United DC-6/7 Combined Flight Manual

combined
FLIGHT MANUAL
\*--
GENERAL PAGE SERIES
AIR CONDITIONING & PRESSURIZATION . . . . 1-

AUTO.PILOT 2-
ELECTRICAL SYSTEM 3-
z FIRE EXTTNGTITSHER, SYSTEM 4-
o 5-
F{ FUGHT CONTROTS 6-
A
FTJEI. SYSTEM 7-
c TTTDRAUTIC SYSTEM 8-
u
(n
ICE CONTROL SYSTEMS 9-
EI
n IGNTTION ANALYZER 10-
tJt
IJI.IASSTGNED 11-
a INSTRUMENTS . . 12-
t4 OXYGEN SYSTEM 13-
F{
tt) POWERPLANT. . . . L4-
F
rt)
RADIO 15-
UNASSIGNED 16-
18-
WEATHM,RADAR t I . ' . . 19-
IINASSIGNED 20-
AIRPLANE LIMITATIONS AND PBfORMANCE . . . . 27-
CRIIISECONTROL... . 22-
STANDARDOPERATINGPROCEDTJRES .. . . . .. 23-
EMERGEI{CTPROCEDT]RES.. . . . .. . .. T ' 24-
OPERATINGTECHMQUES . . 25-
OVERWATER. OPERATION 26*
UNITED AIR L;NE5

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DC-6 FLIGHT MANUAL
INTRODUCTION
GENERAL
This DC-6/? FLight Manual provides Flight Officers with infofmation required for ihe oPeration of United.Air
I Lines DC-6, DC-64, DC-68, DC-7 and DC-?B airplanes.
The manual is divided into numbered Sections as follows:
GENERAL 1 thru 2o
Each systern of
subheadings:
Description
Operation
Limltadons
Trouble Shooting (malfunctioning)
AIRPLANE LIMITATIONS & PERFORMANCE 2L
CRUISE CONTROL 22
STANDARD OPERATING PROCEDURES
EMERGENCY PROCEDURES Z+
OPMATING TECHNIQUES
\ I
oPERATiNG GROSS WETGHTS
I 2"1
BULLETINS
I m[edru will be lssued as necessary,
I Tea APPRoVED AIRPLANE oPERATING MANUALS

FAA Approved Atrplane F'light Manuals are available for reference at all Btight Offices. Tte DC-6/7 rught
Manual contalrs all pertinent procedures and informatlon found tn the FAA Approved Manuals. Where procedues
in the DC-6/7 Fltght Manua!. differ from those contalned in ttre FAA'App,roved Alrplane Fllght lr4anuals, Unlted
Alr Llnes has determined that eguivalent safety is provlded by such alternate procedures, and assuhes full
responsibillty for thls determlnatlon.
INSTRUCTIqN MANUALS
A complete discussion of all systems and units <lescribed in the GENERAL sectioo of this manual will be found tn the
DC-6 and DC-T Instruction Manuals" Instructlon Manuals are assigned to each Flight Englneer, and library coples
are avallable at each flight operations offl:e.
DC.6/'I FLIGHT MANUAL 4/Lzl6t

INTRODUCTION A
E
W
m
DC-6/7 FTIGHT IVTANUAt
J$rogg$.(continued)
AIRPTANE REFERENCE GROUPS
For text stmplificatlon'and convenleace of presentadon, the airplanes are dtvided into groupe as followsl
DC.6 (N3?501 through N3?546)

DC-6B Group I. (N3?547 through N37568)
DC- 68 Group Il (hi37569 through N37589)
DC.6A (I,{3?590 through N3759 6.)
I
DC-? Group I . (N6301C through N6325C)
t DC-? Group II A OC-7B (N6326C tluough N635?C)
Spectflc elrplap nutnbers are called out in the text if there ts a dlffeie[ce pecullar to ra alrplane that does
otler alrplanes in the general group. The DC-?B Is caltred out speciftcally where it differs
*ootriplfi'JJtsthe
Xtre rnaJor equlpment dlfferences between the varlous atrplaue gtoups ere as folloys:
DC-6 DC.68 DC.68 DC.6A DC-? DC-7 DC.?B

Group t Group II Group I Group II
CABIN DACO Altlmatlc x x x

PRESSTJRE x (1) x x x
SYSTEM tu1exc .Ufilere{rtlal 4,16 $, 16 5.46 4,16 5.46 5.46 4,L6
ATITO p8 - 10A x x
FITgT A-IZ x x x x x'. .)
:i
FT}ET 10 Tank System x x
ST$TEM 8 Tank System x x x x(2) x(2)
INSTRUMEI{T Yacuum System x x a
SYSTEM .{ltemesor! x x x x x
R-2800 Cts-L6 x x
R-2800 CB-17 x
p0wER. R-3350 p4.-2 x x
PLANT R-3&50 DA-4 x
ADI x x x
Auto-Feather x x x x x
Ignition Analyzer x x x
NOTE S
1" Airplaues N37569 thru N3?S?3 have DACO Altimadc Sysrern.
2" Higher r:rrdurrrpable fuel.
4/12/67 DC- 6 l'l FIJct{T IvIANUAL

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LIST OF CURRENT PAGES
CHAPTER/SECTION PAGE DATE PAGE DATE CHAPTER/SECTION PAGE DATE PAGE DATE
GENERAL
-1"[ 10iL5i 58 't -78 3/ L/ 5',1
(CHAPTER 1 Thru 20)
-79 4/ 75/ 56 1"9^ 4/ 15/ 56
INTRODUCTION A 41 12/ 6L B o1 -21 12/2s/59 'l -22 L2/23/ 59
e/7/56 7 -24 6/ 15/ 56
INDEX I t/ 5't II
HYDR.AULIC .I 3131/61 a -9 313L/61
AIR CONDITIONING 1- 1. 1 2 61 SYSTEM 4/ 75/ s6 8-4 .3/3L/6t
& PRESSURIZATION 1- c r/ 56 1 4 1/ 60 -5 4/ 15/ 56 8-6 3/3L/6L
a- 5 1 t') 3r./61 -rl B/sL161 B-B 3/31/6L
1- 7 61 1 B 61 -9 3i ti 58 8. 10 3/3u6t
1- o 5/ L/ 58 1 10 11 3/3t/61
1- 11 1 -72 bI
1- 10 15/ 56 1 -14 61 ICE CONTROL -1 3i 1/ 60 9-2 3i 7/ s7
i- IJ 1 -16 sYSTEM -3 5/ 7/ sB 9-4 4/ L5/ 56
1- L7 1 -18 61 -5 5/ r/ 58 9"6 3/ 7/ 6a
1- 19 1 -20 31/61 1/ t/ D6 9-B 3/t/60
1- 21 ) ^ JL t/61 171 1/ 56 9-10 1r/1/ 56
t-24 3L/6L - 1i. 4i 75/ 56 o-10 3/l6A
1- 23 1
1- 25 1-26 s1/61 _1D 3/ \/ 6a 9-14 3/u60
3/ t/ 60 9-16 3/ Li 60
AUTOPILOT
q
1 /1/s6 it/56 -l'.r 5/ t/ sB 9-r"8 3/ 1/ 60
q-1 -10 3i 1/ 60
2 o
/ 1i57 /t/51
d / l/'o6 2-6 1t/b6
2 7 56 2-8 t/7/56 IGNITION 0-1 4/ $i 5e, t0-2 4/ t5/ 56
2 I 75i 56 2-10
q-1()
0i t5i ANALYZER 0-3 4/ 151 56 10-4 4/ L5/ 56
2 11 t/ 56 L\l 56 0-5 4/ t5/ 56 10-6 4/ 15/ s6
.L 2 -13 /Li56 2-74 /1/56 a-"t 4i t5l 56
ELECTRICAL .l -1 4/L5/56 o-z

l /2î6x. iNSTRUMENTS 2-t LL-/- t5/ 56
SYSTEM 3 -a u3\/61 3L167 L-A 56 L2-4
,1,/61" 1q -A 5/ 1/
ls -5 \5/ s6 .J-O s'.r
ls -l 'l/6L 3-8 I ,t
/61" L't
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a/ 6L L2-B 3/Lo/61
_o 1 /6L 3-10 tl /61 10161 12-10 10/ ob
-11 ,l
/61 c- 1't \1 /6r 2-11 1.8/61. L2-L2 6?
-13 l,l/61 J-I'T 15/ 56
-15 L'l /61 3 -16 1A/ Dc' OXYGEN 3 -1 4/\i/61 LO- A 7/6L
-1n 61 3 "18 61 SYSTEM -o 4/17/6L L5/ 56
-19 61 61 D L5/ 56
c_o1
POWER PLANT 1 0/15158 L4-2 15i58
FIRE EXTINGUISHER 1 lsi 56 I __O
15/56 /ss 14-4 59
SYSTEM 3 17/6\ 4-4 t5/56 -5 15/56 lz]-o 59
5 t|/6L 4-Lr 7 /6L 4-7 10/15/58 14-8 L/ 57
1 1 /6t 4-9 0/i5158 t4-70 !/ 1/ 56
3 11 4/28 /61 t 4-12 0i 15/58
-1 1,5/ 56 u-- rt L3 t,/28 /61 14-74 5B
FLIGHT CONTROLS
56 ()-/+ 3/3L/6L c 15 4128 /61 t4-76 a/$l 56
75/ 56 I{ a/1.5/.5e 1l-1Q 0/75 58
19 14"20 /(o
14-22 A1
FUEL SYSTEM -1 7/ 57 I -4
1i .1 i
_9
57 10/ Db 4-23 0, L L5/ 58
-6 t-otr 1
0i 15/ 58
56 't 15/56
14"26 ._, /OO /<O
.,7 rl oo ?-B r/ oo 4-25 60
+'at 1 l.-ia 2/2e/fre
-o /1/57 7-10 1/ 56 Una/67
-11 1.5/ 56 't-12 10./ 0r)
,o .),'1 < /(O
14-30 2i75/5?,
/t/56 7 -14 75/56
ol 7/7 56 \ n -.ro 1/u56
\
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- J.J
-15 0/ 75/ 58 7-16 tl 57 Li Ll b6 L4-'..14 l/r/th
FLIGHT AL 5l?/61
Page 1
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CHAPTER/SECTION PAGE DATE PAGE DATE

POWER PLANT t 4-35 1/7/ 5'.1 14-36 7/ t/ s7
(Continued) 14-37 7/li57 14-38 t7/ t/ 56
( _O
RADIO 15-1 2/L5/61 1
4/ |s/ 56
15 -3 2/1"5/61 1D -4 2/1516L
+ 1(_< 4/L2/6L Ib-t) 2/L5/6L
1tr_n 2/L5/61 15 -8 2/t5/61
15-9 2l].5161. 15-L0 2/15/61
15-11 2/1.5/ 6t 15-12 2/L5/6t
WEATHER RADAR 19-1 3.1/ 19-2 3/ 1/ 57

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DC FLIGI.IT
Page 2
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INDEX
r.I
AIR CONDITIONING AND PRESSURIZATION FUEL SYSTEM'(Cont'd")

Cabin Heating and Ventilating Systern . . "
Limitations
Cabin Pressurization systenn 1-5 Operation.,oo, ..oa3a9a,
Controls .... ..co 1-9 Trouble Shboting . . a.o a . 6 . a a t

7-'t
Limitations. 1,-2L FIYDRAULIC SYSTEM
Opetation 1- 14 Comptinents rocLeo
Trouble Shooting . . Hydraulically operated Units . , .. .. e
Valves ...... 1-5 Pressure Supply System - Auxilia4y ., .
Pressure Supply System - Manual " " '
AUTOPITOT Controts "
Components.... Ifl dica ting k*tru rnents 'and Devibes
ConBols , , ... 2-5
2-4 Operation Bq8
Indicating Instruments and Devices
Limitations L- LL TroubleShtloting. "'. 8- 11
Operat{on ..,r. . o. o... t-o
Trouble Shooting 2- 13 ICE CONTROL SYSTEMS
A.L2
PB.1OA AirfbilAnti-icing .. i . do
Controls 4 . . . . . o,. . 6. e
ELECTRICAL SYSTEM Indicating Instnim'ents and Devices e pe
Components Limitations 9- 16
Conttols 3-4 Operation 9- 14
lndicating lrutruments ind Devices PirotahdScoopAnti-icing, o c ' 6 * e o 9-72
Lighting Circuits 3- 18 Propell.er De-icihg Svstem 9-8
Limitations a-an TroubleShooting $ d o o e G. i . 6 o 9- 16
Operation e-IO WindshieldHeatingSystem , cc o 9-5
Trouble Shooting . . "1-ZU
\ IGNITION ANALYZER
FIR,E EXTINGUISHER SYSTEM Cornponents 10*2
!
" ,
Camponents a--t Contrcrls ,
Controls L-L Limitations 10-6
Fire Warning System Operation 1S-5
GenqaloperationNotes.
Devices
". .. ". .. 4-3
4-6 Trouble Shooting
trndicati.ng Instrumeflts and
Limitations . 4'6 INSTRUh,MI.{T'S
F*rtableFireExtinguishers . . ". " 4'3 Components e.6...{ r o, 12- 1
Troubleshooting Ailspeed Indicarors (nC"7) t2-4

" " ",4-?
...,4-3 Instxunrefit Fenels .- " . "
Viewer
InstrumentTypes " .. "
1.2-1.
Pit0t Static System io-{)
FLIGHT CONTROLS
Components A-1 VacuurnSystem o . . s LZ-J
Gust l-ock 6-3 Limitations c6s@
Frirnary Controls . . " 6-1 Airspeed Indicator lvlarkings
SpeedBrake . .. ,. ,.. 6-3 Instrument Limit Markings
*ni*gFiaps. . . . 6-2 Qperation e {.po .12-10
Lirnrtations 6-5 Trouble Shooting . ti-Il
Operation.. e ..,....... o. 6-4

TroubleShooting . . . . e, . c 6-5 OXYGEN
Components 13- 1
Ft.]EI, SYSTEM Oxygen Outle.ts and Equipment 13-1
Components OxygenSupply 6. e a.,. 13- 1
Fillers and Vents ?*8 Conffolso.o. 13-2
Fuelfumps . .. . r.. o, l-(l Indicatiag tnstruruents and Devices
Fuel Quantity Indicating System. i-o Limitati.ons aJ-+
Fuel System Schernatlcs 1*4 Crew 0xygen Duration aJ-*
Fuel Tanks Passenger Oxygen Duration
" "
t3-4
Vatrves Operation
Controls. o o.. t.. l-Y FuXi Face lvfask
i.ndicating Instruments and Devices 'i*8 Walk-around Eottle
Troubl* Shooting 13-5
DC-6 /7 FLIGHT MA,NU.,ri. 5 /L/51

GENERAi. i
fr
w?r*rto
INDEX
POWER PLANT RADIO

Components . o e o . ., . . . r o. . 14"1 Componen* . . . . . . . . . . . . -! . 15-1
AutomaticFeathering r .. .. .. . 14-6 ADFSysternso...... ] r... 15-6
Cooling . . . . . . . . . . t4-2 Audio & Cockpit Interphone System . . L5-5
Engine . t r . . . . ...., ... . . 14-1 HF Communication System. . . . . . 15-5
Feathering & Reversing System . . . . l4-4 MarkerReceiverSystem . o.. ... L5-?
FuelSystem .. . . e .. ?. .... 14-1 Navigator's Station Radio Directional
Ignitionsystem . . . .. !. . . n l4-2 Insffuments . . . o. . . .... 15-?
Inductionsystern o .... .. p.. 14-1 PublicAddressSystem. .. . . . . . 15-?
OilSystem . . . . . r a . . . o. t4-2 RadioPowerCircuits . o . r . . . ..15-1
Propellers,. o o . . . . . . . . . . t4-2 RMISystem . . . . . ... 15-6
Starter . .. r. !. .. . ..... 14-6 SelcalG . . . . . o r . . . . . . . 15-5
. 14-6
ltrater/Alcohol Injection (ADI) System
Controlsr . . . . . . . . r . o . . . . 14-10
Indicatfng Instrumgnts & Devices . . . . . 14-8
Limitations . . . . o . . o . . . . . . t4-24
Engine Operating Limitations Trouble Shooting 1(-11
CB-16. G q. .. .. r ....14-24
CB-1?. i,..... o. n.. 14-25 WEATHER RADAR
R-3350 . . . . . .. o . r, . t4-27 Components . . . aaaaara3a.o
Operation . . . . . . . r . . r . . . Limitations . .
TroubleShooting. .. .., ...... " 14-16
L4-31 Operation
. q.....r
aa.atra
Engine.. r. e r........ " 14-33 Trouble Shooting
Propeller" . . . . . r . . . . . o . '14-3L
./ L-
s"\
5/L/sl DC-6I?.FLIGHT MANUAI,

II GENERAL
fr
uratllo
ery
AIR COND[TtONING & PRESSURIZATION
DESCRTPTION
GENERA L
Air for ventilation and pressurization of the airplane ls drawn from scoops located between the nacelles in each wlng.
The air is compresed by the cabin superchargers and passes through wing ducts to the air conditioning equlpment com-
panment. Here air can be:
1. directed to the cabin with no change in temperature,
2. heated by the combustlon heater,
3. cooled by the after cooler, or
4. cooled by the after cooler and expansiou trubine"

Routing is controlled by the main cabin mixlng valve. Air is then distributed tlrroughout the airPlane. On the DC-6A, and DC-?B
simultaneous operation of the combustion heater and expanslon turbine is possible, permitting sPecial carSo temPeratute
control. Cabln presure is regulated by conrolling the outflow of air from the cabln. The cabin Pressure differential
can increase uP to the maximum shown below:
4.16 psi DC-6, DC-6A, DC-6B (Group I) , DC-78 Cargoliner
5.46 psi DC-7, DC-68 (Group II)
D
?
{<r
DC-6/7 FTIGHT MANUAT 7/37/6L

GENERAL 1-1
fr
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uxfito
AlR CONDITIONING & PRESSURIZATION

DESCRIPTION (Continued)
COMPONENTS
CABIN HEATING AND VENTILATING SYSTEM
CABIN HEATER The cabtn heater is a conventional gasoline combustlon heater. Automatic
controls cy-cle.
the fuet supply to malntain a discharge-air temPeratue. The heater is concolled
panel."onsta-nt
For schematic of heater fuel system. see Ice Control Sys-
by switches located on the heater control
tems in General sectio[.
of compression
AFTER-COOLER The After-cooler is an air-to-air heat exchanger which removes-the.heat
,OaaO Uy the superchargers when the cabin temperature is such that it is not required.
An exit flap controls air flow through the after-coo1er. The exit flap is positioned by an electrlc actuator
controlled by the cabin mixing valve.
cooLING TTRBINE The cooling turbine is an air cycle refrigerati.o* machine which further cools air re-
ceived frori the after-cooler 1f necessary to satisfy the demand of the temperature con-
trol system. The turbine operares effectively only when the mixing valve directs air through it.
VENTILATING AIR GROUND BLoWER This elecrrically-driven blower provides cabin ventilating air. on
all alrplanes excepr.the DC-'l and DC-1B it also provides cabin heater
combustion air when the airplane is on the ground. Blower operation is automatically controiled. It oPerates
when the airplane is on the ground andl
1. Ground power ON, or
2. No. 2 and 3 engines turning above generator cut-in speed and generators ON on all
aircraft exceprbC-O tiSZSOl - N3?541. On these aircraft No. 2 and 4 engines must
be turning above generator cut-in speed with generators ON.
on the DC-? and Dc-?B only this blower shuts off automatically when either or both superchargers are oPeratins.
Also, on the DC-? and DC-iS only, this blower shuts off automatically when the ground air conditioner is
attached and operating with the engines stopped.
DC-7B ONIY, iS
CABIN HEATER CoMBUSTIoN AIR GROUND BLOWER This blower, which iS ON thc DC-? ANd
is electricaily-driven and provides combustion dir for the
operates
cabin heater for ground operation. The blower is &ntrolled with the tabin heater master switch and
only when the aiiplr"ne is on the ground and the right main ianding gear switch is closed.
CABIN MIXING VALVE This valve is an eleclrically actuated three Port valve, receiving air from the
following sources:
Port Source
A Coid air from turbine
B Cooled air from after cooler
c Warm air from suoercharqers or hot air from heater'

to give the desired temPerature'
The mixing valve receives air from one port or mixes air from any two adjacent Ports
automatic control system but may be manually
It is normally controued by signals from the cabin temperature (in cockpit on DC-64 and DC-7B)' It may
p"ri,-""a ui means of swiichEs locared on rhe stewardiss control panel
ihe heater air shutoff switch, also located on the
be backed out of port c in emergency fire conditions by means of
in all airplanes; refer to the switch description in this section. In
same control panel. This switch'is not installed
DC-?8, the cockpir temperarure control in the hot position (heater oPeration) will back
all aircraft except DC-6A and
,the cabin mixing valve our
of port A. On the o'c-oa and DC-?B the cabin mixing valve can remain in Port A when
the heater is in 6peration, thus providing heating and cooling at the same
dme.
tls7/61 DC-6/7 FUGHT MANUAL

L-2 GENERAT
mr
G@
AIR CONDITIONING & PRESSURIZATION
CABIN HEATER PROTECTM CIRCUITS Drop-out switches

cycling to
put. Overheatconditlons close the drop out switch, blows a fuse
lnoperative. Theheater may be operated on the remaining fuel system, if it is atlowed to cool before
restartinS.
MANUAL
DC-6/7 FLIGHT g/L/56
GENERAL 1-3
E
gE
UX'fiED
(Contlnucd)
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_ _ _ _t
AIR CONDITIONING SYSTEM SCHE}vlATIC
3/1/60 DC.6/7 FLIGHT MANUAT

1-4 GENERAT
E
w
ltrtrtso

DESCRIPTIO,N (Continued)
CABIN PRESSURIZATION SYSTEM
CABIN SUPERCHARGERS Cabiu superchargers are installed or the outboard engines aft of the firewall.
Each supercharger absorbs from 10 to 60 hp depending uPon oPelating conditions.
VALVES
PRESST RE CONTROL VALVE This valve is a motq operated :valve discharging under the right-hand wing
fillet. This valve normally connols outflow of air from the cabin and hence
the degree of cabin pressuization
CABIN EMERGENCY DEPRESSURIZATION VALVE This valve, which is on all except DC-6 aircraft, is a
mechanicall;'lperated valve which discharges air over-
board from the tunnel forward of the forward bel1y cargo compartment. Its main puPose is the fast emer-
gency dumping of air, particularly when CO2has been discharged inro the lower fuselage compartmerts'
this valve is dperated mechanically by the sEme contols as lhe cabin pressure emergency relief valve.
CABIN PRESSURE AUTOMATIC EMERGEI.ICY RELIEF VALVES ThESE VAIVCS ATE COMbiNAtiON MEChANiCAI
and differential pressure operated valves,
located as shown on the cabin pressure schematic. They function both as high pressure relief and emergen-
cy manual control valves. The two valves operate together, both automatically and manually.
VACITIJM RELIEF VALVE This valve is an air operated flapper valve, located in the rear pressure dome.
It opens automatically when cabin pressure becomes less than outside Pressure.
SUPERCHARGER BY-PASS CHECK VALVE This valve is an air operated valve located in each outboard na-
celle, aft of the superchargers. It opens when ram pressue ex-
ceeds rhe delivery air duct pressue.
DELMRY AIR DUCT CHECK VALVE This vaive is an air operated check valve in the delivery air ducts
inboard of each inboard nacelle. It closes to Prevent reverse flow
ttrough the delivery duct w.ren one supercharger is shut down
CABIN AIR SHUTOFF VALVE (DC-6A and DC-?B ONLYI This valve is me.chanicaliy operated to the closed position
when the Master Emergency Depressurization lever is raised.
It closes.to prevent air circulation through the main carSo section.
DC-6/l FLIGHT MANUAL 7/31/ 67

GENERAL 1-5
fr
unnto
ets
DESCRIPTI9II (Continued)
CABE{ EMBGENCY DEPRESSUMZATION VATVE

(Al1 except DC-6 aircroti)
EMERGENCY
CABIN ALTITI'DE Controlled:
coNlT.O[
1. Manually brr err)ergency cabrn a.Lt,. cont*ol.
r?. Autouraticrii.y' op,rrnod by CQ disr:harp1:
inr.o i-r.:l:r-r.
l'.{a l ull J.i
7 ii pi.: ttr': ti b l, tu,r stc r erlr} r't,eI ro y
ileL', l,: tc.i L:.1ij i :.nfi (:() ll'Il [, r;,,61 ;.
Alr from Air I'roln suptrr:hargers

Superch*gors
PREt;$UAfi C (]II Tn()f, V j.l,vti

CuntrolL:dr
-t A uii:rn;riicaily by prersule reguiator.
AIR
2 Ar.rtotxatir:ally by change limit ctrntroi"
'l Irianualiv b1 cabin altitude manual con-
SYSTEM l.ti:,, svlitcit.
CONDITIONED .i. .A.utrrnraiic;llv closetl bv COZ discharge
Atrfl ?O CASIN
irito beiiy',
$, i{exrua}}y closed by mastel emergency
CABLE tirrFres.surization controL lever. (Not on DC-6.)
CONTNOL
IOCATED TIERS PT'I DC-6A, DC.? & D6.'/B

LOCATED HERE ON
DC-6 & DC-68 VACUffiVI REl.Itr VATVH
{JAI3Itr{ raEssIrRE AI"tTCIh/!.AfiC EMERGEIICI XtsUEr VAtVllS (2)

CenroU.ed;
CABIN PRESSUR,E L" ,tutsmrrticaily (trpirntril) to iimil prcssure to maxirnum
SYSTEM SCHEMATIC a) loivable.
2, b, ernr,:tgeni:y cabir.r altj.tude cortrol.
l,,liinual1i,
ii; ALitorrratically (tpeiieiii h'y {J02 rlischarSle' intr: belly'
flxceg,t nC-6, Di:-64 and DC"lii)
4" lvtaiiuaiiy {opr:ueriJ by tnaster elnerg(rricy depressuri:za-
tic,Il ooiltrol 1t:.vei on D(^:*68 and DC-'i.
j
C"ABIN PRESSIJRE SYSTEN'l SCHEIvIA TIC
I/3L/67 DC.6/7 FI,IGNIT MANU'AI..

1-6 GEIIERA.I_.
ffi
W
&?r?l"s'rl4
DESCRIPTION
B{;}}{-}A "i F{G INS TRUMENTS AND DEVICES
INDICATOR INDICATgS LOCATTON
Mixing valve position indicator. Fosition of cabin rnixing valve. On Cabin temperaure (Stew. ) control
(This is not on DC-6 N37501 - panel on all except DC-6A and DC-7B.
N3?541) On ammeter-voltmeter panel on DC-64
and DC-?B.
Cabin heater fuel pressure guage. Heater nozzle discharge fuel Heater control panel.
Pressure.
Cabin heater temPerature guage. Temperature of air leaving heater. Heater control panel.
Cabin Altimeter and Differential Cabin aldrude, airplane altitude, and Cabin Pressurization panel.
Pressure Indicator (Dual Aldmeter). difference between cabin and outside
(This is not on the DC-6, DC-68 Pressure.
(Group [) aircraft as a dual indica'
tor).
Cabin Differential Pressure Indica - hessure differentiai between Cabin Cabin pressurization pane1.
tor. (DG-6, DC-68 (Group I) only) and outside air.
Cabin Altimeter (DC-6, DC-68 Cabin aititude. Cabin pressurization panel.
Group I only)
Cabin Rate of Climb Indicator. Rate of change of cabin altitude. Cabin pressurization panel.
Cabin Supercharger Air Flow Rate Supercharger ai r flow rate as king Cabin pressurization pane1.
Indicators (2) satisfactory or unsatisfactory.
Supercharger Duct Pressure Indica- Absolute pressure at supercharger dis- Ammeter-Voltmeter Panel on all
tor (dual| (This is on DC-6 ch,arge. except DC-6A and DC-78. Generator
N3?524, -3\,
-42 through -46; Control Panel on DC-6A, Press panel
DC-68, Groups I & II, DC-? and on DC-78.
DC-7B)
Supercharger Oil TemPerature Temperature of the lubricatlng Upper Insrrument Panel. (Engine inst.
Ind icator (dual) oil in each supercharger gear box. panel on DC-6's not modified for Radar)
Supercharger Oii Pressure Indica- Oil pressure for the cabin super- Upper hstrument Panel. (Engine inst.
tor (dual). charger gea; box" panel on DC-6's not modified for Radar)
Cabin lcw Pressure Warning Horn - Sounds whr:n cabin aititude exce-eds Cockpit. Silenci.ng Button !'orward
Intermittent beeP. 10,000 fi" Can be silenced. Overhead Fanel.
Supercharger Oil Pressure Warning Oil pressure below 30 psi" Forward overhead paneL above No. 1
Light-No" lEngine. and Nc" 2 Feather Buttons.
Supercharger Oil Pressure Warning Oi1 pressure below 3C psi. Forward overltead panel - below No" 3
Light-No.4Engine. and 4 Feather Buttons, on DC-68 (Group
i). Forward overhead panei - upper RH
corner o[ DC-6A, DC-7, DC-78 and
DC-68 (Group II).
DC"6/7 FLTGHT MANUAL

l- t
C;ENERAt
ArR CONpITIONING & IRESSURIZATTON
DESCRIPTION
\_
INDICATING INSTRUMENTS AND DEVICES
INDICATOR INDICATES LOCATTON
Door'unsafe-to-open'i Warning Cabin pressure control valve not Adjacent to exterior flight compartment
Lights (2) on DC-6, DC-68 (Group wide open. door and main cabin door, except on
I & It), DC-?. (3) on DC-6A DC-6A and DC-?B. On DC-6A and
and DC-?B. DC-?B adjacent to exterior flight com-
partment door, upper forward cargo
door, and upper aft cargo door.
LlAU61 DC.6/7 FLIGHT MANUAL

1-8 GENERAL
,'W
dri#rr#I$
a4ffii,
e,W
A IR" C OND IT TONIN G & PRESSURIZA?IOI.{

ilrsflR.tPTI*ld (Courinued)
CAbIN &iTdFl} I r.
CONTROIS H EAT
CABIN HEATER MASTER SWI'|CH This switch turns on the cabin heater when the
cockpit temperature conuol knr:b is within 90'
of HOT or when windshietd heat switch is in 0' to -40o or AtlTtr-trCtrNG and R.ADOME
position.
CABIN HEATER FUEL Ah]N $ tsrtilr*r.l sIru{.T.

HTR, Fi".!rL hlTR. iSt'{lTl0r..} sHt€ci'sfr"
IGNITION SWITCHES
No 2 FLJST"{{N; L i&N. [,t.i{ " ; cerEcK (si**t.u' i#tt rTt0Ni
The hearer fuel anci ignition dq\ /=3 .#:i\
switch panel rnakes possible the
following alternatives for oper- @
l{o,I F\)E I , N{.\
, t
{,ry; ffi}
r6|.:. ilHet.?")
@ #rm t\
Y$/
NO TTMA!^
((ffi,)
l(e{V.!
ating any heater: CAts!N t.WrbJ& K"#:$i& CABIN TAI L F,',,'bts!6
1) Dual ignition wirh No. 1 or No" 2 fuel system" (Iilorrnal operation).
2) Single ignition witli No. 1 fuel and No" 1 ignirion sysrems operating or with No. 2 fuel and
No" 2
ignition systems operating. single ignition operation can be used t6 i*solate a malfuncrioning fuel
or ignition system.
\*
HEAT'ffi. FUEL cRoss-FEEDTSwITCH The hearer fuel cross-feed switch provides
a means of cross-feeding fuei frcnr rhe hIEATER
cabin heater fuel pump m the airfoil anrt-icing hearers r:r fromihe airfoil anri* Fue{-
icing fuel pump to the cabi.n hearer. when piace<i in rile l{oRMAi, sysrEM po- *RO$SFEHD
sition. the airfoil anti-icing fuei pump."rili supply the airfoil heaters and rhe
cabin heater fuel pump will sr"rpply rtre cabin heafer as required when placed
in the cRoss-FEED position eacir purnr will supply ail foui heaters as re(uiredn N0
\*
NC^6/'I FLIGHT MANUAL

GENER."{L
efr
ry
UTJII:'D
.AIR C ON DITIONING & PRESSURIZATION
DESCRIPTION (Continued) coaKPtr <o$rRaL Ts NsRloAL A!.lD

WIUDgHIELD I{EAT TO OFF
CONTROLS Continued CO4KPIT TEMPEEATUPE
COCKPIT TzuPERATURE CONTROL The cockpit temperature con-

trol knob provides a means of
controlling the temperature sf the air to the foot warmers by position-
ing the flight compartment air mixing valve. This control rruns rhe
cabin heater on when it is within 90" of irs full clockwise rorarion.
COOLING TURBINE SWITCF{ When the switeh is in the NORMAL position, the
cabin pressure and temperature conditioning sys- troRMAr- HCJT
tems are operating norrnally in accordance with the dtctates of the controlling
units. When rhe switch is in the OFF position, ttre cabin mixing valve is pre- CoC'LtU(,
vented from moving into the cold port (Port .A,) which thereby srops or prevens TURBINE
NORMAL
the operation of the expansion turbine" Sropping rhe expansion turbinc irnmedi-
ately reduces the "work load" required of the cabin superchargers. For normal
operation, this switch is to be left in the NORMAL posirion ar all rimes. o
a
The cooling turbfne operates only when the windshield heat switch ls in ttre OFF
50" to 35", or'OFF ABOVE 50" (OFF ABOVE 1"0") positions.
//NNH''LD,{EAT
t)
CABIN HEA
CABIN HEATER AUTOMATIC CONTROL BY.
IT ALL POSSI
PASS SWITCH (On DC-6 N37501 - N3'1541 only) This switch is used to by- ..qNO IONIT
-
Pass the automatic cabin
HEATER OPEIl.
i o THROW SW ]!
heater control svstem used on DC-6 airplanes N3?501 - 3?541. The cabin
heater will then be cycled by over-heat switches installed at the heater out-
ooo
let.
CABIN TEIvIPIRATURE CONTROL KNOB This knob is located as shown be- NORMAI
low:
A. Stewardess control panel in DC-6, DC-68 (Group I & tr). DC-7 air- COLD -_ HOT
crafL
B. Ammeter-Voltmeter panel in cockpit of DC-6A and DC-78. TEMPERATTJRE CONTROL
It is used to select desired temperature and calibrated as Usted below:

.85o }Ieunl tcnpcr-
A. 65" - F on DC-6 N3?501 - N3?&1. ITTUAL huc conrol
nrrrcnArurE E dmr porttlo
B. 40" -'12' F on DC-6A and DC-?B. (ilrqoL F
E
o B CLOSBD
C. COID-NORMAL-HOT (as shown in sketch)on DC-6, N3?542
N3?546, DC-68 Group t & II and DC-? aircraft. fiEr Dnl t3 oNCrl I
orn tt ,, OPENED
CABIN TEMPERATURE MANUAL CONTROL Opening the
Manual Temp-
erature Conuol door disconnects the automatic temperature
controls. Ptshing the desired button will position the cabin
mixing valve to increase or decrease the cabin temperatrue lltT
as desired. within the limits of the slntemn The cabin mix-
ing valve position indicator. if installed, should be observed
a
while operating the HOT and COLD buttons. The manual
temperature conuol door must be left open at all times when filt ta t?lll
GrIt[ tt
the system is being operated manually.
1/sL/6t DC-6I? FLIGHT MANUAL

Uto GENERAL
fr
ry
uxJtto

HEATER - AIR
DESCRIPTION nued) 5HU OFF
HEATER AIR SHU,T-OFF SWITCH When this switqh is in the EMER post-
(PORT C BACKOUT SWITCH)
tion, the cabin mixlng valve is:
E
M
1. Prevented from movlng into.the hot port (PORT C) or - E
2. Moved out of Fom C if it is in this position at the time. R
I
This isolates the cabin heater hot air discharge from the cabin air distri-
bution system. Not on DC-6 N3?501 - N3?546. DC-68 N3754? - N3?566.
CABIN PRESSURE REGULATOR DC'6, DC-? Group I, DC-68 Group I, and

N3?569 - N3?573. Thls instrument, to-
gether with the cabin Pressure change limit control instrument, controls
pressurization by controlling the opening and closing clf a valve in the side
of the fuselage, which releases cabin air or holds it back. ln accordance
with the instrument settinSs, This instrument has a totable marker con-
trolled by a knob marked START MARKERI and two indicating pointers
rigidly attached to each other, marked CABIN and FLIGHT, with the con-
trolling knob marked HANDS.
CABI
CABIN PRESSURE CONTROLLER) DC-6A, DC-? Group II,
DC-?B, DC-68 o o LER
(N37574-N37589). This instrumentcontrols 5-_
pressurization as well as cabin rate of climb. This is done by controlling the 25
rate and amount of closing of a valve in the side of the fuselage. The controller
has two rotable knobs; one marked HANDS and the other marked RATE (MAX - zo l0
MIN). The rigidly connected pointers, marked CABIN ALT. and FLIGHT ALT., t5
are controiled by the HANDS knob. The RATE knob controls cabin rate of 1l r\
climb or descent.
CABIN PRESSURE CHANGE LIMIT CONTROL DC-6, DC-? Group I, DC-68 1000
Group I, and N37569 - N3?573. I.J P
This lnstrument, together with the cabin pressure regulator, controls pressur-
ization in accordance with the instrument settinSs. The control is equipped
ru
with UP and DOWN limit selector knobs which rotate respective pointers RE
against a fixed scale. The pointer sertings select the desired maximum rate UGE
of climb.ascent and descent in feet per minute. rf
t000
/l
MANUAL PRESSURE CONTROL DC-6, DC-68 (Group I) - Opening the CABIN ALTITUDE
manual pressure control door disconnects INCREASI
the automatic pressure control system and exposes the manual pressure con-
trols. The pressure control valve is positioned manually by these controls
to obtain the desired cabin altitude.
DC-6/7 FUGHT MANUAL 7/37/61

GENERAL L-11
&
UT"8D
dEEE
AIR CONDITTONING & P&EI$URIUAT.IBN
DESCPJPTION
MANUAL-AUTO PRESSURE SEIJCTOR SWITCH This switch provides a

DC-6A, DC-68 Groqp II, DC-? andDC-?B means of selecting either
automatic ot manual ALT. M&I4UAL R,EG I.TR
co*t) ONLY
pressurizatitln control. ll{cBLAiE
C\ (\
CABIN ALTITUDE MANUAL CoNTRoL swITcH This swirch provides a tNri
DC-6A, DC-68 Group II, DC-? and DC-?B means of controiling the 'e)
pre$suriuation sYstem p"A"rf
manually. DICeER$E ttToMqrlc oNLY
CAtsIF( PPT.NSUqE LUIITROL
CABIN PRESSURE RATE AND REGULATOR CONTR"OL S\{IITCH
OC-iCroup I, and DC-68 Group II N3?569 ' N3?5?3 'Ihis
switch
permits lsolation of Rate control or Ratlo control wtren the $yqtam is $flt
ior Automatic operation. This switch will normally be plar:ed"in the-
position marked NoRM. oPER. The switch may be placed in the IIE6iL'T'R
bNLt or RATE ONLY position in the event of system malft.tnctlon or for
trouble shooting PurPoses,
EMERGENCY CABIN ALTITUDE CONTROL '[tre Ernergency Cabin

Altitude Conrrol* al-
so known as the "Hand Crank" is located to the right rtf the First o
a
Officer. It controls the cabin emergency depressurization valve
and cabin pressure automatic emergency relief valves as shown on
the "Cabin Pressure System Schematic"n The crank can be posi- o
q=4
tioned on its circular base to give the desired degree of pressure OO
o
change as indicated by the Cabin Altimeter and Cabirr Rate-of-

climb lndicator.
I
CABIN SUPERCHARGER CLUTCH DISCONNECT CO}.ITROI,$ TITE

cabin
supercharger can be disconnected by pulling up on the "tr",EFT" or
"RIGHT" clutch disconnect levers, Iocated on the floor io tlie right
of the First Officer's seat, without stopping the e.ngine" I'htr engine
must be stopped to re-engage the clutch.
MASTER EMERGENCY DEPRESSURIZATION CONTROL LEVER (NOt

on DC-6 Aircraft)
The Master Emergency Depressurization Control Lever - also
known as the "Johnson Bar" is located on ihe iloor to the right 0
of the First Officer's seat. The lever is in the ENGAGE posiriern

when it is down, parallel with the floor. Raising the lever to
,\) 0
"ir
the DISENGAGE posirion depressurizes the airplaire in tlte quick-
est time possible by performing the foilowing operalions:
i.. Disengages both superchargers.

2. Opens the Cabin Pressure Automatic Emergency Relief
Valves (except on DC-6A and DC-78)
3. Opens the Cabin Emergency Depressurization Valve.
+ Closes the Cabin Pressure Control Valve"
5. Closes the Cabin Air Shut-off Valve (on DC-64 and IIC-?B).
7/37/ 67 DC-6/'I FLIGHT MANUAL

1 -12 GENERAL
AIR C OND TTIONING & PRES A
DESCRIP TION (Conti nue d)
TAKEOFF AND CABIN LOW PRESSURE WARNING CUT-OUT BUTTON This

but-
ton, Iocated on the forward overhead panel, is used ro silence the warning
horn which sounds (intermittent beep; whenever rhe cabin altitude exceedi
10,000 feet. The warning horn circuit will auromatically reser itself when the wAPxtllc
cabin altitude drops below 9600 feet. <uTour
4/15/ 56 DC-6/'I FLIGHT MANU 1 -13

GENERAL
ry
A IR C ONDIT IONING & PRESSURIZA TION
CONDITION CONTROL OR INDICATOR ACTION REMARKS

-
HEATING, COOLING AND VENTIIATING i
PRE.OPERATION 1. System circuit breakers CHECK

CHECK 2. Cabln heater master switch OFF
3. Engine instrument inverter
switch ON
4. Heater fuel cross-feed NORMAL SYSTEM
-<.-----.-o
5. Cabin Heater Fuel and igni- NO. 1 FTJEL &
tiorl selector (NO.1IGN.CHK.)
6. Cabin heater ignition I.
selector NORMAL (DUAL

IGNTTTON)
7 Cockpit temperamre
control knob NORMAL
8. Windshield heat conuol

knob ofF
9. Cooling rurbine switch NORMAT
10. Manual hessure Conrrol
Door CLOSED DC-6, DC-68 Group I
OR
10. Cabin pressure Co[trol
switch AUTOMATIC DC-6A, DC-68 Group II,
DC-? and DC-78
11. Cabid pressure rate- reg.
switch NORMAL DC-? Group I and DC-6
Group II N37569- N3?5?3
Only.,
12. Emergency cabln alritude
control crank NORMAL
13. Superchargers ENGAGED
L4. Manual cabin temperature
control door CLOSED
15. Heater air shut-off switch
(if installed) UP
10. Cabin temperailre control Located on Stewardess panel of
knob NORMAL all aircraft except DC-6A and
DC-78; where it is located on
cockpit Ammeter-Voltmeter
panel.
TO HEAT f. Ground power unit Connected CAUTION: CABIN HEATER
OR VENTI- & operating MUST BE OFF DI.JR-
LATE ON 2. Plane battery Gd Pwr ING REFUELING.
GROUND - Select switch GROUND POWER CAUTION: DO NOT ATTEMPT TO
ENGINES 3. Battery and ground pow- START CABIN HEATER1
I.IOT RUN- er switch ON wHIr.E ENGINF.S ARE I
NING 4. Cooling turbine switch NORMAL BEING CRANKED. I
5. Cabin heater master switch ON Check eyeballs for airflow,

inruring ground blower opera-
tion before turning Cabin
Heater Master Switch ON"
6. Cockpit temperatue conuol
knob SET AS DESEED
?. Cabin temperatrue control { \
knob SET AS DESIRED
t/31/ 6t DC.6/7 FLIGHT MANUAL

7-14 GENERAL
m
@
'I
AIR C ONDIT IONiNG & PRESSURIZA TION

OPERATION (Continued)
CONDITION CONTROL OR INDICATOR ACTiON REMARKS
HEATING, COO[II!G AND VENTILATING
TO HEAT OR 1. No. 2 & No. 3 engines on all Operating above

VENTILATE ON aircraft excepr DC-6 N3?501- generator cut-in
GROUND - N37541. No.2&No.4en- sPee d
ENGINES RUNNING gines on DC-6 N37501 through
N37541.
2. Cooling turbine switch NORMAL
3. Cabin hearer master switch ON Check eyeballs for airflow
before turning Cabin Heater
Master Switch ON.
4. Cockpit temperalure control

knob SET AS DLSIRXD
5. Cabin temperature conrrol
knob SET AS DESIRED
GROUND
COOLING
1. Nos, 1 and 4 Engines RPM required to keep Both superchargers must be
supercharger airflow operating for effective tur-
ln green band bine cooling.
6. Cooling Turbine Switch NORMAL
CAUTION: ON IIC-7B, THE
3. Cockpit tempe.rarure control COOUl\G TURBINE
knob NORMAL IN ]'HE "OI'T" POSI.
]\,1TIST BE
TICN DURING TAKE-OF!' OR AN]T
4" Cabin ternperature control PERFORN{ANCE LIN1I'IED OPERATION.
ktob SET AS DESIRED
IN FLIGHT L Cabin heater master switch ON

HEATING 2. Cooling turbine switch NORMAL
3. Cockpit temperature control SET AS DESAED Cockpit temperature control
lrrob rnust be within 90" of HOT
and/or windshield heat set to
0" to -40' C (35' to 0' F) or
lower for cabin heater opera-
tion for DC-6, DC-68 (Group
I).
4. Cabin temperature control SET AS DESIRED
knob
IN FLIGHT 1. Both superchargers OPERATING On DC-6 and DC-68 (croup I)

COOLING delay pressurizing airplane unril
(Both super- 8000 ft. alt-itude or cabin is
chargers) cooled to a comfortable leveL
2. Cooling turbine switch NORMAL
3. Cockpit temperarure conuol SET AS DESIRED
knob
knob
DC.6/'l FLIGHT MANUAL 1./31/61

GENERAL 1-15
fr
w
pflfiaa
AIR CONDTTIONING & PRESSURiZATION
OPERATION
(_
HEATING, COOLING AND VENTILATING
GROUND COOLING 1. Emergency cabin altirude Full Counter- Allows maxirnurr airflow
(One Supercharger) control clockwise through cabin.
2. Manual pressure control door OPEN On DC-6, DC-68 (Group I only)
OR
2. Manual-auto selector switch \iANUAL On DC-CA, DC-?, DC-78
and DC-68.
3. Cabin altitude (manual INCREASE ALTITTIDE Irave in MANUAL
control) switch for min. of 45 secs
4. Cabin hand and start lnarker SET to 8000 ft. On DC-6, DC-68 N3754? -
(on cabin pressure regulator) N3?573, DC-? Group I.
OR
4. Cabin hand (on cabin pressure SET to 8000 fr. on DC'64, DC-68 N375?4 -
regulator) N3?589, DC-7 Group II, and
DC.?8.
5. UP knob (on cabin press. 600 UP On DC-6, DC-GB N37547 -
change limit control ) N37573, DC-? Group I.
6. DOWN knob (on cabin press, 300 DoWN
change limit controi)
?. Turbine switch OFF
INFLIGHT COOLING 1. See Remarks See Remarks With Air Conditioning Systern
(_ (One Supercharger) set up as in Ground Cooling. \
climb at highest ptacticable
I AS. If fiight conditions
permit, level off at 8000 ft,
and set up cruise conditions
until cabin is comfortable.
2. Emergency cabin altitude Fu11 Clockwise
control
3. Manual pressure control door CLOSE On DC-6, DC-68 (Group I only)
OR
3. Manual-auto selector switch AUTO On DC-6A, DC-?, DC-?B
and DC-68.
4" Cockpit temperature control SET AS DESIRED
knob
knob
6. See Remarks See Remarks If not practicable to level off
at 8000 ft. or if cabiu has
cooled sufficiently during
initial climb the.n: when
approaching 8000 fr. corn-
plete steps 2, 3, 4 & E and
continue cl'imb
I
l
i
\
DC-6/7 FLIGHT MANUAT 4 hz /6t

GENERAL 1"16
EtrrlD
ry
t
AIR CONDITIONING & PRESSUEIZATION

CONDITION CONTROL oT INDICATOR ACllON BEMARKS
HEATINGT COOLING AND VENTILATTNG
lvfANUAt CONTROT 1. Manual cabin temperature OPEN

OF CABIN TEMPE. control door.
RATTJRE
2. Manual control buttons. PUS}I, as 1. Do not close manual temperatue
requlred control door during operation.
2" Push proper burton until cabi!

temperattlle mixing valve position
indicator (if insta.tled) moves
approximately 3 divisions, (on
airplanes wlthout mixing valve
position indica,tor, hold button
for approximately B0 seconds),
then walt (about 10 minutes) for
temperature change effect.to be
felt.
Continue opera,tion io this manner

until desired temperature is obtained.
1"
CABIN HEATM 1. Cabin heater master switch. ON Cockpit remperature control knob must be
CHECK
within 90" of HOT or windshield heat
switch in the 35' to 0', 0' to 40o or
ANTI-ICING position.
2. Cabin heater lgnirion selector. CHECK
(single
ignition)
3. Cabin heater fuel and ignition Observe cabin heater fuel pressure gauge
selector. No" 1 fuel & and temperature gauge for indicarions bf
(No" 1 igni- proper hea,ter operatiofl.
tion check)
{" Cabin heater fuel and ignition
selector. Nr:.2 fuel &
(No,2 igni-
tion check)
NOTE: If heater fails to operate on

either No.L or No.2 system,
re-check operation again below 10.000
feet. Note log book ooly if malfunction
occurs dr.ning re-checI.
N.A/I FLtrGHT MANUAI, L/31/ 61

GENERAL 1 -17
fl
wUX'J'C
.\
A IR C ONDIT IONING & PRESSURIZA TION

PRESSURIZATION
BEFORE START. 1. System circuit breakers CHECK

.ING ENGINES 2, Door warning lights OFF
3. Master Emerg. Depressuri- FULI. DOWN On all aircraft except DC-6.
zation Control lever
4. Supercharger clutches ENGAGED
5. Emergency cabin altitude NORMAL (Full
control clockwise)
6. Cabin altitude READ
7a. Start marker (on cabin SET to cabln Only on DC-6, DC-68
press. regulator) altimeter field N3754? - N375?3, and
altitude, or al- DC-? Group I
titude at which
pressurization is
to be started,
b. Flight hand (on cabin SET to antici'
press. regulator) pated flight al-
titude.
OR ./
1 Hands knob (on cabln sET Flighr A1r, DC-64, DC-68 N3?574 .
pressure conuoller) pointer to planned N37589, DC-? Group II,
cruise altitude. If and DC-78.
cabin pointer falls
below destination
field elevation,
SET it to that elev-
ation.
8. RATE knob (on KS-54 SET MIDWAY This is only on DC-6A, DC-68
Kollsman cabln press. (Cabin rate of N3?574 - N37589, DC-?
contoller) climb will have Group II, and DC-78.
to be monitored
to see,if this set-
tm8 grves a sult-
]
able value. ) ]
OR
8. Cabia pressure change 600 uP - 300 This is only on DC-6,
limit control DOWN DC-68 N3754? - N37573.
and DC-7 Group I.
9. Manual Pressure Conuol CLOSED DC-6 and DC-68 Group I.
Door
OR
9. Manual-auto selector AUTO DC-6A, DC-?, DC-68
switch Group II and DC-?B.
10, Cooltng turbine switch NORMAL
11. Supercharger oil tempera- CHECK Must be above -32'C.
ture If not, heatmust be ap-
p1ied.
t
1./ 37/ 6t DC-6/'I FUGHT MANUAL

1 -18
GENERAL
fi
ualrlo
ry
AIR C OND ITIONING & PRESSURIZA TION
PRESSURIZATION
AFTER OUT- L Supercharger oil pressure CHECK Should read a MIN of 30

BOARD ENGINES psi within 30 seconds.
STARTED 2. Supercharger air flow CHECK Should stabilize in green
arc within 2 minutes"
3. Supercharger temperature CHECK
1
PRESSURIZA. 1. Manual Pressure control OPEN Thts is only on DC-6, DC-68

TION & DE. door Group L
PRESSURIZA-
OR
TION ON GROUND
(For static S)rstem 1. Manual-auto selector switch MANUAL Thls is only on DC-6A, DC-68
& Door Check) Group II and DC-?.
2. Cabin altltude (manual DECREASE Untll cabin rate-of climb
control) switch indicator lndicates approx.
300 ft. per min. descent.
Maintain descent until cab-
in altitude afrprox. 500 fr.
below field altitude.
3 Manual Pressure control CLOSED Cabin must not be pressur-
door ized during takeoff. If ne-
cessary dump excess pressure
I
OR vrith manual control switches.
This is only on DC-6. DC-68
(Group t).
3. Manual-auto selector AUTOMATIC Cabin must not be pressur-
switch ized during takeoff. If ne-
cessary dump excess pressure
with manual control switches.
This is onlv on DC*5A, DC-?,
and DC-68 (Group II).
Tddefermine that pressur-
CLIMB & 1
Differential pressrue MONITOR ization has begun and is
CRUISE and Cabin Altitude
functioning properly.
During cruise turn Rate knob
2. Cabin rare-of-climb MONITOR to MAX and Flighr Alt.
S. Calin supercharger air- CHECK
Pointer 500'to 1000' above cr
flow
cruise alt. for DC-6A, DC-68
4. Cabin supercharger oil CHECK
N37574 - N375Bg and DC-?
Pressure
5. Group II.
Cabin supercharger oil CHECK
temPerature Should be within green band
and steady.
Do not change the start marker
PRIOR TO L, Start marker (on cabin SET to destl- during qlimb or de.scent. This
DESCENT pressure regulator) nation field is only.onpC-6, DC-68
altitude. N37547 - N37573, DC-? GrouP I"
ro;dd 200 ft. ro destination field
altitude for each 00.10" HG of
OR local altirneter setdng beiow
1. Cabin Alt" Pointer SET to desti- 30.10' HG.
(on cabin pressue nation field On DC-6A, DC-68 N37574 -
I conuoller) altitude. N3?589, DC-? GrouP II and
DC-?8.
DC.6/l FUGHT MANUAL y3t/61

GENERAL 1 -19
fr
wunrrlo
AiR C ONDITIONiNG & PRSSSURIZA TION

OPERATp]I {Conrinued)
ACTION
PRESSURIZATIOI{
PRIOR TO
DESCENT
(cont'd. )
DURS.TG DE. L Cabin rate of descenl MONITOR

SCEtIT 2. Differential pressure ancl tvIONITOR To determine that system
cabin aluiude is functioning properly.
HOLDING AT L Cabin hand (oi caLrin liET to desti- This will pressurize the
ALTITUDE pressure regutrator) rxation field cabin at the rate previously
(After descent aititude ser on the cabin preuure
started) cha:rge limit controL If
the airplane remains at al-
tiruie Long enough for the
catrtn to either reach the
,le;dnation field altitude or
the utaximum differential
piessure, whichever occurs
first, tiie descent can then
be; niade at rhe irighest rate
p*ssible with no discomfort
t0 passengers.
PRIOR TO 1. Cabin differential pres- CHECK Do not land with a differen-

