ad
g
i
!
F
<Fu
:UÛ
?Yl a dsdr
rl:i E -,3t1
o o
-l
:
ct F = +uf o
o Ft-*U
9 9 ;i i=-F SrLH
o
O ii:i
?!ul E<o ;rH#
-iil z:Br
az4 =9
7t o^?qr ;.;5<UI
o =[l;
;i ."5:c- \-
'i;g;* rEIs
i1l3J) O3arno3A i{19N3-1 AVÂNnU ftnnrNrn
CZ
F gi ol
;i
Fl
>Y :l Ol
=l
ol
zl
zt
ol
I!(-6 FLI GHT PERFOR,\,IANCE
#^ ()PTRATING iIAHUAI-
sEcTloN
LL-7:=-51
5 P acE 5L
1. ?
9e FzFb
-;.,r! oo(2 ci
-;i ro o-'lY
og 9;t
o;
6,P> :;5+
9;e:P => rcuio
Fai
.. -uztu o9o
;: = 9!lc9
r 9d --L-)
T zo2 o=;-o :^ft
=ai
o rLo i:o:u
ul: *oF o:o
a8 3;: ou< luluF ^ e:H
,.-- i <qz
,:o
3Efl
o:F
"=gf
e"r reo
I --ou
<::^'"
e:;<: i,d -z Els
9-s
u [-3]6
:lz - f9o;H : iF-
>l> a =
i e teâ
r -F-;o
;al-<
= Y -: qa;
3
Lf
-?:! EI= J:.fo
ts t"l ,l
;l z='d o;r
zl- aza :jC
et
t
3.;?
4E d
nfi;
_
o ol
e; ElrIr
ol iz
=l_-f
OOlzla=
fi:,H
fr
;i
hl rl al
zi U
ilt xl
Jl -l
o HrsS
r *o< x
kl al
ul
3l
tl
Jo6i
o 6- yl
Fi o!
rl 2rao
vl ul
E o-,
,+r EI
;t zl .:ftI
I0.'=
gi 6l pl
JI
u9@?
@r6F
<t :6
r;i <l J<=O
ol Jl ol J *F
ui "l 3o..;
>t 'l
dl u*sE a
ilul .l
c:l
Yuro
'-zgl
r 1-u
Ll
ul
.l
@l
oirc
T;F U
,. i=>
el --t 9 >
li El o>
=i :l 'rzz
2l ul
El i:cYo
=*=o
=l '-l o
=PAr'
-.<*
!+,1,l {*tr-
:,o=u
uou
[ trc r
:t:-?dtl s 3E1
;grct
+
3:ta
r <o
oFu-i ,
:+-flEl -9u<-
iroeF
+3 ftl
cl I i<.
oJ .., ,n 1- r
(1331) 0lutnolu H19N3t AvilNnu flnnlNrw ul = zF.
F
ro Eli=to
zl
FLI GHT PERFORMANCg
DC-6
sEcTroN
1.L-L5-5t
5 ?AGC52
0PttATlt{G li{ANUAL
^x"
@
zo>
Ê;
ez1 ;cq\
_=o*
_-r
>o:Jo
o i="-o
o
o
o api!
r+dEo
Y.
Lii
E'i l
I
o
o ae*t,
ts
on98
Gd
UI <oFo
Fl E2.lrz
oI
2l
o
zlF.l @
i
oltr| L
r- l{Dl F
€ll*,1 u
El=! o
3! i
dB
19
HIri
z.iol E
(} Olr.,l
I <f
o
3lel
(rll x<
Ê
6 clujl +f;
F-
@ -'l3l 6
()
(J HIEI
6l6l
fi!rl
lar
url; I
{dlu.t! +,
(rIlc| +
Eisl o
c E raU
q i;z
N
--i Zo
ou
E+"
I qgZ
cl
uo=k
>UEE
o
EBeY
r>qro
uu*z
o --o
cde-a
=566N
gofPB
6t
o
a
o
o a
o kl 4ffi3:
o o o El
fl(9l
@ rf a uk3
iil zuoc)==;
zl oEoo=
3l
/
z
DESCRIPTION 3
&
DIMENSIONS
t
0EscRlPTlON AND OlMff,l gt9x5
Dt-6
sEcrtoN 5 eacE 1
OPERATING MANUAI.
^W^ L1- 1
PA.GE
I N0EX. L
"
G EN ERAL. z-)
A. AI RPLANE.
B. FUSELAGE. 2
c. wt NG... 2
D. TAI L.
".
E. WATER TANKS.
2
oe-5 oll,tEHstoNS - otAcRAM.. 3
oc-6a otM.ENSIoNs - otAoRAM... l{
COCKPIl' ARRANGEMENT - OVERHEAO INSTRUMENT
PANELS - OIAGRAM.
5
COCKP lT ARRANGEIVIENT - tv,lAl t\i I N STRUMENT PANEL -

o I AC RAM.
5
OESCRIPTICN AND OIMENSIONS
sEcrroN 5 prce t)(-6
a
Lt-7>5L OPIRATING iIANUAI
I. GENERAL
A. AIRPL4NE - FOUR DIFFERENT CASIN ARRAT.IGEMENTS ARE PROV]OEO.
ACCOMMOOATIONS ARE AS FOLLOI]\IS:
CABIN LOUNCE
SEATS SEATS- BERTHS
1. oavprnnE......
oc-6 52 5 o
z. oc-6e oevpuaNE..... Dz 5 o
). Dc-5 sLEEPER e o 26
(asoevpl*Ns)..........".. 5P o o
4. oc-6 ar RcoAcH. 70 o o
B. FUSELAGE- ALUMINUM ALLOY, SEMI-MONOCOQUE CONSTRUCTION.
1. FUSELAGE HEt eHT. ...11 FEET, 5 t r{cres

2. WtoTli.. .....10 FEETT 5 TNCHES
C. WtNC - FULL CANTILEVER, SKIN-gTRESSEO CONSTRUCTION. THE THREE-

gPAR CENTER SECTION ISi INTEGRAL WITH THE FUSELAGE. AILERONS
ANo wtNc FLAps ARE oF ALL METAL coNSTRUcrloN. wlNc AREA (tncLuo-
lNc AILERoNS) ts 1,451 seuARE FEET.
D. TAIL - HORTZoNTAL AND VERTICAL STABTLTZERS ARE ALL METAL, FULL
CANTILEVER CONSTRUCTION. FABRIC COVEREO RUOOER AND METAL
COVEREO ELEVATORS ARE OF METAL FRAME CONSTRUCTION.
E. WATER TANKS
-
1. SLEEPERS - AFT WATER TANK... ......15 CALLONS
FORI,VARO WATER TANK.. ...15 CALLONS
2. OAYPLANE - oNE WATER TANX FORWARO.........J0 GALLONS
3. oc-6e oNE wATER ienx ronrueRo.........lo cALLoNs

l+. Al RcoAcH - TIIYO IYATER TANK S AFT. . .. . . . 15 CAI-LONS EACH
DESCRIPTION ANO OIMENSIONS
DC-6
sEcTloN 6 e tee1
OPERATING MANUAI" 1L-tyrL
r. "W^ GE_N!R4"1
pc-5_ otMElts toNg
l0l l..r 6 in<h.t

lO hr 7 ln.ha
n anÔt lTAnOf, ,160.5

t'-
/,l
28 t.et 5 in.h..
o gooo
B
rusEract
XEFETINC€
tto PTANE
E
SIAIIC GNOUND IINT

558
t'-3.r " ll 16l l.7inch.. { l..t 6 ind.t HORIZONIAI
tEfEnlNcf
PTANE
39 l..r 3.7 in<h.r
NOSE WHIET
44.INCH DIME'EI
lr.7-rNcH lotirNG 'ITE
tAotus
MAIN WHTETS
.5,2OiNCH OIATETER IIRE
r8,7JNCH TOILING XAOIUS
CEI{TEI i'AI PTAN:

rus8^Ct 5TAI|ON {O.5S
(A?PIOIIMAIETY { PEN CENI
cHolo)
71.335
I l, l-r 6 In.t.r
It td6iiltrr)
WING TIFETENCE
XE
'T
fusBAG:
t0.750
Itflttxcc
,4L.i E in.h.. NC
'T
OESCRIPTION AND DIIIENSI ON8
sEcrroN 5 pece I D(-6
tt-t?5r
I. CB{ERAL
OPTRATlNG MANUAT #^
oo-6a oruEnstoNs
l06 {..r 6 i.ch..
l05 {c.r 7 inch..
TUSELAGT STATION 460.5
28 leel 8 inch.t
oE n o@oooo
fUSELAGE
I I OEGREES REfTRENCE
PLANE
I DEGITE STATIC GROUNO IINE

36 Icd 2 in.h.. HORIZONTAT
NEfTRENCE
{ Id 3.7 i..$6 PLANE
I far-3. t in.h..
NOSE WHTTI.
*INCH DIMEER TIiE
t8.7-rNCH tOtLtNG RADTUS
XTAIN WHEEI.S
45.2GINCH DIMflER TIRE
I8.7.INGH ROTUNG XADIU'
& fc.r 6 inch..
fUl:tAGE SIAIION4aO.Sm
(APPRoxll{AlErY:O PgI CENI CHOnD}
7t,336
I l7 ld 6 inchc
DEGXTE DIHIDIAT
wtNG tEflntNcE
PIANI
30.750 TUSELAGT RIFENENCf
PTAXT
24 f.at 8 inch..
OESCRIPTI ON ANO OIMENSIONS
DC-6 sEcrroN 6 IAGE 5
0PIRATING ,riANUAt 1
^H^
I. CENERAL
tA
J
llt
z
e
F
24b z_
lll o
ofr
,tl','
-g
-[
Je
EH
h!
tr [71 a
s
& , Z=e
IF
og
G
@
{r
uta
\ rr=
& l=
F E,r
ErI
f &
@
E >=
J
L$ tr @
o9
l-l=-t
o tr
2 E
G
o I r} E f8-l
sl
a*l zt
I
G
L@l lll =
g
@ @ *,8
o a tlt*
F
r
ffi
ffi
L;2
@ o-
J
= ur
z?,
=E ffi
fr 13
4Z
a fi =
+rc
{i
FE
,G
AU
-1
/7 Yq
Llg
o=
U
a
€I
I
o
OESGf; IPTION AiID OIMENSIONS
sEcrroN 5 proe 6
DC- 6
t7-1:75r, 0PERATING li{At{UAL
-{. GENERAL
"W^
/z l
g J
z ut
En o- z
E- l-
z A
- r6'
/ @ cF
o
29
llt=
o99 = .tE
,1;
F
E
(,
=F
c, 7,
ooo 5I; J t-=
tt
/ e/ o 2g
rF
t!
0 E EI ZE
r)
J
<.F
E
z Ez
to .e
o- z.
c zrl! zi
EJd
l
!!E
.a *=
GJ E
!- ul 3
U)
z Ute
&>
EL
U {=
z
6 rU
e=
r'
zg
<E
76.
sEI J F-
E
z os
-<
Y3,
@ 2
o.
(Jo
oi
=
F
zr!
F
'
z
-3 rJ6
IE E
ooo =r F o
!
{n
ol -tlt II
I
I
I I ts
o:
G'
cru 0 E
ci
{ I
(, a
lr
=
=l
44. ln
z
= a
F
o-
{)
zI
I
ANTI.ICING z0
EQUIPMENT
ANTI-IEINC EQUIPMENT
DC.6 sEcTloN 7 ?AGE t
0PIRATING ,r,lANUAt 11-15-51
^W^
PACE
I NBEX. . 1
qEryE8&. e-11
HEATER ANO ANTI-lClNg COiITROL PANEL - OlAGRAM...... 3
A. r,1fiN0 ANo TAIL ANTi-!S!Ne.,... ,-t+
AtRFOtt ANo TAIL ANTt-l0lr.!c sysTEM - OlACRAM..".... 5
B" PROPELLER DE-ICING" L
PROPELLER OE-ICiNC CONTROLS - DIAGfiAM. '1
0AREURETOfi HEAT * SCHE[4AT3C - OIACRAM. 6

Cc CARBURET0R ANTI-!CtNG AND DE-lClIrC.., o
ALCOHOL SYSTEM * SCHEMATIC - DIAGRAM. 9
or ,,!tNoSHtEt-D ANT|*tCiN6 AND OE-tCtNG,.
10
Et-ECTRI CAL ANTI*iClNG EqUIPIIENT - 0IAGRAlrt. 11
Il. oPEEAIiAI!. 1&rg

A, WltlQ AND TAIL Ai\iTl-tClNc..." L2
B. PROPELLER OE-!CING. €-14
O. CARBURETOR At'iTt-g Cl NG ANo DE-l ClllG. rv17
o. w!NosHtgLD ANT|-lCtNG AND oE-iCll,tc. t7
E" E',LECTR!CA[- ANTI-lClNe €QUtpt ENT 17*16
I lr" LluryA}_g.llq" t9-21
A. wlh;0 ANa TA!L ANTI-tCtNc",.,. t9-20
B. PRoPELLER OE-t0ti{G. 20
c. 0ARBURET0n ANT!-lCtNe AN8 DE-tCtNS 20-e1
8., WINSSHIglo ANTI*tClNe AND DE-lCtNS." 27
Ec E!-ECTR!CAL ANTI-lCtNC EqUtPMENT 21
lv.. TRouBLq SHOOT|NG- ...,...rr 22-25
Ao WlN0 AND TAIL ANTI-|C1NC.".."". 22-2'
B. PROPELLER OE-lClN8. .i...,. e4
C. CARBURETOR PREHEAT. 2\
o. CARBURETOR ANOIOR WTNOSHTELO ALCOHOL. elr
E. WlNOSHTE_D HEAT. 25
F. ELECTRICAL ANTI-ICINC EQUIPMENT 25
ANTI-ICING EqUIPMENT I!(-6
sEcTroN 7 PAGE 2
11-15-51 OPTTATIIIE TTAXIIAI.
^$^
l. cE},rEglL.
THREE GASOLtNE HEATERS Afie THETR ACCESSnY EqUtFEE*T, Or{E

lN EACH. OUTBOARB E|{G!NE NAGEI-LE A$O OirE !il TtlE TAt!- AREA, Suppr_y
HOT AtR FOR DE-tCtNe Tl.g wlN&8 ANE EEPE!{NASE.
THE NOUSLE PANEL Y{i'T{il$FIELA !S TSRA'ff-LY FfiEVIOEg TVITH
HEATEO AtR FSOM Tt{I CABlht riE&Tgts. rXE ssft$ER B}r.$c|s oF TitE cocxplr
ARE HEATEg AY WINESHIFLD AIH S$*SHARffE. r$OP*OFY!. ALCSTSL 1S
DEL!VEREO !iNDEH FRESSURE TO €AC!.i SJln'&S!.i$ELfi soR StippLE[.rENTARy ANT!-
ICING !{!JEN THE CABIN iiEATEft lS lt\SPgil&TivE-
OAREURETCR HEAT I S AV&IL.&*.,i TO E'rCi+ EhEttrg FOR AI.ITI_!CINE"

l$spRopYL ALCO|4oL tS SELtIiER€o r.!t{}gn pREsFr".rFq ro A sa&y V'qNIFOLS !S
EACH CARBiJRETOS AtR TNTAKE TFiESAT rSA DE-tCthi&.
PROPELLEEC AftE PSOIIIDES'&rT$ &N EL{C?E!C ilE-trCIrTE SYSTEIT
GoNslsrlNe oF OoNoucrlvE RSBBE$ scorg ti{srAr-LsB of* THE LEsat}de EDGE
OF SAEH PROPELLER 8LABE.
PITOT TUBES} S'ATIC VEIITS, LEFT *$IS *!CHT ?$I!+* *C8OP

SPLITTERS, CABIN HEATEB COMBUSTIOI* AtF- THTAXE SSgOp! ,lFTeRfSOLfR
r
sccop, AFTERC00LER SpLITTER ssoop, ,q$& iHB0AR$ spotLERs tsc_6e o,{-v}

ARE ELECTRICALLY HIATEO" i
I
ANTt-tctNG EQUIPMENT
Df-6 sEcTloN 7 ? AGE J
OPERATI}IG i{ANUAT tL-L5-r7
I. GENERAL
HqArErrANo ANrl -t !-lNc_rqxfEL pJIg
NOTE:
m-68 HAS TWO SPEEO
TIMER SWITCA
Dt .Or O; rO) ,rtr

w\fl#w
'fEz
tlr a} fr,
YY {? it 1V
..,,"1:1" ::1""
rOr
Y 'o q"P q
,
"*
!.III,J6 AND TAIL ANTI-ICIN6
1. llAlEEluEL ]jiio-sglEEq * sHouLD REMATN lN Tl.iE TTNoRMAL$

POSITION AT ALL TIMES UNLESS AIRFOIL HEATER FUEL PUMP
FAILURE IS EViOLNT, Si\!ITCI-i ING TO TCROSSFEEOi PROVIOLS FUEL

Tg ALL THREE AIF.TOIL HEATERS FROM THE CABIN HEATER FUEL PUMP"
IJI.4.T iS FL'IL CCT]TftOL 3EL ECTOR SYiITEHES - TAIL - L. WINO -

t-_!'til6 - Sl-lcULD REtvlAlN t l'i THE SYSTE[4 1 POSITIgN AT AI-L
TIiViES, UNLESS THE RESPECTIVE HEATER MALFUNCTIONS - -qNITCH!NG
TO SYSTEM 2 ACUTES FUEL THROUEH AN ALTERNATE CONTROL SYSTEM
TO THE RESPECTIVE AIRFOIL HEATER"
7 HEATER IONITION CCI.]TROL SELECT OR SfuITCHES - TAIL * L. WING _
R" WING - SHCULD REi.IAIN IN THE SYSTEM 1 POSI TION AT ALL

Tlr/.ES, UNLESS THE RESpECTIVE HEATER MALFUT.iCTICtiS - 9r/lTCHtNc
TO SYSTEI,I 2 PROVIOES IGNITION FROM AN ALTERNATE IGNITION
COIL AND SPARK PLU6.

ANTI_ICING EQUIPMENT D( -6
sEcTloN 7 4
fl-1>51 "lGE OPTNATI}IG i{ANUAt
"W^
I. GENSRAL
t+. AlRForL oE-rcER e&srER s1r_llcs - ts rt{E oNLY coNTRoL sfllrcH

FOR FLIGHT OB EROUNO OPERATIOI.I OF ALL A.IRFOIL HEATERS. OROUND
OPERATION OF TTiE AIRFOIL }iEATERS IS POSSIBLE ONLY WHEN CERTAIN
Al RFLOTY REQL: REr'tE!.tTS ARE !i,tET, { Seg OpgRnrtlN OF TH I S SSCT|ON. )
5. AIRFOIL HEATELFUEL PRESS,IRE qAUEES - ARE A.C. TYPE INSTRU-

,
MENTS UIHICH RECEIVE PO\&ER TTiROUCH THE ENCINE IN9TRUMENTS IN-

TIERTER S4ITCFI. INOICATEO PR€SSUfiE TO THE HEATER NOZZLE WILL
. VARY WITH CHANEES OF AIRPEEO AND ALTITUOE INASMUCH AS VARYING
A,RFLOW TO TTIE FIEATER WILL REQUIRE CORRESPONOINC CHANGES IN
FUEL FLO!$' IN ORDER TO KEEP THE FUEL AIR FATIO CONSTANT.
6 AIRFqIL-XEATEL TE&iFERATUEE-C8UEES - &RE THERMOCOUPLE TYPE
li{STRUMENTS W}IICH !NBICATE TtiE OISCHARGE AIR TEIVIPERATURE FROM
THE RE8PECTIVE AIRFCII- HEATER.
7" ArsF-ot_L i{EATfR B&CKFI8E vr4irr*j}rq LI.SHTS - ILLUT,il NATE lF A
SIVERE EACHTiRE TAKES PI AgE IN lHE RESPE,CTIVE HEATER. SHOULD
IHIS COiIDITION OCCUR lN FLI;liT 1T iS 90SSlBt-E Tii,qT THE COiIL
BUSTION CHAMBER CF TFiE RESPECTIV€ HLATER MAY HAVE RUPTURED.
THE A6TION TAKEN T'.iEREAFTER '*ILL 3EP[I,I9 UPON II]E TYPE I\I.IO
ouRATtoN cF tctNc $er.iotrlcNS. isrt ilQt-ielE shccrtri,l rFils

srcr t o*. )
IgE,: TliE TAiL tliAT[.Q 8AC:tFl RE wAiiN I NG L ldHT vr ILL AL S0
i LLUMI iiA?i I F THE T,AI L hTATER GROUND ELOIIER FAI L S] TO
OFERATE DURING AROUNO OPERATICN OF THE SYSTEIV ANO
REVEFiSE 5'JIlNl |\I3 0CCURS r,1,1Tir I N THE He ATEFI 3ECAUSE 0F
A STFOi'iG CROS51!I ND I;'!TO THE EXHAU ST DUCT.

ANTI-ICI NG EQUIPMENT
DC.6 sEcTloN 7 PAGE H
OPERATING MANUAT 7t-7t-5L
^W^
I ^ CENERAL
F
2t
FZ o<
gd
ZO
,o gof,oo,"
<19"t!
2
o FO
9d Fe=Er.:_ tr
G ))-<z-a LO
; ;U G@ 3'.-9td ,E -o
GO::d6J
6 :o
-?
3e t l!'=
ts IH
F =
6@ 6; o--,
*
oo o oo
^* ez t\v
ILuYUY<
::;-r-a F
5 co< rl Zv=
6<.
eO
F
I
|;:i <=r
tc
zI &
E-9 j o
iri : z i1;F
'
-)z o
tr d f,
z ,iurr
o
o
F
.-2 rro
I
!lo T r5:;9;
;;d ioo ;
[-
>a l
o ]rr o9
&)
@F
zNz
Eo a _-
P; oo...
ezi
: 3x *65
-F
c a9
@ d
f Lt
F .lt
& c9
AU - er <dza
:0r
! o- za2
niV o)
@ -Q FO
6
o l<
z @& 11-
)
F o :a zu",
E od
!oJ !3E
F
t f
F I
T
>'
S oo
E
*5I
iou
PIgg
-Y;,.1,
?:,2=
\*\ 6=od
ANTI-ICINS EQUIPfulENT
D(-6
sEcrtoN 7 PAGE 6
()PERAIIN6 [4ANUAI.
Lt-15-5L
GENERAL
B. PROP ELLER DE-I CI NG

1. oq-58 pRgp DE-lcER slvlTcH - ls THE MAgtER CONTROL FOR THE FOUR
PROPELLER DE-!CING SYSTEMg. WITH THE SlVITCH IN IISHORT CYCLEI

poslrloN, EACH pRopELLen ts ncru| FoR 20 sEcoNos ANDrroFFn FoR
5o secoNlos. THE LoNe cycLE I s 50 sEcoNos rroNrr ANo 180 sEcoNDS
rroFFr. ( se E eRout'to rEsr s.rvtrc[. )
oc-5 pRop oE- ICER SA/ITCH - IS THE MASTER CONTROL FOR THE FOUR
pRopELLER DE-lctNG sysTEMs. THE $vlrcH. ls rroNr, EAoH
WHEN
pRopELLER ts roNn FoR 24 sEcoNos AND doFFn FoR 72 sEcoNDS.
( sEE enouno_rEsr srryt rcn. )
BE IN THE ITIII,IERII
-S/V!TCHES -
EMERGENCY OP!8ATLNq SHOULO NORMALLY
POSITION. OPERATE IN MANUAL ONLY AS NECESSARY TO GROUNO-TEST

THE SYSTEM, OR WHEN Tl\4ER FAILURE oCCURS lN FLIGHT.
4. PROP D€-lC!8 t[,'ll\4EfEB - PROVIoES A MEANS FOR CHECKINq AMPERAGE
ORAWN BY EACH PROPELLER OE-ICER OIRCUIT.

tr PROP OE-ICER AMMETER SELECTOR SVJITCH - IS A COMBINATION AMMETER
SEI-ECTOR AND MANUAL CYCLING S1trITCH. WITH THE EMEREENCY OPERAT-

lr'rc sltlT0HES tN IIUCR poslTt0N, THts swlTcH MAY BE SET TO ANY
ENGINE POSITION ANO THE AMPEFAGE FOR THAT PROP CIRCUIT WILL BE
lr'lolCATED DURING THE PERI0D THAT THE TI.VER [1OT0R pROVIoES POWER
TO THE PROP. WITH THE EI,{EREENCY OPERATINO S1VITCHES IN THE
uauuit poslTl0N, 0URRENT ls suppLtE0 To EA0H PRoPELLER By RoTAT-

tr'rc ( nnlto-cvcu t ruc) rne AMITTETER sELEcroR si!lrcH. HANo cycl lNe I s
posslBLE wlrH THE pRop oE-lcER MASTER st,vircH oN oR oFF. (see
sRour,ro tEst swttcn,)
WARN I NC: KEEP Alvl'lETER SELECToR $rlTCH I N oFF p0Sl Tl0N AT ALL
TIMES WHEN NOT IN USE.
6. GROUNO TEST SWITCH - PROVIDES A MEANS FOR BY-PASSING A LANDING

CEAR S\XITCH WHICH SHUTS 0FF PROPELLER DE-lClNG AUTOTVIATICALLY
WHEN THE AIRPLANE LANoS. FoR GRoUNo CHECKtN6 SYSTEM, LIFT CUAqD
AND TURN ON SWITCH - PLACE S\(ITCH OFF II/MEDIATELY AFTER CHECK-
I NG.
cAUTloN: oN Dc-58 - TMANUALTT opERATtoN oF sysrErvi ls posslBLE

wlTHouT usE 0F GR0UNo TEsr ${lTcH.
7. OE-ICER OPERATING LIGHTS - ILLUIIINATE OURING THE PERIOD THAT
POIIER IS SUPPLIEO TO THE RESPECTIVE PROPELLER DE-ICING BOOTS.
OIMMING SHIELOS ARE PROVIDEO ON EACH LIqHTC
D( -6
nuri-t ct r,rc Eeut phtENT
sEcTlox 7 FAGE T
OPERATING MANUAT
^W^ tt-1>5L
r. qgNERAL
PROPELLER OE-I CI NC 60NTROLS
G
F G
oo 3o
<z J _---# {rz -
=< o
Et c.
9F Fz =od
-EE
& o E uH=
IwfU (9u or o Ca .:.Ho
nOE:
il;
CU
o
?9
OO @ r
7)
O(,
)>
o
Lz o
po
cI
gE ir
G
o(J
r-
o,,i,
o @
L
L
o
o]o
86=
oa-o
&6; J
-o 6F:
z.
6= ze o>2 c
^ o(, <c D{lt<
OI
ZO I
]FF
?n=
ot-(,
0
CF
ou
li\ ;F
11) z
BA
Gt
Lg N
st
S @
G
I
r,)\ Fx
(s HP
>=
6r
, =
,() t <a E*
D
E<=
*'zo
c\i-
&
oo
HEZ
;F -L. =
EEF o&
?=ts tr! <_ l-
D to@ =HE8
=>L5 @
A?* E I
I
c o
Aoa ++ E @ o @ =P=ocl
*2 .F
AF_E 6-E<
btv F
c!
FIF U
s z'
'jLO
isz
(,o<
y) o:
=g?=6 oo
N @ rtlg
-3
G()
&a
=ri6 56
<z
.-d< >o
E3H a Zr-
E o. OpF 2J
rW oJ
I = E9p roF
rq
I i83
o H=
lo
'92L
lz
rFo S @ s a
o<O or-
EGY uC:
oor
=a3
pOU)
a {
ANTI-ICIN€ EqUIPMENT
0t-6
sEcTroN 7 ?AGE 5
tt-77--5L OPERATIilG IIANUAI
1. GENERAL cABB9REro&,.!r gal - sst{E!,rAr I c

^H^
15 DooR GLoSEoOowT} IYHFN GARBURET0R

GO TROLS IN GOGXPIT ARE I]{ COLD
RAITT AIR AT POStTrOtr. OOOR IAY BE POSITIOIT€O AI{D
ATMOSPHERIC LOCKED II{ AIIY STTTIRG AETITTETiI FULL COLO
TTMPIRATURE ANO FU tl Hor.
*
i-- PFlCIPITATION TRAP
DUMPS *ATER THROUGH
HOT AIR THAT HAS PASSEO DRA!f't LlilE tS S|OE OF
OVFR CYLINOERS ASD $ACELL:
EN6INF FXtsAUST MAtsIFOLD
CARBLIRETOR
ALCoHoL JETS T5}
CARAURTTOR
GARBUR ETOR NIR
IEMPTR ATURE
AULB- I
J
t- CARgI'RETOR AIR
TO ENGINE I
T€MPERAIURE G
INDUCTION ON ItrSTRUHFflT
SYSTTM Tffrs rs a D.c
INSTRUI'EflT
i
c. c*EauiW
.TTiE
1. CAR9USETgq PREHEAT - IIP,LJOR CAAsURiTgff. Ai.]TI-I CI NG SYSTLT,I
ls cAReunETofr pREHEp,T, \iiHlcH rtSES EtrGitiE Hf4T To pREHEAT

l
THE Ai R El'{TERI llG TlrE CATiBURET0R. I
CAR8-UE!:TOR lrltgEc! - sEE SCHEIdATIC OEAyv*lNG OF ALCOHCL

sYsrEi* (opposirE peee).
ANTI-I CING EQUI PlIENT
0(- 6 sEcTroN 7 P^GE 9
OPERATING MANUAI 7L-['.rt
r. "Et{^
qENESL ALC0HOt= SYSJEiI - SCHETTATIC
r I
WI NOSHIEID
SPRAY I.IOZZIES
I
HANO METERING VALVE I
I
FOR W i NOSHI E I,D - LO6ATTD I
GARBI.IRFTOR ALCOHOL MANTFOLD
I
ON COCKPIT SIDEWALL TO HAS fIVE SPRAY NOZZLES LO6ATTO
RIGHT OF F/O SEAT I
IN AIRSCOOP DIRE6TLY AEOVE THE
I
CARBURETCff
I
I
I
ENGINE t{S.i EN6!t{E lto.2 I EN6INE NO,s r{E NO.4
I
I
I
I
I
I
I
I
I I ELEGTRICALLV
FI LTTR OPTRAIED SHUT-
I
CIOGGING L']F I OFF VALVE FOR
I SPRAY IICZZLES I WINDSHIFLO.
LOGATEO IN
i
I RiS HT l,Yl it6 -_-l

I F!LLET
I I
tLECTRl6ALlY TLECTRiCAL[Y OFFNATEL)

OPERATTD SHUi.CFT
SHUT.OFF VAtVFS TOR
CARSURTTORS. LOCA'!-E$ I'{
VALVES FCR iAR.
NO. 3 tNGlHr NACtLtt
BURITORS - D.6.
LOCATEO !N NC,: oTon 6i'tECK
€NGIIiE I'IACFLtE VALVF APFi\iS TO FiI.LIR CAP
&
i}UMP
IM !?ETUeN EX$f55 iAJ UPPER
FI-UIO TO INTA(I i 8EA!1 SIDE
giDE OF PUMP 1L.]F FtiGHT
IT!ING FTTLET
I
6ROUND SI,iUT.
$FF VALVT FOR GAL,
TANX IN
L! 3F. RI6HT WING
F LOAT TYPF OTJAI{TITY
GAU6E VigIBLE FROM UNOfR. FILI.ET
WARNING *--'----t sloE 0F Rrs*T srN6 FltrET I
f_.____
I
L;6HT
L -t
I
I
i
I 0Ff
0
F
'@,"'@:lg'9
CARgTJRTTOR DE-!CER
De.rcfR
LLlCAIED ON FORWARO CONTROL SWITCHES TOCATED ON ilTAfTR FLUID QUANTITY

ova,lftIAo P,aNrL- AND ANTI-IOING CONTROL PA$EI. ABOVE GAUGEON UPPTR
SWIiC}i STARTS CAPTAIN'S WiNOSHIELO. Si{!!6HES iNSTRUMENT
PUMP AND OPEiIS, ART SFRING LOADEO TO OFF. WHEN OF. PANEL. D"C"
SIiUT.OFF VALV E PRTSSED. ANY SWITGH WIIL START ALCO- INSTRUMENT
WARNING LIGH T Hot PUildP AI',ID oPFN IT,S RFSPEGTIVE
GLOWS WIiILE SIIUT-OFF VALVE,
SU'ITCH IS ON
FLgw EAr!
CARBURETORS. I/4 GAL. / MIN./ OARB.
WINDSHIELD - I./3 GAL.I MIN, AT ITAX. TLOW
ANTI.ICINC EQUIPMENT
sEcTtoN 7 PAGE 10
t!(-6
11-L>5t STERATII*G fiA'{UAL
l. cENER/U
o. 1/!r NpsHrElga!Il:lcl_!!c lrNo q-E-l-cllq
1. Wli'losHlrl.o - I S oE-ICEO EY HCT AIR FROM THE CABIlr HEATER.

wlllDSHlELS HEAT l$ ALSO t,Sf,o TL1 nfiXilTAlN"lHE vti{YL PLASTIC
AT THE CORRECT TEI.,iPERATURE TE IIT{I hTA'I,I ST'{UCTURAL STRINGTH.
( plasrNc, l!,-iEN Too HCT, B[coJdEs s&rr; 'rthEr* ToG coLo, BEaotJEs
BRi TlL €. }
T0 oBTF,lN A0EQ'J.ATr rjl $VL l!?e?r*Tict'l ANO T0 PRoTICT

AG.d!r,lST T!-lE FCRI,IATlOll Of ','!'lNaSi.{lEL* ti:i} SrT r{INOSHItLD HEtri
il0NTH0L ACC0RD I r'r0 TO 0AT.
THE FOLLctr'tNG CHART StiOl{S llfiAT ACTlOij 0CCURS FoR
EAC,Li SETTING 0F THE ililNDSillELB C*NTE0,L SilTCi'i:
POSiTICIJ oFr ? 1 ANTI-I'INO

AI RPLAN ES HE,STER OTF- HEATER OTT- HEAr[ft O]i HiATER H[AT!:R ON
UJITH q i"/l NDsi.i I EL t! Y,II NO SH} EI* S L#*- !q!NCl- rioRfuiAL -
PCSI T'l$i VALVE CLOSED. vAl_vi cP E(i stil EL6 i,.J*!:MAL- y,r j\0str lfLLl
s,rlTcH" 1ic VALVg $FETq ltil- !'Ai-1IE FULL
180. str!
"J"I tLt! OP Lt1 -
VnLtr"E r.1ixtcl AIR
@[i{ 18c, CitiC l'
AlllFLAl'lti HEATER OFF- IiEATIR OFF- |.{EAT[* ${ GO'S TC

WITH 4 v;tNcsr-il [Lo ilt NDSHl tLLl NOE-TAL * l+
).
P0sl Tl fi'l VALVE CLoSaD. l,'ALVE OPEfi wl t{osi+tr rLs P() SI TI ON.
91 ! TCH" )Lt-" VALVE SFTI'J
?AO
2" !1r@!hL!!!_4LQ9.!-Qt - ts lNrghaes As A :tu.so\fiARy rlr,AN_i cF

OE-tCll',; Tl"lE w-li\oSHlELL lN TiJi EVE|II? $F a-AStu I"IEATER fAlLLiRe.
NoilhlALLY USE'{tli\CSHI[LS Ha,,:.f TC AUOI$;!iE FOF.]f/ATlCN CF lCE.
sEE ricHEMATlo 0EAU/|hrc CF ALCOH0L SYSTS! tpievtous r,toE).
ANTI.ICING EQUIPMEI]T
DC-6 ,
sEcTloN 7 PAG E 11
OPERATIN6 MANUAI. 1 1-15-5r
t. "q{^
qEIERIL ELEQIILCAL ANJ,I -t 0tNG EOUI PITENT
2ze
r <ols
JY fo: zot
.J
5;6fi= TJ
az
,=c odl<z io
ilo
@ Gt e;; io
o-r!*
6 o *P: *u
ic 3-"
:< .i5 N
(<-
,m&
*=E ci frp
JU
EF
<9
flo
9r
F3
qT
F =' G
2t =e
6Z 6:i
--o
aQ
as 3:i o
d El
f- Fi
z a'= i:=
x =l
-t
-u)
<l l!
;i';
>io az dx ol
lo
J c! zi a
:q ol ts
d ,t u
o
F fo =! o el b
:f ts
o LA, 6IJ
F 6zf =t) I
ErF J
i
F3 U
Z*
@
:Fa z
&
anc l& o
E cf) o F
u G4 o) :u zU
O:U J c6E .; do
F
t o dg 2
? 9 F<: N= z =
f
f r r 6 O* L E E,
;<o 63
E
E tr az o
zE
g F
(n
i:d
oIY
I =
E
9o E* b
(L
@ (L
av
=
eE
itl FC o
s <F
!:> ut) U)
c EU J
e6 eeJ o
fo Fi
-;g
rl o
o
oE
r/, E.
F
z
q( 3:E ols
oi s=; EE o
Cg I o.'. d5 i;
q;. j6 pE
o o:
t< )
J
,
=a g<J
6ai F.
s &
tru; a
;e IO
3,x e
rH:E3:i cF
't.3oEo
ozziz>z =?
ANTI-ICING EQUIPMENT
DC.6
sEcrroN 7 pre e L2
71-t5-5L OPERATING IilAI{UAt
1 I. OPERATION
A Wlt\G ANO TAIL ANTI-lqlNG

1. GRoUNp oPERATtOt - tF ICtNG CoNDIIIONS ARE ANTICIPATED lN
CLIMS, OPERATE A!RFOIL HEATERS PRIOR TO TAKE-CFF. SET UP
SYSTEM AS FOLLOWS:
(a) GENERATOR S'#I TCHES ON.
(b J #2 AND #4 eNetruEs ABovE GENERAToR cur-lr'i SPEED.
(c) AI RFOI L DE.ICER I'/A5TTR SWITCI.I * OTJ"
(o) CHECK i{[AiER rUfL PRESSURE Ar.]D CYCLifiG fEMPERATUR["
2. FLt_6tri__Qi!-84Il-Q-U - TURN SYSTEM 0N Ai LEAST rlvE [1 INUTES
pRl0R T0 ENr€nlNB A Kr.iOrriii i0li\'rG ccN,niTlDN, 0R ltull/,EDIATELY

UP0t\i ENTERIN0 AN UNTXPECTE, lSll.iG CCNDITION. SET UP
SYSTEM AS
'.OLI".OWS:
(n) A! FFo!L oE-tcER t\TASTER se.'trcH - 0N.

is) cHEcK HEATER ruEL PREssuRr AND OYCLlN0 TEMPERATURE.
NorE: pftopER 0pERArloti 0F THE THERMAL ANTI-icliic SYSTEL'l
CAN BE DETERMINED BY II..:D!3ATED TEMPERAIURE

'IlECKIN]G
AND TUEL PRESSURE 1T'ITH CHARTS IN I'LIMITATIONSTI THIS
SECTIC,N.
7 OPERAT ING PRECAUTI ON]S
(A) D0 NoT OPERATE AlRFOtL HEATEFS r!HEN ourslDE AIR TEVP-

ERATURE TXCEEDS EXCIPT FCR SHORI TEST PERIODS"
'OOF,
(e) la *ooaoora 0R sEVERL ictNG s1-l0uLc BE t[]ccuNTERED, THE
RATE OF ICE FORI'ATION CAN 8T DEOREASID AND THE
POSSIBILITY OF ICE DAMAGE LfgSENED BY SLO'ITING DO\I/N IO

180 MPH (rI5 xnors).
B P80PELLES_qE:LC'NG - THE PROPELLER DE-iCit'lG SYSTLM iIUST NOT BE
LEFT DN LONGER THAN 10 SECONDS PER ENGINE I^]HEN THE ENCINES ARE
INOPERATIVE ANO THE PROPELLER BLAOES DO NOT HAVE THE PROTECT!ON

D(-6 ANTI-ICING EQUIPMENT
sEcTtoN 7 PAcE lt
OPENATING MANUAI.
tL-7>5L
ll. 0PERATtO!!
OF THE COOLINC AIRFLOW. ALLOW A MINIMUTII OF FIVE MINUTES BETWEEN
GRoUNo opERATt0NS FOR DE-leER BOOTS TO COOL. UNLtMtTEo eRouNo

OPERATION OT THE PROPILLER OE-!CItic SYSTEM IS PERMISSIBLE ON
IIT!MERII WHEN THE ENOINES
ARE IN OPERATION. LANDINCS ANB TAKE-OFFS
MAY BE MADE !IITH TI{E SYSTET,I IN OPERATION.
OROUNO OPE RATION - CHECKI NC SYSTEM
{r) GROUNO POWER UNIT SUPPLYII;C POY/ER OR AT LEAST TI1O
gNg INES RUNi\iIt.i0 ABOVE GENERATOR CUT iN SPEEO"

(e) PROP OE-ICER I/ASTER S,{'ITCH OFF.
-
(c) pROp OE-ICER GROUNO TEST SIAITCH - ON.
(o) E\{ERGENCY OPERATINC $,VtTCHES TO - I,4ANUALT
(E) ROTATE PROP Ai!&iETER SSLECTOR TO EACH pROp POSITION
ONLY LONG ENOUcit T0 CHECX AtvTPERAcE - THEN RETURN

SELECTOR TO CFT.
(r) PRQP 0E-ICER OROUNO TEST $rllTCH - OFF.
E\iERqENCY OPERATIN6 S/YITCHES TO * TIMER.
NOT!: 00 NOT 0ilOUND CHECK AUTOMATIC SySTEtrt UNLESS ALL
ENG INES ARE OPERATItic.
2. GR0UhtD 0pERATl0N:--p3l9R T0 TAKE-OFF

(r) ALL ENcrNEs RUNNTIIc ABovE 9oo Rpu ANu AT LEAST Tu,o
6EI.JERATORS OPERATI NG.
( e) p Rcp AMI.IjETER sEL EcroR se I Tcx - oFF.

(c) pRop oE-tcER enouNo rEsr slurcH - oN.
( o) E[,]ERG ENcy op ERAT I NG $ rl rcHE s - T I [/,ER.
(E) pRop oE-tcER uASTER sr/trcH
- oN.
( r) PRDP DE- tcER 0RouND TEsT setrcH - orr (wrrEN elRsc RirE). i
i:
t-1
ANTt-ICI NG EQUIPMENT
sEcrtoN 7 DC-5
PAGE 14
lt*L?iL ()PIflATING MANUAL
^${^
I l. oPERATt0N
). ELI GHT 0PERAT19r'l_-_LlME8

(a) pRop ArilinETER sELEcroR gITcH - oFF.
(e) pRop oE-tcER cRouNo rEsr slvtrcH * oFF.
(c) EMERcENcy opERATrNc s\/trcHES - TIMER.
(g) pRop oE-rcER uASTER s.t,vlrcH - 0N,
'NorE: oc-5e - opERATE oN LoNc cyclE oNLy wHEN sHoRT.

CYCLE !!ILL NOT CLEAR ICE SATISFACTORILY.
4. F,L rsHT oPEBA! OrL: tr4A]\iuAl"
(a) pnop DE-tcER MASTER srvlrcH - oFr.

(a) pRop DE*tcER cROUNc Trsr F.!trcn - oFF.
(c) Er,4ERGeNcy opERATr.lG $'slrcHES - |,,jANUF.L,
(o) RoTATE ATJT,IETER sEt-EcroR To EAoH pRop postrloN AS
NECESSARY TO CLEAR I CE BUT NCT L0NcEi TFA.N Ot,lE trllNUTE

lN ANY posrTloN * KErp Aiv1i/E-rEil sE_LEcTcR*gtjj-a!_arl
wHEN
-Nor*l-ll_ggL.
c. cAReuSEroS t-_.! ! I rli a\!.*[E._Le.!.-ue.

^Nr
L. CARBURET0_R PREtlslT
PARTIAL PREHEAT, IVHEN APPLIED CORRECTLY ANO IN AD-
VANCE OF ENTERING LIOISiURE LABEN AIT COI.IOITIOi!S, YiILL L:E
.SUFFICIENT TO PREVINT ICE FORI{ATI9N IN TIJI CARBURETOR THROAT
ANO INOUCTION SYSTEII. IF ICE IS PEAI,I ITTED TO FORI\,I, FULL PRE-

HEAT lS AVFILABLE FoR ICE REiilOVAL. THE v:OST EVI0ENT lN0lCA-
TIOI.i OF CARtsURETOF ICE: FCRIV]ATION IS CHANG!iIG FUEL
rta.r (usuauty LEANlt.,G) F0Li_01oJrD By A BELATET) citANcE lN BvEF..
A DROP IN I,IANITOLO PRESS!'RE [,1AY ALSO O,]CUR ii -iHE ICiIIG IS
SEVERE Ei{OUGH.
CABBURETOR PIIENEAT SI.IALL BE USEO OI.I ALI. ENG II.}ES AS \\

A PREVENTIVE iTiEASiJRE A0AlI,lST AN iClriQ CONOITIONT RATHE|T Ti.tAN
AS A CURE, ANO SHOULO EE APPLIED PRIOR TO ANO DURINO OPERATICN
ANTI-ICING EQUIP}IENT
()PERATING I',IAI.IUAL
2-8-52
I I. OPERATION
Ii$ KNOITN MOISTURE LADEN AIR OF 5Og (\OOF) CR BELOU.

A. ltl0RMAL OPERATI0IL- C0NDlTl0l{S N0I_0ONDUCIYE TO CARBURET0R
ICING
1. TAXi II{G . CHECK FULL PflEi{EAT BNIEFLY.
2O RUN.UP - CARBURETGR HLAT FULL EOLDO
3" HOLDTI\IG PRIOR TO TTKS.OFF - CAHBURETOR HEAT FULL COLD"
4" TAKE-0FF (0R oTHEn slTUATloNs BEeurRtNG r$AxrMUt potyEB)
EAHBURETOA HEAT FUI-L COLDO
5. 0I.II{B AND CRUISE - CARBUREToR HEAT FULL eoLD"

5O DESCEHT AftD HOLDING AT REDUCED POyIER ' USE 1OOC TO
15oc T0 tldp*oyE vAp0fltzATioN 0F FUEL A!{D T0 Mr!,ltMlZE

PKUO FOULi}IG.
?- L,qNTJCNG - EARBI.'RETOB HEAT FI,'LI. COLD, EXCEPT ?IITH
EXTRSM€ EELO TEMPEfrATURES UIE PRIHEAT TO iMPftOVE

FUEL YAF'ORIZATI*ii"
B' S0l,[OrT rQr$ -0q$-DUCllE, I_rj,_CA RB UBLTA4 _ i_f .Ll&
--------)F
1. TI{XI ING - USE 15oC T0 l+OoC PBEIIEAT.
A. ft{JN.UP . EARBUBETOR HEAT FUL[. COLR"

3. II+LDING PRCOR TO TAKE-OFT . USE l'CC TO hOOC PREHEATO
q." IibIMENIATTLY PRIOfi TO TAKE.OFF - APPLY FULL HEAT FOB A
BR{tF FEBii:D (5 T0 10 SECONDS SHOULD BE SUFFICIaNT

F0R ANY rCtNG Cor{DtTlofl),
5. TAKE-OfF (OR OTI.IER SIIUATTOIIS RESUIRING MAXI|NUM POITEH
CARBURETOR HEAT FULL COLD"

6o clil*B AND cRulsE - usE PREHEAT AS FoLLotrS:
(A) Loy{ BtoirER - 15oc ro l+ooc,
(B) HtGH BLorc[R - 15"c"
VO DESEENT ANO HOLDtNil AT BEDUCED POY{ER . USE PREHEAT
A$ NECESSARY ITI THIN IiORMAL LIMITS"
8O LAND!NG - USE PBEHEAT AS NECESSARY IIIITHIIT NORMAL
L IIJ I TS.
ll9[I: DUR l,\iG CRU I SE OPERATI0N, PLACE MI XTURES I N AUTO-

RICH BEFORE APPLYIi{G OR REMOVIl\IG CARBURETOR HEAT.
\_ ALLOW SEVERAL MINUTES FOR AUTOMATIC MIXTURE

CONTRoLS T0 STABtLIZE, AND THEN RESET MtXTURES.
-l ll Ntl ErUl PTIENT
Ai'lT I
DC-6
sECTION 7 PAGE t6
OPENATING MANUAL
11- 1 ,t ^${^
II. OPERATION
C StrlERGEl..icY PREHEAT FOR I CE REfTOVAL
IF ICE HAS ALREAOY FORMED AS INOICATEO BY CHANGING FUEI-
ruow (usullty LEANrrue) on Loss oF MANIFoLD pRESsuRE,
ACCOI"IPANIEO BY A OROP IN BIIEP:
1. SPARK p.OVANCE - 'ITAKE-OFF ANO CLiMEi.
2. MIXTURE CONTROLS IIAUTO-RICHII.

-
J, APPLY FULL PREHEAT AND HOLD FOR tT,lAXIi/Ui, OF,O SECONDS-
THEN RETURN TO NORMAL PREHEAT.
4. IF LOST IS NOT RESTORED - AGAIN USE FULL PHEHEAT

P0WER
FOR PERIOO NECESSARY TO REMOVE ICE. REDUCE FROM FULL
PREHEAT AS SOON AS POSSIBLE BUT CONTINUE TO IVAINTAIN

SUFFICIENT PREHEAT TO AVOID FURTHER ICING.
l!0r.9: tF ouRtNe tctNG coNDlTloNS, THERE iS A LoSS OF

ENGINE PO\{ER WITH AN INCREASE IN FUEL FLOW,
USE FULL PREHEAT. IF THI S ACTION DOES NOT
RESTORE POWER AND FUEL FLOW TO ORIGINAL VALUES,
CONTINUE TO APPLY FULL PREHEAT ANO MANUALLY
LEAN TO ORIGINAL FUEL FLOW VALUE. USE MANUAL
LEANTNG oNLy iN cRUlsE powER RANcE (excEpt rN

SER I OUS EIv]tRG ENCY) AND [']I TTI EXTREI.IE CAUT I oN
SINCE SUDOEN REiNOVAL OF THE ICE MAY RESULT IN

TOO LEAN A MIXTURE.
D. TO OBTAI N MAXI[,IUI,4 CARBURETOR HEF.T
TO OBTAIN fuIAXIMUM AVAILABLE CARBURETOR HEAT WHEN FULL

PREHEAT I S APPLIED FOR EMERGENCY ICE REMOVAL:
1. COVJL TLAPS - CLOSEO.
2. INCREAsE powEn (RpM AND IJANtFoLD paessune).
SHOULD THE ABOVE STEPS I.IOT PROOUCE SUFTICIEh]T i.iEAT TO COPE
rrylIH ExISTING ICING CONDITIoNS, USE CARBU|iEToR ALCOHoL

(cAilBUiEToR HEat orr) ANo rAKE Acrt0N T0 AVOt0 THE
CR IT I CAL I CINC CONDI TI ONS.

ANTi-tctNG EQUtPMENT
SECTION 1 PAG E J7
#fifo,,*n r,rA*uAr Lr-t -5t
"W"
il. 9e.E.3.Al..!9ll
oAEBURET€R_ A!.CO{OL - '

SHOULD 6E USEO AS NECESSARY TO REMOVE
oARBUREToR OR INDUCTION lCE.
l!.! Nqs!_lllq ANrr -r Q1NGINS- g!i-r c r Nc
1. wr irostlrer-o Henr - (NonMAu) I t{ Fu rexr
A" CABIN HEATER MASTER SJITCH ON"

9. SET WINDSHIgLO SELECTOR SA'ITOH ACCORD!NG TO O,AT.
C. COCKPIT TEh{PERATURE CONTROL RHEOSTAT AS DESIREO.
D. CA8!Ii TII,IPERATURE CONTROLS AS OESI REO"
z. wt lrosHl er-r n_EaI--,,lLUAxi vuu) tru rr- tsHr

A. CABIN HEATER MASTER SWITCH ON.
B. WINDSHIELD HEAT CONTROL - ANTI.ICINE,

C. COCKPIT TEMPERATURE CONTROL RHEOSTAT - AS DESIREO.
.D. CABIN TEMPERATURE CONTROLS - AS OESIREO.
E. CABIN COLO AIR VENTS - CLOSE AS MANY AS POSSIBLE

TO INCREASE AIRFLOW TO WINDSHIELO.
rSgl!: ortt oc-5a, wHeN THE wtNDSHtELD HEAT coNTRoL ts

SET ON ANTI-ICING, OPERATE THE COCKPIT TEMPERA-
TURE coNTRoL RHE0STAT TowARos 'rN0Rla41n T0 oBTAtN
cocKPtT HEAT.
3. uJtNDSHtELp ALCoHoL - lT lS REC0f.,IMENDEO THAT lvtNOSHtELo
ALCOHOL BE USED ONLY IN EVENT OF CA3IN HEATER FAILURE

OR WHEN WINOSHIELO HEAT ALONE WILL NOT REh4OVE THE ICE.
A. WI NOSHI ELD ALCOHOL SWI TCH-ON.
B. AOJUST WINOSH' ELD ALCOHOL I,/ETERING VALVE FOR
OESI REO FLOW.
ELEoTRIcAL ANTI-tctNi EoutpMENT (piroT HeRos, srAT!c vENTs,
scooPs aruo spotLens)

1. GROUND OPERATTON - SHOULO BE LIMITED TO CHECKINS OR
tN{\4EDtATELY pRt0R T0 TAKE-oFF BUT oNLy vlHeu #p ENotNE

IS OPERATING AAOVE 9OO RPM.
ANT!-ICING EQIJIPMENT
DC-6
sEcTtox 7 ? acE 18
OPERATING ItIA}IUAI.
^W^
r I. 9!ER{l0N
A. PITOT AND SCOOP HEATERS SVITCH ON.
B. POTATE AhII\4ETER SELECTOR TO EACH POSITION ANO CHECK
Ai.IIPERAGE WHICH SHOULO FALL WITHIN RANOE SHOWN ON
SELECTOR PLACARD.
c. oH oc-54 '- opERATE sPo ILER HEATER Aivlir4ETER sELEcroR
SWITCH TO READ AMPERAOE.
O. TURN OFF PITOT AND SCOOP HEATERS SV/ITCH AS SOON AS
6HECK I S COMPLETED.
2. FLTGHT qPERAIIIN
A. P|TOT AND SCOOP HSATERS SlIVITCH ON - AS NECESSARY'
B. CHEOK AMPS ON ALL POSITICNS OT SELECTOR SWITCH.