LANDING sure indicator tial pressure in excess of L I
- if necessary - psi.
?- Manual pressure conuol OPEN 0n DC-6. DC"6B (Group I
door only)
Manual-auto selector I\{ANUAL $n llC**A, DC-?, DC-?S

switch and De*68" ,
Cabin altitude (manual INCREA$E Te durnp exce*s pre;sule*

control) swltch
BEFORE AR- Emergency cabin alti- Fuli Counter-

RTVING AT tude control cl:rckwise
RAMP
t/et/6r DC-6 /7 FLIGHT MAbIUAI.,

l-20 GENERAL
fr
ry
U'J'f'O
AIR C ON DITIONING & PR.SSSURIZA TION
PRESSURIZATION
RATE CON. 1. START MARKER (on cab- SET to desti- NOTE: On DC-6, DC-? Group I,
TROL in pressure regulator) nation field and DC-68 N37547 -
(Descent) altitude N375?3 only. "Rate Control"
?- Cabin Hand (on cabin SET to desti- is not fully euromatic and not
pressure regulator) narion field normally used. "Rate Control"
altitude frE!ffised if the tutty auto-
3. UP knob (on press. change 300 DowN matic "Ratio Conrrol" is in-
limit control) loperarive. or for special rapid
4, DOWN knob (on press. 300 DowN descent cases where "Rate Control"
change limit control) is more advantageous than ,'Ratio
Contr0l"
5. When cabln pre$tue reachet 600 UP Be sure to make rhis serting
DESTINATION ATTITUDE . I
a$ soon as thts condition is
UP hand or pre$ure change reached; otherwise the sysrcm
limit contlol will not operate tcl provide a
gradual cabin pressrxe altitude
descent.
I
MANUAL CON- L Manual Pressure OPEN DC-6 and DC-68 (Group I only).
TROL (use only Control Door
if"Ratio" and 2. Manual-auto selector MANUAL DC*6,{, DC-?' DC-78, and
"Rate" control switch DC-6B (Group tr only)
cannot be used.) 3. Cabin altitude (manual INCREASE
conuol) switch OR I]ECREASE Until desired rate of change
of cabin altitude is obiainLd.
Make adjustnehts at 30-sec.
intervals until desired condi-
tions resulL
- if
desired condi-
tions are still not
obtained -
4 Emergency cabin al- ADruST to

titude control a position re-
sulring in the
desired pres-
surization
DEPRESSURI- L UP and DOWN knobs 600 UP DC-6, DC-68 N3?M'7 -

ZATION (on presq change li- N3?573, DC-? (Group I)
(Automatic mit control)
in Fught) 2. RATE Knob (on Kollsman -guly.
DC-6A, DC*? (Group II),
KS -54 press. conuoller) DC-ZA and DC-68 N3?5?4-
N37589 only"
3. Cabiu Hand (on cabin SET to flighr 1'he cabin will increase at
pressure regulator) altitude or the rare of about 600 FpM
above until the airplane is depres-
s uri ze d"
DC-6/l FLIGHT MANUAL vsr/#r

GENERAL
nr
wUHI'IP
AIR CO}.DI.TIONING & PRtrSSURIZATION

LIMITATIONS
CABIN SUPERCHARGER OIL PRESSURE Fiormal ..r.... . 45-90 psi

lv{inimum ...... 30 psi
lvfaximum ...... I20 psi
Warning Light. . . .. 30+ 5 psi
CABIN SUPERCHARGER OIL ....,

Notmal .. 40-80' c
TEMPERATURE Maximumo.... 100.c
Minirnum (before start) -32'C
(operation) 15. C
PRESSURE DIFFERENTTAL
(Only on DC-6, DC-6A and
Normal-Maximum . . 4.16 psi
Maxirnum-Relief . . 4.6? pi
DC-68, Group I) ldaximum at landing . 1.8 psi
PRESSURE DIFFERENTIAL
(Only on DC-? and DC-68,
lolormal-Maxitroum .. 5.45 pni
Maxirnum-Relief . . 5. ?9 psi
Group f[) "
Maxirnum at landing . 1.8 pti
CABIN HEATER TEMPERATURE Normal range... .....85" to 150"C

Maxirnum (Red Line)
DC-6 N3?501-41... .. 170' C
DC-6 N37542-46 and
DC-6A/68/',t 200" C
CABIN HEATER FUEL PRESSURE Ground 3 ro 16 psi

In Flight:
As Min,psi \kl.pli
Knots
1?0 74 23 (20)
180 L6 zb thz)
190 18 2X (2,4)
200 21 2s (26)
210 23 3L (28)
220 25 34 (31)
(Values in brackets apply to
DC*6 and DC-68, Group l)
On DC-?B' the cooling turbine switch must be in the OFF porl.tlon durlng takeoff or
any performalce Umited operatlo&
The Gabin Heater wlll cease operation when the cabln heater flre selector rwirch tra.l heen actlvated.
Do not oPerate the cabin heater aftet a cabln heater flre" If the cabin heater is being operated on firel
cross feed activating any one of the airfoil heater fire seXector iwitches will. shut off the airfoil heater
fuel supply and close the crocfeed valves, Do not operate the alrfoil heaterg following an airfoil hearer
fue" If necessary, howevet, the cabin heater may be restarted, after an alrfqii heate-.r flre, provlded that
the heatcr fuel crosfeed ryrtem lr not used.
All except N37501- N3?.566:
Cabin hearcr will not operate on NORMAL SYSTEM when fuel quandty drops bei.ow 43 gallons in No. 2 Main ?ank,
nor on cross-feed if below 43 gallons in No. 3 Main Tank.
Operate unporrurized if any crazing ir apparent otr aB ioner window paner or if craze marb of nottceablE depth and
2-8/4 lrches or tronger in length are fqrnd on an outer pane,
DC-6/7 FLIGI{T MANUAL

u\t/61 GENERAL
7-22
AIR C OND ITIONING & PRESSURIZA TION
TROUBLE SHOOTING
CONDITION PROCEDUR.E
Heaer temperature high above Normal value (as 1. Turn heater mastet sr,ritch OFF. Temperaure should
thown in Limitationr) drop immediately.
2. Allow 80 seconds for heater to cool
3. switch heater fuel and ignition selector o other sys-

tem"
4. Turn heater master switch ON. Monitor heater temp-

erature closely.
No firl preisure and no heater outpuL 1. Cheek following circuit breakersi
Cabin heater power

Cabin heater csntrol
Heater fuetr punp - main
Heater fuel pump - cabin
2, Allow tlme to cool if heater has been operatlng.
$wltch fuel selector to other system. If heater comeg
on, the drop-out swltch tn the orlglnal Bystem may
have operated as a result of excesslve temperamre in-
ctease.
,
3. Switch the heater fuel slntem selector switch to
CROSS-FEED. Lf the heater comes on, the heater
(_ fuel purnp has faited and fuel is now being supplied
by the airfoil anti-icing heater firel pump.
4. [f heater is srill inoperative. switch cabin heater

automatic control by-pas* on DC-6 N3?501-N3?541
only" If heater conres orr! rhe automadc conrol
system has failed and heater is now being operated
by ttre overheat switctres.
5. Check heater control sr*itches includiug other settings

of cockpit temperature contrs! and rralndshield heat
controL
High heater fuel pressure and drop in Indicates probable faih.ue of heater.
I heater temperatr:re (May be accompanied
by erratic cabin pesurization) 1. Shut heater off.
Frcl prersure but no cabin heater.outpuL 1. Check the cabln heater control clrcult breaker,
2. If ctrcutt breaker {)K, turn heator ffiFo Wait 30

seconds tn fltght, or 3 mlnutes on grcurnd, for heater
t(} scave$ge.
3. Turn heater nlaster swltch ON.
MANUAL
DC.6/l FLIGHT U,31/d3.
' GENERAL l*f;*
E
urmo
t
GEP
AIR CONDITIONING & PRgSSURIZATION

TROUBLE SHOOTING (Continued)
COI{DITION PROCEDURE
Frcl pre$rre but no cebin heater outPuL (CouL ) 4. If heater fails to operate, turn heater master switch
OFF agairL Wait 30 seconds in flight, or 3 minutes
on ground.
5. switch heaer fuel and ignition selector to other po-

sition Turn heater master switch ON.
On the DC-6 and DC-68 (Group I) only:
+ 6. If heater still fails to operate, trip cabin heater fuel

pump circuit breaker. Heater may operate as a re-
sul! of lower fuel pressure and leaner mixture if fail-
ure caused by excessively rich mlxture at high alti-
tude. (Not a on N3?501 - N37541, since
fuel is shut- fuel ,ultt circuit breaker,
1. Check Emergency Cabin Altitude Control in NOR-

MAL (full elockwise) position.
'2. Check Cabin Pressure Conuol cireuir breakers.
3. If cabin still will not pressurize. failure

of pressure
control valve motor is indicated. Cabin may be
pressurized manually as follows:
A. Emergency Cabin Altitude Conuol

OP E}I (full -co unter -clockwi se).
qD B. Close pressure control valve by pulling

sldeways on cable normally actuated by
CO2 discharge. (DO NOT PULL CO 2
DISCHARGE HANDIE TO PERFORM THIS
ACTION.) (DO NOT CLGE PRESSURE
CONTROL VALYE BY PULUNG THIS
CABLE ON DC-6A AND DC.?B SINCE
THIS ACTION WII.L CLOSE CABIN AIR
SHUTOFT VAtvES. )
Note: It is not possible to discharge Coz by

pulling the cable. Cable located:
DC-6 - forward of Captain's right rudder pedal

suetching vertically along bullhead.
All other aircraft - lower one of two cables lo-

cated below inspecrion
door behind F/O seaL
C. Controt pressure by means of Erhergency

Cabin Altitude Cortrol.
u31/6L DC-6/l FLIGHT MANUAL

l-24 GENERAL
EIil
wuNrt,o
AIR. COND ITIONING ,1' PP-f ISURIZA TION

TROUBLE SHOOTfti6 (Continued)
CONDITION PROCT,DURE
"1. Check to insure that sgpercharger is engag"d.

No supercharger oil pressure when engine is started JI
(within 30 seconds). superchargef is engaged. then:
2. Stop engine immediarelY.
3. Check engine instrurnent inverter voltage.
4. Check respective engine insuument AC fuse.
lii*w drop in supercharger oil pressure to near 1, Turbine switch - OFF

nrinimumo and increase in oil temperature.
lf pressure does not rise:
2. Supercharger - DE-CLUTCH.
Airflow indicaror shows a fluctuation within green 1." Turbine switch OFF.
band.
If no retief and high oil temperature and/or low
pressure:
t
2. Supercharger - DE-CLUTCH.
{
Sudden climb or dive in cabin altitude when at This applies to DC-? (Group I) and DC-68 N3?569
or near marimum dit:erential pressure. through N3?573.
I Increase altitude of CABIN hand by aPProximately

600 feet in order to reduce differential Pressure to
5"2 psi" (l.lrte log Uooh)
1. 'I'urhine switch - OFF.

Airflow indicator fluctuates ou tside green band.
If wide fluctuadon continues:
?. Set r^/in{lshield heat conrol to ANTI-ICE for 15 sec-

oads, thc',n reiurn to original settinS. If already in
aliit-ICI, iilcrease RP&d rnomentarlly. DC-6.
i)d: -dB iCroup Ii onl,v"
3. Set wincishield hear contro1 to 10' to 0" position

ibr 15 seconds, thefl return to original settinS.
If in any position other than OFF, lncreare
atrready
Rph,{ rnomentarily, DC'6A, DC-68 (Group II),
DC-'1 and IIC-78.
I{ wide flrrctuation contirlues:
4. supercl:a,rger - DE-CLUTCH
DC.6/'I FLIGHT MANUAL v31l61

1 -O(
GENERAL
fr
utrfro
tIP
AIR COND ITIONING
ry!!E_EE99IsIg. ( conti nue d )
CONDTTtrON PROCEDURE
Condnuous high airflow that does not drop to green 1. Turbine - OFF.
band with reduction in engine RPM.
-'
7/3U61
f-i1, DC-6/? TLIGHT MANUAL
ry
AA'
utrJtiE&
W
AUTO T}5LOT
DESCRIPTION
GENERA L
.The auto-pilot automatically ope'rates the flight corrtrols of the ailplane to mainrain a desired heading and
alritude. The system uses electrically-driven gyros and the earth's magnetic field to control the airplane" It
provides3
1. Automatic stabilized flight about rhree axes of dre airplane.
2. Automatic Elevator trim.
3. Constant altitude contol.
4. Coordinated turn control.
5. Automatic VOR and VAR range, and lLS approach flight.
CO MPONE N TS
AUTO PILOT A}VIPLIFIER ASSEMBLY
This assembly receives signals from various sensing devices, nrodifies and amplifies them. and directs those
signals to the flight control servos as required for automatic control of the airplane's attirude, altltude and
dlrection.
ATTITUDE control is obtained by electric gyros which sense changes about the airplanes pitch
and ro11 axes and direct corrective signals through the amplifier to rhe servos.
ALTITUDE control is obtained by a barometric device, connecred ro the Captain's normal static source, which
directs signals to the auto-pilot to maintain the airplane at any desired pressure altitude, providing
the airplane is not excessively out of trim. If the Captain's stitic selector valve is swirched to thi
alternate soufce, the auto-piiot remains connected to the Captain's normal static source - see
Pitot sratic system diagram in the Instrument section of this inanual.
DIRECTIONAL control is obtained by signals from the First Ofl'j.cer's com-pass system. Tnis
gyro system directs the same signal to the iruto*pilot as is shown on the
First Officer's compass indicator.
SERVOS
The servos respond to signals from the amplifier assernbly and supply the force required to operate the airplane's
control surfaces. One servo is required for each axis of control; mdder, elevator and aileron. The design is such
that they:may be completely diseirgaged and re-engaged in flight. When disengaged the servo cable drum is un-
clutched froin the servo Inotor shaft leaving the drurn to nrrn freely on its ball bearings.
The elevator uim tab setvo is a miniature version of the main servo. It continuously and autorriarically keeps the
airplane in trim about the pitcir axis during flight.
AUT'O-FLIGHT COUPLER
The autr:-flight cr:upler can control the auto-pilot through signals received from ground radio stations. It
uses Omni-range station (VOR) and VAR si;n:ls for automatic point-to-point flight, and ILS localizer and glide
slope signals for automatic approaches. The coupler is connected to the No. 2 VHF NAV and glide rlope systems.
\
\*
-]
DC-6/7 FLIGHT MANUAT 9/7/56
2.1'
GENERAL
E
w
U'JNAD
AUT{}-PitOT
D ESCRIP TION (Continued)
ELECTR.ICAL POWER SOURCE

PB-10 A AUTO-PILOT POWER SI,]PPLY
MPB
TNVEn.M
MA8?ER
u
h
o
g^g UDIO
I I
I'TB
8
muo *z uno wm
rcwR
5l 5l 23&24
ntd ]MSE FUSE NOS. APPLY

TO DC].EB CROUP i OMY
E3
iE 18&19
,.
NOTE: IF AUTO.PTDT IS IN OPMATION AM ANY OF THE A.12
POwlR SUPPLY CIRCUITS SHOWN (EXCEPT 'WARN LICHT')
ARE INTERRUPTED EVEN MOMNTARILY, A PMIOD OF UP
MAIN BUS TO 2 MINUTES MUST BE ALI'WID FOLIOWINC RST OR.A.
28 VOLTS DC TION OF POWM BLTOM AUTO.PILOT OPMTION MAY
AGAIN BE OBIAINED.
\
SECONDA.RY BUS 28 VOLTS DC
(
MASTER RADIO
FROM
1ST OFF. INST

INVERTERS
CIRCIJIT AC RADIO &
\\\\
MOTOR FILA.INTM. WARN
GEN. MENT LOCK LIGHT FROM
AMP" 115V AC FUSE TOCATED

5
ON AC FUSE PANEL (FUSE NO. 18)
U U
a
"A" PHASE 4OO CYCLE AC
POWER SUPPLY
7O A-12 AUTO.PIIOT
A.12 AUTO-PILOT POWER SUPPLY

o
/1. 56 DC.6/7 FLIGHT MANUAT
o -o
GENERAT
E
s9
UXf}'D
&.rtJg-e!!"gI
D ES CRtrP TIO N (Contlnued)
A.1S AUTO.PITOT SWITCHING INTERIrcKS
In ttle following summary of interlock funcd,ons, lt ls assumed tlrat the .u5-pllot ll funetlonlng poperly and ttrat tbe
applicable AC and DC power (see A-12 Auto-ptlot Power Suppty Dtagram) hac bcen turned on for at leart 2 mlrutas.
If the auto-pilot power supply is lnterruptgd while the auto-pllot 1r tn operadoq the "Pllof' swltch wltl automadcetly
return to the OFF posltlon and a watting period of up o 2 mlnuter wtu be requlred before the "Pltot" slltch may agaln
be tutned on.
TNTERLOCK SYSTEM
An interlock system consisting of electrical and mechanlcal interlocks if provided so that the auto-pilot cannot be
operated unless the proper operational procedure is followed.
ACTION CAPTAIN'S FIRST

OR SERVO.ENGAGE AUTO-FUGHT TIJRN ELECTRICAL OFFICER'S ALTITUDE PILOT
CONDITION HANDLE SELECTOR KNOB RELEASE ETECTRICAL CONTROL SWITCH
SWITCH SWITCH REIJASE SWITCH
sl,vrrcH
'Pllot" swltch can- ln disengaged h detetrt
€ not be turned ON - OFF position
untilr
'Pl1ot" swltch
automatlcally
returns to OFF
posltlonif, ll!* pressed
(2t pressed
(s) in dlseugaged
-<--o - OFF posltlon
(4) ln dtsengaged moYed out

- OFF positlou of detent
Altltude Control ln engaged In AUTOMATIC o'}I

Swltch caDnot - ON posltlon PILOT posltlon
be truned ON -d[-
unlesr Tu LOCALIZER
positlon
-of-
in LOCALIZER
& GLIDE SLOPE
positloo with
glide slope not
yet engaged
Pltch Conuol
Knob will have ON
no effect whery
Auto-flight in engaged not in AUTO- movqd out

Coupler "OFF" - ON posltlon MATIC PITOT of detent
Light illuminates position
lndicaring Auto-
Flight Coupler not
engaged.
DC-6/7 FLIGHT MANUAL 7 /7/57

GENERAL
!fr
UNNAD
CIry
A UTO- PITOT
DESCRIPTION
+3
INDICATING INSTRUMENTS & DEVICES

INDTCATOR. TNDICATES LOCATION
AUTO- PILOT INOPERATIVE Auto-pilot inoperative, but servos still Forwald edge, auto-pilot control panel.
Warning light (PB-104) elecuically engaged.
Servo disengage waming light Auto-pilot has been disengaged electi- Top face of auto-pilot pedestal
(Flashes intermittently. XA- 12) cally by electrical release buttons or controller.
pilot switch, while the servos are still
engaged.
Trim indicators - rudder, Trim condition of airplane when auto- Auto flight selector panel.
ailerofl, elevator pilot conuolling; proper functioning of
auto-pilot prior to engaging.
First Officer's Compass Directional signal being maintained by First Officer's Instrument Panel.
lndicator (MDI) auto-pilot (turn knob centered (detent)
auto-flight selector switch on AUTO
PTLOT.)
NOTE: The First Officer's compass indi-
ca.tor will indicate the magnetic
heading of the airplane whether
or not the auto-pilot is engaged.
Glide Slope Engage Iudicator Glide Slope engaged. One on Captain's insuumem
(Fiag rype) (2) (A-12) panel and one on First Officer's
instrument panel.
Auto-flight coupler disenga ged Auto-flight coupler not engaged - Auto- Corner of Captain's and First Officer's
lighr (Amber) (2) Flight Selector Switch, in RANGE, LOCAL- Flight Path Deviation Indicator.
IZER or L,OCALIZER & GLIDE SLOpE posi- (PB- 1oA)
tion
Upper right corner of Captainrs
and First Officer's Omni-Mag
Indicators. (A-12)
7 /t/5'.1 DC.6/7 FLIGHT MANUAL

2-4 GENERAL
&
ry UHTTED
"4UTO* PILOT'
DH$CRTPTTON (Conrilrued)
tq*
C ONTROLS
Û.Ip.E]l.a:r
AU!O-TLI C HT
PB.IOA AUTO TITOT PEDESTAL CONTROL$
Trr.lEs WHEhI
autoxrrtq A?I'RoAclt @t{lRol.
,FLQCAt"l
7UR
OPEF'ATIS AII.E sE{51N6 foR
+ IIUDDER, VAR KAT'6E5 AIiB
FLYINO LPCALI&'L qK
'
LE6S- ArFEetS A\,TO-
PITqH r{Lot OI{LY
CONYROL
I )
la.6lTf=r,it
r@ffiffih
OPE!(ATIS
INOPE.RAIiIVE WTE$
ALTITUDE C3NTROL
trcH 13 0$.
-e.u.ql- ALTIYUS€
P'LO7
BAN'<
wtT RUDDEB.
A-12 AUTO PiLO T PEDESTA L COI{T ROLLER

DC.6i? FLIGHT MANUAL e/1/56
GENERAL 2-5
m
ry
AUT O.PILOT
\*_
SERVO ENGAGING CONTROL
This controi, located on the afr face of the cockpit pedestal,

is used to mechanicail'; engage and disengage the seivos. Wirh
the A-L2 system, aIi servos are disengaged. With the pB-10A u
s)'stem, all servos are disengaged except the trim tab servo,
which has a slip clutch. The conuol is spring loaded ON and
has a. detent in OFF position to assure either full engagement or
full disengagemenL
rte
coiltRoL.
ELECTRICAL RELEASE SWITCHES

AELEASE
suflTcH
These switches provide instantaneous electrical release of the
auto-pilot. When either button is depressed, both the ',pilot"
and "Altitude" conrrol switches will automaticallv return ro the
OFF position. When the auto-pilot is disengaged in this man-
ner. it will be necessarv to overpower the servs.friction which
may have a tendency to produce higher than normal forces on the
flight controls.
CAPTAINS FlrtsT oFrlcER's
FOgtTtON FOSrTtOtl
\-.:
jt.. i'! .1,: .i.i. t. ..
.fl.:tr.r t. l.
\-
I /7/56
DC-6 / 1 FLIGFIT MANTJAL
2-6
GENERAL
elErl,
UNT'TD
@
A-tZ AU l'C -FLIGFIT Ci Uf LL, SySTEt\4
DESCRiPTION
GH I.{E I{A t
The A-1.'J Auro*iiight Coupier ls a new development designed tcfly VORCourses as well as make more accurate ILS
approaches, tsitii :nore iiutomaticity than its predecessor.
The Auto-flighr Coupler operates in conjunction with the A-12 auto-pilot in producing turns and pitch attitude changes to
contriil the aircraft along thedesired flight path" The selection of desired mode of operation is acccmplished by positioning
thc .Auto-Flight Selector Switch which i:as four positions; namely, AIJTO-PILOT, RANGE, LOCALIZER, end LOCALIZER-
GLiDE SLOPE.
,.{U TO * PILOT OIjERATIOT.i
Operation in this configuration is that of a standard A-12 auto-pilot"
RANGE OPER.ATION
In RANGE, LOCAIJZER a*d LOCATIZER-GLIDE SLOPE operation, the auto-pilot is cr',nnected to the #2 VHF NAV receiver.
Selection of a desired VOR course is accomplished using the First Officer's Omni-Bearing Selector. Operation in this
coflfigruation is divided by automatic sensing and switching circuits into two phases, "bracket" and "on course". In the
"Bracket" p1.rase, if the aircraft is withln the usable part of the selected course, it will irnmediately start a bracket toward
rhe on-course. Any abrupt turn cornmands during initial engagement are prevented by an"easy-on-engage" function.
Iftheaircraftlsoutsidetheselectedcourse, i.e, deviation indicatordeflectedfullscale, theaircraftwillautomatically
be directed tnward the course ar an appropriate fixed intercept angle of approximately 55" and wi.ll start i,ts bracret ai the
course edge. tn the "Range" operating phase, pitch is controlled by the pitch control knob or the automaltc altitude
control and there is no pitch control output fronfthe coupler. Bank comrnands are limited to approximately 25" in this
pha se.
In the "On Course" phase the bank limit is reduced to about 5' and sensor circuits are energized which permit smooth
colttifluous fiight (on the cnrrect magretic heading) in regions where the course signal is not usable, such as over the
transmirter, Therefore, ir is not necessary to disengage the system when flying over the transmitter. The erratic signals
from the VOR are detected by the "over-the-station" sensor and are automaticatrly ignored until thecourseagain becomes
stable. An integration conuol provides for automatic wlnd drift g611sg1isn.
Silce the Vi{F NAV teceiver frequency selector changes the mode of automatic operation when a localizer frequency is
selected, the s)rstem wiil not fly a VAR course properly. This should cause nc concern since the last few VARs will be
converted to VORs in the Lrear future.
I,OCALIZER CFERAT'ION
The distinction i:etween the "RANGE" and "LOCALIZER" contigruation is determined by the VHF NAV Receiver frequency
setrector. As iii the "R.ANGE" function, there is no pitch output signal from the vertical channel o; the coupler. The
bauk angle is limited ta approximately 2{t'. When the auto-flight coupler has been armed by switching the auto-flight
selector switctr to rhe "LOCALIZER" position, and the aircraft is headed to intercept the localizer course, retray sensing
andrwitciringcir*Llitsprovideautomaticeng*gernentofthelocalizeratthecourseedges, i.e. astheDeviationIndi-
cator vertical needle leaves full scale.
LOCALiZETI.GT,I]]E SLOPE OPERATION
This corrfiguration is used during descent along the gtide slope using signais frc-m the #2 Glide Slope Receiver. When the
bearn couptrer is *ri;red in this position, it is autonratically switched tr: glide slope control by the beam sensor, wlrich detects
the ,ntercepij*n li rhe giirie slope on-couise. At this time tire lap1ft angle limit is reduced to about 10o. The vertical channel
output of the co'ripi.er comtnands pitcl'r atritude changes alter tiie on-course has been intercepted. The attitude change is
limiled t{} ;i Inaxiriturn of 6o. The altitude contiol, if engaged prior to reaching the glide slope on-course, is automatically
tiirned ofi rrllr.r ;l1ide sfupe ccntri,l :s engaged. Itro pitch tlirn adjustment or cther manipularion of the auto-pilot contrr:ls is
required at arv iitne during the approach after glide slope control is engaged because the verrical channel inregraror slowly
arijusts tlre pltcl:. attitude of the airplane to cornpensate for glide siope inclinations, airspeed variations, and any changes
in the aircr*ir cilnfiguralion, such as flap changes, lowering of the landing gear, etc.
I
L_
DC-6/7 Fi,iGHT MANUAL e /1/sa

GENERAI,
ffi!
ery
A-12 AUT O-FLIGHT COUPLER SYSTEM
LOCALIZER-GLIDE SLOPE OPERATION (Continued)
On disengaging the coupler, i. e. switching back to Auto-pilot position, the pitch integrator signal is smoothly wiped out,
returning the aircraft to the pitch attitude it held at the time glide slope control was engaged.
BLUE RIGHT - BLTJE LEFT SWITCH
The Blue Right function of this switch will be used for VOR and normal ILS approaches. The Blue Left position provides
reverse senslng for back course approaches and for flight outbound on the front course or inbound leg of the localizer.
GLIDE SLOPE ENGAGED INDICATORS
As mentioned in rhe preceding paragraph, when the coupler is armed by placing the Auto-F1ight Selector Switch in the
L@ALIZER-GLIDE SLOPE position, a beam sensor detects the interception of the glide slope on-course and switches the
conrrol of the a ircraft's pitch angle from the Pitch Knob or Altitude Control to the glide slope si.gnals. When pitch
control is raken over by the glide slope signals, a yellow flag appears in the "Glide Slope Engaged" indicators , located
-">- on the main instrument panel, to indicatethat the coupler ls now engaged with the glideslope.
AUTO.FLIGHT COUPLER DISENGAGED LIGHTS
These lights are mounted in the upper right hand cornem of the Captain's and First Officer's Omni-Mags. If the Auto-Flight
Selector switch is in any position other than AUTO-PILOI, these lights will come ON if the Auto-Flight Coupler is disconnected
by the turn knob being moved out of detent position or by an AC or DC power failure ro rhe coupler. Its indication means thar the
Auto-Flight Coupler is disconnected and the system has been returned to Automatic Pilot operation, To return to automatic
flight operation, return the Auto-Flight Selector Switch to the AUTO-PILOT position, cenrer rhe rurn control knob and,/or
replace coupler fuses, after which the desired mode of auto-flight may be re-selecred.
e /1/56 DC-6/7 FLIGHT MANUAL

2-B GENERAL
ry
&rsffErt
AUTO PXLOT
I CONDITION CONTROL or INDICATOR

oFsR+rrqly
ACTl0t\i REMARKS
PRE.TAKEOFF 1, Servo Engage handle OFF (disengaged)

CHECK 2" Auto-Flight coupler CI"IECK Turn AUTO FLIGHT SELECTOX. to RANGE.
Disengaged Warning l"ight Lighx should glow'
3n Airplane's control sys{.em CHECK for nor-
ma1 freedoni
ENGAGING IN
FLiGHT
When to The Auto-pilot can be engaged in the following

engage artitudes:
In Norrnal straight and level flight

2. Any normal descent or climb
NOTE: If ttre Auto-pilot is turned ON in a climb

or descent, or when the vdngs are trot
level, the airplane will conrinue to fly
in &is attitude until the operator origi-
nates a signal to change the attitude."
Before en- 1. TURN knob In Center {tr}e-

gaging tent)posi ri0il
check 2. AILERON knob Centered
3.
I
AUTO-FLIGHT selector
srri tch AUTOMATIC PI.
LOT
4. SERVO errgage handle OFF (disengaged)
Engaging L. Trim Tab Controls Trim airplane An airplane that is not trimmed properly w-ill im-
manually an unuecessary load on the auto-pilot; such
a eondition would be evidenced by one or more
of tlie auro-pilot trim indicators indicating a con-
stant signal after the auto-pilot is engaged
2. Pilot Switch ON
3. Auro-pilot tlim indicators CHECK Trim trnelicators should be centered.
4. SERVO Engage handle ON (engaged)
5. AUTO-PILOT Trim Indi- RE-CHECK Observe that Auto-piir:t trim indicators are cen-
cators rered. The airptr*ne can be almmed rsith the
aum -pilot engaged by movernent of the appropri -
ate airplane tab control as ilecessary to center the
I
respective trirn indicator" The aileron knob on
the ar-lto*pilr:t pedestal may be used for making
sma1l roli acijustments if the auto-pilot was en-
gaged when the wings were not level.
6. Auto-Pilot inop"
Warning Ughr (PB-10A)
Servo disengage warning Press m test

ughr (A-12)
4175/56 Dc-6/7 FLTG}IT MANUAL 2_9

GENERAL
w
wuNftlo
AUTO PILO T
OPERATION (Cont. )
CONDITION CONTROL or INDICATOR ACTION REMARKS
Altitude Establish level

Cortlol flight at the de-
sired altitude.
Altitude Conuol Switch ON The altitude control will automatically maintain
this constant pressrue altitude.
NOTE:
A. When the altitude control switch is turned ON,
the pitch knob is inoperative.
B. If the altitude control ls turned ON in a climb
or descent, within the operating limits of the
unit, the airplane will leve1 out and hold the
constant altitude. When the altitude control
is turned OFF, the airplane w111 return to rhe
climbing or descending altitude effective at
the time the switch was turned on. For this
reason it is good practice to level off before
engaging the altitude control switch.
C. Although switching static sources will not
normally affect altitude conrrol, it should
be turned OFF whenever doing so as a pre-
caution.
TURNING OFF Autopilot trim meters CHECK CENTER Disengaging the auto-pilot with the airplane out
of trim may cause an abrupt change in the airplane
attitude.
Temporarily (PB-10A) Elecuical release PRESS

switch
(A - 12)Servo Eogage handle OFF (Disen- If alritude control sw'itch is ON, it will automati-
gaged) cally go OFF and lock
Permanently (PB-10A) 1. Electrical release PRESS

switch
% Servo Engage OFF {down) If altitude control switch is ON, it will auto-
handle matically go OFF.
(A-12) 1. Servo engage handle OFF (Disen-

gaged) If altitude switch is ON, it will automatically go
, Pilot Switch OFF OFF and loci<.
Instantan- Captain's or First Officer's Elec-

eously trical Release Switch PRESS Pilot srvitch will go OFF and lock automadcallp
If altitude control switch is ON, it will aummati-
cally go OFF and loch
NOTE: The First Officer's compass indicator will

continue to indicate the heading even
though the auto-pilot has been turned OFF
by any one of the above methods or has
been inadvertently turned OFF.
t0/L5/58 DC.6/'I FLIGHT MANUAL

2-L0 GENERAL
W
ffi
ueft'o
W
AUTC-PtrtOT
gqgR. 4_:r I a N
- (Continued)
CONDITION CONTROL or INDICATOR ACTiON PAMARKS
RANGE
FLYING
AND See Section 25 "OPERATING TECHhIIQUES" in this manual.
AUTOMATIC
APPROACH
PROCEDURES
LIM TATIONS
1. At any rime theauro-pilot is engaged the Captain or First Officer must be in his seat with rhe seat belt fastened,
During an automaric approach or if the speed brake is e.xtended, the pilot must keep his irand on the control wheel
adjacent to the auto-pilot release button and feet on the rudder pedals ready to ta.ke control of the airplane at any
time.
2. Minimum terrain clearance for auto-pilot operation!
Cruise - 1000 Ft"

Approach " -200 Ft.
3. Maximum speed for operation with auto-pilot engaged.
PB- 10A
DC-6 DC-6A DC-?

DC-68 Gp.I DC-68 Gp.II
2BO Kts IAS 214 Kts IAS 264 Krs IAs
4. The maximum torces required to over-power the auto-pilot s:ivcs are;
PB.1OA A- 12
Pilot's Controls Pilot's Controls

(Pounds) (Pounds)
DC.6 DC-68 DC-6A DC-?

IJL-O5
Elevator 39 20 26 ET
Aileron 40 on 20 29
Rudder 124 '16 o6 ?1
Elevator forces above are ex clusive of elevator downspring effect.
{ or.--
DC-6/7 FLIGHT IVIANUAL e /7/s6

GEI\,,ERAL 2- 11
w
UNII'ED
@
AUTCI-PItOT
LIh4ITATIONS (Continued)
5. The approximate maximum values of airplane,attitude obtainable with the auto-pilot ON and the auto-flight
selector in various positions are tabulated below, A11 values are measured from normal level flight reference.
AUTO.FLIGHT CLIMB &

SELECTOR SWITCH BANK DESCENT REMARKS
AUTOMATIC A<a
Lg'
PILOT
5'(PB-10A) Altitude Control - Ol{
6' (A- 12)
Aileron Trim
5'(PB-10A) The range of the PB-10A automatic

elevator trim is +5o, It is limited
mechanically atE" nosedown and cuts
out electrically at 5" nose-up. Beyond
5' nose-up trirn the automatic elevator
trim ceases to function and trim must be
accomplished manua lly.
3'per Elevator auto-trim

minute (A-12)
(Approx)
LOCALIZER 20" (PB-10A)

z',t' (A-1.2) Localizer beam
Controlling
LOCALIZER AND
GLIDE SLOPE 10n 6' Localizer and glide
path beam controlling
RANGE 10'(PB-10A) Range beam controlling
25'(A-Lz' Range bracketing
10'(A-12) Range on- course

/
:y' I
2-72 DC-6/7 FLIGHT MANUAL 4/75/56

GENERAL
E
w
UX'?ED
AUTO I:ILOT
TROUBLE SHOOTING PB.1OA
CONDITION PROCEDURE
Auropilot switch alltomatically returns 1. Check mechanical disengage lever ON (Up).

to OFF 2. Check autopilor ci.rcuir breakers and fuses.
Autopilot wandering, slow to recover 1.. Change First Officer's ilverter switch to opposite i.nverter.
on all axes, and trim meters erratic. 2. Establish level flight & cage gyros (caging the gyros will dis-
engage autopilot).
After making first turn on autopilot and 1. Disengage autopilot for 10 seconds. (Autopilot may have been
turn knob tetuned to detent, wings nor level engaged originally with turn knob out of cenrer derent).
Autopilot & First Officer's compass indicator 1. Check autopilot circuit breakers and fuses.
(MDI) dead. 2. Check to see rhar autopilot amplifier is tight in irs rack with thumb
screws tight.
Autopilot wanders slowly to left and right 1. Check to see rhar turn knob is in center (detenr) position. (Turn
of desired course (2 to 4 degrees). knob out of detent disconnects autopllot frorn First tffficer's
compass system).
AUTOPtrLOT INOPERATIVE 1. Press electrical release button to disengage servos,

Warning lighr ON I
Turn autopilot switch ON. If lighr comes on agaig, disengage
autopilot.
Pitch control knob inoperative in one direc- 1. Disengageautopilot.

tion after altitude control turned off; auto- 2. Manually re-trim pitch attirude.
( matic elevator trim inoperative. 3. Re-engage autopilot.
Radlo- Autopilot Coupler inoperative - 1. Check Radio-Autopilor Coupler circuit breaker and fuses.
all functions 2. Check to see that unit (placarded "Flt.path Computer',) is tight in
its rack with aIl cornecrions [ight.
Radio-Autopilot Coupler seems ro control 1. Turn Auto Flr. Selector frorn RANGE to AUTOpILOT for several
in one directlon only & does not bracker seconds. (This re-centers the conttol circuit, permitting ccntrol
range well. in both directions. )
!
2. Return switch to RANGE.
Irregular aileron oscillation during

automatic approach. 1. Check that propellers are ser at 2400 RpM.
RADIO- AUTOPILOT COUPLER DISENGAGED RANGE FLYING .

Warning lighr ON 1. Turn Auto Flight Selector to AUTOpILOT.
2. Check to see rhar autopilor not accidenrly diseng.aged.
3. Check to see that turn knob in center detent.
4. Check AC fuses.
5, Return Auto Flr. SeI. to RANGE. If iight comes on again, rerurn
selector ro AUTOPILOT
APPROACH FLYTNG -
i. Press electrical release button and make manual approac h.
2. Ptrace Auro Flt. Sel. in AUTOpILOT position (to turn off
Autopilot will not elecrrically disengage. 1. Push mechanical disengage handle OFF (down).
I
\
\*
DC.6/7 FLIGHT MANUAT e /1/56

GENERAL 2-L3
il
&fr
warnrt o
AUTO - PILOT
TROUBLE SHOOTING A-12
CONDITION PROCEDURE
Pilot switch cannot be turned ON Refer to switching interlock chart in this section
Check auto-pilot circuit breakers and fuses.
Filot switch automatically returns to ffF Refer to switching interlock chart in this section.
Auto-pilot will not elecuically disengage Push servo engage handle down (OFF); auto-pilot
then cannot affect control surfaces.
General operating uoubles Check auto-pilot circuit breakers and fuses
Change First Officer's inverterswitch to opposlte

-r> lnverter and allow three minutes for erection.
e/7/56 DC-6/7 FUGHT MANUAL

2-L4 GENERAL
E
warnT@
ETECT RICAL SYS.TEh,I
DESCRIPTION
GENERAL
The basic elecEical system_is a 28-volt DC system supplied by four generators in parallel, one on each engine. Two
inverters, which operate off the basic DC system, supply three phase a00 cycle 11"5-volt AC power for ttre[perarion
of certain elecrrical instruments, automadc pilot, and iadio equipment Also on all DC-?, bC-OS (Group iI), and
DC-6A aircraft, there is an emergency source of AC power provided by two engine driven alternarcrs, one on-each of
the inboard engines.
CO MPON EN TS
BATTERIES
Two batteries provide an auxiliarl'source of direct currenl They are locaed in the battery compartment j15t
aft of nose gear wheel well. The batteries are wired in seriei to provide 24 voltt DG Their ioul capecity
-the
when fully charged is 88 ampere-hours.
GENERATORS
On the DC-6 and DC-6B (Group I) aircraft each generator is capable of delivering 800 amps at 28 volts DC. On
?C-9A' DC:98 (Group II) and all DC-? aircraft, each generator is capable of delvering aSO amps at 28 volts DC.
Cut-in speed is approximately 900 ro 1000 RpM. One generator is mounted on each enfiine.
GENERATOR CONTROL UNIT
The generator control mit maintairx a constant voltage and equalizes the load division between the generators.
In addition, it controls the operadon of the generator line switch relay, permitting generaor oonnection to the
brs, when generator voltage exceeds bus voltage by a fixed amou[r. -It also discoiriects the generator should the
latter draw reverse current of a specified amount due to low volrage from ahy cat$e.
OVERVOLTAGE PROTECTOR
DC-6, DC-6B (Group I) Only - The overvol tage prorcc[or protects the elecuical syrtem should over-voltage occur
as a result of applicaEon oITuIl field.
REVERSE CURRENT CIRCUIT BREAKER
DC-6' DC-68 (Group I) Onlv - The reverse current circuit breaker removes the generator from the line if a re-
verse current of ,800 amps occurs. Ttle generator field circuit is opened at the rame dme.
FAULT DETECTOR UNIT
DC-? DC DC.68 Onl - The fault detecor unit serues over -voltage and operates the maiu circuit
to remove generator from the main bus in the event of over -voltege. It also aid.s in rensing heavy
generator reverse current and in this capacity provides back-up protection for the normal reveige current relay.
MAIN IINE SWITCH RELAY
The main line swi tch relay connects or removes the

,generetor from the bus. It is conuolled by the generaror tog-
gle swirch located in the cockpit and by the Generator Concol Unit.
4/L5/56 DC.6/7 FLIGHT MANUAL 8-1

GENERAL
ELECTRICAL SYSTEM
DESCRIPTION
MAIN CIRCIJIT BREAKER
DC-?, DC-6A, DC-68 (Group I$ OnIy - The main circuit breaker operates in conjunction with the Fau1t Detector
Unit and removes the generator from the bus in the event of one or more of the foilowing fault conditions:
1. Overvoltage.
2, Ground faults between ttre main circuit breaker and the ge[erator.
3. Excessive reverse current.
| 4. Excessive overload.
The main circuit breaker may be reset manually by means of its manual leset butto[ or by means of the reset
switches located on the "Ammeter-Voltmeter" insuument Panel.
BUS SYSTEM
MAIN BUS The main bus located in the main junction box receives all available DC elecuical Power.
I
1 Connected directly to the main bus are those units using a large amoimt of current.
SECONDARY BUS The secondary bus, located in the mair Junction box, receives its DC electrical Power
from the main bus through a S00-ampere eurent limiter. All DC elecuical equipment
I not directly connected to the main bus is connected to the secondary bus.
INVERTERS Each inverter supplles 3-phase, 400 cycle, 115-vo1t AC power. There are two inverters housed
in ttre inve4ter compartment outboard 0f the radio rack. They are identified as the uPPer and
lower inverter. Each inverter recelves its main souce of power from the main DC bus.
STEPDOWN TRANSFORMERS Stepdown transformers suppl y 400 cycle, 26-volt AC power for instruments.
I On DC-6, DC-68 (Group I), there are five uansformers. On DC-64, DC-68
(Group II), and DC-?, there are two transformers. (See AC Electrical system Diagram. )
ALTERNATORS DC-64,, DC-68 (Group tr), DC-? gnlv - 8""! alternator (AC generator) supplies 3-phase'
@vo1tageandfrequency)ACpowerforemergencyuse.ol"
engines, when operated at 2400 + 100 rpm provide
alternator is mounted on each inboard engine. The inboard
an alternator output in the order of 400 cycles and 115 volts. Satisfactory alternator output may be obtainedt
however, over a wider rPm range.
i
r/20/61 DC-6/1 [4ANUAt

')- z GENERAL
M
itnmfi
W
L ELECTRICAIJ SYSTEM
pLscLprroN
INDICATING INSTRUMENTS & DEYICES
INDICATOR INDICATES LOCATION

DC Ammeters Electrical ioad conneCied- to the gerrer- A mmeter -voltmeter panel.
ator"
Voltage across generator or bi.rs. Ammeter-voltmeter panel.
Voltage Regulator Voltage regulator compartmenris Adjacent to Inverter Control
Overheat too hot. Switches.
1 Power Source tor Externai power source is connected Adjacent ro P lane Batterv *
Ground Power Selector Switch.
AC Voltmeter (1) Inverter or Alternator "A" p A mmeter-voltmeter panel.
-
voltage"
Take-off Warning Hrrrn : lnter- No AC power to the flighr instuments Cockpit.
rnittent beep - cannot be si- when #1 and #3 rhrorrles advanced
lenced with Take-off Warning for take-off. (See Operating
Cut-out button. (DC-6, Techniques)
DC-6B Gp I, DC-7 Gp I)
Captain's Inverrer Warning Light AC power to rhe Caprain's Turn & Captain's Flighr Iruirrument
(red) (DC-6, DC-68 Group 1) Bank has failed.
First Officer's Inverrer Warning ' __-pele-I.__
I AC power ro rhe Firsr Officerff-[rn First Officer's Flight Insrru-
Lighr (red) (DC-6, & Bank has failed. ment panel.
!C:QB Group 1)
The following4indicating instruments and devices apply to.Drj-6A, DC-?, llc-6ts (GroupII) aircrafr on1y.
Captain's Flight Instrument AC power to the Captaiu's lfLrrn & tsank Captain's Flight Instrument paneil
Warning Light (red) and Captain's Gyrr: Horizon tras failed"
CT ment AC power to tlle Firsr Officet'aTurn-&- First Offiaei'i Instrument
Warning Light (red) Bank and First Officer's Gyro i{orizon panel.
has fai leo.
Generator Inoperative Warning No tor output. A rnmeter -voltmeter panel.
Light (amber) (4)
Generato! Overheat Warning Generetor is too hot" Arnrne [er-voltrneter Pane
Jight (red) (a)
AC power suppiy to Captain's Flighr Captain's Insrrumenr prn,tl.---
Instruments is not satisfactory,
Red F lag - Gyro Horizon Indicator power supply ro First Officer's Instrument pane
(First Officer's) Instrumenm is s atis fac
Take-off Warning Horn - Inter- no AC power to t instxu - Cockpir

mittent beep - cannot be si- ments or I1o power to instrument
lenced with Take-off Waming polrer warning, when #1 snd #B
Cut-outBurton. (DC-6A, thottles advanced for tEke-off.
DC-6B Gp II, DC-? Gp II) I',eclllti
DC-6/7 FLIGHT MANUAL 1/31/ 61

GENERAL
&
t,N{rua
frw
ELHC TRICAL SYST EM
DESCRIPTION
CONTROLS
PI NE B.iTTERY - GROT ND This swltch, mounted on the forrvard overheed rwltch
POWER SWITCH panel, provldcs a rneans of connecd,ng the plene bet-
tery to &e main bus should thc automatic chengeover
ferture feil. ?his
When ln this
will occur and *re plane battery will supply power to ttre bu$, on rcconn€cttng ttrc grouud GRO!JND
powcr source, automatic changeover will oceur from the plane battery to the ground rcWER
POWer SOurCe.
BATTERY AND GROUND This switch, mounrad on the forward overhcad switch panel
POWER SWITCH provides a mcans of connt',cting and disconnecting the porver
sourcc (planc battery or ground power) from thc maln bus.
6E.IERATOR .ONTROL
I
GENERATOR SWITCHES The generator switctr)ds, wittr z 3
ON-OFF action connect each
of the four gencrators to the main DC bus. These swlrchcs
are located on the forward overhead panel.
OF F
MASTER POWER CUT- Thls power cur-off ls lnsrallr:d

OFF (GANG BAR) over rhe BA"I' & GRND. pWR
swrtches ro move ,n"* *1I:l:Lil3ff'f:H fffiiil::

eously cutting off power sources to the ;bus ln emergen-
cles.
INSTRUMENT UGHTS This switch, when placed in the EMIR pWR

POWER SWITCH position provides bartery power to certain EMER. PWR.
circuits for emergency use when all ottrer
electrical power is disconnectecl. This switch
INsX LT5
provides.emergency power ro the foilowing circuirs:
A. (All aircraft)
PVP,
"t SP€R,
L Main instrument panel (glare shield) white lights. NOR
% Upper switch and instrument panel whi te Ugdts.
3. Main circuit breaker panel 1ighL
E Flight Coordinamr lights.
5. Magnetic Compass light,
B. DC-6A, DC-?. DC-6B (Group II) only
L Flight insrument warning lights,

?* C2 Gyrosyn clutctL
L/3L/ 67 DC-6/ "t FTIGHT I\{ANUAL.

3-4 GENERAL
:i
*
H
ry
ELECTRICA t SY STEM
)
o OO
GENERATOR RESET SWITCHES
PC-64', DC.-l, DC-68 (Group II) Onlv - The generator reset switches, ]4
Iocated on the Ammeter-voltmeter panel provide a means of resetting
the respective main clrcuit breaker from the cockpit DC power, ei-
ther from the battery or other operative generators musr be available &"'-"6"'5"""b
tz'-4,
oooo
EesEf
in order to reset by inearu of thise switcf,es" f OC po*rr is not avail-
able. the respective main circuit musr be reset manually. (See Main eENEBATOC C^/ER,HEAI
Circuit Breaker Reset Burton description")
MAIN CIRCUIT BREAKER

RESET BUTTON
u F
PC:6A, DC-?, !*68 (Group tr) Onlv - This o
-0.
lll
button, located on each generatoi mdn cir- Pr- a u
u t@E f
cuit breaker, (main junction box), provides
a manual means of accomplishing the same
g
It
(t
t-
.,
AI
I A 0l
e
reset function as the Generator Reset Switches. o
REVERSE CURRENT INDICATOR.

CIRCUIT BREAKER
DC-6, DC-68 (Group I) Onlv - The indicator

@entheunidis
triPPed. The unit may be re-set in an emer-
gency by pushing on rhe soft rubber portion.
OVERVOLTAGE PRO TECTORS
PC,;6, DC,-6F (Gloup.II Onlv - The overvoltage protecrors, located

rn ne matn Juncuon box. may be re-set in an emergency by prsh-
ing a plunger on rop of the unit
R
DC lrOtTlAmR thlr rttch pmvldor I nrorns of
SBIICTOR SIfXTCH chocktng tte voltrgo ortput of
rtry genorrtor and a mernr of
bbccllng the mctn bu. voltege. -
SEt E( sUITCH
INVBfEnSTfqCH flel swltcho_provtde a nrorru
d,rec",,r tbe rnyener *$,f;i"l*jl}Lliltr"ilf-

III€Nt. ^c
orr olF
(&e Itrvertor Svltch Uock dlegffm ln && !€ctton).
4/15/56 DC.6/,1FLIGHT MANUAL 3-5

GENERAL
ffi
$xttao
wp
El,ECTRICAI, SYST EM
"\
CAPTAIN'S FLTGHT INSTRUMENT POWER SWITCH
Dc-6A, DC;6F (Prorlp tr) ald pti:jgnly - The Captain's Flight Instrument
Emergency Switch is located ori tl-re Captain.s insrrument pandl. When placed
in r}te emergency position, it provides unregulatetl AC power from the teft at-
ternator to the captain's turn and hank indicator. captain's gyro horizon, and
Captain's compass indicator. In the normal position these insuuments are con-
nected to whichever inverter has been selected.
FIR,ST OFFICER'S FLIGHT INSTRUMENT POWER, SWITCH
DC-61, DC-J and QC;69-(Grgup II) glrty - The First C)fficer's F]ighr Instru-
ment Emergency switch is iocar.ed on-ihe rirsr officerus insuumeni panel
when placed in the EMERGEI{cy posirion" !t provicles unregulated AC power
lrom the- right alternator ro the First officer'sirun and banlf indicator, and
First Of ficer's gyro horizono In the normal position these insnuments are
connected to whichever inverter has been selected"
AC VOLTIVIETEP. SELECI.OR SWITCH
EN6, lu3T.
R.
I
il5
I"?AFF,
INSI. rN6t
AC VOTTMETER SELEC'TOR SWITCH AC.
gg;6+-?g-iqJggf lljr:I: Tbis switch provides a means of checking

the. 1I5-volr, 400 cycle, '14" phase output of eithe,r inverter. It may al-
so be used to measure the 26 volr',A', ptrase ilput on,rhe Captainrs turn
lll* lqtr
and bank indicator, Engine Instrumenrs and First officer,s turn and bank
indicator.
1/37/67
3-6 DC.6I? FLIGIIT.MANUAL
GENERAL
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EIT€ITIGALSYSTEM
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rc.AlI TUGHT MANUAL 2h7/6t
GENERAL s-I
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2/r1/61 DC-6/7 FIJGHT MANUAL

3-8 GENERAT
fr
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ELECTRIC"AL STETEM
DC-6A CIRCUIT DESCRIPTION

i ] BREAKERARRANGEMENT
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DC-6/l FLIGHT MANUAL 2/77 /61

GENERAL 3-9
fr
tttrrtol
AD
ELECTRICAL SYSTEM
DC-68 (Group II) CIRCUIT
BREAKER ARRANGEMENT
DESCRIPTION
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2/LI/61 DC-6/l FLIGHT MANUAL

3-10 GENERAL
fr
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EI.ECTRICAI. SYSTEM
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DC.? CIRCUIT DBSCRIPTION
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BREAKER ARRANGEMENT
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DC-? CIRCTITT BR.EAKER . ARRANGEil4ENT
DC-6/'I FLIGHT MANU.AL zltr /6\

GENERAL
fr
,vltttDl
@P
ELECTRICAL SYSTEM
DESCRIPTION
!C ELECTRICAL SYSTEM
El.rtEMEltqI ela€ur?$
6'
GENERA'oRTt I
BATTENIET
r?- vo$s
OVERVOLTA6E
li
EAcr{
PROTECTbTT
6i
(
(oc-a,oer) -- o
t-
GENEnAToR FTELD J
o
/ alu cENERATocs)
o
\ A9 snowN t N
o
CENSQADn CorlrtoL
[
2ot'tr a
P4.P9 Z
aEIERAToR-
{
I
.crncvtT BQ.EA(ER
{Dc-aA, bBrt,?)
REVERSE CUERENT
clRcurT BRE!,rER IIl
-
(uc.o,6Bf)
,4 trNDICATES CIRCUIT BREAKER

TEI INDIcATES CURRENT LIMITER
r.n INDICATES FUSE t$l rNDrcArES sHuNr
CONTROL CIRCUITS AND REGULATING DEVICES ARE OMITTED

FOR CLARITY.
GENERATOR CONTROL RELAYS, OVERVOLTAGE PROTECTOR
AND
CIRCUIT BREAKER. (OR GENERATOR CIRCUIT BREAKER) ARE
nrwnss CURRENT
INTERLOCKED.
DC.6/'I FLIGHT MANUAL

2/11/61 GENERAL
fi
w
bnn4
ELECTRICAL SYSTEM
DESCRIPTION
DC POWER DISTRIBUTION
vol?i.lgrER.
DE-ICE
PROP. AUX. PUMP
PROP. DE-ICE
PROP. AUX. PUMP
fi.,
PROP.
fr PROP. A PUMP
7
sf.t
PROP. DE.ICE
6ENEEATIAB PROP. AUX. PUMP
n
,
p
CABIN BUFFET &
GROUND BTOWER
WATER INIECTION (DC-6A, 68 only)
Z DC RADIO
FUEI BOOST PUMPS
u INVERTERS
PROP. FEATHER
PROP. REVERSE
PROP. SYNCH.
PROP. MANUAL
CONTROLS
vt
a ALL OTFIER
@
7 D.C. crQcrrrfs
d
6
,
o
tu
u1
GENERAL 3-13
fr
utlrlo
s9
ELECTRICAL STSTEM
DESCRIPTION ( Coutinued)
-4
o
INa\^l at nbj :u
f-134? OO? 4-
stsfEii
t.1oA sll
>t?Irl"o or i a'g i* RxE
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3-14 DC.6/'I FLIGHT MANUAL 4/L5/56

GENRAL
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4/15/56 DC-6/7 FLIGHT MANUAL 2/tI/6L

GENERAL 3- 15
E
UI'I'D
sg
ELECTRTCAL SYSTEM
DESCRIPTION ( Continued)
.A,
115 VoLT PHA5E
llS VoLT \c. PI\ASE
DC-6 a6 voLT .
A' PH ASE
DC-6B (Group I) ?-6 voLT .C'PHAiE
il
To or cE{.
\\s\-400 \5V 400 cYcLe
C]CLE
ac Equl9. Rc EQU\P!r1E$1
Noret t, Rerrv rloRMALLv oPE{)

LoSS oF ?$A5E.H oB
PHASE'C' OR. BO-Iq
cAusES RELht 16 c!6E.
?,. R.ELhY qo\Ls cor\dEclED
-10'A' LE6 &
sotrlE PLR!\ES
GC$ultD Or\
leUlse a-e)
IN VERT ER WARNING CIRCU IT
DC.6A
DC-7
'lt DC-68 (Group II) _ 115 V. 4OO CYCLE "A" PHASE
ffi L15 V. 400 CYCLE "C" PHASE
F
FLT. FLT.
T. CAPT'S F/o
A GYRO ARN GYRO
HORIZON
F/o
CAPT'S TURN
'CAPT'S &
TI]RN BANK
& COMPASS
BANK INDICAT,
2
EMERGENCY NORMALLY OPEN .

LIGHT LOSS OF PHASE ''A"
EMER PWR CIRCTIITS OR PHASE "C" OR B
tTs CAUSES RELAY TO
CLOSE
D
TEXP. CIRCUIT
US PWR BREAKER
NORMAL
28 V. DC SEC. BUS 115 V. -40O CYCLE
115V. -400 AC FROM F/O'S
AC FROM CAPT.S INVERTER SWITCH
INVMTER SWITCH OR RH ALTERNATOR
OR LH ALTERNATOR
A-C FLIGHT INSTRUMENT POWER FAITURE WARNING CIRCUIT

r
3-16 DC-6/l FLIGHT MANUAL 4/15/56
GENERAL
riM#
dfPjftr&
W
ELECTRTCAt SYSTEM
\ PESCRPETI (Continued)
DC-6 INVERTERS
DC-6B (Group I) Engino First Officerri
Inst. Inst. &
AC Radio Auro pilot
When 0N . starts rcspective lnvorter end

AC the
Ca turn arrd Heater FuEl Pressure Flrst Officerrs turn and bank
Ca Compass a tor Engine Fuel Prcssure First Offtcerrs Gyro Horlzon
Ca Prcssurizatton Engine Fuel F&rw A.uto-Pllot
Fluorescont Lights Engine 0ll Pressure Igrrition Analyzer
Radio - See AC Radio Oil Quanttty (If installed)
Power Dlagram in BMHP Indicators &.adict - See AC Radio
Radio Sectton Wing Flap Position Power Diagram in
Indicator Radio Section
Cabin Mixing Valve
Position Indicator
Cabin Supercharger
I
[Jress ure
INVTiRTEN $WITCH T}1,}CK Di.AGR.{ M
DC.64 [t{vl;ti(trfiu,s
DC.? CAPl'AtrN'S FI8,ST ffiFIgER'S
DC-68 (Group II) INST. & INTJINE IliST.. AC RADIO
AC HTIDIC! &,,{In'o-pu,tr1'
orF OFF
When "oN" uaartJ luvertur and
l. C.ptalln's Horluon l, lit;liair !'{iei i}re$;r:r.r ln Ptm Offtcorrr Horlrol

2. C{ptstnrs Tum & Bank Englna Fuel trlow 2, Ffiilt ffflcorri lrua & lrut
3. Crptale'r Comp*sr Indlearor 8. gnglne trlrel lrxersurs S. Auto-PUot
4, Fuel Quantiry 4, Engtnc 01.1 Premure {. .Ftrfl Offlcor'r @opro
5. Cabia Prossr.uization Anrplifier li. Oil Quantlty (except DC-?) Iodlcaror
6. Fluorescont Ughlr 6. BMEP Indicato$ 5. Rrdto -'Soo AC lrdlo Foror
1. Ignltloo Aaalyzar Wing Flap PBition lodicator Dlagram la Badlo S.cdE
8. Radio - See AC R,adlo Power Cabin Mixing Yslye Pocition
Diagram in Radio Scction indicetor
9. Cabln Supercharger Oil Precaure
llc" $/'i FtlGrIT h{lii\illAl, 1/SL/ 6L

$ijrijgRAL 3 -17
H T0l
wlrft
ELECTRICAL SYSTEM
DESCRIPTION
LIGHTING CIRGUITS
DooR WARNING - CABIN AND cocKPIT ?his light, (red), located above the supercharger airflow rate
indicators, illuminates whenever the Main Cabin Door and/or
Forward Entrance Door is open. On the DC-6A the light also illuminates whenever rhe Forward
Cargo Door
is open.
r DooR WARNING - BELLY COMPARTMENTS This light, (red), located to the right of the supercharger
airflow rate indicators, illuminatei whenever iny of t[e
foliowing doors are open: F_orward Beily Cargo Compartmenr, Rear Belly Cargo Comparrment, i{ydraulic
Accessories Compartment, Heater Compartment.
WARNING LIGHT DIMMING CIRCUIT The following warning lights are dimmed by means of the Dimming
Switch located under the Landing Gear warning lights:
DC.6, DC.6B (Group I)
Oil Pressure Warning Light (if installed)
Fuel Pressure Warning Light
Landing Gear Warning Lights
WARNING LIGHT DIMMING CIRCUIT The following warning lights are automatically dimmed whenever
the navigation iights are turned on:
DC-6A DC-7 DC.68
Voltage Regulator Compartment Overheat Ughr Lavatory-In-Use Indicator Lights

OilPressure Warning Light Supercharger Oil Pressure Warning Lights
Fuel Pressure Warning Light Landing Gear Warning Ugh*
External Power Source Indicaror Light Door Warning Lights
Wing Illuminating Indicator Light Generator Overheat Warning Lights
Wheel Well Illuminaring Indicator Light Generator Inoperative Warning Lights
Water Injection Water Pressure Warning (Not on DC-?)
RoTATING NAVIGATION LIGHT The rotating navigation light operates separately from the navigation lights
nd is.automatically turned on by means of the right main geaf strut switch
whenever the airplarie leaves the ground. The rotating navigation lighi may be checked" for prope"r
operation
while the airplane is on the ground by uipping the -
CABIN & AIR-F'OIL HEAT GROUND RELAY circuit breaker on DC-6 airplanes N3?EO1
through N37841.
LANDING GEAR GROUND CONTROL circuit breaker on DC-6 N8?842 - N3?846 and
DC-68 (Group I).
LANDING GEAR WARNING HORN circuit breaker on all DC-?, DC-6A & DC-68 (Group II).
OPERATION OF NAVIGATION TIGHTS
' The rotating navigationl$ll:ilo-uld be in operation on all flights, both day and night. Navigatlon position
iights are normally on STEADY from sunset to sunrise and during poor visibility conditions. When ttre
rotatin$ navigation liSht is inoperative and navigation position lights are on, ihey should be on FLASIL
t/ 37/ 61. DC-6/7 FLIGHT MANUAL

3 -18 GENERAL
ru
w Ittn'dd
ELECTRICAL SYSTEM
.,-\
L CONDI:]ION CilNTROL or INDiCATOR
OPEF"ATION
Af;TiON REMARKS
Before L. Circuit Breakers {:HECK

starting 2. Plane Batrery - Glound
engines Power Switch SROUND POWER
3. Generaror Switches ON
4. DC \rol.tmeter Selector Switch BUS
5. Barr. & Gnd. power Switch ON
6. AC Volrmeter Selector Swirch CHECK OUTPUT OF
and Inverter Switches BOTH INVERTERS
7. Inverrer Switches (3) UPPER
B. AC Voltmeter Selector ENG. INST. 26
After L. DC Ammeters CHECK

engines 2. DC Volrmeter Selector Switch CHECX bus voltage
started 3- Capt's & Eng. Inst" Inverrer Switches TOWER Leave F. O. 's switch qn UppER
Normal 1, Inverrer Switches (3) UPPER

Operation 2" Instrumeirt.!,ights Power Switch BUSS PWR
(cruising) 3. Flight Instrument power Switches
(DC"6A, 68 Group II & DC-T) NORMAT
4. DC Votrtrnerer Selecror Swirch BUS
5. AC Volrmerer Selector Switch ENG.INST. 26
Before
descent
i. Capt's & Eng. Insr. Inverrer Switches I,oWER Leave F. O. 's switch on UppER.
DC-6,4, DC-?, DC-68 (Group II)
S.l.ternator 1. Fropellers 2400 RPM (approx. ) Check to be accomplished

Check during initial descent,
teft 2. Captain's Flight Instrumenr
Alteilrator Fower Switch EMER"
A. Captain's Gyro-horizon
Flag. CHECK Flag should nor come up.
B. Captain's Flight Instrument
Warning Light CHECK Light should remaiu our.
3. Captain's Flight Instrument
Fower Stvitch NORMAL POWER
Right 4. See Remarks See Remarks Repeat the above procedure
ALternator for the First Officer's Flighr
Instruments.
Both Inverters 1,. lnstrumenrr Ughts power Switch EMER PWR If DC power failure.
Inoperative 2" Fiight Inst Power Switches EMERGENCY ,{djust engine RPIU if
or lotal DC necessary for proper
Powel Failure alternator output,
3. Inverter Switches (3) oFr
DC"6/7 FLIGHT MANUAL \/ 3X/ 67

GENERAL 3-19
ffihf
ry
$,e,firc
EIEC TR.TCA I, SYS'i-IIh,I

L[E{ITA TtrOH$
*Y.*T.@
cenerator Output
Voltrge Mexiniuffi BB. S velts DC
I
&{in{rnurn g6- S V$l& nC
Nornn*I Renge 2?-28 V6lrs DG$
I
t
Arnperago ,
I DC"6B Ii, DC-?)
Minimum 20 amps
I
(When OI tors is
Parallellng Out-of-lralance llrnlt ,16
arrps tretween Seneretors
M,axfu"arunr g?S i/01rs AC

lnverter Output Mlnimunr I(}li ylrirs ,4C
b{orrnal Rauge 1tr5* S \rqrlcs,t#
Instrurnent Voltegc *63 fl VoIffr frC
Grsund Power Voltage 'J? Tolss lnlild feir starclng engtner
'Voltage outsrde nonnral Eange rntrst be repcrted in tog bo*k"
TR.OUBIE SHOCI,TIN$
CONDITION
PROCEDT-ffifr
.ln Turn geri"erator swltch OFF" Xf cther &rnrneter readinp

inc:rea$e, 6imr$erer cilcuit j.$ lrtaLfunc tlorring; turn
g*neraf,sr switch ON and check ammeter ftries.
2, Ch*clt generator firslrJ clreul.t breaker" Reset if tripped.
- f. i* immedl.arely ulps agals ru.rn generaror swltch OFF.
So Check reyene curreilr eiicuit breafer and over-voltase
prarccror. If either mipped, depre* momentartlyo -16
gerlerator doe$ not reset rurn gsqerator swltch OfF
DC*68rI fOC-6
OR
Xlepresu Seneiator re.set swltfiit or gBneretor clrcult brealser
rnanual relet hutton located :n rnatn Junction box
If generaror doe.s ror re$et rurn generaro!
.T?lnglt$ly_r.*
rwi.rctl orT Gl0-6A, Dc*68trI, trG*?, DC*?B)"
qaufftlb ilNr.,r:$s THE SATETY OF Tlrfi /,IRTL,ANE iS
.6T'$TAK}I DO NOT,-]I{fti"[r IN R.EVEfrSD CUqNSNT
BREAriCep mv$R*vol?rq,frfi FTI0TECTORT
$ENER-4?fi& }IJI$ET SWTTCT"T SR GENDRATOR
CIRfrtr,I}T S}IH,S ffE}I fui.q IqUAILY,
u37/ 6t Dc :6 /,1 FL}GHT MANIi,q,t

3*20
GENERAT
E
w
arfird
ELECTRICAL SYSTEM
'L
TR.ISUBIE SHOOT ING
CONDITION
PROCEDURE
Generator Unbalance - 1. Turn generator switch OFF. Check that ammeer goeg
Ammeteruuud, ourril" prescribed limiu
to zeto and remalning ammete$ allume total load:of
generator turned OFF. If not* ammeter ctcuit is
faulty.
iene.ratol may be returned to service, provldlng load
lr reduced to keep amperage and voltage rylthln Umitr.
High Bus Volrage over 2g voltr indlcated

1. Check ammeters whIle generators rupply bus. If one
ammeter reading tu considerably irighei than other
turn generator rwitch OFF. Bus voltage should return
to normal" proceed on three generat6rs.
2, If all ammeten read approxlmitely the sarne wtrfle
generatort supply bus, turn Battery and Ground power
Switch OEF and note toral currenf drop.
B. Iftot4l curenr drop tr excessive (LOOis1p61 thlg indlcares
a 1o-\^, batteryr feave Battery and Grcund power gwitch
OF? undl sta$tng descenr foi landing to reduce load
on genetatol3.
Voltage Reguiator Overheat - Volta ge Regulator

Gomparrment Warnirg Ught ON
L If voltage regulator omPartment coollng 5 yrte m is I1ot
sufficient, door to compaftment ma' be opened to a.llow
v
grester aIr clrcu lati,on"
Take-off Warning Horn blows (Flaps, throttles,

and governon set properly)
L If Fltght kutrumenn (Inverrcr) warning lights are on,
investlgate lors of A. C. power (Actuai t& of both the
captain's and first officer's pawer ir required to sound
hom on all airplanex except DC*68 Ngis86 - N8?590
and DC-6A NS?59O & Ns?S96, whers Losr qfeirher
alone will sound horn )
!,
Ou DC-6A, DC-68 Group iI anei DC-? Gmup II, if both
Fltghr Iixtrument waming lights are sff, check V. Reg"
Temp & Inv" wam UghB ctrcult breakel.
Generator Overheat Warnlng Ught on
See EIXCTRIC.dL SYSTEM MAtflJNCTIONtr{G in
EMERGENCY PROCEDURES 6ecdon of,this manual.
Failure of two or ntore generatort See ELECTRICA I SYSTEM MAIFUNCTIONING in

EMERGENCY PROCEDURES secrlor of thls manual
General Electrical Troubles .r one or more 1. Check epprnprlate clrcuit breakem, firses or current Urnltenc.
pieces of equipment not operating. 2. Check source ofpower *upply wLth voltmeter"
FLIGIfI MANUAI 61
GENERAL
3 -gl
\-,
ffi
UN'TED
W
FTRE EXTXNGUISTiER SYSTETI.
DESCRtrPTION
GE NERA L
Areas of the airptane considered potential fire zones are protected by a CO2 fire extingulshing system and a fire warning
$yst€m. The warning system consists of fire detector clrcults* test circuits, waruing bell, and lights. Selector va,lves
contolled in the cockpit direct C02 to the desired area. Under floor and ta,il heater compa.rtments may be visually
inspected in flight. Portable fire extinguishers are providgd for localized cabin or cockpit fires.
COMPONENTS
co2 SIJPPLT
MAII{ SUPPTY The main CO., supply conststs of slx bottles ln the nose wheel well" Two discharges are
avallable, thl6e bottles at a. tlme, The maln supply ts elecuically released to the wing
heaters and mechantcally released to a.11 other areas except dre tatl heater, which it does not serve.
INDI\IIDUAI SUPPLY The cabin and ta.il heaters are ea,ch protected by their own lndlvldual CO2 bottles
which are electrically released.
DISTRIBUTION STSTzu
CO2 is distributed ttrrough a serles of rnochanlcally and/c etectrlcally conrolled va,lves and ttuough ptpes to ttre
selected a.rea. .CO2 from the main supply is dlstributed through mechanically controlled valves tq the following
Ilreas:
1. Englne zones?and3 (zone 1 doesnotcoptalnanyprovislonforCO2discharge)..
2. Hydraulic accessories compartmetrt.
3, Cabin hearer comp:utmetrt (and cabin heater).
4. Forward baggagg compartrneot.
5. Aft baggage compartment.
CO2 from tle main suppty is distributed ttrrough electrically controlled solenold va,lvcs to the wing heaters (left & right).
lte cabln and tail heater i[ditidual supplies are electrically released.
The cabln heater is also protected by CO2 from the maln supply through (Or
the heater compartment dlscharge pipes. ($ee CO2 Schema.tic). The
tail heater supply bottle provides only one shot to the tall hea,ter.
}:EAu.
TAIL
HllilEr,
fSfwBxDt
ruP6 AIID
?AIt HEATR FINE

E(TINGT'ISHBN S?STEM
Engine uacetrle Tane t has no provlsion to receive CO2. Zones2 and 3 receive CO2 from a common manifold; a. valve
admits C02 from the main system simultaneously to both area.s, While there ls no CO2 protection in Zone 1. the Emer-
gency FrocEdures ca.ll for discharge of CO2 into Zones 2 and 3 because a fire in Zone 7 may burn through into these a,reas"
4/75/56 DC.6I7 FLIGHT MANUAL 4-L

GENERAL
E
w
UN'1EO
FIRE EXTINGUISHER SYSTEM

DESCRIPT ION
(Contlnued)
XED DISCHARGE DISC
r YEITOW DISCHARGE DISC -1

I
FTAPPER VATVE
IEFI CO2 CYUNDER

BANK IS DISCHARGING
IEFT BANK RIGI{T BANK
DISCHARGE DISCHARGE
HANDIE HANDTE
+ .&
L---J Lo--1
tltl tl
t l
T FWD-
t BAG. l
'1 HYO. AFT
! sac. l
tr corr^P'T l
ACC. HEATEI
L comp'r J
tltl
COMP'T COMP'T
L l
tl t l
t l
[.-r-,-t] L-.Î
CHECK
VAIVE
NOZZTES IN IUBE PERFORATED TUBE RED DISX
co2 cYuNoER AT
co2 GotNG ro PIIOT CAETE
I
CABIN HEATER
ENGINE NO. I coNTROt VATVE YEU,OW D|SK
STOP
VATVE
CASIN HEAIET VENT" AIR
( Typicol ) TO HEATER COAAB. AIR
TO TO TO
ENGINE ENGINE ENEINE
IO I.EFI
NO. 2 NO. 3 NO. {
!,YING IO TIGHI
HEATER WING
HEATER
STOP VATVE FOR HEAIER SIOP VAI.VE fOR HEAIEN
MAIN CO2 SYSTEM SCHEMATIC
4-2 DC-6/7 FLIGHT MANUAL u15/66

GENER,AL
FIRE EXTINGUSHER SYSTEM
DESCRIPTION
FIRE WARNING SYSTEM
Dual warning lights mounted in each telector valve handle and CO9 dircharge handle are illumlnated by action of thermal
flre detectors lnstalled ln crltical areas. There are four heater firdwarning lights on the heater flre control panel. A fifth
light is lnstalled on thB panel in DC-6A and DC-?B alrplanes to indicate fire in the main cabin. A warning bell wilt also
sound with a warning from any detector. When the &rurce of alarm is eliminated, the warnlng clrcult will be cleared and
ready to sound at the next warning. A test system ln the fire warnlng circuit ls controlled by a series of push buttou switches,
which when pressed will sound the bell and energlze lts respectlve cotrtrol Ught if the contlnuity of the clrcult ig in order.
r SMOKE DETECTION SYSTEM (Dc-6A & DC-?B on[)
Smoke detection ptckups are located ln the exhaust alr vene: la plu 1, 3, 5, and ?.
The smoke indlcatlng lnstument is located on the lower rlght corner of the copllot'o
flight instrument panel. There are two wlndows on the lngtrument. The left wtndow
indicates smoke in pits 1 and 3. The right wlndow lndlcatee smoke in ptte 5 and ?.
Smoke ls present whe:r elther wlndow becomer lumlnou3.
o
The instrument utlUzes a beam cf light pas$ng ttuough a rample of the cabtn alr. o
Smoke partlcles present in the air w111 reflect the Ught and the wlndow becomes
luminous. The llght in the lnstrument must be ln operatlon. (Thlr will eveutually
be a dlspatch requirement.) Two small holes drilled ln the lngtrument face ebove
the windows are used to determlne if the ltghts are oB.
L
PORTABLE FIRE EXTtrNGUISHER,S
Water and CO2 are carried. Instructions for use are noted on the extinguishers. To operate the water solution fire
extinguisher, it is necessary to twist the handle to puncture the COZ cartridge. then depes the valve handle on the
top. See Emergency Procedues section for location oi portable extinBubhers.
VIEWER
A viewer for observing lower fuselage compartmenB is stowed as indicated in the Fuselage Smoke or Fire Emergency
Diagrams in the Eme+ency Procedries Seciion. See instuctions on viewer for use and location of peep holes.
INDICAT OR IN DICAT ES ,LOC ATION

Engine Selector and Discharge Handles illumin- Engine Fire - Zone 2'or 3 Mairi fire control panel
ated and Warning Bell
Engine Selector illuminated and Warning Bell Engine Fire - Zone 1 Main fire conuol panel
Fuselage Compartment Selector and Discharge Fuselage comp:utment [,tain fire conuol panel
Handle illuminated and Warning Bell fire
Heater Fire Warning Light illuminated and Combustion heater fire Heater fire control panel
Warning Bell
Cabin Fire Warning Light illuminated (and Main Cabin fire Heater fire control panel
Warning Bell) (DC-6A)
Smoke iu main cargo Lower right corner first

Smoke Detector (DC-6A & DC-78) offlcer'r flight instrument
comP4tment
Panel.
Red Discharge Disc (If blown out) Discharge of CO2 overboard Adjacerr to each main bank
due to excesive cylinder in nose wheel welL on out-
Pre3sure
side skin adJacent to each
heater CO2 bottle.
Yellow discharge disc (if punctured) Mechanical or electrical Next to red discharge discs.
disciiar;e of COZ
Dc-6/l FLIGHT MANUAL 2/11/61

GENERAL 4-3
'filr'D
EP
FIRE EXTTNGUISHER SYSTEM
DE SC RIPTION (Continued)
CONTROLS
Conrrols for the distribution of CO, are grouped into electrical controls on the Heater Fire Control Panel and me-
chanical controls on ilre main fire-control panel
MECHTNICII. CCI{TNOLS
ENGINE FINE SEI.ECTOR HANDITS ltcrc comrolr. loceted on

the maln fue eontrol pencl
opcrrtc ar lhovD bclsrr +{- ++
Fl.mt
7rE
ll J- ffir":ffi
**"fr*lf-tirl
qv rwilrtrcq @
NoTE: Handle mrst be returned !o the FULL'IN position to close co, valves if co2 has not beeu
discharged.
COMPARTMENT SELECTOR Itesc comrolr (,[)

VALYE HA}IDLES polltlon CO2 valver
to dlrect the agent to Fr^/ g
thc selected area. ,l UM ,T BACCAEE
I
I
L
CO2 DISCHARGE HANDLES there hendles. located on ualn

t""oantcally
,csutr,ol the reteere of co, t
"Jt""Hn'Iuffil. +
4-4 DC.6/7 FLIGHT MANUAL 4/L5/56

GENERAL
E
UTNAD
Ery
FIRE EXTINGU ISHING SYST EM
DESCRIPTION d)
ETECTRICAL CONTROLS
COMBUSTION HEATER SELECTOR BUTTONS There rwltches poltlon rclenotd operated valvet to direct
rrarBparent guard on tr.e heater rire control p"nur. oup*ffi:"*r1?ti:1li1?:l*11",mtff:[til"tli,T**

lgnitlon to all airfoil heaterg and renden them inoperative foi the rest of the trlp. The heater fuel crqsfeed 3ytrcm
lr lnoperative after depreslng any heater lelector button and the heatcB will only oprate on the.normal fuel'rptem.
NOTE: Care must be-taken to select the proper button, since they cannor be returned OUT in flight and selection
of the wrong buton will necessitare "splitting" the charge.
COZ BOTTLE SELECTOR Ttris switch allorn either ttre left or right bank of the main supply to be selected for dis-
charge to the wing heaters.
CoZ DISCHARGE BUTTONS These buttons, one for the wing heaters and one for rhe cabin and tail heaters allow
CO2 to be elecrically discharged o the previorsly relected area.
r____::_l
lr -_l
H
E
t
L. WtN6
o
I
r
E
I
tl
I
f
@
il FOt
i_____l I
I
i
E
I
u t wrf,G
HOLD
a sEcoNB utx
ll o
I
3
I
H
E
I
rl l_ ___l T
x
I
T
o LETT iroHr
IAf,I
L
ll
I
o 3 OTLY
E
I
L
__l s
x
E
i
e
c
t
c[tx
o
I
ooooo
CO2 q$Hrc
c
o @ toR
CAUIITAIL
I
I
I HEATEB
I i T
oooo
R
o TAIL
o
il
L
3
coe Dl3CNAie
t_ I caurtox
warT ro 3Ec.
AFT OPERATIN6
qoNTaoL sw,
MAIN CABIN FIRE WARNING

LIGHT (DC-6A & DC-78)
NOTE: EMERGENCY PROCEDURES
.BqauEE oNLY 5 SEc. WArr
FIRE
zoNE zo{€
FIRE DETECTION TEST BUTTONS These buttons, located on the
heater fire control panel, allow @9 @,
e^c
6'6'"@i
aoafr coilff, BAe
the continuity of each test circuit to be tested. The pressing of any L.Wr{6 i.wrN 6 aBN lArL
button should illuminate the appropliate warning lights and sound the
warning bell as described under "Indicating Instruments and Devices. "
@ @@@@
HiR, HTR- HTR, HTR,
A e Dc-?B
DC-6/l FLIGHT MANUAL 2/11/6L

GENERAL 4-5
ry
UNITE9
FTRE EXTINGUISHER SYSTEM
OPERA TION
GENERAT OPERATION NOTES
Whlle elec-trically-discharging CO2 to a wing heater, the corresponding CO2 discharge handle on the main CO2 conuol
panel should be pullod out to assure mechanical discharge. This is done inla,se thellecuical system has failel and
to
indicate whlch bank has been discharged. Use ca,ution, being sure to pull the proper handlo.
After CO2 has beon discharged.toa wing heater, discharge to the other wing heatet wlll rosult ln half of the CO2 going
to the flrst heator. If CO2 is dlscharged,to a, fuselage orlacelle compa.rtmint after prevlous selectlon of a wing'h-eater,
all CO2 will be dollvered to the selected area.
All fuselage comPartmonts may be visually inspected by use of a vlewer and a light at the vlewer stations - - - all are
marked yith yellow tape at-the- edge of aisle rug in the'cabin. The tail heater aiea may be viewed by removing the
center plug in rear wall of the lounge.
If it is desired to oPerate the cabin heater after an ai.rfoil heater fire or to operate the airfoil heaters after a cabin heater
fire, the heater fuel crossfeed switch must be in the NORMAL SYSTEM position. The crossfeed system is rendered
inoperative by the selection of any heater for CO, discharge.
TIMITATIONS
PORTABTE EXTTNGIIISHM,S
TYPE USE FOR
Water fire extinguisher Seat upholstery. curuins, floor cwering, clotling, paper.
etc
CO9 fire extinguisher Inflammable liouids. prease- or elecuical fire.
ETECTRIC POWER The elecuical system must be supplying power for the operation of the:
1. Fire Warning System (all areas).

2. The CO2 Electrical Selector and Discharge systems for all heaters. CO2
may be discharged into the cabin heater by selecting the heater compartment
discharge handle oo the main fire conuol panel.
2/t't /6t DC-6/l FLIGHT MANUAL

4-6 GENERAL
frt
UN'TED
@g
FIRE EXTINGUISHER SYSTEM

TROUBTE SHOOTING
CONDIllON PROCEDTJRE
Engine Fire Warning System lnoperative when 1. Check bus voltage for 24-28 DC.
testing (one or all systems), or oPerates eEati-
cally. 2" Check Circuit Breakers.
Wa,rning lights fail to light but bell rings when Check bulb in warning light.
testing circuit.
Bell lndicates fire warning but no lights. To determine souce of fire warnlng
push all test buttons" Warning given
by circuit whose light fails to illum-
ina te.
Fire Warning Light goes or.rt followhg flre Depress fire warnlng Ught test button to.ln-
sure system ts still operatlve. Fire may have
dannaged system causlng ltght to fail with
resldual flre stlll burniag. (Engine Zon.e L
detection system on DC-? may stlll be
operatlve eyen though test system gives no
lndlcation.)
DC.6/l FLIGHT MANUAL 2/l'.t /61.

GENERAL 4-'.|
FT"gS F}T CONTROLS
PESCRIPTXON
G ENERA L _l
The airplane is conrolled by rneans erf coqr.entioue.iiT operaied aiteronsu elev&tors agld rudder a;ided hy spring loaded
conuol tabs to give aerodynamic boost and reriuee stiei{ fmrees. irrlanually opere.ted crinn ta,hs ean be e$&ffofied frorn
the cockpil
Other devices used to conireil .ttre f?iglit of th* airplarl,$ ii,lr*:l
1." Wing fiaps

2^ $peed Brake {X}fi"T *r:}y}
A gust lock is provided to prevent darnage to *re er:ntr*I. sufaces by wind gusts whine fte airplane is qrn the gtound.
COMPON Et\iT S
PRIMARY CONTROLS
Springs with a pre*load great e&ough t$ svercoffle euntrotr system friction are attached at all ccrnmol tabs to as-
sure positive centering of the tah when returning to neutral The aiieron eqnfioi tabs and the eleyator Eim tabs
are divided to reduce the vibrarion and twisting effect whieir would be prc$ent on the surf?ce of a longer tab"
R.UDDER The area of the combio,etion sontrol tab aud ftim tab on the rudder is sueh that crnffol forees
r are reduced a&d more positive directional cofltol can be obtained.
AILffi.ONS The fuiL travc! of the aileron control wheel is 135' on e-acl: side sf fl*u{ral on DQ-6, -64,"
and *68 airpnancsu and 90* on DC-l's" Divided type spring*loadsd eontroi tabrs are used to
supply aerodynamic besst f(}r ailerou controtr" Threse tabs are iilstal}ed tn fu& aiierons cn DC*6A* DC-68
and DC-? ai.rplanes" but only on rhe tefr side of the IIC*ii"
The aileron trim conuol is directly tinked to a manual trimr tab installed in the right aileron on r}re DC-6
and in the left aitreron on tlie DC-?. In these airplanes, trim tab pdrition is registered ort rhe aileron rrim
indicator tfuough direct mechanical linkage wirh the tab control wheel. Aileron uim on the DC-6A and
-68 airplanes is obtained by adjrsting ttre spring tension of the control tabs with rhe rrim tab eonuol In
these airplanes trirn displacement of the control tabs is registered on the aileron trim indicatorn while a
second indicator registers direct msvemeait eif the tabs a$d twnce wil.t mrove wher either the taS wheel er
the prirnarv aitreron crlnrroL wtreel is moved,
ELEVATORS The elevators are operated mechanicalty by the c$nr-ro} eelu;r:n rnsv€menf in the cockpiL
Control rabs on eacti side qf elevator supply aerodymarnia host. Trinr tabe* rwo on each
side of dle contrel tabsn are eontrolled from: thc e.oekpit am{i their p*s,icimra ls reglstered on au indieatsro
The elevators are control}ed bv a dupiicate set of cahXesu eech of urhich exten& from the respecd\ie cor!*
trol cotrumn aft to tlle e!.evaror ?eorns"
wmfs
qslffEoi" sABs
MANUAL TRIM TAts

o$I,Y ON DC^6
erpwra&'
{Aoae{Ded{E
r@g co8trol
nEd tdE t*)
&.gVAfOR ,
dffi.iBscffi $FxisNffi
MTMTAH
effi:s#fi ?Am
;r
AILERON MANUAL .$l&tsffi
Eil '1'.r ..irTi:r&.
,'l],..:tir:fiL1J[. YAffi
TRIM TAts (DC-? OlxXy)
lm"6wAgfi&
$$RFITSB fl fl B{TR*T, T.{SS &*itaffi
.!.r-@ry'ffi!.@ie.dr,l:}.5q@'
a/L5/56 DC-6IT Fi.IG!{'r tur,qNuAr' 6*r.

(;trbigR,qi.
_l
ftt
ry
UN'7ED
FLIGHT CONTROLS
DESCRIP TION
(Continud)
WING FTAPS
Dougles double slotted fleps are ifftalled on each rlng. fhe riug flap vaues furctiou to increase flap efficiency
by rednclug burble. Flaps and yenei iue of all metal co[strrrctlotr and operate together as rhowg below.
CENTER SPAR SPAR
t
I
I
Ate
IN NSNACTED PCISIIION
wlNG TET. PLANE
AtR FIOW -"-+
4te
FIAP EXTENDED; 2Oo ROTATION
REF, PI.ANE
Aln F[Ow -
fl,ow
WING REF.
50" ROTATION
\
AIR FLow
-r<=
6-2 DC-6/7 MANUAL

FLTGHT 4/15/56
GENERAL tll t'
w
arflrrao
cry
FLIG HT CONTRO LS
DESCRIPTION (Conunuerl)
SPEED BRAKE (DC-? Only)
In order to reduce airspeed rapidly and increase rate of descent the speed brake handle may be operated to lower
the main landing gea_r only at high airspeeds. The use of the main landing gear as a speed brake is very effec-
rive since the drag of the airplane is approximately doubled with the main landing gear extended. A reitrictor
is installed in the main gear up-line to prevenr the main gear from lowering too fasr at high airspeed. The nose
gear remains up when the speed brake is used.
SPEED BRAKE HANDLE This handle mechanically releases the main

landing gear up latches permltting rhe main
gear to free-falJ. T
oooo
OOCC;
oooo
-t
l,aA
I'r
|:
SPEED BRAKE WARNING IIGHT The main.landing gear can be checked DOWN and I,OCKED by holding
the speed brake handle full back and observing ttre main gear green
lights. The main gear Sreen lights will go out when the speed brake handle is ieleased to tlhe foiward
(normal) position but the landing gear red light will remain illuminated.
GUST LOCK
A mechanical gurt lock is operated in- the flight compartment to lock the conrrols while *re airplane is on the
ground, A latch in the floor secures the 1ever in the disengaged posiriou
AII DC-6 airplanes and DC-6B airplanes N3?54? through N3?552 have a warning tape ro hold the gust lock lever
in the engaged position. The remainder of the airplanes are equipped with a r&acrable bar that -hoola ove! rhe
gust lock lever to hold it in the engaged position
With the gust lock engaged it is still possible to obtain considerable control movemert due to the action of rhe
spring connol tabs. This should flot be mistaken for an unlocked condition of ttre conrrol srufaee.
During ground operation in high gust conditions with gust lock ont any tendency for rhe conrol wheel to move
lay bi resisted by holding the wheel in neural Restaint should not-be applied by holding the wheel against
the stoPs. To do so would com-pound high stick forces with aerodynamic forces on'rhe aileion resulting i*n fair-
ure of some mechanical part of &e aileron sysrem.
4/t5/56 DC-6/'I FLIGHT MANUAL 6-3

GENERAL
SmM
{rtrrfrse}
W
F'LIGHT CONTROLS
RATION
@NUMIW. CONTROL 6R ININCATOE Ag[toN flnb{AnKs
PRIMAKY FIJGETT $ee relue*r $ee remarlc 0p€r'ete tE & @Yeulonrl mrm:r. APPIy
steady even prGuur€ esd ryoid repld tnwe'
maet cf the cefr'oL. hr6! h"ndlrqg rg:
satts t& a whlpplng actloqof the etrpleoe
*ad pleeer unmecessary lsrst[, m tte clruc-
tilre.
FTAPS See rcmarks See reuel&r Us$ln & effiysumsmI ururrBtro See OPgr-
dng Texhntqses &nd Emoxgency Plpcc&rrg!
ch*Sexs amd *ty&eMlc Sytrtcu scctlF.
SPEED B8.AKE Alrqpaed 26S Kr$ h.{d,X Sea trevel to 21.00i fL

(LowER) 0(r.... Y1;g Above 21r 000 ft;
{DC-? only) Ls[dtrg ge&r controtr XEYer NEUTRAL If landlnggear lever is UP, excesrlve loads wlll
be placed on speed brake handle when operated.
geed Brake handle PUII (rft)
Irndlng Gaar X{anrlng nED(emfiulourly) Gre.en llghus fm the Baf! hndl4t gcer rlll
ughr rrd GREEN illurelmeta om.ly nhcn tbc spocd brrla hendla
$r pulned ftrtrl eft.
To lower nre $m l{y&exffic sytFm recdsn

wheetr efter
qpeed brahe
appLlcet!,m
SPEED BRAKE Airspeed 1?0 Kts IvIAX Artenq)t rnay be made to raise main gear at
(R.AISE) spcods hlgher than 1?0 Kts, but hydraulic
sysrem nn&! ri$t be able to exett sufficient
force to reffact gear at hig[er speeds.
(DC-? Onty)
Landing gear control lever $P
Landing gear warning Continuous RED

lights then OUT
Landing gear contro! lever NEUTRAT
GTIST LOCK Priruary Cdnmuls Appro:q neuual

(oN)
Grst Lock hendle Yertlcel
locking Bar or Tape Arsch to grutloct
hrndle
Prlmary Coutrols CHECK To ba ccrtaln they are lmkcd. sone BoYeEcEl

of the coonvl,s i.* prrerl"
GUST LOCK Locking Bar ot TaPe Ltft off g$t lock

(orF) haadle
Gn!& tr,gck handne DOWN ohqtzonrel Check !o be cure that the sefety larch her er:
pddon. gaged the $rst l6cl( haudle tn tbe tOWN Porl-
dm.
Frlmary CsffiEoL$ Fsr ftrll moverrcut tn all dlrccttour. \-
3/3t/61 DC.6/7 FLIGHT MANUAL

6-4 GENERAL
md
wdrs#rm
FI"IG}iT CSNTROLS
OFERA TTON (C0NTINLTED)
CONDTTTON CONTROL or INDtrCATOR ACTTON REM.tRI(s
RUDDER TRIM Trim airplane directionally by

applying nece$sary forces !o
the rudder pedals, then -
l$hile holdrng the airplane in

trirn,
Rudder Trim Wheel Operate in a direction to

reduce the pedai force to
zeta " Airplane vill then
fly "hands off- with-
out funher rrim
manipulatiou.
LI MITA TTONS
See Airplane Limlattons and Performance chapter.
TROUBTE SHOOTING
Xf alglponse ls not obtained when a Eiru tab wheel is turned"
&sElrn the uim ub wheel to neutral l-rnrnediarely. l.ack of
repons Cbi,s case.
rnovement of the teb wheel preloads the spring tab withour a
conespondlng nnovement of rhe tab surface. *rou-[d the teb be
frozen or stuck. and then break loose, the response might be
Ylolent; therefore, the uim conEol should Eot be moved over
3" either ridc of neuual and the pilots should be alert for eny
abrupt nxovertrent of the conrrols which may result from thewing
and sudden releese of rhe abs.
4/t5/56 DC.6/7 FLIGHT MANUAL 6-5

GENEP*{I,
E
urmo
ry
FUEL SYSTEM
DESCRIPTION
GENERAL
The airplanes are equippd witir eight or ren tank systems as tabulated below:
AIRPI,ANE DC-6 DC.6A DC-68 (Group I) DC-68 (Group II) DC-?
TANK SYSTEM 10 Tank 8 Tank 10 Tank 8 Tank 8 Tank
There are four main and four alternate tank provi{ing an independent fuel system for each engine. [n the ten tank sys-
tem there are also two auxiliary tanl6. (See charts for load, cross-feed, and fuel management )
To allow for taxi, run-up, and takeoff burnout the fuel loaders will load over and above the dispatch fuel load 50 gal-
lons in DC-? eirclaft and 40 gallrons in all others. This fuel is assumed to be consumed before takeoff and, therefole,
is not considered part of the airplane"s weight
NOTE: 100/130 grade fuel is specified for use in DC-6, DC-68 (Group I), and DC-68 (Group II) except coaches in
overwater configuration. To convert from gallons to pounds multiply by 6.0.
115/145 grade fuel is specified for use in DC-?, DC-6A, and DC-6B coaches in overwarer configuration. To
convert from gallons to pounds multiply by 5.85.
j
I
i
I
:!
DC-6/l FLIGHT MANUAT 5 lt/51

GENERAT 1-L
ry
w
urnaD.
FUEI" SYSTEM
Dgsq$PTIqN (Continued)
f,#!dr,o}dENT S
FUEL TANKS - 10 TANK SYSTEIvI
DC*6, DC-68 (Group I)
Tl MAIN
No.4 ALTERNATE
H. A[rX.
TANT
No.3 MAIN
No.3 ALTERNA1E
LH. AT'X.
No. I ALTERNA?E
No.2 ALTERNA No.1 LIAIN
No.2 MAIN
DC.6/DC-68 FUEI TANK I4TOUT
TT EI\,{ MAIN TANKS ALTERNATE TANKS ATD(.TANI(S TOTAI

1 2 3 4 1 2 3 4 UI RII Gallons
TANX CAPACITT 360 508 508 360 51Sl 627 521 51r 270 210 4?4fp
UNDUMP$I"E DC-6 113 108 108 113 53
F['Et DC-68-
133 138 53 27 2l 856
(;ronD I L12 102 102 112 36 36 27 2l 542
MTI.I,STICKABI,E 32osr 1,20 720 32r 160 20 2A 160 40 40
' DC-6Bt N3?553 - NS?568 have increased usable capaciry in No. 1 and
No. 4 al.ternares-from b19 gailors to b26 gallons, increasing the total
uable fuel capacity to 4262 gallons,
r DC-68's Ns?566 - NsT568 have No. 1 & No. + miins whtch are stlckablc dorm to 260 gallons.
12/23/5e DC-6/7 FLIGHT MANUAL

S-a
GENERAT
ET
UI"'D
try
.FUEL SYSTEM
COMPONEN TS
FUEL TANKS .8 TANK.SYSTzu
OC-?(GroupI&ID
DC-6A
DC-68 (Group II)
NO.4 MAIN TANK

NO. 4 ALTERNATE TANK
NO. 3 MAIN TANK

NO.3 ALTERNATE TANK
NO.2 ATTERNATE TANK
NO.2 MAIN TANK

NO. 1 ALTERNATE TANK
L' NO. 1 MAIN TANK
MAIN TANKS TEi TOTAL

AIRPLANE ITEM 1 L 3 4 I 2 3 4 GAIS.
DC.6A Tank Capacity 695 508 508 695 4i!1 521 5't? !131 4922
Undumpable Fuel 116 108 t08 116 0 39 3S' 0 526
MiD. srickable 1{0. 120 L20 140* 140 2a 20 140
DC.68 Tank Capacity 695 ?19 ?1S 695 526 52'.1 521 526 4931
(Grory tr) Undumpable Fuel I Lti L0E 108 t16 0 39 UU 0 526
Min Stickable 140" 140 140 r40' 160 20 160
DC-? Tank Capacity 695 ?19 ?19 695 680 162 '162 580 5512
(Group Q undumpable FueI 141 137 r37 141 0 54 54 0 664
Min Stickable 140* 140 r40 140* 200 80 ao zao
DC-7 Tank Capacity 695 719 ?19 695 580 162 762 580 5512
(Group II) Undumpable Fuel 148 1.58. 158 148 0 54 54 0 120
Mln. stlCI(aDIe l^40s 140 140 140s 200 80 80 200
' If diptick reading is taken through the #L or #4 Main Tank filler neclq the mlnimum sriekable fuel is 820 gals/tanh
An additional dipstick opening is prcvided at the inboard end of each outboard main tank to obtaiu rdck reidings down
!o l4ogaklunk
$v
trC.6/? FTIGFIT MANUAL 5 /1 /51

GENERAT ?-3
H
UNIIEO
10 TANK SYSTEM
sg
DC.5
DC-68 (Group I) FUEL SYSTEM
D E S CRII T ION (Continued)
SUBMERGED ELECTRTC
FT,EL BOOST FUMP
SUPILY
FTJEL
\ {tvrtcel) :
ry CROSSTEEDFUELSUIPTY
-I- DUMI CHUTE LINES
CARBIJRETOR VAPOR VENT RETTJRN
EXTERNAL ELECTRTC FT'EL

BOOST ITJMP
FTJEL
FILTER CARBURETOR
(TYP) (TY?rCAL)
GROUND DRAIN VALVES
-\
I
ENGINE FT'EL
PUMP (TYPICAL)
DUMP CHUTE
FIREWALL
(rYP)
SHUTOFF VLV.
(TYPICAL)
FI]EL DUMP CONTROL
AUX. SELECTOR VE
(r
SELECTOR FUEL
VALVE FLOWMETER (TYPICAL)
(TYPTCAL)
FIJEL SYSTEM SCHEMATIC
7-4 DC-6/7 FLIGHT MANUAL 4/t5/56

GENERAL
er
atlt D
8 TANK SYSTEM
ry
DC-6A FUEL SYSTEM
DC-68 (GrouP II)
DESCRIP TlON (Continued)
sIrfrdERCED BIJCTRIC FUEI

toosT8r ?ullp m FT'EL SUPPLT
(TtPtcat) CROSS.FESD FUEI, SUPPLY
I DT'MP CHUTE LINES
CAEURETOR. VAPG, VENT RETURX
ENGINE NO. I
FIRBWALT
FUEI
CrcSS.PEED F&IAR
8XTERIIil. BITCTRIC PUIt vAr
loos"lt8 ?t MP
(TYPrclr)
EilGDIB I.b. 2
8I.ETI{B FIEL
DT'MP
ruMr(rYDlcAr)
CHUTE FIRSV{.AI.L
Gl?rcrt) SHI.TftrF YILVE
(TtPrcAr)
BNGDIE }8.8
DI'MP COITTROT
,ws (TYPrc&)
ENGII{E Il..I
SEI.BCTOR VAIVE PT'EL

(fI?rcAL) FrowMBTEr(Tr?rcAr)
FUEL SYSTEM SCHEM ATIC
4/t5/56 DC.6/l FLIGHT MANUAL 7-6

GENERAL
at
UN'IEO
N9
8 TANK SYSTEM
FUEL SYSTEM
DC-?
DESC RIp TION (Continued) \
SUN{EBCED BIACTUC FUEI
IOOSTM, PUMP ' :.'" . FT'EL SUPPLY
(rYPrcAL) i,,;::r:::'' : CROSS-FEED FUEI SUPPTY
r DUMP CHUTE UNES

CAIDURSTOR VAPOR, VENT RETURN
ENGINE HO. I
FTREWALT
FUEL
FITTER CAnIUNETOR,
FEED
BXTENNTT ETICTRIC FUIL (TI?ICAt)
PT'MP ll
'OO8TER
GYPrc.rI.) 2 d
tl
U
Nf. 2 6.
E
o
Ii
zM
(TYPICAT)
le
DT'MP E8
C}N'TE FIRSWA!,t H},
!LF
(TrPIcitt) SHUTOFF VATVE
o-
(TnIcrI) t{
ENGINE
EllGlNE No.4
VATVE
(TY?ICAL) FLOWh PUMP
METER(TYlICil.). (r'rPIcrI) J
FUEL SYSTEM SCHEM ATIC
?-6 DC-6/I FLrGHT MANUAL 4/t5/56

GENERAL
l'
FUEL SYSTEM
\ DESCRIPTION (Conrinue d)
CO MPO N EN TS (Continued)
VALVES
TANK SELECTOR VATVES These valves permit each engine to be fed by either ir main or alternete tanlt
AUXIUARY TANK SELECTOR VALVES These valves permit the fuel supply from the Auxiliary tanks to be
selected for rrse as desired. These are on rhe tetr tank sptem only.
CROSS-FEED VALVES The cfots-feed valves allow fuel from the unks of one engine to be fed to another en-
gine as desired.
FUEL DUMP VALVES Four ftrel dump valves allow fuel o be dumped from any fuel tank. The main and
alternate tanls of each engine dump fr:el ogether. The auxiliary tanks dump with
the inborrd ank systems.
FUEL DUMPING R.ATE

BOTH OUTBOARD BOTH INBO/IRD TOT AL
CHUTES CHUTES
Lbs/Min. Gals/Min. Lbs/Min. Gals/Min. Lbs/Uin. Gals/Min.
DC-6, 6.A & 68 7392 232 1344 2736 456
DC-7 615 105 661 113 1276 218
NOTES: The rates shown are average values. lnitial rates when dumping from full tanks may exceed these
rates considerably.
DC.6/'I FLIGHT MAM'AL e/1/56

GENERAL 7-1
t
e#
wUIJ'u4
FUEL SYSTEM
\*_
CHECK VALVES Check valves are installed in each fuel tank s)6tem between the tank and selector valve to
Prevent fuel transfer.
FIREWALL SHUT-OFF VATVES Fwl to any engine may be shut off at ttre firewall by pulling out the respec-
tive englne selector fire control handle.
FUEL PT'MPS
ENGINE-DRMN FUEL PUMPS A positive displacement engine-driven fuel pump pumps fuel from the tank
to the engine. The systern incorporates relief and bypass valves to allow fuel
under pressure from the electrical booster pumps to flow through when boost pumps are supplying fuel pressure.
BOOSTB. PUMPS An electric fuel booster pump for each tank provides a means, other than the engine -
driven pump. of supplying fuel pressure. They are the two-speed centrifugal type.
FILLERS AIID VENTS
Fillers are convendonal with overftrow drains. Tanks are ventilated overboard rhtough a vent chamber which pre-
vents excesive fuel spilling during normal ground and flight operarions.
VAPOR RETURN LINES
Frrl and vaPor retun flow from fl and #2 engines is routed to #2 main; from #3 and #4engines to #3 main Nor-
mal retun is 2 to 4 gallons per hour3 however. if vent float sticks or is damaged, it is possible for the rerurn to
increase to 20 to 30 gallons per hour. A check, therefore, of fuel level in #2 and #S main is occaslonally neces-
sary to avoid over-filling.
FUEL QUANTITY INDICATING SYSTEM
1. Both ttre eight tank and the ten tank system have gauges of the capacitance type.
2. When electrical power to the ten tank system is cut off, the pointer returns to zeto indication
3. [n the eight tank system the pointer on each gauge is motor driven When electrical power to the system
is cut off, the pointer remains in its last position - due o high gear ratio (85?3:1) between the motor and
pointer.
Ope.ration of the gauge motors can be checked by use of a three-position test switch. When the test switch
is used. the respective gauge pointers should rotate toward zero indicadng normal operation of the motors.
The test sw.itch is spring-loaded to the OFF position
INDICATING INSTRUMENTS & DEVICES
FUEL QUANTITY GAUGES (8)

On 10'tank system, aux. Fuel quantity in lbs. in respective Upper instrument panel
gauges combined with tanks.
#l &#4 alt. in dual
indicator.
FUEL PRESSURE INDICATORS Pressure of fuel delivered to carbure- Engine instrument panel
tot.
FUEL PRESSURE WARNING Fuel Pressure has dropped below 19.5 Engine irstrument panel
LIGHT (red) psi in DC-?, and below 18 psi in all
others.
FUEL FLOW INDICATORS Fuel rate of flow in lb,s. per hour. Engine irsuument panel
e/ 7/ 56 DC.6/"7 FLIGHT MANUAL

7-8 GENERAL
w
uNttlo
r
ery
FTJ Et 5Y STEM
PESCRIPTION (Conti nue d)
CONTROLS quN{t
o
ALT.
FUEL QUANTITY INDICATOR TEST SMTCH This switch allows the fuel quantity
swilch appears only on the I

indicator motor to be checked, This
tank sl,stem, (See Trouble Shooring section. )
pE
o
TANK SELECTOR VALVE HANDLES The tanK selector valve lNDtc,'(etl
handles permit the selec-
tion of the desired fr:el supplv. Each engine tank selector has
three positions: AI'XIL'AR.Y\
frtiii{*'\, .8o65
1. Main (forward) z &tE ro=T,-*:6b
2, Altemate (center)
3. off (aft; -\fr,Tifr
(See frcl management diagram. )
AUXIUARY TANK SELECTOR HANDLES These controls, which are on the 10

'[[ {L
ank system only, have two
positioru:
1. GFF (forward)
2. ON (af0
There is a detent at the mid-pqsition similar to that for the alternate tank position of the tank seleclor valve
handles. This detent serves no purpose: the auiljarr tank selector handle must be moved full afr m assue a
completelv open valve" (See fuel management diagram. )
CROSS-FEED VALVE CONTROLS These valve cotttrols permit fuel from the tanks of one engine to be sup-
plied to another engine. Each handie tias three positions:
1. Off (forward)
2" Normal cross-feed (center) l --\
,!,1
3. Al1 engines to cross-feed (aft) : ii 1'
(See fuel management diagram. )
I]UEL DUMPING CONTROL HANDLES The fuel dumping control

ha"ndies permit fuel to be
dumped Lo lighten weight. There are four mechanlc4llr' eperated
chutes, one in the aft side of each engine nacelle, each controlled
bv one of four levers located beneath the floor plate aft of the con-
trol pedes.tal The three positions of the control are: oo
tz3+
tQ
1. CLOSED - Chuteis up and valves closed.
2, OPEN - Chute is extended and dump valve open.
3, DRAIN - Chute is partiall'. extended so as to drain,
and durap valv-es are closed.
The first two-thirds of the control handle travel extends the chute; the finai third opens the fuel dump valve.
In DC-i N630tC - N6309C r..hen the cover over the levers is opened and the red instrument light rheostats
are turned up. the light in the ]e'',er contr*rl space will g1ow. In ali other aircraft when the cover over the
levers is opened, the light in the lever control space will giow"
In DC-? Group I, the #4 Dump Chute vaLve handle must be defiected inboard around a metal pin, to move the
handle to the OPEN position" A spring loaded extension on the du:rip chute which automatically extends when
the chute is pulled out of the nacelle prevents the #4 Durcp Chute fron'i being fuliy retracr^-d. It is necessary to
hook the #a handle unde.r the rnetal pin when dumpii:g is completed and before ldnding so rhar no possibility of
jarring the dump chi:te to the CPEN position on lanCing is incr-lrred" Grr:up trI DC-?'s have a redesigned nacelle
recess and one piece cl:ute whictr permit the chute to be fuliy rerracted"
1/7/51
Dc.fi/'l FLIGHT MANU.AL
GENERAL 7-9
E
uilraD
H9
FUEL SYSTEM
DESCRIPTION (Continue d)
MAIN FUEL BOOST PUMP SWiTCHES These switches, located

on the oYerhead switch
panel operate the fuel boost pumps in the main fuel mnks.
T*FWT
1-ALTEPNNE FUEI- EoO5T PUMPS-1
ALTERNATE FUEL BOOST PUMP SWITCHES These switches, a
f P f ?
2 Ht6q 4 (
located on the OFF
(
PumPs for alternate
switch panel, operate rhe i:oost LO\'l
overhead
fuel tanks.
AUXILIARY FUEL BCOST These switches, located on the 1-AUx. PUMPS1
e&
L.H, R. H.
overhead switch panel operate
the boost pumps for ttrre auxiliarv fuel tanks. These switches
are on the 1! tank system onl'y"
FUEL PRESSURE WARNING ISOLATION SWITCHES These switches,

located heneath
the Captain's instrument panel permit the source of a low fuel pres-
sure warning signal to be isolated,
6666
oFF
BNCrU{E
Oir
ttotATtoN
OFF OF'
rUeL * Ott- PEeS*r?L NAErllLlC
el7/56 DC..'/T FLIGHT MANUAL

7-10 GENERAL
j# (
ry
4'NfiAq
FUEL SYST EM
OPETTATION
FUEL MANAGEMENT
The fuel management procedure outUned below will permit each engine to be operated from its own independent fuel
supply with a minimum use of the cros-feed lystem. It is recommended, when running a tank dryo that one engine
only be run off the tank for approximately the last 20c pounds. In general, the fuel management sequence can be sum-
marized as follows:
FUEL TOADING AND MANAGEMENT SCHEDULE . 10 TANK SYSTEM