ANTI-ICING SQUI PMENT
0(-6 SECTION 7 P^cE Lg
OPERATING MANUAI- tt-1>-5t
rI l. "${^
llMlf lu !!1,.
A WINC .ANO TAIL ANTI-IOING
1. \ryl NG Ar.rll -l cl N0 SYSTEM MINTMUM GJU0E,T_E!ilp€gATUTEE
2O,OOC F1'.7
/
i5,oco fr.7
i l:.F
1
to,ooc, rT
'l
mTt
I
:\"
I
- 5000 oi I
lt FT
rl
9
7I lr <.
I \ cYaL!tlr
-- RAl,:6
t
+
\ I
,
I
MPH. I3O 200 ?5O iiJo l2O I4O 160 iAO, 2OO
l-,r f I
**ots'r --Go tli lHlMUi4 lN0lCAII D LHlt- tCttgC TrMP- t
200
| flDic4rEo arRs[,t(D
Z TAIL ANTI-ICING SYSTIM MIN IMU51 S,AUS f TFMPEIIATURES
r
1/
O FT,
{
v
t/
t/
(
I
{+
/
.l
I
l I I I
I
I
MPH - I60 200 250 roo t20 140 I 60 i ao 200
KNOTS - r50
LLr rrrl
-r
200
MTNIMU*r tit0lcATED ANT|-16rNG TEMp.- oc
'NDrCArfO 4.ASTEEC
]" ito :'tAl rllEi..- pFr_Seu3E

-_ANJl :l C_i \S"-rJq4TrB.g
WING HEATER TAIL HEATER
CPEFAT I ON ALTI lUgE FUEL PRESSURE FUEL PRESSURE
PSI PSI
6 ROUt{D rAEA L EVEL o 0 1-1 T7
SEA LEVEL
F,L I EHT 23a 200 2a-26 20-26
20. oo0
ANTI-l cl NG EtUlPtuiiftiT 0(-6
SECTIOX 7 PrGE 20
l]-Ltr;- ,t OPTf,ATI}IG ilA}IUAI.
Hr. Lr!llT4TlllNs,
4. oo Nor oPERATE ANTI-IcihG HEATEIiS E-HEti o.A.T. Is AEovE 50oF.
5. MAXII,IUM INDICATED G,qUCE TE:i!{PER}.TI.'RE FOR WING OR TAIL HEATERS
- - - -21OoC.
6. cohlTlN{JOUs OPERATING f0liSUilFTlOn P€R }IEATER
\,6 enlslrn-APPRcx.
1. Al FFotL HIATEP-q liilll Nor OprRATg lll'l GiiouNo ultLESS #z pNo
*4 Eue t Ne GEr;e aAToR! ARE 0PERATI rie r.No sHowlNG AiIPERAGF: -
*t'lo #z ANc #b, THatlrrLES ARg lN rofi*.P-.Ro PlrcH RANGE.
B PROPqLLi:F B-e:!qtNS
1. Etic r N€s ilcT pur.$., I ria -

- to sEcslEiiG. i iuAX. )
-
2. Ertu!NES Rutit,:Ne AeovE 9t? q+ii - - - 11"!N/EiiG" (!iAX.)
A:,.pS FOi E,ICH trROp sliijtll;

qE i10 T0 225 A:'PS.
J"
+. lcEx -'!4AY Bf usED Fof; !cE iLlrili\lATilti {}N iNDp[R.riTlt/E
PACPILLEF ECOTS, A S! N;LE APFLI CiTtIit'I ltlLL LAST FOR
44 Hot,Rs, pRol/lolllS llo.PHEa!PirlTict,: HAs BEEN E!lcoul'irERED
tN FLt;Hr, lF l.lopE TriAN THRrf iIOUFS CF PRECIPITA-rl0N lS
Er'jccurtTEFEO ! l'.i FL I .HT, t rS ErtrrCT { .JEnESS '+l LL DECRtAST
AFTIR g licuas or 0FERAT!oN,
cAliBuRrycP lNiI-tci Nq * Dr-:.:lll t\6_
1- lAl]LU95TOR rRfllEAT
A- a-sTRlcTlcN oN usE FOR lfrE aifvlftT!oN - {r'ionuat)

LO$ BI-OV,ER -- Up 1p tloo0 Hilh BLovrEq - t,p TC l-'oc,
e. BESTRICTION{ttl USE FCR iCE REjiioVAl,
- "tH€N USI i.IG I.I[AI AECVE I]OOC - PLACE IIIX-
LOU' BLQ!'!ER
TURES I N AUTO-PIgIi, AIIi] SPAftK CONTROL I N ,ITAKE_OFF
AND CL I I,iPr.
HIGH ELO,-IIIER - I,THEN USI I'I,; NIAT A;C\,'f 1'OC _ PLACE \;I X-
TUffES I N .A{jTC-RI A'!D .CFAiii( ?CIiTROL !N ,ITAKE-OFT
'H,
A}jD CL I :JBi .
UPU,,,rRD'iO FULI. P:5HEAT,!iNY AS NECESSAI]Y TO
';'JsEO
a{EiliQ\rE ICE - A iliTuRtl TO NOqirAL FREHE.qT SHOULO BE
l4AoE .r.S SCO|,] AS POSSI ELE.
ANTI-ICI NE EQUIPMENT
0c-6 sEcTroN 7 P AGE 21
OPERATING IIAI.IUAL
rI r. LtEir4rrsls
1. CARBURETOR ALCOHOL
A. TANK HOLDS 16.5 cALg - FLOTY tS + cAL./MtN./CARBURSTOR.
0. wl ND_€!l!LD_-tAlgLL--LqL[G-& oE-l Cl N0
' 1. AFTER COCI(PIT HAg OOOLEO - MAINTAIN MINIidJM HEAT SETTINC
ACCoROINe To O"A.T.
2. TANK HOLO3 16.5 CALS - FLCI| tS {7 eAL./MlN. WHEN VVINOSHIELO
METERINC VALVE I8 FULLY OPEN.
E. ELEqTSLOAL
^NTI-ICING -EQUIEMBII
1. DO r.rOT OPERATE ON GROUNO EXCEPT FOR CHECXINC OR PRIOR T0
TAI(E-OFF A}D THEN ONLY WHEN #A EruCINE IS OPERATINE ABOVE
900 R.P.M.
2. REFER TO COCKPIT PLACARO ADdACENT TO PIT0T HEATER ALTdETER
tlvlTCH FOR AI,FERACE LIMITATIONS OF ELEoTRICAL ANTI-lClNC

EQU I PMENT.
E
ANTI-ICING EQUIPMENT
DC-6
sEcTloN 7 22
"AGE OPERATING IilANUAI.
LL-15-5t
^W^
!V. TROUBLq SHOOTI Ng
TROUBLE CORRECT I ON
A. WING ANO TAIL ANTI- 1. TURN MASTER $V ITCH OFF IMI'IED I ATELY -
ICING ALLOTV TEIMPERATURE TO OROP BEFORE
1. INDICATED CYCLiNG TAK I NO FURTHER ACTI ON.
TEMPERATURE EXCEEDS 2, Si..!'ITCH RESPECTIVE HEATER F'UEL CONTTOL
i,4AXIMUM LIMIT (RED SWITCH TO OPPOSITE SYSTEMI.
LI NE). J. TIJRN 0N AI RF0l L ANT l- | C I N0 t\,{ASTER
SIIII TC:H AND OBSERVE CYCL I NG TEi,IPERATURE
TO SEE TFTAT tT 00ES NoT oVERSHooT.
4. t r tEUpEnATURE ovEirsHoor s Ar.rD coNT I NUED
OPERATICII OF HEATERS I S NECESSARY -

CYCLE HEATERS WITH A,\Tl-lClN.; l,{ASTER
S,T ITCH.
2. HEATER INDICATED 1. PROBABLE FAILURE OF FUEL PRESSURE
TEiIPERATURE IS GAUGE SYSTEI,4 - [.,JO ACTION POSSI BLE.

NORIlAL BUT NO FUEL IF CONDITICN EXISTS ON ALL HEATERS -
zRESSURE SHOWI I.IG . CHECK IIHEATER FUEL PRESSURE .- I NCICATJR
CI RCUIT BREAKER.
J. I.iEATER FUEL PRESSURE 1. TURN TVIASTER SWITCH oFF FOR JO SECoNDS,
NORMAL BUT NO HEAT THEN BACK OII - IF HEATER DOES NOT
OUT9 U7. OPE RATE:
2. AEAIN TURN HEATERS OFF - SWITCH TO
OPPOSITE ICNITION SYST-II - THEN TURN
BACK ON ASAIN - IF NO RESULTS:
J. A6AIN TURN HEATER oFF FoR JO SECONDS
SWITCH TO OPPOSITE FUEL CONTROL ,SYSTEI,i-
THEN BAOK OI.I AOAIN. IF NO RESULTS:
4. rny oHANGE oF AtRSpEEo ANo/oR ALTITUDE
AND REPEAT ABOVE PROCEDURE.

A$T I -I I N€ E+UtPI'E!{T
#^
C
0(-6 tEcrloll PAGE AJ
0PtRATItlG llAtlUAL 7
1 1- 15- 51
I V. TROUSLE_SIIOOT ! lic
TROUELE CORRECTIOT{
4. uo rurl PRESSURE oR 1. CHECI( SYSTEI* EIREUIT BREAI(ERS
TihFERATURE INOICATED a. cnEcr FUEL quAt$Trry tls #] {*Arft TA}K.

ON AJIY AIRFOIL HEATER" }. PLACE HE*TER FUEL SYSTEU SSITCfl TQ
cRosstEEs.
{. IF AIRFOTL HEATEE TUil- PRESS{JRE Is
f,lOT RESTOREA, TURlrl 6ROSSFEE0 $tslfc!+
TO TARfr{AL ANO AIRFOTI- MTSTER $triTC}T
- I eRilU(
oFF ttrg FtlEt_ LINE rS tHt t
5. wlrie rrnrrn( s) 1. TR;P **t*rotL l- & R Fit**, c.E.

t+gArERg
r NoPERATM" ANO CO$T}$I}E TO OPERATE ?AIL HEATE* **

REq., t REO"
5. ralr- HEATER I I'loPERA- 1. TRIP trAIRFOII- HEATERS - ?A!L' CIRG$IT

TIVE AND CANNOT BE SREAi(ER ATA CONTI NUE TQ OPERATE WI SE
RESTOREO TO @ERATION" HEATERS AS REqUtREO.
7. AIRFOIL HEATER BACKFIRE 1. IT PBIOR TO TAI(g-OTF - RETURN F&R
LIeHT COlriES ON. Cffi RECT I ON BY fi&AI NTEITANCE PE&SOH}'EL.
2. tF ill FLte|.T - TtlRri oFF AlRFoiL .i{EATERS

tF cor{BtT}o}rs FERi6tT, oR t$_ATE
FAT&.TY IIEATER BY 7UR$II{6 OFF ffiTH
t{tns HEATERS" TRIF !L & R nlt{xE c.E-

Ofl TtJfrN OFF IAIL }*EATER gY F$LLI}€
fTAIL* c.B. -
J" lr AIRFOIL HEA"EE OpERATIAnt I S ABmt--
UTELY REQIJIREO:
A. STITCFI RESPECTiVE HEATER TO

OFPeSiTE FUEL & tCNITION GO'ITEOL.
E" OBSESVE EESFECTTVE FUEL PEESSURE
- EAISE
CAUEE FOR F-tIRTHtrR BACXFIBE
flLL FLUCTUAT',E UFTARS TO 5 psr,
C. IF FURTFEF BACKF!RE OBSERV€E;
l(EEp ATRSpEEO AtsSVE rr-p.H.{155
xxors) FGR sEsr 'gO
FUELIATg r.rxrunE.
ANTI-ICI NG E.]UIPi/IENT
D(-6
SEcTloN 7 PAGE 211
0PIRATING iitAilUAL
I 1-1rFE1
"W^
lv. TROUBLE SHOOTING
B. eEgeEEEE-!E-l-gLrS. 1. TURN RESPECTIVE EI,IERGENCY OPERATING
1. AI*PERAGE READS HIGH slvlTcH T0 MANUAL. lF PoSSIBLET OO NoT
( aeove 22, Ar,'lP s) oN DE.tCE FAULTY PROPELLER.
ONE PROPELLER. 2" IF I.JECESSARY TO DE-I CE FAULTY PROPELLER

HAND 6YCLE AI,1METER SELECTOF TO FAULTY
PROPELLER TOft 10 SECONO PERIOD,
2. AMPERAGE READS LOW 1. 0NE 0R 1,,'IORE BLA0E eLEMENT 3 ARI ! N-
( aeuow t1o r.tup s) olt OPL.RATIVE - IT I S AOVISAELE TO TURN
ONE PROPELLER. OF' CE-IC I iTQ SYSTfId TOR TH I S PROPELLER
TC AVOID VIBRATION BIjE TO iJNEVEN DE-ICiNG
," NO AMPERAGE ON AI-L 1. I F I NDI CATOR LI GHTS CYCLE PROPERLY -

P ROP ELL ER S, TROUBLE IS IN INOICATOR CIRCUIT -
2. CHECK SYSTEM ON TII,IEfi AND ON MANUAL
coNrRoL. (orv oc-6s- TRy Bors sHoRT
AND LoNc cycue)" - Ir No RESULTg
3. cHEcK rpRop DEIcER coNTRtr ctRCU|r

B REAKER
C. CARBUSETOR PREHE4T
I. UNABLE TO OBTAI N 1. CONTROL HEAT lVITH COWL FLAPS - PO!i,ER -

AOEqUATE HEAT DUE AIRSPEEO ETC. INSOFAR AS POSSIBLE.
TO CABLE LINKA';E
TROUELE.
D. CARBURETOR.INPI !8,"T! I'IB-

SHI ELO ALCOHQL
1. NO INOICATION OF CAR- 1 CHEOK IIWI NOSH IELD Ai']D CARBURETOR OE-

BURETOR ALCOHOL FLOW. I CER SOL, VALVE - PUiviP I I RCU lT BREAKER.
ANTI-IcING E.JUIPMENT
sEcTloil 7 PAC825
8,'uf^r,no MANUAT. 11-1:}^5L
^W^
I v. IL0ILqLE*SIglfl_Ng.
TROUsLE coRRECT I Ohl
E '!v_r-illllij-l ELD HEAT
1, A I RF{-S"{ LOW I lt ANT I - 1 MOVC'q{lr\tDSHlELO SELECT,3R TC OFF ANO
!clNG PCSlTlON. RETURN TO AI.ITI-I 3ING"

2 L:TiICK I'CASIN HtAl'ERS .. POTiTR'I
i I RCU I 'T BREAX [8.

.JIANY COLD AIR OI,' LETS
i]LQSE AS AS
POSSIBLE IN illAlN CABIN.
4. TRY REDUCI NG CAAI N PRESSUFE Oi TFEREN-
TIAL, IF POSSIBLE
F ELECTRI CAL ANTI -I CI NG
EQU I PMENT
1. SYSTEM MALFUNCTIONS OR 1. CHECX SYSTEM ANO AMMETER CIRCUIT
I NOPERAII VE. BREAKERS ANO FUSES.

I
./
C
AUTO o
I
3
o
PILOT I
AUTO PILOT
OPTRATI}IG MANUAT tL-15-5L
^W^
PAGE
I NDEX. . . .. ......... . L
EENERAL. 2-5
A. SAFETY INTERLOCK PROTECTIVE SYSTEM. 2-1
PEOESTAL CONTRoLLER - 0lAeRAl.. 4
SERVO ENGACINC CONTROL - DlAERAM. 5
AUTO-PILOT ELECTRIC RELEASE BUTTONS - OIACRASI...... 5
il. OPERATl ON.. 5-10

A. PREFLIGHT CHECN.... 6-6
B. VYTIEN TO ENCAGE AUTO.PILOT.. I
C. AIRPLANE TRIM PRIOR TO AND DURING AUTO PILOT
OPERAT I ON.. .. .. 6
D. HOW TO EN0ACE AUTo PtLoT.............. 8-9

9
F. TO CHANCE ATTITUOE OF AIRPLANE. 10
e. AUToMATIC APPRoACH............d.. 10
H. TURNING OFF AUTO PILOT... 10
I. AUTOTdATIC CUT,OFF. 10
il1. L IM I TAT I ONS. L1
A. LII.,ITS OF OPERATION AUTOMATICALLY CONTROLLEO....... 11
B. AIRSPEED LIMITATION.. 11
c. ALTtru0E LtMtrATtoNS (luro ptuor ErueeeEo) 11
D. ALTITUDE CONTROL. LT
IV. TROUBLE SHOOTING. L2-11

A" CL,ISSIFICATl0N 0F MALFUNCTIONs.... L2
B. PILOT SWITCH CANNOT BE TURNED 0N..... x1
C. PILOT SWITCH AUTOMATICALLY RETURNS TO OFF.. Lt

D. AUTO PILOT WILL NOT ELECTRICALLY DISENCAGE.. 13
E. GENERAL OPERATINE TROUBLES. 11

AUTO PILOT 0c -6
SECTTON 6 PAGE 2
LL-75-5L 0PERATING tr{ANUAt
t. .GFNERAL
THE SPERRY A-12 ELECTRONIC AUTOMATIC PILOT PROVIDES AUTOMA-
Tlc STABtLtzEo FLIeHT ABoUT THE THREE AXES OF THE AIRPLANE, CoNSTANT
ALTITUDE CONTROL, C0-OR0INATED TURN CONTROL, AUToMATtC ELEVAToR TRtM,
ANO AUTOIiIATIC APPROACH CONTROL USINC THE STANDARD LOCALIZER . CLIDE
PATH RADIO EQUIPMENT.
MECIIANICAL AND ELECTRICAL SAFETY INTERLOCKS PREVENT IM-
PROPER OPERATION OF THE AUTOMATIC PILOT. UNLESS ALL AUTO-PILOT

swlTCHES ANo CONTROLS ARE PROPERLY POSITIONEO, AND uNTIL THE FTRST
OFFIcERss INVERIER swtTcH HAS BEEN oN FoR AT LEAST TwO M!\UTES, THE
iPtLoTI SwITcH IS LocKEo IN IT8 OFF PosITION AND CANNOT BE TURNED oN.
oNcE THE rptloTr sl^,trcH ts ruRNEo oN, ANy tNcoRREcT SEQUENCE oF
opERATtoN oF THE AUTo-ptLor coNTRoLs wtLL cAUSE TxE rptLorr swtrcH To
RETURN To ANo LocK lN THE oFF poslrloN. WHENEVER rHE {PlLorrrswlrcH

AUTOMATTCALLY TURNS OFF WITH THE SERVO ENCAGINE CONTROL
iENGACEDT,
THREE RED WARNINO LIGHTS FLASH TO WARN THAT THE AUTOMATIC PILOT IS NO
LoNeER coNTRoLLtNc rHE AtRpLANE.. (nt pReserur so'ie oc-58 ATRPLANES
ARE EQUIPPEO WIIH ONLY ONE WARNING LICHT, LOCATED ON THE PEOESTAL
CONTROLLER. ON ALL OTHER AIRPLANES (OC-6 IruO OC-58) TWO ADDITIONAL

L!cHTs ARE TNSTALLED - oNE oN EACH P,LoTts FLIcHT INSTRUMENT PANEL).
A satql,y_,! t{,Ig-BL0ctt_ i-&rEcI I ve, EYJTELI_
TfiE F"e,Li-0"siliG $Ul'ilvlARY $i'ihH INTEfiLCCK SYSTEM AESUMgS
TFi.A r ?aV Dr ri'ir tL5!' ec {r inst e ril CERS ![lvERTEn sw,rcxi pswsR
ri,r'13 fiilrri Sl.iPf LiED FSil g-j- LfAIL3i r",,!q l,i it,iuTrSi
dP!I.OTI1 Sv{ITeH OAIINOT BE TURhIEO ON UNTI L:
A. t,i'j"i-Iili,,iiii "!PpRcAel.is f;lirTFUl- iix!1'fiH t:: iit 'rHE'rsYRc-

i] ! Li,,T.1 PCS r ?', ! ti\,J.
E. i?uRit) I<i.taB : s li\t oETEili r'.

i-1" SE*!,;0 r;.,iGnfr:iiri,1niiiR0L lE ii\t THE *SiSENGAGE{ PDslTI0N.
D" Pii-CTS EtECTftiCAf- REI,.EAST gUTTDiIS ARE I'IOT DEPRESSED"
AUTO PILOT
DC-5 sEcTroN I PAcEI
OPERATING MANUAI- LL-L>5L
r. GENERA!
rP I Lor{ sw ITCH AUTCN1ATICALLY RETIJRNS TO N I POSITIDN Ir:

A. EITHER ELECTRICAL RELEASE BUTTON IS OEPRESSED.
B. plLoT ENeAetNe 0oNTR0L ts tN THE rDlsErueAeEr pos!Tto{

AND:
1. TAUToI,IIIIc APPRoAoH[ SELECTOR SwIIcH tS MoVED FRoM
THE rrGYRoPlLorr PoslrloN, oR
2. THE ITURNII KNoB Is I.IoVED oUT oF +r

oETENT.
1
IALTtTUnE coNTpot r swtrar.r cANNor BE TURNED roNrr uNLEgs:
trFiLorrr swlrcH ts ,roN'!
A 4E
B PIL0T ENGAGTNG CONTROL iS tN THE {ENGAGEft PoStTtON, ANp
c rrAUTCrulArlc AppR0ACl.in sELEcroR swlTcH is,lr't THE igyRo-
PlLoTs oR rLocAL,zgRn poslTiciq.
4 IHE PI ICH ColrFi_ol KNlg_t S I hrof ERAJ I VE t^4lEfi:

A. |!ALTtruDE coNTR0Lrr sy{trTcH ls ruRrueD doN0.
AUTO PILOT
DC.6
sEcrrox
Lt-L5-51
6 P^GE 4
0PERATIt'lG MANUAL #^
I. GENERAL
PEOESTAL CONTROLLER
,AUTOMATIC APPROAGH
THIS LIGHT (ANO ONE ON
EAGH FLIGHT INSTRUMENT SELECTOR SWITCH
patEu )*rulsHEs WHEN XEEP IN GYROPILOT
SERVO CONTROLS ARE POSITION AT ALL TIMES
ENGAGED attD " PtLor" EXCEPT WHEN USING
swrToH rs oFF AUTOMATIC APPROACH
CONTROL
COOROINATED
TURN TROL
OPERATES AILERONS
AND RUODER
SIMULTANEOUSLY
AUTO-APPROACH CONTROL
READY LIGHT
PITCH GONTROL XNOE
,il
PILOT ON - OFF SWITCH PIT6H GONTROL KNOB

OPERATES ELEVATORS,
INOPERATIVE WHEN ALTITUOE
oONTROL SWITCH 15 ON
INDIOATES DIFECTION
AND MAGNITUDE OF
SERVO OUTPUT TO
RUDDER, AILEfiON AND
AILERON GONTR E LEVATOR
BANK
WITHOUT FUDOER
ALTITUOE CONTROL SWITCH
*
LIGHTS ON FLIGHT INSTRUMENT PANELS
NOT YET INSTALLEO ON ALL AIRPLAN€S
AUTO PILOT
DC.6 sEcrroN I PAGE 5
OPERATING MANUAT Lt-t>5t
|.
"W^
cEN!341.
GONTROLS ARE SPRING

LOADEO TO EITHER SIDE
OF GENTER BY HEAVY
SPRING TO ASSURE
EITHER FULI- ENGAGEMENT
OR FULL DISENGAGEMENT
SERVO GONTROLS WILL

NORMALLY BE OPERATED
AS A GAN6 BUT MAY BE
OPERATEO INDIVIOUALLY
BY PULLING OUT KNOB ON
OUTSIOE CONTROL HANOLES
SERVO ENGAGING CONTROL

ON AFT FACE OF COCKPIT
PEDESTAL
PUSHING EITHER EUTTOI{

ELEGTRICALLY DISENGAGES
AUTO-PILOT. ( SERVO COITITROLS
REMAIN EIi'GAGEO )
GAPTAINS FIRST OFFICERS

POSITION POSTTTON
AUTO -PI LOT ELECTRIC

RELEASE BUTTONS
AUTO PILOT
DC.6
sEcTtoN 6 PAGE 5
Lt-L5-5L OPTRAIING [,IAN['AI.
I I. OPERATION
A. GRoUND CHECI - lF lT iS DESIRED T0 CHECK 0PERATIoN OF THE
AUroNrArtc PtLoT wHtLE THE AIRPLANE tS 0N THE GRoUNo, PRo-

CEED AS FoLlovrs (Tlils cuecx ls Nor A PRE-FLIG+{T REQUIRE-
MENT) :
1.
@I_9.!lE_troL.L49E - 26v.
@-0N.
7. AUTOMATIC APPR CONTROL SIA'I TCH - GYROPILOT.
L TURN KNOB - IN OETENT (CENTCNEO).

tr A I LERON IM KNOB - CENTEREO.
6. SERVO ENGAqIXt_ loNf8olg - Dl SENGAGEo.
7. plLoT,JW]JoH - Or.r (Wtt-t- t,loT TURN 0N UNTIL INVERTER SWTTCH
HAS BEEN CN FOR AT LEAST TWO MINUTES).
I CHECK TRIM INDICATOR$ - SHOULD AUTOMATICALLY CENTER 1 TO 5

sEcoNDs AFTER sptLor' s$llrcH ls TURNED iloNd.
9 MAKE VISUAL I NSPECT I ON T0 lNStrRE THAT FLIGHT CoNTRoL
SURFACES ARE CLEAR.
10. SERVO ENGAGINg CONTROLS - ENGAEED.
LL. GUST LOCK - RELEASE.
La. plrcr'!_xrtqg - RoTATE FoR NosE uP - ELEVAToR TRIM (senvo out-
PUT) INDICATOR ON PEDESTAL CONTROLLER SHOTJLD MOVE UP AND
CONTROL COLUMN SHOULO MOVE AFT.
T7. PITCH KNCB - ROTAIE FOR NOSE OO1'!iN - ELEVATOR TNITTI (SENVO
OUTPUT) INDICATOR ON PEDESTAL CONTROLLER SHOULD MOVE OOWN
AND CONTR0L COLUMN SH0ULD MOVE F0R'I1IARD.
14. AILER0N KNoB - R0TATE clocl(l/UlsE - AILERoN TRIM (sERVo our-

PUT) ITioICATOR ON PEDESTAL CONTROLLER SHOULD ROTATE CLOCK-
WISE AND CONTROL wlEEL SHOULD ROTATE CLOCKWISE.

15. ATLERON KNoB - ROTATE CoUNTERCLOCKWISE - AILERON TRIM (SERVO
0UTPUT) IT.IOiCITON ON PEDESTAL CONTROLLER SHOULD ROTATE
COUNTERCLOCKIIIIISE AND CONTROL IATIEEL SHOULD ROTATE COUNTER-
CLOCKWI SE.
DC- 6
AUTO PI LO T
SECTION 6 PAGET
OPERATING MANUAT tL-L5-5t
^W^
I I. OPERATION
T6. TURN KN0B - RoTATE APPRoXIMATELY 15 oEGREES FOR LEFT TURN -

AILERON TRINI INDICATOR SHOULD ROTATE COUNTERCLOCKWISE, RUDOER
TRtM INDtCAToR SH0ULD MoVE TO THE LEFT, CoNTRoL WHEEL SH0ULo

ROTAIE OOUNTEROLOCKVV'SE AND THE LEFT RUODER PEDAL SHOULD
MOVE FORVJARD BLOWLY"
17, Tt,lrN xilQq - nETURfi T0 DETENT PoSlTl0N - THE A!LEFoN CoNTF0L

'ffrlEEL SHSULD SLOWLY RETURN T0 NEUTRAL BUT THE RUDDEn PtDAI-g
MAY REMAIN II.] THE POSITION !N WHICH THEY STOPPEO.
L8. ig.Es_-{-tgP. * F1OTATr AF}PR0X:UATELY 15 EEGREES FOR Rl GHT TiJRN-
6!LERO}I TR!fuI Ii\]T}I*ATCTi SHOULD ROTATE CI.OCKWiSE. RUDCEF TRI?d
t ri0!erlT0R $H0ut-D i;svE T0 fi"iE Ft!0HT, e0r.iTR0L wHEEL Si'i0uL0 n0-
rAIE CLOCKY/igI ANN Ai g!-iT RUDOEI? PEDAL gHCULO tr4OVE FERf'iAilD
E L CA'IY"
":"r. j!_E!_-r.!.pg - RETURN T0 DETET{T FoSlIll)N !'{riEN RUnDER PEDALS ARE
APFROXIMATET.Y NEUTR.Et. - AIL€RC'T''J OONTROT ''{HEEL SHOU!-O STOWLY
PETURN TO NEUTR,SL"
Eer. *O,tln .- rr{ERE stl{luLu BE l'10

,sLTl iuDE Q!j\i!,B.qL SftJ.QI- - UNDUt
CCi{TROL folOVEfulENT * iSTROI\JS 6USTS O['WIND Oi! STATIC VTNTE MAY
OAUSE SOME EI-EVATCE CONTROL I'TOVEMENT) "
ZL PITCH CONTROL - MOVE FO,qE ANET AFT - IT SHOULD 8E INIFFECTIVE'

22. !J!NIRO!- COLUMT - fuIAhIUALLY PULI. AFT - AIRPLANE!S ELEVATOE
TRIM TAB WI]EEL SHCULD MOVE FOR NOSE OOI'fi! TR|M.

21. COITROL CO.LUMN . MANUALLY PUSH FORWARD . AIRPI-ANE!S TRIM TAB
WHEEL SHOULD MCVE FOR NOSE UP TRIM.
2\. ELECTRIc RELEASE BUTION ON EITHER CONTROL WHEEL - PUSH -

ilplLoTn AND ALTITUDE CoNTRoL stllrcHES 3HouL0 SNAP 0FF AND
LOCK. WARNINe LlGHrS, oNE ON EACH FLIQHT INSTRUMENT PANEL
AND ONE ON PEOESTAL CONTROLLER, SHOULO FLASH.
25" SERVO ENOACING CONTROL HAN8LE . DISENGAGE . FLASHING WARNINE
LI GHTS SHOULD SHUT-OFF.

26. FLIGHT CONTROLS - CHECK PRIMARY ANO TRIM TAB CONTROLS FOR
FREEOOM OF MOVEMENT.
AUTO PILOT D(-6
sEcTtoN 6 PAGE 8
tL-Ly5t OPERATING MANUAI
"U{^
t I. OPERATI ON
27. eusl LocK - oN.

28. AIRPLANE TRIM TABS - CHECK FOR ZERO POSITION.
E" q!E! TO ENAStEJUTq-PILlI _ THE AUTO.PILOT CAN BE ENGASED WHEN

.[,iTE
AIRPLANE IS IN ANY OF THE FOLLOWINB ATTITUDES:
t, NORtdAL StrRAIGHT ANO LTVEL FI-IOHT"

?" ANY NORMAL DESCENT OR CLIMB.EI,IGAGING iHE AUTO-PILCT TOLLOTA'ING
TAKE-OFF IS RESIR!CTED TO A MIN!MUM ALTITUDE OF:
A. vrq - goo rE'-ri B. lFn - MiNltltuM EN RourE iN-STRLIMENT

,AL'ilTUoE (excrpr r0R AUToMATtc APPlioACH DPERATtoNi"
!!:g: iF y'rE Ai"JTo-ptL0T ts ENcAGED lN {LtirB 0R DESCrftT, ilR yJHERE
.iiIE AIilCS ,qRE i$OT LEVEI. WITH THE IIORIZON} ii.lE AINPLANE WItL
I$NT!NUE TO FLY iN TJ-.{iS ATT!IUDE UNTIL THE OPERATDR CHANGES
iHg AiRPLANE ATTiTUDE RY MEANS OF ?HE AUT$-P!LOT OC|".ITROLS"
C. A!RPLAi\iE TRIiUI ORIOR TO ANO OURINI" AUTO-PILOT OPEftATION
i{HiLE ?T tg PREFERABLE T0 T*i!M MAI'tUALLY, BY USii'.lG THE
AiRPLANE TAB ODNTR0LS T0 ASJU$r F0R rrHANDs oFril r!-laHT EEroRE
gN6AGING THE AUTO-PILOT, THE AUTO-PILOT MAINTAINS AUTOIVATIC
SYNCHR0NIZAT!Cl.i WITH CHANeING ATTIIUDES 0r THE AIRPLANE Al",lD MAY

?iigREFORE tsE ENOAGIE AT AIJY TIME" Ai,JY UNTRIMMED COND!TICN CF
rHE AIRPLANE W!LL BE iMMEOIATELY RETLECTEO iN THE IHREE TRIM
II.JDiCATORS ON iHE PEDESTAL OONIROLLER. THE A!RPLANE OAN BE
TRlt'6lED WITH THE AUTO-PILOT El.iGAl,'ED BY \,I0VEMENT CF THE APPR0PRI-

ATE AIRPLANE IA8 CONTROL AS NECESSARY TO CENTER THE RESPECTIVE
TRIM I NDI CATOH.
WHILE THE AUTOMATIC PILOT IS ENGAGEO, ELEVATOR TRIM IS
AUTCS'ATIC WITHIN CERTAIN LIMITS AS SPECIFIED IN ,ILIMITAT!ONS"

THIS SECTION.
N^ HOW TO ENGAGE AUTO-DILOT

IAUTOi,ATIC APPROECHT SELECTOR SWITC+I r cYRoP I
1. - LoTr POSI TI ON.
2. ITURNT KNoB - lN DETENT (eeureneo).

[AILERONT KNOB -
1. CENTERED.
AUTO PILOT
0c-6 sEcrtoN 6 PAGE 9
()PERATING [itANUAI.
7L-t?5L
"W^
I l. oPERATI0U
4. sERVo ENcAGtNe coNTRoLs - DtsENeAcEo (oom).

5. rPlLOTr SVYITCH - ON.
6. AtRpLANE wtNcg - LEVEL rylrH HoRlzoN

7" MANUALLY TRIM AIRPLANE.
8. CHEo|( THAT AUTO PILOT TRIM INDICATORS ON PEDESTAL 0ONTROLLER
ARE CENTEREO.
9. sERvo ENGAcINc coNTRoL - Er,lcleeo (up).

10. REC}1ECK AIRPLANE TRIM BY OBSERVING THAT TRIM INDICATORS ON
PEOESTAL CONTROLLER ARE CENTERED.
E" USE OF ALTITI'OE_CONT&OL - T0 MAtNTAIN A CONSTANT PRESSURE ALTI-

TUDE WHILE OPERATING ON AUTo-PlLOT, MOVE THE ALTITUOE CONTROL
si/lTcH To rHE loNu poslrtoN. THE FoLLowtNc AcrloN wtLL occuR:

1. IF IN LEVEL FLIGHT AIRPLANE ITILL CONTINUE TO FLY AT PRESSURE
ALTITUDE AT ltrHlCH g'rvlTCH WAS ENGAGED.
a, tF cLlMBlNc oR DEscENotNc wHEN gYlrcH ls ruRNEo roNr, AIR-

PLANE WILL LEVEL OFF AND HOLD A CONSTANT ALTITUOE. LATER,
HoWEVER, WHEN THE ALTITUoE sirlTcH ls ruRNEorroFFir, THE AIR-
PLANE WILL RETURN TO THE CLIMBING OR DESCENOING ATTITUOE
EFFEcrlvE AT THE TtME THE stylTcH wAs TURNE0 roN{. plTcH

ATTITUDE CHANGE THROUGH USE OF ALTITUOE CONTROL IS LIM,!TED
To pLUs oR MINUs 5c. THEREFoRE, lr ls NEcEssARy IHAT AIR-

PLANE ATTITUDE BE wtTHtN 50 oF LEVEL FLIGHT ATTlruoE BEFoRE
TURNING ON ALTITUOE CONTROL. CONSEQUENTLY, IT IS GOOO PRAC.
TICE TO LEVEL OFF THROUCH USE OF AUTO PILOT PITCH CONTROL
BEFORE ENCACI\C THE ALTITUDE CONTROL $'VITCH.
g: plTcH KNoB MAY NoT BE EFFECTIVE FOR SEVERAL SECONoS AFTER
TURNINC OFF ALYITUDE CONTROLO
CAUTION: OO NOT OPERATE STATIC SELECTOR S'\IITCHES WHEN AUTO PILOT
AuroMATlc ALTITUDE coNTRot- ls roxr.

AUTO P'LOT Dt-6
SECTTON 6 PAGE 10
7t-15-5L 0PIRAIING tt{ANUAt
^W^
II. CPERATION
F. TO CHANGE ATTI TUDE OF AIRPLANE
1. DESCEND - ROTATE PITCH KNOB FORWARD.

2" CLIMB - ROTATE PITCH XNOB AFT.
1. TUEN - ROTATE TURN KNOB IN OESIRED OIRECT!ON.
4- cLttlBtNG oc DESCENDINe ruRNS - RoTATE PlrcH AND TURN KNoBS
SIMULIANEOUSLY IN OESI REO DIRECTION9.
,. RESUI'NING STRAIGHI AI\IO LEVEL FLIqIT - REIURN TURN KNOB TO
DETENT AND ROTATE PITCH KNOB UNTIL AIRPLANE RETURNS TO
LEVEL FLI GHT POS I II ON.
AUTO,VAl_! g ry'PROACH
REFER To rrFLleHT RA0lo PRocEDUREST
H. TURNINE OFF AUTC PILOT
1. rptLOTi SWtTcH - ugp6tt (pRESS ELECTRTcAL RELEASE eUfrON).

2. SERVo ENGAGnic coNTRoL - iDtsEiloneEr (oowru).
WHEN sERVos ARE ENGAGED wlrH
rPlLort s$jlrcH noFF*,
rrFEeLt tlllLL
soME sLteHT FRtcrloN AND sL!GHT oHANGE lN colirnol
BE NOTED thI THE PRIMARY FLIGHT CONTROLS. THE FORCE REQUIIED
FOR ELEVATOR TRIM TAB CONTROL ADJUSTMENT WILL BE NOTIC:ABLY
I NCREASED.
t. AUIQ!AII.Q_.Q]I]:.Q!E - THOSE AIRPLANES PRESENTLY EQUIPPED WITH
AUTOMATIC APPROACH CONTROL ALSO HAVE AN AUTOMATIC CUT-OFF DE-
VICE WHICH ELECTRICALLY OISENGAGES THE AUTO-PILOT SHOULD MAL'

FUNCTIONING OR MIS-OPERATION CAUSE SUDDEN MOVEMENT OF THE ELE-
VATOR CONTROLS, CONSEQUENTLY, SUDDEN MOVEMENT OF THE PITCH

{PILOTT SWITCH TO GO TO
CONTROL KNOB MAY CAUSE THE AUTO-PILOT
TxE roFFr PoslrtoN.

AUTO PILOT
DC.6 sEcrtoN 6 pee r 11
OPTRATING fiAANUAI. Lt-75*5L
^W^
r rr" L_!l{r.rAJr0!!.q
A I. Ihi I TS OF OPERAT I ON AU TOMATI CAt.LY CONTROLLEIi - i/IEASURED FRDIJ THE
NORI''AL LEVEL FL I Gi.,IT REFIRENCE POS I T!ON.
1. 4utQlllry rol't'r .'-3lTot''lrf JQ l!'pnoncs swt tcH oru levnopt l-oT!

A - BANK .45 DEcREES EITHER D|RECTIoN
8 - CLIM3 AND DESCENT. . . . .15 DEGREES EITHER OIRECTION
c - ALTITuDE coNrRoL . 5 oEeRgEs EITHER DlREcrloN

D * AILERON TRiltt . . . 6 DEGREES EITHER DIRECTION
E . ELEVATOR AUTOMATIO TRIIliIT.APPROXIMATELY 40 TOTAU NNruCE
AUT0*PtLoT roNr - AUToMATIc A PPRoAcH sliitrcH oN fLocALlzERr -

L0qA!]?!B BEAM coNrRoLL lN0
A - BANK. . . 25 DEGREES EIIHER DIRECTION
oN il,r\PP
7 AU To-P I LOT { CNrl
- AUTOI'ATIC APPROACH SS]ITCH RoACHrr -
LDCAL I ZER AND CL I DE PATH BEAVS CONTROLL I NG
A - BANK. . . 10 DEGREES EITHER DI RECTI ON
B - CLIMB OR DESCENT DEGREES EITHER DI RECTI ON
'
AIPSPEED LIMITAT!ON
1. wtrH AUTo-PtLoT ENcAcED - 120 MPH (e78 xxors)
c ALT I UDE LI[i i IATI ]NS (AUTo-PtLor eueneEo)
1. CRUISE CONFIOURATION - - 1OOO FEET MII!IMUM TERRAIN CLEARANCE
2. IAKE-CFF AND APPROACH
A. VFR - 2OO FEET MINIMUM ALTITUDE.
B. IFR - I\,I IN IfuIUI.,! EN ROUTE INSTRUI.,!ENT ALTITUDE (EXCEPT

FoR AUToMATI c AppRoACH opERnrlcll).
FOR ALL AUTO-PlLOT OPERATI0N oURING TAKE-OFF AND APPROACH,
P!LOT MUST HAVE SEAT EELT FASTENED ANO HAND ON CONTROL
uHEEr- (NeeR ELEcTR!cau nEugesE).
O. aurlluoe EOIITNOT - OO NOT OPERATE STATIC SELECTOR S\IJ|TCHES WHEN
AUTOMATIC ALTITI.iOE CONTROL IS OPERATING.

AUTO P i LOT
SECTION 5 Prce 12
D(-6
11-L5-5L OPTRATING [1A}I['AL
^${^
IV. TROUBLE SHOOTI NG
I\ ORDER TO FACILITAIE MAINTENANCE TROUBLE SHOOTI\G ANO

SERVIC'NO, REPORT ALL CASES OF AUTO.PIi.OT MALFUNCTIONS IN DETAIL
ACCORDII,IG TO THE FOLLOWING TABLE AND TERMINOLOGY" PERTINEI,IT IN-
F0RN1ATl0N, SUCH AS FLTCHT CoNDITIoNS pRIOR TO AIJD DURING THE
yAlrvNcT.l9!, rltGHT MANEUVaRS 0R OpERATt0NS BEINc FERFOFTilEo, ETC,
SHOULD ALSO BE INCLUDED.
CONI ROL MALFUNCTI ON
RUDOER JIIIER
OSCILLATIDN
NO CONTRDL
ORI FTS
A I LEROI.{ J ! TTER
osctLLAIt0N
NO CC'l'lTR0L
oNE WlNe DOWi']
ELgVATOR , I ?Tso
OSC I ON
N0 c0r.riRcL
'!-LAT
cLIMBS (on otvEs)
ELEVATOR TRIM TAB - NO CONTROL
ALTITUDE CONTROL d I TTER

OSCI LLAII ON
NO CONTROL
COIITROL MOVEMENI UPON ENGAGEMENT
cLIMBS (cR DrvES)
TURN CCNIROL NO CONTROL
N0 ccoRDtNATtoH (runru KNoB ooEs Nor
PRoDUcE coonct tarao TuRirt)
CAL TURN KNOB ACTI 9N
NOi'I-SYUMETR i
OVER SENSITiVE TURN KNOS ACTII)N
\tING DOWN AFTER TRIt,II
CO[r!PASS I N ACCUR ATE
NO CONIROL
AUTO APF'ROACH J I TTER
OSCI LLATI ON
ORi FTS
cLTMBS (oB orvEs)
oENERAL ( or.iE oR l,ron E FAULTY swlTCH AcrtoN (!iplLoTr, ALTI-
CONTROL CHANNELS ) TUoE coNTRoL, 00NTRoL WHEEL,
ELEDTRICAL RELEASE, AUTO APPROACH
SELECTOR )
EXCESSI'VE CONIROL COLUVN MOVEMENT
WHEN ENGAGING
HARO-CVER CONTROL \IJHEN ENGAGING
CONTII{UOUS HARD-OVER CDNTROL
NO CONIROL !.{ITH - TURN KNOB
P I TCH \ryHEEL
AILERON TRIM I(NOB
CONTROLS SLUGSISH
MECHANI CAL DEFECTS
AUTO PILOT
DC-6 sECTrox 6 PAGc 1,
0PIRATING l,lANUAL 7t-t*rr
r v. Î^
TRoUBLE SHool1 llg
B. PILOT SWITCH CANNOT BE 1 REFER SSAFETY tNTERLoCK PRo-

To
TURNEO ON. TECTIVE SYSTEMfl IN THIS SECTION.
CHECI( AUTO.P'LOT CIRCUIT EREAKERS

(lHo ruses oN oc*5s)
O. PILOT SWITCH AUTOI\IATIC- 4
REFiR TO NSIPETY INTERLOCI( PRO.
ALLY RETURNS TO OFT. TECTIVE SYSTEMI IH THIS SECTION.
O. AUTO.PILOT WILL IIOT 1. PUSH SERVO ENGACINE CONTROL DOiIN

(otsrxcEce). AUTo-PlLor rHEN
ELECTRI CALLY DI SENGAGE.
CANNOT AFFECT CONTROL SURFACES.
E. cENERAL OPERATINE 1. CHECX AUTO-PILOT CIRCUIT BREAKERS

TROUBLES. (lNo ruses oN oc-64)
2. CHANGE FIRST OFFICERSI INVERTER
SWITCH TO OPPOSITE INVERTER.
NOTE:
FoR THE ptRposE oF ExpLAt{ATloN, THE TEsrs rosclLLAT'oN,r

r.rlrrER,r ANo roRtFTr ARE DEF!{ED As FoLLows:
OgctLLATION:. A CONTINUOUS HUNTINE OR MOVEI{ENT

0F THE AIRPLANE AB0UT ANV 0f.lE OR
ALL AXES.
.,ITTER! A SMALL ERRATIC MOVEMENT OF THE
coNTROLg, ETTHER CoNT]NUOUS OR
INTERMITTENT, AT A HIO{ FREQUEilCY
WHIC+I IS TOO RAPIO TO MATERIALLY
AFFECT THE FLIEHT.ATTITUDE OF
THE AI RPLAI{E.
ORT FT: FAILURE 7O HOLD CO'PAsS HEADINE.

REPORT IN NUMBER OF OEGREES PER
10 - UINUTE PERIOD.
a
ELECTRICAL m
m
o
{
v
EQUIPMENT
7
D(-6 EL ECTR I CAL EQU I PilIENT
sEcTloN 9 ? AGE ,.
()PIRATIN6 iTANUAt
t1-L>5t
"W^ PACE
llloEx.. .......... 1
GENE84L.. *-7
Ao o-C.SY_8TEU. c.€.... 2
t. VoLTABE RECULA'IDRB". e
2. eENERATOR FlEt_D C!RCUIT BREAT(ERS..........o... 2
7. REVERSE CURRENT RELAYS.
4. D|RECTIoHAL ctRculT BREAXSRS.... ',
5. GENERAToR oONTROL gltutToHEg.
6" BATTERY MAsTER gvtroH. ,'
7. BATTERv sELEcroR syrtrcfi (AND r_tcxr).... 3
o.c. eENERAToR clRcutT - gcHEuATlc - DIACRAII.. 4
6. ovERvoLTAeE pRoTEeTtON RELAY8.. 5
Bo A-C- gYgtE!!, 5
A.ca INvERTER sysTEr - gcHEMATtc - otAcRAu. 6
A.C. CONTROLg - DtAeRAil. 7
n. oN.
oPERAT| 6-9
A. o.C. SYSTEM, g
B. A.c. sysrEM. 9
II l. LlMtrATtoNr. 10
A. CENERATOR PARALLELINE. 10
B. CENERATOR VOLTACE...........G 10
c. cRouND PowER VoLTABE..".... 10
O. NORMAL OR EMERC. INVSRTER VOLTAGES. 10
E. OURATION OF EMERE. INVEHTER OPERATION. 10
F. 0YROSYN COrrPASS.r... . 10
lV. TROUBLESITOOJINC ......r ..11-12

A. O.C. A&,$IIETER SflOyYS NO AI{PS - VOLTAGE 0K..... 11
B. D.C. AM|,IETER SflOWS N0 AMPS - VO|-TAGE ZERo.". 11
C. CENERATORS OUT OF PARALLEL.. 12
o. No MAIN BUS VOLTAoE WHEN ON GROUNO pdruER... , 12
E" AMPERAGE TOO HIEH ON ALL EENERATORS. T2
F. VOLTACE HteH ON ALL CENERAT0RS...... L2
e. c,B. TRlppEO - EMERCENCY OPERATION OF CIRCU|T
NECEgSARY.. 12
ELECTRICAL EQUIPMENT D(- 6
sEcTroll 9 PAGE 2
0PEIATlllG ttlAllUAL
tt-L5-5L
I. GENERAL
A D. C. SYSTEM
THE PRIIVARY SOURCES OF POIilER OF THE DC SYSTEII ARI FCUR
:?CO AN'PERE EENERATORS, ONE DRIVEN BY EAEH ENGINE. THE OUTPUT OF
THESE GENERATORS IS AUTOMATICALLY REGULATED TO 26 VOLIS

AT EI.!GINE
SPEEDS ABOVE 9OO RPM.
EACH GENERAIOR DELIVERS AN EQUAL AVOUNT OF 'UFRENT

TO
THE TMAIN BUS'I, A DISIRIBUTION CENTER FROM !i]HICH ALL ELECTRICAL

S[IP'LIED' VARIOUS PROTECTIVE
.QUIPMENT IS OIRECTI.Y OR II"IDIRECTLY
DEV!CES ARE PROVIOED TO AUTOMATICALLY DTSCONNECT

A GENEI]ATOR
FROM TIIE BUS IF GENERATOR VOLTAGE DROPS OR !F i'IALFUN'TIONING

OCCURS IN THE CEI'JERATOR CiFCUIT.
CIRCUIT TAUI,TS AIiE ISOLATED tsY THE !NSTALLATION OF
CUEREI.JT LII'"1ITERS, IIRCUIT BREAKERS AN3 FUSIS ?ET\I]EEN EACH INDIV-
TDUAL clRCUlr AN0 lrs PcwrR scuncE (eus). AIlrllrloNAL trR0TEcrloN
IS OBTA!NEO BY lIVIDING Ti-JE BUS SYSTEIJ INTO A MAIN AND SECONDARY
AiJPERAGT LOADS ARE CONNECIED DI-

BUS. CIRCUITS \IIH'CH !RA',{ HIGH
gUSi OT|JER CIR:UITS RECEI\JE PL) ']ER FACiI THE
RECTLY TO THE UINIT'I
SUS. THE SECONDARY BU-q IS SUPPLIEs FROM THE TIAIN BUS
SECONDARY
IHROUGH A CURPENT LIiTIT!R.
AUX!LIARY OC POIiIER IS ?ROVIDED BY TY]O 1z-VOLT 88 AMP-

ERE-HoURBATTERIES,.I]IREDINSiPIESA|.ioL0.ATEDl|lACor'|PARTi/ENT
,JUST AFT 0F THi NOSE ilIHEEL iilELL.
1.- VOLTAGE REGULAIOR - At']Totl'AIl CALLY COi'ITROLS THE FFS!'ECTIVE

GENERATOR CUTPLiT \IIITHIN OESIRED LtI'IITS REGARDLECS AT CHAI']GE3
iN E|\:G IilE R.P"II.
, CENERATCR F I ELD CTRCUIT BREAKER - PROTECTS THE RESOECTIVE
CIRCUIT' YIHICH EXTEiIDS FRo!',ri Tl-E

GENERAT0R VOLTAGE CONTROL
MAIN ELECTRICAL JUNCTION 8OX TO THE EI'JGINE

GENERATOR'
ELECIRICAL EQUIPMEIlT
DC -6
sEcTroN 9 PAGE 1
OPERATING MANUAI. rt-Lr-5L
I .
"W^
GEI.]E RAL
1 REVERSE CUREENT RELAY AS AN AUTOTIATIC SWITCHING

- SERVES
DEVICE TO CONNECT THE RESPECTIVE GENERATOR TO THE BUS l,I/HEN-
EVER ITS VOLTAoE OUTPUT tS NORMAL, OR TO DTSCOTJNECT rHE RE-

SPECTIVE GEIIERAIOR FROM THE BUS IIVHENEVER THE GENERATOR VOLTAGE
DROPS BELOW NORMAL. THE REVERSE CURRENT RELAY OAi'] CONNECT
THE OENERATOR TO TI.{E BUS Oi']! Y I.\,HEN THE RESPECTIVE GEI]ERATOR
SW CH IS ON.
4 DIRECTIONAL CIRCUIT BREAKER - SERVES AS A PROTECTIVE DEVICE

IN THE EVENT OF REVERSE CURRENT RELAY FAII.URE. IT OPENS TO
PREVENT CUfTREI]T FLOW FROM THE BUS TO THE GENERATOR AND,

"VHEN
oPEN, ALSo BREAKS IHE GENERATOR VOLTACE CoNTRoL CtRCUIT T0
OROP VOLTA6E OUTPUT TO APPROXIMATELY ZERO.
oAUII!N: tF A DtRECTtoNAL Ct RCUTT BREAKER TRIPS lN FLIGHT,

DO NOT RESET.
tr . ARE NORMALLY KEPT IN THE fONtr

GE\ERATOR CONTPOI. SV'IITCHES
POSIT!ON.
6. sAIIERY \IASTLTi SWITCH. THE NORMAL FLIGHT FOSITION OF THIS

SV]IICH IS IIONII
. !1II IH THE S'Jl]ITCH OFF, PO'/']ER FROM EITHER THE
AI RPLANE BATTER I ES OR THE GRoUN0 Po!,riER UN I T CANI'IoI REACH THE
7 BArrERy slLqlrqR svirtc! (alto uteHT) - THE NoRMAL FLTcHT

POSITION OF THI S SWITCH IS IIPLANE BATTERY'I. IT PROVIDES A
I\IEANS FOR S'LECTIi..] G EITHER THEIIPLAI'IE BATTERY'I OR UGFOUND
PC'/IERIiASA SOURCE OF POWER FOR THE BUS. IF THIS SWITCH

Is lN THE rrcRouNo pov,lERi, pos I T I oN Ar\tD THE souRcE oF cRouND
PCYiER FAILS OR IS DI SCONI\IECTED, AUTOMATI C CHANGE-OVER lilILL
OCCUR Al'lD THE PLANE BATTERY \,^llLL SUPoLY POTilER TO THE BUS,
EVEN i,UrH THE BATTERY sELEcroR sriltrcH srtLL lN TllE "GRouruD
PO'I,'ERIIPOSITION" THE LIGHT ABOVE THE BATTERY SILECTOR
S!{ITCH U]ILL GLOIiI U]HENEVER THE GROUND GENERAIOR IS SUPPLYINC
PO"rE R.
ELECTRICAL EOUIPIilENT
DC-6
SECTION 9 PAGE 4
11-1ri- 51 OPIRATING MAt{UAt
"W^
I. RAIOR
'I?'IJIT -
GLNERAL SCHEVATI
ALL OTHER OC
CIRCUIT RECEIVE
G 6-G WARNI POWER FROM
^G
dE E O:E ! LI GHT THIS 8US
)a
!
<
:EY
aF<
zo 8 ATTE RY
-E 9s rSs E ) MASTER
9
o 3. ;tr 1*i
o5 F) io,
I
z is
EO
s*rTCH
iP
{-
ffE .fE
>o Pi- o
g
oz
E T.A
ON
PLA Nf
EATTERY
.i- :N odq d
CIRCUIT
@OFF
@
GROUND ry
POIIE R
Rf NT AATTERY
L IMITERS stLrcToR
swrTCH
^CAAIN BUFFET ANO CABIII
Q)enouro BLowER aus BATTERITS OR GROUND BLOWTR
2 TNGINE BUS'STARTER-
IIO.
NO,3 ENGIflE 8US'STARTER PROP
DE.ICING _ PROP AUX.PUMP DE-ICING - PROP AUX PUMP
NO I EtrGINE 8U5-S-ARTfR NO,4 ENGIRT 6US_STARTER PROP

OE-tCItrG - PROP AUX. PUMP Df.ICING - PROP AUX PUMP
NiRECTIONAL CIRCUIT ERTAK€R 4

IOTAL IN MAIN ETECTRICAL COilTROL
juNcrroN gox (
TGENTRATOR 4
VOITA6f REGU'
LAIOR 4 TOTAL
@@*99
IN VOLTAGE
REGULATOR
GOM PARTtdTNT
--t;flffi L----
GENERATOR R€VERSE CURRENT RELAYS'

FIFLD CIRCUIT
EREAKER 4 4 TOTAL IN tilAIN fLTCTRICAL
TOTAL ON JUNGTIOil AOX
GFN
MAIN 6.8.
PANTL AMMFTER
SHUNT GiRCUIT
4 TOTAL Iil
MAIN TLEC_
GFNERATORS TRICAL
J UNCTION BOX
D.C- AMMET
VO LTM E'ER rS
9 TOTAL IN MAIN C, AMME TERS
ELECTRIOAL 4 TOTAI L
JUN CTION BOX
I
NOTE I
Orzs anp I
LI}IITER OB
DC-68 r I ,TM€TFR
I
I I
-- -J \_- @
"L-- D G VOLTi,ICTIR
ELECTRICAL EQUIPMENT
Dt-6 sEcrroN 9 P AGE 5
OPTRATING MANUAI lL-rr-5l
^$$^
I. GENERAL
8" ovqEl/qlIAGE pLo'I_Eg-Tt(rN lELAys * ARE INSTALLED oH oc-5e
9075a eruo sUBSEQUENT AtRrLANEs. FouR RELAys, oNE FoR EAcH
oENERATOR, ARE LOEATEO ON THE LEFT SHELF OF THE MAIN EI.EC-

TRIcAL dUl'lCT!0N BOX ANo PROTECT THE 0.C. ELECTRIOAL $YSTEM
AGAII'IST i.1 ICH VOLTAGE WHIOH CAN RESULT FROM FIELO SIIORTS,
FAULTY VOLTAGE REGULATORS, ETC" IF TRIPPEO, THE RESPECTIVE
GENIRATOR \,VILL SHCY.I NO VOLTS, NO AI!iPS. TO RESET,.TURN
RE sp E cr ! vE_ s q\*E84T qg_sw I Lc[ ]E:Es Aj,lp pu sll-qqytt *oN RU BEIIR
CAP ON TOP OF fifLAY. CHECK RESPECTIVE GENERATOR VOI-TAGE
BEFoRE TuRt.ltNG GTNrRAToR svtlrcH iloNr. tF RELAY TRlps AFTER
RtSETTihrG Krrp 6ENERATop stilTcH roFFriAND irlAKE No FURTIiER
ATTEIUPT TO RESET OVERVCLTAGE RELAY.
B a.c. slr:rrir .(_Ui.l_U.-:riyoul:) - rHREE tNvERTERS, Trvc NoRMAL
( l,:,'.lt't) l:.lo oi.lf [!/[4G!]Ni.y, AaE oFEaATED By rHE D. c. sysrE[1 ANo
FNiNUC[ 11! i71;'' A!-TEIiI]ATI\G CURRENT. TRANSFORMERS CONVERT

1.r \t.t rn
,o r( A.C" F0R CfR'fAlN
c,, r
,/ulLTS iNgTRUftENTS REQUiRtNc
rrrE A. l. cPE,T.ATED EQUIPMEi'lT lS OlVllED PRl,\lAiliLY tNTO
T:ilIE GRil.]c3i canT.qltt3! TNSTRUMENTS, Et,.t0lNE ;NSiRuiltNTS, ANo

r,./C li'i STRUI',lil'.,iTS. EA0,-1 AROllP 0F lNSTRtjh,lENTS tS CONTROLLEO Sy A
TFREf-'OSITION SWITCI SELECTS AND STARTS EITI.JER I.iL,RI,.4AL

"Ti.iICH
I NVERTER, I NVERTEit CCiiTROL Stil TCii FtitT tC,t,,rs ARE [,lAi:KIC riu,DpE!'til
AN0rr1-g',nignr T0 ltrENTlFy rh: T/,c i,0t;,rAL l\vEnrEFt: vilTH THEIR

PHY9ICAL LCCATIC)Ni IN THE AIRPLAI.]T:"
THC EIIERGENCY INVENTER ISI POWEIiEE DIFIECTLY FROI,I THE
BATTERIES; CoNSEqUEfffLY lT CAN BE OPEaATEo REGAfroLti.js 0F THE
POSITION OF TFii BATTERY MASTER OR TI.iE BATTERY SELECTOR S,\ITCHES.
TWo I I'IVEFTER FATLURE WARN I ilE LI giiTs, otl[ oN THE CAp_