100/130 GRADE FUEL ONLY
The Fuel l,oading and Management Schedule shows ttre proper disuibution of a given fuel load la mong the ten tanks. It
also indicates. in the right hand column the requence to be followed in consuming the fuel under normal conditionr, i. e.'
no engirc failure, approximately equal fuel consumption, etc.
TOTAL FUEL DISTRIBUTION - INCLUDING

REQUESTED 4O GALLONS FUEL FORTAXI AND RUN-IIP
FIJEL LOAD Nos. 1&4 Nos. 1&4 L&R Nos. 2&& Nos,2&3 Fuel
Ma ins Alterna tes Auxiliaries Mains Alternates Mlnagement
Gallons Lbs. Lbs. Lbs. Lbs. Lbs. Lbs. Sequence '
7240 7440 1920 1920 1-1
1300 7800 20r 0 201 0 1-1
1400 8400 2160 2L60 1-1
1500 9 000 150 2310 1-4- 1
1600 9500 300 2460 7-4-7
1700 10200 450 2610 1-4- 1
1800 10800 600 2160 1-4- 1
1900 11400 750 2910 1-4-1
2000 12000 972 3048 1-4-1
2100 12600 1050 L62 t- 3-4- 1
2200 13200 1200 312 1-3-4- 1
2300 13800 1350 462 l-3- 4- I

2400 1i1400 1500 612 1-3-4-1
2500 15000 1650 762 r- 3-4- 1
2600 r5600 1800 972 1-3-4-1
27 00 16200 1950 1062 1-3-4- I
2800 168 00 2100 7272 1-3-4- r
2900 l?400 2250 1362 1-3-4-1
3000 18000 2400 1512 l -3-4- 1
3100 r8600 2550 1662 1-3-4- 1
3200 19200 2100 7872 1-3-4-l
3300 19800 2850 1962 1-3-4-1
3400 20400 3000 2lt2 1-3-+7
3500 2r 000 30't2 78 2262 1-2-3-4-r
3600 21600 30?2 228 2472 1-2-3-4-:t
3? 00 22200 3174 :E6 2562 t-2-3-4-L
3800 22800
I
480 27L8 7-2-3-4-t
3900 23400 630 2868 7-2-3-4-7
4000 24000 780 3018 7-2-3-4-t
4l 00 2460/0 936 3162 7-2-3-4-l
4200 25200 1236 3762 l-2-3-4-t
4208 25488 + u L260 * 3162 1 -2 -3-4-1
I = Main tanks to respecdve engiues 3 = Alternate tanl$ to repective engines
2 = Left Auxiliary tank to l,to. 1 engine 4 = Nor 1 AIL tank ro No. 1 etrgine
\x Nor 2 Alt tark to No. 2 engine No. 2 Main mtrk to No5 2 engrne
No. I Alt. tank to No. 3 eugine No" 3 Maiu tank to No. 3 englne
Right Aux. tank to No. 4 engine No. 4 Alt. Tank to No. 4 engine
UL,/56 ?-11
\f,-
THIS PAGE LEFT BLANK

INTENTIONALLY \
..i .
q'--
DC.6/7 FLIGHT MANUAL 4/75156

GENERAL
rut
UNITED
@P
1O TANK SYSTEM
FUEL SYSTEM
OPERATIOry (Continued)
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DC-6/1 FLIGHT MANUAL e/t/56

GENERAI, 7-13
rE&
10 TANK SYSTEM w unrrto
FUEL SYSTEM
OPERATION ( Continued)
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7 -14 DC-61,7 FLIGHT MANUAL 4/75/56

GENERAL
MUI'T'ID
8P
F UEt SYs TEtvl
OPERA TION (Continued)
8 TANK SYSTEM
115/L45 GRADE FI'ET DC-6A
FT'EI IOAD NOS. 1&4 NOS.1&4 NOS.2&3 NOS.2&3 FTJET MANAGEMENT

Gal. Lbs. MAIN ATTERNATE MAIN ALTERNATE SCHEDULE
1240 ( 7250) 310 (1815) 310 (1815) D

1300 ( ?505) 325 (1901) 325 (1e01) D
1400 ( 81eo) 350 (2048) 350 (2048) D
1500 ( 8776' 375 (2794t 375 (2194) D
1600 ( e360) 400 (2340) 400 (2340) D
1?00 ( 9e45) 425 (2486) 425 (2486) D
1800 (10530) 450 (2633) 450 (2633) D
1900 (11115) 4'.15 (21',t9' 4'.15 (2779' D
2000 (11700) 500 (2e25) 500 (2e25) D
270A (r.2285) ilz (3171) 508 (29'12) D
2200 (128?0) 592 (3463) 508 (29?2) D
2300 (13455) 642 (3756) 508 (2e72) D
2406 (140?5) 695 (4066) 508 (29?2) D
2500 (14625) 695 508 47 ( 2'.15) A-C.D
2600 (15210) 695 508 97 ( 567) A-C-D
2700 (157e5) 695 508 L47 ( 860) A-C.D
2800 (16380) 695 508 19? ( 1152) A.C-D
2900 (16965) 695 508 247 ( 74l51 A-C-D
3000 (1?550) .695 50 ( 2e3) 508 247 (L445/. A-B*C.D
3100 (18135) 695 100 ( 585) 508 aLI G4/,5t A.B.C.D
3200 (18720) 695 140 ( 81e) 508 257 (1503) A-B-C.D
3300 (1e305) 695 740 ( 81e) 508 307 (1796) A-B.C-D
3400 (1e8eo) 695 L40 ( 81e) 508 357 (2088) A-B.C-D
3500 (20415r. 695 140 ( 81e) 508 407 (2381) A-B.C.D
3600 (21060) 695 160 ( e36) 508 4s7 (2556) A-B.C-D
3?00 (21645) 695 180 (1080) 508 467 (2732]. A.B-C.D
3800 (22230) 695 200 (11?0) 508 4e7 (2e011 A.B.C.D
3900 (22815) 695 220 (1287) 508 527 (3083) A.B.C-D
4000 (23400) 695 275 (1608) 508 527 (3083) A.B.C.D
4100 (23e85) 695 320 (1872) 508 527 (3083) A-B-C.D
4200 (24570t 695 370 (2165) 508 52? (3083) A-B-C-D
4322 (25284) 695 431 (2521) 508 527 (3083) A-B.C.D
A" Main ranks to respective engines. Switch to next step before 450 Ibs. are used from each maln.
B. Alternate tanks to respectlve engines.
C. No,2 Alternate to No"1 and No.2 engines; No.3 Alternate to No.3 and No.4 englnes.
D. Mains to respective engines. Normal crossfeed from No. 1 & 4 mains may be used to even out tanks.
DC-6/? FI,IGHT MANUAT 10/1.5/58

GENRAT 7-15
eff
UNNAD
0ry
FUEL SYSTEM
oPERAT{9II ( Conti nued)
8 TANK SYSTEM
lOO/130 GRADE FUEI DC-68 (Group II)
FIJEL LOAD NOS. r. & 4 NOS. l&4 NOS.2&3 NOS.2&3 FT'EL MANAGEMENT
MAIN ALTERNATE MAIN ATTERNATE SCHEDTJLE
l?/*0 ( '14401 310 (1860) 310 (1860) D

1300 ( ?8 00) 325 (1950) 32.5 (1e50)
1400 ( 8400) 350 (21 0 0) 350 (21 00)
1500 ( 90 00) 375 (2250) 375 (22501
1600 ( e600) 400 (2400) 400 (2400)

1700 (r 0200) 425 (2550) 425 (2550)
1800 (10800) 450 (2700) 450 (2?00)
1900 ( 11400) 475 (28s0) 4',t5 (2850)
2000 (12000) 500 (3000) 500 (3000)
2 100 (126 00) 525 (3150) 525 (3r50)

2200 ( 132 00) 550 (3300) 550 (3300)
2300 ( 138 00) 575 (3450) 5?5 (3450)
2400 ( 1,t4 00) 600 (3600) 600 (3600)
2500 (15000) 625 (3? 50) 625 r3?50)
2600 (15600) 650 (3e00) 650 (3e00)

2700 (162 00) 6?5 (4050) 6?5 (4050)
2828 (16968) 695 (41 0)? 719 (43741
3000 ( 18000) 695 (41? 0) ?19 (4314) 86 ( 516) A.C.D
3100 ( 18600) 695 (417 0) ?19 (4314) 136 ( 816) A-C-D
3200 (1e200) 695 (41 0)
7 b0 ( 300) 7t9 (43r4) 136 ( Er6) A.B-C-D
3300 ( 1e8 00) 695 (417 0) 100 ( 600) 719 (4374) 136 ( 816) A-B-C.D
3400 (20400) 695 (4i 7 0) 15C ( 900) ?19 (43741 136 ( 816) A.B-C-D
3500 (21000) 6e5 (4i70) 168 (1008) 719 (4314) 168 (1008) A.B.D
3600 (216 00) 695 (41? 0) 193 (1158) 719 (4314) 193 (1158) A.B-D
3700 (22201'.) 695 (417 0) 21,8 (1308) 719 (4314) 2L8 (1308) A-B-D
3800 (228 00) 695 (41? 0) 243 ( 1458) ?19 (4314) 243 (1458) A-B.D
3900 (23400) 695 (41 7 0) 268 ( 1608) ?19 (4314) 268 (1608) A.B-D
4000 (24000) 69s (417 0) 293 (1758) 719 (4314) 293 (r?58) A-B-D
4100 (246 00) 695 ( 4l I 0) 318 (1e08) 719 (4314) 318 (le08) A.B.D
4200 (25200) 695 ( 4t 7 0) 343 (2058) ?19 (4314) 343 (2058) A.B.D
4300 (258 oo) 695 ( 41 I 0) 368 (220S) 719 (4314) 368 (2208) A.B-D
4400 (26400) 695 ( 41 I 0) 393 (2358) 719 (4314) 393 (2358) A-B.D
4500 (2?0oo) 695 ( 4t 7 0) 418 (2508) ?19 (4314) 418 (2508) A:B:E
4600 (27600) 695 (41? 0) 443 (2658) ?19 ( 43ltr) 443 (2658) A-B.D
4700 (282 00) 695 (417 0) 468 (2808) ?L9 ( 4314]. 468 (28 08) A.B.D
4800 (288 00) 695 (41? 0) 493 (2es8) ?19 ( 4314) 493 (2e58) A.B-D
4934 ( 2e6 04) 695 (41? 0) 526 (3156) 719 ( 4314) 527 (3162) A-B.D
A. Main tanks to respective engines. Switeh to next step before 450 lbs. are used from each main.
B. Alternate to respective engines.
c. 2 and 3 Alternates to respecrive sides (Cross feed)
D. Mains to respective engines.
3/L/5'.1 DC.6/l FLIGHT MANUAL

7-1.6 GENERAL
&fr
UdIT'D
EP
FUEL SYSTEM
) OPERATION (Continued)
8 TANK SYSTEM
L15/I45 GRADE FUEL DC-68 (Group tr)
FT'EL LOAD NOS.1&4 NOS.1&4 NOS" 2&3 NOS.2&3 FUEL MANAGEMENT

MAIN ALTERNATE MAIN ALTERNATE SCHEDULE
L?/LO 3r.0 i(1815) 310 (1815) D

1300 (-(7250)
?605) 325 ( re01) 325 (1e01)
1400 ( 8190) 350 (2048) )
350 (2048)
1500 ( 8??5) 3?5 (2194) 3?5 (2194)
1600 ( e36o) 400 (2340) 400 (2340)

170 0 ( e945) 425 (2486) 425 (2486)
1800 ( I 0530) 450 (2633) 450 (2633)
r900 (11115) 41'a (2179i^ 475 (217e)
2000 ol7oo) 500 (2e251 500 (2e25)
2 100 ( 12285) 525 (30?1) 525 (30?1)

---.D
2200 (128?0) 550 (3218) 550 (3218)
2300 (13455) 5?5 (3364) 5?5 (3364)
2400 ( 14040) 600 (3510) 600 (3510)
2500 (14625) 62$ (3656) 625 (3656)
2600 (r5210) 650 (3803) 650 (38 03)

2'.100 (15?95) 6?s (394e) blD (3e4e)
28'.28 ( 1 6544) 695 (4066) ?19 (4206)
3(r00 (r7550) 6e5 (406r) 7l? (420ij) 86 ( 503) A-C.D
3100 (18135) 695 (406r) 't 79 (4206) 136 ( ?96r A-C-D
3200 ( 18? 20) 695 (4061) 50 ( 293) ?19 (4206) 136 ( ?96) A.B.C-D
3300 (19305) 695 (4061) 100 ( 585) ?19 (4206) 136 ( ?96) A-B.C-D
3400 (1e8e0) 695 (4061) 150 ( 8?8) ?19 (4206) 136 ( ?96) A-B-C:D
JDUU (ZU4 rD) bvr (4uo,r) lbu ( eu3) ? 19 (420t ) 168 ( 983) A-B.D
3600 (2 1060) 695 (406 l) 193 ( r 12e) 719 (4206) 193 (112e) A-B-D
3700 (2 164s) 695 (4061) 218 ( 12? 5) ?19 (4206) 218 (r2?5) A-B.D
3800 (222s0' bvb (4061) 213 (t422) ?19 (4206) 243 (t422' A.B.D
3900 (223 l s) 695 (4061) 268 ( 1 568) ?19 (4206) 268. ( 1568) A-B-D
4000 (2iN00) 695 (4061) 29s (1?r4) ?19 {4206' 293 (1714) A-B-D
4r00 (23e85) 695 (4061) 3r8 ( 1860) 719 (4206) 318 (1860) A.B.D
4200 (24570) 6es (4061) 343 (2007) ?19 (4206) 343 (2007) A.B.D
4300 (2; i 5s) 6s5 (4061) 368 (2 153) '119 (4206) 368 (2153) A-B.D
4400 (2i,7 40, 6es (4061) 393 (22ee) 719 (4206) 3?3 (22ee) A.B-D
4500 (2632s) 6es (4061) 418 (2145) ?10 (4206) 4r8 (.z445) A.B.D
4600 (26s 1o) 695 (4061) 443 (25e2) 719 (4206) M3 (2592' A.B-D
47 00 (27495) 695 (4061) 468 (2?39) ?19 (4206) 468 (273e) A-B.D
4800 (2808 0) 695 (4061) 493 (2884) ?19 (,12 06) 493 (2884) A.B-D
4934 (2s864) 695 (406r) l
526 (30??) ?19 (4206) 527 (3083) A.B.D
A. Main tanks to respective engines. Switch to next step before 450 lbs. are used from each main.
B. Alterna te to respective enSines
C. 2 and 3 altemates to respective sides (Cross feed)
D. Mains to respective
".ngines.
DC-6/?l:tIsHT MANUAL Lo/L5/58

GENER4,L 7-L'-t
w
w
UT"ZD
FUEL SYSTEM
8 TANK SYSTEM
1L5/145 GRADE FUEL DC-? Only

FUEL LOADING AND MANAGEMENT SCHEDULE
The Fuel Loading and Management Schedule shows the proper distribution of a given fuel lsad among the eight unla.
It also indicates, in the right hand column. the sequence to be followed in consuming the fuel under normal conditions.
i.e., no engine failure, approximately equal fuel consumption. etc.
FT,EL I.oAD NOS. l&4 NOS.1&4 NOS.2&3 NOS.2&3 FI,EL MANAGEMEM

MAIN ALTERNATE MAIN ALTERI.IATE SCHEDUIT
72,0 (7250 ) 310 (18r5) 310 (1815) D

1300 ( ?605) s25 (1s0r) 325 (1e01)
1400 ( 8190) 350 (2047) 350 (2047'
1500 ( 8?75) 375 (2re4) 3?5 (21e4) I
1600 ( e360) 400 (2u0, 400 (2340)
1?00 ( ee45) 425 (2486) 425 (2486)
1800 (10530) 450 (2633) 450 (2633)
1900 (1 r1 15) 415 (2719' 475 (z'.t7st
2000 (11700) 500 (2925) 500 (2e25)

2100 (12285) 525 (30?1) 525 (30?r)
2200 (128?o) 550 (s218) 550 (3218)
2300 (13455) 5?s (3364) 575 (3364)
2/L0o (14040) 600 (3510) 600 (3510)

2500 (14625) 625 (3656) 625 (3656)
2600 (15210) 650 (3803) 650 (3803)
2100 (15?95) 6?5 (3949) 6?5 (3949)
2800 (16380) 695 (4066) ?06 (4L24t
2900 (16e65) 695 (4066) ?19 (4206' 36 ( 211) A-C.D

3000 (r7550) 695 (4066) ?19 (4206) 86 ( 503)
(18135) (4066) (4206) 136 ( ?95J
3100
3200 (18720)
695
695 (4066)
719
719 (4206) 186 (1088) I
3300 (19305) 695 (4066) 50 (2e2) 719 (4206) 186 (1088) A.B-C-D
3400 (19890) 695 (4066) 100 (585) ?19 (4206) 186 (1088)
3500 (20B75' 695 (4066 150 (877) ?19 (4206 186 (1088) I
3600 (21060) 695 (4066) 200 (u70) ?19 (4206' 186 (1088) A-B-D
3?00 (21645) 695 (4066) 2r8 (1215) 719 (4206t 218 (1275)
3800 (22230) 695 (.1066) 243 (1421' 7t9 14206) 243 (r42r'
3900 (22815) 695 (4066) 268 (1568) ?19 (4206) 268 (1568).
4000 (23400) 695 (4066) 293 (1714) ?19 (4206) 293 (1714)
4100 (23985) 695 (4066) 3r8 (1860) ?19 (2a6) 318 (r860)
4200 (?/570' 695 (4066) s43 (2006) ?19 (4206) 343 (2006)
r1300 (25155) 695 (4066) 368 (2153) 719 (4206) 368 (2153)
4400 (25740) 695 (4066) 393 (22991 719 (4206t 393 (?'299'
4500 (26325) 6e5 (4066) 418 (2/145) 719 (4206' 418 (2445t
4600 (26e10) 6e5 (4066) 443 (25e2) ?19 (4206) 443 (25e2)
4?00 (274e5t 695 (4066) 468 (2?38) 719 (4206) 468 (2?38)
4800 (28080) 695 (4066) 493 (28841 ?19 (4206) 493 (2884)
4900 (28665) 69S (4066) 518 (3030) 719 (4206) 518 (3030)
5000 (29250) 695 (4066) 543 (3177) 719 (4206\ #3 (31??)
5100 (29835) 695 (4066) 568 (3323) ?19 (4206) 568 (3323)
5200 (30420) 695 (4066) 580 (33e3) 719 (4206) 606 (3545) A-B.G-D
5300 (31005) 695 (4066) 580 (33e3) 719 (4206' 656 (3838!
5400 (3r590) 695 (4066) 580 (s3e3) 719 (4206) ?06 (4130)
5512 (st245) 695 (4066) 580 (3393) ?19 (4206], 762 (41458)
A. Main tanks to respective engines. Switch to next step before 450 lbs. are used from each main.
B. Alternate tanla to respec[ve engines.
C. No. 2 Alternate to No. 1 and No. 2 engines; No. 3 Alt to No. 3 and No. 4 engines.
D. Mains to respective engines.
3/7/st DC-6/7 FLIGHT MANUAL
7-18 ] GENERAL
re
UNIiED
I 8P
8 TANK SYSTEM FUEL SYSTEM
The diagram below shows the sequence to be followed with fuel loads of 5200 gals. (30,420 lb.) or greater.
For lesser fuel loads "8" or "C" may not be required. Refer to the Fuet Loading and lr4anagement Schedule
for proper sequence.
A
B D
MAIN TA N KS A LT. TAN KS 2 E3 ALT. TANKS MAIN TANKS--+

-.-+
CRU ISE
c
69
o .+
r
GROUNO A TAKE.OFF
LANOING A GROUNO
6 GROUNO TAKE.OFF A CLIMB ALTERNATE TANKS TO NO. 2 ALT ANK TO LANOING & GROUND
L UAIN TANKS TO RESPECTIVE ENGIIIES
o NO.taNo2ENGtr{ES MAIN TANX TO
z
o RESPECTIVE ENGI NES NO. 3 ALT. TANK TO RESPECTIVE EN6INE
(J S
NO.3 ANO4 ENGINES
z I 3 t23a t23
(.) a o
Z
L,
J
i=
F
lrJ
o
Y
z l!
t!
o
IIII tr-
tt
o
ftfr I
I
I
t!
u-
o Iill t!
t!
o
IITI
6 OFF OFF
.,trJ OFF
trJ
;'r X- FEEO X. FEEO -
an
te2 ET N 3 aa BETYVEEN 3A4 BETI{EEiI ra2 x
8E TIIEEN
FEED
3 a4
o
o ALL ENG. TO X-FEE O ALL ENS. TO X.FEEO ALL EN6. TO X. ALL EiIO. TO I-FEEO
t. FEEO
o
SCHEMATIC FLOW
t234 I 2 !. !- ? 3 4
o= .!. L 3 4
'J
tr
t=!
-&'' r-1 r'$-
't
O-. .+ r
$r i.
F
an
''t I a l .O. 'l .i.5.
! 2 3 a 2 3 { 4 I I
2
tJ)
A A A A
H t, u A u at A
n H NH H A
m
4
t
TYPIC AL FUEL MANAGEMENT SEQUENCE
4/L5/56 DC-6/'I FLIGHT MANUAL ?-19

GENERAL
M
wUNITEb
FUEL SYSTEM
OPERATIO N (Continued)
8 TAI{K SYSTEM
NORMAL CROSS-FEED Tde usc qf fupl from eny muk en a glven stda of thc etrplanc ts clther Br both €n8tne3
on thc senlc side of thc alrplanc ls cossidercd "sormal $oss-fced operadon.'
NORM AI- CROSS.FEEN

2 5 4
NO,2 ALT TO
TAIN OIt OFF
N O. I A2 ENGrll83 X-F€ED
NO.3 ALT TO
ALT. ON a? SETWEEtI 3G
ALL EI{O, ,G
NO. 5 a4 EilOrNE3 OFF r0 x-FEt0
tr tutu
t2ta
lro. 2 narx Io IAIN ON OFF I ---l _J*J_]
L- I
rlo. ra2 Eli0rilEs

A LT. OX
_x_Fff
)rqz eErwEENlajl
D__.
L-+-f-_
il0.5 rAtN TO
,d, ,L A ,d,
NO, J A4 ETOINES OFF ALL ET{0.1O X.FEEO
frdfrtu6uEE
I 5
lrlAlil ON OFF
llo. t tAlN To 1
NO.re2 ENOTNES ALT. a2
F€EO
Y TEETi 3e 4 -f d-
A
ON I
NO.3a4 UArNS rO
NE9PECTIVE ENES. oFt ALL 6N6.TOX.FEE
fr&
CR05S-SHIP CROSS-FEED Cr<xs-ship cross-feed operatlon ls dcslgnated as that dpcradqn regulriug fuel
flow frsm the mnls sn one sida of the aiqplane to the englm on &e other
side of the eirplane,
CAUTION! FAITURE OF Tt{E F.UEL SUPPLY IN TTIESE CASES [4{Lt AFFECT ALL FOTJR
ENGINES AND SUCH OFERATION SHOUI,D BE LIMTTED TO AN AITITTIDE
PERMITTING SUFFICIEIIT TIlvrE TO SWITCH BACK To NOEI,IAL INDEPEN-
DENT SYSTEMS ST{OULD INTEIR.TJPfiON OCCUR.
CROSS.FEED
2 a
latll on OFF
X.FEEO
xo.2 xalf, To
t3 2 er?srF* 3ra
A LT. OII
ALL Et.EIXE3 .dt .j.
AFF ALL €I{6 TO I-FEEDI
6trh6m
I 4
XA OX OFF I
NO ALTERXATE 'N X.FEED
I
'
rO ALL ENOINES ALT OX IAE BETWEEil 3A4 I
tr I
,o.
I
.o.
o7? ALL F''IC,TO X FEED
tu6tu6
NOTEr If an cmergcney conditlon exlrts wten frcl ir drrwn frou othcr then dlrcet tank
to englne, agd therc lg a cholcc of fuel letrectiou frors elther the tlboryd or onrt-
board tank s)trtcrr. feed thc fucl ftom thc inbsard tmk systcrn flnt. ltlr pro- {\
ccdue ir ncccsrery to protect thc gtnrctreal migrlty of thc elrplelc.
1-20 DC.6/'I FLIGHT MANUAL 4/15/56

GENERAI,
fr
re
',E'
t
FUBL STSTEM
(Continrcd)
CONDITION CONIBOI. c NDEATS ACTION REMARKS
BOOST PI'MP Boost Pulap Suttch LOW For tlre follovtng condituoil*:
USAGE
1. For engine start
.2. Fortake-offateny time ground temp. is above
24' C (?5' F)
3. Fortake'offs above 2,500 feet.
4. During climb after reaching 10' 000 ft. (If
. take-offwasmade under the preceding con'
dition, leave the booster PumPs on tfuottgh-
out climb to cruising aldtude.)
5. When selecting 8 nevr fuel supply.
6. For 1* hows on selected fuet tank after
reaching cruise altitude tbr proper fuel
conditioning.
NOTE: Alwayt shut boost pumps off oae at

a time and watch to be certain that
engine-driven pumps can maintdn
pressue.
1. Any dme that fuel pressure drops betrow 22

psi (24 psi, DC-?) or fluctuater.
NOTE: If there is a qradual decrease in fuel

pressue aftpi a stabilized period of
' operadon wittr the boost pump OFF'
the boost pump should be returned
to operation" If ttrere is a sudden
drop in fuel pressrue after a stabiUzed
period of operation with rhe PumP
OFF, a fuel leak is indicated and the
engine should be feathered.
8. For oll dilution (DC-6 Series only)

a
9. When reading fuef ftow (DC-?)
HIGH For the following couditions:
l. When engine-driven purnp fails.

2. When trow boost insufficiem and there is no
line leak kngwn or susPestnd.
948@: 1. Do Nor oPERATE BoosT

PTJMP IN -qN EMPTY TANK.
2. ALWAYS STABILIZE PRES.

SIJRE IN "LOW'BOOST BE.
FORE TI]RNING ON "HIGH"
BOOST. THE SWMCH
FROM "LOW" TO "HIGH"
SHOI'LD THEN BE MADE
QUCKTY TO ArtrOID DROP
IN PRESSI'RE.
),
DC Lzlz'qas
GENERAL 1-2L
W
ru
uttt o.
ew
FUEL SYSTEM
OPERATION
CONDTTION CONTROL oT INDICATOR ACTION REMARKS
SWffCHING B oost Pump Switch LOW

TS,NKS (new tank)
Tank Selector As desired
Boost Pump Switches OFF
RUNNING-OUT Fuel Pressure Indicator CIIECK After fuel guantity 100 lbs. or less. Check for pres-
TANKS sure fluctuations.
Boost Pump Switch I'W

(new tank)
Tank Selector As desired When fuel pressiue begins to fluctuare or fuel

pressure warning light illuminarcs.
CAUTION: BOOST PIJMP IN TANK BEING RUN

M.Y MUST BE OFF.
FUEL DUI\dPING Airspeed Indicator 185 Kts. Level flight attitude should be maintained.
MAX
Landing Gear UP
Flaps UP
Combustion Heaters OFF CAUTION: DO NOT USE RADIO TRANSMIT.

TERS UNLESS EMERGENCY CONDI-
TIONS EXIST.
"No Smoking" Sign ON
Fuel Quantity NOTE
Fuel Dump Handles OPEN For the time interval rrecessary to dump the required
amount of furel.
When it is not desired ro dump fuel to the undump-
able quantity, and time permirs, dump symmeuically
through.two chutes at a rime, observing the fuel load-
ing schedule. This will allow compensation to be
made on the remaining tanks, if a dump valve should
fail to open.
, then -
Fuel Dump Handles DRAIN For at least five minures and visually check dump
chutes from cabin to be sure valves have closedaud
no fuel ls runrting out.
Fuel Dump Handles CIOSED On Group I DC-?'s, No. 4 handle will not return
to thc fully closed posltlon and must bc locked uider
the retatnlog pin.
Lclz*/3e DC.6/7 FttGHT MANUAI,

Y-22 . GENERAL
fr
uNriro
sg
FUEt SYSTEM
\-
TIMITATIONS
L. On the ten-tank system switch from main tanks to alternate and auxiliary ranks (if fueled)
approximately 20 minutes after takeoff. On the eight-tank system the fuel selectors must
-+ be changed from main tanks to their respective alternate tanks before 450 lbs. are used
from each rnain tank"
2. Use fuel from the main tanks of their respective engines for ail gror.rnd, takeoff, and
landing operetions.
MTNIMUM FIJEL FOR DISPATC}I DC.6 SERIES EC-?
1OO/130 GRADE FT.IEL 1151145 GRADE FLTEL 1151145 GRADE FTJEL

MIN. DTSPATCH MIN. DISPATCH MIN. DISPATCH
CONDTTI ON FUEL LOAD FTJET LOAD FUEI LOAD
Gals. (Lbs.) Gals. (Lbs.) Gals" (Lbs.)
Any scheduled uip involving crew n4a (7440) 1240 (7254) 1?40 (?254)
or airplane change, or any tirne
fuel is added. (Note A) (Note A) (Nore B)
Other including turnaround or thru 600 (3600) 600 (3510) 800 (4680)
trips where there is no crew o!
airplane change. feny flights,
training flights, etc. (Notes A & C) (Notes A & C) (Notes B & D)
NOTES:
A. Does not include taxl and run-uP fuel (40 gallons).
B. Does not include taxi and run-up fuel (50 gallons).
C. The fuel gauge of each main tank must lndicate at least 150 gallons.
D. The fuel gauge of ea.ch main tank must lndicate at least 200 gallons.
DC-6/X FLIGHT MANUAL s/1156

GENERAL 1 -23
fr
wuxtLo
FUEL SYST EM
TROUBTE SHOOIIING
CON DITION PROC ET}U RE
No fuel pressure indicated - Warning Ught OFF 1. Guard throttle - retard irnme diately i.f engine
cuts.
2. Check warning light bulb and circuit breaker.
3. Switch engine instrument to opposite inverter.
4. Check fuel pressure isoiarion swirchi
5. Check AC fuses (AC luse panel)"
Fuel flov zerc or very low - Pressure normal. 1. If engine contiiiues to operate normallv:
a. Engine iusuument inverter switch - opposite

posidon-
b- Check AC fuses (AC fuse panel).
No fuel pressure indicated - Warning Light ON 1" If surting engine3

a. Check fuel booster pump.
b. Cheek position of fuel seleetor vaives.
c. Check engine fire extinguisher selector
va.lve handle.
d. Check fuel quantity.
2. In flight;
a. Guard rerpective throttle - retard immediately

if malfunction occurro
b. Fr:el selector to another sotuce,
c. Fuel booster pump to HIGH. If presure does
not return. turn boost pump off and feather
engine.
(Fuel blgck is indieated" )
Fuel presr.re drops abruptly 1. Tank Selecor Valve - OFF.

2. Boost Pump - OFF"
3, Feather engiue, -uy
(May be caused leak in fuel line" )
Fuel quantlty indicators appear faulty. 1. Check fuel quantity circurt breaker"
10 TANK SYSTzu
Fuel quandtv indicaton appear faulty. 1. Fuel quantity indicator test sritch - Push to se-
8 TANK SYSTEM leet tanla (lv{ains or Alternates} to be checked
and observe pointer travel toward zero, (releas-
ing tesr switch. should eause pointer to return to
original indicarion).
If no responrel
2" Check fuei quarltity amplitier tuse on

AC fuse panel.
3. Check Capuin's inverter outpuL
1-24 DC.6/'7 FLIGHT MANUAI, 6/75/56

GENER.AL
-fr/
tuiEl
f,.c.s3**K ag
TO Eii'JFfi DC 6
,? FI,.IGI-IT
I\IANIJAL
GENERAL - BLrl,i,ETIN +42
7,,'79,'58
FROM: N,{ALNTENANCE REGULATIONS SECTiON - SFORG
Please insert this Bulletin foilowrng page: ?-24 and reccrd on rhe Rr:cord ulletins sheet
G H. Estr1l
FRO;aEl.l FUEL SYSTEIT4 V:\LVES
We have e.xperienced six rncidents during the pasl t!\ro years lvfrerc the fuel tank selector or cross-feed valves have become
inoperati.ve rn flight. Each of these ()ases has lree:r tracecl to rcrng of rhe r,,aive de.tenl rnechanism
\{ater accumulates on the detent surfaces of the vaives as a resalt cf coudensation, aircraft wasiring and water thrown
up by tires.Since the detent chamber is not hernreticaily seaied, ille waier seelrs tnro rhis chamber to repla,:e grease
which is forced out during normal valve operaticn. Thrs water can freezo: ancl relrier the va,lve lnoperatite.
There are two correctlve actlolts which r-.ray irre tai(en by a fiigi"ir cre1,r' rn ,lase of an lltoperative luel seiector or cross-feed
valve. Applrcatror: of wing heat raay warrl tiie naceLie aleas to rhe point ivhere rce accumulatton in the vaives wrll
'o melt. If thrs rs unsuccessful, the changing oi altrtude to a warnier OAT may thaw the.valve"
Emergency action is berng taken to rninrrnize rhe pcssibility cf \,1'ater a<:cL;rnulatior:ln the valves Engrneerrng will
continue to investrgate the problem ar:d rvili attemp[ to del'e1op a rrore permarrelt method of preventing frozen fuel
valves.
GE}.IERAL - BIiLLETIN #42

PAGE 1 O]{i,Y
)
ffi{M
$ilfff,D
8rys
HYDRAULIC SYSTEM
\
DESCRIPTION
GENERAL
The hydraulic system is the constaBt Pressure type with a system pressure of 2680 ro 8100 psi. The system may be con-
sidered as follows:
1. Pressure supply system - normal

2. Pressure supply system - auxiliary (or emergency)
3. Hydraulic operared. unit systems
4. Emergency air brake system
Total system capacity is 14.5 US gallons.
C OMPONENT S
PRESSURE SUPPLY SYSTEM - NORMAL
RESERVOIR The hydraulic reservoir has a capaci{ of 5.4 gallons, A quantity of 2" 9 gallons of
hydraulic fluid is ava-ilable to rhe engine driven pumps. A quantity of 2,5 gailons
is available only to the auxiliary supply.
ENGINE-DRIVEN PUMPS Two Pumps, driven by the inboard engines, provlde pressure for normal
hydraulic system operation.
HYDRAULIC sYsTEM VALVE This valve, usually referred to.as the."By-pass Valve., is used ro re-
*" en
#' :iH:Tf.l[,l lj,* :x : l' mps
dr iv pu
:f ::,i J'::i:'::::il
1. Reducin-g wear
_on
engihe driven pumpe and the pressule regulator.
2. Controlling hydraulic Pressure in the event of pressure regulator failure.
3. Shutting off hydraulic pressure for trouble shooting.
----_? PRESSURE REGULATOR This regulator automatically maintains pressure in the hydraulic sptem.
Tt,e regulator diverts hydraulic fluid from rhe pumps to ih" ,"r"ruoi,
when system pressrrre is built up. When pressure drops off, the regulator
again supplies the hydraulic system.
SYSTEM PRESSURE RELIEF VALVE This valve prevenrs excessive system pressure from developing if
fails. It is set to rerieve system pressures in
the press-ure regulator
excess of 3300 psi.
MAIN PRESSURE ACCUMULATORS One or two accumulators provide a reserve supply of fluid under
pressure and also serve to dampen out pressure fluctuations.
BRAKE PRESSURE ACCUMULATOR The brake pressure accumulator is designed to maintain brake
pressure when the airplane is parked.
PRESST'RE SUPPLY SYSTEM . AUXILIARY
ATIXILIARY HYDRAULIC PT]MP This pump provides pressure when the engine driven pumps are not
producing sysrem pressure., pumpin{ capacity oi rhe auxiliary
pump is approximately l/10-The
that of the engine driven pumps.
AUXILTARY PT'MP SELECTOR VALVE This valve can be used to direct auxiliary hydrautic pressure as
desired for operation of various units and'trouble shooting.
ATIXILIARY PUMP RELIEF VALVE This valve relieves pressure from the auxiliary pump.
EMERGENCT SHUTOFF V.A.LVE These valves are uged to stop flow to the engrne driven pumps ar the
naceLle ftuewa11. See Englne FireExtinguigh--er trtandles in fire
ex-
tinguisher secti,on of this manual for des-cr!.pt1on.
DC-8/7 FTIGHT MANUAL

GENERAL
sl3u67
8-1
(
fr
UIJI'D
@9
HYDRAUTIC SYSTEM
D ES C RIP TIp N (Continued)
Sbut-off System Bypas

Valve Connol Handle Valve Coauol
Handle
-
drlveo
Pump
hessure Regulator
Valve
Air Pressure and

Relief
Space
elve (3300 psl)
Normal System
I
Shut-off
Supply Control Haadle
Vacuum Rellef
,. Supply
.+
Auxiliary .I
System :r
! I
Supply I !
/t ttltlaGll
nsra. I
I
I
I
I
I
\r lllrfnrlmp
I
I
I
I
--
I
I
I
FI Pressute I
I
I
I I
:ccumulator I
r I I
I
(3000 psi) r
f:xl*?' I
I
I
I
I
Relief Eleculc Auxlllary -
Valve
(Dc-6A & DC-7B
,fr_
oniy)
Hydraullc Pump Swltch I
I
I
I
I
I
I I
= I r
LEGEND
E
/tllllll
I
!ITIIIITITI
r
rllllltlrr o rllrlttltlll\
-
IIf,II
pressure
AuxiliarySystem I
I
I
I
o
Supply F
I I Brakes
ffiffiffi Return - Gen. System
I
Auxlllary Pump Selector
Bectrlcal Llnkage
I
I
I
A""o*'.*- Valve Handle
Mechanlcal Ltnkage -
-+ Check Vdve
1r lltrr I rltr II I rtll ltltll II trI llttll ltllltttll!
[Tm-fn Snubbtng press (150 psl) llIrilnlul {Jmllllr Carge Door
- r rrr rrr Actuating
Cargo 7ll Irrlttl
g Cylinders
\__-,
Switches
(DC-6A & DC-?B only) Shut Off Valves <-- DC-6A & DC-?B only
*J
3/37/61 DC.6/'I FLIGHT il4ANUAL
8-2 GENERAL
frt
UN'IED
s9
HYDRAULIC SYSTEM
DESCRIP TION
Prcgrure
Unlt lrripers
Actuatlng Cyllnders
il:l lil,l,l l'lrl Irl l I

Flrpr
Wlng Flaps Cylln&ri
llver
liil
Gear ( DC-? Onty)
6 Lcver Gcer
6 Cylladcrs
--> Orifice Check Valve

(DC-? Onry)
ffi ! --{>
Check Velves
Noe€ Whcel Steerhg

Actuettng Cyllnders
Cepttfu's 6 Ffust
Offlcctls Brake
Pcdals Gear Brakes
Parldng Lockottt
Bale steertngPressure
aud
Lever
'--->
r
I
rltllllillll{:l Irrll\ Valve
&ekc Prcsrurc Prerure Geuge
4h6/56 DC.6N FLIGBI MANUAL 8-3

GENERAL
ffi
ptraual
l:
&gmc
TryDRAU].IC SYSTEIVI
pEscRiPfsrry
II",*TTICALLY uNrrs
'PERATED
LANDING GEAR SYSTEM lhe maln and nose gear are extended and reuacted by hydrauU.c actuat{,ng struts.
Automatically operated mechanical l&tches secure the gear In UP and DOWN
posltlons. Alrborne wlth gear up and landing gear control lever ln neutra!., the gear i*sts upon the latehes.
The gear w111 "free fall" when the leyer is placed in the DowN positlon releasing the uplatch. On the DC-?,
there L a shear out plrton ln t}re down llne to provlde enough exaa force to shearthe uplatches stiould they
fall to rel.eale when the landtng gear down 1lne ls pressurized.
The DC-?_m1ln gSar !P lines contaln orlftce check valves. Thk insures that the maln geansi!.l not slam agalnrr
the down-locks when the SPEED-BRAKE li used at htgh airspeeds" Extenslon tlme of matn lanamg gear ar n6rma1
landtng gear extenslon speeds ls lengthened becau$e of the orlflce check valves.
SPEED BRAKE - See FLIGHT CONTROLS
WING FLAP SYSTEM Ttre wtng flap system ls a selectlve poslttonirng type. The posltion of the flap controL Le.ver
determlnes the posltion of the w{ng flaps by means of a rnechan!,cal foI.low*up eystem. A
wlng flap rellef vaLve provlder,overload protectlon for the hydraullc flap aetuator allowing them ro ;'bfow ,p',
temporarlly ln $usts. Overload protectlon for the flap htnges ts provlded only by operaring wlthin placarded'rpeeds
A two speed flap conuol valve reduces rate of flap retractlon from 2f to Up; from boP to zf Rap iffiiiffi is not
restrlcted. In the 5'polltion the control valve Is closed and the system tsolated.
NOSE WHEEL STEERING Nose wheeL steerlng, conuolled by the steertng wheel on the left slde of rhe fllgtrt
comPaftment, comblnes both rnechanlcal aud hydraullc unlts. Irlose wheetr steerlng
Ir avallabLe only when the tranding gear is extended, shock suut compressed and wlth pres$ure in the Lanciing gear
down llne. The nose wheel ls steerable from f to 71' left and rlght on DC-? atrptanes, afld frorn 0P to 6?"*o-n a1l
others.
WINDSHIELD WIPERSYSTEM The wlndshteld wtper system fu operated under full hydraulic systeffi pressure.
The blades are lndependently controi.Led and synehronized so tiiat full or
Partlal stoPPage of one bl,ade wtll not interfere wlth the compleie operarlon of the othe.r blade,
BRAKE SYSTEM P. btl!:.ys-teT ls-normally operated under presswe merered from the landlng gear down
llne. when the braker are operated by use of the auxlliary hydraulic p,rmp wtitr-rt e
auxlliary pump selector handle ln *re BRAKE SYSTEM posl.tlon" the landlng gear down ltne is not used.
EMERGENCY AIR BRAKE SYSTEM The emergency alr brake cystem is comptetely lndepenclent of the hydraulle
system and therefore wll1 provlde braktng regardless of leaks ln the maln or
auxillary hydraullc syrtems.
DC-64 & DC-78 CARGO DOORSYSTEMS These lndependent systems, operatlng from pressure supplied by the
auxillary pump are not effected by pump seleetor valve posltion.
The_cargo doors are ralsed and Lowered by hydraulic actuating suuts, and are s"cured in the closed posttlon by
mechanlcally oPerated l,atch hooks. Control rwitches are located 1n panels immediately forward of the doon '
openlngs. The fo:ward cargo doo: may be opened from inslde or outclde, provlding tirelktch safety pln has been
removed" The aft cargo door has two pqtu, maln sectlon hydraulI,caily Lperatedfrom ingide the"airplane only
and a manually operated acces$ door. The matn " seetlon can -be hydlaulically operated oflly when it ,s unlatched
and the acce$ door 1r latched tn the fu1l open positlon or has been jeuisoned. fn tire aft door can
t-* after iettlsoning the aceess door. Both cargo doors are normalLy"r, "*urg*ncy,
olin i.n any posltlon by
-be |atsgd ltglt held
hydraullc l.ock of the actuatlng cyllnders, but are equlpped w-ith hold open bars for aLterriate use.
.
l
3/37/61 DC-6/7 ELIGHT MANUAL

8-4 GENERAL
MD#
SfwtlM)
&ffipr
HYDRAUI,IC SYSTEM
qgs,S"&H-TreN ( conttnued)
INDICATING INETRUM6{T8 Ô,NI) PSVICES
INDIC ATOR I},IDIC A TES TOCATION

Hydraullc fluld quantity gauge Quanttty of hydraulic fluld Upper lnstrument;anel
Hydraullc system PrBssuro g.uge Maln hydraullc aystem pre$ure Hydraullc iruuument panel
Erake Eystom hydraullc prossur€ t{ydraulic pr€sstue avallable to Hy&aullc Instrument panel
8ru8e brake system
Emergency brake alr prelsure gauge Atu brake cyllnder pr€ssure Hydraullc tBtlument penol
Iaoding gear waming ligla Flrst Officer's lnstrument panel
1. Green Gear down ard locked
2, R6d Gear not safe
3. All out Gear up aud locked
fandlng gear waralng born (}ear nor down *dd locked wheo Cockpit
(steady tone) one or more thrsttles closed
May be sllenced beyond 1/4 open
Nose gea,r arget Nose gear down aud locked May be viewed througlr trap door
in the cockptt ,loor to left of Ftst
Offleer's coutrol colunu.
MaiD gcat terget Main gear down and locked Each main gear. Vtslble from open
cockpit wlndows only when gear is
down end locked.
Fl,rp porition tndicaor Flap position tn &grees En$ne tutrument panel

Takeoff warntng hom Flaps not axtended ar least 13' Cockpit
(intormlttent beep) when #1 and #3 rfuottles are
Cannot be silenced a*senced"
coNTROrs
HYDRAUUC SYSTEM VAtlrE HANDLE This haadle mechanicalty
operates the by-pass valve.
System pre$ur€ ls prevented from further build-up when ttre tranAfi is ttp.
4/L5/56 ffi-6/7 FIJGHT MAI{{JAL 8-5

GENERAI,
ffi
(,rm
wp
HYYRAUlIa $Y8rEM
D EsC RIP TIO !r ( Conttnued)
CONTROTS (Coagtnued)
AUXILIARY PUMP SETECTCR'V.AIVE HANDTE This handle is located on rhe
fl<rur to the lefr of the First
Officer's 8e8t. It ls used to restrict emergency pump pres$ure ro the desired system
or syEtem!' excePt that it does not resilict DC-6A cargo door operation in any pori-
. tion. Its three positions and their functions are as fofibws:
1. lR.ttlG $YSTEM (forward) provides pressur€ to tho hydraullc
brake system only, Normally left in thts positton. :
2. GENBTI"L SYSTEM (center) will supply preruro frono
auxiliary PumP to all hydraultc units except accurau-
laton.
8. PRBSST RE ACCI Mt IATORS (aft) tn rhis positlon presn[c lr
rupplled to the 6nEEe hydraulic sysr€u!. ir:saO onfy for
ground t€lrlng purpow).
AUXILIARY PUhdP SWITCII Two swirehes electrically actuare rhe

emergency purnp. They are located
on the cockpit ridewalls, one ro the rtght of the First Officer, and one
to the left of the Captain.Elrher switch ope.rates the pump when hetd
in the ON po8lrion.
LANDING GB R CONTROI,IIAND[E Thir handte hrs t]roo porltlorur

1. LIP provldes pt€$tuo to the up llnes.
2.
8"
NEUTR.AI - relievcs presstue in the landlng go&r syttem.
DOlf,N - provtdes preccure to tho landrng gear dowo liner. Iffi tt
A solenold safety l,atch, vfrich normally prevents raising the handle when
the al4[,ane ls on t]re grflrrd, may be manually released if it fails to re-
t
tnct by pessing the red thumb lever which projects from the pedestal just
to &g dght of the control handle.
WAXNSIG HORN SIJNCE BUTTON
aat
Thls brutton may be uled ro wrtrtrrli HoRN
sllence ghs lagdrng g€1.5 yarnrng OFF
hom when the throttles ar€ rerarded aud rhe landing gear ls u[. lt tc locarrd
on the rear alde of the control pedestal to the rtght of the tanding gesr handle.
tf
rl
FLAP CONTROL LE!'ER Ttris lever is used to rai$e and lower rhe flaps.
Eetents are provided for various flap positions
from 0" ro 50'" Tte lever has a squeeze-to-release position 1ock,
NO6E STEEEING IdTIBEI. Thls steerlng wheel ts used to steer the nore wheel.
ltis located to the lefr of rhc Capratn's conrml
0
column.
3/37/61 DC.6/? FI,JGIIT MAI"{UAI

8-6 GEI{ERAI,
*#
w
't
HYDRAU!,IC SYSTEM
DESC PTION (ContinueQ
wINrxlIIIEu) wrPER, coNTRot KNOB Ttris knob is ued to opcrete

and control the rpeed of the
wlndshleld wlpen. It ls located above the noso steerlng wieel.
TOts BRAKEE Too brakes are provlded on ths rudder peda& ar

both the Captaln end tbe Ph$ Offlcer posltionr.
\
W
0
a
Sh:\
OQ S6ct
PARKING BRAKE LEVB, Ttre parking brake lever allowc the g
hydraullc wheel braker to be set wheu
tbc alrplrne lr parked. It ls located on rbe left rlde of the connol
ooao
pedestal. o.5
ffitr
EMERGENCY AIR BRAKE CONT,ROL HAI'IDIJ The emergency braKe
coilrol handle pro-
vldes the m€aru of controlltng the air pressure ftom &e en€tgeucy air
brake supply cyllnder to the brakes. It ts located on thp maln fire
cootrol panel above the Captain's flight instruments,
FORWARD CARGO DOOR LATCH HANDLE (DC-6A & DC-78) This assembly
I ls used to en-
gage qdisengage the latch hooks on the forward cargo door. Pin ln
the T-handle rnust be depressed in order to engage the handle to the
latch mechanism. A release lever on the assembly c.Be must also be
held up to permit cranking open the door latches.
AFT CARGO DOOR LATCH HANDLE {DC-6A & DC-TB) Thls detachable
handle ls stowed
Just forward of the cargo door and inserts in the rear door latch torque
tube. Rotation inboard and down disengages the latches. The safety
catchon the torque tube must be held.out ro permit rotation of the
tube. A spare handle is stowed in the cockpit.
CARGO DOOR I{YDRAUIIC CONTROL SWTTCHES(DC-6A & DC-?B) These
swltches I
control power to the auxiliary hydraulic pump, cargo door hydraulic
shut-off valves and cargo door hydraulic control valves. They are
spring loaded in both the OFEN and CLOSE positions. One such switch
is located just forward of the aft cargo door in the cabin. Two switches,
one lnside, one outside, are located just forward of the forward door.
rc.d/T FLIGHT \4ANUAL 3/3L/61

GENMAT 8-7
&
Ud,/fD
{ry
HYDRAULIC SYSTEM
oPERAT ION
CONDITION CONTROL oT INDICATOR ACTION REMARKS
NORMAI, EYSTEM Hydraullc system lever (by-pas valve) ON (Down) Nc. 2 or I englne rnust be
OPERATION running.
Auxiltary pump selector handle BRAKE SYSTEM

Hydraulic system prssure gauge CHECK
Landing gear Landing gear control lever UP Hydraulic system may not
(raise) be able to retract gear 8t
speeds ln excess of 170 KTS.
when ured as rpeed brake on
DC-?.
Landing gear warnlng lightr RED - then
Landing gesr conuol lever ,NEUTRAT Thls relieves system pre$ute

and allows the gear to rest on
the up-latches.
Landlng gear Alrspeed Obserye pl,acard

(lower) limlts
Landtng gear control lever DOWN The landing gear handle must
be left in the DOWN posltlon
Landing gear wamlng llghu RED -
then at ali dmes during landing
GREEN and ground operation.
To lower nose Landtng gear control lever DOWN Move contlol lever directly to
wheel after DOWN - not to Up fii6t:Ti ao
using Speed Brake so will pull the maln gear out of
(Dc-7) the dovrn locks and then rlam the
main gear into the down locks as
pressure is applied,to the landing
gear down lines.
Flaps Ainpeed Observe plaeard

limits
Flap control lever Posltlon as

desired
Flap position indlcator NCTTE lndicator should show flap travel

to present pooition of flap con-
trol lever.
Nose rYteel Landing iear control lever DOWN Pressure for rteering is drawn
steerlng from the landing gear down llne.
Noe steering wheel Turn as
desired.
Windshteld of windshield wipen may

wipers Windshield wtper control kuob ON varied by rotation of control
3/37167 rc.6/7 FLIGHT MANUAL

8-8 GENERAT
i' Iff
cmtS
trEE I
}tYDRAtJttC SYSTEM
OPERATJON (Continued)
CONDITION cCI*TRCIr or INITCATOR ACTTON REMARKS
NORMAT SYSTEM
OPERATIO}.7
toe Braker Landing gear control lever DOWI{ Normal brake prersure le
drawn from the landing gear
down llne.
Ereke prcrrure gaqge cttBcK, 3000 pai
Toc braker PRESS ar reqd.
Parklng breke landtng geer conuol lever DOWN

(set)
Brake presure gauge CHECK 3000 pl
Toe brakes PRESS Press pedals as far as trey
will go.
Parklng bnake lever PUtt Locking cam engagement
can be felt.
Toe braker RELEASE
Parking brake lever RELEASE
Prrking Brake Toe brakes PRESS ThL action releeres the parking
(Releare) brake lever.
AT'XILTARY SYSTEM
OPERATION
Any hydraulic
unit: 1. Auxiliary pump relector GENERAL
handle SYSTEM
p. Unitcontrol(i.e. flap
lever, etc.) As detlred
3. Auxiliary pump ewitch Hold ON Uutil unlt accomplirher the derired

action(see limltarionr)
Hydr.aulic
accumulaton 1" Auxiliary purnp selector
(for ground handle PNESSTJRE Step 2 & 3 - game ar directly above
testlng) ACCUMULATOR (Do not ure in fllght)
Braker only AuxlUary purnp selector handle BRAKE SYSTEM
Auxlllary pump swltch Hold ON See limltatlonr. Allow precrure to

build up for l0 reconds prior to ure of
Brake precsure gauge CHECK 8000 pri braker.
Braker Ar derired Under these eonditioru nose wheel

rteering ir not aveilable,
DC-6/? FLIGHT ld!{NUAL 3/1158

GENERAT B*9
g
z
wtz
ry
HYDRAULTC SYSTEM
OPE RA T ION(Continued)
CONDITION CONTROL or INDICATOR ACTION REMANKS
EMENGENCY AIR
BRAKE SI'ISTEM Emergency alr brake On then If not enough brAktng ir rpprrent-
control handle HOtD repeat ON momentartly theD HOU)
again. If too much brsker have becn
applied, OFF momentrrlly then HOLD.
CAUTION
DO NOT I,,EAVE HANDIT IN TTIE ON

POSITION MORE THAN MOMENT_ARILT
SINCE FULL CILINDER PRESST'RE. WILI
r cAn60 DooR
I.oCK THE WHEEIS.
SYSTEM (DC-6A & 1. Battery and ground power

DC-?B) swltch ON
(oPEN) Z. Door l,etch handle ROTATE to Latch ufety pln mutt bc rcmovod.
dtrengagc latch
hookr
8. Door Control rwltch HoId OPEN For aft door operation rmall door
must be
(cLosE) 4. Door Control Swltch Hold CLOSE For aft door operatlon. rmdl door
mutt be latched opeU
5. Door latch handle ROTATE to In$rll rafety pln tn latch a!rcmbly.
etrgsgc latch hookr
L LIMITATIONS
HYDNAUTIC AND AIR EYSTEM PRESSURE
tly&aulic(mintmumcycling) . . . .. . . 2?00psi
Hydraulic(maximumcycltng). . . .
Systemrelief... . . . .. . . .
. . . .. . . i
B100psill} lrar dtffe*ntlet soo pl
. .. .9900-B400psi
Brakes. . . . . . . .. . . .. . . . . .2650-Bl00psi
DC-?- 2000 pi
NORMAT OPEMTING TIME
Wing flaps down 0 to 50 degreer approx. lE secr.