TnlNrs ANo oNE orJ rHE Ftasr orrlceRrs FLtotil !NSTRtjMEt,jT pANELs,
ILLUMINATE IN TTil EVEI,IT OF A.C. ;'OWER FAILUftE TO THE RESPECTI\,'E
I NSTRUI,IENT C ROUF.
ELECiR I OAL EOU I PMENT
D(-5
sEcTroN 9 PAGE 6
OPERATING ilANUAI
^W^
l. GEr,!RAL A.C. INVERTER SYSTEM - SCHEI'IATIC
*Ez
ln
F
et=-
t) 2\
>; Ao
;i3 "\
35
ii=- 600 F-^
vE'
|r) Zt I !F
fli; 3;i
o>z
-'[i r <
Zr=: @
Yoi.,ir6'
=26
o
,n' -6 za
E9s:
ao\i
FFle
.o
9.3i Elig::a;*
I
Eee
Ef;il
";->(
q'i Yo :)
;l2l
dz<
troG z
,ogE>o ol
I
\ F
s Eq ?.=
>;J5 E d
@l
,I
ol
\ I
z 6@ -l
Ê= = 3r: 2= -t
E1
*ob 3
Eo 'z
?r"i 9 \:s lo ol
o 9<
--ic E \ F]
FI
.l
o
zo
OI :
9 ffl 4zg
;- ,d F \z
zz ai z E F 6X
o
p=E;S 9--7
,.,a
:a ts ei2
oH F: E65== L) ?a
.J589 :;HF: o- eL
=4vaz o3 dor
l:1 <o
:.H-. ;- _=
tsG
9- EoF
,3'E: -jqJ o ;= E2z
a-r-- k o=
dz; -z :=No
o:o>L
F
.rriEz
o iz!t
z o
o6 --cE
as =-
- tsi tt
<o o>o za.
@
F -ut
:er
F
E E 2R
tz
o .<
z.
#l
\)i
daL
2r?E 1ts2'
=
*Z zzEo q9'i
d ;ts
F
EL J
a l
=g
q> \\\
ooo
E
E- L oo!
tr
= vz
) Yz r-/' ;9 !NI
ELECTRI CAL EQUIPMENT
DC-6 sEcTroN 9 PAGET
()PERATING IIANUAL 11-1
I. EENERAL
o o
F d o
FI f, U E
=t
0 U>
LT
L
o
I UU o OU E F
xu Z
F
ZI
E
go @
f, <F
U
L uo
=
U 3c) n< @>
al= a
a FO FL-
o
=
d
a u -c
.: u= <oY zt- J_ l-F -t
;
o -
--;
l a o UZ
at><E 2a T
u@ JF :l
a I EJ
F-<
@-odo
Z
cf
<o !-
-o
IF
f-
.J 'S
U-
; JdI
ElEl
n a (o <N TJ
*
ffi o
Z
u zo
- uc
-oZ
.iL
=
F F
)> Z -
:: @-trg
a .diE
& & -3
F-=OO <{\\
EO
FO
E
u>
>o
ZC
oo
o.
a
_B uo
&
OZ o
a
=
t-z
JT l
o< o
F
.1il
8-l
oltl
,ol
d>l
o o :-<::LL _L oo
I I ll I I I
r\* I
al
El
.l rna
ol El r
Z ol o Lo
El olJl <F <>z>-ot
rl t2l
€-)
oo
OLO<J >
2 z \> E u F j
o
o 6lt c
LoLFFZ
o ouu@
.l?
e
; ZI ^ @lJo-
F
e
=
sl
;le
; o
I
o O
L L-
rO OZV_LZZ
\L
u>Fd5u-
J@<toc<
tOTOOUF
<duF.o&
F>L=@z<
ooO<--O
oq, @
I tl
E
run ;E=i*EEE:
u
I-
{l . aa. J
U @ .a O
,.JaZZ 5 C OJ
_Z
@ZsUU.
6 oUZ o FO
Z u J JZ u
ts U
= UJ,d?_ o 6m
d + os UI
= -o o u^ -t<J' ruj I UO
<1.>oo o q
cl
)
o E
o U
E@
fft ,ta!-u. t l_GG E o
o
lo =
& U d. u
@U U
@l
lu
ld
U<
dU
B@@l-Fo-
ou@=u<
JEU<>J
2 >o E
v) IF &
&I LId]uL o< E
"z?, L dd f, Z @ zo u
U
-
JJ
5d
Jl
ggJJqz ola
; o
u XO F
o @
F L- t!LOoF= o tr
o 3-= I
I a I rttill I I 2l
lc 6 I U cu n.+ lns F- <l G
F F ',c
6l
zo dG
HH
I
c
6 c o
tE = zU atF u u
r 3il -
z
o
Z >
L_>Z
oFo@
a)
J J
o
f, I <l=
,e{
Ci,
lo OOGU
J>>
F & L
- =
rU z
I
tuz z z-o<o a Z L
L=
UO
>er^.
@to@@LJ @ <@
; U
E I ul-l
@ FIFI
o dlol
dI t eFLAZO .UJ @ OF .J El<l
o
@
= >l .LFlul
O>O zt-t
6zu
_G o o@F L
UI
@ @ o u o I o .6 6
OU
z@ -F =r<<- < o o o -lol
lol .
o= F
o irL<=
JIoF
Go<O 6 =L ro lz ol>lz
o ou
0l <-FOO<\.lE
ul
tl
ol
do
oz
ou
N nJ n\o 5l
zl 3 @lC]
zl
ELECTR I CAL EQU I P[,IiENT
Dt-6
sEcrroN 9 prceB
()PTRATING ffAilUAI
11-ltr-tr1
^$fl^
I I. OPERAI I ON
D. C. SYSIEII
1. sEFORE START I NG EI.IG I NES
A. BAITERY I./ASTER SW I ICH _ ON.
B. BATTERY SELECTOR SWITCH - GROUIID POIVER.
C. GEI'JERATOR S.!VI TCHES - ON.
D. VOLTUIETER S:LECTOR SWITCH - AUS.
2 AFTER ENGINES ARE STARTED
A. BATTERY SELECIOR S!'JITCH - PLANE I]ATTERY
B" CHECK GENERATOR OUTPUT.
C. VCLII,{ETER SELECTOR S\ryIT1H - BUS,
3 . .!_N FL I cHT - ( NOR|"AL 0P )
A. BATTERY SELECTOR 3!\TITCH - PLANE BATTERY
B. ALL 6EIJERATDR SWITCHES ON.
C. CHECK CENERATOR PARALLELLING .AP?ROXIITATELY } XOUR ITTEN
D.
TAKE.OFF ANO PER! ODI CALI.Y THEREAFTER.
VOLTMETER SELECT0R STSITCH - BUS.
L
4 GENERAioR VoL.TA0E CH!!X i)B0cEpURE
A. GENERATOR Sl'VITCH - OFF,
B SET VOLTIVETER SELF-CTDR TO DESIRED GENERATDR AND READ
VOLTA EE.
TURN GENERATOR S!I]ITCH ON.
REPEAT STEPS A.B-C TO CHECK VOLTAGE OI'I REMAINING GEN-
E RATORS.
ELECTRI CAL EQUIPMENT
D(-6 sEcrroil 9 P acE g
OPERATI}'IG MANUAI. L!-Ly57
^t^
I l. OPERATION
B. A.C. SYSTEM
1. aorx uonual rnvsRTeng openartruc (uonuet-)

A. caprllNrs TNSIRUMENT ANo A.c. RAoto - opERATE oN uppEn
i NVERTER.
B" ENOiNE INSTRUMENTS - OPERATE ON LO\iJER INVERTER.

c" rrlo lNsrRUttENTs ANo AUTo pll.or - opERATE oN LowER
I N\JERTER"
D* CL4t;RGENCY !r,l\iERTER SrylToH - SFF.
2. .0i.q_ita"*m4L!uyEEtr-t*lrsP€8aal"-vJ
As At!"i- I'HltI i'lCRliAL i NVERTER C0l{TRAl" Sr!t TOHES - L1P[R,ETE QN
RCiIP.I NI i'IG i NVE*TER.
a" EME{iGENCY INV[nrER STtTCH * 0rF$
!. .:lr -: il4Al--i i: j&g:.L_llq.e!84l_gE 0E I ;rAL

! s'}Qrl !! Efl rA l,l- t,r BE
s., i:i,nEili];l'l{l! I N\,lt:i1TER g$iTCH - l)N,

!. ti-i.'i'*iLll i'.iOSar:AL INVTRTER i0i\iTROL S,îl':01-iES -. 0ffd
ELECTRICAL EQUIPMENT D(-6
sEcrloN 9 PAGE 10 ()PERATING MANUAI
rr-1>51
"W^
I I l. LLMITATIONS
AT GENERATOR PARALLELINC 50 Ai,lPS. MAX. SPREA0 BETIVEEN
OENERATOR S.
B. EENERATOR VOLTACE PgvoLrsl*volr.
C" e ROUND POT,YER VOLTACE 22 VOLTS MlN. FoF STARTINC
ENG I NES.
g" NORMAL INVERTER OUTPUT 11O-1PO VOLTS A.C.
NORMAL AND EMERGENCY
IT.IVERTER OUTPUT P5-27 voLrs A.c.
(. $iJSATiON OF BATTERY DURING , HouRs NoFsrAL, 5 H0uR3
IMEHOINCY t NVERTER OPERA- MAXI MUM,
TiON WITH OENERATOR ANP
BiiITEtY !u/l'rCHE 3 0FF L

F6 GYROSYN COMPASS Al.i"i'0i!4ATi ll S-F.V! fJG AVAI !-iDLE
$r.llY !!r-1Ei{ OFEAfTT!NG 0N E!'rHgft

lie Ri\rlAL I I,iVERTERa
ELSCTRI CAL EQU I PMENT
0(-6 sEcrroN g P AGE 11
OPERATIN6 MANUAT LL-t>51
^W^
IV. TROUBLE SHOOTING
TROUBLE CO RRECT I ON
A D. C. AIrI\iETER SHOWS 1 TURN BAD GENERATOR SITV|TCH OFF ANO NOTE

NO AMPS - VOLTAGE IF AMPERAGE INCREASES ON GOOO GENERA-
0. K. TORS. IF SO, TROUSLE IS IN A[$/!ETER
ctRcutT.
A CHECK AMMETER FUSES IN MAIN ELEC.
TRI ]AL .IUNCTION 8OX.
B" CHECK CONNECTIONS ON AMMETER CIRCUIT
WIRINC IN MAIN ELECTRICAL JUNCTION
BOX.
2. IN MAKING FOREEOINE CHECKT IF AMPERACE

DIO NOT INCREASE ON GOOD AENERATOR
AMMETERS:
A TURN OFF ONE OR MORE OF THE OPERA-

TI\C GENERATORS - IF BAD GENERATOR
THEN SHOWS CHARGE, WAIT SEVERAL
i.IINUTES, THEN TURN ALL GENERATORS
ON AND CHECK AMPERAGE PARALLELINE.
B. IF CENERATORS FAIL TO PARALLEL

wt Tr{t N L l\r I TS, TURN Hl 3H GENERAToR
OFF. IF ELECTRICAL LOAD REQUIRES
USE OF ALL OPERATINC GENERATORS,
THE VOLTAGE RECULATORS MAY BE
AOJUSTED IN FLICHI.
3. lr ronecbtNG cHEcKS oo Nor RESToRE

GENERATOR OPERATION -
A. TURN GENERATOR SWITCH - OFF.
9. TRIP OENERATOR FIELD CIRCUIT

B REA KER.
C. LIMIT D.C. ELECTRICAL LOAD.
B O.C. AMMETER SHOWS 1 MAKE CHECKS 1 AND 2 OF PRECEDINE

NO AMPS - VOLTAGE TROUBLE PROCEDURE.
ZERO.
2 ruRN GENERAToR swtrcH roFFx. cHEcK
AND RESET FIELD CIRCUIT BREAKER IF
NEcESSARy (ntso ovenvoLTAoE RELAy tF
tnstautEo). cHEcK DtRECTT0NAL ctRcutr
BREAKER - lr
TRIPPEDT DO NOf RESEr
IN FLI GHT.
7. IF TROUBLE IS CORRECTED, CHECK VOLTAGE;
IF NORI',AL, TURN GENERATOR iON[.
4. tF FoREeolr{c cHEcKS Do Nor RESToRE

EENERATOR OPERATTON:
A. TURN cENERAT0R stttttrcH roFFr.

B. TRIP GENERATOR FIELD CIRCUIT BREAKER.
ELECTRICAL EQUIPMENT
DC-6
sEcrroN g PAGE L2
tL-1?5L OPIRAIING IilANUAI
"W^
IV. TROUBLE SHOOTINE
TROUBLE OORRECT I ON
C. GENERATCR OUT OF 1 I F D" C. LOA3 REQU I REI'.EI',]T PERVI 1'S TURN ,

PA RALLEL ( SPREAD IN GENERATOR Ti/ITH HIGHEST AMPS . OF r
EXCESS 0F 50 AUIPS. )
2. AOJUST VOLTAEE REGULATCR TO 28 VOLTS.
D. NO MAIN BUS VOLTAqE 1 iHECK BATTERY llASTER Ai\]D EATTERY

U/HEN ON GROUND POTJER" SELECTOR SWt TCHES AND GReTJND p0,.itER
LIGHT. IF LIGHT IS DFF, REQUEST
CHECK OF GROUND PO'I]ER UN iT.
2. CHECK BATT=RY - GROUND POWER CURRENT
L IIJ ITER.
E Ai\/PERACE TOO I-JIGH ON 1. iURN OFF ALL gIIIIgI]f SSARY ELLIITR I CAL
ALL GEN]ERATORS. EOU I P\1ENT.
F VOLTAOE HI3H ON ALL CHECK N0R\,IAL VOLIAGE REGULAT0R BLC1,\'ER *

GE\ E RATOR S. IF INOPERATIVE:
2. TURN ON AUX. VOLTAGE RE6ULATOR 3LC1IIER.
7 I F BLOI]!ERS ARE 30Ti-i 0K - READJUST

VOLTAGE REGULATORS.
CIRCUIT BREAKER 1 IF CIRCUIT IS NOT REQUIRED, DO NOT

iRI PPED - EMERGENCY RESET.
OPERATION OF CIRCUIT
\ ECE S SARY. 2. tF ctRCUIT !s AssoLUIELy REoutREol
A. RESET OI RCUI T BREAKER.
B. IF C.B. TRIPS III\./EDIAIELY T!EqEATTER

C. HOLD C.B. IN FOR SHORT PERIOOS OF
rtve (5 sEcs. MAx.) nruo opEaarE
EQUI PTJENT DURI l.lG IH I s PERIDD. -
ALLOW I IuINUTE COOLII.]G PERIOD AND
HOLD;"8. lN AGAIN F0R 5 SECS. l\ilAxl-
NorE: rHE ABDVE PRo0EDURE ts roR

EMERGENCY CONDITIDNS ONLY -
SUCH AS CHANGI\]G DqOO RD}/, !TC.
THIS PROCEDURE \IAY LEAD TO
EXTEI.ISIVE DAVAGE CF TlE EOU IP-
I,4ENT INVOLVED.
\.*.
q''''
FIRE T
v
o
{
m
PROTECTION o
{
zo
I
I
DC-6 FI RE PROTECT I ON
SECTIOt{ 10 PAGE 1
OPTRATING MANUAT t1-Ly5L
^H^ pleE
INDEX. 1
I. GENERAL 2-8
MA lN CO2 SYSTEiT'1 SCHEMAT I C- D IAGRAM 1
AREAS PROTECTED FROM MAIN FIRE CONTROL PANEL - DIACRAM. It
A. COMPARTMENT FIRE EXTIi'IGUISHER SELECTOR VALVE HANDLES 4

B. ENGINE FIRE EXTIilGUISHER SELECTOR VALVE HANDLES
(rrRewntl ssur-orr) .4-l
C. L.H. AND R.H. CYLINDER C02 DISCHAR0E HANDLES tr
D. ENOINE FIRE ZONE AREAS - DIAGRAM

"6
E. CABIN HEATER SELECTOR SWITCH .7
F. CABIN HEATER CO2 oISCHARGE BUTToN . . .7
G-. AIRFOIL HEATER SELECTOR SUIITCHES .7
H. AlRFOlL HEATER CO2 0ISCHARGE SlrvlTCH .7
l. A!RFolL HEATER CO2 DISCHARGE slrvlTCH WARNING LIGHT .
.J. HEAIER FIRE 1/']ARNING LIGHTS .8
K. FIRE WARNING SYSTEM TEST PANEL .8
t. oPERAIIoN. . .9-to
A. HEATER FIRE CONTROL PANEL . DIACRAM .9
B. MAIN FIRE CONTROL PANEL .10
C. HAND FIRE EXTII{GUISHERS "10
II t. LtMITAJToNS . 11
A. MAIN FIRE SOI{TROL PANEL
"11
B. ELECTRICAL FIRE CONTROL PANEL . .11
C. ELECTRICAL REQUIREMENTS
"11
O. HANO EXTINGUISHERS. FIRE CLASSIFICATION .11
lv. TRoUBLE Sr9!I_!Xt .t2
A. ENGINE FIF,E WARNING INOPERATIVE WHEN TESTINC "L2
B. ENGINE FIPE WARNING FAILS TO SHUT-OFF AFTER TESTING .t2
C. WARNING LIGHTS FAIL TO OPERATE ON TEST BUT BELL RINGS .12
D. AIRFOIL HEATERS C02 DISOHARGE SWITCH WARNING LIGHT
FAILS TO COME ON YIHEN CO2 lS DISoHARCED . t2
FI RE PROTECTI ON
SECTION 10 DC-6
PAGE 2
tt-1r-57 ()PTRATING IIANUAI
^$(^
I. GENERAL
AIRPLANE FIRE PROTECTION EQUIPMENT CONS'STS OF A FIXED IN-

STALLATt0N FoR RouTtNG cARBoN Dloxtoe (co2) To REMoTE AREAS; PoRTABLE
c02 AND CARBoN TETRACHLORIDe (pynEtE) HAND EXTTNGUTSHERS; AND A FtRE

WARN I NG SYSTEM.
THE FIXED SYSTEI' ESSENTIALLY OF TVJO BANKS OF CO2

'ONSISTS
CYLINDERS WHICH 9ROVIDE PROTE'TION FOR ALL ENCINES, CASIN AND AIRFOIL
HEATERS AND oERTAtN cABIN UNDERFLooR ToMpARTVENTS. A t.4 ue. co2

BOTTLE !S ALSO INSTALLED FOR ADDITIONAL PROTECTION OF IHE CABIN
HEATER. OPERATING CONTROLS ARE LOCATSD ON IHE MAIN FIRE CONTROL
PANEL AND ON IHE HEATER FIRE CONIROL PANEL.
ALL SECTIONS OF THE AIRPLANE PROTECTED BY THE FIXED SYSTEM
ARE ALSO EQUIPPED WITH ELECTRIC FIRE WARNINE DETECTORS WIiICH OPERATE
A SIGNAL SYSTEM OF LIGHIS AND BELL TO IDENTIFY THE FtRE AREA.
EACH COMPARTMENT UNDER TIIE CABIN FLOOR CAN BE VISUALLY
EXAMINED IN FLIGHT THROUGH AN INSPECTION HOLE I\ THE CABIN FLOOR.

A PERISCOPE CARRIED IN THE COCKPIT MAY BE INSERTEO INTO ANY INSPECTION
HOLE TO PROVIDE A FULL VIEW OF THE RESPECTIVE COMPARTIIENT. LIGHT
SWITCHES AND IDENT'FYING PLACARDS ARE INSIALLED IN THE FLOOR NEAR
EACH INSPECTION HOLE. THE TAIL HEATER COMPARTMENT CAN BE INSPECTED
IN FLIGHT THROUGH A,-I]INDOW IN THE AFT PRESSURE DOME OF THE CABIN.
III-FLICHT AOCESS TO THE TAIL COMPARTVENT IS GATNED BY REMOVING A
PORTION OF THE DRESSURE DOI\IE.
THE PORTABLE CO2 AND PYRENE EXIINGUISHERS, CARRIEO FOR
USE,ON LOCALIZEO CABIN OR COCKPIT FIRES, ARE CONVENIENTLY LOSATED IN
THE CABIN ANO COCKPIT. LOCATION OF HAND FIRE EXIINGUISHERS AND UNDER.
FLOOR COMPARTMENT INSPECTION HCLES IS DETAILED IN THE EMERGENCY PRO-
CEOURES SECTION OF THI.S MANUAL.

FIRE PROTECTION
0c-6 sEcTtoN 10 P^GE J
OPERATING MANUAI. Lr.-15-5t
^$(^
l. GENERA!
bo z A d->
!2_> o tr i5 .>rJ
EE=EJ
F olo tsz;.Od
z=zFz E ) Y7=-e o
!<
o:6 o a e FF
<z* a: o- F 6: z=
=0
ozFd-
o
o o o
F !><
ro9 - E 5: iSk.
gt -o<
"'3c"
z<E <E=c<
l o
iz-izlo G
Ei lIE"l
r!O>
E
-
Iz =
F 6 z
6 6
z z z
o o I
I :1 c;
z
Ed
OO
ts2
)E
F
a :
G z o F =bE
I or ::d 9 o = $;ie
<:do.'
F
9c
u; *J=> >: It966
zZ H:5 T Jk 20 r,33E
; ttO
Yze
E z :E o oA-i!
T 5;E
ts ):***:,'-o :E5E 6
.z oO
r
?L
2' s6!EI
Ez9 i3; E6
Io z '=y.ZE
E 6-U ;EE;:Ig !:'i* : < rod-
-X:r>-( = 9g i >1-X
2"=drrO E:pE
"iE
E us:: L
"5
t:Eo
Es!==-: o!
j': BE
l-o
8=!3;ii to
dJ
>9
ir!
F
iro
>i =o
i =
PS"-E
o:
=Y oH 6; I
\ :i; EF .. ur oz oZ -z
\rgc EE :HE
Eg6
9E 6=
k.t
?i
6 *Ji
fiI.r
Io
o
+,i
oO
r
.io
'o
:.;
2z-
dqb
o: >Fo
J o00
ZO
-6 ê
+'2
E-
az
L@
d.Eo
.-Eo E
H-Ji
ci
leex
o za;
J!< ZO ec a'dE
:o6 aool z T2 IO
aziie-A ;re
j>@
o2
LJ 9<
c=lFe
tr6or s!5, o! zzoc
p rl Lu.='
=:;p =o7
OFJ
)a- eZ> 2
-; 6@ z=84
'=:<l=i
o r:!DG
o
2J
OJ
3i i z
6
=) F I
c u\_-____
pi A2U z E!:
oots o ,<
1- eEIE -9; ZLL E
F
38. a! ooF
=o
EoG f6
e> b< oEla la I z clb
Ol a<a o oFo 2- f,zE
,o
o
: I3i 9EE
aoz, a=l oq
=:
oe !-E F Z &d> ,oo
FO Oou
de
FI RE PROTECTI ON
DC-6
SECTTOX 10 PAGE 4
()PERAIIT'IG MA}IUAL
tt-r5-5L
I. GENERAL
ABEAS PROTECTE@
L. H.6YLINOERS R.TI. GYtI N DERS

COg DI9CHAR6E sFLrcTqR G9r[89!.s GOT OISGHARGF
I FWD, HYN lxrarrnl AFT I
i oa GGAGE acc. comp'ri

BAGG AGE i
I 6OMP-T.
C OM P,T. COMP.T.
i--___i -
I
A RTI,IENT F !RE R VALVE i.,1
IHE NOR[4AL POS!IION FOR TI]ESE !TANDLES I'q,'ULL I\.
IA]HEN A SELECTOR HANDLE IS PULLED CUT, II 9ELEEIS THE TIRE AREA
T0'\l,rHlCH CO2 l,rllLL FLOW'ilHEN oISCHARGED" AFTER C02 HAB BEEN DIS-
0HARGEC, THt SELECToR HANnLE AUTOI-,IATlCALLY I'IOVES lNiilARD APPRoXI-
IVATELY-! tlcu AND OLOSES THE SELECIED FiRE AREA T0 FURTHER C02
DISCHARGE. IT IS THEREFORE IMPORTANT TO AGAI\ ULL THE SELECTOR
HANDLE OUT BEFORE DISCHARGI\C THE SECOND BANK OF CO2 TO THE SAil,E
FI RE AREA.
TWO BULSS INSTALLED EEHII'IO THE PLASTIC COVER OT EACH
SELECTOR HANDLE ARE CONNECTED TO THE RES!'ECT!VE FI RE ',^'ARNII'JC
SYSTEM AN' II]ILL ILLUMINATE TC IDENTIFY THE FIRE AREA iI'HEN THE
'I{ARN II,IG SYSTEM I S ACTUATEO.
FI RE EXT I \GU I SHER SELECTOR VALVE HAN NLE

(FI REWALL IT -OFF
B. ENE II\E
TI-IE NORMAL POSITION FOR THESE HANDLES IS FULL IN.

IS DULLED OUT, IT SELECI! THE
U'HEN AN EN6INE SILECTOR HANOLE
ENGTNE T0 wHtCH C02 wtLL FLOW vrHEN OISCHARCEO; tN ADD|TtDN

FIRE PROTECTION
D(-6 sEcTtoN P^GE
.W^ OPE8ATING I'IANUAL Lt-1.5-5t
10 5
I. GENERAL
FIREWALI. SHUT-OFF VALVES AT THE RESPECTIVE ENGINE CLOSE OFF FUEL,

ENGINE OIL, HYDRAULIO FLUID AND CENERATOR COOLING AIR TO T{E
RESPECTIVE ENGINE. AFTER CO2 HAS BEEN DISCHARGED, IHE ENGINE
SELECT0R HANDLE AuToMAr I cALLy MovES tNr/tARD AppRox tMATELy .| t r,tcx
AND THE SELECTED ENGII]E AREA TO TURTHER OO2 DISCHARGE.

'LOSES
IT IS THTREFORE iTIPORTANT C AGAlN PULL OUT T!!T SELICTOR IjANDLE
3EF0RE .!!SIHARGING THi !EC0Ntr BANK 0r C02 TO Tl-iE SA!!E FIRE AREA,
,T A FAULTY ENGINE 3E FEATHiRED AN]N THERE I5 NO

'AI]NCT
FtRE, THE RESPECTTUE SELE0T0R VALVE HANIILE MAY Ba P[JSHEI] iN UNrIL
iTiE HAiIDLT HITS A SPIiiNC CLID ON THE PANEI-. T'IIg WILL trARTIALLY
RE3'I"']RE EI'iGINE OIL TC PREVENl'ENGIi.IE SEIZURE, AND WILI- AL90 OPEI.]
THE GENERATDR lOOLII'J6 AIN IUBg, 3UI ENGINE FUEL AND HYDRAULIC
FLTIID $IILL RfMAIN SHUT-OFF.
TWO BULBS INSTALLED BEHIND THL PLASTIC DOVER OF EACH
ENGINE SEI-EOTOR HANDLE ARE CONNECIED TO THE RESPECTIVE FIRE

WARNING SYSTEI\,i AND U]ILL ILLUMI\ATE TO IDENTIFY THE FIRE AREA
\\IHEN THE T^/ARNING SYSTEM IS ACTUATED.
L.H. aYLINDERS AND R.H. cYLINDE@
THE NORMAL POSITION OF THESE HANDLES IS FULL IN.

\{rqrN EITHER HANoLE lS PULLED 0UT, THE THREE C02 CYLINDERS 0F
THE RESPECIIVE BANK U/ILL DISCHAROE INIO IHE MAIN MANIFOLD AND
FLOIII TO THE TIRE AREA PREVIOUSLY SELECTED. THE FLOW OF CO2
CANhIOT BE STOPPED AFTER A']ISCHARGE HANOLE HAS BEEN PULLED OUT.
T,IIO BULBS INSTALLED BEHIND THE PLASTIC COVER OF EACH
CoA rl SCH,qRGE HANDLE ARE CoNNECTED T0 THE FIRE ',^,|ARNlNG SYSIEMS
OF ALL FIRE A;SAS PROTECTED FROI,I T!1f IIAIN FIRE CONIROL PANEL.
II,IHEN A FIRE VJARNING SYSTEI.I IS AfiUATED, THEREFORE, BOTH DIS-
CHARGE HANDLES !4rlLL lLl-Ul'l INATE AS -ulELL AS THE RESPECT IVE SELECTOR
VALVE HANDLE.
!9I.8: COZ OI SCHARGE HANDLES I]O NOT ILLUi,/INATE FOR A ZONE 1 ENGI NE
FIRE STNCE ZoNE 1 DoES NoT HAVE CO2 PRoTECTIoN-

FIRE PROTECTION D(-5
SECTION 10 PAGE 5
tt-l5-rt 0PtRATll{G ,riAl{UAL
^W^
I. GENERAL-
D. ENGINE_,ELrEj:oNE AREAS
IREWALL
ZONE I zoilE 2
C YLINDER ACGESSORY ALL NAGELLI
S ECTION SEOTION AHEA AFT
FO RI?A R O EETUEE'{ OF FIRIWALT
OF GOWL cowt (UHEEL WELL
FLAPS ANO ANO WING)
FI REWALL
ZONE 1 - HAS FIRE DEIECTOR \{HICH LIGHTS ONLY THE

'IRCU'T
RESPECTIVE ENGII.IE S'LECTOR HANOLE AND RI\CS FIRE
BELL. ZoNE 1 HAS NO C02 PROTECTION.
z0NEs 2 & J - HAVE A COMTON FIRE DETECTOR CI RCUI T '.','i1I C'] LI GHTS
RESPECTIVE ENGIf'IE SELECIOR HANDLE, RINGS IHE
FIRE BELL AND LIGHTS BOTH CO2 DISCHARG' IJANgLES.

zoNES 2&J HAVE CO2 PROT9CTION FROV A CorvltroN
MAN I FOLD.
FI RE PROTECT I ON
DC.6 SECTtON 10 P^GE 7
OPERATIN6 MANUAI. t|-!5-51
I. GENERAL
i E. CABIN HEATER SELECTOR S"/'ITCH - IS NORMALLY IN THE FULL OUT
POSITION. WHEN THIS SWITCH IS OUSHEO IN, THE CABIN HEATER FUEL,
IONITION AND THE HEATER FUEL CROSS-FEED SYSTEMS ARE CUT-OFF,

AND rHE DISCHARGE BUTTON FOR THE t.4 Le. CO2 BOTTLE tS ARMED.
THrs swtrcH cAN BE RESET oNLy By DRoPPtNc tug pauEt! THts ls

NORI.,!ALLY ACCOIIPLISHED BY MAINTENANCE PERSONNEL. DO NOT RESET
IN FLIGHT FOLLOWII{E A FIRE OR FIRE WARNING.
F cABtN HEATER CO2 DTSCHARGE BUTToN - lS EFFECTIVE ONLY AFTER THE
cAB lt't HEATER sELEcroR swt rcH HAS BEEN oPERATED; THEN, '!^tEN THE
DtSOHARGE BUTTON tS OEPRESSED THE 1.4 LB. C02 BOTTLE WILL DIS-
OHARGE INIO THE CABIN HEATER COMBUSTION AND VENTILATING AIR-
ST REAMS.
G. AIRFo lL HEATER SELE!-I-9&-S&]M!!--- ARE NoRI\,IALLY IN THE FULL ouT
POSITION. \iIHEN ANY AIRFOIL SELECTOR S$,lITCH IS PUSHED IN, THE
HEAIER FUEL CROSS-FEED SYSTEM ANO THE FUEL ANO IGNITION TO ALL
AtRFotL HEATERS ARE CUT oFF, AND THE ELECTRICAL C02 SELECTOR
AND DISCHARGE CIRCUITS ARE ARMED. THESE SWITCHES CAN BE RESET
ONLY SY DROPPING THE PANEL; THIS IS NORI'IALLY AO'OMPLI3HEO BY
MAlI'ITENANCE oERSoNNEL. D0 NoT RESET lN FLIGHT F0LL0\{lNG A FIRE
OR FI RE \ryARN INO.
H AIRFOIL HEATER C n SCHARCE SWIICH - IS EFFECTIVE ONLY AFTER

AN AIRFO|L HEATER SELECTOR SrlllTCH HAS BEEN OprnateOi THEN, U'HEN
THE NISCHARGE SWITCH IS iIOVEO TO EITHER THE NRIGHT BANKI OR
IILEFT BANK'I POSITION, THE RESPECTIVE BANK OF MAIN CO2 CYLINOERS
!!ILIj DISCHARGE TO THi SELECTED AIRFOIL HEATER. THE S1JVITCH
LOOKS IN THE CENTER POSITION AND MUST BE PULLEO OUT FOR OPERATION.
l
FIRE PROTECTION
DC-6
SECTION 10 P^GE 5
0PERATII'lG tr{At{UAL
tt -ra-5L
l
I. GENERAL l
AIRFOIL HEATERSI COO DISCHARGE SW'T]H WARNING LIGHT - IS NORMALLY 1
OFF. IT ILLUMINATES OI'ILY ]1+IEN AI'I AIRFOIL HEATER SELECTOR Sl,,ITCH

IS DEPRESSED ANO, AT IHE SAT\IE TIIUE, THE AIRFOIL HEATERSI CO2
DtSCHARGE s$,lrcH ts EITHER lN THE ILEFT sANKr oR THETTR|GHT BANKi

POSITiON. IT SERVES AS A WARNIIIG TO RESET THE DISOHARGE S\IJITCH
Tc noFFx AFTER oNE rrtNUrE so IHAT THE RESPECTtvE AlRFolL HEATER
oIRECTIONAL VALVE WILL CL0SE THE COz MANIFOLD.
J HEATER FIRE INC LTGHTS - THE RESPECTII/E LIGHT ILLUMINATES

AND THE TIRE BELL RINGS TO I\DICATE FIRE IN A HEATER,AREA.
l
K. FiRE:"{ARNING SYSTEiTI;IEST PANEL - ALL BUTT0\JS ARE SPRIrlc L0ADED
OUT'I]ARD AND MUST SE HELD IN TO A lIICUIT. HOLDING ANY

'OMPLETE l
IEST BUTTON IN WILL ENERGIZE THE RESPECTIVE FIRE WARNING CIRCUII,

l
CAUSE THE FIRE AELL TO RII.I3, ANO THE RESPECTIVE TIRCUIT $IARNING
L I EHTS TO I LLUMI NATE. I

i
l
WHEN CHECKING.ZONE 1 OF ENGINES, ALL FOUR ENGII'IE CIR-
CUITS ABE TESTED SIMULTANEOUSLY; CONSEQUENTLY, ALL FOUR ENGINE

FltE EXTTNGUISHER SELECTOR VALVq !_.lANilLES $llLL lLLUl,llNATE AND THE
FI RE BELL t,lJI LL RI NG. l
!i]HEN CHECKING ENGINE ZONES 2 AND 3, ALL FOUR ENGINE L
CIRCUITS ARE TESTED SIMULTANEOUSLY; CONSEQUENTLY, ALL FOUR I
ENGII,IE FIRE. EXTINGUI3HER SELECTOR VALVE HANDLES II'ILL ILLUMINATE, i

I
BoTH COz.DISCHARGE HANDLES WILL ALSO lLLUM|NArs, AND TLIE FIRE I
l
BELL WILL RING.
ALL OTHER CIRCUITS ARE TESTED INDIVI]UALLY ANO THE l
SIGNAL GIVEN IS'TXi SAUIC AS THE INDI,]ATION FOR AN ACTUAL FIRE.
l
FI RE PROTECTION
DC-6
()PERATING IUANUAT
sEcTloN 10 PAGEg
^W^ rt-Lr-5t
I I. OPERATI ON
CAUT I ON:
THE INFORTdATION IN THIS SECTION PRESENTS OPERATIIIG INSTRUC-

TIONS TOR THE FIRE PROTEOTION SYSTEM ONLY. CONCUFRENT OPERATiON OF
CONIROLS OF OTHER SYSTEMS IS ESSENTIAL TO THE OVERALL EFFECTIVENESS

OF FIRE CONTROL PROCEDURES" COIUPLETE FIRE FIGHTING PROCEDURES ARE
OUTL INED IN TI]E EI!4ERGEI'ICY PROCEDURES SECTION OF TH IS I!4ANUAL.
A. HEAIER FIRE CONTROL PANEL
TO DISGHARGE SMALL COz GYLTNOER

rNTO C!!!!r HEATER:
I, PUSH OABIN H€ATER SELECTOR SWITCH.
ilOTE: NOT E: PUSS CAAIN HEATER CO, DISCHARGE
B UTToN.
LEFT WING - RI6HT CAAIN HEATER 3. FoR sEcoND co2 DtscHARGE, purL
WING AND TAIL FIRE CONTROTS HTATER COMP'T SELECTOR HAilDLE Ot{
sEATER FIRE CON_ ON TH IS PAN FL MAII{ PAI{EI ANO OISCHARGE OT.IE
TROLS OISGHARGE OISCHARGE SMALL BAN( OF CO2 FROM MAtN PANEL.
EITHER OR BOTH 1.4 LBS. COa 4. FoR TH rRo co2 otsc HARGE, pul-L HEATER
MAIN SYSTEM CO2 BOTTI.f ONI"Y COMP'T STLECTOR HANOLE ON MAIN
BOTTLTS TO SELECTED PANEL AND DISCHARGE OTHER SANK OF
HEATER. 002 FROM MAIN PANEL.
aor,
TO DISCHARGE
COz TO ANY
arn?orr xFaTel
TE
oc@@co ?.
LI GHT
ING
oo@)@@ @ FOR SECOND SHOT.

MOVE CO2 DIS-
CHAR6E S*ITCH
TO OPPOSITE
POS rrroN.
THIS
TO OFF
ONE MINUTE AFTTR
NOTE, IT IS RECOMMENOED THAT THE CORRESPONOING DISCHAR6II1G CO2
SCHARGE HANoIE Ot'l
THE MAIN FIRE CONTROL PANEL 8E PULLED MMEDIATELY AFTER
DISCHARGING C02 gY MEANS OF THIS €LECTRI C SWITCH. - THE OISCHARGE
HANDLE Oil THE MAIN FIRE CONT ROL PAilEL WILL THEN SERVE AS A
MARxER TO SHOV, WHIcH BANK OF CO2 REMAtilS.
FI RE PROTECTION D(-6
SECTION 10 PAGE 10
()PERATING MANUAI.
11-1 5-51
II. OPERATION
"W^
B. MA I tl FI RE C-ONTROL PANEL
ENGIT{E FIRE
L.H. coz FW D. HY O, EXTINGU SH HTR AFT R H,CO2
CYLIilOERS acc. cot4PT. CYtI NDERS
p6 :\ \_
r11
Pr
I
TO DISGHARGE TO ANY ARTA CONTROLLED
FROM THIS PANEL
t. PULL SELECTOR HANOLE FOR FIRE AREA
2. PULL EITHER L,H, OR R.H CYI,INDER CO2 OISCHARGE HANDLE
3. FOA SECoNO SHOT OF CO2 TO SAME AREA'
A. PULL STLECTOR HANDLE FOR FIRE AREA
PULL RFMAINING CO2 DISCHARGf HAN
C- nANO FIRE EXTINGUISHERS

1. PYRENE - FILLEQ WITH CARBON TETRACHLORIDE
A. REIJOVE EXTINGUI SHER FROM

BRACK ET.
B. UI.]LT]C( HANDL E BY TURN ING.

C" POiNT EXTINGUISHER AT BASE
OF TI RE.
O. PUIIP EXTI NOUI SHER HANDLE
(rr-uto rLsvvs oNt-Y ''!HtLE
PUNIP r NG coNr t Nuss) .
c0, - FILLEo wlTH CARBoN Dl0xlcE GAS
A. REIJIOVE EXTII.]OU I SHER FROM

BRACK ET.
B. LIFT NOZZLE TO FULL UP
P0slTl0t'1.
C. POI NT EXTI NUUI SHER NOZZLE AT
BASE OF FIRE ANO PULL TRICGEB.

(co, ruow cAN BE sroPPED BY
RELEAStnc lntecaR.)
CAUTION: DO NOT HOLO EXTINGUI SHER
BY N0ZZLE.
FI RE PROTECTION
D(-6 sEcTl(,N 10 PAGE 11
OPERATI}IG ilA}IUAt L1.-1>51
rrr. L!-u..IlIls9,
A. MAIN FIRE CONTROL PANEL - IF SELECTION OF FIRE AREA IS MAOE
FRChll THIS PANEL, COz MUST BE DISCHARCEO BY MEANS OF PULL-TYPE
CONTROLS ON THIS PANEL.
ELEqrg!t4!_f]rE_ gNrRoL PANEq - tF SELECT|oN 0F F|RE AREA 1S

MADE FRoM TtllS PANEL CO2 MUST NoRMALLY 8E DISCHARGED BY i/EANs
OF ELECTRICAL CONTROL SWITCH ON TH]S PANEL. IN CASE OF ,SUS-

PECTED FAILURE 0r ELECTRICAL 0ISCHARGE SYSTEM HOWEVER, COa
MAY BE DISCHARCEO BY PULLINC OUT EITHER L.H, OR R.H. CltINDER

DISCHAREE HANOLE AFTER BOTH THE APPROPRIATE AIRFOIL HEATER
SELECTOR SWITCH AND AIRFOIL HEATER DISCHARCE SWITCH HAVE BEEN
PROPERLY POSI TtONED.
ELECTRICAL REQUIREI.iENTS - THE ELECTRICAL SYSIEM MUST BE ON FOR
OPERATION OF THE FIRE WARNING SYSTEM (ITL INCNS), THE CABIN
HEAIER C02 DISCHARGE SYSTEM, AND THE CO2 SELECT0R AND DISCI|ARGE
SYSTEMS FOR ALL AIRFOIL HEATERS.
D. IiAND EXTINGUI SHERS - FIRE CLASSIFICATION
TYPE FI RE TYPE EXTINGUI SHES
A w00D, CLoTH, RUBB I SHt USE PYRENE CR CO2 EXTIN6UISHER TO
PAPiR, Erc. CONTROL FLAMES. FOLLO\I!' WITH
WATER, COFFEE, TEA 0R ANY OTHER
NON-C0i,iBUSTt BLE L I QU I 0.
o OIL, GREASE, CASOLINE, USE CO2 OR PYRENE - D0 NOT USE
ETC. WATER OR OTHER LIOUIDS.
C. ELECTRI CAL USE C02 OR PYRENE - D0 NOT USE
WATER OR OTHER LIQUIDS.

FI RE PROTECTI ON
Dt-5
sEcrlox 10 PAGE 12
LL-L5-rt 0PIRATING l,tAilUAI
^W^
tv. II0UBLE sH00TlNG
A. ENCINE FIRE WARNINO SYSTEM 1. cHEcK BUS voLTAGE ron e4 ro z8

INOPEEATIVE WHEN TESTINO VOLTS -
LO!i' VOLTAGE ON BUS WHEN
(or'rE on auu systetas). CHECKING CIRCUIT WILL CAUSE WARN-
ING sYsIEr,, TO BE INOPERATI VE OR
OPERATE ERRATICALLY.
2. CHECK RESPECTIVE SYSTEM

BREAKERS ON MAIN PANEL. 'IRCUIT
A. rrFWD. BAG. rr
B. 'AFT BAG.tr
c. tHYD. Acc.x
'0. IHEAT COMPT. tr
E. IENG. ZONE 1II
F. rENc. & NAc.-zoNE 2-lt
6. nHEATERSx
B. ENGINE FIRE WARI.IING SYSTEM 1. TAP WARNINC RELAY BOXES ON TOP

utexr(s) AND BELL FAIL To SHELF OF RADIO RACK - SENSITIVE
SHUT-OFF AFIER TESTING. WARNING NETAY(S) ARE PROBABLY
STUCK.
2. PULL FOLLO.'4IING C IRCU I T BREAKERS

ON MAIN PANEL;
A. flFIRE DETECTORS -
ENc. zoNE 1n
B. 'rFlRE DETECToRS -
ENo. & NAc. zoNE 2-3rr
NOTE: SYSTEM \,IUST BE OPERAT IVE
PRIOR TO TAKE-OFF.
C. WARNING LIGHTS FAIL TO 1. CHECK BULES IN WARNI\G LIGHT -

OPERATE ON TEST BUT BELL PLASTIC COVERS ON LICHTS PULL OFT
R I NGS.
D. AIRFOIL HEATERSI CO2 OIS- 1. KEEP ELECTRICAL DISCHARGE SWITCH

CHARGE SWITCH WARI'IING LIGHT IN LEFT OR RIgHT BANK POSITION.
FA I LS T0 COME ON WHEN CO2
IS DISC:TARGED TO AN AIRFOIL 2. PULL COERESPONDING BANK HANDLE
HEATER OR IF THERE IS REASON ON MAI\ FIRE CONTROL PANEL.
TO SUSPECT THAI CO^ HAS NOT
REAoHED THE FIRE AFEA. NotEi tF THERE ts srtLl REASoN
TO SUSPECT THAT CO2 HAS NOT
REACHED THE FI RE A-REA:
A. lF wlNG HEATER FIRE' S0ME CO2

CAN BE PUT INTO HEATER AREA
BY FEATHERINE OUTBOARD ENGINE
ON THAT SIDE AND DISCHARGING
CO2 TO ENGINE.
B. IF TAIL HEATER.FIRE, DEPRESS-
URIZE AND FIEHT FIRE'dITH
HAND EXTINGUISHER.
FLIGHT
o
CONTROLS o
z
v
o
1
tt
FLI CHT CONTROLg
DC,6 sEcTlox PAGE
11 1
OPERATING MANUAI. LL-L5-5L
"W^
PAC E
I NoEX . 1
!. EENERAL 2-,
SURFACE CONTROL TABS - OIACRAM
II . OPEUTI0N
A. PRIMARY EONTROLS .
B. TRIM TABS
c. cugT i-0cK
1 il . LI MITATI !tE_
rv" TRo_u8t!_-$-rqolLNe " . 5
IIO RESPONSE WHEN A TR!M TAB

WHEEI. I S TURNED E
FLIEHT CONTROLS
sEcTtoN 11. PAGE DC-6
2
(,PERATING [IANUAI.
tL-L5-5L
Û^
I. EENERAL
THE AIRPLANE IS CONTROLLEO IN FLIEHT BY MEANS OF CONVE}F
TtoNALLY OPERATEO AILERoNS, ELEVATORS ANo RUoDER AIDED BY TRiM

TABS FOR MANUAL TRtMMlNe, ANo SPRING CONTRoL TABS T0 elVE AERooY-
NAMIO EOOST IN MOVEMENT OF PRIMARY CONTROL SURFACES.
THE AILERONS ANO RUOOER ARE EACH CONTROLLEO BY THEIR

RESPECTIVE TWO.WAY CLOSEO CABI-E SYSTEM. ELEVATORS ARE CONTROLLEO
BY A DUPLICATE SET OF CABLES, EACH OF WHTCH lS A CLOSEo SYSTEM
EXTENOINC FROM THE RESPECTIVE CONTROL COLUMN AFT TO THE ELEVATOR
HORN S.
A MEO!"{ANICAL GUST LOCK OPERATEO BY A SINGLE CONTROL
HAi,IFLE lN TI"JE FLIeHT COI'IPARTIJIENT lS PROVIDEO T0 LOCK THE RUOOER,
ELEVAToRS AND AILERONS ON THE OROUNO. A !.ATCH ON THE FLOOR
SECURES THE EUST LOCK LEVER IN THE DISENGAGED POSITION.
A THROTTLE-0usr LocK tNTERcoNNEcr oN THE oc-5g pnEvEr.lrs

ADVAl,jClli8 MORF: THAN TWO THR0TTLES WHEN THE 0USf LOCK HANDLE I g
RA!sEE To rHE Et'lGAGE0 postrtoN. 0N THE oc-5, tuts FUNcrt0N ts

AOEDMPI. I SI{EO Y/HTN THE SLI DI}.IG LOCKINq HANOLE F.OR THE EUST LOOK
i 3 FULLES FUIL AFT.

FLIGHT CONTROLg
DC-6
SEcTION 11 PAGE 1
OPERATING MANUAT
^$U^ Ll-t>51
r
" .0_quEEAL
Dt:E
SURFAGE CONTROL TABS
AIL6RON TRIITI TAB
'o o RUOOTR TAB

ae AI NATION
n o a
I COM
SPRIfl6 CONTROL
ANDTRIi' TA8:
so
TtEVATOR
TRIM TA8
AIIERON SPRING
CO'ITROI" TAB
TLTVATOR SPRI NG
COiITROI TAB
ELEVATOR
TRIMTAE
Qc:QB
SURFACE CONTROL TABS
AILERON TAB
I 0oraEiNATrc?.1 SPRTNG
CCT\ITROL A'iD TRIM fAB)
oo
ao
5o RUDDTR TAB
e i 60MBtNATtOl{
0 o o
SPRING COI{TROL
ANO TRIM TA8)
o a
ELFVATOR
TRIIII TAB
IM
EI"EVATOR SPRING
COT{IROLTAB
rLE VATOR
TRIM TA8
FL I SHT CONTROLS
sEcrtoN D{-6
11 PACE 4
11-15-5t OPTRATII'IG frNANUAI"
"q{^
il. 0PERATI0N
A. eil_u48t_sglust-t
1" IN FI-IGHT, OPTRATE PRIMARY CONTROLS WITH A STEAOY EVTIiI
tuloVEMENT" ANY RAP l0 M0VEivltNT 0F THE FL iGHT CoNTtloLS RESULTB
IN A WHiPPINA ACTION OF TTE,AIRPLANE AI'I* PLACE$ UNNECESSARY

STRAIN 0N Tl-iE ATRPLANE STRLICT,..,fiE.
B, r8u*na-Es_.
1. OpERATI TAB CONTROLS iil CONVINTlor,iAL MAilr'jEit.
2. po-6g_a*rti8sN lRii\l 139_-rjg-ryI-8sl * rr-iE rAB !N0lcAToR HAS rwo
seALE$" THi BCAI-E {ree rOSt;tCt{ firrl0ATOF} il[XT T0 tilE
PEDTSTAL f;EPRESEi\iTS UNI TS *r ACTUAi- TR!M TAB TRAVEL. THE
sc.ALE ,{[xx 1'0 Ti.tE TAB {:fii.iTri0L d!-ttLL. i s N0ti-BtMrNst0NAL ANo
REPFEgENT$ 0NLY ThlE ANICIJIJT Cr SPElrfG PRELoAD Ti-lAT H*g BEIN
AFPLiID TO TI-iE A!LEIiCN SPRII.IC TRIM'I'Ats.

THI TAB FOSIT:ON I}IOICATOh: i S USED 6N THE 6ROUNO
iC OET[q\iiNE THAT T[i[ SPRIiqB TRiM 'i'AB IS f:RE[ {THAT i Ti, NOT
r.;TUCK OR iROZFN] A : iJ FL ICil'! ACTUAL TdrB MOVT\4ENT I 3 3MALL,
AND iS rERCrPTlEl-t CNILr AT SL*W SPIEXS* ,\i'll1 THell Ci,lLY v,rHEN
RAPID Alt0 LARGT AiLrR0i.l CaNTRoL 'lt;iLrL t{OV[L,rEi\:I5 ,{Rr MAfjf .

c. GUSr {_ocK
1. :!._ApPL! 0ri_s1_ LocK tulcg c_own!!"$)
A. Ut'TLATCH GL'9T LoeK HAtiD!-E StiD Li':'t- rtr i n[fiTtcAL p*5lTt0u-
ATTACT-i L0AK I iqG FAH"
B. ATTEI,IPT ?0 &10V8 PR!MARY L.'iNTRi)!-3 AS A CHICK'::0 l[-I[R[4iNE

Ti]AT THqY Af,[ SECUi't[LY i*UCi(q3 iN POEIiIOiJ"
2
" j-t__8.gLia-g"q-! u*1r i_0j$_l-uti!! J( -aqlllatl-si
A, i FT i-0f(l NG IIANE!-! ANal 3T0!:l 0ll Sl ![ ,3i' iEDISTAL,
I
E" 0AtP A,rST L0CK LiVrR ?t PtSlTiCi'i X0ti!;!iiTF!- /ri"f i C0CfplT

FLaOR" iH;CK "l'!.{,T :-At.-.- ,l!! iiLCCii HAs i-$0([c FiAi"]l]Lr til
DCyrN FOSiTi0Si.
O" LrHiCi.i giirllARY arJ:'.iTtlLS Yr.r Litt4!fli CF TftAVE[- FCt FIrLL
r&EreoM cr ccNTRCL t40vEr\4ii]T"

FLIGHT GONTROLS
0c-6 SECTION PAGE
11 5
OPERAT!NG IilANUAt
^W^ |t-L>r1
l r r. llulfArloNs
THE CUST LOCX SHALL NOT BE ENOAGEO IN FLIGHT. SI{OULO IT
!NADVERTENTLY BECOME EN$AOEO, KEEP lN Mll'iD THAT THE TRIM
CONTROL AsS WILL OPI-RATE IN REVERSE SINCE THEY WILL THEN
FUNCTION AS PRIMARY CONTROLS"
I V- TROUBLE Sll0oT I I'lc
lF RESP0NSE l S NoT oBTAINEO IVHEI'I A IRIM TAB WHEEL-l€
4g!Q, RETURN THE TRIM TAB WHEEL TO NEUTRAL llvMEolATELY- LACK OF

RESPoNSEMAYBEcAuSEoBYAFRozENoRSTUCKTAB.I,I0VEMENToFTHE
TABWHEELPREL0ADSTHETABSPRINGwITH0UTTRANSI4ITTINGMoVEMENTTo
THE TAS SURFACE. A HEAVY PRELOAO ON THE TAB SPRINE MAY CAUSE THE
TAB TO BREAX LOOSE, lN NVHICH CASE THE RESPONSE WlLl- BE SUOoEN ANo
MAY 8E VIOLENT. ANY ATTEMPT TO FREE A FROZEN OR STUCK TAB SHOULO
SE OONE BY OPERATINC THE TAB WHEEL NOT IIORE THAN J OECREES EITHER
stDEOFITSNEUTRALPOSITION.IFTHISISooNE,THECONTROLSSHOULD
BE ERACEO BY BOTH PILOTS. IF TAB WILL NOT WOFK FREE' RETURN TAB
CONTROL $HEEL TO NEUTRAL SETTINC.

,/
FUEL
SYSTEM
'Tl
C
m
I
FUEL SYSTEU
0c-6 sEcTloN I>AGE
12 1
OPERATIN6 MANUAI. lL-L>5L
^${^
P4OE
I NDEX. 1
"
GEN ERAL. &10
A, FUEL TANKS. 4
B. FUEL TANK SELECTCR VALVES ANO CONTROLS
C. CROSSFEEO VALVES ANO CCNTROLS 2
D. FUEL OUltrp CI{UTES AND C0NTROLS 1
FUEL BUiNP N NG RATE. . . 3
ENGINE DRIVE\ FUEL PUIUPS. l+
F. ELECTRIC FUEL BOoSTER putyPS.. li
G. VAPOR VENT SYSTEM. 4
FUEL PRESSURE ANO WARNtNO..,". q-)
I FUEL FLOWME?ERS....... 5
.t FUEL PRIMt\fi".""" 5
K FUEL QUANTITY OAUCES.
I
6
FUEL MEASURINC 3TICK. 5
FUEL TANK LOCATION - 8 TANK SYSTEM - DIAORA}'..... 7
FUEL SySTEt/t SCHEMATIG - I TANK SYSTEM _ D|AGRAM.,
FUEL TANK LCCATICN - 10 TANK SYSTEM
- OIAERAM.... 9
FUEL SYSTEM SCHEMATIG - 10 TANK SYSTEM - OIAGRAM. 10
rl. QP-E&AT!0i1. 11-15
A. ivi lN li\'1uli1 FUEL 0N gCARO, .
t1
B. FUEL LO,{OIIiG PROOECiJRE !.1
C. FUEL U SAGE PROEEDURE - ( r.roNr,rg-} L2
NORN,IAL ANO OROSSFEEO OPERATI'N DIAGNAM. L}
0. tiSE OF FUEI. BOOSTER PUMPS.. ltF15
s Fi.l{L DUMPI NC pR0CEOURE...... 15
r C'- L IAT ! r\C P lECAUT ION S. L>15
rrr. L!_u-[4LqN"^. i?
A. GEi{ERAL LIMITAT!0NS.... 1''
S, TOTAL - I,4 I NIMUI1 STI CKABLE - UI.IDUIUPABLE FUEL/TANK
D I AG RAi\,l L7
i v" f&o-]]!LE sHiler t_l!o 1g
A" N0 FUEL pfIESSURE tNDICATEI) _ IdARNtNC LIGHT ON.".. r8
B. N0 FUEL PRESSURE tNolCATr0 _ WARNINS LtcHT OFF.,. 18
c. FUEL FLOl.r ZERO 0R VERY Lollr - PRESSURE htoRMAL... 1g
",
FUEL SYSTEM
sEcTroN '1.2 PAGE 2
D(-5
Lt*L75L OPERATII.IG [,IANUAL
"W^
CENERAL
oc,5 etRPLANES ARE EQUtppED wtTH EITHER AN EtcHT OR A TEN TANK FUEL
sysrEM. eul oc-6e AtReLANEs ARE EQutppEo wlrH THE TEN TANK sysrEM.
THE BASIC TANK ARRANGEJ./ENT IS CONSIOEREO TO CONSIST OF FOUR INOEPEN-
DENT FUEL SYSTEMS, W|TH A i/AtN 0R AN ALTER|{ATE TANK AVATLABLE TO
suppLY EACH ENetNE. ON THE TEr.l TANK SygTEtt, THE A0D|T|ONAL LEFT AND
RIOHT AUXILIARY TAN(S ARE CONSIOERED AS A PART OF THE RESPECTIVE
OUTBOARO ENC I NE FUEL 8Y STE},4"
A. FUE-L-TANKS - THE FOUR MAIN TANKS AND THE OUTBOARO ALTERNATE

TANKS ARE BUILT INTEERALLY iNTO THi'IiINO. AI.L OTHER TANKS ARE
BLAODER TYPE CELL3.
EACH FUEL TANK I S VENTEO TO ATMOSPHERE THROUOH A VENT
CHAMBER WHICIi PREVENTS FUEL SPILLA6E FROI,,I THE VENT LINES DURINE
NORlvlAL 0BOUND AND FLTAHT 0PERATIONS.
E. FUEI. TANK SE.].ECTO8 VAIVEL ILI'IO COUTROI=S - A FU{L SELECTOR VALVE
FoR EACH ENCINE rrlAY Bf postr!of,iE0 To pRovlDE FUEL T0 THE ENGTNE
FITOM EITHER THE RESPECTIVE MAIN OFi A,I.'TERI,IAT' TANK. A THIRD
POSITION OF EACH FUEL SELECTOR SHU1S OFF THE RESPECT|VE MAIN
ANO ALTERNATE ?ANKS.
OII THE TEN TANK AIRPLAITIB, T,T/O ADOITIONAI. AUXILIARY

TANK SELECTOR VALVES ARE USED. i:ACH SSLEOTOFI, 1,'iHEN PLACED IN
THE IIoNIIPoSIiIoN coNNECTS Tii[ RTSPTcTIVE AUXILIARY TANK TO THE

CORFESPONOiNG OUTBOARD EzuGiNf. A!-L SELEOTOR VALVES ARE OPERATEO
PV CAtsLE CC\TROLS.
c. gRossrE€q_vAlvqs ANo CQiWgOLg.- T.'ryQ THREE-PCStTl0N cROssFEE0

VAI-VES PROVIOE A LiNK 3ET*TEN ALL TA|IKS ANO ENGINES. EACH
€oNTRoL MAy BE SHUTi,oFF$, aR p0ctTioNED T0 pRcvioE FUEL cRoss_

FEED BETWEEN TWO ENGINES OiT Ti.lE RESDECTIVE SIOE OF THE AIRPLANE,
0R EOTq CoNTRoLS MAy Bq [,10VE' FU!.L AFT T0 pROVtoE FUEI- 0ROSSFEE0
ACROSS THE AIRPLANE FRO!,4 ANY TUEL TANK To ANY o8 ALL ENGINEs.
EOTH CROSSFEED VALi,/ES ARE oFERAIED BY CABLE coNTRoLS.
FUEL SYSTEM
DC-6
sEcTtoN 12 P
OPERATIN6 MANUAT 11- 1F51 ^cE )
"$h
r GENERAL
O. FUEL OUITte CHUTES AND CONTROLS

- FOUR MECHANICALLY OPERATEO CHUTES,
ONE lN THE AFT UNDERSIDE oF EAOH ENGTNE NA0ELLE, ARE EAOH coN-
TROLLED BY ONE OF FOUR LEVERS LOCATED SENEATH THE FLOOR PLAIE
AFT OF THE COCKPIT PEOESTAL.
EACH OUMP CONTROL HAS THREE POSITIONS:
1. CLOSEO - CHUTE tS RETRACTEO ANO OUI,ilP VAL'V,ES CLOSES"
2. ORAI!'J - OHUTE IS PARTIALLY EXTEIjDEO ANO OUMP VALVES CLOSEO.