Wtng flaps up oooo.r.r....... 50 to 20 degeec epprox. g secs.
Wing flaps up ...coo..o...... 20 to 0 degreer approx. lg req.
Emerg. Pump ;...............Maxlmum continuour opetation - 1 mlnute (DC-6 & DC-8B
Group I)
5 minutes (All othen)
Allow 3 mlnutes for motor to cool before oper.tlng
agaln.
3/3L/6L DC.8N FLIGHT MANUAL

E-10 GENERAT
fr
ry
UffiD
I
HYDRAULIC SYSTEM
TROUBLE SHOOTING
CONDITION PROCEDURE
Sysqem hydraulic pr$sure 3300 pci. (This indicates Hydraulic system control lever OFF (by-pas) until
regulator sticking anii probable overheating of necessary to use system.
relief valve).
Rapld cycling of pressure between limlts (one or

more times per minute).
1. No loss of fluid (regulator trouble or inter- Hydraulic System Control Lever OFF (by-pass)
nal leak)
2, Fluid is being lost (serious leak) llydraulic System Control lever GF (bfpau)
See EMERGENCY PROCEDURES
Main fluid supply lost See EMERGENCY PR@EDURES
Unable to move landing gear control handle Up Manually release solenoid operated safety latch.
Check Landing Gear Warning Horn circuit breaker.
No Landing Gear Warning Lights or Horn. Check Landing Gear Warning Horn circuit breaker.
I
Uplatch fails to hold landlng gear up Put landing gear control lever in Up poeition
(by-pass valve on).
Do not return to neuual.
Auxiliary pump inoperative Check Emergency Hydraulic pump Circuit Breakers.
Cargo Doors Inoperatlve (DC-6A & DC-?B) Use cockpit switch to check operatlon of
auxlllary pump.
If aft cargo door, check small door hold-open
latch engagement.
DC-6/7 FI.IGHT MANUAL 3/37/67

GENERAL 8 -11
'.
fr
ry
uxtJlD
a
ICE CONTROL SYSTEMS
DESC RIPTION
G ENERA L
.{IRFOIL ANTI-ICING
Airfoil anti-icing is acomplished by routing hearcd air ro the leading edges of the wing and tail surfaces. The
heated air is provided by three combustion heaters, one in each outboard nacelle and one in the tail.
WINDSHIELD HEATING
Hot air. supplied from the cabin heater, is forced between the inner and outer windshield panes ro prevenr ice
accretion and to retain the impact-resistaut quality of the windshield vinyl layer.
CARBURETOR ANTI.ICING
Carburetor anti-iciug is accomplished by the use of engine heat. DC-? airplanes also have an alcohol sysrem
I; for carburetor de-icing. See Power Plant section for description and operation.
PROPELLER DE.ICING
Propeller de-icing is accomplished by means of electrical heating elements installed on rhe leading edges of
the blades.
PITOT & SCOOP ANTI-ICING
Electrica,l a,nti-lcing is provided for the pitot tubes, the cabin heater combusrion airscoop, and the betly a,irscoop.
The mouths of the wing a,nd ta,il a,irscoops &re heated by airfoil auti-icing hea.t on DC-6 a,nd rc-68 Group I
a,irpla,nes. On a,11 other airpla,nes, the wing a.irscoops are anti-iced by providing elecuical heet to the airscoop
splitters aod dra,ins, and hot air from the airfoil heaters to the inner cha,mber.
COMPON ENT S
AIRFOIL ANTI-ICING
COMBUSTION HEATERS These provide heated air as shown in the wing and tail anti-icing svsrem
schematic.
HEATER FUEL PUMP& The he-aterfuel pump and supply system consisr of one eLectric pump which
SUPPLY SYSTEM draws fuel from No. 3 main tink and deliyers ir under pressure to eaih of tile three
a,irfoil heaters. In aL1 airplanes except Ng?s01 - NBT566, heater fuel becomes
una,vailable from No.3 ma,tn tank when the (uantity drops below 48 gallons.
No. 2 MAIN No. 3 MAIN

FUEI TANK TAIL ANTI-ICING
FIJEL TANK
CABN HEAIEN,
FUEL ruMP AIRFOIL HEATER FUEL PUMP
CHECK VALVE
CHECK VATVE gIIT,T.oFr vALvE
sHur-IrF vAtvE CABIN
HEA
CROSS FEED
LFT WING RIGHT WING

HEATER HEATER
^t, SqTNOID OPENATED VALVE
HEATER FUEL SUppLy sysTEM - D_g:g-_D!-68 GR_OUp r
DC.6/7 FLIGHT MANUAL 3/1/60

GENERAL 9-1
E
ry
UNMD
ICE CONTROL SYSTEMS

DESCRIP TIO N ( Contlnued)
CO MPO NENTS (Continuod)
AIRFOIL ANTI-ICING (Contlnued)
CABIN HEATER FUEL PT'MP No. 2 MAIN

FUEL TANK
AIRFOIL
TAIL ANTI.
ICING HEATER SHUT-OFF
HEATER VALVE
No. 3 MAIN FUEL SHUT.OFF CHECK VALVE
FUEL TANK VALVE
CABIN CROSS-FEED
HEATER VALVES
CHECK
RIGHT WING VALVE
IEFT WING
HEATER HEATER
SOLENOID OPERATED VALVE
HEATER FUEL SUPPLY SYSl'EM - DC-64. DC-68 GROUP TI, DC.'
HEATER FUEL CROSS-FEED SYSTEM lhis system permlts fuel to be supplied ro the three airfoil heaters by
the elecuic cabin heater fuel pump which draws fuel from No. 2
Main Ta,nk. The supply outlet on No. 2 Tank in a,ll airplanes except N3?b01 - NB?s66 is also located in such
a, manner tha.t fuel is not ava,lla,b1e if the quantity drops below 48 gillons.
HEATER IGNITION SYSTEM The heater ignition system consists of rwo iudependent systems identified as
No. 1 and No. 2 system. Whenever ttre hea,ters are turned onr the igdtion is
fired contlnuously. See Controls description.
HEATER Ft EL SYSTEM Each heater has two fuel systems, FE^M FUEL grrPPtV
identified as System No. 1 and
System No. 2. Each system consists of a solenoid valve
which cycles the fuel supply to rhe heater, and is controlled
by a set of thermoswitches in the airducts downstream from
the heaters, to maintain a constant discharge temperature. E|4+{.r
601-ElsrD wtN6 <oLE$OtD
Either System No. I or System No. 2 may be selected for VALVE HEATER,
use. Only one system may be used at a time. 5Y3rEMr. I 6Y6TEM rz
ftvrrcau)
coNTEor-
cttcurr
Tr{EEt40s\v ,l.lEs
(Svsrey r
HO.r AITL
DISCHAP6E
3lL/57 DC.6/'FLIGHT MANUAL

9-2
GENERAL
E
UT'}D
e9
ICE CONTROT SYSTEMS
L) (Continued)
DESCRIPTION
E HEAIER HoT AIR
f r-a, ale
tllll HEATER coMBUsTroN ArR
RAI\A AIR
scooP
CHECK VALVE
WING-ANTI-ICING
HEATER CONTROL CONTAINER
HEATER
HEATER COMBUSTION
GAs EXHAUST
RAAA AIR SCOOP SECTION B. B

SHOWING HOI AIRFLOW IO
I.EADING EDGE OF WING
(TYPICAL FOR STABILIZERS)
HEATER
CONTROL
GROUND BTOWER
CONTAINER CHECK VATVE

HEAIER CO'\ABUSTION
GAS EXHAUST
TAII ANII-ICING HEATER
WTNG AND TAII ANTI.ICTNG STSTEM SCHEMATIC
DC-6/: HT MANU 5h/58

GENERAL 9-3
a
s9
UNIIED
ICE CONTROL SYSTEMS

DESCRIPTION
(Continued)
HEATER AIR SUpPtY In fligbt the airfoil heaters receive air for anti-lcing and combustion
alr from thelr respective airscoops. When on the ground the wing
heaters receive anti-icing alr tbrough the ai.rscoop from No.2 and No.4 propeller blasrs, and com-
bustlon air from ground blowers. The tail heater recelves both anti-icing air and combustion air
fiom a ground blower. The airfoll heaters Yrlll not operare on the ground unless:
1" No.2 and No.4 generators are operating above cur-in speed.
2. No.2 and No.4 rtrrottles are in the forward thrusr range.
3. lte heater grouud blowers .ue operaring.
Left Wing Heater Temperature Heater air discharge temperature Heater Control Panel
Indlcator
Rtght Wing Hearer Temperature Heater air discharge temperature Heater Control Panel
Indicator
Tail Heater Temperature Heater air discharge temperature Heater Control Panel
Indicator
Left Wing Heater Fuel Pressure Heater nozzle fuel pressure and Heater Control Panel
Gauge cycling action
Right Wing Hearer Fuel Pressure Heater nozzle fuel pressure and Heater Control Panel
Gauge cycling action
Tail Heater Fuel Pressure Gauge Heater nozzle fuel pressure and Heater Control Panel
cycling action
CONTRQLS
AIRFOI L
AIRFOIL DE:ICER SWITCH The airfoil dd-icer switch, when placed in the DE- ICER
AIRFOIL DE-ICER position turns on all airfoil
heaters (taii, left and right wtng).
OFF
9-4 DC-6/: FLIGHT MANUAL 4/r5/56

GENERAL
a
e9
ur{ttE@
ICE CONTROL S YS TEMS

DES CRIPTION
(Continued)
HEATER FUEL AND IGNITION SWITCHES
ALL AIRPLANES
u ttqtrrroN sE\EcI. GN\\\ON SELEC\OR

Er.*(xo.L rcN. chEcK) (srtoue toNtr\oN)
L
@
(No. I l6N.
@ @
MAL DUAL
u,lN6 $6
The heater fuel and ignition switch panel makes possible the, following alternatives for operating any heater:
1. DuaI ignition with No. L or No. 2 fuel systems (Normal operarion).
2. Singke ignition with No. 7 fuel and No. i ignition s),Btems operudng or wirh No. Z fue']. and
No. 2 ignition sysrems operating.
Single ignition operation can be used to isolate a malfunctioning fuel or ignirion system.
HEATER FUEL cRosS-FEED SWITCH The heater fuel cross-ieed switch provides a HEATER
means of cros-feeding fuel from the cabin FUEI.
heater fuel Pump to the airfoil anti-icing heaters or from the airfoil anri-icing fuel CROSSFEED
pump to the cabin heater. when placed in the NoRMAL SYSTEM position, the air-
foil anti-icing fuel pump will supply the airfoil heaters and the cabin heater fuel
pump will supply the cabin heater as required. When placed in the CROSS-FEED
position each pump will supply all four heaters as required.
@
NORMAL
SYSTEM
't'
DC.6/7 FLIGHT MANUAL 5h/58

GENERAL 9-5
a
UNIIED
@
ICE CONTROL SYSTEMS
DES CRIPTION
(Continued)
WINDSHIELD HEATING SYSTEM
AIR DISTRIBUTION SYSTEM Heated supply air from the cabin superchargers and augmented in some cases
by the cabin hea.ter, is routed up the center post of the windshield and forced
berween Cre i.nner and outer windshield panes. Part of the heated air is exhausted through the corner posn of
tiie wincishield, and part is,ducted to the curved corner windows. Form the corner windows and posts, the air
is ducted down the cockpit sidewalls and may be exhausted either'into the cockpit or beneath the floor.
CONTROLS
IY I NOSH I ELD HEAT AND WINDSH I EL,D HEAT , vvI NDsI.I I ELD HEAT
RAOOME ANTI. ICING
OEFOGGING
, VINYL WARMING
. too To oo
\ ,tll.]6 tol To - 40o . 400
orr. ANTI.
OFF.
169Y9,- & o ANTI. ANTI "
too -ICING
., RADOME ABOVE
I
I rlClNG
ABOVE lctNG i
too .5oo .
I ,TAK -1 _i.- lAKE O.A"T. REAOING AND

E o" R EAD I I,I G AND TAK. ErO A.T. READING At.ID
SEI.ECT ACCORO I NGLY D EG. ,C_. coR
SELEcT ACcoRDiNGLY .DEG. F..
N3?569 - N3?5Bg and a1l N3?542 - N3?568 and all (N37501 THROUGH N37541)
I
DC.?'S DC-6.{'s
*INDSHIELD HEAr coNrRoL swlrc,

I};;#ili,li'ilI-i:ffi: 1?J;"'};#T::H'J::,I1r,1,[X',T'1f,:
the windshield heat control switch, when placed in the 35'to 0o, 0 to -40 and anti-ice positions, wilL turn
on the cabin heater. The position marked anti-icing and radome provides only windshield anti-icing.
u,:.,#
Some aircraft have the word "Defogging" stenciled above the 10'to 0" position. A11 airplanes N37567
through 96 ar:d all DC-7's have the "Defogging" bypass system in operation even though the panel face
does not necessarily indicate this. Use of the 10" to 0" or "Defogging" position on -lhese airplanes allows
windshield defogging and at the same time provides adequate cooling for cabin air. Use of the 1.0'to 0"
position on airplanes N37542 through 66 allows windshield defogging but may not al1ow adequate cooling
for cabin air.
3/1/60 DC-6/'t FLIGHT MANUAL

9-6 GENERAL
fr
wUTT'ED
a
ICE CONTROL SYSTEMS

D ESCRIP TION (Continued)
DIAGRAM OF WINDSHIELD HEAT CONTROL SWI'TCH TUNCTION

SWITCH POSITION CONTROL VALVE POSITION
AIRPLANES AU Airplatres Excepr To Cockplt mixing valve and
N3?501 thru N3?541 N31501 ttuu N3'7541 foor warmcrs. (See Cockpit
Warm Air from cabin hearing schematic in air
superchargers conditioning section)
WINDSHIELD HEAT WINDSHIETD HEAT
rl, \,
OFF ----+
l;,;r& ^,..SQ r
I
-- -l
I
TO
WINDSHIELD
I I
. N3756? - 596
NOTE: DEG. F. NOTE: DEG.C. F - EUO ALL DC-? J
i To Cockpir mixing valve
I and foot warrners
t
Warm air from cabin
supe rcha rgers Valve cloed
WINDSHIELD HEAT WINDSHIELD HEAT '30' Ns?56? - 596
-N' I
5c'ro 35'.
rl/ 10' ro 0'
\/ .-j> ,> a---
AND ALL DC-?
+
3 I TO
N I
I
I
u*---
.-^.--
b,-
I
I
WNDSHIELD
NOTE: DEG. F. NOTE: DEG. C. -

N3756? -
AND ALr DC-?
59C
_t
To Cockpit mixing valve

WINDSHIELD HEAT
35' to 0 Warm Air frorn I a nd foot warmers
I I
No Slmilar Cabin Hea ter
ron (Low Hea t)
c
Pes i t
-+
TO
-.}.,+ WINDSHIELD
T{) Cockpit trri\int valve

;nd foot warmers
WINDSHIELD HEAT WINDSHIELD HEAT llot Air from t

Cabin Hearer
r l)' 16 -46r 0' to -40r
\l
----> ------>
@ @ T-
I
-1
I
TO
WINDSHIELD
I I
NOI'E! DEG. C. N3?567 - 596
NOTE! DEG. F. L AND ALL DC-? _t
To Cockpit mixrng va lve
and foot warmers
WNDSHIELD TTEAT WINDSHIELD HEAT

Ilor Aii lrom t
Cabin Heatcr
\r/ \
ANTI. ANTI. *+
\
@;." ff;.. r--
I
I
-
-l
I
I
TO
WINDSHIELD
L N3?567
AND ALL DC-?
596
1
DC.'/: FLIGHT MANUAL 5h/58

9-',t
GENERAL
frt
UN'7ED
@
ICE CONTROL SYSTEMS
DE S CRI PTI ON
PROPELLER DEICING SYSTEM
HEATING ELEMENTS The heating elements in the form of conductive rubber boots are insralled on
the propeller leading edges.
CYCLE TIMER A tirning device conrols the flow of current ro the blade heating elemenrs. T'o prevent
blades of"u"?excessivepowerdrairrfromthe.airP1atleelectricalsystemthJtimerenergizes.tlre
oue propeller at a time! Nos. 1, 2, 3, and 4 in sequence. Two timer positions
are provided; one
id-entified as "ShortCycle" and the other as "Long Cycle". Heat is appliecl to"ath propeller
for 20 seconds
oN and 60 seconds oFF with the,"short Cycle" antl 40 seconds ON and 120 seconds Off in the ,.Long Cirgls".
operation of the feather pump of a propeller bejrng heated will stop rhe hearing cycle and cause thtbl;e
deicirrg light(DC-6 & DC-6IJ Group I only) for that propeller to glow steaaity-wtrite the feather pump is operaripg.
INDICATING INSTRUMENTS AND DEVICIS (DC.6 & DC-68 GROUP I)
INDICATOR INI)ICATES LOCATION

Propeller Deicer Ind rcaror Short flash indicates start of deicing First Officer's insffumenr
Lights (4) cycle for the particular propeller. pane1.
Steady liglit indicates any inrenupriotl

oll propeller heating cycle.
PROPILLI1R DEICE| 'Iiris switch, locateti on the heater control panel, tums the blade
CONT'llol, SWI'I'CFI lieaters on anrl provicles the long cycle sequence when placed ip PROP
LoNCI CYCLE
the I,ONG CYCLE positiou, and the short cycle sequenCe when
placecl in tlre StlORf' CYCLI positiorq ,Ihe four rnanual control switc]res (DC_6.4, DC_68 o o
F @ F
Group 1I, and i)tl-7) tlust be in the T.tMliR position whenever the lrrop lJeiccr Control Switctr F B F
is tirt:ned on, 'ftrc sl-rort-cycle is used for ternperatures above -fO'c aird the lor:g cycle for SHoRI sY"aa
temperatures belorv - 1.0'C. OE -ICER
3h/ti\ DC-6/7 FLIGHT MANUAL

9-B GENERAL
ru
w
UII'TED
t
ICE CO NTROL SYSTEMS
DE SC RIP TION
(Conttnued)
MANUAL SELECTOR t;I{ITCHES In the event of AND

(DC-6A. DC-68 GROT1P iI, & DC-?) cvcle rimer failure
both the shor.t crcle
timer and long cycle timer may be by-passed by placing t
the four manual selector switches, located on rhe afr over-
heat panel. in the MANUAL position.. The blade hearers may I
theo be turned on and off manually by means of the Prop 1t ME,R.
De-icer Ammete! Selector Swirch.
PROPELLER DE-ICER The propeller de-

AMMETER SELECTOR icer ammeter
(DC-64, DC-68 GR II) selecror swirch provides a means ot:
1. Checking the proper functioning S\AH STAT IC PROP AND AIMEP-
MANUA- SWITEI{ IP MAN UAL
of the blade heater and cycle POSN,DO NOT LEAVE BUDE
timers. 5EL swrrcH rM "op' PosN.
Fo MORE TI{AN O NE t4rr.r.
?
2. Manual control when used in con- 1
I
junction with the manual selector ENGiNES

switches. /'-\-
oFF-=oe] -4
During the timer operation, placing the propeller PROF DETCER
AMM. SEL. SW.
de-icer ammeter selector switch in any one of
the four positions will give an indicarion of the
crurent drain of that propeller as it cycles. If the
blade heaters are functioning properly, the amtreter
will indicate approximately 160-200 amPs per propeller.
For manual oPeration all or any one of the four propeller selecror switches can be placed in rhe "MANUAI"
-__+ positions; then, when the arimeter selector switch is turned, the ammeter reading will be indicated and
the propeller selected will be de-iced. lt is recommended that a 20 second or 40 second ON period be
used whenever manual operation is necessary.
DC.€,/- FLIGHT MANUAI, 17/1/56

GENERAL 9-9
fr
ry
UIJI"D
ICE CONTROT SYSTEMS

CONTROLS (Continued)
PROPELLER DE.ICER tte propeller de-icer

AMMETER SELECTOR ammeter selector
(DC-? ONLY) switch provides a means
of;
o raa
I
o
1. Checking the proper functioning of the rlt
a)*rr3f ,,
blades heaters and cycle timers.
When Prop De-icer Ammeter Selector Swltch is moved -{t

from the OFF position to the ffust posltion, marked 1 Pt- as. tt!.
( aa4at a}..gt
& 2, the electrical load on No. l propeller will be o is) O
indicated on the left Ammeter, and the electrical
load on No. 2 propeller will be indicated on the right
Ammeter. If the blade heaters and timer are function-
ing properly, both Ammeters will indicate approximately 100 amps for a 20-second (short cycie) or 40 second
(long cycle) period, rhen return to zero. If the Selector Switch is immediately turned to the next position (3
& +), No. 3 propeller will be irdicated on the left Ammeter and Engine No. 4 propeller will be indicated ou
the right Ammeter.
2. Manual control when used in conjunction with the four manual selector switches.
When the four manual selecror switches are placed tn the MANUAL position, the Prop De-icer Ammeter
Selector Switch is used to control blade heating. When the Ammeter Selector Switch is moved from the
OFFpositiontothefirstl&2position,heatwillbeappliedtobladesl&3onEnginel&2,andAmmeter
indications will be provided. Heat will cortilue to be applied to these blades as long as the Ammeter
Selector Switch lemains in ttris position. Placing the Ammeter Selector Switch in the other positions w111
provide blade heating as showrt in the Blade Heating diagram. It is recommended that the short or long
cycle timing be used whenever manual operatiotr is necessary. - This is accomplished by placing the Am-
meter Selecior Switch in each of its positions, consecutively, for a 20-second period (short cycle) or 40-
second period (long cycle) as required.
1.1/7/5e DC-6/7 FLIGHT MANUAL

9- 10 GENERAL
ru
uilrtEo
@9 s
ICE CONTROL SYSTEMS

DESCRIPTION
(Contlmrcd)
57ART OF { IsNG,, L'((LE

.'6HSRT"(!/(LE
6TART OF SHOI'N IN RED
\,
u
s
o
N 7
I
\
z
,
I
z
++ 4
rtat,
.#\,-
,
dl u,
,
F
vl
o a
{ N 3
:. ii:r:
3 3
oF7
6
t t
0
2 rt Lb-_ I
I I
I
k uu z z
4
2
\
ul 3 3 3 3
7-
& I
o
4 ,
o
J
$s ? 3
7
,
z
,
2 rlrx
PESP DEI<EE.
END OF EN(ti Nc I EN& NOZ El.l6. Ncs eN6, No+ AI/I}4ETEt,
L'lLLE,, <ersc1sFsutEH
R6rtroN rq
DC7 P PE LLL. N6 L CHE'K B,IADES
FIe (OMPLETe CY LLE 6}4O\vN BEhIC HEFTTED
ICg1( [n the event of failure of the electrical propeller de-icing system Icex (8. F. Goodich Co. lce
Adhesive Deprossant No.6) may be applied to the propeller blade heater boots as a temPorary
means of propeller anti-icing. The use of Icex is limited to operadon in ligltt icing coodidoos at t€m-
peratues aboye +5'F. and must be applied within the following time lirnlts prior to entertag the foro-
casted icing condidons:
1. 48 hours elapsed tlme - no previous occipitation in fliSht.
2. 8 hours flight time - no more than 3 hours precipitadon in fUght.

\
Icex may be used only when repair of the electrical systems would cause a delay.
4i75/56 DC.6/7 FLIGHT MANUAL 9- 11

GENERAL
a
UTN'D
s9
!C E CONTROT SYSTEMS
DESCRIP TION
(Conttmrd)
PITOT AND SCOOP ANTI.ICING
HEATING ELEMENTS Electrical heating elements on the bell y airscoop and the pitot heads keep these
units free of ice.
PITor & sc@P AMMETER sEtEcroR Proper opetation of the pitot and scoop heaters is determined
by selecting the desired unit on the ammeter selector and
reading the proper number of amps on the adjacenr ammeter.
PITOT & SCOOP ANTI.:CING. DC.6 & DC-68

N3?501 THROUGH N3?504
N3?506 THROUGH N3?524
N3?526 TI-IROUGH N3?568
L. PITOT R. PITOT
3-5 3-5
PITOT AND
SCOOP
ON
BELLY CABIN
SCOOP HEATER OFF
LEAD EDGE COMP. AIRSCOOP
75-27 11- 16
HEATERS
PITOT AND SCOOP HEATER
AMMETER SELECTOR
3/1/60 Dc:6/7 FUGHT MANUAL

9-t2 GENERAL
jffid
sturt'Ei0
ffi$xiJ
q
IcE c9!.rr8ot qYs:f Elylf

\
plTor & scooP ANTI-ICE, rc-d N3ZSOS, N3?525, DC-64, DC-68 GROSP II, DC-?
TO SUPENCHARGER S'(JPEECHAN{;Eft
TO WSIG HEATEN
HEA
AIR FR.OM
,LI& HEATEP.
silE$,i
NAM EI.Effi1"ruEAMY
Alt HSATED I{EATED DRAIN
aR.AlNS"
HEAT&
wxtrfi ${;$sp ,& DE ?'AIt
I,E,{DS{G EEGE
[:
__
--
SI]E DETAI}. SEE DETAII,

I ABOVg
4 l; 6
ABOVE
&
L. PITOT R- PTTOT
.J "A
PITOT' & SCOOP
HEATERS
1, fID 1 i\
BELLY
SCOOP iIEATER
L" EDGE
.i)llB. AIR oll
L5-21 SCOOP
7i^7b
WING OFF
SCOOPS
MAX" GROUND
OPEP,ATION
PIT'OT 3L SCOOP FIEATE}I.
AMIv{ETIiR SELtiCTOR 1 rvrii.ltlT'f:
DC- 6 l'.t FLtrGt{T h/dNUAr- 3/7/60

G}:NEA{I, 9- 13
fr
utt lD
s9 t
ICE CONTROT SYSTE MS

OPERATION
CONDITION CONTROT OR INDICATOR ACTION REMARKS
AIRFOIL ANTI.ICING SYSTEM

GROUND OR 1. No.2&No.4Engines Operating RPM above generator cut-in speed
FLIGHT OPERATION
2. Generator Switches ON
3. Fleater Fuel & Ignirion
Selector Switches No. l FUEL &
(No. 1 lgn. Check)
4, Hearer Ignition Selecror
Switches NORMAL (Dual lgnition)
5. Heater Fuel Cross-feed
Swirch NORMAL SYSTEM
6. Airfoil Deicer Masrer
Switch ON
'l . Heater Fuel pressure CHECK
I 8; Heater Discharge Temp-
elature CHECK
Airfoil Heater I. 150'C above OAT to 210.C
Hearer Ignidon Selector
Check Switches CHECK (Single Ignition) Check fuel pressure and heater
(When required)
discharge temperatures
10. Heater Fuel & Ignition
Selector Switches No.2FUEL&(No.2lgn, Check fuel pressure and heater
check) dischar ge temperarures.
If heaters fail to operate on

either No. 1 or No. 2 system,
check operation again below
10,000 feet. Note log book
only if malfunction occurs during
re-check.
11. Airfoil Heater Fuel pump TRIP, then when cycling
Circuit Breaker has stopped Note fuel pressue drop. Heater
may.cycle once or rwice with
12. pump inoperadve.
Heater Ignition Selector
Switches NORMAL (Dual lgnition)
13. Heater Fuel & Ignition
Selector Switches No. IFUEL&(No.1lgn.
Check)
14. Cabin Heater Master
Switch OFF
Switch CROSS-FEED
16, Airfoil Deicer Master Observe normal heater operation
Switch OFF
Switch NORMAL
18. Airfoil Hearer Fuel pump
Circuit Breaker ON
3h/ao DC-6/7 FTIGHT MANUAL

9-74 GENIRAL
a
uNtfED
@&g
ICE CONTROL SYSTEMS

%
O PERA TIO N
(Gontinued)
C0NDITIOI{ COI\ITROI OR INDIC^C OR ACl"iON REMARKS
WiNDSHIELD FIEATING SYSTEN{

VNNYI" WindshieLd Sleat Selector .
WARMII.ic Switch OFF If cockpit is hot
Windshield Heat Selector
Switch SET according to OAT If cockpit temperature is
normal or cool
WINDSHIELD Windshield Heat Selecror

ANTI-ICING Switch ANTI.ICING If the windshield anti-icing
system fails to remove ice after
being in operatior approxirnately
10 to L5 minuteso close as irnany
i:f [hr: passenger colcl air clutlets
as possible. For most effective
ice removal, there should not be
more than 20 cold air outlets open.
FOG Windshield Heat Selector

PREVENTION Switch SET to 10" to 0o Turn on in anticipation of fogging
conditions. Turn on cabin treater in
advance of windshield heat operation
to assure an adecluate supply of hot
air. During descent, maintain air-
flow equal to or greater than that
required for defogging. Use of
the refrigeration system is tikely
to cause fog in the cockpit unles
windshield heat is used.
FOG Wi ndshi.eld Heat Selector

REMOVAL Switch ANTI-ICING
PROPELLER. DEICING
AUTOMATIC 1. Manual Control Switches TI\4ER
(if insraued)
2. Prop Deicer Switch SET according to OAT SHORT CYCLE if OAT above -10'C
LONG CYCLE if OAT below -10'C
,t o Prop Deicer Indicator Observe Blue indicator lights should flicker On
Lights (DC-6, DC-OB as deicing of the respective propeller
Group I) begins each cycle.
NOTE: flicker of rhe indicaror
,A.
ox in rcire rnidciie of a long
X.ighi:
cycle is not abnorrnal.
Ammeters 0bserve Inclease in load and fluctuation as
(DC-6A, 68 Group II deicing shifts from one propeller
and DC-?) to the nexll
rc,.6/l FLIGHT MANUAT 3/7/60

GENERAL 9- 15
ffi
w
A'N'7EB I
ICE C ONTROL S YS ]'EMS
OPERATlON
(Continued)
MANUAL 1. hop Deicer Switch OFF

Manual Contol Switches MANUAI,
3. Ammeter Selector Switch Rotate manually as It is recornurended rhat a 20-
require.d second period for shorr cycle or
40 seccnds for long cycie be used"
PITO? & SCOOP ANTi-ICING

Pitot & Scoop Hearers Switch Ol.,in as required. NOTE:
All heaters may be operrated
on the groundo
I,iIVIITATIOl{S
AIRFOIT ANTI.ICING
HEATERFUEL PR.ESSURES . . . . . . ,, o. . o .. " GroundOperationBto?psi
"LBO Kts" IAS 16 to 22 psi
200 Kts. IAS 20 to 26 psi
220 Kts. IAS 25 to 31 psi
MAXIMUM II\IDICATED TEMPERAT URE
MAXIMUM OAT FOR HEJ.TER OPERATION

+L0,C
(Exr:ept sfiort tesr periods, )
AIRFOIL HEATER FUEL CONSUMPTION . . - AVERAGE 2 gal. ir-r hour
per heater
*--h4.AXI1\{UM" 4 gal" per hour
"
per heater
WINDSHIELD HEATING
A{AXI\4UMOATFOROPERATION .... oc.. . +10"C
PROPELLER DEICING
MANUAL POSII'ION . MAXIMUM TIME X.ENGTH - - FLIGHT tea.t., l Minute
GR.OUND 10 Seconds
PITOT & SCOOP ANTI.ICING
MAXIMUh4GROUNDOPERATION.... o. o o. o r o o o. r -l Minute
TROI.lB LE S }lOOT I J..J G

CONDITION PII.OCEDI]RE
AIRFOIL ANTI-]CING SYSTEM

No fuel pressrtre indication but tempera- 1. Check .ther 26 v.ir r1C irxftumenrs (enging instr, ) for pro.per
ture indication satisfactory operation.
2" Check irtverre( output ior 26 volrs"
3. clreck circuit breakers and fuses - see AC eiecuicar system
sr:hernatic in Eiectrical Systenl description of this manual
3/7/ao DC.6/'I FLIGHT MANIiAL

9-16 GENERAL
fr
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urllTEo
ICE CONTROL S YS TEMS

CONDITION PROCEDURE
AII airfoil heaters inoperative - no fuel 1. Check fuel pressule indicating systems as above under "No
pressure and temperature indication on Fuel Pressure Indication".
any heater. 2. Check following circuit breakers:
AIRFOIL HEATER . L & R WING
AIRFOIL HEATER. TAIL
AIRFOIL HEATER. MAIN
HEATER FUEL PUMP. AIRFOIL
HEATER FUEL PUMP . MAIN
3. Check airfoil heater fire selector switches OUT.
4. Check fuel quantity No. 3 main for over 100 gallons
(DC-6A, DC-6B Group II & DC-?).
5. Heater fuel sptem to CROSS-FEED.
6. If no fuel pressure indicated, return Cross-feed switch to
NORMAL and airfoil Deicer Master switch to OFF, as a
leak in the fuel line is indicated.
All airfoil hearers inoperative - circuir L" Heater lgnition Selector Switches
- AIRFOII, HEATER. MAIN . SINGLE IGNITION.
breaker will not stay set. 2. Heater Fuel & Ignition Selector Switcttes
. OPPOSITE SYSTEM
Tail Heater inoperative - No frrel pressure 1. Check Airfoil lleater Tail - circuit breaker.
and temperature indication Lefr and right , Switch to opposite heater fuel system.
wing heaters operaring sarisfacrorily. o. If heater stiil inoperarive, trip airfoil hearer tail
circuir breaker.
Left and right wing heaters inoperative - no 1. Check Airfoil Hearer Wing - circuir breaker.
fuel pressure and temperature indication. 2. Switch to opposite Heater Fuel System.
Tail heater operating sarisfactorily. 3. If heaters still inoperative, trip airfoil heater wing
circuit breaker.
One Wing Heater inoperative. 1. Switch to opposite heater fuel system.
2. If heater still inoperative trip Airfoil Heater Wing
Circuit Breaker and thus render both wing heaters
inoperative.
Indicated temperature exceeds limit. 1. Turn Airfoil Master Switch OFF ar once. Allow temper-
ature to droP.
2. Switch respe.ctive Heater Fuel Control Switch to
opposite system.
3. Turn Airfoil Master Swirch ON and observe temper-
ature for overshoot.
4. If temperature overshoots and continued operation
is necessary, cycle with Master Switch.
Heater Fuel Pressure normal - no heat. 1. Turn Airfoil MasterSwitch OFF for B0 seconds, then
oN.
If no heat:
2. Again turn heater OFF for 30 seconds. Switch to
opposite heater fuel system & other ignition system.
If no result:
3. Change airspeed or altitude and repeat above procedure.
')
DC-6/7 FLIGHT MANUAL 5 /7/58

GENERAL 9-11
E
UN'TED
@
ICE CONTROL SYSTEMS
CONDITION PROCEDURE
Heater backfire. (indicated by fuel 1. Turn Airfoil Master Switch OFF.

prcssure fluctuation 2. If icing rate is such that heater required - tum ON again.
and,/or thumping 3. If backfire coutinues switch to other fuel systern.
noise) 4" Increase air speed to above 155 Kts.
5. tf backfire continues rurn heaters OFF. In extreme icilg,
heaters may be used until out of trhe area,
WINDSHIELD HIiATING SYSTEM

i *irfirtu iow in iiltijiiing position. 1. Move windshield selector to OFF and return to ANTI-ICING.
2. Check cabin heater in accordance with Trouble Shooting
Procedures given in Air Conditioning and Fressurization
section of this manual.
I
I
D,CJ6 & D'CT68 GROUP I PROPELLER DEICING
Blue lights fail to illulniriate when Check First Officerds & Engine Instrument Red Lights
"pushed to test". ciicuit breaker.
Blue indicator Check Ammeie!: for lcad:
signalling start rns A. A drop in Lracl clurinq the cycle wtren blue light
cycle, shoul,J flash ir:Cicaies:
(1) .Plopr'.ller <leiciug not operatir.rg on that propellere
(2) Proreller deicirrg operfltjng continuousLy on
thr.t rrropci.lor.
U. lI load rc:rai:-rs cor'rsta[t during cycle when blue
ligirt sh.or.rlrl ii:isi;, lailrrrr: r:f tire Ii3lrt circuit is
i lrclic ateci.
(1) Cirecii buil; I.:v "lhsh to tcst""
(2) Srrrjtch to lou3 cycle if in short cycle or
vice veisa"
NOTE; Couriirut,'Js pro rcl.ler dcici::,.I is not daugcrous

ro propoller stuctura.Ll.y. It will cause poor:
ice rei-nova1. ald subricciuent unevert build-up
, of ice over er prolon(jed period. Ground.personnel'
should be rlotifiecl.
DC-6A, DC-68 GROUP Ii, & DC-7 t'ROPELLER DIiICING
A.mperage reads low (helow 60 amps DC-6) 1. One blade heater may be inopctatirze" If vibratiog deveiops
(below 90 arnps DC*6A/tr) due to unever-r rieicing. swirch tci manual coutrol.
No arnperage on either ammeter L. Check Prop Deicer Control Timer circuit breaker.
2. Use manual coutrol.
8lL/60 DC-6/7 FLIGHT MAI{UAL

9-18 GENERAL
E
UNT'UD
o
ICE CONTROL SYSTEMS
CONDITION PROCEDT'RE
PITOT AND SCOOP ANTI.ICING

No amperage (
1. Check following circuit breakers as applicable:
(a) WING AIR9COOP HEATER

(b) CABIN AIRSCOOP HEATER
(c) WING DRAIN
I
(d) R.H. PITOT HEATER
(e) L.H. PITOT HEATER
2. Check meter fuses in main junction box.
DC-6i7 FLIGHT MANUAL 3/1/60

9- 19
GENERAL
.ffi
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f,F
IGNTTION ANALYZER
pEscsFTIoN
GENERAT
fte Bendix electronic lgnitlon anelyzer is a single self-contained uni.t which operate3 la conjuuctlbn wltb a sytchroulzing
devlce mechanlcally drivcn by &e aircraft engine" Electrieaily ahe ignition aoalyzer is a modlfled fcm of &o ce&ode-
ray occlllorcopci
A cmnectioa to the analyzer from the magneto primary is tle ouly electrical link wirh rh€ ignitioE systenr. A resistor is
wlt] each ignition primary ctrcult so an accideqtal shoit clrcuit ln the analyzer s5Istem c8troot rffect
coorr€ctad ln scrles
englne operation ln any way.
lte ignltiot anzlyzet wlll locate and identify any existing abnorrnal ignition condltlou whlch may lead to. or be c'auslng"
engir€ maUunctlon. the aualyzer performs thec€ funcdons by projecting onto a screen the wave forms of the voltage clianges
tn tho prlmary clrcults of a rtragneto. Ttre complete plcture of the ignitlon operatlou, es shown on the icreen, is a series of
ctrves or osclllad.ons, ono group for each cylinder. lte flrst oscilladon picture or wave fcnr appearrqg o[r th€ left slde of
tbe screeu conesponds to &e partlcular cyllnder choseu to time the borizontal motion of the elecuoo bearlo called the "sweep*
acros tla face of tho screen. lte lgnition wave forms for remalning cyliuden then appear on the face of the screen ia the
flring sequence of the eogine. As the engine rotates two revoluriorBlorie conoplete engfue cycle) tbe 'swcep' will establish
nlne wave foraos on the scr€en. The nino wave forms pres€nt€d on the screen represent eithei the frout or rear bank of cylinders
dependlng oa whlch has been selected. Controls on the frout panel of the analyzer permlt any.one of the nine firing parrerus to
be solected and blown up to the full slze of the screen.
lte analysts of lSnition performance ls accompllshed by comparlng tbe wave form produced on the screen of the analyzer wlth
a wev€ folm prodtced by an ignition s)rstem known to be operatlng perfectly. If the wave forru does not correspond to that
prodrrced by a perfect ignitlon s)rstem, ttren the pattern is analyzed as to thb probable eausa of malfunction. Iguidon malfunc-
tlon. cuch as a fouled plug or shorted secondary. will ioyariably produce a characteristlc wave fqm or 'pattem' shich is
pecullar to tbat malfunction aloue.
Li
NORMAT FIRI}IG PAT?E8hI

R,.3350 ENGINE
4/L5/ffi DC.6I'7 FLIGT{T MANUAL 10-1

GENERAL
fr
sP UANI'D
IGNITION ANALIZER
ION (Continued)
COMPONENTS
lcNtTroN AN ALYZER
IGNITION ANALYZER
The ignftion analyzer is a unit self-contained within

a single housing. The face of the unit forms a
panel which contains the screen and necessary
controls for adjustment and focusing of the
"pattern'. The unit is mounted on the
the bottom of the
(o 9- + (Ar
\7,( '
lr il-
ocJ -
SWITCH PANET
s OFF
lflI rERr,t rl. I Z B 9

The switch panel is mounted to the left of the MAC T I l5
Ignition Aralyzu and provides a means of MqG?- r2 ?- A
turning the analyzer OFF and ON as well as
a means of selecting different ignition
clrcuits for test. The panel is edge NOTEI MAG 1 (as shown on this
lighted and is illuminated whenever placard) may be thought n
of as the Reat Bank of
the analyzer is turned on. and MAG 2 a!
RIGHT OI5T.
('-()il i: J.i)
BOTH
DC.6/1 FLIGHT MANUAL 4/15/56

70-2
GENERAL
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s9
IGNITION ANALYZER
DESCRIP TION ( Continued)
SYNCHRONIZING BREAKER ASSEMBLY
The synchronizing breaker assembly is an engine driven mechanism which is timed to a chosen cylinder. The breaker
is used to create a signal which in turn is used to start the horizontal sweep of the elecron beam across the screen.
This in effect slmchronizes the actior of the "sweep" with the engiue firing cycle.
POWER SUPPLY
The power supply for the Ignition Analyzer is 115 volt 400 cycle AC. It is controlled througlr ttle Captain's
Inverter Switch. ?tte analyzer power supply is protected by fuse No.25 on the AC'fuse pahe-l.. , '
POWER SWITCH
This switch provides a means of turning

the analyzer OFF and ON"
ENGINE.MAGNETO SEI.ECTOR SWITCH

OFF
The engine-magneto selector switch provides a means of

selectlng ignition circuits for the front or rear bank of
cyllnders on any engine. For example, the illustration
shows that Mag. 1 on No.2 engine has been selected.
mrlE$l$ I ?_ 3 A5 61 B 9
Reference to the chart above the swltch indicates that
the rear row of cylinders (odd number) on No.2 engine MAG T I 5 I 13 n3 1 I I5
will be under analysis. The chart further indicates
that the nine firing patterns which appear on the MAG?. re l5 ?- 6 l0 14 I 4 I
screen will be identified from left to right as
cylinder numbers 1- 5-9- 13- 1?-3-?- 11- 15.
NOTE: The magneto actually consists of 4 coils

identified LZ, R' and R, which
function as^t-L-.,
follows:-
L, - Rear Plugs - Rear bank cylinders
L2 - Rear plugs - Front bank cylinders
\ - Front plugs - Rear bank cylinders

r'i'
R2 - Front plugs -irontbank cylinders Ag
ENqilE
themagnetoiscommonlythoughtof astwopafis:, left'magandrigbtmag. CoilsL, andL,
consdtute ttre LEFT mag and R, and R, constitute the RIGHT mag. The ignition anatyzer
swltching circuit however groufrs L, af'd Rt and identifies this as MAG 1 while L2 and R, is
identified as MAG 2.
4/t5/56 DC'6/1 FLIGHT MANUAL 10-3

GENERAL
fr
utrtto
IGNTTION ANALYZER
CONTROTS (Cont'd.)
DISTREUTOR SELECTOR SWITCH
This 3 position switch provides a means of selecting ignition circuits

for the front, rear or both plugs in any cylinder or group of cylinders TEFT R,IGHT DISI
under analysis. (tRor{T PLrEi)
[R"EnR
BOTH
VERTICAT POSITION CONTROL
Ttris control shifts the Wave Form picture up or

down on the screen.
L q
HORTZONTAL POSITION CONTROL
This conuol shifts the Wave Form picture on

the screen to the left or right. ,o
o
HORIZONTAL GAIN CONTROL
I
ltis control enlarges the Wave Form picture
in a horizontal directlon. It is
used to spread
out the Wave Form for a more detailed study.
VERTICAT GAIN CONTROL
This contol enlarges the Wave Form picture in

a vertical direction. It is used to spread out the
Wave Form for a more detailed study.
FOCUS t
Ttris screw-driver adjustment is used to adjust the
pattern to a sharp, distinct outline. The Focus and
Intensity controls should be coordinated to obtain
the clearest wave form image.
A
O Cr)
4
INTENSITY
Tttis screw-driver adjustment is used to adjust

the intensity of the pattern to the degree of
brightness desired. rA
BIAS
lr* a\
o
This screw-driver adjustment is used to eliminate the
effects of undesired signals on the horizontal sweep.
Gr n?
l-
10-4 DC-6/',! FLIGHT MANUAL | 4/15/56

GENERAL
E
utffJo
e9
IGNITION AN ALYZER
OPERATION
Pre-Stan Power Switch ON Allow approdmately one minure for the

(Engines not analyzer to warm up. A bright dot should
running) now appear on the analyzer screen. Allow
this dot to stabilize in one place on the
screen before proceeding
Vertical Position Control Adjust until The bright dot should not be held on any
and dot is located one position of the screen for any consider-
Horizontal Position Control in center of' able duration of time. When it is desired
scleen. to leave power on the atulyzer for more
than a minute or two wittrout testing, the
dot should be shifted to the extreme
periphery of the screen. This will avoid
over rapid deterioration of the fluorescent
qualities of the screen coating"
Engine (s) Vertical Position Control Adjust until Itmay be necessary to simultaneously
Running and the nine adjust the Vertical Gain and/or Horizontal
Horizontal Position Contol firing patterns Gain Controls in order to get all nine
\- are centered on patterns on the screen.
the screen.
Vertical Gain Control Adjust for

and dstritsd
Horizontal Gain Control study:of any
particular
flring pattern.
Focus and Intensity Controls' Adjust as It wiil probablybe nec lry to turn the
required. lntensity Control down at night and up in
the day time. The l.ntensity and Focus
Controls should be coordinated to obtain the
clearest wave form image.
\
1 (coclrued on asxt pegg) I
4/L5/56 DC-6/'7 FLIGHT MANUAL 10-5

GENERAL
MJ
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Z9
IGNITION ANALYZEN,
--+ OPER.ATION (Condnued) rL.

CONDTTION CONTROL oT INDICATOR ACTION REMARKS
Spark 1. Englne-Mag Selectq

Advance (Analyzer) Swltch.... ENGINEl.MAGl
Cbeck 2. Dlstdbutor Seloctor
(Analyzer) Swltch. ... LEFT DIST.
3. Posltion & 6aln Controls.. Adust to provide a
large plcture of ooe
or two firing pattems.
4. Spark Advance Swltch.. .. Move from CRUISE to Ignltion firing plcture should,Jump to the
T.O. & CL. positiou. right approx. L/ inch. ThIs is rerurn
frcm 5'of spark advance. U plcture does
not shlft, spark advance system ls not opera-
tlng. See note below how to determlne if
system is in CRUISE or TAKEOFF & CI^trAdB
position.
5. Spark Advance Swlrch.. .. RCUrM tO CRIIISE
positim.
6. Dlstrtbutor Sel. Swttch.. ". RIGHT DIST.
?. Sperk Advance Switch .., TAKEOFF & CIJMB Ig5rition firtng pictue should jump to right
8. Spark Advance Switch.... Renrm to CRUISE as above.
poslticr.
9. Eng-Mag Seloctor Swltch.. ENGINEl-MAG2
10. Repeat above steps.
11. Ropeat 1 thru 10 above
for englnes 2, 3 &4.
NOTE:
1. If picture does not shift when Spark

Advance Switch ls operated, a fallue
of the spark advance system ls iudicated,
2, Place spark advance switch in TAKEOFF

& ctII\rB position.
3. If the resulting picture contains a vlsible

step, ttre sysr€m has failed in the TAI(E-
Off & CLIj:,i:r posidon.
4. If ttre resulting plcture does not contain
a visible step, there is a. remote possibi-
lity that t}re system has failed in the
CRIIISE position and the log book should
be so noted.
LIMTTA TIONS
Input voltage mwt be 115 + 5 volts AC fc proper atalyzar oporation.
10-6 DC.6/l FLIGHT MANUAL 4/t6/56

GENM.AL
E
utrt o
s9
IGNITION ANATYZER
TROUBTE SHOOTING
CONDITION PROC EDURE
Ignition Power Switch ON - Switch 1. Check Captain's Inverter Switch

Panel not illuminated, no image 2. Check 115 volt AC output
on screen. 3. Check fuse No. 25 AC Fuse Panel
Power on, Panel illuminated. no image 1. Turn intensiry full clockwise.

on screen in any positlon of panel 2. Turn horizontal gain to 12 o'cLock
switches. position.
3. Place Vertical Positioner and Horizontal
Fositioner controls at 12 o'clock position.
If spot or image does not appear, rotate
both controls slightly right 4nd left of
12 o'clock position in attempt to direct
beam to end of tube.
Beam has normal horlzontal sweep, but 1. Check to see tlat anablzer input cables
no image appears in any position of in rear of panel and at overhead plugs
panel switches. are properly installed.
2. Rotate Vertical Gain control full
clockwise.
No horizontal sweep, but beam can be 1. Rotate 'Horizontal Gain" full clockwise.
moved horizontally with'Horlsontal
Position" control. (If beam cannot
be moved with 'Horiz. Pos. ", mal-
functlon of. analyzu circuitry is
indicated. )
Erratic Sweep
a. More than I patterns appear,
pdsitions erratic Rotate 'tsias" control full clockwise.
b. Less than 9 pattems appeat.
positlons erratic and some
patterns appear to plle on top Rotate "Bias' controL full counter-
of others. clockwise.
4/r5/56 DC.6/l FLIGHT MANUAL 10-?

GENERAL
d
funn C
@
TO: DC 6/X FLNGI]T MANUAL
E. C. ST$'CK GENERAL - B'ULLETIN #28
*E$rFO
3/ 74/ 58
FROM: MAINTENANCE REGULATIONS SECTION - SFORG
Please insert this Bulletin behind the INSTRUMENT divider of the Geueral Section and record on "Record of Bulletins"
sheet.
G. F{. Estill
O TO 4OOO FPM RATE-OF-CLIMB INDICATOR
The rate-of-climb iudicators on DC-? airplar-res N6301C through N6348C are being reworked to show a 0 to 4000 fPm
range. Airplanes 49C through 57C will be delivered with 0 to 4000 fprrr range indicators. The range is being exp:rnd-
ed since the 2000 fprr maximum on the original instruments has been found inadequate. There is no change in the
operation of the instrument.
In case one rate-of-c1imb indicator has to be char-rged and there are no 0 to 4000 fpm range indicators available, both
the Captain's and the First Officer's indicators wili be char.rged so that the instruments will be comparable.
GENERAL BIJLLETIN #28

PAGE 1 ONLY
fr,
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UdJIAD
INS T R.U MENT$
i.l ,it.: ; i;: il'\ t:r:
GENSR.A L
Four types of instuments are used: remote electrical, self-energized, air driven, and dlrect roading. The remote
electiial"instrumerlts receive th6lr power frorn the airplane's DC and AC elecuical system. Self-energized irs- :
tium€it! oD6t?ii: fiom el.ectric por*er they'generate themselves. Air driven in$ruments are normally operated by
elt,rer oi ire vacuu;n purnps on Engines Nb.-2 and No.3. Direct readlng instruments require no elcctric Power'
and aro oporated mechanically by changes in pressure.
COMPONENTS ,:
INSTRUMENT TYPES
REMOTE ELECTRICAL (DC-6, rrc-68 GROUP D
i:
28 VOLT De 115 VOLT AC 2q VOTTAC
Carburetq Alr Temperature Fuel Flowmetcrs., ..
Enghe Oil Tempereture BMEP Indicatcs

Cabin Supercharger Oil Temp. Fuel Presstue (Engine)
Outside Air Tempereture Flrst Offlceris Gyro Horlzon Oll Presure (Englne)
Pltot Heat Ammeter (For Rerhote Heading Oil Prosure (Cabin Supercherger)
Hydraulic Quantity Irutrument Power Wing Flip Positlon
Fuel Quantlty soulces - Fuel P.tesure (Cabtn Heater)
All warning lights, homs & bells See Redio Section) Fuel Pressure (Afufoil ttreaters)
Mxing Valve Porition lndicator
Otl Quantity
b Captaln's Compasi Indtcator
- Ceptain's Turn & Banlr
' First Officer'r Turn & Banh
REMOTE ELECTRICAL (DC-6A, DC-68 GROUP tr, DC-?)
28 VOrr DC
.1i 115 VOLT AC u6'vorT Ac
Carburetor Alr Temperature ', Captaln's Compass lndlcator Fuel Flowmeters
Captelo's Gyro Horlzon AMEP Indlcatqs
Cabla Supercharger Oll Tempera- - Captaln's Turn & Bank Fuel Pressure (Engine)
tlue Flrst Offlcer's Gyro l{orlzon Oil Pressure (gnglne)
Ouulde AIr Temperature 'First Officer'g Turn & Bank Oltr Pressure (Cabin Supercharger)
Fuel Quautlty Wlng Flap Posltlon
" Propeller De-ice Animercr , Fuel Pressure (Cabin Heater)
' Alcohol Quantlty (For Remote Headlng Insuu- Fuel Pressure (Atufoil Heaters)
t oil Quantity (DC-?) ment Power lqurces see Air Couditfunlng Mixlng Valve
Hydraulic Qirenttty Redlo Sectlon.') Posltion Indicator (Stew Panel)
All *arninq lights, horns and bells. Oi1 Quantity (except DC-'?)
$C-61? FLISFIT' hIIANUAL 3/ffi/67

GEITTERAtr L2-1
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INS T RU MEN TS
INS TRUMENT TYPES (Continued)
DIRECT READING PRESSURE INSTRUMENTS

ELECTRIC
SELF-ENERGIZED ABSOLUTE PNESST]RE DIFFERENTIAI PRESSTJRE
Cabln Heatet Tempenture Hydrrulle Sptem Afuspeed Indlcator

Atrfoll Heeter Temperafiue Hydraullc Brake Rate of CUmb (Fllght)
Englne Cylloder Head Temperature Air Brake Rate of Cltmb (Cabin)
Tacbometers Oxygen Pressure Cabin Supercharger Airflow
Orygen Flowmeters Dual Altimeter (Cabtn)
Manlfold Pressure Cabln hessrue Regulator
Altlmeters Cabin Pressure Change Llmlt
Cabin Supercharger Ducr pressure
AIR DUVEN
(DC-6, DC-6B GROUP I)
Captain's Dlrectional Gym
Crptain's Gyto Horizon
PIT T sTATrc SISTEM PITCI

TU EES
ilORUL NOiMAL
3laTlc sTATr C
VENT3. V ENTS-
L.HAND R,HAND
STATIC OAAIN
MANIFOLOS
TO CABIN
'ANTtcrPlToR
BULB
..ru3H To DRAIN/
PRE55.
R EG.
ALII.
MEYER
MANIFOLO
(crererrS rtsrnuvrxrs) (r1J orrrce! rrsrnuuerrs)
t,
I
I
^--ii,ol 27, l?lgrTrcintrcRu^L f,.is 3iff,t[i,!3""^.
rO AITERI{ATE I
VENl STATIOi 'IA?IC L
''5 Irtr ill?r
PREssuiE
m flJg[^lt slâE
PITOT-STATICSYSTEMS
12-2 DC-6/7 FTIGHT MANUAL 4/15/56
GENERAL
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sg
UN'T'O
INSTRUMENTS
DESC TION (Contlnued)
*OMPONEN TS ( Contlnued)
vAcuuM sYsrEM (DC-6. DC.6B GROUP I)

rlr drlvon dboctlonel gpo rnd gym horlzon arc rupplled wltb vecuum from purnpr on onglnoa
Xlr€ Crpa.ln'r
No.Z rsd No.8. Wuolng [lgbu on tho Crptrln'r fllght ln$rument panel lllumlnate whanevor the vacuum
rupplled by tho speclflc fump aopr bclow ipproxtmately 2.6 tnchei of mercury. If the airplane ls prosulzod
approximately % 0 pt or more the dlfferen{al presure wiil be sufficlent to operate ttre air drlven irutruments
even though both vacuum pumps have fatled ar lndlca.ted by iltuminated warning llghts, When unpressurlzed,
one vacuum pump will provide adequate vacuurn to op€rate the air driven instruments,
VACUT'M PT.,MP PUMP

ENG. ENG. NO.3
VACUT'M WABNING
)
VACUUM NEUEF
-l-_ YENT cAPrdn6
GYRO
AIR cUPFLY
\ HOf,IZON
\ I
:{ssssrss VACT'UM I NEGT'LA.
I
I TOR
- l-::Fl CHECK VALYE \ I
l I
AIR FILTERS
EITCTUCAL CONNECTION.
I I
VENT
1 t
NOT&
OPTIMIJM VlrCtJUI\{ ls a.4IN. Hg.
o
WARNING
VACUUM PI'MP
o
CAPT{N'3
FAILURE
L thEssuxt:zED AnEA
DNECTIONAL
G)m,o
DC.6 & DC-68 GROUP I VACWM SYSTEM
4/15/56 DC-6/l FLIGHT IVIANUAI r.2-3

GENERAL
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INSTRUMENTS
DE SC RIP T I ON (Continued)
C O MP ONEN TS (Continued)
TLSY AC FUGHT INSTRUMENT POWER FAILURE WARNING UGI'ITS AND HORN
Dual red waruing llghu, mourted ou the Captaln's tnd Flrut Offlcer'r fltght lnstrument panels. llluminate
rrhen
there lr a fallure of power rupply (See
-B dlagtem In Eleculcel secdon'
of thtr menual. A warnlng hcl
i . tfuottler are rdvanced for talteoff
tf tho AC ftlgbt lnstnment! hrvc mearu of the Takeoff Warnlng cut'
out buttm.
AIRSPEED INDICATORS (DC-?)
Mrch rirspoed lndlcrtorr rrc lnrtrllcd. Tttoy provtdc

I contlnuour tndlcrtlon of both tra rcn[[ lndlcr.tod
rlnpood and trc mrxlmum rhrpcod rt whlch thc rlr'
plrnc rhould bc flown.
Thc frco of thc dlrl eontrlnsr
l. Convontlonrl rttrpocd dlrl crllbntcd h knou.
2. Conventlonal whlte polntor which showr lndtcated

alrpeed.
3. Mach number setting dlrl vlslble through a window

in the frce of the lndlcator. Thic dial is set in the
shop at a vrluc of .585. It cannot be adjusted by
the crew.
4. Red pointer, whtch lndtcates the corrcct maximum

never exceed spood V.= for the altltude at which
the airplane is flying."-The V.,r spood is limited at
low altitudes by rtructural sueri[{h rnd at high altitudes by
Mach numberlihock w.ver, buffettng, etc.) The red(never exceed) pointer is preset Qn &e ground to the
s6uctural limit of 309 ltnots. Ar the alrplane cllmbs, the red pointer will stay at 309 knots until an altitude
(approxlmatcly ll. 000 feet) tr rerched ihere .585 Mach number becomes the limiting factor. As altitude
iniieaca abovc 11.000 foet. the red pointor will show a decreasing Vyg speed at the rate of approximately
5 per 1000 fcet ;- thet li. lt will show the V*, speed conesponiing to the . 585 Mach number (the speed
-knoto
of sound deereases wlth lncroaro ln altltudc).
5. Yellorr arc. yhlch indicater the caution rrnge bctween the nevor exceed speed Vpg and rhe maximum cruislng
speod Vg.
6. Gieen rrc, whlch lndtcetor thc normal oporating nngc fiom rtalllng speed with flaps reuacted and maximurn
takeoff grors welght to tho maximum crulring speed V6.
7 . White arc, which lndlcater tlre full flapr (50') speed rangc. lt ext6n& from the xalling speed with full flaps and
maximum landlng wclght to tlrc mrxtmum permisdble full flap speed of 153 knots.
8. Yellow radlal, perpendlculrt to the whirc arc, whlch indicates the UAL recornmemded finat approach (tlS) spced.
9. Blue arc. whtch indicrtes thc rlrpeed rengo for turbulent air.
2/73/ 6L DC.6/7 FUGHT MANUAT

L2-4 GENERAL
W
ffi
TNSTRI}MEN?S
DBSER}PTION (Contlnued)
e OMPCINEN IS {G*neinued}
GYRO HORIZON I}Ii]ICATOR (DC-64" I}C-6I] GROITP ltr, DC-?}
Quick erectisn of tbs gyro is accompli*hed ln this urdlratur i;y nre*ns of * mechanical c*glng device, which is actuated
by r pull knob sn the front of the insrrurnenl, '!lo cag* Elr,e gyroo the caglng knob shoutd he pulled out unril a mechanical
stop prevents further extension, and held in rtrat positl"un until the horizon bar andbank index ce&$e to oscillate, at which
time they should indlcrte zero pitch end uero roll t,i: s'lthi.n" +pprsxirrisEely 3 degrees. I'he caging time will depend upon
the positlon of the gyro: ttre longest tinre reili be appraxirnately 10 seconds" Ttre indicscor rnu$t-be caged immed.iately
upon switching on the power supply. ?hereafrer. cile in{"iir:*r$r rhould not be caged unless a vlsual horiion reference is
rvailable. slnce the crglng device 98Eie$ the gi/re $) the *irpixme', true *trirude andl{-9T ro rhe rrue vertlcal.
A warning flag appears in the face of the instrumerii wh*nev*r any of thi* fcliowmg conditions uccur:
The power supply,is shut off,

There is an improper phase rotation, ar
There is an open or short circui.t in the instrument
CAPTAIN'S COMPASS INDICATOR TDC-6.4, TC-68 GR,OUP trI, -DC.1}

The Captain's Compass trndicaror is the Gyrosyfi C-? type.
To align the instrumenr;
1. Press knob iu alrd hold.
2. Rotate knob in direction indicared by (X) cr {.} arrcw ofi r}in k*ob,
depending on which symbol (eross or dot) appears in rh*:rrr;:il vrindow
at upper right"
3. Reiease knob.
C.{UTION: DO NOT DEPRES$ AIIGNING KNOB FCR e{oRE THAN 2 bfihtu?Es"
AUTO-PILOT COMPASS SYSTEM (DC-64, DC-68 GROUP II, DC-?) - (See Block Diagram in Radlo Section)
This system incorporates a Power sensing relay which switches the systern ro a fast slaving rate whetrever the AC power is
turned on or interrupted momentarily, as in switching inverters" The fast slaving funcrion remains in operation for apptoxi-
mately 3 minutes. Its purpose is to provide for initial synchronization of the sysremduring this period.
I It is possible lf fasr slaving ls put into operation by the relay

to introduce large errors into the. autopilot compass $J/sieiri
when the airplane is ln a banked attitude" This is l:ecause the rnagneric sensing elerneut in the autopilot ftux valve
gives a false reading of the rnagnetic fietd during the turn. Tlie faLse direction is th.en rransinirrect bv rhe autopllot
heading gyro to the Captain's VORiRMI card, and thu* aI$o to the Caprain's and F irst Otficer,s VOR,TRMI single bar
pointers; First Officer's Omni-Mag relative heading point*r" an<i E'irst Officer's ADF,&.MI card. When the heading
gyro is slow slaving, the duration of the turn i$ not sufTicient to al"low the gyro to precess ro any significant degree
and no appreciable error is introduced to the sy$tem. Ttre fast si.aving rate; however, will pre.cess the gyro through a
1 large angle during the turn, whi*:h results in a lnrge residual error in the sysrem afrer returning to level flight attitude.
t--
Further, if the {'ast slaving function remains in operation iong enough after complering the rurn, rhe error will be precessed t
out rapidly (wirhin one minllte), br-rt if the relay rerurns rhe gwo ro slow slav the large resiclual error ntay require as long
as ten minutes to be precessed out.
To avoid intreducing the above errors, a First Officer"s inverter switch-over or other power interruption should not be made
during turns. If such is necessary, the error can Lre most quickly correcred by again interrupting power, after returning the
airplane to level flight, to reactivate the fast*slave function, then leaving the aircraft in a level flight atdtude long enough
(3 rninutes) to allow the timer to return the system to the slow slaving function.
L
DC.6Ii FLIGI{T fuIAI'{U,Ai. 3/LO/6L
6EittURAL 12-5
fr
utJtto
s9
INSTRUMENTS
CLOCK (DC.6A. DC.6B GROUP II, DC-?)
The clock is a manually wound eight-day clock operated

in the following manner:
Button "A" controls start, stop. and fly-back on

"sweepsecond' and "Total Minutes" hand. Opera-
tion is sequenced -- just like a stopwatch. The
"Total Minutes" hand operates only in conjunction
with the "Sweep Second' hand.
Button "8" is a combination knob and push button. The knob portion
is turned counter-clockwise for winding, and pulled out and rotated it
for setting.-ThC pufi5[tton portion operates the "Elapsed Time" in- *s
dicator in the following manner: l:::ll
l;:; I
To start - push button in - upper flag shows red.

To stop - push button in, second time - upper flag shows red
and white.
To reset - push button in, third time - upper flag shows white
Knob "C" may be used to interrupt the "Elapsed Time' indicator. lt permits starting ano stopping the elapsed
time hands without returning them to zero. The lower flag operates in conjunct!.on with ttris knob. Note that
this flag is contained within the face of the 'Total Minutes" indicator. yet has nothing to do with it. Once the
-Elapsed Time" indicator is running (having been started with button "8") ir may be stopped by turning
Knob
"C" clockwise - white flag appears, and restarted by turning Knob "C" counter clockwise - red flag appears.
FLAG
POS ITI ON S INDICATES
T]PPER ELAPSED TIT4E HANDS ARE AT ZERO READY TO RECORD

ELAPSED TIilIE. PUSHING BUTTON "8" WILL PUT HANDS
TOWER
o IN MOTION Ar.lD SHOW FOLLOWING CONDITION:
o ELAPSED TIIvIE HANDS IN MOTION.

o
o ELAPSED TIME HANDS HAVE BEEN STOPPED BY KNOB "C".
o USE KNOB ''C'' TO START HANDS IF ADDITIONAL ETAPSED

TIME IS TO BE RECORDED.
o o ELAPSED TIME HANDS HAVE BEEN STOPPED BY
o PUSTAUTTON "8".
ADDITIONAL ELAPSED TIME
CANNOT BE,RECORDED BEYOND THIS POINT.
NOTE: If elapsed time is being recorded and the clock hands are reset, the indicated
elapsed time will then be in error since rhe elapsed time hands will move with
the clock hands.
5/1/ 57 DC.6/7 FLIGHT MANUAL

t2-6 GENERAL
-.,.--ru
wUtltEOt
&..'c"sTOffi DC.6/7 FLiGHT MANUAL

rii*ro
GENER.AL - BULLETtr..I #43
3/24/5e
Please insert this bulletin following page L2-6 and record on the Bulletins" sheet.
H. Estill
ctocKs
A number of new clocks have been placed in service. These new clocks have some features which are imprcvements
over the controls and indications of the older clocks.
The new clocks are basically the same design as the old. The button on the lower right starts, stops and resets the
sweep second hand and minutes totalizer in the same way as in the old clock. The minutes subdial has been uueversed,
however, so that it reads forward (clcokwise) to eliminate the confusion in reading it. The controls for the elapsed
houn subdial have been unified into one rotating lever wtrich has three positions; CO, SfOp and RESET, in place
of the old clutch knob. The lever moves either way directly between sTOp and GO, but only clockwise from STOp
through RESET to GO. This knob eliminates the elapsed hours button and flags of the old style.
NOTE: Any time they are recording, the elapsed hours subdial hands move wirh ttre main face. hands as wtren the
main hands are reset, on both style clocks.
Several of the new clocks hdve been returned to the Instrument Shop on complaint of being faulty. It appears that
th-9 onfy-dt1ng wro_nB was that the winding and setting knob was not pushed in after the lasisetting. this'has the
effect" of- stalling th9 clock mechanism, but was not generally noticed on the old clock because tfie kno-[ got pushed
in with the elapsed hours button. Be sure that the knob is pushed back to the winding position each time Itre ctoct<
is reset.
ot-D
N€V
i
f j
t]
&-t sToP t:
JWE€P $Fravr.2 GO
SUr/fEP s€{d{,r/)
Bvrfan EvffrN
-9, \
)
€IAPSEu- dO\JR(
<LuYeu (rxo9b) T)
ELA PSE> HOUAS
gLUTC|{ AFID RESET
60!4Brl.rArlON wt\lDrN6 ANr) sErrh{6 KNoEi
Af.lb ELAPSET: HooRl B.rTTdhJ (Uutro"l"ts')
WrNDr\6 ltrND SEftlNG KNoE ON\y
GENERAL . BULLETIN #43

PAGE 1 ONLY
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DC-6/l FLIGHT MANUAL 3 /t0 /61

GENERAL 12-1
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INST?,UMENTS
DESCRIPTION
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3 /L0 /6L Dc-6/'I FTIGHT MANUAL

12-8 GENERAL
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INSTRUMENTS
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DC.6I'I FLIGHT MANUAL 1 /10 /6L

GENERAL t2-9
g
untiuD
EF'
INSTRUMENTS
OPERATION
ACTION REMARNS
coI{DmoN CONTROT OT INDICATOR
Normal "Iemote Electrical Normal operatlon of this grouP of See table under lnstruments
Operation Instrurnents" instruments is obtained by supply- - Descrlptlon' ln this secdon
ing them xlth the aPProPrlate to detelmine lf an lnsuument
power thxough co[ventlonal use requlres 28 volts DC. 115
of the Battery, Genera.tor and volts AC. or 26 volts AC.
Inverter swirches.
"Electric Self Enorgized

lnstruments" No operating insuuctions reltuired.
"Direct Reading Prossute The insuuments in this grduP that

ltrstruments" are connected to the pitot-static
system should normallY be oPera-
ted with the Captain's and First
Officer's Static Selector in the
NORMAT Position.
"Air Driven.Instrum€nts" There are no controls for these See VACIILIM SYSTEM in
instrumenrs. this section.
Caging Caging and aligning insructions

and are given under the descriptioo of
Aligning the instrument concerned.
LIMITA TIONS
INSTRUMENT UMIT MARKINGS
Green Arc Normal Operadng Range

Red Radial Line Maximum or Minimum Limits
Red Arc Prohibited Operating Range
Yellow Arc Cautionary Fange
AIRSPEED INDICATOR MARKINGS
Red Radial Line Never - exceed speed V* (s. L. - ro, ol\o neeq
Yellow Arc Caution range - between V*, and Maximum

Cruise speed Va
Green Arc Normal Operating Range - between V- and stalling speed

at maximum takeoff weight, gear andl-flaps retracted.
White Arc Flap Operating Range - between maximum speed with

50' flap and stalling speed at maximum landing weight
with 50' flap and gear extended.
Yellow Radial Line Recommended approach speed.
Blue Arc Turbulent airspeed range.
12-ln DC-6/'t FLIGHT MANUAL 4/75/56

GENERAL
&
UIT';D
rBv
INSTRUMENTS
.)
TROUBLE SHOOTING
COIIDITION PROCEDT'RE
Englnc tutrumcnr l[octrlcel Frlluc. Refer to AC Elecnicel Syrtem Dlrgfem tn Electrt-

cel System sectlon of thls menuel.
1. Plece AC Yoltmctcr Selcctot cwltch oa

ENGINE INSTRUMENT potltton rnd cbccl
voltage. )Should bc epprorlmetc.ly 28
volts. ) If no voltege lndlceted -
2. Selector ottrer tnverter. U stlll no Engloo
[nstrlment.voltage tndlcetod -
3" Check l15V output of eech lnverter by meens

of AC voltmeter selector gwltch. If no lnverter
outpur. check circult breelerc on DC input rtdc
(maln circult breeker proel oear redlo martcr)
end AC output slde of lnvertcrs, (oo bulkheed
behind Capt.in). [f lnverter porer OK and rtlll
no Englne InsEurnent voltage tndlceted, checl
trensformer fuses on bulkheed b€hlnd Ceptein.
Flght Inrtrument Invcrcr Warnirg Light illuminates, Refer to AC electrical system dlagram and AC Flight
indiceting AC Electricel Flight lnrtrument power failure. Instrument Power Failure Warnlng Circuit dlagram in
Electrical System description sectioo of this manual.
1. Select other inverter.

Items 2 & 3 apply to DC-6A. DC-68 Gr. lI, & DC-? only
2. If Captain's and Flight Officer.s lnsirurnents are
out and selection of other inverter does not
correct, use Alternator to restor€ power by moaru
-
of AC Insuument Power Selector Swltch.
3. If use of alternator willoot restqre insuuments,
check Captain's and First Offlcer,s iostrument
voltage by rneans of AC Voltmerer Selector
switch. If no volta.ge indicated, check fuses
(L4, 2L, 30, 3l) behind maln circuit breaker
panel.
Intenuptlon of AC Power to Auto Pilot Compa$ Syttem Refer to Auto Pllot Compa$ System dercription
I
during tum (DC-6A, DC-68 Group II, DC-?, DC-78)
Cerbureu rlr. Englno Oll, or Crbln Supcrchergcr Otl l. Check hrs voltege ;
Tcmpellnrlc GurSor lnopcnd,vo.
2. Check respcctlvc clrcult brcekor on meln chcult
breeker penel.
OIL Hy&eullc or Aleohol Quutltt Grugcr lroD€rruyc. 1. Check bus voltrge nY DC mLnlmurn.
2. Check respcctlve clrcult brerler on matn ctrcuh

breeker penel.
Cylln&r Hord rnd Hceter Tanpctrtrae ,Oeugcr lnoper-
No.correctlve ectlon poclble tn fllght.
l4v"c.
A shomed or open thermocouple wlll result
ln cylinder head temperatu€ lndlcations
being near zero or ambient temperature.
Abnormally high cylinder head tempera-
l ture lndicatlorr are most lilcly to be
assoclated with en$nes or engture insulla-
tion problems.
DC-6/l FUGHT MANUAL 2/73/ 61
GENERAL 12-11
&
ulrlro
EEtr \
iN STRUM EN T S
\
TROUBLE S HOOTING (Continued)
Cylinder llead and Heater Temperature Gauges inoper- No correctlve actior possible in flight.
ative.
Airspeed and Altimeter erratic. 1. Switch the affected system to alternate.static souce.
2. If operation on alternate source does not restore proper

indication, momenmrily operate both systems simul-
taneously from the alternate souce. An erratic indi-
cation in the operative system then indlcates a leak
in the affected system. In this case, return both sys-
tems to normal source and do not rely on the affecrcd
system.
Low Vacuum (Below 4. 0 in" ) 1" Pressurize above 2.0 psi.

li
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1lu57 MANUAL
t2-L2
!l
effitr
uxrl?o
@
\ OXYGEN
DE SCRIPTION
GENERAL
I Pressure, continuous flow type oxygensystem with a demand fearure for the crew provides sufficient oxygen for
^..O,gn
att norrnal and emergency operating condirions, as prescribed by CAR.
I
COMPONENTS
,
OXYGEN SUPPLY
There are two oxygen bottles ln the srystem. one ls normally ueed as the crew supply and the other as the passenger
supply.
WALK-AROUND There is one walk'a-round bottle, supplytng a full mask wlth 100$ oxygen through
c,osed. rhe botr,e i"l;:ijJi,?ff#u"l'?lT;rlli;1,'" lilmfHf,",%:ffi;"Jot#*1,$,kk"fm'
Emergency hocedures Section.
OXYGEN OUTLETS AND EQUIPI4E}IT
COCKPIT There are fbur rnetered PASSENGER OXT6IN a

continuous flow outletst
one at each crew member's station in- FLOWMBTER
dad
cluding one for rhe Observer. FUCTIT ENGINTEN AND/CR
oBsERVm'S
oPd
Full face masks are provided at the {DOU$LE'
F/O'S SMCKE
Capta!,n's, First Officer's and Flight
Engineer's starions- The full face r/o,s !acr?1ar{ irnr e g
F/E SMOKE MAS( 9EE ?.AILE
maslc supply 100{o oxygen rhrough
deLnand type reguiators operating off the suore uedr
crew oxygen sysreln.
PASSENGER CABIN Two rnetered con- CAPIAN'S CI'TLEI
/
./ /
tinuous flow out-
lers are located at each window and the
buffet area. 60 K-S disposable masks
plus necessary hoses and fittings are pro-
vlded for passengers. There is no passefl,
ger oxygen sysrern irstallerJ in DC-6A I
and DC-78 airplanes I
I pesElcn rtorvrrn o
j
\
- a
CROSSFSD
CW FLOWMETN
CreW PASSENGER
cru:w
ourLETs a
fTOWMETER
PASStrGM
CY!,D{DER c
i'i'i'',)f*''
OXY 6EN SYSTEM
o Items not installed in DC-6A and DC-?8.
Localion of Passenger Oxygen Bottle
DC-6 & 6B I En ceilins adjacent to ldIB

DC-68" Group II & DC-? Coach ln do at bottom c3 to
DC-7 In ri coatroom
DC.6 /7 FTIGI{T M"ANTJAL 4/1."1/61

6ENERAI" 13- 1
M
ry
lJBrlfo
OXYGEN
DE S CRIPT ION (Continued)
Passenger Cylinder Pressure Gauge Pressure in passenger oxygen cylinder On passenger bottle
(Not installed in DC-6A an<l DC-?B)
Crew Cylinder Pressure Gauge Pressure in crew oxySen cylinder Crew bottle behind First Officer
Pasenger Flowmerers (2) Pressure (ealibrated ln Ft. of Altitude) 1" Oxygen Instruroent Panel
(Not installed in DC-6A and DC-?B) in Passenger Distribution System 2. Above forward entrance door'
DC 6&DC-68, GrouPIor
Adjacent to bottle in R, H.
. coatroom - DC-? or Adjacent
to bottle ir.r doghouse - DC-68,
Group I1 & DC-? Coach
Crew Flor+meter Pressure (calibrated in Ft, of Aitit[de) Oxygen Instrurnent Panel

in Crew Distribution System
Walk-around bottle Pressure Pressure in bottle On walk-around bpttle

Gauge
CONTROLS
CYi,INDER SHUT-OFF VALVES Oxygen is released to the system byopeoing the cylinder shut:off valve,
SYSTEM PRESSURE REGUTATORS Eacb cyllnder is equipped with a rnanually contrdled regulator which
regulates the flow of brygen in the systern.
CROSS-FEED VAI.VE CONTROL KNOts This knob, Iocated oo the oxygen iustrument panel, permits
(Not installed in DC-64 and DC-7B) the passenger supply to be used by the crew or the crew
supply to be used by the passengers. Cross-feed also permin borh passengers and crew to use the same
bottle" (See Oxygen System Scheu:atic).
OPERAT ION
CONDITION CONTROL or INDtrCATOR ACTION REMARKS
NORMAL Oxygen Cross-feed Valve

Knob and Pressure Regulators OFF
Crew Cylinder Shut-off Valve OPEN Slowly
Crew
Suppiy Crew System Regulator ADJUST To 2A,000 ft. altitude as shovrn
on Crew Flowmeter.
Passenger Passenger Cyl. Shut-off Val,re OPEN Slowly

Supply
(Not installed in DC*6A and DC-78) Passenger Sptem Regulators ADJUST To 20, 000 ft. altitude as
shown on Passenger Flowmeters.
N0TE: Both passenger Flow-

meters shrruld give the
sa!!c irldication,
4111 /67 DC 6/7 FLIGHT MANUAL

.:{:l-2' GEI.IERAt
/E
w
L'I,''N
OXYGEN
CONDITION CONTROL or INDICATOR ACTION REMARKS
Full Face M Full Face Mask Put on to C1ean out any dirt that may
CHECK have collected.
Crew Flowmeter Pressure Drop Flowmeter indicator should show
momenrary drop in altitude while
inhaling.
CROSS.FEED Oxygen Cross-feed Valve Knob ON
Passenger Cylinder Shut-off Valve OPEN

Slowly
Passenger System Regulator ADIUST To 20,000 feet altitude as shown

on Flowmeters.
A11 Flswmeters should read the
same.
NOTE:
Only in case of extreme
necessity is the croiss-
feed to be used to deliver
crew oxygen to the
Passengers.
I WALK-AROUND BOTTLE Check pressurq,Open valve on cylinder (counterclockwise) and put

on mask. Close valve when not in use.
FULL FACE MASK Stow fu11 face masks with the head harness over the face piece.
With rhe harness in this position rhe mask can be quickly applied
with one hand, chin first. The other hand can then puli the
harness up and over rhe head. Adjust--starting with chin suap.
Place the mask in the stowage box, face pieee out, microphone
button free,
DC-6/'I FLIGHT MANUAL 4h

GENER.AL 13- 3
\
I
ry
OXYGET
c I.rMIr4rroNs
OXYGEN CYTINDER,PRESSURE AT ?O'F.
Maxlmum - psl Minlmum - pst
Maln and Walk-eroirnd

cylinden 1800 1600
The cyunder pressure tn"ru"r"r'o,

tsmFcrrture resPective ly.
J"ouit"r approximately 30 psi for eactr ro. iinilIrE"ou ro-
PASSENGER OXYGEN DURATTON (FROM PASSENGER

CYTINDER ONIT
Flowmercr Sontng 10, 000 Foer 15, 000 Feet 20. 000 Ft.(Normal Seniry)
No, of Passengers I 10 25 50 I 10 25 50 I l0 25 I 50
Duratlon-Hrs. &Ming. 12139 &r6 :30 :15 11;23 1:08 221 i13 10:00 1:00 *+lzn
CREW OXTGEN DURATION (FROM CREW CYT.INDER
ONry)
All values based on one crew member using oxygen.
DUMTION. HRS. & MINS.

Flowmeter Setthg Purian or K-S Full Face Masks
10, 000 Ft. 12:39 Normal High
15, 000 Ft. Ltz23 Actlvity Activity
20, 000 Ft. 10:00 :57 223
Walk-around Bottte t28 :ll
OXYGEN SAFETY NO?ES
Do uot smoke while using oxygen.
Never allow grease or oil to come in contact with orygen cylinders and finings. In a, pure state. oxygen will combine
with many agents and support combustion.
Open shut-off valves slowly to avoid damaging &e regulator
13-4
Dc-6/',t FUGHT M4NUAL
GENERAL
a$lfi
M
uHtlno
@
OXYGEN
TROUBLE SHOOTtrNG
CONDITION PROCEDURE
No oxygen flow. 1, Check oxygen cylinder pressure and gauge.
2. Check cylinder valve fuIl open
3. Check oxygen mask line for kinks and

proper connection,
If the cabin $6111s exhausts itself 1. Flight Engineer should attempt to determine
with no outlets in use. if any of the outlers are leaking"
Conservatiorr of oxygen necessary. Set Flowmeters to actual cabin altitude.
"\
\_
4 /15/ 56 DC-6/7 FLIGHT MANUAL 13- 5

GENERAL
E
1'I
a'\
t
d
UEI'ED
qF
POWER PLANT
DESCRiPTION
GENERAL
The DC-6 Series airplanes are Polrered by four Pratt and Whitney Double Wasp R-2800 engines, equipped with
Hamilton Standard three bladed propellers.
The DC-7 uses the Wright Turbo Compound R-3350 engine and Hamilton Standard four bladed propellers.
COMPONENTS
ENGINE
The engine for the DC-6 series airplanes is a twin row radiai 18 cylinder air cooled type of 2800 cubic
inch dlsplacement.
The DC-7 engine is a t\yin row radial, 18 cylinder air cooled turbo-compound type, of 3350 cubic inch dis-
placement. The engine is conventional except for three blow-down turbines for power recovery from the
exhaust gas. Each turbine is driven by exhaust gas from 6 cylinders through 3 separate Siamese exhausr pipes.
Power generated by the turbines is transmitted through a fluid coupling to rhe main crankshaft.
The engines are equipped with a two-speed blower. Engine oil at normal pressure is used to shift rhe
blowers. A solenoid operated valve controls the direction of oil flow for ttie R-2800 engines. Blower
shift oil is controlied by a mechanically (cable) operated valve on the R-8850 engine.
INDUCTION SYSTEM
The InCuction Systefil provicles a selec'cion of air to tile carburetor. An airscoop supplies cold ram air
auci heated air is drawn {rom behind the cylinders" A cable operated pre-heaf Oooi in the air intake
reguiates the carburetor air ternperature by the mixing of cold rarn air with heated air from the engine.
FUEL SYSTEM
CARBURETOR The carburetor meters fuel to the engine blower section on R-2g00 engines
or to the injection pumps on R-3350 engines.
PRIMER The primer consists of a solenoid valve which permirs fuel to be drawn from the
carburetor at normal fuel pressure and injected in the blower throat. The sole-
noid valve is controlled by a switch in the cockpit. The primer is used for starting and rrouble
shooring on R-2800_engines. On R-3350 engines, the primer is used oirly for.*tr"Irlo temperature
conditions and trouble shooting.
INJECTION PUMPS (R-:350) The injection pumps are engine driven. The righr pump serves
the front bank of cylinders and the lefr pump the rear bank. The
PumPs are of the high Pressure-tyPe and may be compared to distriburoriaccurately dividing the
total quantity of fuel delivered by rLie carburetor into equal parts and delivering the equallf divided
parts to the engine cylinders ar high pressure.
DISCHARGE NOZZLE (R-3350) A \ozzle permits fuel to be sprayed directly into eacn
discha.rge
cylinder. Each nozzle lncorporates a valye which opens at approxl-
mately 500 psi. Each of the eighteen cylinder heads has a discharge rroz,zle.
\*-
DC.6/'I FLIGHT MANUAL 70/15/58

GENERAL 14-t
fr
UI'tZD
e9
POWER PLA NT
DES CRIPT ION (Continued)
IGNITION SYSTEM
The Ignition system is a low tensi-on, high altitude sysrem with manual spark
advance. The impulses from
the right hand distributor fire the frort plugs and the impulses from the
left hand distributor fire the rear plugs.
MANUAL SPARK ADVANCE on R-2800 engines, a manual spark advance advances the magneto
instead or 20'Brc ( rakeorr *i3i,6:j'T;:*:Hj",,ffXTJ"tJj:::,1iffi;:il,';j]f,,f*f3
one set of breaker points to another. one set provides firing ar
25. BTC ( Takeoff and climb) and
the other at 30" BTC (cruise). A two-position switch in th"e cockpir permits selection of either
position. In the event of an electrical power failure while in the advance
1cruisl1 position, the
unit will automaticaly return to the noimar (Takeoff and crimb) position.
BoosrER A boostet is employed a spark for starting the engine at speed below
-to.provide
rightdistribu.,i::i[!?,:;[,:;:ff #$,"ikl]""];,ffi :?,:im
on the R-3350 oPerate through the right
j:'*.;[.jfI;"
distributor, firing ihe r.ont prrgr-oi-iir
starting. iiiira"r, ",
COOLING
cogll'g.to controlled by the use of cowl flapr (referred ro as cowls).

positioning type with manual override. cowls are positioned The cowl flap system is the selective
by an electri" cockpit switch and
positioning rheostat controls. ""tr"tor'rrith
OIL SYSTEM
The oil system provides oil for engine lubrication, propeller

feathering and unfeathering; propeller
reversing and unreversing.
TANK The oil tank is mounted on the forward side of rhe

firewall and has a capacity of
35 gals' (46 gals. DC-?)risabre by the engine.In
gallons ( 3 ga1s. DC-?) reserve for propeller feat(ering addition, iunr< contains 2.8
nor read this reserve supply.)
,,iJ-i*"rrlng. (The"."t
guantity gauges do
oIL SHUT-oFF vAtvE The oil shut-off valve is located at theengine

supply ourret on the bottom of .
shut-orr varve Handre.r ,li TJ,l;:lJ :"f,"."j,":f?l?r1[?,,,:1,;ru:ru";,mtS;,;:- ?#J#;

o,' cooLING sYsrEM The oil cooling system consists of an airscoop, oil coorer; an air exit door
trored bv a thermos,", *,nxlillff:I:njTr?""r";:;i:f"i:rl,:H:in: ,,:;i;,:,;;;#j'
which protects the cooler from excessive pressures. "",,";l
DIturIoN SYSTEM (DC-6 series) tn cold weather the oil can be diluted with fuel to
prevent
the now or ruer
Switch located onT,:.,1".3-,
system..
*,xi,f-;lii,i:":.Jull.r#;f:"il*:il::;::h:,Urf,,*ion
the Afr Overhead Switch panel. The f;i;:
to provide sufficient fuel pressure io, irr" pump must be operated in order
oil dilution oo"rurron]ot'er
.€-tt
DC-6/,1FLIGHJ MANUAL
14-2 GENERAL
#
trw
POWER PLANT
PROPELLERS
The propellers are full feathering, reversible pitch, constant speed type, with aulomatic synchronization.
GOVERNING SYSTEM The propeller governor controls a pitrot valve whrch directs high pressure engine
oil from a governor pump to and from the propeller hub; thus adjusting rhe blade
pitch to maintain a constant speed. The governor setting is controlled from the cockpir through a 28 volt
DC electric stepmotor.
On all DC-?'s and DC-68 Overwater Coaches, the goveruor coritains a separate feather (bypass) valye whlch
bypasses the action of thepilot yaLve in feathering and delivers high pressure oil directly to the propeller hub.
STNCHRONIZER Ttre synchronizer provides syuchronization of all engines by slaving three eugines to a
selected master engine. This system is normally effective in a range of only !30/o of
the master engine rpm, thus, if the master eugine should overspeed or be feathered, the rpm of the remain-
ing engines would fotlow by a maximum of 3%.
ffi
GENERAL 14-3
ffi
ry
ttwt'@
PO1,{ER PI.ANT
AE q6lLI_lE-[8-N ( Continued)
FEATHERING AND REVERSING SYSTEM
Tliis system consists of the following major components:
FgATfmRING FUMP The fearhering pr.rmp (Auxiliary oil pump) driver i:y a ?8-volt DC electric motor, provides
high pre"ssure oil for feathering and reversirig," Oii is su1-rplied to the auxiliary pump from
the reserve portion of the engine oil tank"
SOLENOID The solenoid operates the seLector valve itr the Elovernor.
CIRCUIT BREAKERS The following breakers are employed for circuit proxectiou PROP FEATHER CONTROL:
PR.OP REVERSE CONTROL: PROP REVERSE INDICATO&
SWITCHES The systern uses the following switches;Fearher Button; No. 1 Blade Switch; No. 3 Blade
Switch; Throttle Safety Switch; Throttle Reverse & Unreverse Switch.
UNLATCH COII See diagram 5 for description.
RELAYS See diagram 1 thru 5 for functions" Not all relays are shown on the diagrams. Some
trave been purposely omitted for added clarity"
The following simplified diagrams shor+ how the components are conne.cted and operate"
(a) High pressure oil provided by the featliering pump pushes the propelier dclme piston one way or the other
providing feathering or reversing action"
(b) The solenoid actuated selector valve directs the high pressllre oi1 to tfre frorrt side or back side of the
dorne piston to give the desired direction of motion for feath*ring, unfeatherJng, reversing and unreversing.
(c) The feather button, blade swirch and tlrrortle switches ar{: cc,nnecterJ in tile circuit to cause the feathering
pump and solenoid actuated selector valve to be energizetl ;i( the appl'opriate times.
(d) An independent warning sysreur provides an indicati.oit trf ,aheri tl:e propeller blade angle is less tian 15o.
*28 Vours
,,-
RL va R5L
FROM
CONT ROL
\EN ES.G\Z L DI F ,1
IT FLAlHE?-
N0.3 il"AD[
BRUSH BLOCK t,IIiEN SOLENOID IS ENERGIZED, STL
.ECTOR
VALVI. 15 POSITIONED h5
CAU5ING POSIT LHND N VCLVES
tNoT sr{ovrN) TO BE PO5ITIOI{ED 50 [S
ALLOYT OIL TO PUSH OR BhCI( SIDE
i., 0F m:r\LPlsToN MoytHG BLADES til

DIRECTION
I{IGH PRESsU?I -iStLtcToR VALYE sHowN
OIL FROM
BLADI SWI'TCH TO PR,OP DOME

(v IA P\LOT VALVE)
PU t.,1P
PROP OPE N D
RIVTR.sE n LOSE SQL .NCJ\D 1.,'r Eb.IE,R.GtX.EC' DUR.ING
WAR.NING
.
UN FE RTHER II..iG & REV ERS iNG
LIGHT 41
YIHEN SOTENOID \5 DE-
REVER,SE .ENER,GIZED SELECTOR.
FR.OP RI.VT.RSE WAR,NING LI6HT VALVE \S POSITIONED HS
ClRCUIT IS AN IS()LATED CIRCUIT SHOWN ALLOWING OIL
AS SHOWN AND \S NOT CONNTCI. TO PUSH ON FROilT
ED TO THE PROP R"EVER.S\Ng C\R.CUiT. SIDE OF DOME
TEATXER,
MovrNG BLADES llt
2s: r&4 DIRECTION SHOWN
\\ a
o b
PR,OP REVERSE WAR.NINB SOLEI.{OI[ 15 DE-ENEEGIZED DUR,IN SOLENO ID &
&
INDIC!.TOK
I-IGHT CIR.CU\T FEA"I-HHI?IHG
\./ALVE ACTTON DURING
UN R.EVER.SING
S[LECTO R
TE ATHERING UNTIATHER.
r.l /'
+ t\\? RIVER.5ING AI'I VER.SING Z
t RE
L2l2e/6s MANUAI"
14-4 GESIERAT
H
utlrto
sP
POWER PLANT
FROM SOLENOID IENER.GIZED)

olL
-TANK
FEATHER
PUMP
$ ro rnoe NO.1 BLADE
BRUSH^
BLOCK \\
WHEN BLADT
SWITCH IS
PUMP
CLOSED, RELAY
WItL CLOSE St IP
/
RELAY COMPLETING CIRC, BLADE
NACELLE -UlT FR0ltd AroB CLOSED FR.OM TEATHERED
BUS (94') To 34.s" (Low p
1
STOP + 5,
CIRCUIT V{ILL BE COMPLETED
FROM T TOZ WHEN FEAlHER BUTTON
OPEN FR.OM 34.5' TO
-14" (FULL REVERSE)
\S PUSHED OR.PULLED. FEATI{ER.
PUMP W\tL OPERATE WI{ENEVER
BUTTON \S PUSHED OR. PUttLD.
FEAIHER. BUTTON PULLING FEATHER BU'ITON
WILL COII\PLETE CIRcUIT
\YHEN TEATHER" BUI1ON IS PUSHED tsE-IWEEN T AND E
IT iS HELD IN MRGNET1CALLY BY A
TIM\NG DEVlCE (NOT SUOWN)
SOLEN OI D
a FOR, A \5 SEC. PER.IOD,
ACTION
t) FE ATHER. UMP
4 DURI N G
ACTION DUR.IN
e
UNFE ATHERING
RcUrr BR[A(ER) FEATHIRIFIG AND BREAKER)
+ +2EV
UNFE THER.ING 3 4
FROM OIL TA}{K
FORWAR.D CLOSED'IHROTTLE POSITIOi.I
FORWAR,D MAR.TIN BAR MUST BE
RELEASED TO PER.MIT
MOVEMENT INTO R.EVEKSE
TO E ANGE
\l
RIVI RSE REYER.SE
Y'IHEN TIIROTTLI PULLED EEVESSE SWITCH.

BACK CIR.CUIT IS COMPLETED IIRCUIT 13 COMP.
FR0M 1ro?. TIIEN 3ro4 AND 5. -ILTED FR.0M tro 2.
'D' RTLAY CLOSES COMPLTTINS WIiiN THR.OTTLE \S
CIRCUIT tR0M 6ro? THRU T0PUMP PUL\.ED 5' BqCK SAFETY SWITCH.
RELAY PUMP TIIEN FR,OM CLOSED POSIT. CIR,CUIT IS COMP,
-t0N .LETED FROM 3
TO 4 WHEN
ONCE 'D RELAY HAS THROTTLE PUL.
tsTEN ACTUATID -LED ]"
BACK
FROM CIOSED
4 4 POSITION
E
ITCH
SOLENOID
(rHreerzto)
FEATIIER PUMP ACTION

DURING R.EVER.SING SOLENOID ACTION
+ AND UN R.EVERSINC +
DURING KEVIRSINC
6
4/1 56 'DC- 6/7 FLIGHT MANUI\L t4-5

GENERAL
POWER PLANT
?ESCRIPTION (Continued)
c oMpoNENTS (Continued)
AUTOMATIC FEATHERING SYSTEM (DC-6A, DC-68. GROUP II, DC-?)
This sptem provides automatic propeller feathering in case of engine failure during take-off, or any time when
system is armed. The auromatic feathering s),srem will automatically feather a propeller if engine power drops
below approximately 100 BMEP (DC-?) or 80 BMEP (AU Orhers) while the throttle is advanced l-eyoni approx-
lmately 3/4 open position. A time delay circuit gives advance warning of automatic feathering" when'one
propeller is feathered automatically, the system is electrically blocked ro the other three engin-es and must
be RESET if the autofeathering feature is again desired for the remaining engines"
AUToFEATHERING MASTER SWITCH This switch provides a means of arming the aurofeather
control ci-rcuit prior to take-off.
AUToFEA?HER THROTTLE SWITCH This switch, one on each thrortle, closes when the throrrle
is advanced beyond approximately 3/4 open position, thus
preparing the automatic feathering circuit for operation.
AUToFEATHER TORQUE SWITCH This swltch senses the same pressue as read on the BMEp
indicator and closes the autofeather control circuit when
the engine drops below approxlmately 100 BMEP (DC-?), 80 BMEP (All others),
ELECTRIC TIME DELAY The electric time delay postpones automaric feathering unril approximately
two seconds after the torque switch has closed. If engine pow"ii"turnt
ring this delay, autofeathering will not occur.
AUToFEATHER TEST SWITCH These switches, one for each engine, permir the rhrortle switch
o" bypassed, thus simulating electrita[y the action of the
throtrles being advanced for take-oo'o
STARTER
The starter is a 28-volt DC direct cranJ<ing type,and incorporares a clutch whi.ch

is set to release at high
torque to PreYent damage to engine should a hydraulic lock exist when turning propeller
through. staiter
is energized by a momentary tyPe switch in rhl cockpit which operates througi"an'engine
selecror switch
and safety switch.
WATER/ATCOHOL TNJECTION (ADD SYSTEM
lDjection
system instaued on all DC-6A and DC-68 airplanes, suppresses deronation
II 111:.":::/i,_11"1
extent that increased.power may be obtained by operating the engine at approximarJty ro rhe
n*ur power mixture and
I at increased manifold pressure. Each engine has its owr] separate ADI system.
ADI FLUID The ADI fluid is a mixture of E}o/o water and sOs methyt aLcohol.
The alcohol prevents the mixture from freezing.
FUEL DERICHMENT VALVE A fuel derichment valve that derlches fuel - air ratio ro best power
mixture is located on each carburetor. This valve operates automatically
when rtre ADI pump fu operating, Operation of the yalve can be nor"a. Uy a sudden iecr..r. in fuel flow
-
when the ADI system is turned ON.
PUMP An electrically driven Yane type ADI pump is located afr of the fire
wall in each naceue.
An electrical switch, operated by oil pressure, opens the ADI pump circuit
whenever oil
Pressue drope below approxirnately 35 lbs. to prevent water injection when rhe engine is not operadng.
SUPPLY TANK The tanks for the inboard engines aie located
in the wheel wells near the top on rhe
aft side of the fire wall The tanks for the outboard engines are located
leading edge, just outboard of the inboard nacelles. in the wing
usable each tank is 10 gallons.
I This is sufficient for tvro minutes operation at take-off power wirh"af..ityir
-The
l"urt 100{o reserve.
"i
72/2e/5e
t4-6 GENERAL
fr
wtsl
ag
POWER PLANT
D E,S*q L I P U-ON (Continued)
CARBURETOR DETCTNG (AICOHOL) SYSTEM (DC-?)
TANK The tank has a 17.8 gallon capacity.
PUMP An electrlc pump provides system pressure.
SHUTOFF VALVES Four solenold shutoff valves ln the sysrem are controlled by cockplt switches,
One valve for each engtne dlrects alcohol to spray nozzles in the lnductlou
system.
ALTERNATE FUEL METERING SOURCE (DC-?)
Thls system provldes a meanr of lupplylng a cubctltutc cnglne fuol flow sufflclent to obtEln maxlmum crulre
power, and thug rvallabtllty of carburctor hcrt for dclclng, whan rudden or Bevcrc ictng dcvelopt ,.n the
lnductlon syitem.
SOLENOID VALVES Four solenold valv$ are controllcd by cochplt rwltches. One of these valves
to the master con*olilrix"fflfy;.i:il'J*frI:lf"T#trlTr:11["-flr;:]J::lllxo,$ff'ffi-

enough to supply adequate fuel flow to the metering jets.
GENERAL L4.'I
fr
w u{tlro
POWER P["ANT
9!-ESII3J.I9-N. (contlnued)
C OMPONE NT S (Contturued)
INDTCATING INSTRUMENTS J{ND DEVTCES
Tachometer (2 - Dual) Englne RPM Engine Instrument Panel
BMEP lndicator (4) Torque outPut at proPeller shaft Engine Instrument Panel
Manifold Press.Ind. (2 ' dual) Manlfold pressure Engine lnstrument Panel
Oil Pressure Ind. (2 - dual) Engine Oil pressure Englne lustrument Panel
OilFressure Warning Light O11 pressure has dropped

(Amber) (All DC-?'s and belowS0JEpsi Englne Instrurir""]t Panel
Overwater DC-6's' and
DC-68's OnlY)
OiI quantity indicator Quantity of Oil available Upper instrument

(2 - dual) to each engine panel
Oil Temp.Ind. (2 - dual) Temp. of oil going from Englne Instrument Panel
tank to engine
Cylinder Head Temp. Ind. Temperature of No. 2 Englne [nstrument Panel

(2 - dual DC-6 series air- cylinder (DC-6, DC-6A, DC-68)
planes) (4 dual DC-? air-
planes) Temperature of #3 cylinder (rear)
and #18 cyltnder (front) {DC-?) \-_
Carburetor Alr Temperature Temperature of air entering Engtne Instrument Panel
lndlcator (2- dual) carburetor
MAX - MIN RPM Limit Lights When propeller governor has

(Blue) (a) teached its high or low RPM Propeller Control Panel
limit.
Reverse Pitch LiShts Propeller blade angle is hopeller Control Pariel
(Amber) (4) 15" or less
Water/Alcohol Quantlty Quantity of ADI Fluid Aft Overhead Control

(2 dual) avallable for lnjection Panel
Water Pressure Lights Pressure is sufflcient for Flrst Offlcer's flight

(Green) (4) satisfactory ADI System instrument panel
operatlon
Auto- feather Ready Lights Autci-feather system armed Forward Overhead Panel
(Green) (4) above individual Auto-
feather Test Switches
Propeller feather Warning Lights 1. Automatic feathering will In Propeller Feathering

(Red) (4) commence within 2 seconds Button - Forward Overhead
(if feathering button has not Panel
pulled in)
-or-
8. Automatic feathering is in
proSress (if feathering button
has pulled in)
317/51 DC-6/7 FLIGHT MANUAL

14- 8 GENERAL
p$wER Bi,*.hi1
P E $C ETFTltr N (Continu*d)
C O MP ONEN T S (Contlnued)
INDICATING INSTRUMENTS J4}{}} Sfi Vi{'J :9
INDICATOR {3\IJL\.T1 I, I,i' LCICA"iItr:{

Feather Warntng t,fghte Tliege are wired In par*Ilel with the Above SIyIEF lndicaror
werrxlng lighrs in th* prupeller fea- tlngtne
Infi trumeut P8nsl
therlng b*itons and inriieate sarne
as abcve
Prlme All Englner Prlme sll englnea F*rwsrd overhead panel

Warnlng Llghr (Blue) Clrcult enelgized - RH side.
Eelow prime ali engines
.qwttch.
akeoff Warnitrg Horn (Inter- One or Ero[e g{)vernors not get eockpit
mlttent beep can be gilenced to rnaximurr RFM when thyottles
with takeoff warning cut- out advanced for rakeoii
button)
Alcohol Quantity Indicator Gallons of alcohol av.qilahJ.e for upper Inscr*mdnt p:.1 n*l
(DC-?) carhureror deicing,
---_.-+-
(.-_
'
TLIGHT \dANUAi,
GENERAL t
m
w
POWER PLANT
+!_ _- -
DE S CRIPT IO N (Continued)
CONTROLS
Tf ROTTLES The throttles are equipped

r.l0
with a friction tYPe lock T LQCK
lever loaated adjacent to the Captain's PR.O
throttles. The throttles are locked UIE
when the lever is pushed forward.
All alrplanes 8re cqulpped wlth e reverse

thronle lock known as the Msrtln Ber,
The Martin Bar eliminates all elect' REVtf f,E T$r'.:;', iri
L0CK tMF'$iI 'l$,ill
rlcally operated thtottle locking de' 9!i$W}{ Ut{1ftt"d.!:.il
vices (primary and secondary latches)
and substitutes one pilot-operated
mechanical lock. Reversing is thus
independent of the landinggeat
swltches and is actuated at any time
the throttles are moved into reverse.
The reverse throttle lock (Martin Bar)
ift
is released to permit propeller reversing tocxED
RETEA,5ED
i li FlUl.S-d,$Sir''
as follows; '\----*Jl
ir----*-{l
1 Close all throttles.
Pull locking bar full back to telease.

B
t
2
Throttles may then be pulled back
through detent into the reverse
range.
NOTEr
I ll I
fil
I
I I I
I
I
tT"?r
i
*
m mm m rllr
uit tt_$ ffim
ll
L"1,,
1. . Once the lock has been released,
I
it will rematn unlocked during I Iti "!r

d')
{
rf " 1r /r
t
t
I
I
tr
,i il
reverslng, li i: ji i: ll l:
ti., ii"
'l.i'!i"d,'i"i ;' ,',
2, It is not necessary to hold the poElfloil I posrxtoffi * ps$rYfi#sfl ;hl

locking bar in the unlocked
posltion; however, when any Rrvlrrl throtllo *overts lhrottla ftsvors* thy,,,rti,ir
loclr wlll nol ro" lockwlll relosrq lpel wtll
one or more throttles are mqved lrarr whllr thr allowing tkc eilia..trdli,p filr
from reverse into the forward lt in sn
throtlh ?hroltlo to neq$s $lirffl,lirii: ilt ff#v&
ih
pitch position, the lock will lnlrrmrdlalr tfurough d*Neni i$
porltlon. lnts r*Y6rs$ flrt$*#. !nid,
automstically re-engage and the
locklng bar will move to the n DEAO SNoF{E {FftSrEr"ffie
forward (locked) position. In
Buch a case, the remaining
throttles can be moved from
revorse to forward pitch while
the lock is engaged, but the
lock must again be manually
unlocked if it is desired to
again reverse the propellers.
rt/L156 DC-6/',lFLIGHT MANUAL

14-10 GENERA L
td
w
urmtt
POWER PLANT
l DESCRIPTION
.*t.:*l
BLOWER CONTROLS
(ALL DC-6 SERIES AIRPLANES)
r E i.l6l NC
I
ar,lpEncxAta:t
A t'll6|l g
The engine blowers are controlled by four switches on the uPPer lnsgument
panel.
snrtea
-The
by
swltches have two Positions: Low and High' The blowers are
means of a solenold actuated valve, wttich is spring loaded to
the Low position. should a failure of electrical powel occul during high
blower opLration the blowers wlll automatlcally return to LOW.
E9"Sg
BLOWER CONTROLS
(DC-? ONLY)
The engine blower control$ have two Positions: Low (forward)

and HIGH (aft).
oooo
ON
ALTERNATE FUEL METERING SWITCHES

(Dc-7)
These guarded switches, one for each engine, control the al.ternate fuel
le3+
@oFF%
rnetering source solenoid valves. Positionlng each switch to ON A.t-r. FUEL hrlETERtN6
activates the system for its respective engine.
o
CARBURETOR AIR CONTROLS
.LJ
The carburetor air conroh can be positloned for carburetor air temperature
from full cold to fu1l hot as required. Spring-loaded latches prevent creeping
of the control levers. m
}j
CAPAURETOR DEICER S WITCHES
These switches are sprlng-loaded, and when placed in the ON positlon, open CARBTIRETC}R DE.ICNR
the solenoid shutoff valve in the alcohol supply line to the sei.ected carburator PULI ON
and energize the pump. gperation of any one switch will energize the pump.
The spring-loaded hlnged flap serves as a gang bar for operating all 4 switches. e o
L-i dddd
DC-6/'I FLIGHT MANUAL 4/2S161
GENERAL 1"4-11"
fr
UTTTJD
E9
POWER PLANT
DE S CRIPT ION (Continued)
COWL CONTROLS ?he cowl conmols C6^,L FLAPI

consist of a set of four
switches located in the center of the aft over-
head panel and a set of four Positioning contol
rheostats mounted on fhe upper instrument panel.
Each of the switches has four positions, OPEN,
CLOSE, OFF and POSITIONING. The switches
ALt
are momentary contact in the oPEN and closE ftAl<lo.E----?
positions, but will hold in OFF and POSITIONING.
Cowls may be set to any position by placing the

switch to POSITIONING and the conttol rheostat CL$tt, Ca6;r ClllL (]r,€il CrOSa el?lH Ct.ott' OPIH
to the desired degree of cowl opening. Cowls
may be inched one way or the other from any DC-6, DC-6A, DC-6B
settirg by momentarily holding the switch in
the OPEN or CLOSE Position, then returning it
I,*.:*_l,.gFraPiiS-jr^
to the OFF position.
",?ffih ;7ff0',,,i{@) .,*\
On the DC-?, the TAKE-OFF arrow is
W2'M) ryrffi"
intended to polnt to the 2'position,
DC*?
IGNITION SWITCH The ignition switches have

four positions:
OFF, RIGHT, LEFT, BOTH.
MIXTURE CONTROLS The mixture controls are equipped with a

friction type lock lever and have the follow-
ing positions: IDLE CUT-OFF, AUTO-LEAN, and AUTO-RICH.
il
OIL COOLER DOOR The oil cooler door control

CONTROL SWITCHES switches have four positions:
OrL @LaR o@Rs
AUTOMATIC, OPEN, CLOSED,
OFF. The oil cooler door is thermostatically controlled C'sE'
when the switch is placed in the AUTOMATIC position.
Manual positioning of the door is accomplished by mom- opt^l oFtll
t OFIN
entarily holding the switch in the OPEN or CLOSE posi-
tioo, then returning it ro the OFF position.
L0/75/58 DC.6/l FLIGHT MANUAL

t4-72 GENERAL
w
8rryfirlD
POWER PLANT
DE S CRIPT ION (Conti.nued)

C O MP ONE NT S (Continueel)
OIL DtrLUTION
(DC-6 SERIES
SWITCI{ES
ONLY)
lllhe oil dilurion
si*ltches suppty diluring
t 0tke3
DtuartaN
+
fuel to their respective
engine oil supply systerns as long as they are treld in the
ON position and the corresponding fuel systern boost
ofF P
pump is operating"
PRIME ,{LL ENGINES SWITCT{ The priine. all engines switch ''RIME
A[-L ENE"
(ALL AIRPLANES HXCEFT DC-?) primes a1l four engines simul- 0hl
taneously" A bli:e light under
the switch indicates when the switch is ON. The light wlLi also
come ON when the engine selecEor switch is at No. 1 and rhe
Prime Switch is energized. However, thi.s latter case does not oFr
lndicate that alI engines are being pri.n:red" AlJ" engine prhne is
used to allevi.ate engire surging and to piovide addiri.oual fuel
flow when AUTO-RiCH does not prrvide sufficient ii"rei flow
under carburetor hest conditions.
@
AUTO-FEATHER hdAS?ER SWIT(.iI{ The auro-learher !-nasrer swirch has
(ALL AIRPLANES EXCEPT DC-6 and three positions: ALITO-FEATI-IF.R,
rc-68 GROUP D CF{,.arid RESET. The auro-feather
circuir is armed before takeoff by
positioning the switch first to RESET rhen to AUTO-FEATHEi:i. P$
NOTE: If a propeller is feathered and the auto-feather master switch FEA]H€R.
r4e51€R 5w\"fct{
operated ro RESET and then AUTO-FEATIIER, another propeller
can feather automatically.
AUTO-FEATHER TEST
(ALL AIRPLANES EXCEPT
.and DC 68 GROUP I).
SWITCH
DC-6
One switch for each engine, is
used to ground test the automatic
feathering system. Holding this
o ATJT'O
FEATFI.
BgAW
switch in the TEST position AtJTo ;'l--r

fEArflER (f,p;,
electrically by-passes the throttle switch and thus simulates electrically (ftltt
the action of rhe thrortles being advanced for takeoff. Cj TEST E
|.lo.t HC),a
FEATHER BUTTON The feather button is pustred iri to feather

a propeller. The button is held mag-
netically in the depressed posltion for 15 seconds; ir rhea returns
to neutra!. whether or not feathering is completed. The button PjU
ls pulled out and held (a maximum of 2 seconds) to unfeather a
propeller. ffi
w
LIC-4.,'T iiliGHT h44 hir_tA: 4i2:4 i 61

GENERAI- i4- 1.3
g
wurttaD
POWER PLANT
DE SCRIPT ION (Continued)
C O M PO NE NT S (Continued)
GOVERNOR CONTROL SWITCIIES These switches are operated O @ s)ta)

bY Pushing the toggle switch @@@
forward for INCREASE RPM or back for DECREASE RPM until the
desired tachometer reading is obtained. The blue lndlcator o @
light adjacent to the switch will show maximum and minimum
RiM gor"tnor settings. These switches over-ride both the
automatic synchronization system and the master control lever-
The toggle switches have full control regardless of the position CdtROL SdtfLHES
of the master engine selector.
MASTER ENGINE SETECTOR SWITCH This switch, mounted adjacent to oo

the individual propeller control' oo
@@
swltches has three positions: #2 AUTo, MANUAL, and #3 AUTO. Manual i6)
conuol of the propeller system is obtained by placing this switch in the -l It -;---l
MANUAL position, which disconnects the aut natic synchronization
feature; placing the switch in #2 AUTO position selects f2 engine as
master, while placing it in #3 AUTO position selects #3 engine as master.
MASTER CONTROL IE\IER The pilot's master control lever is Lta

Pushed forward to increase RPM
and bEck to decrease RPM. Speeds
of all four englnes change simultaneously. Msstet control lever @oao
is used in conjunction with the tachometer of the selected master
@@@o
engine to set desired RPM. Placing the master control lever in
the full forward position sets all 4 governors at full low pitch and o@
disconnects the automatic synchronization system.
RESYNCI{RONTZINGBUTTON Thetesynchronizingbutton,
mounted adjacent to the
master engine selector switch is operated by pressing and re-
leasing th,e button; this allows each engine to Progress 3 % toward @@ero
the master engine speed. This action is repeated until all the o@@o
engiqes are synchronized.
@
YAO a^4qa
MANUAL SPARK ADVANCE SWITCHES The manual spark
advance switches
may be placed in either the TAKEOFF & CLIMB or CRUISE
Position.
@;@
n.l.rr.
6._"@
L0/15/58 DC.6/7 FLIGHT MANUAL

14-L4
GENERAL
fr
ry
uxntta
POWER PI,ANT
DE S CH.T PT IO N (Continued)
COM PONE NT S (Continued)
BOOST SWITCH The boost s'*itch provides ignition boost

to the setected engine as }ong as it is
held in the depressed positlon.
PRIME SWITCH The prime switch provides prime fuel to

the selected engine as long as it is held
o
in the depressed posirion and the fuel boost pump is on. The TO6ETI.IER
prime switch on the DC-? is eovered with a guard since it
is not normally used.
t
SAFETY
SAFETY SWITCH The safety switch is located below

the start switch and musi be pressed
together wlth the start swltch to be effectf.ve"
START SWITCH The start switch provides durre,nt to

the starter as long as i.t is heLsi iu the
depressed position and the safety swirch ix held in its upward
aNO. agrcau
position.
ENGINE SELECTOR SWITC}T This switch connects the Prime,

boostu a&d start switches to the
selected enghe"
THROTTLE TEVER INTERLOCK A drop leaf bar actuated by the

flight control gust lock lever
linkage automatically drops behind the CaPtain's throttle bank ooQ@
whenlhe gust lock is engaged. The bar prevents two of the throttles
from being advanced more than 22 irLHg" For engine run-up. with @@@o
the gust lock engaged, the guard can be moved frorn one side of
the throttle bank to the other. @G
WATER INIECTION Four ON - OFF isater
CONTROLSWITCHES injectioncontroL
(ALL DC-6 A's, ALL switches are locateci \^/,ATER lh{Jgcfl0N Puh.'lPS
I W*W
DC-6 B'sl on the ait overhead ON
control panel of those
airplanes eq&tpped
with ADI" the*e
switches control
electrical power to the water injection pumps"
W
DC-6/7 FTIGHT MANUAT 4i28/4L

GENERAL t4-15
fr
utttTao
cg
POWER PLANT
OPERATION
STARTING DC- 6
CONTROL OR INDICATOR ACTION REMARKS
1. Throttle PART OPEN Set for approximately 1000 rpm; ful1 closed if below freezing.
2. Manifold Pressure OBSERVE Should be barometric pressue.
3: Fuel Boost Pump ON LOW If pump inoperative, cross-feed from operative pump.
4. Engine Selector Switch POSITION -to engine being started.