]. OPEN - CHUTE I S EXTENOED ANO OUMP VALVES OPEN.
ONCE STARTEO, FUEL ouMplftc MAy BE STOPPEO AT ANy TltyrE.
THE OUMP CONTROL LEVER COhJPARTMENT LIqHT COL1ES ON WHEN THE ENGINE
INSTRIiMENT RED LIEHTS ARE TURNED ON ANO THE COVER OVER THE DUI@
0oNTROL LEVERS I $ RAI SEo.
FUEL $|OULD BE DUI,IPEO WHEN:
1. THE CAPTAIN coNSlDERs ou[PING To BE SAFER THAN LAt{oiNc ovER-

t4ElGHT.
2. lr lsi NECESSARY TO lturPRovE AIRPLANE PERFORMANCE UN0ER EMER-

GENCY OPERATI NG CONOITIC,NS.
7. PREPARING FOE A CRASH LANOINIG.
4. DI.ICHII'IC THE AIRPLANE (IruCNEASES BUOYANCY ANO REOUCES

STALL
sp eEo) .
FUEL 0UNlP I Nr0- RIXTE
I TANX 10 TANK
SY STElrl SY STEII
BOTH OUTBOA.RO oAL./MtN. 212 232

CHUTES -
TOTAL
LBs./Mmi. t39z 7192
BOTH I NBOARD oAL./Ml N. 190 22\
CHUTES - TOTAL
L I S. /rvll N. 111{O ul+ll
ALL CHU;ES
G AL. / r'r t ri. 4aa t+r6
TOT,I
LBS./MlN. 25i2 2736
FUEL SYSTEM 0c-6
!ECTION 12 P^GE 4
OPERATING IiAIIUAI
tL-t5-51
^th
t,@.
E. ENCTNE ORIVEN FUE- PUIP.S - ARE POSITIVE oISPLACEII'IENT VANE TYPE.
A 8Y-PASS WITHIN THE PUTP ROUTES FUEL FROI{ THC ELECTR'C FUEL
EOOSTER PUITP THROUGH THE ENCINE DRIVEN PUIP IN THE EVENT OF
ENG l NE PUtrlP FAI LURE.
F. ELE9TRIC FUg- BOoSTER PUI'FS - ARE CENTRIFUGAL TYPE ANo tuAY BE

OPERATED EITHER IN ILOWT OR IhtCHI SPEEO. THEY ARE USEO FOR
STARTING ENCINES, TO CONOITION THE FUEL IN FLICHT, TO SUPPLY
PRESSITRE FOR OIL DILUTICN, OR AS AN AUX:LIARY SOURCE OF PRESSJR€
lN THE EVENT OF ENSINE PUtiP FAILURE. EACH BOOSTER PUMP lS

IN THE FOFF!
COI{TROLLEO BY A THREE-UJAY SIJIICH WHICH LOCKS
POSITION. ALL EOOSTER PUbIP SlvtTCHES ARE LOCATED ON THE F0MARD
OVERHEAO INSTRUMEI{T PANEI-. A C|ECUIT tsREAKER FOR EACH SillTCH
l$ LoCATED DIRECTLY ABOVE THE CORREpONOING SYilrCH. T\\'O
ADOTTIOTTAL CIRCUIT BREAKERS ON T}iE }J!AIN C.B. PATIEL PROTECT THE

O.C. POVJER SUPPLY TO ALL eOOSTER PUIFS.
vApoR vElrT_gs EU - VAPOR VENT RETURN l-INES CONNECT EACH ENeINE

CARBURETOR TO THE INI]OARO ffiAIN TANKS ANO RETLiRN TO THE TANKS
ANY VAPOR PRESEI.jT IN T}iE FUEL, PLUS A SMALL AMOUNT OF FUEL. TWO
FLOATS IN EACH CAR9URETOR NORIIiALLY OPEN THESE LINES Oi{LT' WHEN
VAPOR HAS ACCUiTiULATED lN THE RESPECTIVE CARBURETOP. SBCTULD A
FLOAT STI CK I N TtiE OPEN POSlTlCft' HOI'IE!'ER, THE AMOUNT 0F FUEL
RETIJRNING THROUSH T}iE LII.IE WII.L BE COI'JSIOERAA,LY HIAHER ThAN
tsRi,rAL.
H' FUEL PRiSllljE ANO rVir,RlilNe- - A Sl NGLE FUEL FRESSURE TjARtJl NC L !:FiT
AOJACENT TO THE F0UR FUEL PRESSURE GAUGES ILLUMI |IATES u-riHEi\IEVER
THE FUEL PRESSURE OF ANY ENGIr\E ORCPS AELOVi TriE OESIREO Oi'[;::ATl fli
MINIilIUM. A PUSH-TC,-TEST TYPE SI-iIELO IS INSTALLEO ON THE iIAgNINS
L I GHT.
FUEL SY TEM
D(- 6 SEcTION la PAGE
OFERATING MANUAI 5
lL-lYc'1
"${^
I. GENERAL
FOUR FUEL PRESSURE WARI,]Ii{G LICHT ISOLATION SMIITCHES ON
THE OC-6B' F/A rLl SHT il\STRUtvlEr'lT PANEL ARE |ARMALLy SAFETTEO
ooNn. I F AN EN6 tNE FAlLs, oR A FUEL pREssuRE tt'ARNtNQ srju rcH
rdALFUNCTt0Ns, THE RESPECTIVE t SOLATI0N S,r.,tTCH lxAy BE TURNEO
roFF! - THEREATTER THE wARNtNG LIcHT uJtLL AeAIN opERATE NoRMALLY
FOR TIiE OTHER ENGINES. THEiIENCINE II\'STftUL,IENTSN INVERTER $VITCH
MUST BE roNr To opERATE THE FUE- pRESSuRE eAUaEs- TtiE FUEL
PRESSURE WARNING LIGHT lS oPERATED BY o,C. FRotr{ A SEFARATE
TRAN SIJi I TT ER.
I. FUEL FL.q$JME]ERS! - ARE INSTALLEO BET/YEEN THf ENSINE CARBURETOR
AND THE FUEL DISCHARCE NOZZLE. FOUR FUEL FLOWT-IfiEES IN THE
COCKP IT SHOV/ THE RATE OT FUEL FLC}W ( I N POUI.IOS PER HOUR) Tg EACH
ENGINE. THE NENGINE INSTRUhIEI.JTSf INVERTER seITCH i*IJST BEi!oN[

TO OPERATE THE FUEL FLOI,TMETERS.
d. FUEI- PRIMINC - PRIMARILY USEO FOR ENGINE STARTINE, IS OPERATED
ELECTRICALLY BY A SINGLE PRIMING $IITCH OI{ THE FORI4,ARA OVERHEAE
PANEL. AN ENCINE SELECTOR Si,lTCH, AOJACENI TO TriE pRlMlNS

S,!lTCH, oETERMINES',!HICH ENcINE WtLL RECEIVE pRtlrE HjHEN THE
SilITCH IS DEPRESSEO. EITHER THE EttGINE ORIVEN OR ELECTRIC FUE

BOOSTER PUMP MUST BE SUPPLYING PRTSSURE FO? OPERATION OF T}iE
PRIMINC SYSTEM. FUEL FLOWINE TO THE ENqIT,JE THROUCH ThE PRIMING
SYSTEM lS NOT IiiDICATED 0N THE FUEL FL0WI!|ETER. Ft EL pRtMINe
sYsTE[i ls oPERATEo BY O.C.
K. FUqL 9UANTJTY CAqEEq - ARE CALII]RATED !N POUNOS. SINC5 OFERATION

OF THIS SYSTEM iS A FUNCTION OF FUEL SEIiSITY, A FULL TANK iYILL
INDICATE A HIGHER READINO IN POUNLIS YJHEN TI.iE FUEL !S COLO ThAN
WHEN HOT. EACH FUEL SELECTOR VAI.VE HANOLE ELICTRICALLY OPEFATES
A SIfALL ihIDICATOR FLAG ON THE FUEL GAUGES FOR THE i*AIN ANO
ALTERNATE OR AUXILIARY TANK WHICH THE SELECTOR HANOLE COIITROI.Si
r - vitLl BE INSTALLEo oN oc-6

FUEL SYSTBr| DC. 6
sEcTtoN t2
7r-1>r7 0PrRATING [4ANUAL
^&fl^
I. GENERAL
wHgN ANY SELSCTOR HANDLE tS SET TO A TANK pOStTloN, THE IN0ICATOR
FLAC ON THE CORRESPONOING TANK GAUGE COi!,1ES INTO VIEB. THUS,

I
BOTH FUEL EAUCES AND SELECTOR HANOLES PROVIOE A VISUAL INDICATION
OF WHICH TANKS ARE SUPPLYII'IO FUEL. TI.IE FUEL GAt.'68 SYSTEM
OPSRATES olJ o.C. TFiROUGH Tw-o CIRCUIT BREAKERS 0N THE MAtN C"F.
PANEL.
L. cARBUREToRS - ( ser npowEn rLANTT gEcrto.r oF Tt-il s turnnu*).

M. FUE! L4SA_EUELLq--Ji!-pK - (orpsrtcx), clrrBRATEo FoR usE 0N ALL
TANK$, !S CARRIED IN THE RIGHT SIOE OF TI"iE NOSE WHEEI- WELL.
FUEL SYSTEM
0(-6 sEcTroN 12 PAGE 7
OPERATING MANUAL Lt-t>57
I. "W^
GENERAL
E|LTAIK LqQ4'TloN:- I IAN( SYsTOr
N o. 4 LlntN TANK vE N T
( UNIDERS I DE OF lIJlNO )
ALL OTHER TANK
VENTS RI CHT
SI DE (UIIOER-
S.I DE OF III,ING).
ru0.4 IURIN TANK
,50 GALL0NS
o
NO.4 ALTERNATE TANK
43t enuorus
NO .3 MA I N TANK
50 8' GALLONS
NO .3 ALTERNATE TANK
76 I GALLONS
NO.2 ALTERNATE TANK

752 GALLoNs
NO.z MAIN TANK

508 GALL0NE
ALL OTHER TANK
VENTS LEFT
NO 11 ALTERNATE TANK SIDE (UNOEN-
\1 1 GALLONS SIDE OF WING).
a
NO.l MAIN TANK

J60 cALLoNS
NO.1 MAIN TANK
I INTEGRAL TYPE TANX VENT (UNDER.
SIDE OF WINE)
TiS';T,ffiI BLADDER TYPE TANK
FUEL €YSTEi' DC-6
sEcrtoN t2 PAGE 6
tt-L>5t ()PERATII{G MAl{UAI
I. CENERAL ^W^
J JL t- ul
bl Jd F
l
L
.'B -' <lq
-
=
U= o- I EJJ
a5{ o
I o-
_L I u@
E a =
3
IJ
F
Z I o
U I
U
I
o I
J I
b-
't
J
LI
=
t! z
to
o
= l-r\
N\
l-
J(u
<\o
Iq
in
cD
s2E2
- t- LJ
Frd z.
.ioE5E
=
ZJ
E< E
O EL
!l !J
J F
U> ou LI a
:ti;H3EE F
JC OJ
o
J o(L
Il=tBigE
v!<3G3<E
hJ
z
f GJ
Itl
IJ>
<oF
€o
z<
3>
o
Z 3
!oE
E JC
UJ IJ
url Ioooo> td d.
'r o F>
LJ
3<
ttJ rL
tJ- u!l
ZJ
-u
<m
2
o F =
xLJ LL
ffiHi a o--
a
o LJrlj
E. I-d
O
F
J(u
<\o
rU
io
<o
-@
=tr\
ol
UJ
o
E U)
t'J
I() !l
J J
@ N L<
o
a zN d ul
!J
=>
f,
OJ
LJ
J E Z L. o
JE
U
l
L
o
F
u
;
i
cDt
co>
OJ
hJF
E l- E< LO
@ o> O
=
m
E J F
U
o ) =
u-
Jrl
<t
J
r{
c)
U
o i
E bJ
td
OJO
fo uuo
J=O
m ULM
FUEL SYSTEM
DC-6 sEcTlON PAGE g
12
OPERAT|I'IG MANUAL
3-7-52
^W^
l. EENERAL
FUEL TANK LOCATION . 10 TANK SYSTEM
No. 4"l,lAlN TANK vEi'rT

(ulrorRS I DE or urtirc)
ALL OTlIER TAI'iT.
VEI.]TS R I GHT
st nE (ur:nEn-
slDE 0F i,"Iric).
ru0.4 l,tR lN TANK
z5o satLol.Js
NO. I ALTERNATE TAN
,19 GALLoNS (526 GAL.
oN N90762 AND RI GHT AUX. TANK
SUBSEQUENT A IRPLANES) 210 GALLONs
N0.J r/A lN T ANK

508 GALLoNS
NO.J ALTERNATE TANK

527 GALLoNS
NO.2 ALTERNATE TANK

527 GALLoNS
NO.2 MAIN TANK

GALLoNS LEFT AUX. TANK
508 210 GALLONS
NO. 1 ALTEBNATE TANK

,19 GALLONS (,26 GAL o ALL OTI.JER TAI'!I(
0N N90762 AND VEIITS LEFT
SUBSESUENT AIRPLANES ) stDE (ui:oER-
glnE rJF 1,.'ll':0).
NO.1 I\4AIN TANK
150 enulotls
N0. 1 l,rlAlN TAIIK
vrNr ( ur..rDER-
E INTEGRAI IYPE TAt{t( tDE oF IrJlNc)
W77A BLADDER TYPE TAtttK
FUEL SYSTEM DC-6
SECTION
3-7-52
r. GENERAL
Lz PAGE 10
OPERAIII{G i4AI{UAI. #^
z
ul
J
J
o
E
\
I
>L-
[YL
F.
JO\ E.
J
F
zo
l-< o I! lA til U
I o o _..! I .J -** t O C)
I d
I U
I EX'Z
E J
I o trj )o o
U I a)
F bJ
f I OJ J
Ld u f< IJ
I
..t-: o-
o Ll> I =
L
J Z=
_L
I
L I
o I (4
-) IJ
U
f
to
xf,
L o
Lr1
tn d
2
o
e J.
<.n
-, th tb (5 ld
=_-t{ou
F E. z
\O<
o
5" 2=3= <c{
LA U
i C)
NJ
lna
o: G
-Ju-,2 ul t-
J- 2 F trJ JO
d
o !lJ
EgEiH; -ZJ { F
a x (n
:.F
rF- o
l r< t L U
22
2 L>
J ;
6'YUTGOF
:5* ul U> c]TJ
UO
o
m 3
o FC
Z z_< 
u.,
{O
i- UU U
:-
l-o
l*J
=Foao> n €o o f, JO
E L <=
bl
rL z)U a F t a
L" UU
L- -U
<@ <oJ -+ o
c4
[n (42
B WWW i
@ .:J
o Ftr
E
O
ULJ = c\l z.<
N
rro
N
.O
oo\
22
*
z
?oo
UJ
=oLN J
o
g
I
O t'J
AJ
_N E d
ON
o o trl
Z
JZ F
t! a >t!
til
3
LL
t
m
) -J
tou
t
F L_-<o
dL
UJ
d: lirFJl> a LJ I J F a
U -= JO\
C' -J
trj Jxz
) -f,<@ f,
L
fO
<= rn & tJ
F
F*
f
:E
()
qt Z
rLJ
MUUO::
fJlc)f
0tilLso-
FUEL SYSIEM
D(- 6 sEcTloN PAG E
LP 11
OPERATIN6 MAI.IUAt 3-7-52
^$!{^
I I- --!PERAT ICN
A i!1 lNlNlui\il FU€L 0N B0ARD -,. FoR,4 N'{ TAKE.CTF Si.lALL NOT BE LESS TqA\ SPTC I i I ED
IN A.A. Ft !GIT I']ANUAL PART t. T!.-i[ Mt\tMi]i,t sTicK i\4EASLIRABLF, FIJIL IN THT
MA III TA,\K5 OF E ITHIR T 1O IANK A!qPLANTS IS 890 GALLON3.
B FuEr. LoADI:iG_IROCEDURE 1 8 0R lO r4\( AiRPL{NE
6 TANK 1 I
4 1 , 4 L EFT RIGHT 10 TANK
SY gTE}N MAI N IdAI N MAI N MAI N ALT ALT ALT ALT AUX AUX SY STEM
6go 120 t25 L2' )20 o 0 0 0 69o

BALANCE
TO EVENLY TO
1260 120 DI STRI gUTED 120 0 0 o o 0 0 1260
ro leo cALq
PER TANK
TO EVENLY DI STRI BUTEO TO
L7* IN ALL MAIN TANKS 0 0 o o 0 t736
UTiTIL FULL
lF FUEL L0AD !S BETi,ltilr 1736 nND 1??6 - LAAD TA 1T?6 cAt.

lne FULL FULL FULL FULL U PO 20 0 0 o 177 6
g TANXS
EVENLY OI S-
TRIBUTES TO
TO 160 oALE/TANK TO
eo56 FULL FULL FULL FULL 0 0 0 2W6
10 TANKS
EV€NLY OIS-
TRIBUTED TO
I
I
180 SALSITANK
I
TANK S TANK S
140 140
205s FUuL FLLL FULL FULL 2t 2L 0 o 2c88
10 10
TANK S TANK 8
150 160
6 8 TANK s
I
TANK S
EVENLY OI S-
TANK S
1llo TRI AU?EO TO
TO 1]]o GALg,/TANK 1l{o TO
2?96 FULL FIJLL FULL F'ULL 0 0 217 6
10 TANK S
10
TANX S
EVTI.ILY DI F 10
TANXS
TR IBUTEO TO
150 150 CAL SilTANK 150
TO EYENLY DISiB IEUTED IN

TO
1122. FULL FII.L FULL FULL ALL ALTERNATE TANKS TO o o 1828
( FULL ) .* 51 9l rull FULL l. - 1t9
FULL FIJLL FULL FULL 500 sol 4o qo
507 500 ,810
EVENLY OI STR! BUTEO I N TO
FULL FULL FULL FULL ALL ALTERNATE TANKS 4o qo 3908
UNTIL FULL * 3922
FULL FIJLL FULL

,-]8e
Fl"lLL FULL FUI-L FULL FULL FULL FULL *\?6?
(.ULL)
*AlRPLAr,lES N90762 AND SUBSE.QTIiNI.
I+P911 FOR ALI-.iO TA\( AIqPLA!ES EXcEpT N9O7b2 AND SiJS:rEQ!-]LNT.
ijill- .'-r;5llt!
! a(.\ I ..,i\ {l I b,..L
ii(,,6
\l
11- 1r;.51 0PERATIi,lG ,iilAl{UAL
I l. g!!Ufl!N
c. FUEL USACEIR0CEDURE - (NOEMAL)
1. TAKE-OFT AND LANDII{C SHALL BE MAOE WITH EACH M&IN TANK
SUPPLYI[]G FUEL TO ITS RESPECTIVE ENG I NE; CROSSFEEO AI,]O

AUXILIARY FUEL CONTROLS SHALL BE OFF.
2. APPROXII,,ATELY PO MINUTES AFTER TAKE-OFF, SET UP THE FUEL
SYSTEM AS FOLLOV/S:
( 1o raNxs A. ourBoARD ENclNEs 0N REspEcTtvE AUXILtARy TANKS; lN_
SY ST EM
ONLY) BOARO ENGINES ON RESPECTIVE ALTERNATE TANKS. WHEN
AUXILIARY TANKS RUN OUT.

(8 oR io B. ouTBoARO ENctNES To REspEcTtvE ALTERNATE TANKS; tN_
TANK S)
EOARO ENGINES TO RESFECTIVE ALTERNATE TANKS. AS
EACH ALTERNATE TANK RUNS OUT -

(s on 3.0 c. EAcH ENGINE To trs RESpEcrtvE MAiN TANK; wHEN ALL
TANK S)
ENEINES ARE OPERATING FROM MAI N TANKS -
(8 oR lo o. cRossFEEo AS NEcESSARY To EQUAL|ZE ALL MA|N TANKS.
TANK S)
WHEN ALL MAINS ARE EQUALIZEO -
({ on .ro E. oeERATE EAcH ENetNE FRoM trs REspEcrtvE MAIN TANK.
TANK S)
NOTE: WtTH PARTIAL FUEL LOAOS, SOME VARIATION OF THE
ABOVE PROCEDURE WILI. BE NECESSARY. IN SUCH
oASES, TAKE_OFF 0N MAtN TANKS; AFTER 20 MINUTES

tisE FUEL IN THE FOLLOI/V|Nc ORDER, OEPEND|Nc oN
AMOUNT 0F FUEL CARRIED: AUXtLtARIES, ALTERNATES

TH EN MA I I,l Sr
FUEL SYSTEM
0(-6 SECTION t2 PAGE t3
()PERATING MANUAI
lt-t5-57
^W^
I t. oPERATI 0N
NORMAI. AND CROSSFEEO OPERATION
AUX. TANK
EF
-o TANK SETECTORS CROSS.FEED
-<
.Ee EACH MAIN
ON oFf
rB
a
ENGINE
ON II,5 AIT. X-FEEO
I&2BETWEEN3&4
ON
s=
<6
OUIN MAIN
TANK
Y- OFF ON AI.I. ENG. TO X.FEED
5
AUX. TANK
CROSS.FEED
TANK SETECTORS SETECTORS
NO.I MAIN TO
NO.t&2 MAIN OFF
ENGINE5 ON
NO.3&4i\AAtNs
AtT.
ON f, X-TEED
&2BETWEEN3&4.
TO RESPECTIVE oFr
ENGINES
1234
NO.2lAtN TO
NO.I&2 MAIN
-o ENGINES ON
AIT. X.FEEO
e
q
NO. 3 MAIN TO ON I &2B'TWEEN3I
A
o NO.3 & 4
ENGINES OFF ATI. ENG. IO X-FEED
E
rr
B
o 1234
o LEFT AUXIIIARY
oG TONO.t&2
ENGINES MAIN
J OFF
ON
-e
E AtT.
l X-FEEO
! &2BETWEEN3&4 l
- RIGHT AUXII.IARY
TO NO.3&4
ON
ENGINES OFF AI.T ENG. IO X"FEED
1234
NO. I ATTERNAIE
TONO.T&2 MAIN
ENGINES ON
ATT. X.FETD
NO. 4 ALTERNATE ON I &2BEIWECN3e4
TO NO.3&4
ENGINES OFF
t= AUX. IANK
g TANK SELTCTORS SETECTORS
CRO5S.FEED
v,
Q- MAIN
€6 ON
e-
o= NO. I MAIN ,
4E TO ATT ENGINES AtT. x-fEEo

ON &2BETWEEN3&
=H
?a
q OFF
&
q
O SoURGE oF FUEL C OFF a GROSSFEED

TYP ]CAL SELE@LD MANAGEMENT
FUEL SYSTEM 0c- 6
SECTT ON tz P AGE 1\
tt-7r.51 OPERATING MANUAL
"W^
r r. .9e.ERAr,!-9L
D. USE OF FUEL BOOSTER PUMPS
1. Lotv BoosT
(a) FoR srARTtNc sNeINES.
( e) FoR TAKE-oFF wHEN oAT r s 75oF oR ABovE.
(c) FoR TAKE-oFF wHEN ELEvATtoN oF ArRpoRr ExcEEos 25oo FT.
(o) THRoucHour oLIMB wHEN BoosrER puMps HAVE BEEN usED FoR
TAKE-OFF.
(E) FoR cLrMB ABovE lorooo FT.
(e) ron r| HouRs AFTER REAcHtNe cRUlsE ALTtruoE, ABovE
10r0oo FT.
(e) wHEN sELEcrrNG A NEw FUEL suppLy - TURN oN Boosr puhP
FOR NEW SOURCE OF FUEL BEFORE SELECTINC - IF TIME AT
cRUlsE ALTTTUDE HAs ExcEEoEo $ rouns, BoosrER puMp
MAY BE TURNEO OFF AFTER FUEL FLOW ANO PRESSURE HAVE
OEFINITELY BEEN ESTABLISIIED ON THE NEW SOURCE.

(tt) AT ANy rrME THAT FUEL pREssuRE oRops BELow el p.g.t. oR
PRESSURE FLUCTUATES.
2. HlcH goosT
(e) wHEN ENcINE DRTvEN FUEL puMp FAtLs.

(e) ExTREME coLo wEATHER sTARTING - (seE rpowER plaursr
sEcrtoN oF THts MANUAL.) wxeH ustNc HtcH Boosr - TURN
PUI'/P Fl RST T0 LOW, THEN S,I/ITCH RAP I OLY T0 HI eH.
gAurl-oN: BOOSTER PUMPS SFIOULO NOT BE OPERATEO IN ANY SYSTEM
WHERE IT IS KNOWN OR SUSPECTEO THAT A LEAKINE OR
BRoKEN FUEL LrNE ExtsTS. TVHEN BOoSTER pUMpS ARE USEO,

THE ENTIRE FUEL SYSTEM, FROM THE TANKS TO THE
oARBURET0Rg, lS UNDER pRESSURE - WHEREAg 0pERATION ON
ENGINE PUMPS OI{-Y PLACES TTIE SAME FUEL LINE AREAS
UNOER SUCTION.
FUE. SYSTEM
D(-6 sEcTroN PAGE
12 L5
OPERATING MANUAI
^${^ Ll-ty5t
I t. oPERATION
A LEAK IN THE LINE !!ITH BOOSTER PUIIPS I'OFFT
WILL BE INOICATEO BY FLUCTUATING FUEL PRESSI'iRE RESULT-

ING FRO!1 THE I\ITROOUCTION OF AIR INTO THE SYSTEiJ. WITH
BoosrER puMps roNr, T)IERE wtLL aE No cocKptT lNDlcATtoN
0F A r"4 l\oR LEAK, ALSO, FUEL WtLL 3E pUr,4pED iltTo THE
AREA OF THE LEAK, CREATING A FtRE HAZARD.
gAUI!-U: OO NOT OPERATE A BOOSTEFT PUINP WHEN ITS TANK I S EI,4PTY.
FAILURE TO OBSERVE THI S PRECAUTION Y,'ILI. RESlLT I N AI R
FORCED I \TO T'I.1E FUEL SYSTEM. THE PUI,I]F VII.L ALSO OVER-
SPEEO AIIO BE DAIIAGEO.
F FUEL QU,IIP I NC PROCEOURES
( sEE rEtr,teRe eNcy pRooEDUREstr sEcrtoN oF THts uatrurl.)
OPERATI NG PRECAUTIONS
I
1. FUEL TRANSFER FROI/ TANK TO TANK I S PROHIBITED IN FLIGHT.
2. WHEN OPERATING ANY ENGINE ON A SOURCE OF FUEL OTHER THAN ITS
OIVN TANK GROUP, ALWAYS ESTABLISH THE NEW FUEL SOURCE BEFORF:
THE OLD SOURCE I S CUT OFF.
3. i/.tHEN CHANo I \E, t iTHER p tLOT

Nc THE FUEL SOURCE FOR ANy EilG I
0R THE FLTSHT ENcINEER sHALL GUARD TdE TTROTTLE( s) or rrre

EltctNE(s) IuvoLvso, BEINc ALERT TO iE-rARO lna rrnorrlr( s)
lN T,rE EVENT OF ENCINE 0VERSPEEOINC.
4. To pREVENT AIR FRorvl ENTERtN0 THE sysrEr,i At,tD posslBlL lry oF
dRAVITY CitoSSFEEDtNG BETWEiN TAN(S, KEEp FUEL CR0SSFEED
VALVES OFF WHENEVER THEY ARE NOT IN USE.
5. DO NOT OPERATE T,!O ENGINES CN A SINI,'LE TANK i!HEI'J THE FUEL
REr,lAtNlNG lN THAT TANK tS LESS THAN ]Oo pOUrlDS" FEEO RErylAtN-
I NG J00 p0uN03 T0 RESPECTI VE ENG I t'tE oNLy.

5. occAStoNALLy cHEcK FUEL LEVEL oF #a eruo #J irtltu TAN(s ro
AVOIO POSSIBLE OVERFILI.ING FROM VAPOR VENT iiTTiJRN SYSTEM.
FUEL SYSTET{ DC.6
sEcTtoN 12 PAGE 16
Ll-7>51 OPTRATING MANUAI.
^$I{^
ll. OP ERAT I ON
1. WHEN TURNING FUEL BQOSTER PUA'PS OFF II'.I FLIGHT, TURN THEM OFF
ONE AT A TIME ANO OBSERVE FUEL PRESSURE TO ASSURE THAT
ENGI NE ORIVEN PUMP I S SUPPLYI N6 AOEQUATE PRESSURE"
6. lr AN ENoINE I S INoPERATIVE, 0R ANY C0NDITION EXI STS !!HICH
\loulD RESULT lN LATERAL UNBALANCE 0F THE FUEL L0A0, CRoSS-
FEED FUEL AS NECESSARY TO MAINTAIN LATERAL BALANCE ANO
SYI"II. E']'R I CAL FU EL LOAD I NG .

9. WHEN PRACTICABLE, OO NOT OPERATE ELECT|]ICAL SAIITCHES WHILE
GqOUND FUELINC IS BEII'.IG ACCOMPLISHEO.
io. \'vHEN opERATr Nc oN cRossFEEo, TANK s Nor BEI N8 usEo [.4u sr BE
TURNED OFF.
FUEL SYSTEM
D(-6 SEcTloN PAGE q
12
0?F-RN\\NG tt\A.NU$.1
II I. LIMITATIONS
GENERAL L I MI TATI ONS
7. FiJEL RAT| N6. . . .. lOO/ 13o OCTANE
2. flORtYlAl- FUEL PRESSURE. .. 2L-23 Psl

7. FUEL PRESSURE WARNTNC LIGHT. .19 PSI
4. vapoR VENT RETURN FLow - r.loRiiAl..,..V5 cALs./HR./ENc.

wtrH sTUcK CARBUREToR FLoAr( s)......2O-Jo GALS./HR./ENG.
(on xrcnen)
B. ToTAL - Ml NIMUI'I STICKABIE -_uN0ulitPABt-E FUEL/TANI
I TANK sYsrE,l 10 TANK SYSTEM
TOTAL TOTAL
TANK MlNlMulvt U I'IDUIJPABL E UNDUIIPABLE MINIMUM TANX
CAPAC I TY ST I CKABL E FUEL PER FUEL ST I CKABL E CAPAC I TY
qALS. FU EL/TANX TANK TANK 0C- FUEL/TANK GAL S.
360 120 7t3 N0 1 LL3 Lt2 120 160

MAI N
4tt 140 51 N0 1 E? o 150

* 526
ALT.
508 125 109 N02 108 108 t,25 fr8

MAI N
aAo 20 9L r.lo 2 L3' 39 20 527

ALT.
362 20 9L NO' 133 39 zv 527

ALT.
508 125 108 NO 7 106 108 725 fr6

MAI N
41t 140 53 N04 tr7 0 150 519

ALT. * 526
36a )20 171 No4 Lt3 LL2 720 ,50

MAI N
LEFT 2L 2L 4o 210
AU X.
RI GHT 2' 21 l$ 210

AUX.
aTrt 12 10 710 TOTAL 855 560 rJro +248
GALS. *)262
*AIRPLAIiIS N90762 AND SUtsSEQUENT.
TANK CAPACITIES SHOWN ARE TOTAL USABLE FI'EL.

RTS IDUAL (UI,}USAaLE FUEL IS APPROXII/ATELY 6 GALI OIJS PER TANK.
rUEL SYSTEM Dt-6
SECTION PAGE
Lt-t>5L
72 16
()PERATING MANUAl. dI{^
lv. llouBLE slooTl NG
TROU BLE !_g!3E_Sr.!_S[
A. NO FUEL PRESSURE 1. I F STARTI NG ENG I NES:
I NOI CATED - (n) criEcx FUEL EoosrER Pui\4P"

WARI.]ING LIGI-iT (a) cHecr poslrtoN 0F FUEL sELEcroR vAl-vES.
oN. (c) cHEcK ENG. FIRE Exr. sEL. vALVE HANDLE.
(o) csEox FUEL euANTlrY lN TANKS.
2. lF lN FLIoHT:
(a) ounao RESpEcrlvE THRoTTLE - RETARo
THROTTLE IMMEOIATELY IT ENGII{E
IIAL FUI!CTIONI NG OCCUR S.
(g) ruru sELEcroR To MAIN TANK.

(c) ruru B0osrER pul!1P To HlcH P0slrloN -
lF FUEL PRESSURE COES l'l0T RETURI'l 1L:
NORrvlAL, TURN B00STER PUMP 0FF Ai'.1i
FEATiTER THE ENS I NE I t\11,1E01 ATELY.
( ru rL L t'nt< I ti I I'D I carro. )
B. NO FUTL PRESSURE 1. GUARD RESPECTI!E TI'ROT-ILE * RETARO TIiROT']LE
lilDl CATE0 - lMlIEOIATEL'r' lF Eit,l INE l'(ALFUIiCTICNI flG OOCURS.

!\ARll lirG LIGHT 2. CHECK IVARN I f(G L IGHT BUL e ANo cI R Ctr lT
OFF. BREAKER.
J. S,!ITCH El'lclNE INISTRUi!'lEt'iTS T0 0PPCSITE

IIIVEBTEE.
!. cHEcK RESFECTIvE FUEL F'nEsstrRE I soLATlcN

sAtTcH oN (0c-68 gNLy, AT pREsEr'rT).
(ruil pngssuRE GAUaE FAILuRE lt\olcATE0.)
5" CHECi{ A.C, CIRCUI"I'BREA(ERS (FUSES ON
Dc*68) 0N [1Alh c]F.cuir BREAKiR PAl,lELo
c. FUEL FLo$i ZEFIo 1" IF ENOIN]E CONTINUES TO OPEFATE NORI,IALLY:
OR VERY LOW. ( I) PUNCE TNC INE I NISTRUNIEi\]T I N]VERTEF
PRESSURE NOR[4AL. Si!ITCH 10 OPPCSITE FCSITICN.

(e) cHEcx A.c. ctFrcutr BREAKERs (FUsES oN
oc-68) oN i'rAt I't c. B. PANtL.

/
HEATING
& J
m
z=
COOLING o
F
HEATIN6 AND COOLING
DC-6
sEcrroN L3 PAGEl
OPERATING MANUAI. LL-15-rL
^W^
PAGE
I NDEX . 1
I. GENERAL 2-9
HEATINC ANO COOLITJG SYSTEM SCHEMATIC . DIAGRAM. 1
CABIN SUPERCHARGER - PRESSURIZATION CONTROL PANEL .
4
A - CABIN SUPER.HARGER AlFFL,',1, cAUcES. .
" . 3'ltl^Y: ,
B- CABIN SUPERCHARGER DUCT PRESSURE GAUGES tr
C. CABIN SUPERCHARCER OIL TEMPERATURE GAUGES 5
O- CABIN SUPERCHARGER OIL PRESSURE WARNINC LIGHTS. . . 5
E. CABIN SUPERCHARGER OIL PRESSURE GAUGES . 5
F- EXpAr'lst0N ruRBlNE swlTcH. . . . . . . . 6
E- HEATER FUEL CROSSFEED SWITCH. 5
H- HEATER FUEL CONTROL SELECTOR SWITO] - CABIN . . 6
I - HEATER IGNITlON CONTROL SELECTOR SWITCH - CABIN 6
.J . CABIN HEATTR MASTER $ryITEH. 5
CABIN HEATER. ANTI.ICING CONIROL PAI]EL - CIAERAM. 7
K. CAB]N HEATER FUEL PRESSURE GAUGE. . . . 7
L . CABIN HEATER GAUGE. . . . . 7
M - CABIN I.IEATER 'EMPERATURE
AUTO,,IATIC CONTROLS BY-PASS sw I TCH. 7
N . SUPERCHARGER DISCONNECTS. 6
"
O - CABIN HEATER PROTECIIVE CIftCUITS. . . . I
P - CAEIN TEMPERATURE CONTROL PANEL . . . . 9
L. 9!ERA-LI!.U. 10-12
A - HEATING ON GROUND. ENGINES NOT RUNNING. . . . . . 10
B - HEAIll,lG ON GROUI'lD - EttcltiES RUNNING. . . 10
C - COOLINCT ON GROUND - ENGINES NOT RUNNING . 10
D - COOLING ON GROUND - ENGINES RUNNING. 11
E - HEATING IN FLIOHT. . . . . 11
F - COOLING IN FLICHT !2
G - MAXIMUM CABIN COOLING CHART . t2
lll. LlMl'rATtoNS tl-t\
A - CABIN SUPERCHARGER OIL PRESSURE . . . . t1
8 - CABIN SUPERCHARGEB OIL TEMPERAIURE. . . 13
C- CABIN HEATER TEMPERATUIIE. t3
D- CABIN HEATER FUEL PRESSURE. . . . 11
E- CABIN SUPERCHARGER AIR DUCT PRESSURE. . . t,
F- CABIN HEATER OPIRATION - GENERAL. 14
G- RE-ENGAGING 0AEIN SUPERCHARGER IN FLIGHT. r4
lv. TR0UBLE-lHgqTlNC L>tg
A - SUPEPCHARGER tyt6
B - CABIN HEATLR. L6-t8
C-TURBINE.. L6-Lg
D . CABIN AND COCKPIT TEMPERATURE t9
HEATINC ANO COOLINE D(-6
sEcrloN 1J PAGE 2
OPERATING Ii4AI{UAI.
tL-L}-51
^W^
I. GENERAL
FOR NORMAL OPERATION THE PRIMARY SOURCE OF CABIN ANO COCX'
PIT AIR FoR E,THER HEAT,l,lc oR coollNe ,s Two AUToUATICALLY coNTRoLLE,

SuPERoHAReERS,oNEoRIvENBYEA0HoUTBoARDENGINE.ACABINGRoUNo
BLo\t,ERPRovIoEsAIRFoRVENTILATINcoRHEATINeTHECABINWHENTHE
AIRPLANE IS ON THE CROUND AND TTIE ENGINES ARE INOPERATIVE. EXTERNAL
CONNECTIONS ARE PROVIOEO FOR ROUTINC EITHER COI.O OR HOT AIR FROII A
GROUNO CONOITIONER INTO THE AIRPLANE CABIN.
FOR EMERGENCY OPERATION, CONTROLS ARE PROVIDEO lN THE
COCKPIT SO THAT EITHER OR BOTH SUPERCHARGERS MAY BE OISENGAEEO
FRoMTHEIRRESPEGTIVEENeINE.LIMITEDoPERAT|oN0FTHESYSTEMIS
POSSIBLE uSINC otl-Y ONE STPERCHARGER OR WITH BOTH oISENCAqED ANO
OPERATING ON RAM AIR ONLY.
lN THE PROCESS OF cONolTlONlt'l0 AIR FOR THE CABIN, HOT
PRESSURIzEDAIRFRoMTHESUPERCHARGERSISRoUTEDTHRoUCHoNE0RA
coMBINATtoNoFUNITSLocATEoINTHEoABINHEATERooMPARTMENT.IF
HEATING IS REQUIRED, ALL OR A PORTION OF THE AIR PASSES THROUGH
THECASOLINE.FIREOCABINHEATER.IFONLYWARMAIRISREQUIRED,IT
IsPAssEoTHRoUGHTHEAFTERCooLERRA0IAToRWHEREAPoRTIoNoFTHE
HEAT OF COMPRESSION lS REMOVEO. tF coLo AIR ls REQUIREO, lT l8
FIRsTPASSEDTHRoU6HTHEAFTER0o0LERANoTHENRoUTEDTHRoUcHTHE
TURBINEWHEREITtSE)FANDEoANocooLEDBEFoREENIERINcTHECABIN.
THE THREE coNotrloiltt{c uNlrs - TURBINE, AFTERcootEn aHo HEATER -
EACH CONNECT TO A CABIN MlXlNc vALvE vvHlcH HAS VARIABLE EXIT
pAssAcEs KNowN As PoRTs nAn, rBr ANo rcn. P0RTS 0F THE 0ABIN
MIXING VALVE ARE POSITIONEO ELECTRICALLY FROM THE CABIIi TEMPERATURE
CONTROL PANEL BY EITHER AUTOMATIC OR MANUAL CONTROLS.
COCXPIT AIR IS SUPPLIED FROM THE CABIN AIR CONOITIONING
UNIT8. COCKPIT TEi'PERATURE CAN BE RECULATEO !NOEPENOENTLY OF
CABIN TEMPERATURE THROUcH USE OF COCKPIT ANO WINOSHIELO HEAT
CONTROL S.
HEATINC ANO COOLINE
DC.6 sEcTloN 1' PAGE
OPERATING MANUAL 77-7>51 '
I.
"ufl^
CENERAL HEATINC.AND COOLINE SYgTEM - SCHEMATIC
COLD AIR G APTA I N,S

TO FOOT
WARMER
RIGHT C APTA IN,S F/O
wlN LD WINOSHIELD
VIINOSHIELD AIR
CONTROL VALVE
TO OOCKPIT
DC.6B OABIN oocxP IOEWALL
DO.6 CABIN HEATER

HEATER OPERATES
WHEN RHEOSTAT
"L
IS BEYONO THIS
O PERAT€ IS IVHEN RHfOSTAT POSITION
15 BEYON o THrs PosrTroN
AND HOT + BTLOf,'
GOCKPIT
F tOOR
HEAT GONTROL
LEFT
"FULL HEAT" RO
orr\
LVE
LEFT r,tlNG SCOOP lN RIGHT WING SCOO

PROP BLAST OF PROP BLAST OF
RAM AIR BY- PASS NO. 4 EN6INE
NO.2 ENGINE OPENS AUTO.
Y FOR
RIZED SUPERCIIAFGER
ORIVEN AY
ENGINE NO.4
SUPERCHARGER
DRIVEN BY
ENGINf NO.t GROUNO
IN LEFT
FI LLET
AFTERCOOLER RAM AIR

EXHAUST DOOR OPENS
AUTOMATICALLY WHEN INE AND FUSE LAG€
TU RB I NE O PE RATES \
-\
TURBINE ORIVETIJ
COOLIITG FAN INGREASES
RAM AIRFLOW OVER
AFTERCOOLER WHEN
TURBINE OPERATES EXHAUST ON
€XPA NSION TUREINE I
sr0E oF
ELAGE
ca8 ilN HEATER COMPARTMEIiT
CABIN
HEATER
wo AND
TWO
AIR BY. ol
OPENS ALSO TWO
ANO TWO O
N ON SIDE OF
IN
ANO
CABI
MIXING
VALVE
ENTEBS CASIT{
A R OUOT DAMPfR AND
TO450 POS rTrON
ELO
NTI.
LD
HOLLOW FLOOR
AI,IO SID€WALLS
LEFT RIGHT
!EG-Er{ p
7V7 PRESSURIZED AIR OONDITIONEO AIR
AOJUSTABLE COLO AIR
VENT BY EACH
PASSENG€R SEAT
I
r,--_---ffiirl
HOT AIR I OOLD AIR
WARi' AIR RAIil 8 EXI.IAUST AIR
I{EAT I Mi ANo C00L I ilC
DC.6
sEcrroN L3 PAGE 4
LL-t5-57 ()PTRATING MANUAI
IO EENERSL CABIN SUPERCHAREER ' PRESSURIZATION CONTROL PANEL "u{^
EE
=o
c f,
z
N =
o!
zX
N
o
l
N
@ 6
=
o
8s
a
f,_6
$;"$@ {
HEAtlltc Allo cool!t{c
D(-6 s€crrox L1 P acE 5
()PERATING MANUAI
rL-Lr-57
^W^
I. GENERAL
A CABIN SUPERCHARCER AIRFLOW GAUCEg - INDICATE AIRFLOIV OU?PUT CF
EACH SUPERCHAREER. EACH GAUEE SHOULD NORMALLY INOICATE WITHIN
THE eREEil BAtao AREA (aerwEex rHt; ANo rtor) wxgNgvER THE RE-
$pEcrtvE ENctNE ts opERATtNe BETWEEN 14oo ANo 2600 RPM, ExcEPT
FOR UNPRE8SURIZED OPERATION WITH TURBIIIE INOPERATIVE IN IIHICH
CASE A IIICHER AIRFLOW WILL BE INOICATEO. FOR ANY ENCINE RPU
BELow llloo A Lorv AtRFLow MAY BE lNoleATEo.
B. CABIN SUPERCHARGER DUCT PRESSURE CAUGES - INOICATE THE OIFFERENCE
IN PRESSURE ACROgS THE III.ET ANO OUTPUT SIOES OF EACH SUPER-

CHARGER. IF THE TURBINE IS INOPERATIVE, EOTH CAUCES SHOULO
REAO APPROXIMATELY THE SAIjtE AS TIiE CABIN PRESSURE DIFFERENTIAL

CAUEE. IF THE TURBINE IS OPSRATING, THE CAUCES SHOULD REAO
IN EXCESS OF CABIN PRESSURE DIFIERENTIAL. SEE CHART IX

rLtMlrATtoNSr THls sEcrloH FoR ExAcr vALUEs.
c CABIN SUPERCHARCER OIL TEMPERATURE CAUGES - ARE O.C. INSTRU.
UENT8 ANO INOICATE THE OPERATINC TEMPERATURE OF THE OIL IN
THE CONTROL CIHCUIT OF THE RESPECTIVE SUPERCHARCER. EACH
SUPERC.HARCER HAS AN INOEPENOENT LUBRICATION SYSTEM WHICH
INCLUOES A PUMP, RESERVOIR ANO COOLING RAOIATOR. BOTH SUPER-
CHARCER OIL OOOLING RAOIATORS ARE LOCATED IN THE LARSE AIR
SCOOP ON THE UNDER SIDE OF THE FUSELAGE.
D. CABIN SUPERCHARGER OIL PRESSURE WARNINC LIEHTS - ILLUMINATE,

WHEN THE RESPECTIVE SUPERCHARCER OIL PRESSURE OROPS BELOW THE
DESIRED MIMIMUI,I VALUE OR WHEN THE RESFECTIVE SUPERCHAREER AIR
INTAKE OUCT BECOMES BLOCKEO" THESE LICHTS RECEIVE O.C. POWER
THRoucH THE isupERcHARcER otL pRES8URE. clRcutr BREAXER.

HEA?]NC A1{O COOLTNC DC-6
sEcrroN L3 PAGE 5
tt-t>5L 0PERATING [{Al{UAt
I. GENERAL
E CABIN SUPERCHARGER OIL PRESSURE GAUSES - INDICATE IN PSI THE
oPERATINGPRESSuREoFTHELUBRIcATINeoILcFEAoHSUPERoHAReER.
rHESE ARE A.C. INSTRUMENTS AND RECEIVE POWER THROUGH THE ENGINE
INSTRUMENTS INVERTER gYITOH ANO THROUCH THE CIRCUIT BREAKERS
FoR #1 ANO #4 ENGINE OIL PRESSURE.
F, EXPANSION TURBINE SIVITCH - SHOULO NORMALLY BE IIINT FOR FLIGHT

|IOUTi, PORT IIAI
OPERATION AND TOUTT FOR GROUND OPERATION; WHEN
OF THE CABIN MIXINC VALVE CLOSES IMMEDIATELY ANO USE OF THE

EXPANSIoN TURBINE l3 NOr PoSSIBLE. WHEN ilNn, PoRT 'rAn OF THE
CABIN MIXINC VALVE CAN BE OPENED BY MEANS OF THE CABIN TEMPERA-

TURE coNTRoLS, pRovi0E0 CERTAIN orllER REQUIREMENTS ARE MET, AS
OUTLINEO IN THE OPERATING INSTRUCTIONS IN THI S SECTION.
. IN NNORMALI POSI-
E. HEATER FUEL CROSSFEEO SilITCH SHOULD REMAIN
TION AT ALL TIMES UNLESS CABIN HEATER FUEL PU}'rlP FAILURE IS
EVtDENT. SIflITCHlNC TO TCROSSFEEOT PROVIoES FUEL TO THE CABIN
HEATER FRoM THE AlRFolL ttElreRst FUEL PUMP.
H. HEATER FU CONTROL SELECTOR $!I TCH - CABIN - SHOULO REMAIN IN
SYSTEM 1 POSITION AT ALL TIMES UNLESS HEATER MALFUNCTIONING !S
EVIDENT. S'YITCHING TO SYSTEM 2 ROUTES FU* THROUGH AN ALTER-
NATE COI.ITROL SYSTEM TO THE CABIN HEATER.
HEATER rGNlTlpN CoNTROL SELECToR SIVITCH - CABIN - SHoULo REMAIN
IN SYSTEM 1 POSITION AT ALL TIMES UN.ESS HEATER MALFUNCTIONINC
lS EVIOENT. Sl,crlTCHtNC TO SYSTEM 2 PR0VIOES lcNlTloN To THE
CABIT'I HEATER FROM AN ALTERNATE ICNITION COIL ANO SPARK PLUG.
J cABrN HEATER MASTER STI/|TCH - MUST BE trONr WHENEVER CABIN
HEATER OPERATION IS DESIREO.

HEATING ANO COOLINC
D(-6 sEcrroN Lt PAGE 7
OPERATING MANUAL 1L-t>5L
^W^
I. GENERAL
CABIN-HEATER - ANTI-ICING CONTROL PANEL
/, :it , Irl
ki g,P rP,9 ',tpqlr
('fy(?
wre,
.,, 1 ;,
\v @9"9 q
K CABIN HEATER FUEL PRESSURE OA!q! - IS AN A.C. INSTRUMENT WHICH
RECEIVES POWER THROUGH THE ENGINE INSTRUMENTS INVERTER SI/VITCH.
INOICATED PRESSURE TO THE HEATER NOZZLE WILL VARY I/VITH CHANCES
OF AIRSPEEO INASfuIUCH AS VARYING AIRFLOW TO THE HEATER WILL

REQUIRE CORRESPONDINGLY CHANCING FUEL FLOIT' TO KEEP THE FUEL-AIR
RATIO CONSTANT.
L CABIN HEATER TEMPERATSBE,TIIJGE - IS A THERMOCOUPLE TYPE INSTRU-

MENT WHICH INDICATES THE TEMPERATURE OF AIR OOWNSTREAM OF
THE CABIN HEATER.
M. gABIN HEATER AUToMAT|C CoNr&ot-S BY - PASS SwITCH - lS INSTALLED
ON SOI,IE OC-5 AIRPLANES. KEEP IN [OFF' POSITION AT ALL TIMES

EXCEPT FOR EMERGENCY OPERATION AS OESCRIBEO ON PLACARO AO.'ACENT
TO THE SWITCH.
HEATINC ANO COOLINC
D(-6
sEcTloN L1 PAGE I
0PERATING [44]IUAL
71-1?5L
^,W^
I. GENERAL
N SUPERCIAqqER OlSCONNECTS. LOCATED ON THE FLOOR TO THE RIGHT OF
F/o SEAT. sHoulo REtutAlN ENGAGED AT ALL TIMEs ExcEPT !'VHEN SUPER-
CHARGER MALFUNCTIONII'IG IS EVIDENT OR AS NECESSARY TO COMPLY WITH
EMERGENCY FIRE ANO SMOKE PROCEOURES.
1. Tq DI SENGAGE
(n) puLL oESTRED HANDLE up RAploLY T0 LtMlr 0F TRAvEL.
MAKE CERTAIN THAT HANOLE IS LOCKEO IN DISENGAGE POSITI']N.
ro__1t!919-E
(a) ENBINE MUST BE sroPPEo.

(a) L0wER otstRED HANOLE $owLY T0 EXTENT 0F TFAVEL.
(c) ENoTNE lrAY BE srART=D.
0 cABrN qr qelryE_c_l_8!.qLI-E
-EqAr_ER -?,4
1. DROP-OUT SWITCHES BLO$/ A FUSE IN THE HEATER CCi.'PARTMENT AND
CUT-OFF THE RESPECTIVE FUEL ANO IGNITICN CONTIOL SYSTE}IS
WHEN THE NORI.iAL CYCLING SYSTEh4 FAII-S TO LiMtT CABIN HEATER
ouTpuT. To RESToRE HEATER OPERATI0N, SlillTlH T0 0PP0SITE

FUEL CONTROL SY STEI,'I.
A BACKFIRE S$/ITCH PROVIDES PROTECTION AGAII'IST CARBON [,4ONOXIOE
FUMES IN TlIi EVENT A BACKFIRE OCCURS ANO THE CABIN HEATER
CO|VBUSTION CHAMBER RUPTUiIES. ViHEN THI S SflITCH OPERATES,

NO WARNING I g GIVEN IN THE COCKPIT ANO FURTHER OPERATION
OF THE CABIN HEATER IS I\,IPOSSIBLE.

HEATINC ANO COOLING
D(-6 sEcrroN u PAGE g
OPERATING IilANUAt 7t-L75t
I. CENERAL
P. CABIN TEMPERATURE QONTROL PAN+
FOR AUTCiVIATIC OPERATICN OT CABIN TEMPERATURE SYSTEM - CLOSE THIS
ANO SELECT OESIREO TEMPERATTJRE WITH THIS
il ORM AL @
rlr
MANUAL c,clD-
-HOT
TEMPERATURE
CONTROL
o TEMPTRATURE CONTROI
SHEN OOOR IS OP€N

S AUIOMAT|G CONTROL lS gFF
SOME AIRPLANES ARE EQUIPPED U/IIH A D.'. OPERATEO
TURE INQ]IAI9!I; OTHERS ARE EQUIPPEO WITit AN A.C. OPERATED CABIN

'Lltxtne
VALVE POSITISN ll'lolCAToR lVHl0H OPERATES WHEN THE ENcINE
IIONII
INSTRUMENT INVERTER S.tIITCH I S ALL HUMIDITY CONTROLS ARE
I \OPERATI VE.
@ t.IOR MA L
s
\1,
INCRTASE OECREAST
HOr
-
q q TTMPERATURE CONTROL
WHE IiI DOOR IS OPEN

AUTOMATIC COI{TROL IS OFF
c
FOR MANUAL OIERATIQN OF CAEIN TEMPERATURE SYSTEM. QPEII
AND NORITIALLY PUSH 0ESlB.!:D BUTTO{ FOR APPROXIMATELY
20 SECONO S - ALLO,! 10 f./ I NUTES FOR CAB ] N TEMPERATURE TO
STABILIZE, THEN RESET tF NECESSARY. DO hOT CLOSE THE MANUAL

CONTTOL OOOR WHEN MANUAL CONTROL IS OESIRED.
NOTE: OC-5 - APPROXII/ATELY 2T MINUTES IS REQUIREO TO RUN CABIN
MIXI\G VALVE TiIROUGH ONE CYCLE - FROM FULL COLO TO FULL
HCT',, OR FRoM FULL HoT TO FULL COLO.
Dc-59 - APPRoXIMATELY 4 MINUTES IS REQUIREo To RUN CABIN

I./IXINO VALVE THROUCH ONE CYCLE.
HEATI NG ANO COOL I T'IC
sEcrloN L) P^cE D(-6
10
1 1-lE-tr,1 OPENATII,lG [4AI{UAI.
^$(^
I I. OPERAT I ON
A. HEATII{; ON CROUND - ENGINES NOT RUNNI\G

L. CROUND POV{ER UNIT CONNECTEO,AND OPERATINO.
, POWER TRANSFER SIVYITCH -IIGROUNO POWERII.
? CABIN HEATER MASTER SWITCH - ON
la COCKPIT T:MPERATURE RHEOSTAT - HEATER OPERATING POSITION.

q CABIN TEMPiRATURE MANUAL CONTROL DOOR - CLOSEO.
5. CABIN TEMPERATURE RHEOSTAT . AD,JUST AS DESIRED.