5. Safety and Start Switches PRESS Together Watch for hydraulic 1ock.
After 8 Blades:
6. Ignition Switch BOTH
7. Ignition Boost Switch DEPRESS
8. Prime Switch DEPRESS intermittently Cold engine will require more prime than hot engine. If engine
as necessary fails to start within 45 seconds, release starting switches, tur'n
booster pump and ignition OFF, close rhrottle and place mixture
in IDLE CUT'OFF. Allow 3 minutes for starter cooling before
attempting start again.
When Engine Fires:

9. Prime Switch HOLD DEPRESSED Prime continuously and adjust throttle to regulate speed as if in-
tending to run engine solely on priming fuel. Do not allow
i0. Throttle ADJUST FOR 8OO RPM engine to exceed L400 rpm on start.
1L. ' Mixture Control MOVE SLOWLY TO In event of backfire, observe CAT. If temp. rises, immediately
AUTORICH release starting switches, tuln booster pump and ignition OFF, close
throttle and place mixrure in IDLE CUT-OFF. After B0-45 seconds
72, Prime Switch RELEASE when start may be attempted again.
englne speed Do not exceed L000 rpm unril oil temperature reaches 40. C,
-f / begirs to drop except ro first start taxiirig.
13. Engine Oil hessure CHECK If gauge does not register within 10 seconds after engine starts,
or reach 40 psi within 20 seconds, stop engine.
74. Fuel Boost Pump OFF
15. Mixture Control As desired for AUTpLEAN during taxiing is permissible.
tohs/58 DC-6/7 FLIGHT MANUAL

14-16 GENERAL
ffi
hrflftrC
@
POWER PLAN:I'
OPEILATtrON
STARTING DC-7
CONTROL OR INDICATOR ACTION REMARKS
1. Throttle PART OPEN Set for approximately 1000 rpm; full closed if below freezing.
2. Manifold Pressure OBSERVE Should be barometric pressure.
3. Fuel Boost Pump ON LOW If pump inoperative, cross-feed from operative pump.
Good starting mixtures are best achieved by using mixture control alone.
PRIME SHOULD NOT BE USED, except when temperature is below 0'F.
(NOTE: Serious exhaust system fires may occur from using prime with mixture con-
trol out of idle cut-off. When prlme becomes necessary, use DC-6 starting procedure. )
4. Mixture Control To allow for differences in fuel volatility and air
place mixture control in AUTORICH at time shown
ore There is little +-

5. Engine Selector Switch POSITION - to engine being started. possibility of
hydraulic lock
6. Safety and Start Swirches PRESS Together Watch for hydraulic lock due to oil. due to fuel in
using this pro-
cedure.
After 8 blades:
8. Ignition Boost Switch DEPR-ESS If engine does not start shortly after ignition, return mixture control
to IDLE CUT-OFF momentarily and slowly return ro AUTORICH.
In event of backfire, observe CAT. If temp. rises, immediately

release starting swirches, turn booster pump and ignition OFF, close
throttle and place mixture in IDLE CUT-OFF. After 30-45 seconds,
stan rnay be attempted again.
If engine fails to start within 30 seconds, release srarting switches,
turn booster pump and ignition OFF, close rhrorrle and place
mixture in IDLE CUT-OFF. Al1ow 3 minutes for srarrer cooling
before attempting srarr again.
Do not allow engine to exceed 1400 rpm on srarr.
9. Throttle ADJUST FOR Do not exceed 1000 rpm until oil temperarure reaches 4OoC,
1OOO RPM except to first start taxiing.
10. Engine Oil Pressure CHECK If gauge does not register within 10 seconds after engine starts,
or reach 30 psi within 20 seconds, stop engine +-
11. Fuel Boost Pump OFF
L2. Mixture Control As desired tor Manually lean for 50-100 rpm drop at approximately 1000 rpln to
satisfa c tor y inhibit plug fouling during ground operation whenever possible. .F*
operation
DC.6/7 FLIGHT MANUAL to/75/sB

GENERAL 14-17
fr
w
U''JIED
PUWER PLANT
CONDITTON CONTROL OR INDICATOR ACTION eCi/tAltKS

RTINT]P 1. FueI ke&sure CHECK 23-25 psl t24*26 psi nC-?)
2. O[1 hessure CHECK ?5-90 psi at 6St (65.'"?5 psl @ 1500 to 1800 RPM DC-?)
3. Oit Temperatue CHECK 40t-85'C
4. Cyliuder Herd Tenp. CHECK 100nC-232*C,
"{
n"r*x* *f 1?(}.C {DC*6) dI 200'C (DC-?i
desired befare '1'A.I(ilfifF*
5. Cubuetot Hert
I
coLD, CHECK If heat is used orr iXlqs pl:*r*.rd" heet control must
be left iu "COL$'" p*lriii*n f*#r 2 miEutes before
appi.ying TAKFICITF F*;lws.ru
6. Mxture Conqols AUTO-RTCH
AND LOCK
7. Ttuottles 15OO RPM Increase RPhd Light* 0l"l
(1600 DC-?)
ON ALI ENGINES
8. hp. Toggle Swltch HOLD IN DECREASE Note Decrea.dng dilh{ unril i.Jght comes ON at
RPM POSITION approxi mately ltt!1} -I"lJtiil R}frd"
HOLD IN INCREASE Note lncrea$ng E-Pirt uaiil tigirt cames ON. Check
RPM POSITION fu1I recovery c:f nPM
Auto- 9. BMEP Indicrtors CHECK for proper CAUTION3 IF itlvlrp IhT)ICA,TOR tS SLUGGISIL
ferther opendon FLUCT'1tA?',*.tG WIDELY, OR OTHER-
Check WT$E h{AJ,F{'NCTIONIN6, THE TAKE-
OFF lvl'UST NOT BE ATTEMPTED WITII
A UT$-FIIA THERINC OPER3,TM.
10. Auto-feather Master RESET then AUTO- Four greert ligirt.i rllrrnir'aLe
Svitch FEATHER.
11. Throttle RETARD Below 80 BMEP {100 B}IEP DC-?) or until red BIvIEP
lights illuminete, Elv6F ligi-rts should illumlnate at
approdmately B0 {100} fiIdEF" T"he red feather
button lights witt ll^Luminare at uhe same dme.
12. Auto-feather Test HOLD in the IEST Approdmately 1 seeon<I later *le 3 green Auto-
Switch podtion. feather ready ltrghts f<ir i:ire engi.ues uot belng
tested Will go ouq ,{pprcxim*tely 1 seeond later
the feather buttr:n wi.l"tr pnX"t iit xild feathering of
the engine being ruJres {ct;.1 r:ediiL
After observing a
slight decrease in
RPM:-
13. duls-fsather Test RELEASE

Switch
14 FeatherButtdn PUIJ. OUT to neutral Red BMEP tights" red ieet,hi}r bl}ft$n ltrghrs
and remaini.ng Seeri tigtrt wtll go out
Feathering will stcp anc* an i.ncrease ln RPM
shoutd be obser'red-
(a) Auto-feather Mastet RESET thCN AUTO-
Swi.tch FEATHER
15. Auto-feather Checlq Repeat for remalning
steps 11 tbrough 13 eugines
above
or
Feather Button PUSH lvtromenterity This cheek is nfl{ye$$&r'v aletly if .A"uto Feather
is inoperative or n$r ir*r*Lled, Note Decrease
in RPL{. [f RFM irt*x€&se$o pmpelter is in re-
verse pirefu
10/15/58 DC.6/7 FLIGHT L4ANUAL

14- 18 GENERAL
d
w
Er,J/s!'gl
POWER PLANT
L CONDITION CONTROL OR INDICATOR

ACTION REMARKS
RUNUP
(Contd. )
Blower Shift 16. Engine Blower Shift tO HIGH Shift with a quick movement (DC-?) - no ap-
Check preciable change in instrument readings results
from this shift.
1?. Throttle Slowly INCREASE 1
TO 40 in.Hg(DC-6),1
35 in. Hg (DC-?)
18. Engine Blower shift ro Low Check for ind. of shift on BMEP and MAP. Do
i not repeat Blower Shift check at less than 5
I rninute intervals.
19. ThrottLes Adjust to 140 BMEP lon oc-r, rorquemeter fluctuation of 3 - 5 BMEP
(DC-?) I indicates possibility of spark plug fouling. To aid
38 in. Hg (DC-6), I in cleaning plugs before magneto check, continue
and hold at least I notaing at this setting until fluctuation stops.
1 5 qe-c-ondq I
20. ADI SYSTEM ON Check green light ON, increase in BMEP,

(if installed) decrease in fuel flow,
Magneto 21. Throttles REDUCE MAP to On DC-7, ignltion a,nalyzer should be checked for
Check Field Barometric. abnormal firing patterns prlor to magoeto check"
22. RPM CHECK Max. spread between any two engines 150 RPM
Airplane must be headed directly into wind to
make effective check.
23. Ignition Switch LEFT Observe RPM & BMP Drop OFF.
Normal RPM Drop - 50 - ?5 RPM
Max. RPM Drop - 100 RPM (75 DC-?)
(_ Max. BMEP Drop - 10 (DC-6); 8 (DC-7)
24. Ignition Switch BOTH Allow RPM to stabilize.
25. Ignition Switch RIGHT Observe dropoff as above. Max. dropoff difference
between L & R should not exceed 40 RPM. (DC-6)
26. lsnition Switch BOTH
Holding 2'1. ADI System OFF To prevent unnecessary wear of pumps and motors,
(if installed)
28. Throttles As necessary Use 1000 RPM, if generator output is required,
or sufficient RPM to keep supercharger airflow in
'green
band if cabin cooling required.
29. Mixture Conmols As necessary Lean slightly below best power if idle mixture
is above best power, unless engine becomes rough.
Every 15 minutes:
30. Mixture Controls AUTO-RICH
31. Throttles DC-6, 8" MAP Hold for 1 minute
above barometric
DC.7. 140 BMEP Hold for 1 mi[ute, unless CHT reaches 200' C,
Cleanout If unacceptabte Mag check occurs perform the
Procedure cleanout procedure specified in the uouble
shooting section.
I
I l
r--.|
DC.6/'I FLIGHT MANUAL 1/20/67
GENERAL 14-19
fr
eg
UMIIO
\
POWER PLANT
GENERAL
OPERATION
TAKEOFF ADVANCE L. Advance !&fy_ly_4Sd_U0gs!hly to takeoff MAP or BMEP,

whichever is obtained first.
1. Throttle 2. If green ADI light goes out, switch ADI off immediately,
reduce power to dry ratings and check engine oi1 pressure.
CAUTTON: TURNING ON ADI CAUSES A MOMENTARY

POWER LOSS. IF ADI IS REACTIVATED IM.
MEDIATELY AFTER BEING TURNED OFF, LOSS
IS MORE PROLONGED AND MAY CAUSE AN
UNNECESSARY AUTOFEATHERING.
3. Do not atternpt to resynchronize propellers during takeoff

or initial climb.
TAKEOFF M aster then AUTO- 4 green lights should illurrinate. Feathering burron red lights
WITH AUTO Switch FEATHERING and red lights by BMEP indicators (total of 8 red lights;, will
FEATHER 2. Throttles Apply takeoff power also illuminate if throttles are set below approximately 80
OPERATIVE ] BMEP (DC-6), 100 BMEP (DC-7). The 8 red lights 1if on;
should go out as throttles are advanced. If red tights fail to
go out the takeoff should be abandoned. If red lights go out
and if power of an engine drops below 80 (100) BMEp during
takeoff (throrrles advanced beyond 3/4 OPEN posirion):
1. Feathering button and lighr by BMEp indicator will
illuminate.
2. Approx. 1 sec. later all autofeather green lights will go
out except light for dead engine.
I. Approx. L sec. later, fearhering butron will pull in, and
propeller will start to feather.
4. After approximately 15 seconds, featheiing
button will return to neutral, feathering button iight
and light by BMEP indicator will go our, and auto-
.feather greeu light will go out.
NOTE: Automatic feathering clrcuits of the other 3

engines are opened the instant that the 3 green
lights go out. These circuits then remain open
after feathering burton returns to neutral. The
only way to rearm these inoperative circuits is to
move Autofeather Swltch to RESET rhen to AUTO.
MATIC FEATHERING.
3. AUTOFEATHER Madter OFF after the first All Autofeather green lights should go out.
Switch power reduction
4. BMEP indicators Observe periodically Ifan abnormal reading of BMEP indicstor occurs, isolate
cause of the difficulty, and if found ro be engine rorquemer.er
rnalfunctioning, difficulty musr be remedied before automatic
feathering is used on next takeoff.
72/2e /5e DC-6/7 FLIGHT AL

L4-20 GENERAL
POWER PTANT
oPERATTON (CONTTNUEp)
CONDlTION CONTROL OR INDiCATOR ACTION REMARKS
Power 1. Mixture Controls AUTORICH RPM changes should be made at the lower BMP.
Changes 2. Throttles and Propeller As Required Therefore" increase pawer by increasirrg RPhzl first,
Controls then MAP; decrease pr:iver by decreasiug MAP
firsr, then RPM.
Climb Pqwer Mixture Controls and As Specified OE DC-'7, ser mixture in AItrTORICH, Manually
Throtttes iean to 1300 pph low blower, L340 pph high
blowern providing h{AP spread does not exceed
L inch. Do not allow fuel flow to drop belolv these
values" Minirr:um fuel flow shown in climb pov;er
tables applies to dUTORICH setting only.
{SE If a power reduction is necessary for rraffic

reason$! return the mixture controL to
AUTORICH.
On DC-6 series, manr:a11y lean to minimum fuei

flow shown in applicable climb power table.
Carburetor sho'rrld be written up as too lean if

ciimb fuel florv is below minimum with mixtule
at AUTORICH. MAP must be set to nverage value
I
of other engines when checkiug fuel. flow. Log
book write-ups must speci.fy amount fuel flow is
deficient. BMEP of engirre with fauity cartruretion
:
should he reciuced to 170 i'or DC-'/- 150 for DC-6.
t On DC-?. mainta.in MAP spread between ei:gines

! w ithin 1 inch. If initial spread is 2 inches or
greater, a Log book entry should be ma<le alrci the
engirre checkecl for possible mal.functioning. When
operating &t or near fuli throttLeo with rnanifoid
pressures acljusted ro equaL vahies, a liinit of i2
BMEP spreati shouki be observed ln place of the h{AP
spread limit"
Blower Shift 1. Throttle Retard to 20" \4AP Strift blowers <..nly one or trvo engines st a time.
On DC*?n if two Lrlowers are shi.fted together
pair #1 rvirli #3u #2 with #4.
2. Prop Toggle Switch (DC-7 Toggie to 1600 RPM
cnly)
3. Blower Control rIIGH Do not shift any blower into HIGH at iess than
five-minute intervals. Avcirl increasing pcr.ver
suddenly foltc.wing shift" Power need not be, redrt{ed
rvhen shifting from HIGIi to L0w"
Cowi Flap Cowl Flap Positioning Knob Adjust to maintain A. See Limitarions table. If buffeting results
Management "desired" CI-IT fiom unusuaLty iarge CFG settings, it may he
necessary to exceecl "desired" CHfil.
B. In ground operation an.ci parking, desired

position is norrnally FTJLL 3PEN. When pari<-
ing in v',eather 2" C, or bek:w" close trt','lls
ivhen CH'I drops irelow 150" C. to retairi hea.t
for starting.
DC-6/7 FLIGHT MANUAL 4/28 6.1

GENES6AL 14-2i
I
mlxrure qonuol in exploiting the power. mtrxture

reeronably low oPcrAtlog temperafurgs. , The pro-,
that emplcyed by Pratt & Whitney for the R-2800.
horizontally. )
DC-? DC-6, DC-6A, DC*68
1. Pl,aee mixture qontrolf in AIJTQ=BICII derent. L. Fl,eee mixture Eonuol* in AUTO.HSH detent,
Z, Psltion throttler to desired cruise BlvlEP. Pesfred o
Pooition ttuottXes to desired cIltqe BlyIBp. DeEired
eruise BMEP's are shown iq p6ililsetting tah1e. crulse BMEP'g ere show$in frffiretttng table.
3, $et propeller conuoL to desired RpM. o
set propeller gontroX to derlred RpM.
4. Set spark advanqe swltches in CRUI$E position. 4. Place mlxture controls of #1, #81 & #3 engines in
AUTO.LEAN detent.
5. Re-a6iurt throttles to desired crulse BMEp if 5. Advange #4 thrpttle te "best pgwgr" BMEP. Feot power
necessary. BM$F is
trrySrgd by +4dln+ *peeifted BgEp drop
to erulse BMEP val.ue,
6 Manually lean #4 trrlxture until BMEP reaqhec a 6 Manually lean #4 mlxture irntil BMEP reache.s e
rnaximum or, after showlng ng ioprsase! bo$ns rnaxlnnum er, after ohowing Ro incra&ge, begins
to drop. This establishes rhe "best powert mixture. to drop. This establlahes lhe *best lrowqr" mlxture,
BMEP at this mixture will normalLy"be 1 to E psi BMEP at thlo mixture wlll uormally be 0 to g pd
highq than at AUTO,RICH hlgher than at AUTO-RICH
,l Adjust #4 tfuottle baek to eruise BMEp again, n
AdJust #4 throttle baek ro "best pgwer.' BMEp agein,
Observe resulting MAp, If M.{p exseefo llsrir for the
perqiellar powet" q,ldtude comhlnation, r-et&!d throtrle
to the Umiting value.
8. Contlnue leaning with mirture eqRuol uutll BMEp 8 Contlnue leanlng wlth mixture qs$trol untll BMFF
drops 107o (18 psi for \4ax, cruise ppwei); sruise drops the speqtfied value, Mlxture qontrol may fall
powel tables Ust this leduced BIvIEp for convenieqce.
If the eontrsl is then 8t111 above ttre AUTo-LEAN
detent;
(a) - HIGH-ELQUEB; put the mixture conuot. in
AUTO.LEAN and make a logbook errry - "Unahle
t_o lean Preperly tn high blower"
(b) - LSlLlLoUEi eontinue leaning to the derent
or a toffiI oJ X6% BMEP drop, whlchdver comes first.
If the deteBt ls not reeched, retw[ the rnixture
control to AUTORJCH and make a log book entry -
"Unable to lean properly in low blow-br. ,'
o
Advance ttuottle to reatffiin desired enrise BN4EF. It o
If limitations permit, set spark advaoce switcb in CRUISE
may be fpund that lhe ttuottle is futly open before posltion. BtvlEP wili lncrease 2 or I psi; further lean
desired BMEP is reaehed, BMEp musi not b" mlxture to drop BMEP back to final erui*e value,
further lnEreased by richening mdxture; this will
inErease operating rompera.Ures epd reduee e$gine
Ufe,
10 . For each of the romatning englneo in turnr repest 10* For each sf t}e remaining engines ln turn, pXaee mixture
steps 6 through 9. contrsl in AUT0-NCfi and repeat $teps S through 9,
11 . Observe MAP"on all engtnec; htgh ttuowles should 11. At hlgh altitudes, M.Ap of outboard engines ma! be
be retardEd if limiting MAp t$ exeeeded, and to higher than that of inboard engineS bejause of fower
.maintain M*dP spread betweEn engines within I absorbed by cabin superchargeis.
lnch, tf the'inirial spread is ? inihes or gr'eater,
a log book entry chould bE made and engine checked
for poasible trouble. When operating at-or near
full ttuottle, wirh madfotd presqrep adju*ted ro
Egurl value$, a limlr of 1.2 EMEP spleed berween
engines should be obperved tn plaee of the M.tp
lpread llmit.
NOTES
o
o
,']
L 4
ts or OAT more than
leaning for cruise. Relean whenever altitude.
4/28/6t DC-6/'t rLIGH? MANUAi.

t4-22 GENE&i,L
fr
EE
NT3'.!'J'I
POWER PLANT
Carburetor 1. Spark Advance TAKE.OFF & CLI}ts Exception: DC-7 low biower cruise, use CRUISE.
Heat 2. Mixture Controls AUTORICH Exception: Bieed icing, as indicated by high fuel
flow. See TROUBLE SHOOTING. Mix
ture should be AUTORICH whenever operating car-
buretor air controls, to avoid surging.
3. Carburetor Air Controls As reguired A. When used for ice prevention, adjust to give
CAT 15' C on DC-6 series; lvlax. a11owable
CAT on DC-?. On the DC-?, if OAT is
below - 5o C, use of heat may Promote
icing in the low-turbulence scoop. In these
cases, periodic application of carburetor al-
cohol, rather than heat, is usually more
desirable.
B. When used for ice removal, FULL heat is per-
missible until power recovers.
C. Preventive heat, not exceeding CAT limits,
shalt always be used during descent in icing
conditions to avoid throttle plate icing.
CAUTION: MOMENTARY ENGINE SURGING MAY
BE ENCOUNTERED FROM INGESTION
OF RETAINED ICE ON HEAT DOOR WHEN HEAT
IS REMOVED. REMOVE HEAT ONE ENGINE AT
A TIME.
4. Mixture Controls Re-lean Re-check lean setting after fuel flow and BMEP
stabilize. Observe CAT limitations when using
lean mixtues.
Carburetor Carburetor Deicer Switches Hold ON in 3 to 5 Continuous alcohol flow promotes detonation
Alcohol second bursts as at lean settings. If continuous flow is necessary
(DC-?) req uired for ice removal, place mixture control in
AUTORICH.
NOTE: It may be necessary to hold switches
ON up to one minute before flow is
indicated.
Alternate Fuel 1. Carburetor Heat FULL Alternate source is intended only as a means of
Metering recovering power and sufficient heat for deicing
Source (DC-7) under sudden or severe icing conditlons. Heat
conuol should be placed in FULL first to aid in
deicing as quickly as possible.
2. Throttle/MAP Retard to 25" Under critical conditions, such as initial climb,
alternate source may be trrrned ON without throt-
tle reduction IF power lost is not more than half.
To do so with greater power loss will produce ex-
cessive overspeed.
3. Mixture Control AUTORICH
4. Fuel Boost Pump On LOW
5. Alternate Fuel Metering Sw. ON
6. Throttle l
Adv. to desired power Fu1l climb power may not be available.
7. Mixture Control Lean to best power To be doue immediately following throttle ad-
vancement to achieve hot CHT quickly.
8. Throttle & Mixture Adjust as necessary Constant monitoring will be necessary to main-
tain proper power and best-power mixture as
carburetor heat and fuel flow increase.
9. Carburetor Air Temp. Monitor Observe CAT limits as power recovers.
When deicing is comPlete:
10. Mixture Control AUTORICH
11. Alt. Fuel Metering Switch OFF
L2. ThLrottle & Mixture Reset as desired
DC-6/7 FLIGHT MANUAL 70/15/58

GENERAL 74-23
fr
wliuilfil
POWER PLANT
oPERATLoN (CONTTNUEpJ \
Spark 1. Ignition Switch RIGHT

Advance 2. Spark Advance Momentarily select If advance is funcrionlng, a definite slight BMEP
Check TAKE-OFF & CLIMB, drop should be observed at TAKE-OFF & CLIMB.
then return to Perform check at lean settings, low blower, with
CRI]ISE altitude below 15,000 feet and MAP below 30".
Use Ignition analyzer for checking, if installed

and operating.
3. Ignition Switch LEFT Repeat check.
Stopping Throttles As necessary Taxi at lowest practical RPM. Always operate

(DC-7) at least 30 seconds below 1,000 RPM before
shutdown. This provides optimum scavenging
and red';ces possibility of hydraulic lock. Idle
until CHT drops below 150o C, or to a value
consistent with existing atmospheric temperature.
Oil Dilution Flight crews will accomplish oil dilution if

(DC-6 Series) engines are to be shutdown in OAT's below 2'C
(35' F) and qualified ground personnel are not
avallable, or if requested by ground personnel.
1. Engine Tachometers 13OO RPM
2. Fuel Boost Pumps L01{
3. Oil Dilution Switches Hold ON
4. Fuel Pressure Observe Dilution is indicated by fuel pressure drop. At
stations where external heating facilities are
available, dilute for 2 minutes; where they are
not, dilute for time appropriate to OAT: -
oAT "C -i -10 -1'5 -2P .2F

Ti.-
345678
CAUTTON: FUELIS ADDED ABOUT ONE
GAIIMIN. OIL QUANRTY MUST
BE STJFFICIENTLY BEI,OW FT]LL
AT START TO ADD FUEL WITH.
OUT OVERFLOWING TANK.
NOTE: At oil temperatures above 60o C, the
:r .lr: diluting fuel will not stay in solution,
and the engine should be shutdown
until oil temperature is below 50o C.
Engine can then be restarted and dil-
ution resumed.
If oil
pressure drops below 15 psi @
1300 RPM, release oil dilution switch
'r.l:,rii.,;:
until pressure recovers.
5. Feather Buttons PUSH Push button until RPM drops to 800, then allow
(If expected OAT is below RPM to return to normal. Repeat 3 times.
-18'C (0'F).)
6. Mixture Controls IDLE CUTOFF
7, Oil Dilution Switches RELEASE - after propeller stops turning.
B, Fuel Boost Pumps OFF
70/75/58 DC-6/7 FLIGHT MANUAL

14-24 GENERAL
'.4
4
w
ln's',nl
POWER PLANT
OPERATION
CONDITION CONTROL OR INDICATOR ACTION REI.iIARKS
Autofeather 1. Propellers c HEC

Preflight 2. Throttles RET
Check 3. Autofeather Master Switch AUTO-
MATIC FEATHERING
4. #1 Throtrle FULL FORWARD The red lights in #1 feathering button and by
#1 BMEP indicator should come on, followed
L-3/4 seconds later by the feathering button
pulling in. Al1 green lights except for #1
engine should go out.
#1 Feathering Button PULL OUT as soon CAUTION: IF THE PROPELLER IS ALLOWED TO
as feathering begins MOVE APPRECIABLY TOWARD THE
FEATHERED POSITION, SUBSEQUENT
HYDRAUTICKING MAY RESULT.
STOP THE FEATHERING ACTION
IMMEDIATELY AFTER THE BUTTON
PULLS IN.
o. Other Engines REPEAT
n Autofeather Master Switch OFF
'll
\
'\-
DC-6/7 FLIGHT MANUAL 10 /75 / 58

GENERAL 1"4-24.1.
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GEI:{Li},Ltl, 74-25
fr
t,Iilo
llP
POWER PLANT
CB-16 & CB-17 LIlv{iTATIONS (Continued)
NOTES: 1. When the dry take-off rating of 2050 BHP is used the propelter governor must be reset to limit
maximum rprn to 2?00.
TAKE-OFF & CLIMB (20') spark must be used for all operatioos except certain specified cruise powers.
Those cruise power seftings usiug CRUISE (25') spark may also be used with TAKE-OFF & CLIMB spark
in the event the spark advance mechanism fails.
o. Manifold pxessure should uot normally be reduced below a midmum equal to one inch I-Ig" per 100 rpm;
i.e.,20 ln HB: for 2000 rpm, 21 in Hg. for 2100 rpm, erc.
^ Do not exceed 1000 rpm until oil temperatue reaches 40o C. except momentarily as necessary to
start taxilng.
r 5. Minimum CHT for startingi
(a) Englne oi1 not d.iluted: -4'C. (25" F.)
(b) Engine o11 diluted standard 2 mlnute period: -9" C" (15'F.)
(c) Engine oit diluted in accordance wlth temperature table (in oi1 dilution procedure): normal
start may be made at ol above OAT corresponding to length of time oil diluted"
b. Whenevdr an overspeed occuls, the maximum rpm reached and'the powet setting should be reported in
the Log book as a guide to maintenance personnei.
L
MTNIMUM OIL QUANTITY FOR DISPATCH - DC.6, DC.6Â., AND DC-6B
TOTAL FROM FT'tL 3999 3699 3399 3199 LESS
'I
FUEL THAN I
(Galions) TO 4000 3700 3400 3200 3000 3000
MIN. OIL
PSR EI.{6. go
35 JJ 31
* 27 25e
(6allons)
o Special exception: OÂK to SFO 10 gallons"
r MIMMUM ADI QUANTITY FOR DISPATCH (When required)
DC-68 (CB*16 Power) 5 gallons ;1er tank

DC-6A and Overwater
DC-68 (CB-1T Power) I g;lllous per tauk
PROPELLER
IDLING
Forward . . . r . ... . .... ... . .. o . .,G . . . o . . o . .600(+50)rpm
GOVERNING
Maximum . ;..-.-a. r,. o .,. . ... .'... ..T.O.(+2b)rpm(SeeNote)
NOTEr Any overspeed or underspeed condltiou on take-off of 25 rpm or more,musr be reported in the 1og book. Cor-
rective actlon on reports of up to 50 rpm overspeed or underspeed may not be taken by maintenance personnel
at the time of the first or second consecutive report.
BLADE ANGTE SETTINGS

LowPltchsetting o . . t . . . . . o ....r . o o. . . . , . 30"
ReversePitch. , ....,. u. .. o. .. i -8o
Fgathgfgd . . . r o . d .. . r... . i o o a o . 6 e . 90{
.2'
L FEATIJERINGTIME. . ... r... ,.. . .. . . . e .. ?.Sseconds
12 DC.6/7 FLIGHT I\4ANUAL
L4-26 GENERAL
,rtJlfr
AD
x <r \it <' r+ .+$ POI{IER PLANT
oo (fo
r+ Fl
H i.{ F.l H
(J LIMITATIONS (Continued)
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DC,.6/7 FUGHT MANUAL 7/20/6t

GENERAL 14-21
U'D
fr
,$l
POWER PLANT
n-Qqs 0 LIIvITATIONS (Contl@

NOTES: 1. Fuel Pressure 24 psi MIN - 26 psi \4AX,
2. Max. Fuel Pressure with boost pump operative - 35 psi.
3. Oil Pressure 65 psi MIN - 90 psi lt{AX. At take-off, 100 psi ItlAX.
4. Min. allowable Oil Pressure at idle speed - 15 psi.
5. Fuel grade - 715/145.
6. Carburetor air temperature - see previous page.
7. Whenever au overspeed occurs. the max. rpm reached and the power setting should be reported in the
1og book as a guide to maintenance personnel. If an engine overspeeds to 3050 rPm or more, but not
over 3120 rpm, the engine may continue to be operated if the Captain so wishes, If an engine exceeds
3120 rpm it should be used only if emergency conditlons requlre.
8. Avoid continuous ground operation between 1300 and 1600 engine rpm.
9. 'Mnimum Oil Quantity for Dispatch". ,
Total Fuel FROM 800 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3400
Load (gals.) TO 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3400 FULL
Min. Oit i
Quantity 26 28 29 ol 33 35 36 38 40 42 FULL
per engine
(gal1ons)
10. Descent and reduced power: Do not exceed cruise power MAP limit. Maintain at least one inch MAP
per 100 rpm. On final approach, throttle may be reduced as required.
11. Cowl Flap Limits: no minimum in climb or cruise.
- t2. Minlmum CHT for starting: -4' C. (25" F. )
PROPELLER
IDLING
Forward .... .... . " 600(+50)rpm
GOVERNING
Maximum .:..... .. 2900 (+ 25) rpm (See note)
.N9E: Any overspeed or underspeeri conciition on take-off of 25 rpm or more must be reported in the 1og book.
Corrective action on reports of up to 50 rpm overspeed or underspeed may not be taken by maintenance
personnel at the time of the first or second consecutive report.
BLADE ANGLE SETTINGS

LowPitchsetting.. o. .. o. .... ..29.5"
ReversePitch. . . o. .. . -14'
r :ME
FEATHERING TIME ...8.3seconds
L
t2 /2e /5e DC-b /' I I.LIGH.T MANUAL

GENERAL
74-28
a
eg
bffi
POWER PLANT
LIMITATIONS (Continued)
R.335 O TAKE-OFF POWER' NONSTANDARD CONDITIONS
The following Table is to be used as a guide in determining whether or not an engine is developing satisfactory
take-off power.
MINIMUM BMEP AT 56.5", 29OO RPM
Dew I oAr cF)

Point 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
30 265 264 263 267 260 259 257 256 255 254 252 25t 250 249 247
35 263 .UL 267 259 258 o<n dEc

254 o (a 252 250 249 248 2A'I
40 261, 260 259 257 256 255 254 252 257 250 248 241 246
45 259 258 256 255 254 253 251, 250 249 247 246 245
50 257 255 254 253 257 250 249 248 246 245 244
55 254 253 251 250 249 247 246 245 244 242
60 257 249 248 247 246 244 243 242 241
65 247 246 245 243 242 24L 240 238
70 243 242 240 239 238 23? 235
75 238 237 236 234 233 232
NOTE: For altitude fields i,ncrease the above values by 7-l/2BMW for every
1000 feet above sea level. If specified manifold pressure cannot be
obtained, decrease the above values by 6 BMEP for each iach low.
N,-6/'I FLIGHT MANUAL t2/L5/58

GENERAL 74-29
mDl E
EE
POWER PLANT
LIMITATIONS (Continued)
CB.16 & CB-17 TAKE.OFF POWER - NONSTANDARD CONDITIONS
The following Tables are to.be *g-d_T a guide ln determinlng whether or not an englne is developing satlsfactory
take-off power. If specified manifoldpressure cannor be obtiined, decrease the ta6le values Uy i n[Aff for eacfr
inch low. No correction need be made for elevation.
C8.16 DRY
MINIMIJM BMEP AT 55.0", 27OO RPM
Dew
Point 25 30 OE
40 45 50 55 60 65 70 '15 80 85 90 95 100
30 21,5 2L4 273 2L2 2LL 2r"0 209 207 206 205 204 203 202 20L 200 199
35 o1.) 271, 21,0 208 207 206 205 204 203 202 20L 200 199
40 211. 2L0 209 207 206 205 204 203 2A2 20L 200 199 198
45 209 208 207 206 205 204 203 207 200 199 198 197
50 207 206 205 204 203 202 207 200 199 19't 196
55 205 204 203 202 20L 200 1 I 198 79'.l 195
60 202 201, 200 199 198 197 195 1.94
200 199 198 197 196 195 794 193
'7$ 198 t9"t 196 195 794 192 191
ry<
195 194 193 792 191 190
CB-16 WET
MINIMTJM BMEP AT 59.5", 28OO RPM
Dew
Point 30 3 50 55 65 ?0 80 90
30 242 241 239 238 zot 236 oor 234 oao 231 230 229 227 226 225 224
D<
2?9 oea zot 235 234 ooo 232 AI)L 229 228 226 223
40 237 236 235 234 oDo 231- 230 229 228 226 225 224 223
45 235 234 233 232 230 229 ooa 226 224 228
22',1. 222
50 oo, 232 oa1 230 228 227 226 225 224 222 227
55 230 229 226 225 224 220
60 ooo ooo 226 225 224 229 222 220 219
65 226 225 224 221 220 2L9 278
?0 223 221 220 278 271 216
220 279 218 27'.1 27s 274
CB-17 WET
MINIMTJM BMEP AT 62.0", 28OO RPM
Dew r
Poinr o< 30 35 40 45 50 dd 60 65 70 80 85 90 95 100
30 _gia_ 249 248 246 245 244 243 240 289 23s 234 232
35 249 241 246 245 243 242 24t 240 ooo 237 2s6 284 233 232
40 24',1 245 244 243 242 240 239 238 236 235 234 233 231
45 245 243 242 241 239 238 237 236 233 232 237
50 24L 240 239 oqq
236 235 oo9 232 231 230
55 240 239 238 236 oo <
234 ooo ooo
231, 230
60 ZJA ooc 235 234 aoo oa1 230 229 228
bi) 235 ooA oao 231 230 229 227 226
70 oao 237 230 228
n<
7 226 224
ooo 228 226 225 224 ooo
72/L5/58 DC.6/7 FI,IGHT MANUAL

14-30 GENERAL
a
UI'IID
@9
PR,OPETLER
CONDITION PR.OCEDIJRE
TOGGLE SWITCHES
1. All toggle switches inoperative. 1. Check propeller MANUAL circuit breaker.
2. Check 4 fuses in synchronizer box.
3. No further action Possible in flight- (use

master conrol lever to change RPM).
2. One toggae swltch lnoperative. 1. Check toggle fuses in synchronizer box.

Fuses are labeled A-B-C-D and corres-
pond to Engines 2-3-1'4. Additional
fuses are spares.
No further action possible in flight- use

master control and re-synchronizer button.
3. Do Dot attempt takeoff with one or more

toggle switches inoperative.
3. Toggle switch inoperative INCREASE 1. No corrective action possible in flight -

RPM porition, but OK in DECREASE use mastet control lever and re-synchronizer
RPM. button to change RPM.
4. Toggle operated to INCREASE and RPM 1. No correctiye action possible in flight. If

decreases. or when operated to DEC- toggte switch ls held continuously in either
REASE RPM lnqeases. position, RPM will go to full limit in one
direction and imnrediately reverse and go
to opposite extreme, etc.
(a) Ma$er engine selector switch - MANUAL.
(b) Make a l.l EPM changes with toggle

switches.
(c) If nPM of faulty engine is too far

out of limits, an attemPt rnay be made
to change RPM - if unsilccessfuln
feathering maY be necessarY. At-
tempt to reset RPM as follows:
(1) Slow atuPlane to 135 Kts-
(2) Reduce Power on faultY engine

to 20 ir. Hg.
(3) Hold toggle swi.tch in desired

direction until RPlvl runs to ex-
ueme high or low llmit rrhere it vri.Il
reyerse direction., and start back
toward other ]imit. When desfued
:"''*\ RFN{ is obtained, release toggle
switch.
w,-6/7 FUGrrr MANUAT. lk/1"i66

GENERAL u,-31
a
w
UX'IID
PBOPELIER - (Cont.1
CO}PITION PROCEDURE
(4) If procedure is successful -

restore engine power as des-
ired and continue to oPerate
props ln MANUAL'- avoid
fruther RPM changes on faultY
engine.
I4ASTER LEVER
1. Master lever or resynchronize button Check PROP GOV SYNC clrcuit breaker and
inoperative fuse in sync box.
2. Use toggtre switches.
2. RPM ou one engine changes il direc- 1. Follow "Trouble Shooting - Toggle Switches. "
tio[opposite to that selected with
master lever.
RESYNCHRONIZING BUTTON
1. RPM of one engine drifts out of synchro- 1. If toggle operatiott is erratic - follow "Trouble
nization and goes farther out of slmchro- Shooting - Toggle Switches" - step 4.
nization when button is pushed.
2. Itrdlvidual or all engines wlll not remaln 1. Toggle engines back to approximate synchroniza-
in syncfuoqization. tion if RPM dlfference ls large.
2. Push resynchronizer button and release - tepeat

several tirfles - if no improvernent:
3. Master engine selector switch to opposite master
engine and operate resynchronizer button several
rimes - if no improvemenE
4. Master engine setrector switch to MANUAL. llse

toggle suitches for all RPM changes.
RPM LIMIT IJGHTS
One RPM limit light inoperative when master 1 Check bulb - pusLi to test" If bulb is OK' return
lever is in CATIBRATE Position for takeoff. to ramp for mainte**nce action.
UNREYERSINC
1. Propeller will not come out of reverse 1. Advance thrortle in forward range to i200 RPM.
with throttle.
2" Depress fe*ther button until RPM increases to a
maximum valite then fails off to i200 RFIvL
(This procedue assures that the blades are brought
into the forrirard pitcht governing range" It rnfiT
! take at least I seccncis to feather fronr the fuli
reverse positiora to a point above the low pitch
71/7/56 DC-6/7 FLIGHT MANUAT

14-32 GENERAL
fr
wUI'IID
\
PRoDEIIER - (coffi.)
CONDITION PROCEDURE
Ifpropeller cannot be brought out of reverse by

above procedure. then
3. Trtp P&OP BEVERSE COMIROL circuit breaker'
4. Shut down aad taxi in on 3 engines.
NOTE; If urueverslng difficulties are experienced

requirirrg the propeller to be feathered out
of reYerse, do not rrake a takeoff until cor
rective maintenance action is taken'
2. Propeller comes out of reverse and then 1. Pull appllcable "PROP. BEVERSE CONTROL"
feathers. circuit breaker immediately.
2. Shut down englne.
ENGINE
fnglno will not turn with starter 1. Check engine selector switch.
2. Check 'Srart-primer Ind. {ib' clrcuit breaker"
3. Check DC volts.
4. Check for voltmeter deflection when depreslng

starter switch.
5. Check starter curretrt limiter.
Engine will not start, truns OK 1. Check ignitlon switch.
2. Check fuel boost pump and presure. If fuel

boost pump is inoperative, fuet cross feed
may be used fsr starting.
3. Listen for vibrator operation when depressing

boost switch"
hop stops suddenly during cranking 1. Stop cranking immediately - hydraulic lock
irdicated"
2. Check ignition - OFF.
3. Notify maintenance personnel"
NOTEI Proper malntenance technique prohlbits

manually moying the propeller.
\*
rc,-6/l FUGHT MANUAL 11/1156

GENERAT 14-33
fr
ry
UI'ID
ENGINE - (Conc.1
CONDITION PROCEDTJRE
Oll presure low " immediately after starring. 1. Check fire exdngulsher selecaor valve handle -
- full in.
If oil presure does nor register almosr immediately
- shut down engine and fuave cause investigated.
Excessive oil consumption 1" Check engine nacelle and exhaust. If heavy smoke
and/or excessive oil is evident, shut down engine
immediately.
2. If engine appears nolmal. operatiorl may be continued

undl oil pressme drops to rninimum allowable. Mon-
itor oil pressure, temperature and quantity.
BLOWER FAILS TO SHIFT (R2800 outy 1. Returu switch to original position.
Ground Rurup)
2. After two mlnutes make one addirional attempt
to shift.
3 If blower still wiU $ot shtfr and Is ln LOW, take-

off can be made if eruoute condltions permit.
Takeoff must not be made if blower clurch was
slipping as evi.denced by fluctuating MAP and
BMEP"
QUESTIONABLE ENGINE 1, Determine that engine OI.{ SAME SIDE OF AIR-

BLOWER" POSIfiON PLANE is in tol{"
(GRCIIJND RTINUP)
2" Set MAP of guestionable engine and engine on
same side of airplaire to 25 in. Hg.
3. Observe relative position of throttles. MAINTAIN

THIS RELATIVE POSITION DI'BIING CHECK.
4. Advance botb throttles until engine known to be in

LOW blower reaches 46 in" Hg" or until other eng-
ine reaches 54 in, Hg.
5. Carefully watch fr:r spread in MAF as throttles

are advanced" If questioned engine blower is in
HIGH, its MAP will increase MIJCH MORE
RAPIDLY rlian that of the engine in LOW
blower"
6" ?akeoff in LIIGT{ b:lower i-s prohibited"
BLOWER. FAILS TO SHIFT 1. Returr switch tn origiilal position.

(oc-a sERrEs oNlY - Fl.'tGHT)
2" .After two rnj.&Lltes nrake one additionatr 8ffempt
tn shift.
3. If blswer fails to shift on second atc€mpt, make

uo further eff*rrt to shift.
11i1lE6 DC- 6 /'l FLIGHT I,/LANUAL

74-34 GENERAI,
l\*d
ry
rmnF!
POWEN PLANT
.\
ENGilB - (Cut t
ffi
CONDrrION PR6EDUTE
ABNOm{AI LOSS 0F pOWm 1. Feethcr propeller -

AFTn $ItrZEIG DtO{lR blower clutch hrr pmbrbly frlle{.
(Fr.rctl[)
ONB IiIAGNBTO INOPENSTTVB If norenglm roughnc* lc erpcrlenpcdr
1. No chenge ttr powcr k re(ulre4
2, Monltor englne lrrtrumcnt ludlcstloru, I\{AP,
CHT, etc.
3. CAIITION: DO NOT MAIG MAGNETO CHECK

IF ONE tr t}IE MAGNETOS IS XNOWN TO BE
INOPEMTTTE.
CLEANOUI PROCEDURE - R2800 ENGINE 1. Mlxtue Conuol - AIIO-RICH.

(oN
---.)- GROTTND)
o Manlfold pressure - Station baroroetric + 8 irt. Hg.
- hold for 15 seconds.
3. Throttle - CIOSED.
- hold for 15 seconds-
4" Throttle - Yery slowly advance to statlon baro-
ureuic + 8 in. Hg. MAP
L - hold for 15 seconds-
5, Throttle - station barometrlc MAP
6. Magnetos - CIIECK
1. If magneto check still uruatlsfactory -

ADI Equipped Airplanes:
A. Throttle - statlon barometrlc + 8in. Hg. MAP
B" ADI - ON
-hold for 20 seconds.
C. ADI- OFF
D. Repeat stops 3, 4, 5, and 6 above.
8" If mapeto check still rusatlsfactory -
A. Throttle . 1500 RPM
B. Prime switch - ON
- hold ON for 30 seconds. Malntain
1500 RPM durlng prlming.
C. Throttle - Statlon barometric.
\ D. Magnetos - CHECX
9" If magneto check still rnsad.dactory, Eot€ Lqg
Book and tefirtr to ramp.
DC-6/'I FLTGHT MANUAT thls1

GENERAL 1,4-35
r
a
ry
lrtD
POWER PI.ANT
El.lru_- (Cont.)
coNDrrtoN PfmEunts
--------+- Cf,EANoUT PROCEDT RE - R3060 ENGSIES 1. throttle . Adjrtst for 1000 RPlvI.
(oNGROTTND) 2. }Yff'xturp - tefq to glve lpFo& 25- RPM dmp,
end dlow CHT ts cool below 180'C.
8. Mxtup sontol - AUfO-RICH
4. Tluottle - Advence very rtrowly @ 140 BMEP
aod hotd fs ouc nmtiiffiiiiir cHT reeches
200c c.
NOTEI If park plugs nridtre whlte poryer ls
being lncrease4 retard thrqrttre sltghtly
to perrdt spark plugo to resume flrtng
before contlnuiug powu appUce[ou.
5" Ttuottle - Station baronEtlc lv1Ap

6. lvlegnetot - CHECK
7. If magneto check still unsed.drctorn rcpe8t st€p
1to6.
8. If megneto check gtlll unsaddactory after wo
ctbsnout .ttsmpB, Dote Log B6k &id retrn to
remP.
ENGINE NOTIGTINESS L, Mi:Cure - AIIIOHCH"

(IN Frrffrr)
2, Spark - TAKECFF & CIIME.
3. Attempt operatlon at reduced power.
4. If touble ca[not be corrected. feather propeller.
rc,-7
LOW BMEF IT€rEATXCN -&*,ISD 1. Feather englne if 20 BMEP or more belor cher
engiues at same f,PM and MAP. All other ts,aglne
lustruments aormal.
Tlm.oTTrE - NO iUSPmiSE L. Carburetor throttle balance on all carburetors.