NOT=: CABIN HEATER WILL OPERATE BUT FUEL PRESSURE WILL NOT
IttDI CATE UI.ILESS IIENG INE INSTRUMET.ITSII I NVERTER S$/ITCH I S
TURNED ON.
B HEATr NG ON GflouNo : _ENc_-l_llEs_qgllul NG
1. CABIN HEATER MASTER SWITCH - ON.
2. COCKPIT TEMPERATURE RHEOSTAT - HEATER OPERATINC POSITION.
j. #z ano ;J oENERAToR sillrcHEs - cN.

4. #e lno #J eruolNES opERATiNG ABoVE GENERAToR ciJT-lN SPEEo.
,. cABI N 1E,'ipERATURE MANUAL CoNTROL DOOR CLOSED.
6. cABtN TEMpERATURE RHEoSTAT - AoJUST As DESIREo.
c00LrNG !N GROUND - ENoINES Ngr RUNN.Itlg - lS AVAILABLE oNLY
FROM AN AtR CoNOlTloNlNG TRUCK. THE CABIN oRoUND BLoWER, H0W-

EVER, MAY 3E USEO FOR VENTILATINq rHE CABIN FOR THIS CONo|TION.
FoR vENrLLArlql:
1. GROUNO POYJER UNIT CONNECTED AND OPERATINC.
2" POWER TRANSFER grYlTCH i6ROUN0 POWERT.
-
1. CABIN HEATER MASTER $VITCH - OFF.
HEATING ANO COOLI\C
0c-6 sEcTloN 11 PAGE 11
OPTRATING MANUAL 1 1-1q_f,1
i r. qPEurlg-{
D. I)OOL I N'] ON G ROUND - TNS .NF-,s RUNNT{0 - ( eorH sUDERCHARGERS opERA-
rttrc.) (sEE ,'rn{Ax. cA8tt.] cooLl\grrCHART - TiJrs sEtr!or,i - FoR
AOillTi0llA!. trurOa,tlai tott. )
1. TUR3trir s,.r'trcH - iru (lr:-ea corlpLETtNc Er'r,Jrle auu-up).

2. CoCKnlT RHEO3TAT FJLL C0UNT:RCLoCKrti SE.
1. vrli.iosHraLD riEAT cor,lTROL - oFF.

4. cABIN TsMptRATUr.tE Mr\rluAL !--oNTioL DcoR - cLOsEs.
5. cABt N Tii.,rpgriATURi coNTrioL Rir:.osTAT - T3 f ur r- couo sETT tht:.
't. iir. I r'rES r1 ANo ,,.'4 To 1l+00 qpM, 0R HiGH EilcucH so rHAT
StPLiisAR.iEQ .iItF:LC}T' tiAi.J;TS STAY IN CRETI! AAEA.
7. l.:ir:,Lii supf RC|IAiGER DircT pREssuRr GAUGE iiEADl\GS AGATNST
]ilART IN TiTI S SECT ION.
iIO'iJ: IF CAsIN TTI.IPERATUiti AUTOiViATII] CQNTROL I S iNOPTRATIVE

( tu;gl lts ucr AU0t llLE lN cA3t N) opEN i!4AtiuAL c0NTRoL DooR
AND P USIt UDE]REASE'I TEi,iPERATURE BUTTON UNT IL M iXI NO
VALVE POSI'I"ION INDIOATOR IS !N FULL COLD POSI'TION - IF

Ii]DICATOR IS NO]" iNSTALLEO, PiJSH IIDfCREASEII BUTTON
UNTIL SUPTRCHAq'TR OUCT PRESSURE AAUTES STABILIZE AT

HIGHEST RIAOING. (CHECT TON I,IAXIMUM DUCT PRESSURE AFTER
TAKE-O=T AND PUSH 3UTTON AGAIN, Itr NECESSARY.)
E. HEAII_I,|; _r N Fl- l GHT
1. cAslN HEATER i,4ASTER S,fiTCH - ON.
2. ,iilNosHtELO HEAT CONTROL SET ACCORDil*l TO O.A"T.
1. cocKplT TEUPEaATURE RHEoSTAT TO DESTRED SETT|NG.
NOTE: EITHER iTINOSHIELD OR COCKPIT HEAT CONTROL MUST BE
Ii.I A POSIl-ION CALLIN3 FOR HEATER OPERATTON.
-. cA3il.l TETIPERATURi MANUAL CoNTROL OoOR - CLOSEO.
. CAtst}I TEi,iPERATURE CONTROL RHSOSTAT - AS DESIRED.

HEATINC ANO COOLINC
sEcrloN 1l D(-6
PAGE 12
Lt-tr-57 ()PTRATIN6 T{AI{UAL
ll. oPER4Tt0N
^W^
F. cqoLt!6 tN .fLt cHT - BcTri supERct{ARGERS opearitua (see ,nlxtrulrM
CABIN COOLIAIGT CHART - T,rIS SECTICN - FOR ADOI'TIONAL II\iFORMA-

rrmr).
I. TLIRA I NE SWI TCH . t N.
2. COCKPI: TEMPERATUEE CONTROL RHEOSTAT - FULL COUNTERCLOC(Ii,'SL
TWIilDSH]ELC HEAT CCNTROL
1. - OFF
4. cABtN TErrplRATtiRE MAiiuAL coNTEoL oooR - cLosED.

5. CABTN TEMPERATURE COi'jIROL RHEOSTAT - tS DEStEEE.
6, cHEcK supERcHAReER DUc; pRESstrRE eAUcEs AcAINST cHART tn
TLIMITATIONS,
- THIs SECTION.
.NOTE:
IF COCKP'T AND CABIN ARf HOT, KEEP WINOSHIE:LD HEAT SI,III'iCH
OFF UNTIL CABIN ANB COCKPIT HAVE COOLEO. VINYL WILL RECEIVE
ADEQUATE PROTECTICN FRor, COCftPIT HEAT. MOVII,IG WII,JDSHIELI HEAT
SWITCH TO SECOND POSITTCN IiIILL GR€ATLY DECREASE TUREI[E
EFFrclENcy; THtF:D, FoURTH oR ANTI-lctNc posl:lONs 0F u,tNDSHtELo \r_

Sl,,ITCH II]1LL STOP COOLIilE TURBINE COMPLETELY.
G. MAx n"1rrM cjt:B I N_-egoLllls_-cHART
TO BE SUPPLIEO AT LATER DATE.
NOTE:
FOR MAXIIJIUM CABIN COCLIIIG $JHEN CEOLIT{G EOUIPi,:ENT IS NOT
OPERATINC CCRRECILY, OR t'Ji.iEN OPERA?ING ON ONE SLIPERCHARGER,
REFER To noc-5 cln,H cooL,Nc pRCcE0upESn CHART lN tlr{srnucrt0n

MANUAL - oc-6i cARRtEB By rLt cHT EN{,-tNEEn.
& COOLINC
HEATING
DC.6 SECTION 11 PAGE T1
d{^ OPERATING MANUAT
! i l. LIMITATIoNS
A. CABI N SUPERCHAROES Oi L PRESSURE
N O RMAL 5o-go pst

rvll NIMUl,1 l0 PSI
MAX I MUIJ 120 P Sl
WARNING L I GHT l0 PSI
B" CABIN SUPE RCHARGER OIL T ERAT U RE
I'IORMAL - 5o-8ooc
MAXI MUM - 1000c
MINIMUM ( EETORC STARTI NG) -t',ttt'tUS 18oC

rEo^
MIIVlIMUI,,I (AETONE TAKE-OFF OR iN TLiAHT) - L)
'
c cA I lN H El,I!_8_IiMe.! RAr.!5E
( oc-6) NoRMAL 105 T0 12ooc
( oc-6g) NoRivlAL 115 ro IJOoC
FOR PERIODS NOT IN EXCESS OT 5 MINS. 1400c
MAX I h/IUM 150o C
c. CABIN HEATER FUEL PREgSL'8E

ENGTNES OFF - 0N GRoUNo - I PSI l\,ilN. - - 7 PSI MAx.
ENorNEg RUNNING - ON GROUNO - 7 PSI lllN. - -15 PSI MAX.
lN FLTGHT - 6 PSt MlN. - -26 PSI MAx.
E ci B Lt- s-gl Ea cu8:-Ei--4.1-8-gl-aleB!$!.R E ( t u n et rue op laet t Nts )

25
AT
20 MrNUS.4 ?St
8rs
9
I
3ro
F
5 678
A Ii DUCT PNISS URT - PSI
HEATINO ANO COOLINC
sEcrloN 1l PAGE Dt-6
14
11-tvrl OPERATING MANUAL
^W^
ilt. LlMtTATt0Nq
F. CAB IN HEAT!-!A OPERAT I ON - G'NERAL
NOTES:
1. CABIN HEATER WILL NOT OPERATE WHEN IIIE CACIN H'ATER

c02 SELEC;OR lS OEPRESSEC.
?. CABIN HEATER VJILL NOT OPERATE IT CABII'I HEATER FTIEL

PUI\IP lS IN0PERATIVE, TilE HEA,r-ER FUEL CRCSSFEED SUrt:'CH
IS ON, AND ANY AIRFOIL HEATER CO2 SELTCTOF S!,IJITCH Ig

DEP RES SE D.
G. RE*ENGAGING CABIN SUPERCHARGER IN FLI6HT
SIhICE IT MAY BE POSSIELE TO CAUSE STRUCTURAL DAI.JIAGE TO THE
SUPERCHARGER, ENeINE 0R AIRCRAFT By RE-ENcACtNc fHE CAEIN

SUPERCHARGER !^'ITH THE ENG!NE OPERATINC, ENCIIIE ROTATIfJT' I.1US:
BE STCPPq$ BEFOqE ENGAGING THE SUPERCHARGER.
HEAT!NC ANO COCLINC
DC-6 seciro* r) FAGF
OPERATING i4ANUAt 1 1- 15*51
"W^
T ROUBI-E SHOETING
A. SUPERCI.iARGERS
1. N0 0tL PRESSLiTtE WHEN 1. STOP ENG !NA I[,I[4[R!ATELY,

ElI;INE I S STAR][0"
2. CHECK ENEiFIE IIISTRUMENT IN\IERTER
VCJLTAG E.
l. ci.rEoK ENU INE 0lL P!.iESSURE CI RCUiT

BEEA(IR (rusr oru ne-5e).
2. $-UGGISH AIRFLOW ANO 1- IgLE ENOINE Uhi-TIL SUPERC|IARGER
LOi! OI L TEI.4PERATURE" OiL TEMPERATLIfrE IS NQR.\'AL.
nourrr
r. T?.6jnrrow
(RPM ABGVE 1. TURBT NE grrylrcH
I MPROVETNENT:
- IF No
2. Dl SENGAGE STJPEReHARGE'1.
IIOUTS"
4- io,ir nlnrLow (npu 1. TURBINE 5{iTCH
,qaov: t4oo), oR HtcH
A I RFLO'.T I ND I CAT EO. 2. iNCREASE ANO OECREASE ENAINE RFM"
J" DECREASE CABI N El FFtRENTI AL

PRESSURE. IT NO CCERECTIOII:
4" l,,r0NtToR TEMpERATURE Af]D pii.ESsuRr
CUR I I'IG CONT I NU ED OP ERAT I ON.
5 Ai iFLOW F-LUCTUATES t" ( eno r NE RPfi 14oo oR aeovr).

( supi.nclaRern sralu)
2" TUR3!NEtrOUTii.
J. iNCREASL AND OECRIASE ENGINE RPM
i+" DEcREASE cABiN DIFFERENTIAL

PRESSLJi?E - IF NO IIIPROVTi.I-NT
5. D I stNC AG E 3Up iRCr-rARG Eq,
6" DECREASI Ni] OfL PRISS- T.. TURB!NE I!OUTII - !F NO I\IPROVE[4ENT

uRr AND/oR l r.icRrASl Nc
0 iL TiiriP aRATURE" 2. Dt SENgAer SUpLRCHARGiR I F TEr,4pERA-
TURE OR PIiESSURE CONTII'IUES TO
APPR0ACii lr.4AXl \.4UL OR tutlNiMiJltl
0PiRA'iiN0 Litu1 lTS"
1 SUPIRCF]ARCER DUCT 1 TTJRB! NF: IICUTII .- NO IMPRQV[i.I[NT
PRTSgUiiE LO\I ON ONE ANC CABI Ii i g TOO HOT:
OR 2 REDUCE CABiN PBESSURE - OPERATE

SUPERCITARAER DUCT UNPRESSURIZED AT LOY!ER ALiiTUDg,
PRiSSURE I^/ILL NOT ! F P0SSI BLE.
EXCEED CABIN OIFFER-
ENTI AL PRESSURE. ) vrHEN
-U_.!!
3qS!]1Flz!0_, CAB I N A I RFr., ovv
[/lAY BE INCREASEO AS FOLL€IWS:
A. OHECK CABIN HEATER SWITCH - OFF
B. CAEIN TEMPERATURE CONTROLS

MANUALLY SET TO FULL q
POSITION.
HEATI NC AND COOI.I }IC
sEcrroN ry PAGE D(-6
16
t1-t -5t OPERATING [,IANUAI
^W^
IV. TROUBLE-SHOQTJ.NG
TROUBL E eoRREeTt oit

I SUP[RCHARGERS STAI.L TITHEN* 1. IF CABIN COOLING I8 NOT REQUIRE
EVER TURBII'IE IS USED TURBI NE Sl,VITCH I!OUTII.
( ur rl rcrr) .
2. IF CABIN OOOLING I3 REQI.'IRED:
A. TURBINE S.{ITCH OUT MOMEI\TAR-

I LY.
ts HAVE F/E PLACE CAB|N TEMPE
CONTROLS Oi{ MANUAL. USE
INTERPHCNE A.NO HAVE F//O PLAC
TURBI NE S{;I TCH III NII"
c FIE KEEPs ootlrAcT vvlrH F/o
OVER INTERPI.IONE AND PUSHES
DEORAASg TEi",1PE:RATURE BUTTON
ON CABIN TEMPERAI'URE CONTROL
P AN TL.
D. r/a AovtsES F/E $HeN cABtN
SUP ERCHARGER AI RFLOW OAUGES
BEI.i I N TO trLUCTUATE, ANO F/E
! M[4EOI AlELY RELEASES DECREAI SE
TEiiIPERATURE BUTT0N.
E. IF AIRFLOW GAUdES V{II-L I'1OT
STOP FL UCTIJAT I NG - PU SH
I NCRi:ASE Tiru;ERATURt C0NTR0L
BUTTON UNT IL SUP:iioI1ARG ER
STOPS FLUCTUATING.
F DHTCK Al RFL0$i GAUL; ES O0CAS-
IONALLY - FLUCTUATICI!S fu]AY
RTCUR .VITH CHAI.].J E OF AIR-
PLANE ALTITUDE OR ENGI NE RP
9. SUFiRCHARGES OIL PRES- 1. !f rLY r Ng r N !s!c-r-pf l_o*N 'xrTH

rAT
SURE'dARNtNG LIGHT q.AJ" r N rilE FREEZ r N0
-BA!! E:
CO.!1ES QN - OiL PRESSUitE
i.]C RiNAL . OI SENGAGE BOTH CABI N SUPER-
CHARGERS lMllEDlATi:LY AS INTAKE
DUDTS ARE PROBASLY BLOCKEO
WITH SNOW OR I3E - CONTINUED
OPERATII]N lIJILL PROBABLY RTSULT
I N S|,IOK E OR O IL VAPOR ENTERI NG
CASI N VIiNT Ii-AT i NG SY:JTII,i.
B. !A1,1!_1iAlq.a
1 f,i0 ,.ufr- PRt ssuflE - 1. INO i NE I NSTRUMENTS S,ryITCH TO
Tf i.,4P iRATUR' NOR'"1.q1. OPPOSITE II.JVIRTER.
2. CHICK EI'IO INE I NSTRUi\,1ENTS

VOLTAG E"
J Ci.lgOK CIRCUIT BREAKTRS BEH!NO

capTtlt,trs sEAT"
IT. cHFcK ,IHEATEiI FTJEL PRESSUiE

INOIOATOR CI ICUIT E RfAKER.
( A.c- FUSE ot'r oc-6s )
f, IF HEATER OPIRATI.]N I S NORMAL -

SA'JGE CI iiCUIT I S PROBABLY
I NOP ERAT I VE.
HEATINO AND COOI-INC
DC.6 sEcrloN u PAcE
dfl^ OPERATING MANUAI- 1r-15-57
17
rv. J!g!-9,tE_qj1qqlr N
2. NO FUEL PRESSURE - 1
OHECK !IHEATER FUEL PUMPSII CIRCUIT
EREAK ER S"
TEi,PERATURE LCYJ.
2 0HECK rrCAS!\ HEATi:ES!! 0lRCiitT
BRi,qKERS"
) S' ITCII TO BYSTEM #2 F'U(L CCIi,ITROL..

4 HE'\T[R FU[L OROSSF"E[D g*iT'ii ON"
, OHECK AI-L COCKPiT H[.qTIR 34iJ-Ci1II.JG.'

TRY VARIOUS SETI!NG$ OT l1'I\]D':HIELi]
AND COOKPIT HEAT COI]TRCi,S.
6 tF HTATaF 'diLL \0T 0?EriATg! SACK-

-q'I!i]''H MAY |IAVI OPERATED *
':IRE
NiO TURTiITR ACTiCN iS POSSIBLF, 1N
FL i ;i,{T"
7 i i ABLI'"/f STfP S DC itcT CORRLTIi

iil':Ui]LE - TijilN iiEAT'R I"'AS-I"ER
S\!l iaH CFf FoF 0UitAil,)iJ
']AEIN Cf r:Lli;HT,
AS i-raATER ruiL i- I nri r"4AY EF BR0KIil,
ril s0i rlo ll0T u 3i. HEATER ruet. cR03s-
rEEO TO AINF'CIL H'ATER3 DURATTCN
OF TLIGHT. 'iOR
I F HEATER OP EI.:AT I ON ',}J.AS

RE STOREI' BY SWI TCH I NG TO
,i2 ruEL ccNTRoL sYSTEtut AND
TFiEN LATER FAiLED ON SYSTEII
#z -
HAVE PROBABLY
svsrru oRoP-our rusEs
BLOWI.J _ NO
FURTHER ACT II)N ! S PO SSI gLC
I N FLiOHT.
J. UOW FUEL PRESJURE - 1. CHECK Lli!4iTATt0N3 (raiS Srr-:rtrN)tO

TI'lPERATURE NORMAL CET'RI,IINE PRCPER TUEL PRfSSURE FON
0R LD!'J. !:LiGHT CCNDiTION.
2. CHECK FUEL QUANT ITY I I'i #2 fuiAi i'I
TAI'IK.
z OABIN HEATER FUEL C$NTROL S\iJ!TCH

To s",- sr e ur #2.
4. HEAT!R TUEL SYSTEM S}jITCH TO CRoSS-
rE E0.
( L I STEN TiiROU!H HEATIR COi',1PARTI.4ANT
INSPECTION OFENINC IN CAAIN TO
OETERfuiINE IF HEATER IS EACKFiRING -
lF so, SHUT DowN HEAT:R.
HEATINE ANO COOLINC
D(- 6
sEcTroN 1l PAGE 15
r r-1tr-El OPTNATIIIG [iIANUAI
^W^
tv. TR0q3LE SH_oor ING
TROUBLE CORRECTI ON
4. ruEt PRESSURE NoRMAL - 1. TURN OFF CABIN HEATER N4ASTER

TEMPERATURE LOW. SrvtTCH ANO ALLOSJ HEATaR TO CLEAR
ouT FoR Jo sEcoNos THEN -
) srvrrcH To svsrEla #2 !cNrrtoN.
l. ciiEcK tABl N HEATERS'r cl RCJIr
BREAKER S.
4. CHECK ALL COCKPIT HEAT'R S1!ITCH-

I NE. TRY VARI.]US
SETTI N3S OF
WINDSHI ELD ANO COCKPIT HEAT
coNtRoL s"
5. TURN CABIN HEAT'R MASTER SJITCH

Oil AND OFF SEVERAL TII!'tES AFTER
cHANc I HG ALTt ruoE AN0/0R Ai ssPEED.
,. ALL PosslBLE cotiBl- 1. TJRN ON IICABIN HEATER AUTI]MATI3

NATICNS OF FUEL ANO CONTROL BY-FASS S'!I TCH{.
IGNITION CONTqOLS
FAIL TO RESTORE NOTE: THI S 9'JITCH INSTALI..EO ON
HEATER OPERATION. sol,tE cc*5 AIRPLANES- CARE-
trULLY fuIONITOR HEATER T[MP-
E'iATiJRE TO AVOI D EXCE[DING
15o " c"
C. TtlRBll!9.
L. TURBINE WllL NOT OPER- 1... CHECK COCKP lT StrlTSH I NG"
ATE WITH AIRPLANE ON
TIROUNO - N0 SUPERCHARGER 2. CHECK G Ei'IERATOR OUTPUT - ENG I NES
DUCT PRESSURE, -OR OUCT 1 ANo 4"
DRESSURE LOW.. ( RPM -
14oo oR laove). ]" CHECK ICABIN HEATIR - PovlERn
cl RculT 6RIAKEq.
4. cHEcx MrxtNG VALVE ogERATloN
( t r postrt oN I NDt cAroR I s
r HsraLl eo) .
5. lF DUCT PRESSURE I S STI:L Lolv -

CABIN $UPERCHARGER OUCT IS
PROBABLY BLOWN.
HEATINC AND COOLiNC
D( 6 sEcrroN L1 PAGE19
;
0Pl RATING MANUAI- Lt-t751
"${^
rv" TEQUBLE, !rQlIlIg
TROUBLE CORRECTI CN
2. TURBINE WI!.L NOT OPERATE 1. CHECK CoCKP lT 51,{t rCHtNG.

II.I FL I CHT - NO SUPER-
CHAREER DUCT PRESSURE, 2. CHECK TCAAIN HEATER - POWEA{
OR DUCT PRESSURE IS LOiI. CIsCUIT sREAKER,
3 CHECK MIXING VALVE OPERATION IF

POS!TION INDICA'OR IS INSTALLEO.
4 OPERATE WINDSHIELD AND COCKPIT
TEMPERATURE CONTROLS FROIjl ONE
Lt!,/t r ro rqE oTrtER tnepEar SEVERAL
rIMES).
5. lF DUCT PRESSURE lS LOW, CABTN

SUPERCHARGER DUCT IS PROBABLY
BLoWN CABIN AiRFLoW WILL 9E LoW,
-
PARTICULARLY IF PRESSURIZATION OR
TURBiIlE IS USEO"
6. TRY WINOSHIELO SWITCH IN ANTI-

I Clr'rc Post T t0N. I F At RFLor.v DoES
NOT INCREASE OR IS !-OW, A FAULTY
COMPRESSION RATi9 LIMIT SWITCH IS
I\IDICATEO" NO CORREOTIVE ACTION
IS POSSIBLE IN FLI6HT.
7" TURBTNE swtrcH rourr.
D. CABI! AND COCKFIT 1 CHECK COCKPIT SWITCHINE.
TEMPE RATURE
CHECK ICABIN HEATER - POWER
2 -
1. CABTN lS T00 Hor. CONTROLST C IRCUIT BREAKERS.
a OPERATE CAB IH TEI',PERATURE CONTROLS

lN IMANUALT.
4 OPEN ALL INOIVIOUAL COLO AIR OUT-

LETS IN CABIN.
/"
1..r"
" ..: :".'
:1
;
i: l.: .
,
ffi
HYDRAULIC
SYSTEM
(7
v
C
I
HYORAULIC SYSTRJ
0(-6 sEcT!oN PAGE
1l+ X
OPTRATIHG MANUAT LL-L5-5r
^W^
PAO,E
i N0EX.. 1
l. GENERAL. 2-g
A. HYORAULIC RESERVOIR. c
HYDRAULIC FLUIf
SHUT-OFF VALVES.. 2
c. ENSINE ORIVEN HYORAULIC PUMPS...,
D. SYSTEi4 BY-PASS VALVE.. 7
c SYSTEM PRESSURE RECULATOR...,.. 7
F, ,SYSTE,I ACCUMULATORS 1
SYSTEM RELIEF VALVE. 3
H" EIJEREEIjCY HYDRAUL i C PUI,IP. 3
t. EI"4ERSENCY HYONAULIC PUMP SELECTOR VALVE.. 1
,J. SYSTSiUI FRESSURE GAUG E. 4
K. wlHostf I ELD lvlpER sYSTE.t. ........ 4
L. NOSE !$IESL STEERINE SYSTEM. 4
M" $rlNg FLAPS,. 5
N. LANOI lrlc e EAR. . . 5-5
0, LANDITC CEAR WARNINC SYSTEM. 6-7
I HYORAULIC BRAKE SYSTEM - NORIdALI"'"' 1
.,
Q. AIR,BRAKE SY TE}' - EMERGENCY.
HYDRAULIC SYSTEM SCHEIIATIC - OlAGRAlrl. 6
HYDRAI'LIC CONTROLS - OIAGR,\I.,I. 9
I l. oPERATION.. 10-11
A. HlNDS|IELD WlPERS. 10
B. NOSE WHEEL STEER|\G. 10
c. wt|€ FLAPS. 10
D. LANOINe SEAR... 10
E. HYORAULTC BRAKES - NORMA....... 11
F. AlP, BRAKE SYSTEIvI - EI,'IERGENCY. 11.
II l. LIMtTATIONS- L2
A. PRESSJRE REGULATOR. 12
B. SYSTEM RELIEF. L2
c. BRAKE PRES$,RES...,... t2
0. EUEBCENCY HYORAUL I C PUT.iP. 72
Eo hlll,l6i FLAP EXTENSI ON TllilE. . . 72
F. WlNC FLAP RSTRACTION TIME. 12
lv. TROUq_E SHOOTINC- t,
A. NO HYORAULlC PRESSURE. $
B. PREgg'RE HICH - SYSTEI' OVERHEATI\G. 17
hPSE STEERING FAILURE. L1
D. NOS WHEEL St[MMY.. L1
E eEAR }TANOLE CANi'|OT 8E RAt SEO. L7
wARHtiE LteHTS Slrow UNSAFE GEAR... t1
6o EEAR WILL NOT EXTENO ON EMERCENCY OROP,.. L7
HYORAULIC SYSTEM
SECTION 14 PAGE D(-6
2
tL-t>5t 0PERATII'lG [{ANUAL
^W^
l. cENERAL
THE LANDINc GEAR, WlNc FLAPS, NOSE WHEEL STEER|Nc, !1lNO_

SHIELO WIPERS AND WHEEL BRAXES ARE OPERATEO }{YORAULICALLY. HYORAULIC
PRESSURE IS NORMALLY SUPPLIED TO ALL UNITS BY TWO ENEIiiE-ORIVEN

PUMPS, oNE MOUNTEO oN EACH lNEoARo ENclliE. AN ELECTRIOALLY oRtvEN
HYDRAULIC PLrlvlP PROVI OES AN EITiERqENCY SOURCE 0F pRESSURE I N THE EVENT
OF TOTAL FAILURE OF THE NORMAL PRESSURE SUPPLY OR FOR OPERATION OF

THE EQUIPMENT WHEN EOTH INBOARO ENGINES ARE INOPERATIVE.
AN EMERGENCY AIR BRAKE SYSTEI4 IS PROVIDEO AS AN AUXILIABY

TO THE NORMAL ANO EMEREENCY HYORAULIC SYSTEM. THE AIR BRAKE SYSTEITT
UTILIZES THE NORMAL WHEEL BRAKES.
A. HYORAULIC RESERVOIR - FLUID LEVEL IN THE RESERVOIR IS INOICATEO

BY A OIRECT READING SIGHT GAUGE ON THE SIOE OF THE RESERVOIR ANO
BY A O.C. ELECTRICALLY OPERATEO GAUGE IN THE COCKPIT. THE

RESERVotR CAN 3E FTLLED FROM THE GROUND ONLY.
NOTE: WHEN COCKP tT CAUGE SHOy.{S EMp].y, 2.5 SALLONS CF HY0FA.UL I C

FLUIO IS STILL AVAILABLE TO EMERCENCY HYDRAULIC PUI,{P.
B" HYORAULIC FLUIO SHUT-OFF VALVES - AFE LOCATEO ON THE RESPECTIVE

ENGINE FIREWALL. aOTH VALVES, NORi\4ALLY opEN, r,rAy BE CLOSTO TO
SHUT OFF FLUID SUPPLY TO THE RESPECTIVE HYORAULIC PUiT4P BY
PULLINC OUT THE CORRESPONOTIiG ENGINE FIftE EXTINGUISHER SELECTOR

HANOL E.
c. ENclhtE ostvEN HyoRAuLtc puf.4ps _ HAIE A MRMAL Ot,,Tpur oF sl):

GALLONS PER MINUTE PER PUMP. A SN4AL'. PRESSURE ACCUIilULATOR,
ATTACHEO T0 EACH PUiltP PRESSURE LINE' 0AMPENS THE tii.pAcr iJot sE
OF PUMP PULSATIONS.
D(-6
HYORAULI C SYSTEM
sEcrroil r4 PAGE ,
OPERATING I'4ANUAt LL-t>51,
"W^
I. GENERAL
D. SYSTEII BY-PASS VALVE _ PERI,IITS HYDRAULIC FLUIO TO BE BY-PASSEO

OIRECTLY FROM THE ENGINE ORIVEN PUMPS TO THE RESERVOIR. THIS
REOUCES THE WEAR ON BOTH THE PRESSURE RECULATOR ANO THE ENCINE
DRIVEN PUMPS WHEN FLUIO SUPPLY IS NOT REQUIRED TO SYSTEI1 UNITS.
THE VALVE IS SPRING LOADEO TO CLOSE IN THE EVENT OF CABLE
FA I LURE.
E. SYSTEIVJ PRESSURE EEqULATOR - AUTOMATICALLY iVIAI NTAI NS NORMAL
sYsrEM pRESSuRE BETwEEN e5oo ANo lo5o psl wHEN THE sysrE[4 By-
PASS I S CLOSED.
F" SYSTENI ACCUIUULATOSjJ - PROVIOE A RESERVE SUPPLY OF FLUIO UNOER
PRESSURE AND OAMPEN THE HIGH IMPACT LOAOS ON LINES ANO UNITS.
THE INITIAL AIR CHARGE OF EACH ACCUMULATOR IS 1OOO PSI.
G SYSTEN1 RELIEF VALVE - AUTOI4ATICALLY PREVENTS EXCESSIVE SYSTEM

PRESSURE IF THE PRES9jRE REOULATOR FAILS. THIS VALVE
STARTS TC daLlEv'E AT JIOO psl"
H EMERGENCY HYDRAULI! PUMP - IS OPERATEO BY O.C. BUS VOLTAGE WHEN
THE COCKFTT STVITCH tS HELO ON.
l. E[lERGENCY HYDRAUL I C PUIilP SELECTOR VP.LVE - DIRECTS THE OUTPUT OF
THE EMERGENCY PUI,IP TO ANY OF THREE OESIREO POINTS. THE VALVE !S

CA6LE COIITROLLEO FROM THE COCKPIT ANO WILL AUTOI.IATICALLY GO TO
BRAKE SYSTEM POSITION IN THE EVENT OF CABLE FAILURE. THE THREE
VAL\/E POSITIONS ARE:
1. _a846E-_!Y!1EM - FLU|o TC BRAKES oNLy - ( rcRuat- oPERATtNG
POSI TION).
C E l'lE RAL sY sTErf - FLUIO TO BRAKES ANO TO ALL ACTUATING UNITS.
3. pREss. Aqcuin. - FLUTD T0 BRAKES - TO ALL ACTUATTNC UNITS _

ANO TO IIAI N PRESSURE ACCUbIULATORS.
HYORAULIC SYSTEM D( -6
sEcTtoN 14 P^GE 4
OPERATING
17-L75L
'UANUAL Û^
I. GENERAL
J SYSTEM PRLSSURE GAUCE - IS A DIRECT OPERATING PRESSURE INSTRUMENT
AND INOtCATES SYSTEM, ACCUfuIULATOR, OR EMERGENCY HYORAULIC PUMP
pRESSURE, DEpENoINC UPON 0pERATING C0N0lTloNS ANo P0SlTl0N OF
THE HYDRAULIC CONTROLS.
K !YrNosHrELQ_\ry!!E8_SYSLE!1 - THE WIPERS oPER.ATE ON FULL SYSTEM PRES-

SUFE AND IN SYNCHRONIZEO MOVEMENT, THE IiI'INOSTIELO WIPER CONTROL
VALVE ACTS AS AN ON-OFF CONTROL ANO REGULATES WIPER SPEED. THE
BLADES ARE LOCKEO IN POSITION WHEN THE CONTROL VALVE IS TURNEO
OFF. FULL OR PARTIAL STOPPACE OF ONE EILAOE WILL I'IOT INTERFERE

WITH COi$PLETE OPERATION OF THE OTHER BLADE.
cAUI!-ON: O0 NoT oPERATE WIPERS 0N A oRY WINDSHIELo.
TO DO SO WILL SCRATCH THE GLASS AND OAMAGE
THE \IVIPER BLAOES.
L NOSE WHEEL STEERINC SYSTEM - !!ILL OPERATE ONLY WHEN THE LANDINC
GEAR HAI'IDLE I s I N THE NOOWN'I PO SIT ION. A SELF CENTERI NG CAM
ALICNS THE NOSE GEAR ANO LOCKS IT IN A STRAIGHT FORWARD POSITION
PRIOR TO RETRACTION. OVER-INFLATION OF TI.iE NOSE STRUT CAN CAUSE
THIS CAlv1 TO BINO DL'RING NORi!1AL TAXI OPERATIONS, RESULTING IN

HARO STEERING. THE STEERI t'IC SVdTCI'T P I STONS ARE DAMPENEO BY
I5O PSI PRESSURE FROM AN ACCUMULATOR TO REOUCE THE TEI'IOENCY
0 F TH E N0 SE r,vllEEL T0 SH I lnllY.
IF THE STEERINS SYSTEfuI FAILS, THE AIRPLANE CAN BE
MANEUVEREO ON THE GROUNB BY USE OF THE BRAKES AND BY
OIFFEFENTIAL EI.IGINE PO'T'ER, AS THE NOSE \ryHEEL il|LL CASTEN FREELY
WHEI\ HYDRAULIC PRESSURE I S NOT BEINE APPLIEO.
h
\
HYORAULIC SYSTEM
DC-6 sEcTroN PAGE
14 5
()PERATING MANUAI-
11-1>51
^W^
l. c!!.-EEAL
M. SLNG FLAS.! - CoNTROL VALVE I S CABLE CONTROLLEo BETWEEN THE COCK-
PIT AND HYDRAULIC COI"4PARTMENT. WING FLAPS ARE II'ITE.TCONNEOTED
cAa-E TO ASSL'RE SYI,.ICHRONIZED OPERAT|0N. A FLAP pOSlTt0N tr.t0lcA-

TOR PROVIOES A VISUAL INDICATION OF WINC FLAP SETTING.
A GUST OVERLOAO RELIEF VALVE PROTECTS THE WING FLAPS
WHEN THE AIRPLANE IS FLOWN Y/ITHIN THE PLACARDEO AIR SPEiO RANGES
FOR V.iINE FLAP OPERA,T|ON. IF A SUOOEN OUST IS ENCOUNTEREO, THE
WI NC FLAP S i\,lAY MOMENTARII.Y RETRACT BUT T/ iI,L RETURN TC THE I R
SELECTEO POSITION AS THE LOAO IS RELIEVEO.
-a.aql!-gll: !1rNG FLAps ARE NOT PROTECTED tyHEN THE AIRPLANE lS

FLOIryN IN EXCESS OF FLAP PLACARO AIRPEEOS.
A Wt\G FLAP TAKE-OFF WARI'IING SYSTEM SOUNOS AN INTER-

RUPTEo iroRt'l 0N TAKE-OFr lF riiNc FLAPS ARE NOT SET T0 Tp.KE-oFF
P0slTlol.l.
A TWo spEEo FL.Ap sysrEu t\srALt-Eo oN THE oc-6e s_cws

FI-AP RETRACTI.]N TIIVIE BETI/EEN 20 DEGREES ANO FULL UP To APPRoXI-
UATILY oNE-HALF THAT oF lHr oc-5.
N. LANDING GEAB - CONTROL VALVE IS CABLE OPERATED BETWEEN THE COCIC
PIT AND HYORAULIC COIT4PARTMENT ANO W]LL GO TO A NEUTRAL POSITION

TO PERI.JIT EfuIERGENCY EXTENSION IN THE EVENT OF CABLE FAILURE.
THE LANDING GEAR HANOLE SHOULO BE LEFT IN THE OO$'N POSITION AT
ALL TIMES WHEN THE GEAR I S EXTENOED. DURINC FLIGHT, AFTER THE
GEAR HAS BEEN RETRACTEo, THE GEAR"HANOLE $|OULo BE PLACE0 lt\i
NEUTRAL, WHICH ALLOWS THE GEAR TO SETTLE ON THE UPLATGHES. WHEN
LrlWERlNe THE GEAR, THE CONTROL HANDLE OPERATES A CABLE SYSTEM
WHICH RELEASES THE GEAR UPLATCFiES BEFORE OPERATINC THE SELECTO'
VALVE.
oURING R0UGH WEATHER, THE SYSTEI',! BY-PASS VALVE SHOUL0
BE CLOSEo ANO THE LANoING SEAR CoNTR0L LEVER PLACED tt\ THE Up
HYORAULI C SYSTEM D(-6
sEcTroN 1tl PAGE 5
LL-LU.51 0PERATil,lG IYIANUAL
"uu^
I. CEtTERAL
POSITION. TH!S WII-L REI'4OVE TIJ.E WEIGHT OF THE GEAR FROM THE
LATCHES ANO PREVENT SIIEARING OT THE OURAL UPLATCH BOLTS.
0. LANorNd GJAR W48I"L!E_S!CIEU

T. A LANOINC GEAR HANDLE LOCKINA SOLENOID PIN PREVENTS i'4OVE-
ir.4ENT OF THE GEAR HANOLE FROlvl THE DOWN P0SlTl0N WHEt'l TqE
AIRPLANE WEIGHT IS ON THE RICHT LANOING GEAR. \^JHEN THE
AIRPLANE I S AIRBORNE ANO UNTIL ALL !!HEELg ARE LATCHED IN

THE UP POSIIi{)N, THE PIN IS RETRACTED TO PERI'/IT UNOB-CTRUCTTO
IIOVEI.,IIENT OF THE GEAR HANOLE. A FINGER HOLE ON THE FACE OF'
THE COI'JTROL PEOESTAL PER|'IITS MANUAL OPERATION OF THE SOLENOIO
PIN I\ THE EVENT IT FAII-g TO RETRACT.
2. LANOING GEAR WARNING LIOHTS AND HORN - EACH GREEN LIGHT
II-LUIII\ATES WHEN THE RESPECTIVE GEAR I S OOVIN AND LATCHEO,
THE REO WARNING LIGHT ILLUIIINATES WHEN OI']E OR ALL OF THE
GEARS ARE IN AN INTERMEDIATE POSITISN. ALL LIIHTS ARE OUT
WHEN THE 6EAR IS UP AND LATCHEO. A DIMI,III'.IG SXITCH IS
LOCATEO ADJACENT TO THE WARNING LIOHTS.
WHEN ANY OF THE THREE GEARS ARE NOT DOWN AND
LATgHED, ANO ANY TI-iROTTLE I S RETARDED PAST THE ONE-QUARTER

oPEN POS1Tl0N, A WARNING HORN WITH A STEADY BLAST Wl!l- BLOW
ANO THE REO WARNI NG LIAHT l|i ILL ILLU},4I NATE. A HCRN CUT-OFF
BUTTON LOCATED AOJACENT TE THE LANOiNG GEAR HANDLE CAN BE
PUSHED TO SILEI.]CE TitE WARNINO HORN 1'IHEN AN ENG INT I S
FEATIIERED AND THE THROTTLE IS RETAROED. THE HORN V.IILL

SOUI,ID A IVARNINC IF ANCTHER T|IROTTLE IS TIEN RETARDEO ANO ALL
GEARS AR' NOT OOWN ANO LATCHEO.
1. LANo_lx!_lEAR yiHrTEfArNTED-TA&GqI! - ARE vlSiBt-E THROUGH THE
OPEN COCKP IT SI ]E \,^/I\OO\4/S WHEN THE MAI N GEARS ABE OC\qN ANO
LATCHED. IF THE i/AII! GEAR IS DOY{N AND ITS TARGET DOES NOT
SHOW, THE OEAR I 3 NOT LATCHED.

HYDRAULIC SYSTEM
DC.6 SEcTlox PAGE z
14
OPERATING MANUAI- LL-t>5t
"W^
ENERAL
G
VISJAL INSPECTION OF THE NOSE EEAR IN FLICHT IS

PROVIDEO BY A MlRRoR, MoUNTEB lN THE NOSE II,HEEL WELL, WHICH
REFLECTS THE IUAGE OF THE NOSE CEAR OOWN LATCH THROUCH A
Si,ALL HINGED DOOR IN THE FLOOR OF THE COCKPIT.
A LICHT INSTALLEO IN THE NOSE CEAR WELL ANO IN
EACH INBOARD NACELLE 1S FOCUSEO ON THE OOIIIN-ATCH INSPECTION
POINT OF EAOH CEAR TO PROVIOE ILLUMINATION OURING OARKNESS.

THESE LIGHTS ARE CONTROLLEO BY A SWITOH IN THg COCKPIT.
P. HYORAULIC BRAKE SYSTEM - NORML
1. FOOT BRAKES - EACH OF THE FOU R $'HEELS OF THE MAIN LANOINO
GEAR HAVE SELF-ADJUSTING SPOT BRAKES. BRAKE PRESSURE IS

AVAILABLE FROM THE ENCINE DRIVEN HYORAULIC PUMPS ONLY WHEN
THE LANDING CEAR CONTROL LEVER IS IN THE OOWN POSITION OR
FROM THE EMEREENCY HYDRAULIC PUMP AT ANY TIME.
2. A PARKINE ERAKE LEVER IS PROVIDEO FOR LOCKINC THE NORMAL
BRAKES lN THE ON POS]Tl0N.
Q. AIR BRAKE SYSTEM - EMERCENCY - A CYLIN0ER lN THE N0SE IVHEEL IYEIL
STORES AIR PRESSURE FOR OPERATION OF THE NORMAL BRAKES IN THE
OF HYDRAULIC PRESSURE FAILURE.

,EVENT
THE AIRBRAKE VALVE IS A METERINE TYPE INCORPORATING
A HoLo (cexrsn) postrloN tN ttHlcH THE AMouNT oF BRAtlNe AppLtED
CAN BE HELD STATIC. TURNING THE HANDLE TO THE ON POSITION
APPLIES ADO]TIONAL BRAI(E; TURNING THE HANOLE TO OFT SPILLS AIR

OVERBOARO ANO RELEASES THE BRAXES.
HYORAULIC SYSTEM DC.6
sEcrtoN 14 PAGE I
()PERATING MANUAT
L1-7:--51
I. GENERAL û{^
o 0 J
0 o
:6
6E
o@
z
o
,o
I G
o
3 zt z
=o
:-Eu
;t ) Y
J
o
X; F> G
a dz) o
=-o< !'c o E<
z
=to> o
o o
J
OE
q ,ô
>ts
Itsr: Od
oE2 z)
>E<
@09
- dE z
gd <o d
l =
o
--5
EY
2) )
=o -a
F>O
aJo
o
o
tr
E
9O
ZF 9o ie o
f, EU
J o E)
6F
'd<z )
>Eo
l o>
= E gb 100
I< o <@
!
<o i<
or o>
zj Eo
13o
<oz
60 0< F
-<< ol EEL
-6t ts) !6=
D<U<: U<
=>f
Erltr8 =d
oo>or
I: utC
E
20 !<
ek YU
o>
<l E< 9
2 -?= o>
e=d
!z )O
<c
F
oJo eZ 5=
Zs< ZG
tG
E
E
o 3o*
oF ) o E
.o -"iif
a
? l @O
= U
! -)
G; 95
o= "L1i=
F od 2),- 1
zt E
o ?z sBrX fiEiiiE
F J->)2o E
i o Edo du!o-o 5
ECAN 6
Go
lEa
3o:
6< d
E6
4 5"*
6fri'
E>
"t'
5:e5
; =
-
@F=*< c, t>
ri
6vd
z-!
JU
f: <OGE
EU G f E -. =Gr@
EEts-
Of
aBI U: \9' r>o
=Jo
o=E=
zaE<
2<O
H;; id z
I
EdG >@
ffiTIN
HYDRAUL I C SYSTBJ
D(-6 sEcTlox PAGE
f4 11
OPERATING MANUAT 1.1-t>5L
"${^
il . qeERAfl 0_!t
E. IIYDRAUL lC BRAKES :- lioRl\,lAL-
1. E l TIER oR B0T!_l NBOARD -ENG rNES gp_E.i!ql"-t Ne
A. HYoRAULlc sysrEM (ev-pass) -. 0N - cHECK eRESSURE.

B. LANO I NQ GEAR DOWN Ai.lD LoCKEO - (e gen rintote oowr.r) .
C. OEPRESS HINGEO RUODE,i PEDALS AS OESIREO.

e, BoTlLl lrlEoARD ENo INES l\o?ERATI v'E
A, EMERGENCY HYORAULIC PUMP SELECTOR - BRAKE gYSTEM.
B. HOLD Ei\lERGENCy HyDRAULIC pUt"4p S,,!tTCH T0 0N p0stTlcN.

C. DEPRESS HINGEO RUOOER PEOALS AS DESIRED.
). PARK I NG
A. FULLy oEpRrss BoTH RUDDER pEnALS (or,t caprts. stor).

( cHrcx svsrgv pRessurs. )
B. HOLO PARKIhIG BRAKE HANDLE UP AND RELEASE RUOOER
pE:AL s. ( panr t ire BRAKE HANDLE sxoulo ReMl l ru up. )
I'I9_TE: lF SYSTEill PRESSUitE I S BELOI'/ Mll'jllnUM FCR PARKtNG,

PL.ACE Ei.,,IERGEiiCY HYORAULIC PUVlP SELECTOR IN PRESS"
ACCUivl" POSIT ICN AND 0PERATE EI,4ERGENCY HYDRAUL I C
puMp. !!HEN DESIREo pRESSURE tS ArTAlNEo, RETURN
SELECTOR TO ERAKE SYSTE(,I POSITiON.
C. TO RELEASE _ OEIJRESS BOTH BRAKE PEDALS.
F. AIR BRAKE SYSJEM - ENJERGENCY - (SEE trEI4ERGENCY

PROCEOURESIT
sECTroN oF THt s MANUAL.)

HYORAUL!C SYSTEM
DC-6
sEcrroN 14 PAGE L2
OPERATING [,IANUAI
^$tr^
II I. LIMI TATIONS
A. pRESsuRgREcuLAToR......."e5oo ro ro5o psl

B. sysrEu RELt€F."...........1J00 ro 74oo esl
C. BRAKE PRESSURES
1. pARKtNc...(r5oo Pst - Dc-6) (t8oo psl - oc-6a)

Mlr\tMUM FoR
a. EMERGENCY A1R.....(1500 PSt - oc-5) (zoootloo pst - oc-6a)

---rF
BO EMEREENCY HYDRAULIC PUMP"5 MINS. . CONTINUOUS OPERATION
E. WING FLAP EXTENSION O TO 50 OEGREES - 10 SECS. APPHOXO
F. Wl\C FLAP RETRACTION 50 TO O OEeReeSi

Dc-5 - 12 sEcs. APPRox"
oc-6e - 17 SECS" APPRoxc

}.YORAULIC SYSTEM
D(-6 SECTION 14 PAGE 1'
OPTRATING MAIiIUAL Lt-L>5t
^W^
I v. TROUBLE SHooIlNq
TROUBLE CORRECTI CN
A. NO HYORAULIC l. OPERATE EQUTPMENT AS oUTLINEO lN

P RE SSU RE. EfIiERGENCY PROCEoURES SECTICN OF THI S
MANUAL.
B. HYDRAULIC PRESSURE 1. HyDRAULtc sysrE[l - oFF - (ey-prss-operu).

ls Too HtsH cR -
SYSTEM I S OVERHEAT- ?. closg BY*PAS8 Or{_Y rVHEr,,t NECESSARY TO
! NG. OPERATE A HYORAULIC UIIIT.
C. NOSE STEERING 1. TAXI SLOTJLY -
FA I LURE.
A. USE O! FFERE}ITIAL ET.,!G I NE POWER.
B. USE IIHEEL BRAKES AS NECESSARY.

o. NOSE WHEEL SHtMMY. L. ON TA(E-OFF REOUCE LOAO ON NOSE WHEEL
AS f"rucH As PosslBLE.
2. OI,I LANOIi\IG, KEEP LOAO FROM NOSE WHEEL
AS LONG AS POSSIELE"
E. LANOING GEAR HANOLE 1. INSERT F}NGER tN HOLE IN FACE OF
CANIiOT BE lv10VE0 UP PECESTAL ANO RAI SE AEAR HAI.IDLE WHILE
AFTER TAKE-OFF. oEPRESSt NG LoCKtNG SOLENoIC"
F. OEAR WARNING LIGHTS l. oHECK HAtiDL[ FCR FULL OOWri At'io LATCHE0.
INOICATE UNSAFE GEAR
WHEN HANOLE IS OOWN. 2. RETURN LA.NDING GEAfi HAilJOLE TC NEUTRAL _
(wnRNtxs LIcHT BULBS TIiEN FULL OOWN"
ax. )
3. MAKE VISUAL CHECK OF RESPESTIVE GEAR.
4. EiliERcENcy t{ycRAULlc FUiJp Jg riggL. n
SYSIEM ANO OPERATE PUr,rP.
I'llTE: RETURN EnrERG. HYD" F,UtlP sEL. TC

BRAK{ SYSTE},i EEFORE LANDtNG.
5" tF STTLL UNSUCCESSFUL:

A" iF MAIN GEAR - TOUCH NOSE WHEEL
EOV'N AS SCON AS POSSI BLE TO HELP
SUPPORT WEiGHT.
B IF NOSE GEAR - HCLO IiOSE GEAR OFF

AS LONG AS POSSIELE AND AVCIC USE
0F ERAKES AS MUCH AS POS;ql8LE,
E. GEAR UPLATCHES 1. PLACE LA.NDING GEAR HANCLE IN OOI'.IN
FAIL TO RELEASE ON POSITICN.
EMERGENCY GEAR
oRoP. ?." EI'IERGENCY HYORAUL lC PUI,IP SELECTOR -
GENERAL SY ST E[,i.
J. OPERATE EIIERqENOY HYDRAULIC PUMP.

OOWN LATCH BOLTS WILL SHEAR AND GEAR
WILL FREE-FALL.
I
INSTRUMENT
SYSTEMS
2
tr
{
cv
m
z{
vt
\
D(-6 I NSTRI'MENT SYSTEMS
sEcTroN t5 PAGEl
OPERATING MANUAI. Lt-t -5t
^$#^
PAGE
INDEX. . . t
t. gENERAL. z-6
A. ELECTRICAL. " . 2-1
B. DIRECT OPERATEo PRESSURE lI\jSTRUMENfg. . 4
PITOT STATIC SYSTEM - DIAERAM 5
INSTRUMENT VACUUM SYSTEU - DIAGRAM. 6
il. OPERAT I ON. 7-9
A" NO ELECTRICAL PO6'ER REQUIREO. 7
B. BATTERIES roNr 0R GENERAToRS suppLylNc D.c. po\trER . . 7
c" cAprAtNrs tNVERTER swtrcH roNr. . . . I
0. FIRST 0FFlcERrg tNVERTER swtToH roNs. . 7
E. ENctNE tNSTRUMENT !NVERTER swtror roN:. 6
F. GYROSYN COI,IPASS . . 8-9

G" EMERGENCY INVERTER. 9
il1. Ll vt TA r I 0N€. Lo
A. VACUUM SYSTEM 10
B. VACUUM WARNING LIGHT. . 10
C. DIRECTIONAL 6YRO PRECESSION 10
O. INSTRUMENT LIMIT MARKINGS 10

rv. 189!9.!E-3I993-N.S. .. 1t-tt
A. CAPTAINIS OR FIRST OFFIcERtS HoRIzoN. TL
B. FIRST OFFICER'8 TURN AND BANK . . . . t1

C. CAPTAINTS TURN AND BANK AND 0.C.. . . t1
0. CAPIAINTS 0YROSYN COTIPASS 1.2
E. FIRST OFFI0ERIS GYRoSYN cs,PASS . . . 12

F. ALTIMETER . AIRSPEED - RATE OF CLIMB. t3
E. ENCINE INSTRUMENT CROUP t,
H. TEMPERATURE GAUCES. . L1
I. FUEL - HYDRAULIC ANO ALCOHOL QUANTITY CAUEES. L3
J. CYLINDER HEAD ANO HEATER TEMPERATURE GAUGES. t,

INSTRUMENT SYSTEMS
sEcTtoN 15 PAGE 2 D(-6
tL-75-51 OPENATING ffANUAt
cENEE4!
TWO BASIC TYPES OF INSTRUMENTS ARE USED: REMOTE ELECTRICAL
AND DIRECT REAOINE. THE EI.ECTRICAL INSTRUMENTS REQUIRE 25 VOLTS DC
FROM THE SHIPTS BATIEFIES, CENERAT0RS, OR A GRoUND PO$'ER SOURCE;
26 volTs Ac oR tt5 velTs Ac FRor,, THE t{vERTERs; 0R ARE SELF-ENERGI-

ZEO AND OPERATE TROi/l THfl EI.ECTRIC CURRENT WHICH THEY GENERATE BiEM-
SELVES. THE DIRECT READINE INSTRUMENTS REQUIRE NO ELECTRICAL POWER,
BUT ARE OPERATED MEEHAN!CALLY 8Y CHANGES IN PR€SSURE, AND MEASURE
SYSTEM PRESSURES, VACUUM, ABSCLUIE, AND DIFFERS',,ITIAL FRESSURES.
A" E-Lggfslsal
I ry vo!]"_Qg_E!EtB t c_s NsrRUMEglq ANp €Cu I P!,lqur

A. CARBURETOR AIR IEMPERATURE
B. ENCINE OIL TEMPERATURE
C. CABIN SUPERCHARGER CONTROL CIRCUIT OIL TEMPERATURE
D. OUTSIDE AIR TEMPERATURE
E. PITOT HEAT - AMMETER
F. PROPELLER OE-ICING AMMETER
G. ANTI-ICINC FLUID QUANTITY
H. FUEL QUANTITY INOICATORS
t. wATER/ALcoHoL QUANTtTy tNDtcAToR (oc-5e oNuy)
J. HYDRAULIC FLUID QUANTITY
K. ALL RADI0 ANo NAVIGATIoNAL EQUIeMENT. (eor uutrs
REQUTRE BorH Ac aNo oe'poureR)
L. ALL WARN|NS LtGHTS, WARNING HoRNS AND BELLS.
INsTRUMENT SYSTEMS
D(-6 sEcTroN 15 PAGE'
OPERATING MANUAT tt-ty5L
I. GENERAL
2. 11.5 ,v_o_Ll - ej volr !uvE8lr8 4e E!_E_qI8r c rNSTLTJ\rENrE_ r\l!p
EQU I PMENT
A. BOTH GYROSYN COMPASSES
B. BOTH GYRO HORIZONS
C. FIRST OFFICERIS TURN AND SANK
D. FUEL FLOWVIETERS
E. TORQUEMETEFS
F. FUEL PRESSURE
G. wATER/ALcoHoL pRESSURE (oc-5e oruuv)
H. OIL PRESSURE
i. OIL QUANTITY
.J. CABIN 8UPERCHARGER EEAR BOX OIL PRESSURE
K. WING FLAP POSITICN INDICATOR
L. CABIN HEATER FUEL PRESSURE
M. L. WING HEATER FUEL PRESSURE
N. R. WINC HEATER FUEL PRESSURE
O. TAIL HEATER TUEL PRESSURE

p. AC RAoto ctRcutrs (eorH ror uNtrs)
A. FLUORESOENT LI GHTS
R. CI1BIN PRESSURE COIJTROL AMPLIFIER
S. CABIN PRESSURE REGULATOR
T. CABIN PRESSURE CHANEE LIMIT

U. A.12 AUTO PILOT
V. PUBLIC ADORESS SYSTEM
W. RADI O OI AL LI GHTS
1. SELF-ENERGIZEp ELECTRICAL_ INSTRU|TENTS-
A. CABIN HEATER TEMPERATURE GAUGE
B. L. WING HEATER TEMPERATURE GAUOE
C. R. WI NC HEATER TEMPERATURE GAUGE
D. TAIL HEATER TEMPERATL'RE GAUGE
E. ENC I NE CYL IhIOEII IjEAO ]-EMPESATURE CAUGES
F. ENGII,iE TACHOMETERS
INSTRUMENT 8Y87EMS
DC-6
sEcTtoN 15 PACE 4
lt-t}.5L OPERAIING [4ANUAI
I. CENERAL
B. DIRECT OPERATED PRESSURE INS]'RWENTq

1. SYSTEM PEEE_IiURE GAUeE-s
A. HYDRAULIC SYSTEM PRESSURE

B. OXYGEN PRESSURE
C. AIR BRAKE PRESSURE
2. vAcuuu rIgTlclMEl'lTS
TWO PARAI.I.EL COUPLEO ENOINE-ORIVEN VACUL'M PUMPS
DRIVEN By ENG|NEs L AND 4 opuRlre THE vAcuuM n,srRUrJENTS.
A WARNIII]G LIGHT F'OR EAO| PUMP IS PROV'DEO ON THE CAPTAIi]IS

INST8UMENT PANEL. EITHER PIJMP lTII-L OPERAIE ALt VACUUM
INSTRUMENTS' VACUUM INSTRUMENTS ARE:
A. CAPTATII!S TURN ANO BANK
B. cAPTA lits ntnecTtoulL EyRo
1. ABsoL@
A. ENGINE MANIFOLO PRESSURE
B. CAPTAINIS ANO FIRgT OFFICERIS ALTIIIETERS
C. CABIN ALTIMETER
D. A-12 AUTO-PILCT ALTITUDE CONTROL
4. DTFFERENTIAL pREssuRE tfrsrRUMENTS
A. CAPTAINIS AND FIRST OFFICERIS AIRSPEED IITDICATORS

B. CAPTAINTS AND FIRST OFFICERIS RATE OF 0LIMB
C. VACUUM GAUEE
D. CABIN SUPERCHARGER AIFFLOW INDICATOR
E. CABIN PRESSURE DIFFERENTIAL GAU6E
F. TCABIN PRESSt'RE REGULATOR
G. .cABIN PRESSURE CHANGE LII\1IT CONTROL
H. CAB I t\ RATE 0F CL I MB
I. SUPERCHARGER OUCT PRESSURE GAUEES.
iNoTE: II{STRUMENTS ARE DIRECTLY OPERATED BY OIFFERENTIAL PRESSURE,
ANO FUNCTICN TO DELIVER AC CURRENT TO CABIN PRESSURE COi:-

TROL AMPL F E
INSTRUMENT SYSTEMS
DC-6 sEcrroN 15 PAGE 5
0PERATING ilANUAL LL-t*5L
I.
îl^
CENERAL
P]TOT - STATIC SYSTEM
lrl .
J
J 9 edi
YlltLr
F an -E-
En F F
EF oz
p(
I lrJ
()lrJ t, =,
U.lI f
J J
lrJ l! zr;3
aD l!lr,l
<FG
()-a-
o z.a o
k.2 -at
.o Ullll
lh
E
Ufi
E=
4EE,
(JO-
L5
EEt Ot
tfE
o,-'
uF
'ur
E,Z
o zoP
rYz l! Ep=
of,l
Eea
E(/)o
:)
L /
E3'
EFO
o
tr.l
F<F o
(Jlrj
uJ- r=
J- lr,l
t wz<
krE oF
y-ul fb
Eg=
.9*. gEe
JFE
==r <(ro
fl9= v,
F
atrz
3HE ET
5= Er
lL< 8
f,F fE a- z.
39 ulJ
*e
<ct
3o
JF
Gl
& lc ef,
Jz
-io
o o.O EEi
4.1
U'
EaF
EFU' F
F< -- UJ
z EEg
qHg l! JJ o,
urJ L lr! J
iii
lrl ld F
-! o
,
o.
z=
INSTRUMENT SYSTEMS D(-6
sEcrroN 15 PAGE 5
Lt-L5-51 0PERATING [4ANUAt
I. CENERAL "W^
Et
=
3
3
F
z o E / eEEr
t! o e
UJ
zl
E
(9
l
F -3 E:us
E lr, l=
rj JO o- AOanz.
FF F (, fE
(r.
ttt J a h)z
zE E_q o
J (r,
2-
az E6
fF
2o f
oF ?9.
=r?
3b^ <uJ
>o ( 7 -to
EEE
()o(,
:t
od
z.
g1 lrl
OE
trj
st:=
:) + <,rOA
6/g,-)
(,)uJq
a;?
z> f Elrl
ro-(,
(9
z
1* =a
of 5A t
ZL =f Ya
lrJ
o
9s lr!
I
l
6 S1 c; o
t, =3
-E - (9 l! io
e9 :g i z F
3<
Fo) JG, o-Zl 2 (,E !d +
TE yra L
L= o
N
;zd.jt ro
lrJ zz qf F
& =5u ==JJ
5 FY sd Flrj lrj
tr o-z
is o z)= J
F ()O 6o- >(9
z I z= EI
t!
I
lrJ 3
+ lrl =
- -h{
=
D
E,
-J.o
o< )J J.,
F z> E=(o
o
2
trJ
- Eo
o E,
= UJ
3ts
z oFtrj
\ trJ t! <
>.n
Hr
<=2
lrl
lrl 9rrt E6e
(9 OJ
E lll
J TEE
I ;o
^ -{}td
JO. -
(,
2 31
6- =lo
o :-oL. od,z
- -oz
o. E9:
zl!
oo E3:
.. Jt!?
rrrFdt*
sEEE
2-_lro
INSTRUIIENT SY9TEI./!3
D(-6 sEcT!Gr{ i5 PAGE
dfl^ OPTRAT|N6 MANUAL 1r--15- il
7
9!-EEIIjCE
f.t0Rf.rAL iNgTRUMENT 0PInATiOli lS 0STAlNED FFS,,l THE FcLLCfr,iNG 9N$TisU-
i,tENT CR0UPS WHEN THE C0tlTROLLll.lG B1i{!TCHES ARe P0SITtONED AS r0LLOVJS
NO ELECTRICAL POUJfq fi:EQUIRED ( AIltrRY ANN EENERATDR SWITCHES

nqr-L )
1. SELT-ENgRGIZED fLECTFiI CAt INSTRUMENTS
2. DIRECT READtNe PRESsURE !NgTRUMENTS (axcepr cABIN PRESSURE
REGULATOR AND CAFIi.I PRESSIIRT DHANEE LiMIT)
u-Ir$:--re-!u**sMsEl
1" DC ELEETTII C !I,JSTRUMENIS AND TQU IPMEN'I"
CAPIAINIS I RTFR sri,irci-t 6oliH.- (rl FR Pns 7 ! nr.i)
L" CAPTA I I.i i g GYRI]SYN COMPASS
P. OAPTAII{!S GYRO HOR!ZON
7" AC RA0!0 iliRCUlTS (BOTH ADF UNTTS)

4. FLUoREScENT Lt GHTS
,. CAB!N PRESSURE CONTROL AI.,4PLIFIER

6. PUtsLIC ADNRESS SYSTEM
qADlc D! At- Ll GHTS

7"
E" TI RST OFFI CgRIS GYROSYN COMPASS (WHCru NUTO-PILOT IS NPI
t NSTALLEO)
N. FIRST OFFICERIS I\VERTER S!!'IICH (EITHER POSITICN}
1. FIRST OF.FICERIS GYRO HORiZON
2. iIRST OFFICERIS TURN AND BANK
j. FIRST OFrlCERrs GYROSYN CoMPASS ("ltieru nuTc-plLoT ls

I NSTALLED)
4. A-12 AUToMATtc PtLor

INSTRUMENT SYSTEMS 0(-6
sEcrroN 15 PAGE
L7-tr-51
6
OPERATING MANUAL dlu^
I r. qeERAT!0N
E. EllctirE tNsrRUuEIfq TNVERLER slrlt rcH- LEtrrr-et postTtQN)

1. FUEL FI.OI{ MEIERS
2" T0RQUEi,l!EiERS
1. FUEL PRESSiJRE
4. waren/aucoxol pRESsLTRE (oc-6a oxly).

,. 0tL PRESSURE
6. ot L QUANTT ry
7. SUPERCHAReER GEAR Box 0tL pREssu,rE (eNetruss t aNo 4)
B. w' ..IG FLAP POSITIcN INDIcAToft
9" CABIN HEATER FUSL PRESSUIIE
10. L. WINS i1EATER FUEL PRESSURE
11. R. !1'I I.Ig HEATER FUEL PffESSURE
i3. TAiL HEATTR F"UEI- PRSSSURE
r GYROSYN COMPASS
1. qApTA,Nts (AN!- FtRSr oFFrcERrs !!HErL rul'o:plLoJ .!_s NoT
Atsr4Ep)
A. MAIN BUS 28 VOLIS DC.
B. cAprAlNts TNVERTER swtrcH rppu (geeen on towen)

c. e-2 cyRosyN sLAVtNe cur-oFF swtrcH (LocArEo BEH|r\ro
0APTAIN rs sear)- rrNoR[rAL(.
D. CHECK SLAVINE INDICATION WIhIOOltI FOR A DOT OR A CROSS

E. tF STATIoNARY DCT CR CR03S tS SEEN, AUToMATtC SLAVTNC
SHOULD BE EXPEDITEO BY MANUAL SLAVING. PRESS SYNCHRO.
NIZII'IG XNOg fiIIii AND TURN THE KNOB THE OIRECTIOI,I
'I\I
CORRESPONDING TO THE SYVBOL iN THE IIi INDOUJ. RELEASE
KNoB. 0HECK THAT wr'rDow ls oLEAR; ir Nor, FEeEAT
ABOVE UNTIL CLEAR.
cAUTION:, DO NoT HOLD KNOB DEPRESSED FOR PERIODS LONGER
THAN TWO MINUTES.
NoTE: ouRil'{G FLl6HT, THE DoT AND cRoss wlLL ALTERNATE-
Ly AppEAR; THls ls A NoH[vlAL !NDtcArlot] TpAr rHE
GYROSYN CoMPASS [S WoRKlNg PRoPERLY.

INSTRUMENT SYSTEMS
DC-6 sEcTroNlS PAGE g
OPERATING MANUAI 11 q-q1
-1
I r. .a!!r4il_g!.
GYR0SYN _C0MP4.S!
F. FAILTJRE IO CLEAR A DOT OR CROSS BY OPERATING THE
SYI.ICHR0NIZING KNDB INDICATtS A i/lALFUNCTl0Nll'lG C0MPASS.
FLFST oFrlCERrs ('r,xtru .qltrO-p!t-Clr ts tl€l'aUEO)

A. MAI'\ BUS 28 VOLI'S DC.
E. FIRST OFF'CEE'S IilIVERTER Sf!'ITCH *CII( (UPPTR OR LOWER).

C. TI FISI OFtrI CEF ' S GYROSYI\ COMPAS-q IS SLAVED TE A-12 GYRO
PILDT FLUX VALVE (OR IS A REPEATER IO IHE CAPTAIIIIS

CYRCSYN) AI.ID DOES NOl' REQUIRE MANUAL SLAVINC"
EI./ E R,N ENCY I IIV-E RTER
THE iVERGEI\CY II(VERTER \IIILL OPERATE THE FOLLOI.t'II'IG I NSTRUMENTS:
1. CAPTAINIS GYROSYN COMPASS
2. OAPTAINI-q AND TIRST OFFICER'S CYRO HORIZONS
3. FI RST OFT I CERI S TURN AND BAf,iX

II.ISTRUMENT SYSTEMS D(-6
sECTTON 15 PAGE 10
LL-tr-rL OPERATING MANUAI
^$fl^
ti I. LIMITATIONS
A. vAcuuM sysrE,. ..4 * 1 ttt.

B. VACUUM WARNING LI6HT.. ....".1.5 INCHIS
c. 6tREcrlctlaL cYRo PREoESSloN.... ......3o lN 1t r/lNUres

D. INSTRITS'ENT LIMIT MARKINGS
1. GREEN ARC. ...NORMAL uPEFAl-lNC RANOi
2. RED RADIAL LINE. .LlAxli:UM OFi trllt'i lnut''r LlVllS
1. RED ARC. ....ENGINE RPil RFSTFICTi'l'l:

4. WHITE ARC. .....INOEX I\IAEK CIN FLAP OPTRATiNG FII1NC;E
.. cAUr I CNAF'Y RAflGi

1" YELLOU',. "..
INSTRUMENT SYSTEMS
DC-6 sEcTloN 15 PAGE 11
OPERATING IIANUAt LL-t5-r1
IV. TROUBLE SHOOTINE
AS A SENERAL RULE, F'RST DETES'II,IE WHETHER A FAULTY I\STRUMENT OPER-

ATES WlTlr 28 VOLTS DC, INVERTER AC VOLTAGE, 0R lS SELF-ENERGIZED.
SELF-ENEftGlzED, DIRECT READil,18 INSTRUMENTS SUCH AS PRESSURE, VACUUM,
MANIFOLD PRESSURE AND SUPEROI{ARGER A'RFLOW INSTRUMENTS CANNOT BE
tNvEsTteATEo lN FLleHT. 28 VOLT DC AND INVERTER 26V-11-5V AC INSTRU-
MENTS SHOULD BE CHECKEO BY CIRCUIT BREAKER, VoLTMETER, AMMETER,
swlTcH POSITION, 0R SYSTEU 9PERATION.
TROUBLE CORRECTI ON
A. CAPTAIT{IS OR FIRST 1. CflECK INVERTER VOLTAEE ON CAPTAINTg
OFFICERIS HORIZON. AND FTRST OFFICERIS 25 VOLT A.C.

POSITIONS.
2. CHECK FLIGHT INSTRUMENT TRANSFOR'',IER
CIRCUIT BREAKERS (DC.5 ONLY).
J. CHECK FLICHT INSTRUMENT TRANSFORIVIER
FUSES.
4. curcx A.c. clRculr BREAKERS BEHIND
CAPTAINIS SEAT.
5. CHECK CIRCUIT BREAKER FOR INVERTER

IIIARNINE LIEHTS.
B. FIRST OFFTCERIS TURN 1. FOLLOTII 5 SIEPS LISTED ABOVE FOR
r HoR I zoNr .
ANO BANK.
C. CAPTAIN.S TURN ANO 1. CHECK VACUUM GAUEE AND WARNING
BANK AND DIRECTIONAL L!CHTS - CHECK BONI VACUUM INSTRU-
GYRO. MENTS FOR PROPER OPERATION.

INSTRUMENT SYSTEMS D(-6
sEcTroN 15 PAGE 1e
11-1F51 OPEftATIN6 MANUAI
"q{^
Iv. IR0UBLS sHoqll!\l_q
T ROUBL E CORRECTI ON
D. CAPTAINIS OYROSYN 1. CHECK INVERTER VOLTAGE ON OAPTAINIS
COiTPASS PRECESSES OR 1.15 VOLT PoSlTtoN.

ERRATlC. 2. CHEO( A.C. CIRCUIT tsREAKEIIS EEHIND
'S
CAPTAII'J IS 3EAT.
1. CHfCK JGYRO COMPASSi CIRCUIT BREAK9R.
4. tr tN_qrnur.rEr.rt pnec,Es!!s:
A. CHECK C-2 CYROSYN sWITCH BEHINO
e Apr* lNrs SEAT FoR $NoE\,,tALs
P0s!Ti0N.
B" CHECK GYROSYN COI\,4PAS3 WINOOW rOR
iNDlCAf l0N 0F SLAV lt'iG"

,, lr INSTRUMENT lg ERRAITC:
A. c.2 GYRoSYN SWITcH BEHIND 0APTAINIS
SEAT To oolFr. GyRortpostTloN. lr
TR0UBLE ts coRnEcrroi
B. USE INSTRUMENI AS A DIFIECTIONAL
CYRO - I4ANUALLY SLAVE T0 l\,4AGNETtC
COMPASS.
E. Fl RST 0FF tCERTS 1. L!__Suro-p tt-or ts lwsr g:

GYROSYN COIJPASS A. C'.iECK AUTO-FIT,CT CIFICUI'I' BREAKERS.
PRECESSES OR IS B. CHECK INVERTER VOLTAGE ON FIRST

ERRAT I C. oFFlcERrs 1i5 voLT pcstrt(rN.
C. CHECK A.C. CIRCUIT EREAKERS Bi.HII\ID
CAPTAINts SEAT.
2. lF AU_J0-lt_L_ci ts r!-0al!:g"Tl!!1.p. -
FI RST Orr I cERI s GYROSYN C0MPASS ! s A
REPEATEF IC lHE CAPTAII.IIS GYROSYN
cotrpAss - sEE rrcAprAn,lIs cyROSyN
COMPASSS TFOUBLE PROCEDURES.

INSTRUMENT SYgTEMS
DC-6 sEcrroN P^GE U
15
OPERATING MANUAT LL-L?5t
"u{^
l v. IR0r'E!!_!Ip-qIlig
TRO UB LS CORRECiI ON
F ALTIi,IETER - AIRSPEEO 1. PI'f0i'HEAT StrJl TCH - i0Nn.

RArE 0F CLIMB. 2. COI,1PARE CAPTAIN'S ANO FI FST OFFICERIS
I NSIRUMENTS.
l. srATlc sELEcroR swtrcll ro TALTERNITE".

4. v,rny cABtN pnEssuRE: lt'lr\sTRUMENT
READINIGS VARY WIl.H CHANGE II.I CABIN
PRESSURE, THERE lS A LEAK lN THE Llt'lES.
(ron lusrRulaErtr coNDtrloNS, oeERATE
UNPRESSURI ZEO).
G ENEINS INSTRUMENT 1. CHECX ENCINE INSTR. INVERTER VOLTACE.
OROUP 2. CHECK RESPECTIVE CIRCUIT BREAKER

(ruse - oc-5e).
]. CHECK CIRCTIIT BREAKERS (TUSES OC-5A)
BEHINO CAPTAINIS SENT.

r'rorEl sEE INvERTER sysrEM scHEMATlc
DIAGRAM IN ELECTRICAL EQUIPMENT
SECTION OF THIS MAAiUAL.
TEMPEAATURE GAUCES 1. CHECK EUS VOLTAGE - 26 VOLTS D.C.

1. CARBURETOR AIR 2. CHECK RESPECTIVE CIRCUIT BREAKER.
2. ENGINE OIL
3. CABIII SUPERCHARGER
0lL
I. FUEL.HYDRAULI C.ALCOHOL 1. CHECK BUS VOLIAGE - 28 VOLTS O.C.

II.IO W/A QUANTITY GAUGES 2. cHEcl( rnEspECT!\'Es cl.RculT BREAXER.
., CYL INCER I-IEAO ANO T. NC COFRECIIVE ACTION POSSIBLE II.I
HEATER TEMPEFATURE FLI CHT.
GAU GEg.
I
olL
SYSTEM
a
I
\
OIL SYSTEM
DC.6 sEcrloN PAGE
f5 1
OPERATING MANUAT 7t-t>57
"q{^
PAGE
lNoEx...... 1
c-+
A. 0lL TANK S.. ....

B. OI L COOLER AND CONTROLS. .. 2
C. OIL EMERGENCY SHUT-OTF VALVES. 2
D. OIL PRESSURE - TEMPERATURE - QUANTITY 1
E. 0tL 0lLUT|0N 7
OIL SYSTEM - SCHE\IATIC - DIAGRA'!I. 4
I l. opERsTt ON.
A. OIL COOLER CONTROLS. '6,
B. OPERATION WITH LOW OIL QUANTITY '5
c. olL olLUTlON PRoCEDURE. 5
o. REsrARTlfic s/tr-i olLUTEo olL.... 6
ilt. LIMITATIONS. 7
A. OIL QUANTITY 7
B, N0RMAL MAXIi/.UM OIL CoNSUr,,!pT10N.... 7
C. NORII{AL l,llNlt/Ull 0lL FOR TAXE-OFF 7
O. OIL PRESSURES AIiO TEIVIPEPATURES. 7
E. 0lLUTloN TlilE LiLr lTS.. 7
L8.9!gg._g!.qor-t-Nc. . . . . 6
A. HIGH OIL TENiFEriATL|RE...... I
B. LC,UJ 0lL TEIJPEF{ATURE. I
OIL SYSTEM D(-6
sEcTloN 15 PAGt e
11-t>5t OPIRATING MANUAI.
^,, ^
I . c ENERAT-
ENGINIE LUBRICATINE OIL IS SUPPLIEO 8Y FOUft iNOEPEND€NT OIL

sYsTEMs, oNE FoR EACH ENCtNE. EACH SYSTEM CONTA|r'ts A TANK, A CoOLIhC
RAOIAToR, ENGlrlE 0Rl!'EN PRESSURE ANo SCAVENCIt\lG PU[,]PS, ANo PRESSURE,
TEI,4PERATURE ANO QUANTI TY I f'IOI CATORS.
... OIL TANTS - ARE fuIOUNTEO FORUIARD OF THE RESPECTIVE ENGiNE FIRE-
IYAIL. EAEH TANK HAS A USAtsLE CAPACITY OT J5 GALLONS FOB ENGiIIE
OIL SUPPLY PLUS AOOITICNAL 2.5 GILLONS AVAILABLE ONLY TO THf
'.N
PROPELLER AUXI L I ABY PUMP,
8, oll gc9lEg A!0_r0Nl'BoLS - OtL lS C00L[D By A RAotATOR tNSTALLE0

IN THE OIL RETURN LINE BETWEIN Ti.iE ENGINE ANO THE TANK. AIL
TEMPERATURE ITi CONTROLLEO EY POSITICNING OF THE OIL COOLER A:'r
EXIT DOOR, WHICH CAN BE OPERATED BY IIIHER AN AUTOMATIC OR
MANUAL ELECTRIC CONTRO!..
T/HEN THE FOUR-POSITlON SELECTOR SWITCH I5i PLACEO IN

TTAUToMAT!cr, THE olL cooLER oooR is Au?olirATleALLy ccNTRoLLE0 By
A THERMOSIAT SENSING UNIT lN THE OiL RETURN Llt\E TO THE TANX.
EACH COOLER DOOR MAY ALSO BE MANUALLY CONTROLLEO SY PLACINIG ITS
SELECTOR SluTCti tN THE ropENI OR ilolosEon p0siTl0N, THEREBY
0VERRIOING THE THERMoSTAT C0NTRoL UNIT. THE {OFFil PoSITtON

WILL LOCK THE OIL OOOLER ANR EXIT DOOR IN THE SELECTED POSITICN.
C. OIL EMERGENCY qiUT-CFF VALVES - THE OIL EMERGENCY SHUT-OFF VALVE
ON EACH EI,IGIhIE OIL TANK CAN 8E CLOSEO BY PULLINIG OUT TI1E RE-
SFECTIVE FIRE EXTINGUIgHER SELECTOR VALVE HANOLE ON ThE IVAIN FIRE
CONTROL PANEL. IF THE PROPELLEB SHOULO FAIL TO FEATHER COIIIPL€TELY
ANO CONTINUES TO WIND[I!LL, THE RESPEOTiVE FIE,E EXTINCI]IShER
SELECTOR VALVE HANOLE CAN BE Pi,JSHED I T.i IINT IL IT I $ STOPPEO BY A
SPRINC LATCH. THIS lilILL OPEN TI{E OIL EMERGENCY SHUT.OFF VALVE
APPRoXIIVIATELY HALF WAY AND PCRMIT SUFFICIENT OIL TC ENTER THE

ENGINE TO PREVENT SEIZURE" THISi ACTICN WILL }NT OPEN THE FUEL
OR HYORAULIC FLUIO EIJiERGENCY SHUT.OFF VALVES.

DC.6
O IL SYSTEM
sEcTloN 16 PAcE 3
() PERATI I'I G [4AI'I UA I. 2-8-52
I.
^H^
GENERAL
D. .0lL PRESSURE - TEMPERATURE - aUANTITY
OIL PRESSURE IS MEASURED BY FOUR A.C. TRANSMITTERS

AND IS SHOIIN ON TWO DUAL INDICATORS ON THE ENGIIIE INSTRUMENT
PANEL. THE ENGiNE INSTRUMENTS INVERTEB SfIITCH MUST BE ON FOR
OPERATION OF THESE GAUGES. FOUR D.C. OPERAI'ED OIL PRESSURE
SUTITCHES ILLUMINATE A SINGLE OIL PRESSURE IITARNING LIGHT ON THE
ENGINE INSTRUMENT PANEL WHEN OIL PRESSURE ON ANY ONE OR MORE
ENGINES DROPS BELOW THE DESIRED OPERATING MINIMUM.
OIL TEMPERATURE IS MEASURED BY FOUR D.C. UNITS I{HICH

EXTEND INTO THE NACELLE OIL TANK OUTLET. TIIO DUAL OIL TEMPERA.
TURE INDICATOBS ARE MOUNTED ON HE ENGINE INSTRUMENT PANEL.
OIL AUANTI.II IS MEASUBED BY AN A.C. TRANSMITTER

CONNECTED TO AN ARM AND FLOAT MECHANISM INSIDE EACH NACELLE OIL
TANK, AND tS il{DtCATED BY TWo DUAL GAUGES MoUNTED 0N THE UppER
IIISTRUMENT PANEL. THE ENGINE INSTBUMENT INVERTER SITITCH MUST
BE ON FOR OPERATION OF THESE GAUGES.
E. OIL DILUTION SW.]fqHES . FOUR XON.OFFtr MOMENTARY TYPE SIIIITCHES ON
THE AFT OVERHEAD PANEL PROVIDE A MEANS OF DILUTING EACH ENOINE

--.> OIL SYSTEM. THE FUEL BOOSTER PUMPS ARE USED TO SUPPLY FUEL
PRESSURE FOR OII- DILUTION" FUEL FOR DILUTION IS TAKEN FROM THE
INLET SIDE OF THE ENGINE.DRIVEN FUEL PUMP; COi{SEQUENTLY A FUEL
PRESSURE DROP }TILL I,IOT OCCUR DURING DILUTION. THE PROPELLER

SYSTEM OIL CAN BE DILUTED BY OPERATING PROPELLER CONTBOLS DURING
THE DILUTION PROCESS.
OIL DILUTION SHALL BE ACCOMPLISHED BY THE FLIGHT CREIT
ITHENEVER THE AIRPLANE WILL BE ON THE GROUND FOR MORE THAN THREE
_> HOURSl ANTICIPATED O"A'T" IS BELOW 32OF, AND MAINTENANCE PER'
SONNEL ARE NOT AVAILABLE.
0lL SYSTET\I t)C- 6
sEcrroN 16 PAGE 4
()PERATING MANUAI.
tt-t>57
^$fl^
l. gro.EP'AL.. qlL SYSTEM - SCHEMATIq_
t
VTNT TO ort
ENGINE D IP STICK
PPTR
FI
NECX
,OIL TANK
( CAPACITY
37.5 GAL.
A.C,TRANSMITTTR, TOTAL)
OPERATES OIL PROPEI.LER
OUANTITY GAUGE AUXILIARY PUMP
IN COCKPIT OIL RESERVE
( 2.5 GAL.)
ENGINE OIL D C WANNING
SUPPI,Y STANDPIPT PR0PELLER SwTTCH opER-
AUXILIARY PUMP ATEs oIL
ENGINE OIL OIL SUPPLY PRESS.WARN.
TEMP. BULB STANDPIPE ING tIGH TIN
OIL EMERGENCY S VALVE OOOKPIT
OPERATED 8Y ENG EX -
TIN6UISHER STLT
VALVE HANDLE
OIL
tTO
LtNI
I
TO WATER
NJECTION
ENGIiIE EN6INE
DRIVEN
PUMP
.)
f
TO PROPELLER
A, C, TRANSMITTER
OPERAIES OIL PRESS,
OIL DILUTION
GAUGE IN COCKPIT
GOVERNOR pROpf SOLENI orD
AUXI LIARY
PUMP
VALVE
f
+ "33!"ts',',.
OIL RETURN
FROM EI,IGINE OIL 6OOLTR INLE I
orL coot ER atR
8Y. PASS VALVE
EREATHEF tINf
TO ENGINS olL
t AIR
DO OR
x
WASTE OIL
DRAINAGE CAN
t
TO E'JGINE RAIN
VALVE
a s
OIL COOLER OOORS
OIL COOLER
6\
A AAUTO\:ATIC N DOOR
COCKPIT OONTROL
0PrNo closr @1"';ll-49

closr
opENd octosE opiN
4ry
oprN t)crosE
SWITCHES
t234
o
fl ENGTNE orL SUPPLY E onarn aND ovERFLow

f-l pRopELLER FEATHERING orL suppLy I FUEL FoR oll DTLUTToN
EEI neruRu I crr PREssuRE
E-l vr ut Eiil paopellen TEATHERTNG otL pRrssunF
N anrarxrn
OIL SYSTEM
D(- 6 sEcrroN 16 PAGE 5
0PERATING ,r{ANUAt 2-q-<1
^W^
I I. OPERATIDN
A. OIL COOLEB CONTROLS - USE NAUTOIIATICTI POSITION AT ALL TIMES
UNLESS MALFUNCTIONING CONTROL IS INDICATED. IF DESiNED TIMPERA-
TURES ARE NoT MAINTAINED lN ilAUToMATIC'r, HoLD C0NTBoL SWTTCH lN

ucPENtr 0R TCLoSED'| poslTl0N AS DESIRED, THEN RETURN T0 oFF.
SEVEBAL MINUTES ABE REQUIRED AFTER SETTING IS MADE FOR OIL
TEMPEBATURE TO STABILIZE.
B OPERATION I/YITII LOtr-OTLQUAUIITY - IF OIL CONSUMPTION IS H IOH BUT
ENGINE OPERATTCN APPEARS T0 BE oTHERi{iSE NoRMALT oPERATION MAy
BE CONTINUED UNTIL OIL QUANTITY GAUGE BEADS APPROXIMATELY 2

GALLoNS. SHUT DoyIN ENGINE lF 0lL TEMPERATURT INCRtASES ABOVE
NOR!'AL OPTRATI116 RANGE OR IF OIL PRESSURE FLUCTUATES.
-->- c. OII DI I.SITOLP&OCEDURE
1" MAXIMUM ENGINE OIL TEMPERATURE tllHEN STARTIi\G OR DURI\G
- 50"C (SHUT DOI{N ENGINI IF NECESSARY).

DILUTION
2.. ENGINE RPM - 15OO RPM.
3. PLACE FUEL BOCSTER PUMP SWITCHES IN 'ILOW'"
4. HoLD olL DILUTIoN slurcHEs ',oNil FoR oNE M|NUTE. snIULTA-
NEOUSLY OPERATE PROPELLERS FROM FULL LOVY PITCH TO FULL HICH
PITCI.I SEVERAL TIMES. REDUCE ENGINE SPEED TO 1OOO RPM AND
coNTINUE T0 DILUTE 0lL, AFTER 0PERATtCN 0F PR0PELLERS, FoR

ONE MINUTE. OPERATE PROPELLERS ONCE INTO FULL REVEflSE AND
OUT. (TOTAL DILUTION TIME . Tf{O UINUTES.)
5. SHUT OFF ENGINES, RELEASII{G OlL DILUTION SYIITCHES AFTER
ENGINES STOP.
6. FUEL BOOSTER PUMPS trOFFI'.

OIL gYSTEM
D(-6
SECTION L6 PAGE 6
()PERATING MAilUAI
2-8-52
"W^
I I. OPERATION
----) D. RESTARTINE WITH D]LUTED OIL
1. START EIGINE AND OPERATE AT lOOO RPM (AUTO RICH) UNTIL

oiL TEMPERATURE ReacHgs 4ooc.
2. iNcREASE ENcINE RRd ro 15oo ANo cHEcx otL pREssuRE (oluurro
oll wtLL RESULT tN LolilER pnrssunE). HoLo 15oo RpM UNTIL
oll TaMpERATURE RIsES To 5o"c ANo 0lL pREssuRE ls NoRMAL"
3. OPERATE PROPELLERS FROM FULL LOW P'TOH TO FULL H'CH PITCH
SEVENAL TIMES-
l+. eHEcK 0iL QuANTtry pp!oR T0 TAxE-oFF.
pAUl.!g!: 00 NoT ATTEMPT TAXE-oFF UNT|L ALL 0tL PRESSURES
ARE NoRMAL AND ENGTNE otL TEMPERATURE ls 4occ oR
r-r I 6}{f,R"
qq; ct}frl!'lG rHE FTRST Houit 0r F!-tGHT, lN0l0ATED 0iL coNgut"{P-
T IOI,{ UA'f 8E HI GIj[R TI-IAN NCRTiAL UNTI L ALL TRACgS OF FLIEL
0l sAPPE&fiD
OIL SYSTEU
16 rrce
#^ Sfif^,,nu ilArruAr
SECTION
?-q-< t
7
il1. lLlu-ru
A. olL QUANItry - (urx.J lt.S clt s./exc.
MtNtut, FoR opERATtot{ - 2 elLs./et{c.
B. NoRMAT- uAxrMW orL coNswprroN !N FLrcHr - 10 Qrs./xn./EHc.
C. NORMAL I{INIUUU OIL FOR TAKE.OFF.
34 cnutons PER TANK - tF otL l3 c0L0.

,5 eALLONS PER TAI{K - lr oll ls HoT.
D. otL PRESsuREs AND TEMPERATURES - 8Ee rpowEn PLANTT sEcrl0N

OF THIS I'ANUAL.
+
o IL SY STE}' D(-6
rr oN PAGE
EC
LL-t>5r"
16 6
OPERATING II4ANUAt No'
lv. TRoUBLE SHooT!Nq
A. HICH olL TENP- 1" opEN OIL COoLER O00R MANUALLY. lF THIS
ERATURE. RESTOREg 0lL TEMPERATURE T0 NORMAL, oPERATE
0lL OOOLER D0pR MANUALLY FOR REI"4AINDER OF
FLIGHT.
z. otL cocLER rcoNTRoLrr clRculr BREAKER.
cHEcK
1" tF O.A.T. tS VERY LdJ, otL RAoIAT0R MAY BE

COI.IGEALEO. CLOSE OIL COOLER OOOR MANUALLY
ANO OIL RADIATOR TO I1ARM UP. IF OIL

^LLOW
TE[{pERATURE oECREASES, RETURN T0 AUToMATIC
c0NTROL.
4. tF coNglTtoN sTtLL Exlsrs, REoucE ENcINE

P0\rlER T0 HOLO 0lL PRESSURE AND TEIVIPERATURE
Wl THIN r,,lAxllyluM 0PERATINC LlMlTS. lF UNABLE
T0 o0 so, SHUT oolvN ENc I NE.
B. LOV OIL L CLOSE OIL COOLER DOOR MANUALLY. IF THIS
TEI/P ERATURE. RESTCRES 0tL TEMPERATURE T0 NoRi/AL, oPERATE
OIL COOLER OOOR MANUALLY FOR REMAINOER OF
FL I GHT.
z. cHEcK otL cooLgR rrcoNTRoLn clRculr BREAKER.

OXYGEN
SYSTEM
o
x
o
m
z
l7
I
OXYGEN SY8TEM
DC-5
srcrrox 17 pae r 1
OPIRATIN6 MANUAT t1.-t>rl
^W^
PACE
lNpEx,.. 1
1. cENERAL. a-4
Ao CoCKPIT SYSTEM. ........ . 2
B. CABIN SYSTEM .........r. p-3

c. V,'ALK AROUNo BoTTLE. .. . . . r ..... . J
Do PASSENCER MASXS - NUMBER AND LOCATI0N ....... 1
OXYGEN SYSTEM SCHEMATIC - DIAGRAI\I. 4
II. OPERATION..
A. COCXPIT SYSTEM.... 5
B. CABI'I SYSTEM 5
CO WA!.K AROUNO BO?T[-€. 5
ilt. Ltlitl TATI ory!. .. ..... . e....

A. OXYEEN CYLINDER PRESSUHE... o
B. C.A.R. OXYGEN REQUIREMENTS. o
Co oURATION - c0CXPlT SYSTEM.... 6
D. DURATION - CABIN SYSTEI.........o.i 6-7

E. OURATION - WALX AROUNO BOTTLE. 7
I V. TR0U8L-E$991'l NG I
Ar NO OXYGEN FLOV{... I
OXYCEN SYSTEM
DC-6
SECTION L7 PAGE 2
tl-Lcr51 OPTRATING MAIIUAL rW^
I. EENERAL
A. COCTPIT SYSTEi,I - tS HIGH PRESSURE DEMANO-TYPE, COMPLETELY IN-
OEPENOENT CF THE CABTN SYSTE}'. OXYGEN IS SUPPLIED FROM A
cltINDERToREGULAToRSANDMASKScoNVENIENILYAccESSIBLET0THE
FLI GHT CREW.
THE CONTROL ON EACH REOULATOR IS SAFETIEO IN THE
rloortr oxYeEN PoslrloN, READY FcR EMERGENCY usE. A sEcoND

POSITION - ;NORI*iIALI . OF THE REGULATOR CONTROL IS USED l.iIHEN
oxYGENIsREQUIREDFoRoIHERTHANEMERGEN0YUsE.INTHEnNoRMALfl
POS! Tl Oli, OXVG eN FLOW l8 AUT0i\'lATl CALt-Y LTiETERED ACCORDING T0
CABIN ALT!TUDE AND REQUIREMENTS OF THE USER, ANO IS THEN MIXEO
IJ\IITH COCKPIT AlR AND DELIVERED ?O THE MASK' OXYOEN FLO\I'J TO EACH
MASK IS INOICATED BY A BLINXER-TYPE FLOUI INOICATOR ON T;'I€ RE-
SPECTIVE REGULAIOfr. EACH MA8K I S CONNECTEO TO ITS RECULATOR.
A SYSTEM SHUT-OFF VALVE IS INSTALLED ON TOP OF THE
SUPPLY CYLINOER. ACTUAL CYLINDER PRESSURE IS INDICATEO ON THE
PRESSURE CAUEE ONLY WHEN THIS VALVE 13 TURNEO ON.
CABIN SYSTEM - lS HIGH PRESSURE CONSTANT-FLO!/1' TYPE, COviPLETELY
INDEPENDENT OF THE COCKPIT SYSIEM. OXYGEN IS SUPPLIEO FROM A
cvr-tHoen(s) To AUTci/lATlc REcULAToRS ANo 0uTLETs coNVEI'llENILY
LOCATEO THROUGHOUT THE CABIN.
THE RECULATORS FUr'lCTlCN TO AUT0MATICALLY CONTROL
OXYGEN FLOW ACCORDINC TO CABII'J ALTITUDE. EELO/'.I A CABIN ALTITUOE
oF 6000 FEET, oxYeEN rLoll/ ls suFFiclENT To SUPPLY ryFlvE CABIN
OUTLETS. ABOVE SOOO FEET, OXYGEN FLOW IS SUEFICIENT FOR ALL
PAS SENGERS.
A SYSTEM SHUT-OFF VALVE IS INSTALLEO ON EACH SUPPLY
cYLINDER.ACTUALcYLtNDERPRESSUREISINDIcATEo0NTHEAoJA0ENT
PRESSURE GAUqE ONLY W,IEN THIS VALVE IS TURNED ON.
To: OC-6 Pitots and Flight Number a\9-52
Engineers
April p, L952
From: Operatlons Department
SubJect: Crev Oxygen Masks
File in DC Operating Manual,

folloving Page 2 of Section 17.
Thls bulletln sppersedes bulletin
L26-52 whieh should be removed
and, d.estroyed..
Scott full--face oxygen masks are being installed. at

the Captain's, Flrst Offlcer's and Flight Engineer's
stations on all nC-6 type aircraft. These replace
the present oral-nasal masks and. smoke goggles.
The new masks, vhich incorporate goggles and mj-cro-
phone, are stowed. ln boxes, one belov eaeh cockpit
sid.e vlndow and. one at the rlght slde of the flight
--.> d.eck entranee. A full--face mask, vithout mlcrophone,
is being attached to the d.emand outlet on the por-
table (valk-around) olrygen bottle"
The Captainrs and. First Offleerts mask microphones
are actuated. by a button on the respective control
vheel. The Fllght Engineer's mierophone is actuated.
by a svitch located on the forward edge of the radlo
rack" You are requested to famillarize yourselves
with use of the ful1-face mask and mlcrophone.
Oxygen flows are unchanged for**he ner-t;pe masks.
W. W. Braznell
Dir. Flight
Distrlbution
List: 606 issue !
klntod 1n USA
OXYCEN SYSTEM
DC.5
sEcTloN t7 PAGE ],
OPERATING MANUAI. LL-L>51
^W^
I. EENERAL
PERMANENT AiID OISPOSAELE PLUC-IN MASKS ARE CARRIED

IN THE CABIN.
c. wALx AROUNO qpTTLE - MAY BE USED WITH EITHER DEMANo 0R CONSTANT-
FLOVy TYP€ MASX; AUTOMATIC REGULATIOI\ oF OXYCEN FLOW lS PROVIoEO
lN EITHER CASE. A DElilANtr-TYPE l,lASK I S CONNECTED T0 THE BOTTLE
AT ALL TITIES, REAOY FOR EMERCENCY USE. WITH THE OEMANO MASX,
ont-y :.ool oxycEN cAN BE oBTAlNEoo A pLUc-tH TypE FlrrlNe pER-
MtTS THE USE OF A CONSTANT.FLOW TYPE MASX AND OILUTEtr FLOW FOR
TNoRMALT usE. TlrE cAUeE REAos BoTTLE pREssuRE WHEN THE vALvE
I S oPEN 0R CLoSEo.
D" PASSENCER MAS(S . IIUIES_JNI! LOqATION
1. oc-6 olvpt-lltEs Arug oc-6e

12 -
MASKS TOP S}IELF OF FORI,YARO CABIN COAT COI,PARTIIENT.
47 MAsKs - !N sEALEo cnnrou(s) gro,veo lN cABINET ovER

AFT COAT COUPARTMENT.
z. oc-S stEEpens
12 MASXS - TOP SHELF OF CABII{ COAT COMPARTMENT.
42.MAsKg - lN sEALEo clntor( s) sroilEo uNoER srEN,ARoEssrg
SEAT.
,. oc-6 atncoecHes
12 MASXg - TOP SITELF 0F CABIN COAT COMPARTMENT.
5o ransxs - ttr sEALED cenrox(s) sfo$rEo tN BorroM oF coAT

@}PARTUENT.
OXYGEN SYSTEM
sEcrtoN L7 PAGE 4
D(-6
LL-L>51 OPERATING II,IANUAI.
I. G ENERAL
^${^
(oo
2-
s=
u=q0)
o9u
iI
GL
CI
?;
EO
uG
>o2
xFU< _3
p=^ 6F
6UgJO
- JZc@ io^
=3
=.Pt
b336 oa>
=53t6
cloJoo 2- OO
u!: G
9ibH xo
>=-
;t; [*it
o OL,
(ror
; sa5 E=o
fil
o
Orrr
S o
F
UU F
E> U
<J J
o< F
l
o
Ig
UN
ts- o
: 5
oJ o oO
>E U
oc o
G
E*s ::
E
'
U
F
io'-i
9Eoz 35^
6
-u<O
giis ouo
=3=
-o.,
srIi LlFu E
:"*i
ourd
C'
F
::85 J
3
0
H;3 U
E
-i
z<
a-
F
CO
<2
o<
o
F
U
J
F
:s rir
ta
r6
E
o
F
5-
'ta t J
o o< J J
F ;5
:6:f,^
-ro GI
u
f
0
=Ee
uo3 a
la
q i16o- UO U
a=o
Jc^ u 1z o U zz E L :I E"q
aUn F EI
=t*Hi
ub"cd 0
zE
E c
I
o
F
F
U
96uf,d uOF
U
o o
o :6;:d
Ef;ii;5 - J
3:;e: r{ F- o xelql
iStr j' 9F6

F
a3 2 3E
5
o EOF-J 2d pI o .E Bh:
=oo
zGEu< JU
z_ o<<6v EG U Ei*E<
U+ tz
*:i:; ct I oo OLe
OF ts< l
>G
XU
oo o
=
OXYGEN SYSTEM
D(-6 sEcrroN PAGE
17 5
()PERATING [,tANUAT
L7-t5-5L
^W^
I l. oPERATION
A. COCKPIT SYSTEM
1. opEN vALVE oN Top oF cyLtHoER (coururgRctocxwt sE).

2. cHEcK REcULAToRS FoR DEslREo sETTlN0 (ron olHen txrH
EIIIERGENCY USE BREAK WI RE ANO RESET REGULATOR TO IITONIUALII).
3. cLosE vALVE oN cyLtNoER ANo RESET REGULATon to looF wHeN
SYSTEI'4 I8 NOT IN USE.
4. REcoRD usE oF cocKptr oxyeEN lN Loc BooK.
B. CABIN SYSTEbI
1. opEN vALVE oN Top oF cyLuloER (couNtsnclocxwtse) (0ru etn-

coAcH usE oNE cyLlNoER UNTIL suppLy OROPS TO 50 pst - THEN
CLOSE TH I S CYL ll.lOER ANO OP EN RE SERVE Cyt t t"oSn).

2. PLUG MASKS INTO DESIREB OPENINCS ONLY WHILE IN USE - IF
PASSENCER oISCONTINUES USE 0F gxYeEN, REMOVE MASK FROM
0UTLET lr.tv1EDIATELY TO CONSERVE SUPPLY.
1. CLOSE VALVE ON CYLINDER WHEN SYSTEM IS NOT IN USE.
4. REcoRD usE oF 0ABIN oxycEN tN LoG BooK.
C" WALK AROUNO €OTTLE
1. opEr.r vALVE oN Top oF cyL tr,roER ( couxrERcLocxwt srE).

p. usE DEMANo MAg( FoR iElaEnqErucyr usE; coNsrANT FLo/v oR
oEMANo MASK FoR NoRMAL usE. (aeuove coNsrANT FLol/v MASK
FROII BOTTLE \qHEN NOT IN USE TO CONSERVE SUPPLY.)
3. CLCSE VALVE 0N CYLIi\0ER WHEN SYSTEM lS tbT tN USE.
4. REcoRD usE oF WALK ARouNo cyLtNoER !N Loe BooK.

OXYCEN SYSTEM
sEcrtoN t7 PAGE DC-6
6
Lt-7>57 OPERATING IUAI{UAL
^W^
II l. LIMtTATtONS
A. MAXIMUM ANO MINIMUM OXYCEN CYLINOEfi PREEgURES
MAXI MUM
(rull eyl!lvoEn) MtNtMuu
1. cocKPtT.. 1800 Psl .1200 PSI
z. cABlN.. ...1goo psl .1zoo pst
3. WALK ARoUND. 1800 PSt 15OO PSt
rNoTE: oxyoEN cyLlNoERs MUsr BE coMpLETELy FULL FoR NoN-sTop
FLtcHr ovER THE FOLLoWINc RoUTEg: CHt-LAX, TUL-SFO,
OAL-SFO.
C.A.R. qXYCEN REQUIREMENTS
wtTH THE ABOVE MtNIMUM CyLINOER PRESSURES, ANo WtTH THE

REQUIREO NUMBER OF OXYGEN MASKS ON.BOARO THE AIRPLANE, TH€
MAxtMUM pERMlsslBLE opERATtNc ALTIruoE FoR THE oc-6 nhro oc-6a
ISi 25,OOO FEET. IN CASE OF EMERGENCY OR E)PLOSIVE OECOMPRESSTON,
HoWEVER, DESCENT SHOULD BE MAoE T0 14rO0O FEET OR TO MINtMUM
TNSTRUMENT ALT|ruoE lF ABoVE 14rooo FEET To coMpLy wtTH c.A.F.
PASSENGER OXYGEN REQUI REMENTS.
c. DURATI ON - IT SYSTEM
.BASEO ON CYLINOER PRESSURE OF 12OO POUNDS THE APPROXI-

MATE OURATION OF COCKPIT OXYCEN SUPPLY FOR COITTINUOUS USE BY
THREE COCKPIT OCCUPANTS IS AS FOLLSVS:
FLOW
CONTROL
SETTING ALTITUDE OURATION
l
NoRMAL lorooo 4 xRs. e5 urr,rs.
NoRMAL 15rOO0 2 HRS. 57 M|NS.
toofr ANy ALTlruoE 1d MINS.
0. DUHATICN - ABIN SYSTEM
1. BASEO ON A CYLINOER PRESSURE OF 12OO PSI, THE APPROXIMATE
DURATIoN 0F cABtN oxyoEN suppLy FoR FtvE pEopLE (corurtuuous
usE) ar 0ABIN ALTITUoES BELow 8,ooo FEET IS AS FoLLoll,s:
TUOE
ALTI OURATI ON
JrOOO FT. g HRS. J5 M|NS.

,ro0o FT. 7 HRS. O ivitNs.
7roo0 FT. 5 HRS. 10 MINSo
OXYCEN SYSTEM
D(-6 sEcTloN L7 PAGE 7
OPERATiN6 MANUAT Lr-l'.-rL
"W^
Il r. LtMlrATloxg
2. BASED ON A CYLINDER PRESSURE OF T2OO PSI, THE APPROXIMATE
DURATION OF CABIN OXYCEI! SUPPLY FOR CONTINIJOUS USE AT
ALTlruoEs AtsovE 8,ooo FEET ls ns rcutoarsl
NWBER OF APPROX I I/!ATE DURATI ON

ALTI TUDE PASSEN GERS DC-5 DAYPLANE & SLEEPERe DC-68 AIR COACH
t 20 HRS. 12 MINS. 27 HRS. 20 Ml NS"

10 2 HRS. tr. MIN. 2 HRS. 44 M!NS.
1Cr000 FT. 2q ,+8 url r.is. 1 HR. 5 MI NS.
5o a4_u I rus. 12 MINS.
75 2a Ml NS.
1 18 HRs. 1o MINS. 25 HRS. 5 M!NS.

10 1 HR. 5t Ml NS. 2 HRSr JO MINS.
15,000 FT. 2i 44 MI NS; 1 HR. C M|NS.
50 22 MI NS. lo MlNs.
75 21 MtNS.
1 t5 H RS. 22 MI NS. 20 HRS. 50 MiNS.
10 1 HR. a, MI NS. 2 HRS. 5 MINS.
20,0c0 FT. 25 77 MI NSO 50M I NS.
,o
'7q
t8 MINS. 25M I NS.
1gM I NS.
1. 12 HRS. 20 M NSo T5 HRS. 4o M I NS.
10 1 HR. 14 M NS. 1 HR. l+o M I NS.
25,000 FT. 2a zu ItlS o 40 |, I NS.
50 t4 hls ?o M t NS.
75 1l+ MI NS.
E puRAIl 0N_- v,rALK_A89UNo BOTTLE
BA.SEO 0N A CY1-INDER PRESSURE OF 1500 PSl, THE
APPROXIMATE DURATIOt'l OF vrALX AROUND OXYCEN SUPPLY FOR CONTINUOUS
USE I9 AS FOL-IOWS:
FLOVJ OURATI ON
CONSTANT FLCT\' ONLY 1 HR. 40 M|NS.

DEMANO FLO\,I, ONLY 15 MINS.
BOTH CONSTANT FLO', AND OEMANO FLOUI 10 MINS.
OXYGEN SYSTEM
DC-6
SECTION 77 PAGE 8
Lt-/>51 ()PIRATIHG ilAt{UAI
lV, rRouBLE_sHo_q]lIg
TROUBLE CORRECTI ON
A. N0 OXYCEN rLgV{" 1" CHECK OXYGSN CYL'NDEF PRESSURE.
?.. CHEOK CYLINOER VALVE FOR FULL TOPEI.IT.
1. CHECK oXYGEN MASK L|NE FOR KINKS ANO
PROPER CONNECTION.
POWER
PLANT
T'
o
{
m
p
.E'
r
z
Ia
POIIYER PLANT
Dt-6 sEcrroN 18 PAGE 1
OPTRATIN6 MANUAI LI-L>5L
"W^
P&CE
I NDEX.. a
s.guERAL..
A. WATER IIlJECTION SYSTTIJ. 2-4
\ryATER-ALCCHOL SYSTELTt SCHEMATI0 - OIAGRAM. 1
8. TvIANUAL SPARK ADVANC[. l+
I l. 0P-q33I"pU. >9
A, CfvtER0ENCY TIREWALL SHUT-,!FF VALVE.. tr
3. ENG I NE STARIi NC. tr

C. WATER INJECTION."". )
0. lvlANU,qL SPARK AoVANCE,. 6
E6 a-0wER sH i rTl Ne. b-i
F, P0I/ER SErTlNA...... 7-9
6. CAR3'JREiOR PREHiAT" q
H" CAftr'iuR[',TOR AtCCl"{0L. a
l. Olr- Dl;UTlON"."". q
.J. PROPELLER T'ATiERI}iO AND UI{TEAT!ERIN'"",.. o
K. C0{,1- FLAP I'IOTI)R FA!l-Utl[ - 0PSRATi i!\i. , .. ,

!! r. u-!-Llallcjts. 10- i2
SP/{8K ADVAtICE" 10
o {JATER Ii{.JECTICN. 10
c" DC-6 EN0iriE OpraAi!\G LtMiIAT!ONS Ci"iAqT"" 11
0. D0-sil INc I itE 0pffiAT lNri L I Ml T,f\Tl 0N5 ci.rAR'r. LT
r v" rRo LjBL--! JIg_0-I-N.q.. . . ti-1tr

A. ENC I N5 WILL NoT TrlttN.. , t1
B. ENG i NF: fI ILI. NCT START - TUQi.i,q CK. 1-<
c. p;0? gTcps suooE$iLY DURtNc cRAr.,rKiN;...., L3

D" C!! paalssuill LO$ - ArTER STAitTiN0" 17
E" 0lL PRrSJUitE Loli OR 2EA0.."." a+

r" EXCESSIVE QIi CoNSUI!,IPTlON. , t,
fi. LQ\! MAN t FCL ) P Ra SSUR E" , " , 1ii

"
H. [N!l\r R0ij{.]}r 0t BACKTi llNG..". L'
POIVER PLANT
sEcTtoN PAGE Dt-6
18 2
Lt-!751 OPTf;ATING filANUAt
^$fl^
t. cENERAL
rne oc-6 eNo oc-5e AtRpLANES ARE porrvEREo By FouR 18

CYLINOER PRATT ANO WHITNEY ENCINES, EACH EQUIPPED WITH A BENOIX
STROMBER0 INdECTICN CARBURETOR, BEN0I)i SCINTILLA LOr! TENSI0N lCNlTlC,N

SYSTEM AND A TWO SPEED ENGIhIE*DRIVEN SUPEftCHARGER. WNTER INdECTION
Is tNSTALLEo oN THE oc-5s our-Y.
A. irrATER |!JE.CJI0N STSTEM
WATER/ALCoH0L ts suppLiE0 Ffr0M A SEPARATE TANK AND
PUMP, AND DELIVEREO T0 EACH ENGINE MIXED yrlTH THE FUEL AT THE
FUEL DISC}iARGE NOZZLE. AOOITIONAL TAKE-OFF HORSEPOVfER IS
OETAINEo THR0USH U3E OF rIvATER INJEOTIc.N SINcE rxe wnrrnIelcoHo|.

MIXTURE SJPPRESSES DEToNATI0N, fHUS pERMlTTlhrc THE USE 0F HIcHER
TAKE-0FF MANIFoLD PRESSURE ANO AL$O LEANING OF THE FUEL,/A!R

MIXTURE TO BEST POWER F/A RAT|C.
WH EN A'.] ENG I N F i3 SuNNtNc ANo Th[ w/A 9/ ITCH I S TURI.]ED
g$.__rh'E F0!Lo!-ug-_q!-auR8 | raqltAle :

1. UJATER INJECTION SYSTEM I$ PRESSURIZEO UP TO THE WATER RE-
EULATOR I,iETERItic PRE$SURE CCNTI.:OL VALVE

2. CARBURETOR FUEL OERICHMENT VALVE CLOSES"
1" VA PRESSURE wARNll'lq L lcHT lLLUM1NATgs.

I+" INBoARo ENGINE w/A PRESSURE GAUGES REAO ApPRoxIMATELY 28
PSI - OUTBOARO ENGIT\E SAUGES FEAO APPRoX!MATELY Jo Pst.
,. VAPOR VENT SOLENOIO VAI-VE OPENg TO BLEEO A!R ACCUMULATIONS
FRoM w/A REGULAToR.
WHEN THE THROTTLE I S THEI.,I ADVANqED ryAROS TAKE-OfF

P0I{ER- THE FOLLoVJ| Nc oqqulsi
1. AS THE THROTTLE tS AoVANCE0 PAST J5r XO, Wll ls pRopORTioN_
ATELY METERE0 TO EACH ENGINE By tTS FL0W REGULATOR, AT WHTCH
Trv.E THE !1,/A PRESSURE GAUGES !!tLL SHOW A oECREASE OF

AppRoxtMATELy 5 pst"
NoTE: wATER/ALcoHoL pRrssuRE 0R0p isi THt oNLy IND!eATtoN
oF w/A FLotv DURItic TAKE-OFF.
POWER PLANT
DC.6 sEcTloN PAGE
18
OPERATING MANUAL LL-t*51 '
C ENgRAL
sn8 'c'0 I <b5=

o
L ,.662 g o
F
F
, '-
o :-uu
oF
<o
oa
zZ F
d
o
zz99 Oo
Ga
E F Ygo
- r6
<l e;i
==:
66>
0
=
z !E= H !z 'o E
E uzl 1u
c z
J =
o d 3?t,-5
o E D
g>,ril &
e
G E
>2zrs Od=
F o
F
E >FZiL o
G
! e>:oi FO uz -
z= o
o
doE<o
uL
* ui:
-2y2 I
o
=
l
c;
@
= *B z i.6v4^ 2
c
z o eH-
F
z '91
oz3 F 1!rEi; ;
9 a 3;q 9)z I
F o0
o osY !87 Iiai;H c G
i:] ,B !EJ:O>
o
z Zu lsz 9E: = Zo
-E=o ;3i
z
J xE- +"
tuF EF, r EsE >-
co N d;z
<az ;?= & et o E . -oE
3 o-o ooo 31i F &r 2
2
E AF) J
o
e ilYi=3 E
E ;<< o
F e >;;d =c oG
Jo
FZ oJ oo ts
zO zoq.L=!
GJ
:U sTEPE
,zFLz l
Fo
= ,6 F o
z GL -o=:- E
I
o )
E
q F
59-
E E a :-<
a- o 0 = e -G
o-o = G@
o F zoc
fr=r 6 z
f,
EtsL =
c tZ i
drY
6=
r =d - zlo
\_o i gi =
'Jg - EF
a<
$o
Fl o
o
]o
ts
?
u; F
c z
f f
=
= J
& o
A I
E,^ o
o
<Zz
o=u J
o )
-o! =
5Bt
E
o E 4 Z
o
z o
t -2 o G
lcu ts F
<o:
o
a
- l\
oE ,
6
Ptz rEu
zFu F= )
U uoF J
EIE &
JO
N=
OE
*i=
>o< a
98.
EOo
G
sr;! zE o-o o
E EEt E
2 E og Juui!
QOE J EZ UFFL F
J :u<L
G
tG L:=> -
9i
o<
=
INTzl ffi
POWER PLANT
DC-6
sEcTtoN 16 PAGE 4
tL-ty5t ()PERATING MANUAL
"ufl^
I. CENERAL
I,,HEN l/v/A SYSTEM I s TURNED oFF AFTER TAKE.oFF. THE

FOLLOI'T ING OCCURS:
1. FUEL FLOrr' tND t CATI0N I r,iCREAgES.

2. w/A PRESSURE lrARNtNe LtGHTS eO OUT.
1. VA PRESSURE DRoPs TO APPRoXIMATELY 10 PsI. SINcE THE ll,/A
sysTEM l8 ooMPLETELY tSOLATSD By CHECK VALVE$, lT l8 mRMAL
FOR SOME PRESSURE INDICATION TO SHOW AFTER THE SYSTEM HAS
BEEN TURNED OFF.
FOR EMERCENCY OPERATION REQUIRINE THE APPLICATTON OF

MAXIMUM POIT/ER THE SYSTEM MAY BE TURNED ON AT ANY TIME.
B. I'ANUAL SPARK AOVANOE - FOUR SIIIITCHES PROVIDE A ilTgANS FOR MAN-

UALLY AOVANCINC THE IENITION TI}IINC (SPANT) ON EACH ENCINE FROII
THE NORMAL 2Oo BTC poslTtoN T0 e5o BTC, THE ITAKE-OFF & CLtMBi
POSITION OF EACH SWITC}i IS THE 2OO BTC SETTINC. THE TCRUISE-
spARK ADVANCET pOSlTtoN ts THE 25o sTc sETTtNe.
EACH SPARK ADVANCE $TITCH CONTROLS AN ELECTRlCALLY
0PERATED 0lL sELEcroR vALvE oN THE €NclNE lflHlcH slHEN opERATE0,

AOVANCES THE SPARI(. THE MACNETO ANO ACTUATOR MECHANISMS ARE
SPRIM LOADED TO THE 2OO BTC PO8ITION ANO WILL AUTOMAT!CALLY

RESET THE SPARK TO THIS POSITION IN THE EVENT OF SYSTEM OR
ACTUATOR FAILUREi
A SINCLE CIRCUIT BREAXER OiI THE MAIN CIRCUIT BREAKER

PANEL PROTECTS THE FOUR SPARK AOVANCE CI RCUITS.
POIVER PLANT
DC.6 sEcrloN PAGE
18 5
OPERATING MANUAI. rL-7V5L
I I. OPERATION
A. EMERGE\CY FIREWALL SIIUT-CFF VALVE - PULL OUT THE RESPECTIVE

HANDLE TO STOP THE FLOW OF FUEL, OIL ANO HYORAULIC FLUID TO THE
ENG I NE.
B. Etiil lt\iE ST.ARTING
1. IiORI\iAL STARTII.IO INORfulAL OPERATII\G PROCEDUREST

- SEE SECTION
OF THI S MANUAL.
STARTINC ON SH IPI S BATTERI E3 I SI PERMI SSI BLt' ONLY WHEN AN
EXTERI]AL SOURCE OF D.C.. POilER IS NOT AVAILABLE AND W'TH AIR-

PLANE BUS VOLTAOE OF AT LEAST 22 VOLTS. BEFORE STARTIIIG
ENGtNES, TURN OFF ALL ELECTRTCAL UNITS !'/HtCH ARE NOT ABSOLU-
TELy NEEDE0 ( r(cluotne rnventens).
AFTEF. STARTI6Iq /J ETjGINE, SET R.P.M. AT looo ANo TURN oN

ENGINE GENERATOR ANO Et.iGIII,IE INSTRUMENTS TNVERTER S/TITCH. AFTER #4
Er(ctNE HAS BEEN STARTED, SET R.p.fi. AT 1000. ELECTRTCAL EQUtPMENT
I,]AY THEN BE OFERATEO AND REi,IAININC ENGINES STARTED IN NOR|UAL fuIANNER.
c. ViATER I IidECTIOTi
N R!4!__a.E-E8AI_S!
A. USE V//A SySTEtui FOR ALL TAKE-OFFS REGARoLESS OF TAKE_OFF

GROSS WEIGHT.
B. BLEEO W/A SYSTEM OURING EI,IGINE RUN-UP PRIOR TO TAKE_OFF.
c. TURN W/A SYSTEM Oti JUST PRIOR TC ApFLylNG T.O. POWER _

(n.p.r,l. MUST BE ABovE looo) - cHEcK uJATER pRESSURE.
O. NORMALLY TURN W/A S1!ITCHES OFF II,TIIEOIATELY AFTER MAKIN6
EIRST POY/ER REOUCTION AFTER TAXE-OFF gUT IN NO CASE UI,ITIL
MAI'IIFOLO PRESSURE HAS BEEN REDUCEO rO 5)N HC OF LESS. -
(ltotE ruat FUEL FLO1METERS SHOrt! ENRTCHMEST SHEN w/A
gTITCHES ARE TURNEO OFF),
W/A SYSTEM FAIT URE ON TAKE-OFF

A" REOUCE RESPECTIVE THROTTLE TO 5)O HG II",MEOIATELY.
B. TURN IOFFI RESPECTIVE W/A SWITCH IIIL1EOIATELY.
POWER PLANT
D(-6
SECTION L8 PAGE 6
,-\fl^
()PERATING MANUAL
t7-LV5L
ll. 0PERATloll
O. MANUAL SPAR(-AqVANCE
1. TAKE-OFF & CLIMB
A. iTAKE-OFF AND CLIMBi POSITION

SPARK CONTROL S'{YITSHES -
( terutrt,rru 2o" erc).
2. AFIER LEVELING OFF FOR CRUISE
sET SPARK coNTRoL swlrcHEs ro ncRulsE - SPARK
ADVANcEn PoslrloN (lerulrlou 25o BTC) FoR ALL cRUlsE
OPERATION. REFER TO PAGE 8, THIS SECTIOIi, FOR DETAILED

P ROCE DU RE.
1, PRIOR fO -sTARTr',.1G
DE_S_C-ENT
A. nTAKE-oFr ANo cLlMBr PoslrlrN.

spARK coNTRoL s.{lrcHES -
E. BLOTVER_Sl{-l-:-lLl!!
1. NO-ITMAL,OPE-!,AfIOU - SEE HI'IORIINL OPERATI),IG PROCEDURES'J SECTION
OF THI S LIANUAL.
2. BLC''!ER SHIFT FAILURE ON GROUNO
A. RETURN BLOTflER S$i tTCH T0 ORl,3 INAL pOSl TION IMMEDI ATELY.
B. WAIT 2 MTNUTES FoR CLUTCH FACI\GS TO CoOL.
C. MAKE SECONO ATTEMPT TO SHIFT 3LOI1/ER - IF BLOWER FAILS TO
SHIFT, RETURN TO ORIGINAL POSITII)N ANO DO NOT ATIEMPT

FURTHER SH I FTt NC.
O. IF ENROUTE CONDITISNS PERMIT, TAKE-OFF MAY BE MADE WITH

FAULTY BLOIYER STUCK lN LGt-pOSlTlD\, BUT CNLY AFTER
MAK I NG FOLLOU' t I.IG CH ECK:
1. RUN ADJp.aaNT ENGINE To 4on Hc.

z. RUN ENctNE wlrH QUESTI0\ABLE BLT,ER To 4o'r H6.
1. lF Rop.M, Bf,tEp ANO TTROTTLE PoSITION 0F BOTH ENcINES
ARE APPROXIMATSLY THE SAME, BLCT\'ER MAY BE ASSUMED TJ

BE IN,LO'{ ANO SATi3FACTOEY FOR TAKE-OFF.
4. lF R.P.M. lS APPROXIV,ATELy 1JO LOVJER, BtvlEP I S Ii TO
20 LOV!,EE ANO THROTTLE POSITIDN lS AFT 0N QUESTITINABLE

€N6INE, BLO"TER lS STUCK lN IIS!. AND TAKE-OFF SHALL
NOT BE }IADE.
POWER PLANT
D(-6 sEcTroN 18 PAGE 7
()PERATING [tANUAt
tt-t>5L
I l.
"W^
0PERATI0N
3. q.OWER sHIFT FAILURE :- IN FLIGHT
IF THERE IS REASON TO BELIEVE THAT A BLOWER HAS NOT

SHtFTED, 0R tF A LoSS 0F MANtFoLD pRESSURE oCCURS l|IT,VEDtATELY
AFTER SHIFTING:
A. RETURN BLO|!ER $l{l TCH T0 0RlG INAL P0Sl Tl0N lI,wED I ATELY.
B. WAIT 2 l\'INUTES FOR CLUTCH FACINGS TO COOL.
C" ALIGN QUESTIONABLE EN6INE THROTTLE WITH ADJACENT THROTTLE.
O. S}IIFT QUESTIONABLE BLCIA'ER TO SAME POS!TION AS ADJACENT
ENGINE ANO WATCH FOR MANIFOLO PRESSURE CHANGE. COIJPARE
MANI FOLD PFESSURES. I F N0RrvlAL MANI FOLC PRESSURE CHANGE
ooES Nor occuR 0R tF Boosr DIFFERENCE, wtrrr lHRottuEs

ALIGNED, EXCEEDS SEVERAL INCHES, RETURN QUESTIONABLE
ENGINE BLOWER TO ORIGINAL POSITION I[lIVlEOIATELY ANO OO I'IOT
ATTEfvIPT FURTHER SHI FTING.
F g9uE_g11rj_N-s - CLIMB AND cRUlsE P&,iER CHARTS ARE CoNTA|NEo tN
THE ,IDRUISg coi.ITRoLi SECTION oF THI S MANUAL. THE FoLLovI'II']r

PROCEDURES &IALI- BE OBSERVEO !1'HEN },,lAK ING ENA INE POIIER gETTI IlG S:
1. TATE:-OIE - FULL TAK:-OFF POWER S|IALL 3E USEO REoAROLESS OF
6ROSS llEIGHT OR RUNWAY LENGTH. ENGiNE BLd/ERS SHALL BE IILOWII

ANo hrt xruRrs riAuTo-ill cnri. (ullual LEp.NlN! oF Ml xrunEs I s
lrot p aRr,,r I rTEo. )
z. cL ! rdB - sET cL l.via pclvER AccoRcl NG Ta rHE s cL ildB cHAitr{ I I tle
CRUI SE OONTROL SECTIT)\ OF THI S fu!ANUAL. NOR,I/ALLY, AUTO RICH
IIIXTURE SHCULc B: USrD AT ALI Tlrl]ES DiJitlNG CLl,\rB. lF, HOWEVER,
THE PO/'ER OLITPiJT OF AN ENGINE IS LOW ANO TTE FUEL FLOW OF THAT
ENGINq lS EXCESSIVETY RlCii - THEN THE idlXTURE CF THAT ENcINE
MAY 3E I.EANES OOTVN TC' THE MAXIMUTT FUEL FLOW LIMIT fN THE
CLIMB CHART.
POTTES PLANT
SECTION
-
PAGE 8
Dt-6
1B
(,PERATING IIAilUAI.
3-3t-52
I I. OPERATION
Û^
MANUAL LEANII{G ]N CLIMB IS PERMISSIBLE ONLY TYHEN
POTER LOSS IS DEFI}IITELY ATTRIBUTAELE TO RICH MIXTURE. CHECK
FOR THE FOLLOWII'IG INDICATIONS:
A. LOI BMEP - SET ALL EI.IGINES AT CHART MANIFOLD PRESSUBE AND

COiIPARE.
B. HIGH FUEL FLOII - CONSIDEBABLY IN EXCESS OF MAXIMUM LIMIT

ON CLIUB CHABT.
C. LOUT CYLINDER HEAD TEMPERATURE - COMPARE ALL ENGINES - SET

ALL COYTL FLAPS TO THE SAME OPENING.
CAUT I 0l{: 1 tF Al'l ENGINE lS BOUGH 0R SH0ytS ANY OTHER SIGNS

0F UALFUNCTI0N, D0 NoT LEAr,l MTXTURE BELoU| AUTo-
R ICH.
2 IF MIXTURE IS LEAiIED BELOW THE CHART FUEL FLOW
LlMlT, A FURTHER INCREASE 0F BMEP WILL BE NoTED.

Ho!IEYER, FUEL FLoW nlLL BE iltSUFFtCtENT T0
SUPPRESS DETONATION, AND SERIOUS ENGINE DAMAGE
TiAY RESULT.
3. CRU I SE
A. UITH MIXTURES lN trAUTo-RICH't, SET RPM AND MANIFoLD

PRESSURE ACCORDING TO THE APPBOPRIATE CRUISE CHART.
B. CHECK RICHNESS OF trAUTO-RICHX MIXTURE 8Y ACTUATING THE

PRIHER. A LOSS OF 2 TO I+ BMEP FROM AUTO-RICH IS NoRMAL.
IF A BMEP RISE RESULTS FROM ACTUATION OF THE Ffl IIIER,
trAUTO-RICHil MIXTURE IS TOO LEAN. IN THIS EVENT FLIGHT
SHOULD tsE CONTINUED IN NAUTO-RICHtr.
<._+
C. LOCATE LEAN BEST POI!'ER BY MANUALLY LEANING FROM 'IAUTO-
EICHX UNTIL THE BITEP STARTS TO DECREASE. IILEAN BEST
POWEBtr IS THE LEANEST MIXTURE POSSIBLE WITH THE HIGHEST
8MEP. NOTE BMEP BEADING AT THIS POINT.
+ D. MANUALLY LEAN MIXTURE EITHER UNTIL BI,,IEP HAS DROPPED
APPROPR IATE AMOUNT (BELOI,v ,LEAN BEST POITER'' ) As sPEC IF IED
ON THE CRUISE CHART Q& TO THE MINIMUM FUEL FLOVI LIVIT
sHowN oN THE CRUTSE CHART, WHICHEVER lS ATTATNED F!BST.
DO NOT LEAN FUEL FLOW BELOI,iI TI.iE MINIMUI,I LIIlIIT.
\*--,
POITEE PLANT
D(-6 sEcTroN PAGE g
18
()PTRATING MANUAI
3-3t-52
I I. OPERATION
E. AFTER 15 MINUTES OF STABILIZED FLIGHT, AND PERIODICALLY

THEBEAFTEB:
1. CHECK MANIFOLD PRESSURE SITTINGS.
2. CHECK DESIRED MIXTURg SETTING BY SELECTING EACH ENGINE

AND OPERATINIJ THE PRIME SWITCH. NOTE THAT BMEP IN-
CREASES AN AMOUNT EQUAL TO THE OROP ESTABLISHAD ON
THE INI IAL.SETTING. IF A LESSEB OR GREATER RISE

RESULTS, THE IUIXTURE SHOULD,tsE READJUSTED USING THE
ORIGINAL BMEP DROP PROCEDURE.
u CARBUEETOR PREHEAT - SEE I'ANTI-ICING EQUIPMENTI SECTION OF THIS
MANUAL.
CARBURETOR'ALCOHOL - SEE ilANTI-ICING EQUIPMENT'I SECTION OF THIS

MANUAL.
0lL DILUTION - SEE trolL SYSTEflI'I SECTION OF THlS MANUAL.
J PROPELI.EB-fEATHERING AND UI$FEATHTRING . SEE''EMERGENCY PROCEDUffESI'

STCTION OF THIS MANUAL.
K COI,IL FLAP MOTOR FA I LURE - OPERAT ION
1. IF ONLY ONE FLAP MOTOR IS INOPEBATIVE, THE AIRPLANE MAY BE

DISPATCHED ]'llITH THE FOLLO|TING PRE-SETTINGS IUADE BY MAINTENANCE:
GROUND TEMPERATURI COWL FLAP

oF PBE-SETT I NG
BELOW 20O 0o
FRoM 200 T0 700 +2
ABoVE 70" +\o
2. bltTH cc\lil FLAps pRE-sET, HIGH HEAD TEMPERATURES CAN tsE
AVOIDED BY:
A. SIIORT BUT THOROUGH RUN-UP.
ts. IDLING BEFORE TAKE-OFF TO COOL HEADS.

C. REDUCED POIIER FOR CLI[fts (ON AFFECTED ENGINE).
D. INCREASING AIBSPEID.
3 lcllTH COvYt- FLAPS PBE-SET, LOi,v HEAD TEMPERATURES lN DESCENT CAN

BE AVOIDED BY:
A. INCREASING ENGINE RPM.
8. IVIAINTAINING PARTIAL POWER AS LONG AS PRACTICABLE.

POIYER PLANT
D(-6
sEcrroN 78 PAGE 10
()PERATING IilANUAt
LL-t?51
^W^
II l. LtMITATtONS
A. SPARX AOVANC!
1. usE rcRutsE-pARK ADVANoET poslrl0N AT cRUtsE powER

SETTI NES ONLY.
z. usE ITAKE-oFF AND cLtMBr posliloN FoR EITHER AUTo-LEAN oR

AuTo-RlcH cRUISE OPERATI.oN WHEN C.A.T. EXCEEDS:
A. LO,t/ BLOWER J6oC.

B. xlcx eLoweR 15oc.
B. WATE8 IN.JECT!ON
1. w/A Mt xTURE - +afr wATER, 5ol uerxvl ALcoHoL.

2. VA FLow - 1.1 cALS"/MrN./ENq. (rppnox.).
). MrNlMuM VA QUANT|TY pER TANK FoR ANy TAKE-oFF SHALL BE NoT
LESS THAN:
A. E qILLOJ{S - IF AIRPORT ALTITUCE AT NEXT POINT OF
INTENOEO LANOINC IS LESS THAN P5OO FEET.

B€ 7^5 CALLONS - IF AiRPORT ALTITUDE AT NEXT POINT OF
INTENOEO LANDING IS ABOVE 25OO TEET.
4. !t/A PRESSURE
A. NORMAL - PRIOR TO APPLICATION OF TAKE-OFF POrvVER:
tNBoARo ENG|NES. ...p8 PSt
ouTBoARo ENGtNES,......... Jo psl

Bo NORMAL - AT TAKE-0FF POWER.....22 PSl.
5. l4/A P RE SSUB!_IA8I'INc_ L r 6Hr
LIEHT REMAINS ILLUMINATEO WHEN WATER PRESSURE I S ABOVE
18 PSr' *fu *.g"i ef Pei

f S
PO,'/ER PLANT
DC.6 SECTION PAGE
16 11
OPIRATING MANUAT 3-3r-52
lll. ^$fl^
LIMITATlqNg C. ENG I \E OPERA' TINE LIMITATIONS
RzAOO a5ail3
DG-6
ox)
tro eE
a
J=o
5lrr. I Is 4I
rO
@
o
I :i9s <J
a)
@
o
a
o
@
o
t d
ti
J
J
F .- =i !t =<
---o !} ri o
;= =
.n ZC,
9 o o o o oI
qo- a"
gH i6 zQ, o o o o o I
(}ar trt
;Er -o oI I
!'}
T
Il rO
a
(>
I
n
I
ro
-o>
-G
ai,',) =€ =(, c, F F r- F I
F
o o F5) C) -=
o
tt
a!
c! id E <ro z F{'
.o, ld ut g N trl
)Z c3 cl=
3r
OJ
JfG lr, J,c.
z,
-) lrl JZ
J trl
to-
a
!f
at
o
E, &.
U'- Gr= U'=
<o3u, HBr
og <5frI <oul €r,
0r
-. r (, or
o
()lr l!O l!O l&O UJ
E E OI
o
!E
cE
IE 8r
rHr F
o{J o
C!
o O6r O-
J=
osr od
3s= 3;
{-o
lal
tl
N
ttt
$l
S*o
*;* ro o'o TJ
$l st al
(i,
!o
(v 4,4 olf,
A!N ct ora-
o,
1-il1- F
<G
z zolrt t,' til
>-
{.} p
.o"
uJ
I
x
-
4*;
;H=
i rix
2
1r,{
o=
tl
Oc,
tr]o
{ (,tx uix
ul< trJ < oox
6- o-
o$
tf,*t l,
aa
ZJ
$rN =
UJ
B * ,o 3
o
*o o
:E
(, = -9 =
r"
(, T -,!
3
m
5 ) J J =
J L J I J T & ;o
,.,) z t 27.
t LlrJ
:E
a
I
(} -
L1
-o o
=
?
9 J
<z o 55
ar,
E:JY dFF E E 4 E E trt o rLF

6l
o () o o o =<
ztil
2il,.,} t{ ,riP F F
f,
F
3 k F ts <J ;:,
o- !!g
=l-,u 4tse = k- F&-
&
i{t
E
t
xIot o o rt
F I t( I JK
\t
r.- si
!o .,i--
(,tLl,gl ai
m
I T JF
o- o-
z Hl",go.'
LJ e4.l
lrJ
A-a
ofi
*st b oo oo o.,H =ir.-
.o6- OrAl ts J-- t.lll - o or Hs
3<
-E
ta
hU)
,,;
x.
*
g1 6
J5 tu3f;E tt
6'29.6 -{
g,10 99 n E*=
6l
rrrio - - al,
dt
l-$ ut-Q'z {, tl It E Z lrlr ElHi3g aro,l lsG
;zi.',2 lrl{Err
;d_ EH
IU' fdEE: oo qq tr te-
dc (Dto rinr
nFs
- urE
!-- < BEHE= tt *sl olo- -= == ^-Ft!
:;<
o o o o o
E
4 (} $s o rf) o o o
o t5F
t I
I a6l 6
AT
N
N
(o
ql
(o
(\t
(v
G'
N
{\,
=o;
5'F
o o
(, o o o o o o
o o o o o eJc
(o
I I 9 P I I a, : 3 A2 c) H-o
ol
I t= t{ o ()F
E d E E rO
pt[; FE F ilnsF
G, 0<
bt
o lrl I,J lr, -u, lr,
(,_ F
z = = c=t o
I 9 J
!o @ o oJ '96 Io =l
U)laJ
'o-
g)l rt I|, G, @
I
o F lrd
o('E
o c=l t I 3 z=)
KL l&!
o I =oJ 9I =
.o lrrl o- rO
(ro
Z 2
(9 o-
F l!
=
J -
o
J cl
c-l
- ct
-r c, lrl lr, oad<
G,
lrJ
(Lo f o L
o o l< F E
tr I 2 lr, o!!(J
Oo
G, -
E
f
o ul
Y
I BE ciur
F=
--ill2. ;
r.rlr - J .J
E <t c, uta t(
l-
o ; (, F o
= o ale d 6 o
+
POWER PLANT
D(-6
sEcrroN 1g PAGE 12
OPTRATING MANUAI.
rr t. L_!_uJ-I4ll-QIrg p" -ElLilNE 9lElvlr]_\Lq_Ll!..llrj-LlrDlg "W^
R 2800 CB-r6
DC-68
rO
q o(, o8 oo on
C- c@ eeEa ila
d (lo 3q
J :r,
o !Jo I x iI ,= ={<r
;i :x ;i)a- d
r)
ur ar
6io
F - =<
=- --
=X =- =< :E:.(J -=
== @
i= -2
z.d 1r<
oo
o= PE pq iPq
UI
c'- -o o
q o
(, clO
o= Pq 3*
;
Jlg.l(/,
6f' ro
r,l(,
=H
*I ; i4
-= .I EI ti
:Et -- EI
.I
I*
@>
-o()
oz
FTOlr,
^p
UJO
= zl! &o <Ng,
,a J2 JZ J2 l! o- 0EH EG !B
rCr
ul trl
E,E
;EH
ei
() lr-
-.! lr,
=E
LO
Jl!
=c
EO
J lr.l
fa-
L(,
o.
o
t
o l,'5
c <o cr5
<d
o5
<6
H*E
lfNul
Lt_ 6-o
u
o
o
o
o *oz
u0-
o(93
o
<(, o o NO oE
@ (il
r-ir- 3- ,iE
l!o
:Ed
6l
rt
N
fi*s (o
N
lo !{,o (DJ
6, 6lN (go
AI
rt
6l
6dx
Grt
O rc
zOuJ
oo
oIo
.= t
Jtd
5F
I
i i{uIu;; i
- >o= -
>i
2,
ic;
< tr,
-o
x
- -
ist
< tJ
-o
oox
o 6r u.l i=s
o:
G
u,
-o 3 ! (, I
2
2ir
-d-
9=
JI =
q o
I
=
o
) o
=
J
=
o
J =
3 - o
= 3 T
=
J
!e
I o-
G lrJ 9
u4z r2l
c}lo FU(J o 9
r Iqr -9 -I T
It J
<z
o
o
*za
loz
3EF l<
ir> G,
o
G
o o
.E G.
o o Zu rl
5-B
:EH B* F
l
F
) F
f, ,
F
a
F
3
4 ,
F
*J OF
r<=
LGrn
.:J
c
-6
lrJ N F ! oo ro tO F F
::Btr:
gFf
I I I !f
ot
o @
9 I *-o : s Itrl zu
-o o El.g"r llA ou
--o
tr,l bo ot, J
J
OF dl* -o - UF
rrr> ori,
e.
3 =
lri u,7 3' J rO () t l!G Slo-rN tEv
ol *;- i"oz
-6F; lrJ
{l
@ I
tg b-o =< EIH?3g i= 2t
an
"G oo
laI=l So *,
I
I
trJ
u5 !EEr 5bo -o oo
GT 6N <to
t,@ 99 9H
=6
{,
o-
.=
2-
J(,
F lr,
FG
I J.-.to
c,l*[z
,=tr
<()
b, r.! .;
qn,. J -{
t(o
tl
'3
tl G,O
olal-= rs i5 F },
o lrl aul ..;
u. E,O 5u,38 aq ttt o rqq u?c tt ot
tll
-<
l"
OU'<F oo
o3 crJt (,ro ro at
ttC ttC
rO ()
(o(' (D(o lr, E
EO. d5 =>
Lm EE
* o o oo o
o o o o o o
C I
o
o
I
96
&N
o o o t rf o
(D
N
@ F (o
N AI
o
(D
o
ta,
o
lr)
n el $l N N
is a:
L
- I I I
o
o c o
tN fe6 o o
t
o o
o o
g @
I o
o
a.'
o o
o
N
o
N
oZ
.,o-I
(, Ba
lr, -lll;
otr
:5L
to Gl
o lrlllo - x=P9E
02 F ;E^ J I o o
J
o
II o
J
clNo
3l tl
H-Fts^
I :-
F lo 6 .D
zo U,] 6 lnl-
E;
<: t, G
an
lr,
F ZE
EF
AO
E t--
o
J
L
? 9
E!
f
I Olol t
rrll - rlfrsI
a r=oO
EI o9Eut'-
c6
wz 2 3 cl t!5
o=
E-
=
?=_ {6
J
<z e, lur
e.
clio OIF(rN
oO
oo
tr
(r , I
,o
2
ti= ur, I= x2)j
= =(,ur <3
)lr2
LrlE - *i(
e,
dor for olJ < ooo =e
F
ti , .l(,
Fv zc> - of,c
FG
Ulo ilSE )f
t
POWER PLANT
D(-6 sEcrroN 18 PACE U
OPERATING MANUAL tL-7>51
"U{^
tv. u!-ctl_-9l00jlrls
TROU BL E CORRECTI CN
A. ENGINE WILL NOT TURN. 1. CHECK ENGINE SELECTOR St'J!TCH.
a. cHEcK 'rsrART-PRIMER lND. viBn

CIRCUIT BREAKER.
1. CHECK D.C. VCLTS.
4. OHEcK. FOR VOLTMETER OEFLECTIoN

WhEN DEPRESSING STARTER SIVITCH.
5. CHECX STARTER CURRENT LtUllTER.
B. ENGINE VIILL NOT START _ 1. CHECK IGNtTiCN SWlrcll.

TURNS OK.
2. cH EcK FUEL BOc ST P TMP AN6
PRE SSURE"
_a, 0HECK FUEL PRESSURC 0R0P WHEN

PRIMER I S OPEftAT'0.
4. L ! sTEN rcR vi BRAic'R oPER,qTt oH

WHEN OIPFiiSSINO BOCST SA'ITgH.
," MOVE ivil XTURE MOhTENTARILY OUT OF

IOLE CUT-OFT E[rx-ffiSg1C.
C. PROP STOPS SUDDENLY 1, SToP $RANK I NG ltvl[lED I ATELY -

DURINO CRANKING. HYORAUL I CKING I NOI CATEO"
2. oHECK l;rJlTloni rCR - ortr.

,. HAVE MAINTENANCE PERSOI!I'IEL
REIOVE SPARK PLUOS FROM I.OU'ER
CYL I NOERS AI,J' DRAI N.
D. otL PFSSSUPE LOW - 1. CHECK FIRE EXTINOUISHEP SELECTOT

IMI'JEDIAT.I.Y AtrTER VALVE HANDLT * FULL ITI.
START i N]G.
a IF .OIL PRESSURT IS LESS THAI.I
2' PSI - BHUT Dowri ENGiNE AND
!.iAVf CAUSq ! N\JESTICATEC.
POWER PLANT
DC-6
sEcrroN 18 PAGE 1&
tt-t>51 ()PERATII.IG IIAI{UAI.
^$fl^
rv. rRouBLE sHoglllg
TROUBLE CORRECTI ON
E. OIL
OR
PRES gJFE LOW
ZEEO ( nr-r-
1. IT OIL PRESSURE WARNING LIGHT I
SHUT D0WN ENG I NE I trodEol ATELY.
S ON, x
E
ENG I NESi ABOVE
IOLING qpir). 2" IF'WAFNINE I.!GHT IS OFF, SHIFT ENGINE
TO OPPOSITE POSITION - IT
BLOI1IER
BLOWER 90ES NoI SritFT, SHUT OoltN
ENG I NE lMrr,lEOl ATELY. I F BLOtryER SH I FTS,
OIL PRESSURE Is AT LEAST 40 PsI *
CHECK ENG I IiE VI SUALLY"
,. CHECK WARNING LICHT BULB ANO CIRCUIT

BREAKER.
4. cHEcK ENGINE TNSTRUMENT voLTAGE (n.c.).
5. lF NO CoRFECT!oN, RECOMT,IENO INGINE 3E

SHUT OOWN. if COTITI\UET' OPERATION IS
REqUitEO, OpERATE At REOUCSO PoWER -
MONI TOR 0l L TET,TPERATUqE AND QUAf.tT t'rY.
F. axcESSl VE All- 1. CHECK ENOI\E NACETLE AND EXHAUST. IF

*oNSul\tPTi')N. HEAVY $rrOXE Ar'lDlEn EXCESS|VE 0lL tS
EV I I]EIIT, SHUT DOWI{ EM; I NE I MI,4EO I ATELY.
?" lF Er,l0lr{E AppEAR$ N0RrtAL, OPERATI0N

ITAY BE 9ONTIhIJED UT{TI:- OIL QUANTITY
OROPS TO E GALLONS. MONITOR OIL
PRESSURE, TE|JPERATURE ANO QUAIITI TY.
NgIE: oll CONSUMpTlOll sURtNe rHE FIRST

HOUR OF FLTGH? F'OLLCITIING OIL
OILITIOX WILL APPEAR TO BE I.B-
NORI,IALT-Y HICH BECAUSE OF EV
TloN OF rUEL FFOM THg OlL.
C. LDY; l"lAN I FOL O 1. ON $ROUNQ

r'&a s$u !ia.
A. SET TITROTTLES OF J NORMAL ENOI\ES
TO JOr HC - ALlSr'r THROTTLE OF
FAULTY ENCINE WITH OTHER THROTTLES-
TtiEN COMPARE RFM, MANTFOLO pRESSURE
AI{D B}IIEP WITH OTHE}I ENGI\ES"
B. SHI'iT ALL ENEINE BLNEfiS TO OPPOSI E
PoSl Tl 3N.
C. IF ALL REAOINES ARE THEN APPROX-
IMATELY EqUAL, Ei{EINE HAS SLIPP}NG
BLOIVER CLUTCH - CHECX WITH MAII{-
TENANCE.
2. Iri-fl!$iI
A" IF IiANIFOLD PBESSURE COES TO
APPROXII{ATELY ATMOSPHERI C PRESSURE
sHtFT TO OppOslTE BLOIVER poStTl0N.
. lF THlS CORRECTS TROUBLET EnclNE
BLO"ER IS $-IPPINS IItI OPPOSITE
PoSl TION.
POIflER PLANT
DC. 6 sEcTroN PAGE
15 15
OPE R ATING I',IANUAT tt-L'-'t
"W^
lv. TEOUBLE SFTOOTt NC
TROUBL E CORRECT I CN
H EN6 I I.IE ROUEH 1. ON GROUND

0R BACI(Fl RtNe ,
A. PROPELLER MASTER CONTROL FULL
FORI,t ARD.
B" MASTER ENGINE SELECTOR 9\,ITCI| - AUTO.
c" cHEcK RPM LIM|T LISHT * 0N.

o" MixTUREg * AUTO RtCt{"
E. POII/ER - SET MANIFOLO PRESSURE TO
FTELD BARoMETRIc pREgsuRe (3o! xc
set ueva-).
F. CoURARE ENe INE tNSTRUlirENTS"
1. RPr$ APPRoXIMATELY 22:yj^.
2. BirrEP - l.1O T0 12O.
J, FUEL FLovY 4oo-500 LBs.lHR.
el tF TRoUBLE OLTES.NoT CLEAR, REOUCE
POWER AND:
H, Apply CARBURETOH PREHEAT TO 15oC -

( UIJLESS BACKFI II
!G) THEN:
1. OPEr'l THRoTTLE T0 1500 RPM.
2. OpERATE pRl tulER tNTERMITTENTLY.
J" MAKE STANOARD MA0NEIo CHEeK;
ALLO\qI FOLLO!/JING OELAY TO PERMIT
FULL OROP OFF OF RPM.
BOTIi FT (z secs.)
(5 secs) aorx eHr (a secs.)
2. ILEL-!!_Hr.
A. hll XTURE T0 AUTFR I cH.
B. SFARK AovANcE To ITAKE-0FF ANo
CL IlilBi .
C. REOUCE POWER TO APPROXIMATELY 80

e,MEp ( ron
sgverE nousxr,lEss).
O. CHECK TEi,4PERATURES, FUEL PRESSURE,
FUEL rLOW.
E. MAKE STANOARD MACNETO OIiECK -
( seE rsove).
F. lF posstr3LE, oPERATE EN0tNE AT RE-

oucEo PoflER - AUTO-RI Ct ANO APPLY
CARBURETOR PREHEAT F'OR SEVERAL
I,I S.
I NUTE
G. IF TROUBLE CANNOT BE CORRECTEO-
FEATHER ENC I NE, I F FL IGHT
coNDlTloNS PERMIT.
I
PRESSURIZATION
a vm!
ett
tr
C
v
N
-{
6
z
t9
l:J..
PRESSUR I ZATI ON
0c-6
sEcTloN tg PAGE 1
OPERATIN6 ffAI.IUAI.
tt-t5-5t
PA6E
[iloEx,. ..,,....,.... I
cE,tEgAL"
2-s
cABtN PRESSURE CoNTROLS I_OCATION _ DtAcRAll.......c..
1
PRESSURI ZAT!Otl CONTS0L pANEt- - Df ACRr,tt.
4
A. CABIN PRESSURE REGULATOR.
5
B. EAB!N PRESSURi CHANGE LIMIT".. 5
c. oAEl N PRESSURE t_ I Ml T C0NTROL ... r 4. .".. e
D" CABil'l RATE OF CLttuts. c
E. gABI l,i ALTlrltET€R.
F. MANUAL CONTR0I- OQ0R.". $......, o
G. CABltt OtFFEfiENTIAL FRESSURE CAUCE". 5
HO CABIIT ALT:TUDE MAI'{UAL EMERGENCY CSNTROL"." 6
l. eABtN PRESSURE AMPLtFlER.".,..
7
J. PROTECTI VE T[/\TUflE3.
7
K* CABll,i pfirSSU*i". E]-ECTp!CAL fONTROL - OlAfiRAiJ" I
r i. o_Ps!3Art Qg.
9-14
A" C pflessuRE coi,iTRgl,
AlJToluAT!
9-u
B" MAI,II}AL PRESSUES OONTROL".... t3
c4 cHAitGtNe rROtil qAT!0 fc RATE * t-EVg_ n-icHT..
0oNTFOL t3
D. oHiitqtl\.i6 FR0M RATE TO RATI0 T0NTROL _ LEVEL rLtGHT." 11
t. ei]ANGlNG rR*ld RATIO TO *ATE CO|iTROL * CLTME Ofi
0ESC[NT, ...., . . , 6. '. i 1,+
,8, Cl.lANGli\ic FROM $ATr T$ flATIC C0NTRCL _ CLTME On
DE BCENT"
14
fi. 0iE:Fp.T i r€ pEE0AUTi Or.iS"
". .. 1l+
tr, cAElN PRESSTJRE t-r.AK $.
14
"
li a. tttull.lA-Tl0t{9. ."..,...". 1.5_15
A.3UTA[4A?|l] pRESSUBI CCNTROL." ,.!....6..s.
B, AUT0MATif; FRESSURE QELlgr",. L5
c, l",rANU*,L FRESSUftg C0NTF.OL..*.. r5
8. ,r..,trNUAL FRESTiURE REL tEF" L'
E" CAB!r{ FACTORY T:sT (FUSELACE}.,.. 75
F" STfIUCTURAL OESIGN LiMIT (TUSEi.AEE)"""...., {q
G. },.iAXIMUI"i FRESSURE f:OR LAND!NG"
ii* \iAcuuM REL !rF Y,4L\1r", ttr
AiRFLANS ALTiTUOE * CABlfii &LTtTUOS cFitfir.... 16
i1.'" I_PEUBL€ &Aqjll{q L7 *t6,
4 AUTA pRESSURS !htopERAT!VE AFTIB TAKg_OFF...".,..""". ri
ts, AUTO PRESSUfrE COIJTROL$ RELEASE ALL PRESSURE S-DENLYO 1?
C" i|{ANUAL &
AUTO PRESSUEE CONTftOLS iNSPERATIVE.. 1-7
0r oABIN PRESSURIZES RApltLy ON 6ROU!{0 SJHEN COSRPtT
vYINDOW l:! CLoSED. .o{......,...r.c..6.. 1g
E. CABIN WtLL NOT oEpRESsURtZE...." 16
PRESSURIZATI ON
D(-6
sEcrtoN tg PAGE 2
Lt-t5-5L 0FERATIHG [4ANUAt
"W^
I. SENERAL
CAts!N FRCSSUR'ZATION iS NORMALLY REOULATED BY CONTRCLLINC

THE A&TO[!NT OF VENTILATI?.IG AIR WHICTI IS EXHAiJSTEO FROM THE AIRPLANE
THROUSH A BUTTERFLY-TYPT VALVE THE CABiN HEATER COMPARTMENT.

'I.t
THIS f*AIN CAEIN PRESSUFE COI{I-R$L VALVE IS D*IVSN BY A REVERS!NG
IYFE i]"C" MOTOR II'*{i3iJ IS RECUL,qTEI] EITHER 8Y Ti.1ilEE AUTOMAIIC PRESSURE
CONTROL IItSTlIittliENTS OR BY A MA,\lUAt- CCNTRSL Si{,lTCH"
EMERGEN'Y OPERATINS CCNTROLS ARE PIiOViSgO FOR USE IN IHE
IVENI Tqe uAlN tABla\i PRESSURE CeNIRCL VALVa rAiLS SR tvlALFUfiCTiL.tNS.
THE EMERGEI.iOY COIITROL IS A HAi{O CRAhJK T{HICH OPERATES;",iJO VALVES Ii'i
iHE rAlL AREA {ALso I THtnc r,rAt-vE lN iHE NosE 0r rHE ATRPLANE 0N THf
cc-6e ) - BBTH EMiRcENcy vAl-v{$ i N TrrE TA tL ARrA .4,L30 ACT As SATETY

VALVES BY OPEI{IiiG AUT}MAII:ALLY U]HEN THE DIFTERENT!AI- PRE$SURE
ACROSS IHE CABIN EXCEEDS A CEfiTAI]iI VALUE"
T\,IO T.,EANS OF AUIOMAT!5 CONTROL ARE AVAILABLE - R{T1O OR
SIIE. RAIIo C0NTROL PROVIoES A fiAr[ 0r 0.181\ cl-llvlB 0R DE.qc[]{T THAT
INCREASES OI1 DECREASES AT A F!XEO RATiO Til THE AIRPLANE RATT CF-
ALTITUOE CI{AIII6E. CONSEOUENTLY, Il'HEN I]SIIlO RATIO CSI{TROI-, THI AIt-

PI-ANE &AT€ OF CLIMB OR OESCENT MUST SE }.JELD f'J!THii.i REASON,ABLE LII'IIIIS
?0 AVoID aCPnESP0NOINGLY ll!CH RAIE3 0r CABIN ALTITUDE CHAilje;E.
SATE CONTROL PROVIDES A UCNSIANT ftATE OF CAEIN CLiT{8 OR
IJESCENT IHAT REMAINS FIXED RECARDI-I5S OF VABIATIE\S I!.I AIRPLAIIE RATE
CF ALTITUDE CTjANEE.
E I THER IJEi!1CD OT CAB iII PRESSURE iOT,'TROL i5 CONS I CERED
SAI ! S ACTORY AND IHI ilf THOD SEI.ECTED liii.OULi,1 B' TI.iAl WH I CH g iV["i
t"lAXIMUM PASSTh}GER iOIVFONT"
NoTE: tF r.r-atNG EirHEip SIE cii E{T{0 e0NTRDt! sET llP lLL srEPs AS
ourliilsD uNDEtt noPERATlclist $F Tl{ls sE*Tlall'!" IAILURI r0
FgLLOi'] ALL 5IE95 IN NETAiL WILi- |IESULT IN A *OiiBiNAT!f;I! ST
THE TWO METH0DS ANE THE r0riTR0t-i_tNG Pa*:ssuRE lf,jsTFUr.iENTS U'!LL
COUi}TERAOT EACH OTHER BY SEN3NNG OFPOSIIiG SIGNAI--Q TC THE CABIN
PNESSUI1E NIIPTITIERi VERY ERRATIC RATES DF CLIMB ANO DESCENT
UAY Ti.lEtt o0cuR"
PRESC,RI ZAT ION
-W^ OPERATIN6
DC-6
MANUAI.
sEcTroN 19 P AGE 3
tt-t5F5t
I. AENERAL. caal[-B,tw
>a
l-*rh a a=
S=oQq
2^- uE (L (Lc =93
r.5olt> G {l I'o H5=
oI=-*
t! {5
\t< Siod
iq5rfr (r
*d*ilF F
F
:)
EF iSEE
f
=(n (, ao
o6
'sgU
()&lduGl
=v23= z
d-coc< Ez I
fiFes
?lsE
&
>
=o(I() o ) Ecl{Dg
,;58, AE 6a
&
o
NL
eqqeiq
j?t,d Eor 3u
oo
(, 9=
rt<
.?* JZ
lr- l ;
H;EPEE E Ez
F
x
<o (9
z{oo= - 'c:
= FU n
z<
sd:ls?: UrO u-
=cD l!
oF
FE
a EU U J
<oor:lo>
=ieY:zz < 3!
> 0.o a
=C)F-<oB
c.' o
J
z in?E uI
) Fz
{D
o
;ig:isa
4sO<v
<:J r t)E jF
Ozo For^
nIHHxEis
oortz=ito
i=.Et;ai
C)2:ZOJIUE
c)ooooF(tr >
t!
&
J< g. o
<s (D
3(, o
uO )J
o\.
;I cG z-
ln r 4T
zo 9 o-(n
o
ot F
o=
c]I (r=
tt(9 o F
F- F za
<E
o^
ou
f
()[
JF
r
PRESS UR I ZAT I ON
DC-6
sEcTrox tg P aGE 4
t1-t5-rr OPERATIN6 MAI{UAI.
"W^
I GENERAL PRESSURTZATi_oN coNTRoL PANEL
"
o
E.
,.2
et
"o
0 J:
19
@ =E A
{:
@- <o t\v
EC)
oo J
o
tr-o
Z,N
ob
ru
<:
?r
ZO
<o
o =o
iz
i;
s
ti
I
Lr t,|
ol
l-
j"i
l o
!'
i
a
l"
<\
iri
,<\
PRESSUR I ZATIOiI
D(-6 sEcrroN t9 P^cE 5
0PERATING [{ANUAL 11-1F51
"$t^
GENERAL
A. C€!N-TEIiSSURE REGULATOR - IS AN AUTOMATTC PRESSJRE CONTROL IN-

STRUMENT. TWO CONTROL8 AT THE BASE OF THE INS'INUMSNT REqUtRE
ADJUSTMEI.IT FOR EA0H FLICHT. THE coN?ROL MARKE0 TgtrART MARKERT
OETEEMINES THE ALTITUPE AT WHICH PRE3STJR!ZATiON WILL START AFTER

TAKE-oFF ffg At_So THE ALTTTUDE AT wHtCH PRESSURAZATIoil r,r;LL ENO
ouRlN0 0EBCENT. THE coNTRoL idARKED ,Hr.Nogr s,lfluls BE sET To
THE MAilMUM ALTITU0E ANTIC!PATE0 AT ANy TIME UURTNG THE FLtCHr.
THE CAA!N HAND WILL T}IEN ONC!OA?E THE CAE'il ALT!TIJI}E TI.iAT 1T!LL
EXI 3T WITiT THE NORMAL INAXIMUIJ 4"16 PREssURE o!FFEREI{TIAL tI{Hg',I
THE MAXIMUM AIRPL/rhiE ALTITUBE !S REACttgSe
Nq-G.S.: 1. TO AVOI P ERITAT I C OPTRATiSN GF TilE OA8} T{ PRESSUIII t1,f,i{TBOL
SYSTILI, o0 f,OT RE$ET TH!8 iNETtiiJMEtrlT rUtqli,e ,itRpLAtiE

cLtMB GR 0ES0ENT, ExGEpT WHEht CHANGtNG FRC|4 RATTS TO
SATE Co|{TROLT
THE BASI C CASi N PRESSURE fiEGljLi,TOR SCELE i S CAL! BR*"TE$
TO STAiIDAR0 &ytrospi.t€illc pREsruRE ANo tAfitr{oT sE AoJUSTEO
FgR \IARIATIOIIS !N PRESS.JfiE, TH!S F.qCT $I*.-JI,!] Ff SON-
SIOEREO IT THE RfGULAIOR APPr,€.RS TO BE h4AtF'UI"'ETION!i.]0.
B. gAgl_lLPSSssUBg_-!!1&S,c-g-:!"!4LI * | s 6N ArrrsillA'i!c psEssuer ooN-rRoL

INSTEUMEHT WFitCHL|MITC Cr.slri aAT[ oF tLtMB O* $ESCElir ry]jE$ Ire
&LEeL4Sg.l_s=Iul-v+_rLLqHL" ir MAy AL$r sE ufis$ A; A kArE foNrRsL
I I.'J STf;UIdENT,
ss,g: lF THE eAElti PRESSURE CoNTROLS ARE SET FtR RATIC CC!.{TROL,
THts tNSTRUI{EilT '"Il+1", NOI L!M!T CAATN &,A,TE 0F ALTTTUDE CHANeE
DriRi ild Al fi?LANE iL IMB 0R SESCSIIT" tT MAy RESTit rlT THE RATE
OF OAB|}i ALTE'TUOE OFiANGT i{S,IEI,ITARILY BUT TIIE CAB!N PRESSIJR€
REG$LATOR WILI- SOOTI TA(E OVER AND E!{ANCg TI{E SABIN ALTiTUOS
AT A RP.TE PIIOPORT!ONATE TO AIRPLANS RATE OT GLIMB OR OESCSNTC
THIS iNSTRUMENT HA8 ABSOLUTE CONT{IOL ONLY I{HTN T}IE AIRPLANE
ls lN LEVEL FLtcHT OR WHEN RATE 00NTROL !s $Etile usEoo

PRESSURI ZATI ON
sEcrioN 1q P^GE (; DC.6
11-r5-51 ()PERATING ITANUAL
I. GENERAL
c. cABIN PRESSURE LlMlr CONTROL - ls AN AUTOMATIc PRES,cURE coNrRoL

INSTRUMENT BUT IS NOI ACCESSIBLE TO THE CREIIJ. IT iS LOCATED
BEHINO TIJE PNESSURE CONTROL PANEL, ANO SERVES A DUAL PURPOSE:

1" IT OP=NS THE CABIN PRESSURE VALVE AS NECESSARY IC
'CNTROL
LtMtt f,rAXlrruM aABtN DIFTERTHI!AL T0 4.20 pijl.
2" AT A'RFLAiVE PRESSURE ALIITUDTS ABOVI E5,OO} FT., IT ORADL,ALLY
R€D'dCES THE TABIN PRESS,JqE DICTIRENIIAL TO SOIIE VALUE BEI.OU/
4.t5 psi, THUS REDU0ilts rFia po$slBti-lry Dri supERcHARctR

STALL.
D. CAE I I'i. A4;I OF CL IMB - I SA STAI..TDARD RATE OF xL IMg I NSTRUhIENI USED

TOR qEFERET.JCE I T IITN I CAT:5 THT RAT' OF IN ALI
DAB tTUiIE
, 'iILY"
CI{ANEE Iil FEET PER ijlINUTE.
E- *i-T'MgIER - IS A STA^..J3ARD SENSiIIVE ALIIVETER USEO ONLY AS

'ABIii
4 *EFERE$CE IN:ITRUMENT TO ITJDICATE CAEIN PRESSURE ALT!TUDE" IT
IS FECN\,VENOE} THAT II B! SET AT 29.q2'IHO AT ALL TIMTS.
f MANI9AL CONTRO! IOOR - 1{HEN TH i S I S CLCSET], THE AUTOI\4AT IC
'COR
PFESS$!iE C*NTROLS CPERATE IHL OAB iN C'Rr3S{JRE VALVT. 'I'HEN
'0I.,!TROI-
IHL nOOR I S OPEN, rHE CAts !t'l ppEssulE D0NIqLiL vAt,\iE CAI,J BE 0pERAiEO
CNLY tsY TI{E I'-iREE-PO9ITION |I^NUAL 3'NIICH ICH IS SPRiNG LOAOED 1A,'rI
;* tCFrt Ai{S ilAY Ei- HELD lf,i :i}-l-iiR THi ,riABiN i:LtMB!r OR trCABlN
DESCEiT?B PASi IiOr,r-
G. CABiN DIFFEREi{TI AL PRISSURE AAUGE - II]DICA rES THE PRESSURE,
DIFFERENTTAL ( iN Psl ) BEI,,ITEEN IHE CAB lN AND ATMpSpHERE.
II. CAB i I* ALT I TUDE IIJTfiqENCY - IS USED FOR E[,4ERGENCY

'ONTROL
.ONTqOL OT CABIN PiESSURE IN TqE EVENT CT TAILURE OR MALFUII:IiON-
iNe Or fHE VAiN CA8'N PRESSURE COrlTRr.l- OoaVt.

PRESSURIZATICN
DC- 6 sEcTroN P^GE7
1g
OPERATING MANUAI LL-r5-rL
I. CENERAL
t. CAB IN PRESSURE AMPLIFIER - LOCATEO ON THE TOP SHELF OF THE RADIO
RACK AMPLIFIES THE LOAI AMPERAGE ELECTRICAL SIGNALS FROM THE THREE
AUTCMATIC PRESSUAE CONTROL INSTRUMENTS. THE CAPTAINIS FLI CHT IN-

STRUMENT INVERTER SWITCH MUST BE TONI TO PROVIDE 115 VOLT A.C"
REQUIRED TO OPERATE THE AUTOMATIC PRESSURE CONTROLS.
., PEOTECTIVE FEATURES - OF THE PRESSURE CONTROL SYSTEM INOLUDE:

1. A DECLUTCHING MECHANISM ON THE MAII'I CABIN PRESSURE CONTROL
VALVE, COMMONLY KNoWN AS THE TTBEAR IRAPT, DISCONNECTS THE
DRIVINC MOTOR FROI!i THE VALVE ANO ALLOIVS THE VALVE TO SNAP
CLOSEO UNDER SPRING PRESSURE WHENEVER CO2 IS DISCHARGEO TO
ANY COMPARTMENT UNDER THE CABIN FLOOR.
2. A CABIN PRESSURE WARNING LIGHT, LOCATEO AOdACENT TO THE
HANDLE OF EACH CAEIN ANO COCKPIT EXTERIOR DOOR, ILLUMINATES
WHEN THE AIRPLANE IS ON THE GROUND AND THE MAII.I CABIN PRES-
SURE CONTROL VALVE IS NOT FULLY OPEN. THESE LIGHTS ARE
VISIELE FROM EITHER THE INSIDE OR THE OUTSIOE OF THE FUSELAGE.
1. WHEN THE AIRPLANE lS ON THE GROUND, AN rOPENrr OR A TCL0SEDi
ELECTRICAL SIGNAL FROM EITHER THE AUTOTiATIC OR THE MANUAL
PRESSURE CONTROLS WILL OPEN THE MAIN CABIN PRESSURE CONTROL
VALVE. THIS TEATURE PREVENTS PRESSURlZATION OF THE CABIN
VVHILE THE AIRPLANE IS ON THE GROUND. UNDER CERTAIN CONDI-
TtcNS 0F CABTN PRESSURE CoNTRoL 0PERATI0N, THE CABIN PRESSURE
I{ARNING LI(iHT MAY REMAIN ON AND IT WILL BE NECESSARY TC MANU-
ALLY OPEN THE CABIN PRESSURE CONTROL VALVE AFTER LANOING.

4. vAcLruM RELTEF vALvE - tNsTALLED tN THE AFT pBESSURE BULKHEAo,
CPERATES AUTOMATICALLY TO PREVENT ATMOSPHERIC PRESSURE FROii
EXcEEDIT!6 cABIN pREssuRE By MoRE rnlru f rst.

PRESSURI ZATI ON
DC-6
sEcrtoN PAGE 8
tr-15-r1
1g
OPERATING MANUAl. .q*^
l. GENqRAL- cAEtN PRESSURE ELEcTR!CAL CONTqoL - S.OHEMAIIC
o0
bz
F=c 9t
333;
2a"-
2<
+ z-
)d
6=o
\
Jl
LO
t
PI Ba
Fl zL
lO tz
zl
3l 3: 'EB
e:o
'rI z)
-k,
n_li Efis-
9otr 9io
eE
=g
dt:
ulf
EEes
?fr 3*9r" olx
t
OE EIE
clF
lo 3Bg= lo.
olz
;p:3
kl- tz 9a6
)< Flo
=l
ol 3E: )z
F
Oz
o;l> z e2
:l idr
5E ooP
6 :zE
=-t
ZF 9<d
vo=
- ) -oo
)F2 &
G
o ---
z out
o z
F &
:o 1,
9
E
.-= o
Eo
o z) -JOt
o
ts ta E
t z
o ei. 2
ts -FF
zz
<o-"
o >oo
c
E
2z z
E= o
= z@
;= (q
<l'
o
d=-
t3!
<ri
E.'
Oc
l;*
Zb ?l .,*'
) 2>< ql <tro;
z YzE
oo6
I
6l
;t -,^ts o
dl o"iz i
rF
;l:r3;
.3r:
=EaE
4wzf,
"t3= ?l
6l zae=
.i El ?[:5
-l-ttoo
=l-
PRESSUR I ZATI ON
DC-6 sEcTroN 1g PAGE 9
OPTRATING MANUAT 17-1r-51
^$!{^
II g-ral!-s!
A. AUToVATIC PRESSURE CoNTRQL
TOP OF CR START OF
CLIMB 0EscrENT
A
TAKE
3. Q oart,nor%n
OFF
LXAt,lPLE 1
DESTINAT ION AI F:PORT SAME ALTITUDE ficTE IF ALTITUDE OF TAKE-OFF

AS IAKE-OFF AIRPCRT . lryITH NO CHANIGE OR DESTI I'JATI ON AI RPORTS
br cnu I s r N,c ALT lruDE ENRourE. Dl i-f'ER, sA.VE PR0CEDURES
APP LY.
RATIO CONTRCL RATE CQNTROL
A SE,FORE STARTIIIG ENGINES: A. BEFORE STARTIhIG ENGINES:
1. SET FLIGHT HAND TO MAXIMUM 1. SET FLIGHT HAND TO MAXIMLJt"'i
CRUI SE ALTI TUDE. CRUI SE ALTI TUDE.
2. SET START MARKER TO FIELD 2. SET START I"IiARKER SAME AS
ELEVATt0N, MTNUS 100 FT. CABIN HAND.
f. SET PRESSURE CHANGE LIMIT l. sET PRESSURE CHANGE LIMIT -

5oo up - 3oo Doilri!. BOTH HANDS TCGETHER ON DE-
SIRED RATE 0F CABIN CLlt!!B.
B. SET PqiSSI-]RE CH!,NGE Ltfu!I T - B. SET PRESSURE CHANSE LIiiIIT
10c uP - 100 Dov,,N. 100 uP - 1o0 DowN.
c. BEFCRE DESCENDI r'tc eT rcn, RESET C. BEFoRE DESCEND ll.i0:
SIART \IARKER IO OESTI NAT ION 1. SET PRESSURE CHANGE LiNIIT -
FIELD ALTITUOE MINUS 3OO FEET. BoTH HANDS To Joo Do\,N.
AFTER CASIN RATE OF CHANGE 2. SET START MARKER TO OESTINA-
srABtLtzcs - sEr uP Hnruo To 5oo TtoN FlELD ALTtTUOE, MTNUS
UP, DCWN HAND TO IOO DOWN. 30o FEET.

DURI{G DESCENT - IF CABIN RATE ]. SET CAEIN HANO SAME AS START
OF DESCENT.BECOMES EXCESSIVE MA RKER.
-
DECREASE AIRPLANE RATE OF
OE SCE NT.
r. NC ACTION REQUIRED. ATTER LANDING - SET PRESSURE
cHANcE LlMlr - 5oo up-zco oo'roitt"
PRiSSURI ZATI ON
sEcTtoN 1q DC-6
PAGE 10
tl-Lr-rL OPERATING MANUAI.
^${^
II. OPERATIC,N
TOP OF CRUISING START OF

CLIMB ALTITUOE DEscENl
A B a E F
TAKE DESTI NATION
OFF
E-r4v:!!__e
DESTiNATION AIRPORT SAME ALTITUDE AS TAKE-CFF AIRPORT - IIIITIl OECRLASE
OF CRUISING ALTITUDE ENROUTE.
RATIO CONTIOL RATE COI',JTROL
A. BEFORE START!NG ENCINES: A SEFORE STARTING LI!CINES:

1. SET FLIGHT HAND TO MAXIMUM 1. SET FL I GHT HAN! IO I,'AX-
CFU I SE ALT TUDE. IMUM CRU ISE ALTITl,I:JE.
'
2. SET START MARKER TO FIELD 2. SET START MARKER SAI,IL
ELEVAT'Ot'], MINUS IOO FEET. AS CABIN HANO.
J. SET PRESSURE CHANGE LIMIT - 1. SEI DRES<IJRE CHA\CE LI"-
5oo uP - foo oo\rN. IT - BOTH HANDS TCGETHEq
ON OESIREO RATE CF N
'A3I
CL I MB.
sEI PRESSURE CHANGE LlMtI, 100 SET PRESSURE CI-lANGE L IV Ii,
uP - 100 001^JN. 100 uP - 100 ocfN.
BEFoRE oEscENDtNc AT !c{; RESEI c NO ACTION REQUIFEO.
START MARKER OPPOSITE CABIN HAND.
D. N0 ACrl0N REQUtRED. D. NO ACTt0N REQL't RtD.
BEFORE DESCEI]DING AT iIEd, RESET E. BEFoRE orsceriot lrr.'l
START MARKER TO DESTINATION FIELO 1. SET PRESSURE CFiANOE
ALTITUDE MINUS JOC FEET. AFTER LIMIT - BOTH HANDS TO
cABIN RATE 0F CHANGE STAEILIZES, 300 Dall'N.
sET uP HAND ro 6oo uP, DorlN HAND 2. SET START MARKER TO
TO 300 DowN. DURTNG oESCENT - tF DESTINATION FIELD ALTI-
CABIN RATE OF DESCENT BECOMES EX- TUOE, t/tNUS 300 FtiT.
CESSIVE - DECREASE .AIRPLANE RATE 3. S5T CAP IN HAND SAI\'E IS
OF DESCENT. START MARKEE.
NO ACTION REQUIRED. r. SET PRESSURE CHANGE LIIIIi',
600 UP - iDo DCIIN.
PRESSURIZATION
DC-6 PAGE11
SECTION t9
OPERATING MANUAT Lr-15-51
^${^
I I. OPERATI ON
TOP OF START OF
CLI MB DESCENT
CABIN
ALT I TU DF
I F
I
I
DESTINATION
A B G D E
TAKE
OFF
EXAIIIPLE.1
DESTINATION AIRPORT HI GHER ALTITUDE THAN TAKE-CTF AIRPORT - WtTH

INCREASE OF CRUISING ALiITUDE ENRCUIE.
RATI C CONTROL RATE CONrltol-
A. BEFoRE srARrtNG erueiruEsl A. BEFORE SIARTING ENGINES:

1. I1:T FLIGHT HAND TC VAXIMUM 1. SET FLI GHT HAND TO I..4AXI -
CRU I SE ALTI TUDE. MUM CRU I SE ALT I TUDE.
2. SET START \,IARKER TO FI ELD 2. SET STARI \TIARKER SAME AS
ELEVATION, IVINUS ]OO FEET. CAEIN HANO.
3. SET PRESSURE CHANGE LIMIT, 3. SET PRESSURE CHANGE LIMIl',
600 UP - lo0 DorryN. BOTH HANDS TOGETHER ON DE-
SIRED RATE OF CABIN CLIMB.

B. SET PRESSURE CHANOE LIMIT - 3. SET PRESSURE CHANGE LIMIT -
100 uP - l0o Do\.i/N. 100 uP - 100 00urN.
c. No AcTt0N REQUtRtD. c. N0 AcTl0N REQUIITED.
Wl cotlrnol AtRPLAIIE RATE cF llsEI cotlrnol AIRPLANE RATI
cLIr,rB rc HoLD cAElN RATE OF CL II\ilB TO HOLD CAts I \
wlIHlr,r RIASONABLE L|tr!l Ts. RAIE UJI THIN REASONABLE
LIMITS"
O..HO ACTION REQUIREO. O. NO ACTION REQUIREO.
E. BEFoRE DESCENOIItG AT {Efl, nr-- E. BEFORE DESCENDING:
SET START MARKER TO DESTINA- 1. SET PRESSURE CHANSE LIMIT,
rI 3N FI :LD ALTITUOE iJ! INUS 7CO BOTH HANDS TO JOO DOWN.
FEET. AFTER CABIN RATE OF 2. SET START MARKER T3 DESTI-

CHANGE STABILIZES - SET UP HAND NATIOI'I FI'ELD ALTI TUDE,
ro 5oo uP, DowN HAND To Joo ool,tN. MINUS JOO FEET.
]. SET CAB]N HANO SAME AS
START MARKER.
F. NO ACTIO\ REQUIREC. F. AFTER LANO|l,lG - SEr PRESSURE
cHANcE LlMtr - 5oo up -
JOo DCWN.
PRESSURIZATION
D(-6
sEcTroN 1g PAGE T2
Lt-L5-rL OPERATING MANUAL
lr. oPERATTp! "u{^

TOP OF oRurslNG START OF
CLI MB ALTITUDE DESCENT
G ROUI{D
LEVEL
E
DESTINATION
I
A I 0 D
TA XE
OFF
EXA\IPL E_1
DESIINAIIDN AIRPORT HIBHER ALTI'TUDE THAN TAKE-OFF AIRPORT - ALSO
HIGHER rHAN CRUISI\G ALTIIUOE 0F CABIN r,l,''{EN oPERAIING WITH []!AXllvluM

OIFTERENTI/IL.
RATI O CONTRCL RAT-E_ CoNT80L
A BEFORE STARTING ENGINES: A. BEFCRE STARTI\G TNGI I\ES:

1. SEI FLIGHT HAND TO MAXIMUM 1. 8ET FLIGHT HAND TO MAXI\IUM
CRUISE ALTITUDE. CRU I SE ALTI TUDE.
t
2. SET START I.JARKER T3 FIELi) 2. SET START MARKSR SA\4E AS
ELEVAT|0N, MiNUS JoC FEET. CAB I N HAND.

I. SET PRESSURE CHANGE LIMIT - J. SET PRESSURE CHANGE Lililr-
5oc up - 3oo Do'dJN. BOTH HANDS TOGETHER ON DE-
S i REC RAIE OT CAB I I'1 CL I[tB.
3. 9ET PRiSSUI?E CHANGE LII',II I - B. SET PRESgURE CHANGE LIl}I T .
10) up - 1c0 D0wN. 100 uP - 1c0 DoiNN.
C. ADPRCX!I,IATELY ONE HOUR BEFORE C" APPROXIIIATELY ONE HCUR BETORT

DESrlilDll.lG: DE SCEN D I I,1G :
1. SiT I\ HAi'(D TO DESTIIIA-

]]AB ].. SET CABI\ HAND TO DEST!NA-
TICr'] FIiL! ALTIIUDE - TION iIELD ALTIILIf,E -
vl\us 300 FE9r. LESS ICO FEET.
2. S:I START MARKER OPPOSITE 2. SET START I\4ARKER SAME AS
CABIll HAND. CAB Ii{ HANO.
D. NC ACTION NECESSARY. D. NO ACTION NECESSARY.

E. NC ACTION NECESSARY. E. NO ACTION NECESSARY.
P RES SUR I ZAT I ON
DC- 6
sEcTloN 1g PAGE 17
()PERATING MANUAT tt-L5-5t
I I. OPERAT! ON
B. MANUAL PRESSURE CONTROL
1. KEEP MANUAL CONTROL DOOR OPEN-
2. SET CABIN PRESSURE CHANGE LIMIT - 1OOO IJP - 1OOO DOUN (TO
AVOID DAMAGE TO AUTOMATIC INSTRUMENTS).
7. HOLD MANUAL PRESSURE CONTROL SWITCH TO DESIRED POSITION AND
OBSERVE RATE OF CHANGE IN CABIN ALTITUDE - (SC CNNETUT NOT
TO OVERCOIITROL DUE TO LAG IN SYSTEI').

4. lF RATE oF cHANcE BEcoMES EXoESStvE, HoLD swlrcH lN 0ppgggrg
POSITION.
IF, THE OPERATOR DESIRES TO CHANGE THE METHOD OF AUTOMATIC PRESSURE
coNTRoL ENRoUTE, lT lS SUGGESTEO IHAT THE FOLLO!.I|Nc PROCEDURES BE
USEO:
C. CHANGING FROM RATIO-fQJATE CONTIOL DURING LEVEL fLIGHI

1. SET PRESSURE CHANGE LIMIT CONTROL - EOTH UP ANO DOIJ'JN HAND
T0 DESIRED SlcrE 0F ZERO AND T0 DESIREo RATE 0F CHANGE.
(eotH Hltrtos up FoR cLtMB - BoTH HANDs DOutN FoR DESoENT).
2. SET CABIN HAND TO NET,Y CABIN ALT'TUDE DESIRED.
1. SET START MAR(ER SAME AS CABIN HAND.
NOTE: IF PRESSURE DIFFERENTIAL IS AT I'JAXIMUM (4.16) cABIN
WILL NOT DESCEND UNTIL AIRPLANE STARTS OOWN.
D. CHANGTNG FRIM RAI!_Jo RAT|0 CONTROL DUR
1. SET PRESSURE CHANGE LIMIT CONTROL - UP HAND TO 1OO UP -

Dourl ,o*o To too ool'rN.
2. SET START MARI(ER TO DESTINAIION FIELO ALTITUDE MINUS,1OO FT.
V. SET FLIGHT HANO TO CRUISING ALTITUDE.

4. sET pRESSURE LlMtr coNTRoL - oot{N HANo To oEstRED RATE pRtoR
TO STARTINC DE$CENT.
PRESSURI ZATI ON
sEcrroN tg PAGE D(-6
14
tL-t5-11 OPERATING i,tANUAL
I I. OPERATI ON
E. CHANGING FROM RATIO TO RAIE CONTROL DURINe CLllrlB 0R DESCENT
1. SET PRESSURE CHANGE LIMIT CONIROL - BOTH UP AND DOUIN HAND
TO OESIRED SICE OF ZERO AND TO DESIRED RATE OF CHANGE.
(aorH HaNos up FoR cLtMB - BorH HANDS Dounl FoR DEScENT).
2. SET CABIN HANO TO NE\,IJ CABIN ALTITUDE DESIRED.
1. SET START MARKER SAI,IE AS CABI N HANO.
F. CHANGING FROM RATE TO RATIO CONI RCL OURING CLI[18 OR DESCE\T

THIS PROCEDURE IS NOT RECOMVENDED INASMUCH AS IT !I/ILL USUALLY
RESULT IN ERRATIC OPERATION OF THE AUTOMATIC PRESSI,IllE COIIiIIUL
SYSTEV. IF RATE CONTROL IS I\ USE AND FAILS TC OPERATg SAIIS-

FACToRtLy DURtNc CLIlUB 0R DESCENI, lT tS RECoMMENDED THAr MANUAL
CONTTOL BE USED UNTIL THE AIRPLANE ALTIIUDE IS STAEII.IZEO.
E. OPERATI I..IG PRECAI'T ICNS:
0N j3w, - FOR NoR|,,1AL opERATt0N, D0 Nor opEN AN ExtT OR
EXTERICR DOOR IF OOOR WARNING LI3HT3 ARE ILLUI./IINATEC. IF

MAII{ CABIhI PRESSURE COIITAOL VALVE CANNOT Bq OPENED, OPEN
COCKPIT WINOOW BEFORE OPENII!G AN EXTERIOR OOOR.

r/i.NiEN APPROACHI\e AIRPLANE FROM THE OUTSIDE - AND A CABTN
PRESSURE D00R WARNINe LICHT lS lLLUMll'lATED, OPEN THE HYORA-
ULIC COMPART\IENT DOOR FIRST (ONLY DOOR THAI OPENS II{WARD).

OBSERVE THIS PRECAUTIOII EVEN !\THEi{ ENGIIIES ARE NOT OF,ERATING
SINCE THE CABIN GROUNO BLOWER CAN BUILD UP SUFFICIENT CABIN

PRESSURE TC CAUSE SERIOUS IhIJURY TO AN INOt VI DUAL \,1rt-IEN AN
EXTERIOR DOOR IS OPENED.
2. ll{lLlGHT - oo NoT opEN AN Exr:RloR 0ooR oR AN EltERGEHcy
EXIT Ar ANY TtME, EXCEPT AS NECESSARY TO CARRY OUT EVERGENCY
FIRE ANO SMOKE PROCEDURES ANO TTEN ONLY AFTER CAB'I,I HAS EEEN
DEPRESSURI ZED.
H. CABI!-j'!ESSURE LEA|(S. - SEE EMERGENCY PR0CEDURES SECrl0N OF THtS

MANUAL"
PRESSURI ZATION
D(-6 sEcTroN Lg PAGE L'
0PIRATING [,tANUAL 7L-t>51
"W^
tll. LIMIJATIcNS
t ..- A. AUTOI!,IAT I C P RE SSURE CONTROL . . NORMAL tllA r'. 4. 15 PSI
B. AUTor,4ATtc PRESSURE RELIEF. .MAx. !,20 PSI
c. MANUAL PRESSURE coNTRoL.. .........NoRMAL [iAx. \.]4 PSI
0. MANUAL PRESSURE RELIEF.. ...tVAx.4.67 PSI
E. cABtN FAcroRy rEsr (ruseuece). ...7.oo PSI
F. sTRUcTURAL DESIcN r-rutr (rusEtace). ....jo.oo PSI
G. ['lAXl MUMFORLANDING..... ,.......1"50 F,!l
H. VACUUM RELIET VALVE.. .:i P!, I
NOTE: OO NOT PRESSURIZE TiJE AIRPL,ANE PRIOR TO TAKE-OiF.

PRESSURIZATION
DC-6
sEcTroN 19 PAGE 16
tl-t5-rt OPERATING A,tANUAI.
^$fl^
II l. LilVtTATtONS A,lgpLAxE ALTtTUoE - cABtN ALTtTUDE
3O,OOO
25rOOO
2O,OOO
iIJ
t
L
I
U
,
o
r 5,ooo
=
5
U
)
L
r o, ooo
=
qooo
SL
-5poo sL spoo rqooo rqooo

CABIN ALTITUDE . FEET
PRESSURIZATlON
DC-6 SECTION PAGE t7
L9
()PERAIING ,'4ANUAT
tL-1>57
^W^
TROUBL E CORRECTI ON
A. AUTOI\4ATIC PRESSURE 1. CHECK EMERGENCY CABIN ALTITUOE

C0NTFIoL S I t\oPERATi VE CONTROL -
CLT'}SEO.
AFTER TAKF.-OFFO
2. CABIN PRESSURE MANUAL CONTROL
DooR - opEN Al'jo REcLr)siE" ( t_ t sreru
FoR ocLIcK[ 0F TRANSFER s\wlrcH As
THt S 000R CLoSE$ - lF NO 'rCLlCK[.
Tq'AIJSTER SNITCH. HAS FA!LED
lanl:UrtU COt'rtROL. )
- USE.
3, CHECK START MARKER - lF RATIO

0oNTFOL l$ BElr'lc usEo, sET START
IVARKER TO LOilER ALTITUDE.
4. cHEcK clF.culr BREAKERs.
5" cHECK CArTAlttlS Ir{VeRTgR SlVttCX

ANo A.C. VoLTAGE.
CHECK CABI\ AIFFLOW FOR i,IORMAL -

(tN eneEN snNo). tF supEEGHARGEns
ARE STALL ING - TURBIh,E S1'iI TCH OUT.
7. I F Cot'totTt0N NOT CoRRECTE0 -

OPERATE ON I,IANUAL CONTROL"
B. AUTOMATI C PRESSUPE 1. TRIP IILOG. GEAR WARN HoRNII

cI EcUIT
CONTFIOLS RELEASE ALL SREAKER ON MAlt\ C.B. PANEL.
PRESSURE SUOOENLY -
OR RELEASE SOME PRES- WARN I Nq ; RE- I N STATE TH I !i C. B.
SURE OCCASI ONALLYO PRIOR TO LANOING SO THAT
EEAR WARNINC LICHTS WILL
I NOI CATE ON LANOI NO.
2 IF CONDITION NOT CORRECTEO -

OPERATE ON MANUAL CONTROL.
C. MANUAL ANO AUTOI,{ATIC 1 USE CABIN ALTITUOE MANUAL EMER-

COt\lTR0L I NOPERATI VE. GENCY CONTRoL.
2. 0HECK CIRCUIT BREAXERS.
7. lF COFoITICN NOT CORRECTEO - HAVE

MAINTENANCE CHECK CABIN PRESSURE
coNTRoL D1scoNNEcr (eE nrnep)
AFT€R LANOI hC.
P RE SSUR I ZAT I CN
DC-5
SECTION L9 P^GE 18
OPERATING MAi{UAL
t\-t>51
"W^
I V. TROU BL E_ SHoOT I l,rc.
T ROUBLE CORRECTI ON
O" CABI N PRESSURI ZES RAPI OLY 1. oPEN COCKPIT 0IRECT VIEW
ON GROUNO WHEN COCKPIf 11/l NOOWS I tulli4EDl ATELY.
is cLosED. (soue
!!tf'loow
PRESSURI ZATION !lILL OCCUR 2. OPEN fiCABIN PRESSURE MANUAL
WHENEVER ALL !IINDOWS ANO EMERGEN0Y cot'.ttRoL{ valve.
OOORS ARE CLOSEO ANO ALSO
AS TAKE-EFF POVIER I Si 1. CHECK PRESSURE WARNING t.ICHT
APPLIEO. THEf]E SURGES CAN AOJACENT TO FL I GHT COMPARTVENT
BE HELO TC A MINIMUM BY DOOR:
REOUCING RPM ON CUTBOARO
ENGINESIO ICLING AS (a) tr LtcHT r sr Nor tLLUMTNATEo
ARE CLOSER. ALSO BY '/l.IINDOWS
AVOIO- CHECK CIRCUIT BREAKER"
IIlG EXTREINELY RAP I D THFOTTLE
ABVANCEMEI{T ON OUTBOARO (s) ts LicHT rs n-LUMTNATEo -
ENc rNEs ouRrt'rc tlxe-orr'.) HOLO MANUAL CONTROL ${ITCH
To rcAs!N cLtMBr poslrloN
FOR 20 SECoNDS.
l+, lF TRoUBLE Nor coRREcrEo -

MAIN CABIN PRESSURE CONTROL
VALVE IS PROBABLY INOPERATIVE"
E. CABIN flr!LL NgT oEPRESSUR- 1. REGULATE PRESSURE !IiTH CABIN

IZI IN DESCII\IT" PRESSURE MANUAL TMERGENCY
c0ilTnoL.
7" CHECK CIRCUtT eREAKER$*
), lF NECESSAiiY, OECLUT0r"i 0UE

SUPTFCFiARGf,R JIi9T Pil!CR TO
!.tND! NG TE R[OI]CE CABI I\ PRES-
suRE tsEt-o\^J 1"8 p sl
"
,|i" !i,Er'r cccKPtr cIRECT 1,rir{\l
Y/; l\OO',X S AFTEFi tAN0 I NC e
7
PROPELLERS
'u
v
o
'u
m
m
vt,
20
\
PROP€LLER S
0(-6 SECTTON 20 PAGE 1
OPERATING MANUAL LL-t>5L
PAG E
I NDEX.. . 7
I. GENERAL. 2-C.
A. COVERNOR. 2
B" TOCGLE SUtTCHES" 2
C. MASTER LEVER.. 2
D. SYNCHRONt ZER"... ,
E. MASTER ENe INE SEL ECTOR S.l,Vl TCH.
1
F. RESYNCHRONIZATTON BUTToN...... 1
c. TACHOMETER I SOLATIoN SW|TCH.
,
H. REVERSTNG LOCI$ FLAG AtiO LtGHT.. 4
ELECTRI CAL PO'TER SUPPLY TO PROPELLER SYSTEM
-
O I AG RAM. tr
It. oPEsAJtCN. ......... 6-7

A. MASTER LEVER ANO SYNCHRONTZER CONTROL (NONUAI)".... 5
B. MASTER LEVER CONTROL WITHOUT SYNCHRONI EER.....""... 5
c. MANUAL - TOGCLE ONLY.... 6
0. REVERSlNC....... 6
E. UNREVERSI NS... .. 5
E FEATH ER I NG.. 6
cc UNFEATHERI LE. ... ... .. .. . .... 7
H. GENERAL OPERATI NS NOTEs... 1
I
II l. L lltll TATI9NS.
6
A. PROPELLER OESI GNATI ON. 4
B3 covERNOR CONTROL RANCE.. ........... I
MAXIMUM SPEEO FOR UNFEATHERI NG.."... I
0. BLADE ANGLE STOP SETTINOS...".. 6
E. NORMAL TIME FOR FEATHERI t\8...
". I
E NORiIAL 0PERATI tlc RPM RESTRICfEO RAMES. 8
G. THROTTLE REVERSINC FORCE... I
lv. TRoUBLE_SHOOTING ....... g_t1
A. TOCGLE swtTcHEs. ....... ..... g_10
B. MASTER LEVER.. 10
c. RESYNCHRONT ZATION BUTTON. 10
0. R. P. i.{r L tMl T L tcHTSr. 11
E. FEATHER I N€. .. 11_ 12
F. UNFEATHERINS L2
8. REVERST NG...... L2
H. UNREVERSI NC. I'
? ROPELLER S D(-6
s EclloN ZO PAGE 2
OPERATIIIG [TAI{UAL
t 1-15-51
^W^
I. GENERAL
THE HAMILTOT'I SIANOARO PROPELLER CONTROL SYSTEM PROVIDES FEATHERINC'

REVERSINGANoCoNSTANTsPEEooPERATIoNFoREACHEi.IGINE.THEFoUR
INDEPENDENTcoNTRoLSYSTEMSAREALSoINTEGRATEDToMAKEPoSSIBLE
AUTOMATIC SYNCHRONTZATION OF ALL ENCINES ANO SIMULTANEOUS CONTROL
OF RPM OF ALL ENGINES.
PROPELLER BLAOE ANGLE CHAN0ES ARE ACCOMPLISHEO BY UTILIZING ENOINE
oIL.BooSTEoINPRESSUIEANoDISTRIBUTEoBYAcoVERNoR,ANELE0TRIc-
ALLY ORI\/EN AUXILIARY OIL PUMP IN EACH ENOINE NACELLE SUPPLEMENTS
THE G0VERNQR 0lL PRESSURE FoR THE FEATHERT NC, UNFEATHERI l'lc, REVERSI NC
ANO UNREVERSI \O OPERAT I ONS.
A. GOVERNORS ARE ELECTRICALLY POSITICNEO 8Y THE

GQ,Y-g8!08 - THE
VAFIOUS PROPELLER CONTROLS ANO DISTRIBUTE E}'IGINE OtL TO THE
PROPELLER oOME AS REQUIREO TO lviAlNTA|N THE SELECTEo RPM.
B.ToGcLESrfllTcHEs-AREUSEoToINDIVIoUALLYcoNTRoLTHESETTING
OF EACH EOVERNOR. THEY OVERRIDE BOTH THE AUTOMATIC SYNCHRONIZA'
TION SYSTEM ANO THE MASTER CONTROL LEVER. THE TOGELE S1IVITCHES
HAVE FULL CONTROL REGAROLESS OF THE POSITION OF THE UESTEN

ENGINE SELECTOR S1YITCH.
c MASTER LEVER - PROVIOES A MEANS OF SIMULTANEOUSLY CHANGINO THE

RPM OF ALL FOUR ENGINES. ITS ACTION OVERRIDES THAT OF THE AUTO-
MATIC SYNCHRONIZATION SYSTEM. THE MASTER ENGINE SELECTOR S^'ITCH
MUST BE IN EITHER THE NO. 2 AUTO OR NO.J AUTO POSITION FOR THE
MASTER LEVER TO HAVE CONTROL. PLACING THE MASTER LEVER IN THE
FULL FoRwARo (tnltenlte") PoslrtoN sETs ALL FouR GovERNoRS AT
FULL L$V PITCH AND OISCONNECTS THE AUTOMATIC SYNCHRONIZAT|ON

SYSTEM.
P ROP ELL ER S
D(-6 sEcTroN 20 PAGE J
0PERATING IvIANUAt 1 1- 15-5 L
r. q.g.rg86L
D. SYNCi1RONIZES - AUTOil,IATICALLY SYNCHRONtZES THREE ENGINES TO THE
FOURTH (T,TESTEN) TNGINE" THIS SY3TEM IS NORMALLY EFFECTIVE
ONLY IN A RANGE OF ! 1fl OF THE EPERATING RPM. THUS, IF THE
MASTER EN,3!NE SHOULO BE FEATHERED, RPM OF THE REMAININq ENGINES
WOULD BE REDUCEO BY ONLY JI.
AUTOMATIC SYNSHRONI ZATION CONTROLS ONLY WHEN:
L. MASTER ENGINE SELECTOR SflITCH IS IN NO-. 2 AUTO OR NO. J

AUTO POSITION - ANO
?" TACHOMETER ISOLATION SI4'ITOH t S IN NORI-4AL POSITION - ANO
i" N4ASTER LEVER AND TOAGLE S{/ITCHES ARE NOT lN PROCESS 0F
MAKINO AN RPM CHANCE - ANO

II. MASTER LEVER IS NOT IN FULL FORWARD POSITION.
E. MASTER ENGINE SiLECTOR SdITCH - PROVIBES A M€ANS OF SELECTING
IITHER NO. 2 OR NO. J ENSINE AS THE MASTER ENGINE FOR AUTOhiATIC
SYNOHRONIZATIOi'I. IT ALSO PROVIOES A MEANS OF OISCONNECTING
BOTH THE AUTOIIATIC SYNCHRONIZATION SYSTEM AND THE MASTER CONTROL
L EV ER.
g-Es!_NclRorlllaTl0N BUTTON - lS USEO To RESET THE LTMITEO AUTO-
iViATIC SYNCHRONIZATION RPM RANGE. OURINE NORMAL FUNCTIONING OF
THE AUToMATtC SYNCHRONTZATI0N SYSTEM, THE LIMITS 0F THE RpM
CONTROL RANGE ARE CRADUALLY REACHEO. EACH TII,,IE THE RESYNCHRO-
NIZATION BUTTON IS OEPRESSED ANO RELEASEO, THE FULL 3ft NEU
COruTNOT. RANGE IS RESTOREO.
G IAEtoftlETE-& I SOLATION SWITCH - LOCATED BEHIND THE CAPTAI Nt S
SEAT, I S USED WHEN THE AUTOMATIC SYNCHRONIZATION SYSTEM MAL-

FUNCTTONS. !''rHEN pLACEo tN THE rrEITERGENCYI POSITION, THIS
SWI'ICH DI SCONNECTS THE ENGINE TACHOMETERS FROM THE AUTOMATIC
SYNCHiONIZATION SYSTEVI ANO ALSO CUTS OFF AUTOMATIC SYNCHRONIZA.
Tt 0N.
P ROPELL ER S D(-6
sEcTtoN 20 PAGE I+
()P[RATING [4ANUAI
tt-15-5L
I. GENERAL
H. REVERS'N-G LqCX. FLA - IN FLIGHT, THROTTLE MOVEMENT

!NTO REVERSE IS PREVENTEO BY A LANOINc GEAR OPERATED LOCK.
OURING LANDII.IG, WHEN EITHER THE RiGHT MAIN OR THE NOSE EEAR
STRUT IS COTIPRESSE&T THE LOCK tS RELEASEO ANO A WARNINC FLAq
ON THE FORWARD TACE OF THE PEDESTAL LIFTS INTO VIEW; A LIGHT
ON THE ENGINT INSIRUMEI{T PANEL ALSO ILLUMINATES TO INOICATE
THAT THE THROTTLEE CAN BE MOVEO I NTO REVERSE.
IN fHE EVENT OF ELECTRICAL TAILURE OF THI S CIRCUIT' THE
THROTTLE LOCK CAi{ BE MANUALLY frfLTASEO SY LIFTIilE ANO HOTSING
I"iF THE WAFNING FLA6"
g4.u,Lq!: oo $loT LirT wAnNlNG rLAg uNLr:s3 AIFIPLANE tS ON THE
G ROUNO.
ELL ER
r
P ROP S
-6 SECTION PAGE
20 5
ERATING MANUAI. IL-1y5L
^W^
t. eENER4L ELECTRICAL F'WEN SIJPP Y TO PROPEI.LER SYSTEi,i
&T
OF
2< eZ
?
o;r
z<=
il
E!tr2
F-€F*
l!g= e
2 1: 6i ! tE-a
26= z I EE?9;9
,-6 9 Id
o:; de z
OV
zz
E--
a46z
l*t^*r-
ai E5
; i,o o!2 -F
-iz o-l
r&
z -c
zo :< ./r.a
la2
T d)
zz z4r, 2 "
a g llo 9: -r P=- ;2
'iztiz
z 5Fr sr5
rl<4 nrYl o
l tcE <:.::
*zq
gza
o dc,= >o5
L- e--*.
;lvi9
*6
L__ _ l!<
L__- rgl =looo

o
i;l
Ei
T- G-J
iil,l
P
el
rl
I
r ;l
Iri
gr:
;<':
oEE
o- e)
i
=82
oj
OZ E
z !. p:P
z6 e
oz o ci!=> 4zl
&
o o-l t=y.=f,. Ea;:r
N=
2Z
z
-i
iie
E;659;
F -cFbo
a 9=;,.11
oz'r9_a
o
z
r;
z
) joco
,- F
>
E o-
oze- 0
a 2 lz< -4o
4z6Farw6->= f oz-
1 2
I 1o<r
:42")lioZ r
.a
o
z f :o OJ
G-
4
6J
< J-'1r -'
-Z !..6:-
> _EuJ "
= at rz
giEi:sE: =;3;
u:&-d^-L,
N :iot>ro
Ess;
():u<orzz
20t70t)- 6<@ 2
PROPELLERS D(-6
sEcTtoN
L7-1>rL
20 PAGE 5
OPERAIING MA}IUAI" #^
I l. oPERATI!N
A" r,!AsrER LEyq8 -ANq sYNCtlS0NLaE&-aq$-F.pL-(IA8i$t)
1. MASTER [Ngif]E "- N0. ? oR N0. J AUTO PoSlrlQli.

SELECTOR
2. TACHOMETTR iSoLATloN g\!lTCll - rrl'ioR[4ALn P0Sl"l'lc',N

). MASTER LEVER . SET TOR DESITiEO OPERAT!NG RPM.
4" RESYNCHRON! ZATiON BUTTON - PUSH AFTER EACH RPili CHANGE ANO
AS liECrSSAliY T0 MAI NTA ! fi SYNCHRONI ZAT I 0N.
ivlASTEF. L rR conT
1- IyIASTER ENi il'lE SEI-lliTcR - N0.? 0R NO. J AUT0 PCSiTi0N.
rirMrRl;it'.NCYri i]0slTl0N.
2" TACHOr,tIiER tsolATl0N stylTCH -
J. rnAsTER LEVEn - SrT FCp' Drf tFIED Cirf iiAT!NiG Rr',iri.
c. iTANUAL._- r!Sj:j.L-Ep-grL9]=_!llu-I
1. T,lASTER Lti,l I i.la, 3L.l- ECT(rR - MAfluAt".
2. TACr-iOMETEliISOLATICtl S'tlTCFi - "Ll'lERGENCYI P0SlTlCN.
). TOGGLE S?'jlTCl-iE5 - AOJU!T lNDlVl0UAl- EN0 lN{: RPI\l AS DESliiLD.
eEvris.L!!-
1. AFTf R i.tFiPLr\r.iE is 0ll Tl-iE GROUNIJ, l\rOVE TFiIi0TTLES ArT CF
tioRr.iAL icrl!f'lG F,oslTlctl - iEVERa;E THFiLIST INCREASe S
PfiCPOFT IOI-TAT TLY .iO ThE AMOUNl. OF AFT ;iINCTTL E iiOVi!]ENT.

( sr! Norli,Ai cPIRATiNG PSocEDURES sECTi0N cF Th I -s iviAtll,rr{-
rOR REVIRSI Nd TICH\iQUE. )
E. uN&EVrRSLllg
f . iloVE TFilioT-!"1t FOR\1rARD I fiT0 N0RI!1AL I 0L i NG RANG E.
F. F-fATriER!tlg
SEE EMERGENCY PROCEDURTS SECTION CT THI E MANUAI.

PROT EtL ER S
DC.6 SECTION 20 PAGET
OPERATING MANUAI 1L-t>r1
^W^
I t. oPERATl0l'.1
UI.IEEATHERING
SEE EN4ERGENCY PROCECLJRES 9ECTION gg THI 9 MANUAL.
H. GENt.RAL OPEIIAf-.! t\;G tlSTEl
1" IF THE NTASTER COIITROL LEVER IS I4OVEO WHEN THE MASTER ENGINE
SELECT0R S#ITCH lS lN MANUAL, A CHANGE lN ENSINE RPM iVILL
NOT OCCUR. lF, HOWEVER, THE IIASTER ENGINE SELECToR Sl^rlTeH
IS LATER MOVEO TO NO. 2 OR NC). J AUTO POSITION, ALL ENGINES

WILL THEN CHANGE RPM TO MATCH THE CURRENT SETTII'IS OT THE.
MASTER LEVER. CONSEQUENTLY, WHEN SWITCHING FROM MANUAL
TO AUTOMATI6 CONTROL IN FLIEHT, CARE SHOULD BE TAKEN TO
AVOIO RAPTE RPM CHANGES.
2. IF, WITH THE MASTER ENGINE SELECTOR SfoITOH IN NO. 2 OR NO. ]

PoElTloN, RPM 0F A SLAVE rf,jclNE ls 0HANGE0 \{lTH THE TooGLE
S,VITCH, THE SLAVE ENGINE RPM WILL CHANGE APPRC,XIIUATEUY JF
TOWARD MASTER RPfu1 SETTINO WHEN THE SLAVE ENGINE TOGGLE
S,,ITCH I S RELEA'ED.
3. PRECAU;!ON - PROPELLER MAY OVERSPEEO tF ENGINE FIRE
EXTINGUISHER SELECTOR VALVE HANDLE IS PULLEO OUT
BEFORS THE FEATHERING BUTTON IS OEPRESSEO.
lj.. pi.ECAr,rT Lc't'i - I i AN Et]G I Ni FAIL s Ftio'll LACK cr gl,l\,i I liL 0lL
PRESSURE, THE PROPELLER GOVERNOR !!ILL HAVE NO OIL SUFPLY
ANO THE PROPELLER !!ILL OVERSPEEO IlllNlEOIATELY UNLES"q THE
POWER I S REOUCEO AND THE ENC I NE FEATHEREO I t!ll'4E01ATELY.

P ROPELL ER S
D(-6
sEcTtoN 20 PAGE 6
tl-!757 OPTRATING MAI.IUAt
"\{^
I il. LrMiTATl0N9
A^ PROPELLER OESIGNATICN
1. HUB ASSEMBLY - ., _ til E6o
2" BLADE ASSEMBLY - - 5895A-8
t. PROFELLER 0tAIYIETER - - - 73 r-T. 5 r HCHES
B" e\.*:te8!98_99.U1-8!t--E-eIC.E - - Uoo - 28co cPM"
MAX. SPEEg R UNiT EAT Fi 15{i MPhr ( rl5 Hrjorsi.
9. eLADE q. s10p -_!Erl.]_!1q-9_-4] 4a

ANt;L ! NCi.{ STAT I ON:
1" LOW PITf,H * - JO oECREES

8" fti:vE'l5r P iTili M! NUS 6 DEGRIES
3" r[:AiHrRsD P0Stir0i.,! APPRCX" 95 DEGR[[S
E NO, RMAL _TirsE rOR FEAJ'HLq| Ng ( i U rr- taliT) - 7" 5 sECoNos
F, NORI'I.AL OFERATING 8PM RESTRICTEO RANqES
1. 1550 ro 1650 RPM
2. 2OoO To 2150 RPM
J" 255a ro 26ra RPM

NoTE: EI4EAGENoY 0PERATI0N PER[rlTTE0 lN ABoVS RPM RANGES.
c IHROTTLE REVERSING- FORCE THE I',4INIMUM PERMI S,SIBLE fORCE AT
T}iROTTLE KNOBS REQUIREO TO MOVE EACH THROTTLE FROM POSITIVE
TO NEEATIVE THRUST POSITION I S ETGHT (8) POUUOS IN ADDITION

TO THROTTLE SYSTE},l FRICTION.
P ROP ELL ERS
D(-6 sEcTloN 20 PAGE 9
OPERATIN6 MANUAI. 1- 15- 51
^W^ 1
lv. TRoUBL,E SH00T!NG

A. TOGGLE SWITCHES
1. ALL TOCGLE S$/II'CHES 1. CHECK PROPfLLER IMANUALII OIRCUIT
I I.IOPERAT I VE. BREAKE R.
2. cHEcK 4 FUsES tN SYNCHRoNIzER

BOX,
J. NO FUF.THER ACTI0N POSSI BLE lti

FLIcHT - (usr MASTER coNTRoL LEVER
ro cNetreE npu.)
ONE TOGGLI SUJITEH 1 CHECK TOGJLI FUSES IN SYNCHRONIZER

I NOPERAT I VE" 8OX. FUSES ARE LABTLED A*B-C-O
Ailo conRESpoND To ENG rNrs z-l-r*4"
ADDITICINAL FUSES ARE SPARES"
2. NO FURTHER ACTiON POSSIBLE !I]

FL I 3HT - L' SE I"4ASTER CONTROL AND
RESYNCHRONI ZER BUTTON.
l. Toc;L E s\il r ToH I NoP ERA- I c0RRECTIvE AcTi 0N P0SSI gLI i tl

l'.10
TIVE IN INCREASE RPM FLISHT - iJSE I'4ASTER CONTROL LEVER
POSITiON BUT OK IN ANO RE-SYNCHRQNIZER SUTTO|i TO
DECREASE RPIJi. CHAI]G E RPM.
4. to;uLr oPERATED To 1 NO CORRECTIVE ACTION POSS!8LE IN

It
l NcREA sE'r AND RPM FLIGHT. IF TOGGLE Ss/ITCH IS HELD
DECPEASTS. OR'/iHEN CONTINUOU-qLY IN EITHER POSITICN,
oF ERATED ioTDECttEA--E " RPM WILL GO TO FULL LIMIT IN Oi\iE
RPN1 I NCREASES. DI RECTI ON AND I IIMEOI ATELY REVERSE
AND G0 T0 0PP0StTE EXTREME, ETC.
A. IIASTER ENGINE SELECTOR S&ITCH -

MANUAL.
B. MAKE ALL RPM CHANGES VlITFI
TQO;LE SleITCHES.
C. lF RPlrl OF FAULTY ENG INE I S TOO
FAR OUT 0F LlMlTS, AN ATTEIIIPT
MAY BE IIAOE TO CHANGE RPM -
I F UNSUCCESSFUL, FEATHERI NG
L1AY 8E NECESSARY. ATTEMPT TO
RESET RPM AS FOLLOIXS:
SLO'\ AtR'LANE fO tE5 rr,rpn

( rl5 xuors)
(a) REOUCE POVTER ON TAULTY
ENG I NE T0 2orr HG"
\)) HOLO TOGOLE SIJITCH IN OE-
SI RED OI RECT I ON UNTi L RPM
RUNS TO E)'TREIilE HIGH OR LOW
LIMIT WHERE IT \TILL
REVERSE
Dl FiECTloti, ANO START BACK
TOV/ARO OTHER LIMIT. ${.IEN
DESIREO RPM IS OBTAITIED,
RELEASE TOGGLE S[ITCH.
CcNTID. ON REVERSE SIDE CF THIS PAEE.

P ROP ELLER S
ON
ECTI PAGE
0t-6
10
S
1 1- 15-5i
ZO
OPERATING fr,tAt,IUAL .W^
!
lv. rtqu-El_E__Elqor_l-lg
TROI.'BLE CCRRECT I ON
(4) rr PRocEouRE rs succEss-

FUL - BESTORE ENCINE POWTR
A3 OESiRED AND CONT|NUE TO
0P ERATE P ROP S I li n ITiANUAL rr-
AVO I D FURTHER RPII CHANG E S
ON FAULTY ENGINE.
B. MASTEq-LTYER
1- MASTER LEVEft OR i. cHEcK PR0FELt-Et. rrgYl,tc*

RESYr'lCtiRoNt ZE SUTTolt CIRCUIT EIREAKER"
I NOPERAT I VE.
2. USE TCGGLE SUiITC|]E$
2" RPirt ON OliE EflG ! Ng i. T,qr' Tal:,;L ( 0PliAT i t)fr" ! F STJCCE SS"-
CHAN]ES : I.I OI iiE{:T:ON fjl-L- (Ci /r.!:Tr.i. !'.*I,..;-. StLaii:Ji
L
OPP']SITE TO T;"IA.T' $fL,* ^.f,: irri I il 1;:A;iJAL r Ai:. J 5; T0*,j: !-
fCTrD WlTH illASTER LEVEfi" $.\.ITflHE3- IF TOGIt,E OPTRATION IS
!. RiqAT I C:
? FOI,LO!! '!TROUBLE SITOOTING - TCC,]LI

s,, i T{lH I srr .
c. BqsrNC"-_BUTTON
1. RPM OF ONE Ei.IG INE 1. TRY TOGGLE OPERATION - iF SUCCESS-

DRIFTS OUT OF SYNCI"iRO- FUL:
NIZATION ANO GOES
FARTHER OUT OF SYI.ICHRO- A. PLACE TACHOI.,[ETER I gCLATION
NI ZATI ON ',!HEN BUTTON i S SwITcH Ii.I IIR,IERGENcY,' POSITION.
PU Si{EC" B. SYNCiiACNI ZE PR0PELLEiIS :!t TH
TCGGLE S\ruITCHES.
C" MAKE LARGE RPM CHANGES \I^JITH
IVIASTER LEVER.
2. IT TO(,]LE OPERATICI.I I S
IITROUBLE
ERRATIC -
FOLLOW 9HOOTINC - TOGGLE
swl rcHESn - stEp aI.
2. tNDiVtDUAL OR A.LL 1. TOSBLE ENGINE$ BACK TO APPROXIMATE
ENG I NE S f/I i-L NOT RE- SYNCHROIII ZATION I F RP'J OI TFERENCE
MAIN IN SYNCHRO[iIZA- I S LARCE.
Tl0N.
2. PUSH RESYNCHRONI zER BUTTON AND
RELEASE - 1r1/AlT 5 SECONDS AND
REPEAT SEVERAL TII,iES - IF NC
I MP iIOVEMENT:
J. MASTER ENO INE SELECT'JR S'IJITCH TO

OPPOSITE MASTER ENGINE ANO CPTRATE
RESYNCHRONI ZER BUTTUN SEVERAL
TIMES - IF NO IiUP;IOVE;IENT.
li" rncN lS0LATl,3i',! si^.'lTcH Tc 'r|.'.IERGENcY'!
,. tulASTER ENGINE SELECTCR S!!tTCH TO

T,!4AT.jUAL!I. USE TLra'jLE SyJITcHES rOR
ALI- RPM C i{ANd E E.
0(- 6 P ROP ELLER S
sEcTroN 20 P A G E 11
OPERATING MANUAI
7t-LTrl
"U{^
IV. TROUsLE SIjOOT I NC
TRO UBL E CORRCCT ] CN
D. RPM LIMIT LIGHTS
t ALL RPM LIMIT L CHECK PROPELLER IISYNCI

LIGHTS INCPERATIVE. CICCUIT BREAKER"
2. N0 FURT'rieR ACTI0N POSSI lLE.
RPiJ LIMIT LIGHT 1. CHECK BULB- PUSH TO TEST. R|PLACE
INOPERATI VE ./!HEN IF NECESSARY. IF LISHT IS STILL
UNFEATiIERING IN I \OPERATI VE:
FLlSHT.
2. TOG:LE TO DECREASE RPM FOR 20 SECONDS.
7 UNFEATHER ENq INE I N NORI,IAL IIANNER

8UT BE ALERT TO FEATHER ENGiNE
AGAIN lF RPid lS iiOT C0ilTriOt-l-ABLE.
J. 0NE RPivl LlrvllT LlGl-iT 1. CHECK BULB - PUSH TO TEST - IF BULB

VE WHEN
I NOPERAT I I S OK, PRoCEED AS FOLLOSJS:
MASTER LEVER IS tN
CALIBRATE POSITION A. MASTEA CONTjiOL LEVER FULL FORWARO
FOR TAKE-OFF. ANO J OPERATIVE LIGHTS ILLUI\,4II'IATEO.
B" HOLO TOSGLE S!\]ITCH OF AN ENGINE
\,^JITH AN CPERATI'JE LIGHT TO {Of-
CiIEASEIi RPM POSITION Ut'ITIL LIEHT
GOES OU'I'- THEN RELEASE TOGGLE
$r',/l TCri.
C. IF OPERATIVE LIGHT WHICH HAS BEEN
TOSGLEO BACK REMAINS OUT AFTER
ToqGLE S\/tTCH lS RtLTASEO, ALL
GOVERNORS ARE OPERATINC PROPERLY-
TROUBLE IS IN LICHT CIRCUII.
D. IF OPERATI'/E LIGHT YJHICH HAS BEEN
TOGGLED COI\-,IES ON SIIORTLY AFTIR
TOGGLE SvIITCH lS RELEASED, lT
MUST BE ASSUI'IEo TiIAT r]oVERNOR
VlITH INOPERATIVE LIGHT HAS NOT
REACHEO TAKE-OFF SETT I I.IC.
E. FEATl-][.R I.NG
1. PI0PELLER',tlLL N0I 1" Tc,!I]LE PROPfLLER TO FULL IIDEcREASEII

F [AT Fi tR. RP ivl.
2. CHEcK IIFt.AT.-IEQ ANJ Ri:VERSEII CIRCUIT

BREAK ER.
J. CHECX AUX. OIL PUNIP CURRENT LlllllTER

4. sre !iiEAT He R I NGrr
-
EirlER0 ENcY p R0-
CEOURES SECTION OF THI S MANUAL.
2I TEATHERIN3 BUTTON 1. HCLD BUTToN lN UilTiu PRopELLER IS

POPS OUT BEFORE FEATH'REO.
PROPELLER I S
FEATiiEREO . ( OR
\r/lLt- NoT HOLO) .
PROPELLERS
sEcTtoN DC-6
20 PAGE 12
1 1-1 E-t:.1 (}PERAIINS IUANUAL
^${^
I V. TROUBLE SHOOT I NG
TROUBL E C ORRECT I ON
J. FEATHERING BUTT0N 1 PULL BUTTON OUT TO NEUTRAL AS

FAIIS TO POP TO SOON AS PROPELLER I S FEATHEREO.
NEUTRAL lryHEN PROP
I S FEATHERED.
s UNFEATH ER I rio
1. PEOPELLER WILL NOT 1. CHE0K {FEATHER ANo REVERSEII CIR-

U ITFEATHEA. CUI T BREAKER
2 CHECK AUXI I- I ARY OIL PUI.,1P CURRENT

LIMITER.
Rrvl-Rst-i'tg
1," ALi. TqIOTTLES WILL NOT 1. HOLS NEVERSii,]' TLAC UP I/IANUALL Y.

GO INTO Fi'VER:.9 POSI-
:"t crt ( eevlast N! FLAc RTVERST ALi. PRiP'LJ.., AS tN i.tD.itlAl-
noltN A),.) RLVLn3i r.i,-l MANl.JEt.
Irusr out).
2. PROPELLER \TILL NOT 1. CHEOK ,rFrATi.{e R ANO REVERSEfl CtR-
R EVE R SE. CUIT.BREAKEA.
j PROPELLER FEAT \THEN 1. I :"IMECI ATEL Y RETURN THROTTLE TO
TiIROTTLE IS PULI.ED
'RS INTO FORV/ARO PITCH RANGE
PULL FEATHCRI NG BUTTON OUT -

RELE,CSE AS SOON A9 RPM BEGI\S TO
I NCRaASE.
ji. IF PROpELLER WILL NOT UNFEATHER -

NO FUITH'A ACTION IS POSSIBLE -
siiuT Dcr,lN ENo lNE.
4. pRepELLER REvEitsEs 1 CHECK AUXILIARY OIL PI.'MP
- (ts
CU'IRENT
sr-ovrtv L ilJ l -fS.
sLuee r sr).
2. IF CURRENT LIMITER IS OX TROI.]3LE
I S P|IOBABLY DUE TO FAILURE OF
AUXI L IARY 0lL PUMP ivlOTCR.
J. CHECK MOTAR BY MAKING FEATPTIINC

CHECK"
,). Ri\,,i.iStNG .:LAe 1. rr'tlP $LA!(olNG eEAF r,l,ARNlNG'r c.B.
RII"IAINS UP ANO
'iEvEiiSt N,l L t;HT iJ" <fEP CIR6UIT BREAKER OFF Ii-lRCUGH-
R€IJAINS Oi.I III TLICHT" iIIT TLICHT UN?IT !'UST PRIOR TO
LAIJCi Ng - THEN RE.INSTATE AI.ID
OHECK LANDINS CEAR WARi]INg LIGHTS
ETFORE LAND!Ng,
CAlriiori - lll 0ESCEiIT Ai.iD LAflolNA

I-T"]-E?-IIRCUII BREATEff HAS SEEN RE.
lf,iSTA !-Et, ul'rRr Tg ihROT.f L-rS CARE-
f-r-'Lt"r,' T0 AvCil:l i!'OvglrlENi !NTS REVERSE
'l'iiFi:si ariiEE-FRt rln r0 L.AN0lNG,
PROPgLLERS
DC-6
SECTTON 20 P^cE 1J
OPERATING MANUAI. tL-15-51
Û{^
TROUBLE coRRECT t0r,l
H
$_1Er.e-E!_l_us.
\ 1. PROPELLER WILL NOI L PLACE THROTTLE II{ FOR\IARO PITO{
COME.OUT OT REVERSE. RANGE ANO PRCCEED AS FOLLOWS:
cHEcK TFEATHER AND RgvrRSE, clrcutT

B REAKER.
? PUSH FEATHERIIIc BUTTON - PULL EUTION

OUT WHEN PRDP.ELLER REACHES FORA'ARO
PITCH RANGE - IF UNSUCCESSFUL:
4. roecte ENctN; covERNoR To FULL DE-
CREASE RPM POSITION.
,. AOVANCE THROTTLE TO INCREASE FPM

ABOVE 15OO" cOvERNOR ACTTON
SHOULD THEN UNREVERSE PROPELLER.
2. PROPELLER IOMES 1 TTFiATHER AND REVERSE{

lluli- CIRCUIT
OUT OF REVERSE AND BRTAKER I \6VIEDI ATELY.
THEN FEATHERS.
2. SHUI DOWN ENGINE.
t// ffl
r E

American Airlines DC-6 Operations Manual

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

American Airlines DC-6 Operations Manual

Uploaded by

Copyright:

Available Formats

D(-5

TltE DoNTENTS oF THls MANUAL ARE AppLtcABLE To ALL oc_6 nuo

CONOUCTEO !II ACCOROANCE WITH PROCEOURES ANo LIIv]tTATIc'NS coNTAINEo

SFEC!AL NOT^T!eN tS MADE WHEfiE pROoEDURAL, pERF0RIdANCE OR

DESIGI.I :ITFOFBTA:ICN I S APPLICAELT CNLY TO CERTFIN CROUPS .OR TYPE$ OF

iIRPLA}.I€S. -{LL REFERINCI TO DAYPLANES, UNLESS OTI-,ER!!ISE I,IOTEO,

tficLUDEs sorx $c-6 BAypLAN[l ANo ALL oc_6e atFpLAN[s.

FFFEaT|VE JULY 1, 1952, NAUTICAL M!LES AND KNL1TS WILL BE

C.CNVEESICti Cf iIFSPEEO INC!CATCRS sJILL Ere th Aptti0:;t[!AIELy JAuUI\Ry,

.aLL il rSpE!.c REIr[RENC[:, UiJi,€us oTt,EE!,il :if No1r"0, ARE

THE coNTENT{l oF THts MANuAL ARE APPLIcABUe ro eut oc-6

BE CONDUCTEO IN ACCOROANCE WIlI{ PROCEDURES AND LIMITATIONg CONTAINEO

SPECIAL NOTATION lS MADE WHERE PRoCEDURAL, PERFORT'lANCE OR

OESIEN INFORMATION IS APPLICABLE ONLY TO CERTAIN EROUPS OR TYPES OF

AIRPLANES. ALL REFERENCE TO OAYPLANES, UNLESS OTHERWISE NOTED'

tNoLUDES eorx oc-6 oAYPLANEs ANo ALL oc-6e alnptarues.

EFFECTIVE .JULY 1, NAUTICAL MILES AND KNOTS WILL BE

ALL AIRSPEED REFERENCES, UNLESS oTHERlr'l8E N07ED, ARE

lNotcATEo AtRSPEED (al,qspeeo oBSERvED oN CAPTAlNrg lHotclroR).

KNOTS = .87 X MPH

ENCINE FAILURE ON TAXE.OFF 10

CAEIN PRESSURE LEAX IN FLIGHT. . . . . 16

ELECTRICAL SYSTEM MALFUNCTIONINE . ; . ., . . . o. . . 40

HYDRAULIC SYSTEU FAI LURE 41

FLA RE8 rl3

4 Ettclt.re eo-ARouNo li4

EnERcENcy LANotNc ANo pAssEilcsR EvAcuATtoN . . . . . . . lt&lt9

THIS PAEE INTENTIONALI.Y LEFT BLANK

ALL AIRSPEED REFERENCES, UNI-ESS OTHERITVlSE.N0TEO' ARE 1!'lq!CATED AIRSPEED

THE FOLLOWING GENERAL I\FORMATION ON THE USE AND EFFECTS OF CO2 IS

WHEN COz lS DISCHARGED lNTo ANY FUSELAGE oOMPARTMENT' ITS EXPANSI0N

coz ls Toxlc To HUMAN BENNGS, PRODUCIIiG AClDosls 0F THE BLOOD, IRRITA-

lN AN EMERGENCY, TItE COMPANY SHOULO BE ALERTEO AS SOON AS POSSIBLE.

A. SLEEPER AIRPLANES - ON FLOOR OF COAT COMPARTMENT OPPOSITE MAII'I

P ROV I DED AS A SUPP L EMENT'ARY MEAN S OF EVACUA T ON,

HAND FIRE EXTINCUISHERS ARE LOCATED AS FOLLOWS:

ONE 5-LB. ooE (aul ltRpLANEs) AFT SlDE oF cocKPlr BULKHEAo.

cAElN EMEReEN0Y_rl4gll!ctiT8 ARE Lo0ATEo AS FoLLoWS:

B. DAYP ONE OVER SNACK A T; ONE

c ONE SNACK ; ONE

r< = <o :<= <o I

ENSlNE FlrE Wr.!!LE STARTINs

XEEP ENEINE TURNINC UNTIL BURNING GASOLINE MIXTURE...... I DI.E CUT-OFF

IF ENGINE WILL NOT START AND FIRE CONTINUES

OPEN SIDE WINDOW. FLAPS - FULL OOWN MIXTURES..... IDLE CUT-OFF

OISCHARGES C02 0R ORDERS FUEL TANK SELECTOR. OFF

OiOERS OTHER ENAINES TC BE SHUTS DO!1'N OTHER OPERA-

ORDERS PASSENGER EVACUATI ON I F NECESSARY TO PROCEEDS TO CAB'N TO AID

E NS.tllE _fl -LE_-4gAU!9!._8&r.

OFEN SIOE WINOCA,, OPEN SIOE WIN8OW ALI. MIXTURES

CAPTAIN FIRST OFFICER FLI GHT ENEINEER

gIISTilUOT STEWARDESS TO PRIPARE FOFi IMEREENCY EVACUATIOru.

I\iAlt\lTAlN Af LEAST 2000 RPrn EOA'L FTAPS - OPEN.

oRDER ENtctNE{s) suur oo,.^rtt SH UT DO\i/N OPERA T I NC

PROCEEO \,^IIT}i *NT] ASSIST I[] EVACUATING PASSENGERS.

THE PILOT MAKING TIIE TAKE-OFF SHALL CON-

lrueu soosrER PWP..."....oFF

OROERS POWER REOUCEO POI#ER ON REMAININE ENGINES -

1. tr FIRsT OFFICER lS MAKINC TAKE-OFF, CAP?AlN WILL RAISE LANDINe

Z. CONTINUE STRAIGHT CI-II,IA ('T POSSISTE) AT TAKE-OFF POIflER TO A SAFS

,---y \. FCR STOPPING, USE ERAKES AND REVERSE THRUST, AS REqUIRED. IF

)' ftEFER T0 Vl - VZ TABLES 0N 0PP0SITE PAGE.

vr - GRTTTCAL ENGINE FAItURE SPEED Vr*

APPROXIMATE SPEEOS 20" FI-APS . NO WIND

Oorr. tNJECT. rr,r.*...3F!