Brlance ls sprlng troaded.scrut cmnected to
thlottle arm. Ove-rcenter acdon ln idle range
slllretwn throttle to ldle, lf couttol rod
breaks in ldle regtme. If past idle reglme
tfuottle wtll go to 30-35 ltr. Hg. posltion.
DC-?
FRT fallure as ladlcated by dlsplacement of flight 1. IN FIIGHT
hood br sparks and srnoke frsln fligbt hood. , (a) Feather englne tf flight conditlons
peuuit.
POWERINTEBRUPTION 1. Close throttle.
C,AIIIION: DO Not AIIOW POWER TO RETURN

WITH TIIRO(ITIE OPEN"
1ft/57 DC- 6fi rIIGxr MANUAT

14-36 GENENAL
fr
wulltlD
POWER PLANT
CONDITION PROCEDURE
COWLS FAIL TO OPERATE 1. Attempt operation \^rith manual selector switch.
H 2. Tap overhead switch panel (to free sticking relays. )
Two spark plugs not firlng in Feather engine (mechanical peening of the spark
the same cylinder, (Shorted ol';gs by a combustion chamber failure is most
secondary pattern) likely cause of condition. )
,\-
DC.6/7 FLIGHT MANUAL 7 /L/51

GENERAL 14-37
frt
wUIIJCD
POWER PLANT
TR.OUBLE SHOOTING (Continued)
E N- G IN E (Continueci)
SYNIPTOh4S or Ground) POSSIBLE TROUBLE
Low Power (llPM-BMEP) On Field 1. Blowing Valves

2 5 ?10 I Vrlves Out of Adjustment
z
Barometric Check o
H
Low Power a t Take-Off and a Low Reading Torque F
Z 2 3 57 91A2324 Pre ssure u
--Eh NIETC Power
FnefFlow;itd MAP A11 4. High Reading Torque zo
E r\
Lean Cruise Power s 23567 9 1213 11 19 21 Pressure
o 5. Cyiinder Out Al1 Through E]
Lr" 31( Altitude 7 z
tlj Low BIvIEP Critical Altitude Mixture Range L)
& zlrl
Li lvlanual i,ean 2 3 5 7 72L324 b. Cylinder Out Lean Opera-
z ffiw ting Range "l
Cruise tion 4 7. Twisted Tail Shaft d
u
BhIEP 4 8. Internal Engine Bearing zt!
o Excessive Power Loss ? 10 18 28 F a ilure o
o Burned Piston
10. Bent Push Rod or Broken
Nuririal IvIap,uer.r Check 3 4 5 6 16L719242526 Rocker Arm
C E ve
F. Erra lv{a 11. Defective AMC
Z o ange w om 72. Injection Line & Seal Lcaks
u .Adv. ro Retard duriilg Lean Cruise 22 10
Injection Nozzle Stuck Opcn 2
14. Injection Nozzle.Spray F
U)
F iiglit PqLl ei1]qgg!_Ug&! 12 ,15 1S Pattern or Intermittcnt Sticking >.
a
-6;rr1d 12 13 15 Injection Pump Diaphragm
Prtmer eheck Helps 19 15 z
Low Fuel Ftrow Climb 15 Ruptured o
Low Fuel Flow Lean Cruisc 16 Sunk Float Injection Pump or F.
4 U
,.1
tr. Fuel Flow Surges in Cruise with Ma ster Control IrI
J Tendency ro go Lean 15 77. Injectior.r Pump Flpat Stuck z
F
) High Fur:1 Flow Climb 71. 76 24 Closed J
rq
Li.
Higit Fuel Flow Lean Cruise 3 s 67624 18 hrjection Pump Control Shaft
t or Wobbie Plate Brg. Failure
* Roughn*Ls
Engine 1 2 6 ? 10 12 13 t5 18,21 23 19 Upset Fuel Injection Pump
*F.Z BMEPf:luctuation 7 Z 5 6 ? 910 1Zf3_1Lf13-29J]-2,3-., Synchronization
"aDjrF Smo a tion
fD Zo
TL ttent ness Lean 14 7'.t Fouled Spark Piugs
21. Defective Distributor Xur
^2
F
du)
F,i
*/-
Red Fleshes & Black Smoke Puff 22 Manual Spark Advance Inop. Z>"
When ri on One I4a 2A oa Mistimed Magneto or Distributor Orn
O
Fi ter-F Dur Cruise
at 1 18 Intake Pipe Leak Z.t
t-i ,z r!
Flame From lmproper Diffuser Pinch ;,
Exhaust or TurLrine zo. MAP Gauge Line Leak \< Fr
z,
D R.a tTe a ture B
Eg
z'o
d
F
U)
one a
Z --Arange FTameTrom Exhaust 28 z
oa ffiaust 928 Exhaust Stack Breakage *H
Excessive C il Coi-lsu tion OQ 'I urDme Farlure XLI
j 28 !! >.
(/>
rgc iDrea SE
d
3 W,Cro:;s Over oIFiot Hd. in A-R 19
EXAMPLE:
bxc<ssI\ d uret il:rlf l-.lt i('na txc I
J e6tGgsctund n-EE-u in o o wn 100 Erratic Magneto Check - 1 or 13
-mrExr:essive CLiT, l-ean Cruise 10 9.?
lt)
1" Blowing Valves
H Symptom Increases in Magr:itude 13. Injection Nc',zle Stuck Open
With Altitude . 11" 24
NOTE: ITEId$ lf; to Lg and ITEM ?8 DO AIOT APPLY TO CB-16 & CB-1? ENGINES
l.r.l1/e6 DC.6/1FI,IGHT MANUAL

14-e& GENERAL
fr
at rld
@
TO DC-6/7 FLIGHT NIANUAL
E .sTscK
"e
Be*s€ GENERAL - BULLET]IN #:T?.A
s/23/5e
FROM: NIAiNTENANCE REGULATIONS SECTION . SFORG
Please insert thts bulletin followiug page 14-38 and record on the "Record of Bulletins" sheet. Also remove bulletin
#3? from the Power Plant section and destroy graph previously issued as p ertains to the Cruise Power Mixture Settiu oc
H,
DC-? HJiGFI AND LOV/ BLOWER CRUISE POWER SETTINGS
R-3350 cornbustion chdmber difficultres continue as the predominant cause for irregular R-3350 engine removals. trVhile
the results of the past six months have shown some improvement, experience of other operators has shown that i:,,'rii
slightly lower fuel-air ratios woul:i be desrrable.
Bulletrn #3? is hereby revised to provide fuel flow checks for both high and low blower cruise. Maximum high blower
fuei flows are not held to 10 pounds above V/AD chart values rnstead of the previous 20 pound value. An additional
fuel flow scale is provided for altitudes ir:1,lrv 19,00Q feet.
A separate chart has been added for checking fuel flows during low blower cruise, Results of a recent survey indicate that
a hlgh percentage of low blorver crulse op,zrations are conducted rvith excessively high fuel-air ratios. It is believed that
tris chart will aid in correcting this situatior-r.
1. After cruise a.rrspeeC and other conditions have been stabilized set 10'BMEP drop lean power. Slow leaning - say
20 seconds - frorn best power to 1C% lean - wili usual y result in closer to desired fuel-air mixtures
Z Determine the average CAT from the four instruments.
Using, the CAT obtained, enter the graDh frorn the bottom and proceed upward to the MAP developed by the engine
being srudied. Attempt to read the MAP gauge to within 1/4 inch; (if in doubt, read to the iow side. )
4 From this point, proceed to the leli and read MAXIMUIV{ FUEL FLOW to the nlarest 5 pounds. (Fljgl1-flowgr oniy -
for altitudes of 19,000 feet aird above use theiaside fuel flow scale; for altitudes below 19,000 feet use the outer
fuei tlow scale. )
5 Compare observed fuel flow agalnst MAXIMUM FUEL FLOW. If observed fuel flow does not exceed MAXIIMUNI, a
satisfactory crulse settirlg has been obtarned: if it does, adjust as foilows:
GENERAL . BULLETTN #33-A

PAGE 1 OF 4
Continue leaning with mixture control until MAXIMUM value is obtained, and advance tlrgt$g to regain the iost
-not
power" (But do exceed the 41" MAP hmit. ) :',: i ,i
l
Recheck observed fuel flow agatnst MAXIMUM using the new MAP.
NOTE: It is not permissible to operate with fuei flows exceeding MAXIMUM values, regardless of the power loss
that resulrs. Conversely, the MAXIMUM values must not be interpreted as license to enrich 10% BMEP
drop fuel flows to these values at full throttle.
After desired fuel flow values for all four engines have been set, adjust the N{AP to remain withir: the 2 inch
spread limit.
The mixtures should be rechecked using the chart under the foliowing conditions:
A. Any time cruise power rs set.
B. At lease once every hour durinS crurse.
C. if altitude is changed 1, 000 feet or more.
D. if the CAT changes 5o C. or nrore.
Higlt Blower Cruise Mrxture Settinq Chart
EXAMPLE Cruise Altrtude 1 i,OCl feet

Average CAT
Observed MAP 39. [. in. I{9.
Maximum fuel flow ?45 ibs. /hr.
Lorv }llower Cruise Mixture Chart
EXI.MPLE: Cruise Aititude 4 - iC,00C feet

Average CAT +D U.
Observed MAP 36.5 in. Hg.
Maximum fuel flow 735 1bs. /hr.
GENERAL - BULLETIN #IT.I -A

PAGE 2 OF 4
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6E}.IERAL - BIILLE,IIN #37.A

PAGE 3 OF 4
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GENERAL - BI]LLETIN #37-A

PAGE 4 OF 4
fr
Ettt'al
F a Ar4n!,
tf,g
L.UorllUtii
'rGaitss DC-6/i FLIGHT IvIANUAL
GENERAT - BULLETIN #r,0
L / 1,8160
IiROM: MAINTEI{ANCE REGULATIONS SECTION - SFORC
lllease insert following Bullerin 37A at ttre end of the Chapter 14 (Power Plant section). Rernove tsulletin #49. Record on
"Record of Bulletins" sheet.
G. H. Estill
22OO RPM LOW BtoWER MIXTURIi SETTI].IG
'Ihe present Bulletin 3?A maximum fuel flow charts are usable at 2400 rpm only. The present 1?25 IJi-IP policv resrrlts in
11200 rprr being used frequently. A check of engine data or the :ack of tlie fllght logs reveals that additiclnal ieaning at
ihis setting is frequently necessary. This bulletin provides a marimum fuel fiow chart suitable for 2200 rpm irt low blower.
Ilulletin#49 cor-rtained a chart based on raanufacturer's dara, which tras been determined to be in error. Altempts t() observ(i
the Bulletin#49 ctrart resulted in excessively lean mixtures. The irew chart on this bulLetin contains a corrected fuel florv
s,c a1e.

PAGE I OF 2
&
t I'rtt9
6Ery
DC-? LOW BLOWER CRUISE
MIXTI.IRE C ONTROL
22OO RPM
Ll ArS
?80
T9
?60
'140
120
o.
?00
fr 680
ar)
E
Fl
I
3 bou
o
-l
lL
F]
EI
640
l&
z
x 620
600
580
560
540
+40 +30 +20 +10 0 -10 -20 -30
CAT ..C
CI
PAGE 2 OF 2
fr
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@
TO l, t1 o=^nl, DC.6/7 FLIGHT MANUAL
I . (r. V r v ui\
7 -"i:1
!
-f
+1, U LENERAL - BULLETIN .45
6/ 5/ 59
FROM; MAINTENANCE REGULATIONS SECTION - SF,ORG
Please insert this bulletin following page 14-38 and record on the of Bulletins " sheet
G H. Estili
R-3350 FUEL TNJECTTON LINES (T-1459)
As a further xtep in the prog.ram to innprovri R-3350 operatlon, new desigr-r equal-length steel tube fuel injection
lines will be installed on tweive engine:; for a i:ervice evalua.tion, It i. expected thal the installatioit will become
standard. The new system affordr rraxirnurn operating maigin and provides iruperior and rrore consistent cylinder-
to-cylinder combusuion characteiriitic:;, resuiting iu irnproved fiiel consurnption and increased engine durability.
Equalization of t1-ie lengrh of line:r to the varioui cylirrdeis i:, a'ccorrpli,;hed by lengtheDing the shorter liner in the
forrr of small coils mounted beirind the rear cylinder, The new steel line: may be seen on the front row Along
with the new 1ines, the injection purnp tirnir-rg will be change'd and a ne.w front valve carrr, givir:g an increarêd
) vaive overlap, will be inltalled. Engines -ro modified wl1l have the ide utification "L15 R25" painted in crange
on the nose case.
This Bulletin is issued for inforrnation only Flighr Er-rgineer, will not be required to suppl,v special performance
data or reports.
GENERAL - BULLETJN }.45

PAGE 1 ONLY
!
tr
sg
UNITED
E.C.$TSCK
ilLii;U
')'(). DC 6/7 I:LIGHT MANUAL
GENERAL - BULLETIN #46
6/|e/ 59
FIiOM; Martttenanceltegulations Section SFORG
PIease rrrsert thi. BLrlletin lollowing the Power Plant sec[ion and record on the " d of Bulletins" sheet. Also
r enrov{r lhlletirx #ZO and #+f .
\ DC ? CYLINDER HEAD TEMPERATURE SPREAD
r.ierrg al
!rr o'rtr-: ro lml)'ove rhe qualiry of R-3350 engine operation, new limits have been established for cylinder head
rernpe,4ture pieJ.d, Ihe ner.r linritr are urore re:uictive in that a "no crossover" corldition is no longer recognized
ar lerr |vlalnrenance a(uoll rs now beingrigidly specified" To make the pro$am effective, flightcrews must
"rririr;a1,,
r {rpdii {.ltri(-rep.4III engines acculately and consistently,
i)!rlr rtlul e
t./,!!,tj rhe iollowing di:nrbullon check on e-very flight when operating at 1800 BHP, or above. in low blower or at
I'?()0 llt{P) or aboveD in fuigh b]ower, (Lirnit., {or lower powers have not been established,) The check should be made
r^rittr the:park conu'ol in the CRt-ilSE Po.irtloll throughoirt the check"
I. AIrer tire final crur:e r,etring\ have been established in accordance with the current procedures, temporarily adjust
cowl llapr to obtain 195' " 200' C" Cr{T ou the hot row of each engine. This temporary setti.ng should be used
for this prupose evell on those airplanes with a 190" CRUISE placard. Do not change CFG during the rest of the
check-
l),, AIlow 6 nrinures for. Ct{'l' and a1l'speed to stabiiize" If the spread between rows when stablllzed elgqqd!
FRONT }?OW HOT REAR ROW HOT
10' c HIGH BLOWM 25' c

n r6" c LOW BLOWM 20" c
I
conrplete the check as followsi
3, Record front and iear CHT for the discrePant engine and CFG for all englnes.
4, Rerard rhrorrle l5 BM[P, place mi].rure control in AUTORICH0 and readjust ttuottle to obtaln otlginal BMEP"

PAGE 1OF 2
\
fr
badrol
@g
5. Allow 6 minutes for CHT and air speed ro stabilize, then record front aird rear CHT for this AUTORICH
condition.
After the disfiibution check, reset lean power and/or adjust CFG as necessary for normal operation.
Recording Data
It is recognized that the resolutionand accuracy afforded by the CHT instrumentation is limited. It will be necessary,
therefore, to use considerable care in taking as precise readings as possible,
Since the back of ttre Log sheet now has other use, data should be recorded on the fronr of the Log sheet with the reporr"
Itis important to arrange the data exactly as si:own in the following sanrple to faci'iiilie later anilysis; this also sayes
Iabeling lhe various values.
fi?- e-#T e)/4*-.r()

?- ZL-e-o-tt-r -na-<^t' -/*r
'/, J * t5- cZ.--L - /" 5-
AUTO-RICH
LEAN
CFG SETTtrNGS FOR

RE.AR ALL FOUR ENGtrNES
FRONT
ROW
,ROW
E
This is the same arranSement previously used for recording data. Noter however, rhat the way the procedure is now
written results in the LEAN data (bottorn row) being obtained before the data for AUTORICH.
Schedule of Reports and Maintenance Action
Limits in the Maintenance Manual are now specifred in exactly the same ffianner as in this Bulletin,
Maintenance may defer action under certain conditions, including the accumulation of additional data, but no report
may be signed off without specific authority frorn the Maintenance Manual.
If the spread is less than 10" C. beyond limits, Maintenance will take no action until 3 out-of -limits reports in the last
5 Log sheets are accumulated. The first two reports will generate a comment "Serviceable with insufficient reports".
The third report will initiate corrective action or deferment.
If the spread is more thar: 9" C. , but less than 20q C" beyond lirnits, the first such report will initiate corrective
action or deferment.
If the spread is 20' C. or more beyond lirrits, a report will initiate corrective action before the next dispatch. This
situation is considered sufficiently serious to justify a delayr"
Maintenance actio[ following repetitive out-of-limits reports will consisr of progressive steps, depending on the nature
and degree of the spread. Therefore, flight crews should continue to record data on subsequent uips, whether in limits
or out, once an out-of-lirnits report is made, and also after corrective action or deferment. These subsequent reports
may be discontinued only after 3 consecutive flights with the CHT spread within limits" A11 in-limits reports should be
noted "CHT spread check - for information only".
.
GENERAL BUTLETIN #46
PAGE 2 OF 2
/E'
wrwn':s,4
TO: DC.6/7 FLIGHT MANUAL

E.e.$?6eK
sE,i',:ffl GENERAL . BULLETIN #52
7/78/ 67
FROMI MAINTENANCE REGULATIONS SECTION - sFORG
Ple.ase insert this bulletin at the end of Chapter 14 (Power Plant) and record on the "Record of Bulletins " sheet.
fru--
G. H. Estiil
R-2800 REVISED VALVE CLEARAI.ICE - EFFECT ON IDLE MAP
More extensive use of "flex head" exhaust valves in R-2800 encines has resulted in a. revision ro intake and exhaust valve
clearances. The new clearances will be introduced progressively over au extended period of tirne. The new smaller clearances
have the effect of increasing valve overlap. During idle operation beiow 30" MAP, it has been observed that a higher MAp
is required for a given rpm. In extrerre cases, the difference in MAP berween engines at idie may be four ro stx inches.
If a MAP spread of this deqree is found to exist at idle, and i.f engine performance is satisfactory in ali other respecrs, rhis
condition may be considered normal and a discrepanc.l/ report is unnecessary.
--!
GENERAL - BULLETIN
#52
PAGE 1 ONLY
an
,r,J
ry
RADIO
DESCRIPTION
GEN ERAT
I
The folbwing rado 3yttems are inrtalled in rtre radio racle
Audlo and Cockplt Interphone

Two VHF Communlcatlon
Two VHF NAV Accessory Unle/OBI's
Selcal
Two ADF
Two VHF Navlgatton/Gilde Slope
Marker
Servlce Interphone
Publlc Address
Weather Radar
Ite rctual designationr of fuses aod circuit breakers are capltalized ttroughout the text and rhown tn the block diagramq
COMPONEN TS
RADIO POWM, CIRCUITS
!o_me
rldio systemt tequire only 28 Volt DC or 115 Volt AC power for their operadon while o&ers require both
AC and DC power. ExcePt for certain secoadary sylterruo all radio equipmenr requiring it drarrr DC pqwer
through a dual sub-supply sptem couagcted o &e main 28 Volt DC brs by tuo RADIo MASTER circuit break-
ers. This-dual sptem Prevent! the l,oss of all DC po,wered radio equipment through failrre of a ringle circuit
-
breaker. thrs:
#r #2
#1 ADF Receiver ffi ADF Receiver
#1 VHF Nay. Receiver *2Vltr Nav. Receiver

#1 Glide Slope Receiver #2 Glide Sbpe Receiver
Weather Radar Marker Receiver
COMMUNICATION
#l vHF comm #g vxr comm.

Selcal
L
DC-6/7 FIIGHT MANUAL 2/ 7'a/ (il
GENBAL 1 =.-1
PESCRIPTbN (Ooudnrrcd)
RADIO POWTR CIRCInTS
Tape Raprodrret (DC-?) Redio Psnel tlghdng

Audlo & Inter$ooe F/0 Mtcr,opbone
(exceft F,la
Sc€ TROT BLE SHOOTING for designadour rnd bcrdonr of fuser"

The PublicAddress and tJEtem!, and Miliury Apx-o when fuutalled. dE
-selvlcc.Ilternpne
to &e DG b,s by iep{ete chcdt breakers ori the main psncl--' '"vu 'rDEsEgr are dlrectly oonnecpd
Rado eqrdpment reqdring.AC.recelves pouer throqgh the
Inverter setector switch*r stnce ce,'rin nevlgadonel
inruuments
1ec{re po"o-tt ptrase wttutertain radi-o ,n", G Iorotur s*itnui;*fi;-;e""ific
nected vary In ore rc?eral-dlff.o*: alrptane ,p"r, a"puodrg;dihe unt* a,,E oon.
irBtrmrenu instelle4 Trre Ac Redo por-
er Diagrans do not Indlcate wbat instrnmeoa ,i."i u lnecte-a
;'ipo;*
gadonal Instruments Block DtSgram! or @rurectio'n charB. . . - '' failrne b oth; onil nere, o the Nevi-
I
..
l5-2 W.617 FLTGHT rl;5./56

GENERAT
ffi
)
r I
IN
W
RADIO
DESCRIPTION
AC RADIO
POWER DIAG}I.AM
VE RT H RIi DC-6 & DC 68, GrouP I
Capt irl L;fflcer.
Inst & Inst-AC Ra<ii.r-r
AC Rsdlo & Aut,r Prllot
RADiO I
i
\-
AC POWER
TOP IIUSE ldAII.l lirll)i l)
rtl".
AtlF RBC I
NO, 1 (;IJDTi SLOPE i:i.,r: :..; ,rl f.l ,{ti
.iii:..:
tr:i
o
i l l' \r ]iir(.:
'trll 'i{-:
APT ADF/RT4I CARD &

$
HEANING T,AT'A
ai i'il ,t ill*.,p.I,;I (. .. i., :

& i'1li.r1,i'!1tr,lt l r',.':';"'
.i.' ,i
NOTE: Box i,dicates fuse and nal,e" Fuses !ocate<i on radio rack
except titose in beavy border, which are locateC in ,.he
)j;."), 2'.,:,,;i: ir{lll\i'i'!:,
main junction box.
DC.6/'l FLIGHT 2 /L5 /67

GENERAL 15-3
fr
e
,rlD
RADIO
DES CRtrTION (continued)
Capt
-r
INVERTEN.S
lst Offlcer
ffi
Gr. II and DC_?
Inst & Imt-AC Rldto l
Radto & Auto Pllot :

I
OIr I
IDENT
Ifilfilfirfr
ffi
Mil*ftr
VHF NAV #1
ffim PHASE C
ISOL AMP
ADF
PA AMPL. '
aa
ADF
aaa
INSTR. TRANS.
TRANS.
F CARD F/O ADF/RMT CARD

& HEADING DATA
CAPT'S ADF/RI\'I CARD
& HEADING DATA
NOTE: Box indicates fuse and narne. Fuses located on

radio rack except those in heavy border, which
are located in main junction box.
. Not on DC-6A.
.. On DC-? only.
... Not installed on N3?569-5?8, 590-594 and N6B01C-Z?C
2/75/6r
15-4 DC-6/7 FIJGHT MANUAT
GENERAL
md
pNlt oi
W
RAD IO
DESCRISTION (Continued)
AUDIO AND COCKPTT I}"ITERPT{ONE SYSTEM
Audio Selector Fanels are provided for the Captain, First Officero and Flighr Engineero The Observer's
hea-dphone and rnicrophone jacks are connected to the Flight Engineer's A.udio Sitector pane! and in parallel with his
jackso The handset jack located in the oose wheel well iJ r:orinecte<! in paraiiel with the First Officei's headphones and
microphoae to provi.de cockpit-ro-mechanic comrnunicatir:ns" Each panel has iB own microphone transformlr and ob-
tains 28 Volts DC ilowera to supply is nansmitter warning light and microphr:ne Eansformer itrcuits. from a separare
soulce. On DC*6 *nd DC-68, Sroup Io ai.rplanes these sources ere cire;uit breakers a.ssociated with certain radib sys-
tem urum. On alX other airplanes, eeparate eircuit breakers are provirled
Two cockpit spealers are insmlled outboard and aft of the seats ar near ear level An ON-OFF switch on each speaker
mount operates clie speaker wh.ile speaker outplll and volLune are selected and controlled from ttre Auclio Selector Panel
The speaker volurne is redue ed about half when the rnicropiione associated r^rith that speaker is usedr,
The Red lightiug for the Vi'iF NlW, VHF: COMM and I{F CON{M Selecrors is fixed at oprinnurn brilliance to make it un-
necessary rc turn up the illuminadon each r.irne a new frequency is selecterl" All other panel lights are conuolled by
the F')ANEL LITES rheostar on rhe sloping porrlon clf the Frequeniy selector panel
Prouuding rivet heads identify the index lines of all rhe volune control knc,bs and the pA.NEL LITES eontrol knob so
that their posiri<ln can be deterniined by feel,
q-EtS!" A $elcal unit is installec in the radio rack and is perrnanenrly conrlecte<i to the audio output
of rhe No. 1 vHF
uniL It has been installed to maintajn the disparchlm-pilor commurdeadons link during periods
Ccrnnu
the
pilot is monltoring- a busy controller-to -pilor or FSS Channel without requiring rhe pilot to
nel (company) er the sontroller ro relay company messages* ' o - r--" - monitor a ,econa busy chan-
A-comhinadsn yeiiow signatr light and reset buttcl: is located on the cLrrvetl secEio* betvreen the
frequency selector panels.
wheu the seleal systen:. is aedv;rterj by a "selcal"frora a VllFgrourd sration, the
signal light comes ou and the stewardess-
to-pilot call chrrne witrl^*ounei ;r. a frequency of one cycle per-second" (,I.hil is in Jontrasiro rhe siflgle
sttoke when the
stewardess-to-pii,:,r caii tiutton is pressed") Mn*l *re signai light is pressed" the
cirime is sileneed, the lLght goes outo and
the system is res*l for the llexl ca].L lthen the Seitrca! s]rem i"s nor acruated, the light
can be tesred by the press-ro-tesr
fe;rEureof*re,Ii51}li?iheiightr:ray[redimtrrerIbyrotaiirigthetr.i.ght**pot**t,*"i*
'rhe Sr,'.Ir"r! r:ode l*tterun,l 5ir6liFe rloj:tr:ltici: nunber pi;acairJ is o1 the instrurreirt panel.
DC*6/7 FTJGHT L4ANTJAL 4 h2 /6\

GENERAT 1 5-5
&
wwtrTrD
RADIO
DESCTITION (Continued)
r-
.
I
VHF COMMUNICATION SYSTEMS
Twc VHF COMM units are insralled and conaectecl ro correspondtng Aucilo and lvticrophone Selector Swttch posltlons.
lfo. Z iystu* is a new 860 channel recelver and transmltter-conrbilnatJon aird is cousidered the prlmary unlt for traffic
contrcll.
Audible interference between the l{o. 1 and No"2 VI{F systems rnay be pr€;sent when the traumitting frequency of.either
sysrem is within 1..5 me" of rhe recelving frequency of ihe ottrer rjrsreur,, TtrLs interference reduc€s to bactground noise
al the separation between frequencies is Increasecl, Vttrerr operating thr rr** units within the audlble interference renge'
feed back sgueal can be. avoided by switching lpeakers off or decreasi:rg t,'re Yolume".
A sidetone signal provided on the transmit positious gives o positive lnCication thrt the tr.anstnitter is actually emitting a
sigual to the antenna.
RMI (RADIO MAGNETIC INDTCATOR) SYSTEMS
The tabular chart and the Navigati.onal Insuuments Block Diagrams which follow, show how the RMI's are connected
and the source of theil magnetic heading inforrnation.
trNSTRUMENT CONNECTEDTO
DC-6A, 68 (Group II), and DC-7 DC-6 & 68 (Group i)

C aptain's ADf /Rh4-t A,zirnuttr Card Caprain's Compass Indicator C aptain"s Cornpass Ind!.cator
Captain"s & First Officer's ADF/RMI
Singie Bar Pojrr16, #1 ADF #1 Apr
First Officer'* ADF/RL{I }nzirnurh Card J\-12 Autopilot Heading Gyro First Officer's Compass Ind.
Captain's & First Officer s ADF/Rh&
Lrouble Bar Pointer #z aur #z Asr
Captain's VOR/Rh/fl Aeimrrli Car'l "A-12 Aulopilor l-iee,di.n6 Gvro First O{Ticer's cornpass l:rd
First Officer's VOR/RlvfI ,Azimuth Card Captain's Conrpass Indicator Captain's Comp*ss Lndicator
Captaii:'s & First Officr:r's YORIRMI
Single Ber Pointe"r #l vrlr xal' #1 vln Nêv
Captain's & Fi-rst t")fficer's r"rOR.r/RMtr
Double Bar Pointer #2 vHF I,tA1/ #z vrs NAv
VTIF NAVIGATION SYSTEMS
DC-6, 6A, 68 and DC-? aircra{t are equipped with two omni-mags as basic VOR insuumentarior. The V*li in*
strumentation is elso provided by the siligle and double bar pointers of the Captain's and Firsr Officer's VfiRlRtr.fit's
as shown above, ?lhe OtsI's (Omnibeartug Indi.cators) required to provide the automari.c instrurnenration are tn*ated
on the front of the VIiF l"lAV accessory unit in the radio rack" The tabular chart follor,.rtng shows hovr the Ornni*
Mags are connected.
DC.6/7 FLIGHT MANUAL

2/L5/ 6\
GENERAT
L5-6
ffi
uri,i,ao
ew
RADIO
!I!C.FJPf ION (conti nued)
INSTRUMENT CONNECTED TO
Captain's Omni-Mag Lelative Heading Pointer Captain's Compass Indicator via the Captain's ADF/RMI
(on DC-6Â', 68 II and DC-?) and Captain's Compass
Indicator (on DC-6. 68 I)
Vertical Needle #1 wr
NAv
Horizontal Needle #1 Glide slope
First Officer's Omni-Mag Relative Heading Pointer A-12 Heading Gyro via the First Officer's ADF/RMI (on
DC-6A. 68 II and DC-?) First Officer's Compass Ind.
(on DC-6 & DC-68I)
Vertical Needle #Z VHF NAV
Horizontal Needle #2 Glide Slope
I,,lARKER RSCEIVER SYSTEM
A standard Malker Receiver System is iri.rulied.
SHR.\TICE INTEPJHONE A}.ID CALI" SYIiT[}'4
A standard Service lnterphone and Cail Slmtem :* installed with handsets locate<i in the fli6ht sompartme&i and *c the
Stewardes starioru
PUBLIC ADDRESS SYSTEM
The P. A. Sysrem installed is sranrJard, ttc-?'r also carry a tape reproducer which is operated by the Stewardess to prr:-
virle muic over the P. A. system. Ihe. Pn d systern may tre operated by using either &e cockpit or Stewardess hantlsets.
.'Ihe system is made ready for use from lile i:ockplt bpplaeing the Interphone P. A Selector Switcitin the P" A, position.
\- li'he tape reproducer is auromaticaliy diseonnecteci from the P, fu system when the P. ,L is used for vsice announcements.
mlsr*re$a*rl
MAMtAr.
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15- 10
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fftl1'#*lr"u[utn
CONI)ITION
PE,SCfiD{.IRH
ln$ry operadon after leaving hlocftx but $i.ey up ore or rn$xe" engines sufficiently to prcvide
before takeoff. st leiis{ 26V nC *ul titr*V A(] bus volmges. If still
f,rutrr1' revir.rr: tc, bl+chs,
Microphone button stuck ON_ (1. *+ { c*r{* eheck sr*wage of sr;:lerk* rnask ix.f erophrue pendant
tintnus background noise a!l micir:;;lro:ic. :ie, "
sur'itche*, Puli niike g:h4g fr*ne mrike jack or leave
lector positions and tran$ruitters C)Id_ y sr: i e r-" iuu s w* t*ta i n &:rer.ph*ne posi rielu*
No receiver signals, interplxrne signalso or
F I a*e i,it"$llvt A L -Sh4 fije$ fiH Cy hr{ rsl.i on correspon di ng
transmitter sidetone signals on headplion*q $
riudit: Seleclerr p*n*I in *re [tuiERGfiNCy position; tiun

slr sff{ ,4udio S*}r;r'*r Switalr iut & Erne.
No receiver signals, interphonr sigli.,nlsu or
transmirrcr sidetone signals ou spoiker*
[]iiehafu,ly fiso1a*on &mptrfi*r $peaker channel failure;
u-;e ha.aJfh+rres*
Complete loss of aural signals frori: a!]. At, - E },{ ffi6 IINCY !,ri r*h o u ail4, urlio
f, }a *:qr bJtli{trv{
Audio Selector panelsg visual. indicaurr*s, rc
iielercklr p;x;*!s in Ii}!{il}i.#Ei\icy p$strion; selecr one

such as ILSr ADF, Marker Lighusn eic_
recei.ver at a f,{me*
AUTOMA TiC VOB 4N D ASIi(KIA TED II{S

TIIU MENTATIONI
nC_6A, - 6B (firaup ID & DC-?
CONDITION COF.F.HCTIVE ACTIOI+ ANA iI"fDICAT,IONS

Failure in Captein's C- ? gyrosyn systenL C&Fr&in'll ft*piace Caprai!'$ cornpi!$$ inclicator filses located on
compass indicator card,, ADF/Rhdl azirnurh card, and .AC
fi:-te ppnui"
omnimag rel. hdg. pointer shrionary; $.irst 1,1{Iir:,:r,s
VOR/RMI azimuth card stationary. If tlus dr:es ilclt csrre{:r trcuble, First Officer's VOR/RMI
sing 1e and d0urble. i:ar poi*ter* relati i/e bearing indica tions
w1 11 be iucorrect Caprain ,s r/()R/rtr{tr siugle bar Captain
ADFI RMI sirgle bar and douhle bar relati ve bealing ln
dica rions ill be c0rtect"
Failure in A-12 pilot heading gyro sysrem, {iiip1Bi11 ,g

Replace autopilot f'u,qe locaterl on AC firse panel"
VOVRUI azimuth card stationary. Fir*t (iflfict.,r'$
ADF/RMI azirnuth card anci omnimag rel. hiXg. If this does nor cerxecr rroiibie, Capruin's VORIRMI single
pointer srationary. aud doutri* bal poiritert r*larjve bearing indications will
b* UlSSgqqL trirse Oificer,$ VCIk/RIviI doubie bar, Firsr
Ofltcer's ADf'y'RlvII single bar, aiiq! double bar relative
bearring iuclicnti.ons wiltr be c$lrecL
Respective Flight Officer's \rO&lR.MI azimurh carC, Repiace Captarn's IltulI and VOR. Insrr" or First Officen,
single and double bar poinreru, and CBI rei. h"dg. lirstr. fiise ag rieees$ary"
R?r{I .*,nd VOR
pointers are stationary.
Respective Flight Officer's ADF,TRMi aziiaurh carrr"
sirigle and double bar pointers and onrnf*r,ag re1_ 'teplaee Caprali:'s ldh{l ar:d A}-}F Insrr, sr F,irsr Officer.s
Rlptl an<1 .&DF li:str" iris* ,re nece$$ary"
hdg. poinren are stadonary"
*.***"*",*r {a-'l:}a:ir.(,.1r';{$ d..-----*.*

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Ulii,ir.ii,r:i, 15- 11
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Lot:p 1",.;,"ii:1.,;. i:"::i.r',[.Iitfr! rli;ari:.q;: l.{ it.!a.ll!:r i].id!i:.i;it.-,ijl .:-,t-ti_:., , .
,i;itr'i'!i:lnj ,i;rl'., i,i,j,iii'i:r ;)liilal;t-:i,i,r,-i ii:.li-i{]lLri \r:jj: ].:r:;
,'';-'''
:Jr.; r1i:;.1 i
(-) is
magnetic Servo ha-t :,r: ;11.'1.1i,] 1 t:;j, iaii!,',ll
i:i;'i ''il y;,ii,r !:'i: i:.1 i; ),ljl ir:!.

l,tr.,l;tl r: '.,1. iiil l i.1{a
Respective Flight
l:ar [{*apec *
6rdl0r <ioubi*l
ffiW&ffii**nss&,9tr1m'I.1#-$!ts!Fl$#I{si-si!]ift*:ffi'i|1]:n,.!.*::1g.--.'--.4Y,YAririr-id@w*8W{M}psw{gsti}
2/18/6L tr(:-81y r[,y$tr'i' h{&:,fiJrij.,
15-12 (ig$$H1t&,$.
E
fr
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Ege
WEATHER RADAR
DESCRIPTION
GENBAL
The weather radar system provides a visual indicadon of local storm conditions, enabling safe and rapid traverse
through these storm ar'eas. The system also provides an auxiliary source of navigationa,lta,ta.
COMPONENTS
TRANSL4ITTM.AECEIVER
_-> This unit is the heart of the radar system, and is located in the radio rack. The transmitter generates high
power 5.5 cm pulses, which are beamed by the rotating antenna in the nose. Echoes from these pulses are
collected by the antenna and returned to.the receiver.
ACCESSORY UNIT
This unit contains timing and other circuits which convert the video signals from the receiver into visual in-
dications and produce the range marks on the indicator. Also located in radio rack.
CONTROT PANEL.
The Captain's ADF Control Panel carries the RANGE (function), TILT, CONTOUR, GAIN and STABiLIZA-
TION conuols.
'.'-
INDICATOR
The indicator, located in the center of the center instrument panel, displays the radar echo signals as a ppl
(Plan Position Indicator) display. It carries four conrrols - BRITLIANCE, RANGE MARKS (Brillilnce), LIGHTS
and CURSOR. A hood is provided for use with the indicator when cockpit light conditions so dicrate. When
not in use, the hood should be stowed in the radio rack with the large end of the hood inboard.
...H
ELECTRICAL POWER SOURCES
DC POWER Only a small amount of DC is required by the Weather Radar Sysrem. This power is
supplied through the No. 1 RADIO MASTER Circuit Breaker and the WX RADAR Circuit
Breaker on the radio rack post.
AC POWER Most of the AC power is taken fiom the Captain's INVERTER through the two RADAR
fuses on the main fuse panel. The reinaining AC power for antenna stabilization is ob-
tained from the Fiist Officer's Inverter and the WX RADAR STAB fuse on the radio rack fuse panel.
-t-
This power circuit is common to the automatic pilot from which the radar obtains vertical gyro stab-
ilization signais. See AC power diagrams in Radio section.
\_

GENERAL 19- 1
&ff
w
UilfVEO
W E"A,THER RADAR
, -{.
OPERATIOI'I ,i
To protect tte transmlner uuglletron from damage, approxlmately a ftve-rnlnute warm-up tlme is requfued. TIme
delay and lnterlock clrcuits preveot high voitage frombeing applied to the magnetron and indlcator until the rlme
dela,y cycle has been completed. Once the cycle has been completed, short intemrptlons to AC power while switch-
lng lnverters or momentary low voltage due to low engine RPM while taxilng" will not ca,use the time delay to recycle.
AC power ortages of approxlmately 30 seconds or more will call for a complete warmup recyctre.
CONDrrION CONTROL ACTION RET4ARKS
WARMUP 1. RANGE TURIN to range When r+armup cycle is com-

scale desired. pleted, sweep and range marks
are visible"
2. STAB IN
3. CONTOUR/NORMAt NORMAL
4" TILT + 10'
5" GAIN to
ADruSTMENT 1" BRILUAI.TCE As required. Use minimum necessary.
OF INDICATOR 2. RANGE MARKS As requlred.
3. GAIN As required. Normal posltion ls close to
twetrve o'clock.
-
TRANSMITTM 1. TIIT DOWN At ph"ls L" and 5000' above
CHECK ground, almo$ solid ground
painttng should exist to 50 inI"
range. Higher altitudes will
require greater tilt angles.
+
SHUTDOWN 1.. RANG.E STANDBY, Do not leave in STANDBY if
then to OFF inrmediate availabiiiry is nor
required.
L[MITA TTONS
GROUND OPET,ATION
Ilo not op€rate the radar within ftfty feet of a buildlng. fetrce, or any large 1sfls6tlng suface uoles nose ir polnted
away from the reflecttng surface. Do not operate if photo-flash bulbs are like1y to be present within 100 feet of beam.
TR,OUBtE SHOOTTNG
CONDITTON ACTION
Lubber llue dlsplaced from slx o'clock Trirn RANGE switch to STANpBY and'babk to deslred raage
posltion. leveral Alm€s to anempt to syncfuonlze scan line yith
etrtenna. If this is not acbieved afte[ several attempB,
radar rnay be used wittr anention to rhe fact that lubber
llne lndicates rear of airplane.
System Malfunction Pur-system in operation as outlined under OPERATION.

Log book writeup Place index mark of GAIN control on control panel
stralght up. Record meter readings on transmitter,/re-
ceiver unit for each of tiie seven positions of the con-
trol kuob under the rneter; do the sarne with tfie meler
and cnntrol on the accessory unit" (Total-14 readings"
Be s-i[e to identifv the position for each reading. ) 'tli-r!s
data tsiii assist iv'iaintenance personnel"
Appearance of a siightly curved stririg of No corrective aclion possible; disptray results from inter-
'iry
bright spots on scope" fereuce other radar transmitters.
3/1/s7 N-Afi FTIGHT lvlANUAr

19-2 GENER.AL
I
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21
RECORD OF BULLETINS
MANUAL TITLE TAB SECTION TI

t'
ASS IGNED T0 '' ' . LOCAT ION d:-; .,' '' , .,.'
Butte t r x I xsenr Butte r t x I rsr nr Bur-lzrr x I xsenr

NelR I xssnr Nern I xssnr Nrl n I xssnr
No Dlrr Proc Bv No. Dl rt Plos Bv No. DrTE Plcs Bv
-{
?
J f iit Ir
j
0{rd
il
Txts l,{lxult- ls ro aE RETAIxED ill rxE oFrtcE sxovx ABovE.
Arren tilsERTloN oF EAcH BULLETTx, ENrER oFFostrE THE pRopER BuLLET|H NuHBER THE
OATE oF BULLETn{, THE PAoE NuxBEF pREcEDtro oR FoLLoutilc THE tuLLETtx (oepENDlNo
upot{ BULLETtx rxsrRucrroxs), AxD TxE rr{rrrALs oF txDrvrDuAL rNsERTrxe rHE
BULLETI X.
Hxsx auttETtx REltovAL ts AurHoRrzfD, cRoss our sNTRy roR THAT ruLLETrN.
Txts SHEET ri ro RErAtx A pAnr or rnla l.laxult-.

\,
\
.'\
RECORD OF BULLETINS
BuLle r lN I Nsenr Buluer r H Ir.rssRr BuLuet tN I Hsenr

NEr n lusen'r l.lEA R I useRr NEAR I xseRr
No" Drre No. Dn rE No Dl re AY
Pr oe BY PAGE BY PAGE
rlr-
i
fr
,m)
a
\ LIST OF CURRENT PAGES
CHAPTER/$ICTION PAGE DATE PAGE DATE
AIRPLANE LIMITATIONI 27-1, Uzo/6r 2L-2 4/ t5/ 56

AND PERFbRMANCE c)1-o
3/4/60 2L-4 slzElet
,2L-5 s/5 /61 2t-6 8/t/60 i
2t-7 4/ 75/ 56 21-8 t/20/6L

D1-O 4/ 15/ 56 21-10 Vzol61
?1-11 t/20/61 2t-12 4/ 75/ 56
21,"13 tlzolat 2t-1.4 3/ 4/ 60
27- J,5 Uzo/61 21 -16 tlzo/61
21.-11 3/ 4/ 60 21 -18 3/ 4/ 60
21-19 3/ 4/ 60
\_'
DC. FLIGITT MANUAL 5 /s /67

* Revision ff29 Page 1
,J
ATpLANE I:4}arrArIN
NOTE: A11 airspeeds shown in this manual are IAS unless otherwise specified.
LIMITATIONS
This section contains general airplane operating limitations not specifically related to individual airplane systems.
WEIGHT
Maximum allowable take-off and landing weights are given in the following table. They may be further
limited by inoperative systems or airport analysis (i.e., runway length, slope, airport altitude, temper-
atrue, erc.). Refer to the Flight Operations Manual, Operating Gross Weights section.
DC-6 DC-6 DC.68 DC-68 DC.6A DC-? DC-?B

AIRPLANE TYPE & POWER (622,4) (5 xxx) cpI Gp II (Al1) (Au) (Al1)
CB-16 CB- 16 cB-16 cB-16 CB.1? DA-2 DA.4
Max Zero Fuel/Oi1/(ADi_Fluid) Wt-Lbr

I Maximum Landing Gross Weight - Lbs.
Maximum Take-off Gross Weight
Operating Weight Empty
* 91,800 for Gp. II DC-?'s

t
CENTER OF GRAVITY
The airplane musr be loaded in accordance with the approved weight table and weight distribution charts
found in UAL Regulations 40-5, Operational Weight and Baiance.
MINIMUM CREW
For Ali Revenue Flights (Passenger and/or Cargo): One - Pilot

One - Copilot
One - Flight Engineer
For All Other Flights (Including Test, Ferry and One - Pilot
Traintng Flights): One - Copllot
In addition to the above, it is UA requirement that a Flight Engineer be aboard fsny

flights operated at night or when the terminals have or are expected to have IFR weather.
REVERSE - Reverse taxiing is prohibited except in emergencies. Its Emergency use shall be re-
-stricted to a 30-second period.
.6/? FLIGHT MANUAL Uzo/61

AIRPLANE LIMITATIONS AND PERFORMANCE 21- 1
AIR,PtANE TIMITATIONS (Coutlnued)
TIMITA TIONS (Contlnued)
CNXTICAT CROSS.WIND OPERATION
Mnxlmunpermlslblenro$-windcomponent.. . . .. . . . ZEKTS.
FLAPS
lte
welglrt,
l:,. i
Takeoff....rt... 20'
I,iJ
Approach.. ...... 30o
.1i-i
trnding......... 50'(full Dolrll[
i,,i
Enroute OPeratlon 0'

FTIGHT IPAD ACCEIÊRATION ITMTTS
Llmlt Load Factor ......... Flaps IJP ........... 2.8 up to All weightg
Ullit [pad Factor . Flaps DOWN ..... o.. 2.0 up to Arr Weightr
Limit Load Factor . Negative ... .. 1.0 up to A1I ]/eightr
FORWARD DOOR TOADING
Do not run englne adjacent to forward loading door except when thls door ls cloced aad foadlng ramp
is moved clear"
TYPE OF AIRPLANE OPERATION
1. Thls alrplane ls certlflcated tn the ua$port categmy for insuument night f[ght wtren the
required equlpment Is tnstalled.
2. Thts airplane'i3 lirdted to operation ln 'Light" lctng condltious. as deflned by NACA

. Chart No. A-11408
IyTA}CMIIM OPERATING ALTITIIDE
Ttre maxlmum norrual opersttng altitude for thls alrplaag ts 25,000 feet.
rr. r f! I r
2L-2 o-en
FTIGHT MANUAT L/L5/56
AIRPLANE UIUITATIONS AND PEIFORIVIANCE
fr
w
UIJ'I,D
AIRPLA I"lE TIMITATIONS (Contlnucd)
LI NII'l'A'l'IOIi $ (Ccuthirrd)
AU{ll}l':EO tIi,{iTA-I1ON S
i)()-'i /'iI
s. t. 11. 000 13, 000 17.000 21, 000 25.000
Mrxlmum Never Exceed lvlrch .585 ly{rch .585 Mlch.585 hlach .5tit
Speed, VNE =
309 Kr. 309 Kr" 302 Kr 280 Kr 25? Kr 230 Kr
Mrrtm,'E Crulre $peed Mrch .62 Mrch .52 tvlech S2

vct 265 Kt 265 Kr 265 Kt 241 Kt 228 Kt 208 ' r!
Speed Bnke (I'rlnla Gerr Mpch .6tt$
DOWIi - Nose #ear UP) 2SS Kt 255 Kt 265ICI 2S5 Kr 255 Nt 23S I(r
I DC-6A/SB GROUP U (N3?569-N3?696)
sL-10,000 12.000 14.000 16,000 18,000 20,000
Maxlmun Neyer Excr:$d

Speed. Vpg - Kts IAS 2$? 297 287 217 2Al 2$',1
Max. Crube $peed 248 248 2& 248 243 als

VC'Ktr. IAS
I
I DC-6/0n CROITP I (N3?501-N3?568)
$L-10,000 12.000 14,000 16,000 18,000 20,000
Max.Never Erceed tipe*c 310 300 290 080 210 260

VNx - Ifts" [P-$
Mrxlmurn Cxulre Speed 268 258 258 265 213 233

Vg - Ktr. IA$
NO1'E: Apply liro*ar varfurlan betreea rldtuder.
DC.6/? I:LIGHT MANUAT 3/4/60

AIffLAI'IE LtMtT AlICINS il,l{D PESFORII1ANC8 21- 3
t
fr
lJt Dl
dp
AIRPLANE LIMITATIONS
t)
MAXIMUM ALLOWAI}LE U'iT]lCATID /|III,Si,dTD . Ki.iO'rS

(cAP-TAIl.t'S lroiii.ti L souacE)
DC-6/OS Group I
CONDITION
DC-? /78
(N3?501 - N3?568)
lDc-6A/68 Group
(N3?569 - N3?596 )l
{
0- rc-?B 18?
Wlng Flaps rcWN:
0.90' 1?0 1?0 1?0
Above 30' 153 150 150

DC.?B 159 DC-6 140
tandlng Gear DOWN 1?0 u0 1?0
Landtng ughts EXTENDED 212 210 210
Propeller TNFEATHERING 13? 185 135
FueI DUMPING 18? 185 185
Auto-pllot ENGAGED 2U 280 2t4

Recomrnended Maxlmum Speed ln Gross Weight
severe turbulence wltlr lrndlng less than: 1?r r60 160
Gear and Wlng Fleps UP, or wlth 100,000#- 80, o0o# 83,200#
Landtng Gerr EXTENDED rnd Gross Welght - -
Flaps [IP. above this value. 181 160 160
\
Mlnlmum Control Speed (ln fllglt vlttr

one eaglne lnoperatlve, Prop. wludmllltog, other
S dnglnes et Trkeoff Power, flap tn TAKECFF
posltlon, Iandlng Gear uP) ercepr.t $elghtt
oo
where stalllng speed lr hlgher. 85 83
Minimum Control Speed (On ground with 3 engines at

Take-off Power, inoperative engine windmilling,
Flaps 20") 93
Dcstp maneuverlng rpeed - conflne M.dnum

uge of the Prlmary Fught Controlr to rpeedl 194
belov thlr value.. DC-78 196 175 r82
Aileroo Futl Throw 220
Main Gear Retraction (following Speed Brake

Application)
etiempt may be made to raise gear above speed 170
showu. but hydraulic system may not exert suffi-
clent force to reract gear.
.Maxlmurn use is deflned a3 the lelset of the following:
.. . ..... ..... ...

Rudder Full Tt[ow or 300 lb. fexce
EIevator............... Full lhrow or 133 lb. force
Aileron..c....o........ Full Throy or ?6 lb. force wtth each hand'
3 /2416t Dc,-6/'I FLIGHT MANUAL

2l-4 AIRPLANE LIMITATIONS AND PERFORMANCE
fr
eUNIN,D
\ Altil'L;t Ilti l,IlillTAT'I0NS
UAI. OFERATING AIRSPEEDS
shoir'n in the foltowing table

l.iui1: itis impri:r.ible to prescribe fixrrtl rulcs'aith respect to spee'l settings, the speeds
considered the inited Air Lines standard' ltrey should be
pr,.rvirlc an &dcquatc rr:argin above s:.olling specd and are
flying judgment. The margins of safery provided i[ these speeds
uscr1 as a guicle, but not Is a substitute foisoLrnd
should not be reduced.
FtAP IAS. KTS. .

REMARKS
CONDITION $ETTING DC-6 DC-6A/B DC-1/78
Maneuvering 20' 130 135 145 Forcircling, holding Patterlrt Pso-

cedure turns. down wind and base
legs. etc.
OU iv, +10 to 15 vS 10 to Vo+ 10 Final apProach nith gear down

Appromh 2
I
15TO J.D
and no subsequent turns contem-
0t 130 135 r40 plated.
i
Threshold 50' v2 v2 v2 Over the end d the ruflveyt noi neces'

sarily totchdow n speed.
\_ 0' 120 125 130
Wlth lce 50.' V2+10 V2+10 V2+10 When it is suspected that ice maY be
adversely affecdng airflow over
wing.
FUtt lePorted gu$ factor to tlueshold sPeed for landing'

When gun wlnd conditlons are reported add
DTSPATCH IJMITA TIONS
airplane may be. prevented by

When certaln equlpment ot components are inoperative'. di1911cf :1 th"
UnL poUcies putlished in the UAt, Malntenance Manual and Flighr Opera-
Ctvil Air Regulations
"nA7or
tions Manual. Co*prut""'Requirements for Dispatch" lists ate
available at dispatch offices.station
managerr' offices and line maintenance offices'
"i
5/ 5/ 6L
DC- 6 /i
FLIGITT li{ANUAL
2!-5
f,} i{I,LA}IE UMITATIONS AN D PE&EORN,,A}.ICE
ffi.*
u9ttfr&
0w
j1.x i{l} }. L i"i tl I.t}'{trT ?\',j-I CN Si
S TRUCTURA L DES IGI'l LIlvlI"S

U}.flfl}IG DESIGN SPEIDS
speec: of the.arrplane froru a suuctural deslgn srandpolni'

The accompanying figure sirr:,(,s rhe lin:iur:g
trt istobe noted thar each lirniting
rp*r,i1i,i. .Ls cornposed of i'nio seg,rn.:i1lSi oJlr'segmeDt rePleseils madmun
oirspeed and the other segment reprc.rsqnrs r:axi,$:nrn Ltach nrrmber" The exPlanatioE of ttrese tvo utElt'tlong
lc oi fotlovs:
of.air depends on-th1 densiry of the a.h rnd
1. lhe load exerted on a rrody in a uror-ing&atsueam This ir&€ limitation reflected ln the
," ih";--d oi ti,e .ir *lri, r**l*"t to body.
lower pirt of ihe cuwe by the line"
constant lA'S
DC-6A/68 GrouP II (N3?569'3?$86)

DC-6/68 CrouP I (N3?50f'3?568)
'DC-? /78
,.tt5
. .$8&
F
ln
l&
c)
o
o
I
lr.l
a
D
Fr
lr
.t
B
EI
s
). la
u)
fiI
Ld
;l
gss 250 30$ $60
n'iDicA'!'6u,LG$!rEED (3Si0T$?
DC-61? L,LAhn"t,\L
th/60 l,'E i,I tu{l'T A? I CIN 5 A ffi PE Rf' (] fi 'lv1'4 N{ E
AIRFL A }'tr
%.-a
frt
wU'I'TEO
AIRPLANE LIMITATIONS ( Continued)
UMITING DESIGN SPEEDS (Continued)
High Ma,ch number results in changes in airflorv around an a.irplane which, above some critical Ma,ch
number may result in control force, control effectiveness, and stability irregularities. For this rea.sonr
a. ma.ximum Ma.ch number limitation is established.
The ma.ximum speed.dernoristra.ted (VD) is ba.sed on two design lirn.its of the a.irpla,ne; first, the a,bility
to wittrstarrd a .tr.S-foot-per-second gust at the ma.ximurn indica.ted a.irspeed wi.th rio pe[rna,nent deforrna,-
tion; a.nd second, no control force, control effectiveness or sta.bility abnormalities. The airpla,ne ha,s
been so demonscrated to a, ma,ximum Mach number of 0.65 and to a':na.ximum TtrAS of 346 Knots
(3e9 MPH).
The Civil Air Reguiations require an a.irpla.ne to be placarded to a. maxitaum. opera.ti.ng speed or Ma.ch
number of not more tha.n,nine-tenths of the maxitrnum speed or Mach numbel.demcrnst:a.fdd. This
limit is shown.by the piacarded Never Exceed Speed (V*r) line.
At the maxirpum-level flight speed (V.) and at any combination of gross weight and fuel weight within
-{he Stated !.imita.tions, the airplane is designed to be able to sa,fely withstand a. 30 foot-per-second
gust with no permanent deformations. V. is at least 10 per cent less tha.n the placarded Never Exceed
Speed to permit recovexy from an inadveiient upset at Vg without exceeding V11g.
WING STRENGTH AND FTJEL LOADING
orr the fr-O ,"ri", and DC-? airplenes, lt is Imperative'that the recommended sequence of fuel troading and
cousumptlou be adhered to lf the structural lntegrity of the elrplane ll to be protected ,t .U rlE€s. DC-6 serler
and DC-? a.irplanes are desigued ln accordance with cmdltlsns establlsbed by CAR and wlth make-god limlt
(applled) load factors of 2.50 or rtrore upwerd and 1.25 or more downwrrd. Ttre grcr.s wetghts at whlch these
load factors are made good depend on fuel dlsulbutlon along the sprn of ttre wlng, A11 weight above rhe zero
fuel aad oll lreight must c_Eqs.Jst of fuel.
Ihe corelation between fuel load arrcl str.:rrgth is best exemplified at the joint between the inner and outer wing.
The a.rea of the outer wing a.nd tip is a.pproximately 30 per cent of the tota.l wing area.. This means tha.t for a,
gross weight of 90, 000 pounds, ior e:ra,mpIe, tirere is a.n a.irloa.d of 30 per cent of tha.t weight or 2?, 000 pounds
lifting up on the outer wings. Thuso on ea.ch side of the airplane there is a, 13, 500-pound a.irioa,d lifting upward
on each outer wing.
(The figures used in this example are approxima.te, and for the sake of clarity, no cogaizance is ta.ken of wing
twist, tip sha.pe, and otherfa.ctors rvhich affect the true spa,n-wise distribution of the a.irioad. Also, any loa.d carried
by the ta.il is ignored. Ftrovrever, for tlie purpose of this exa,mple, the approximations a,re sufficiently a.ccura.te.)
If the outer wing were ccrnpletely weightless (a. strictlT theoretical corrdition), the load to be transmitted a.cross the
inner-to-outer wing joint would be ttre full 13,500 pounds. However, the outer wing does have finite weight as
the complete outer wing panel, tipo a,nd ailerons weigh a little more tha,n 1000 pounds. Also, with the a,irpla,ne
fueled in a.ccorda.nce with the manufa.ciurer's recommended procedure, the outer wing wonld be filled with fuel,
the weight of which must be a.dded to the actual structural weight (at the gross weight used in this exa,mple).
Consequently, the total weight of an outer wing panel and the fuel it conrains would be the weight of the outer
wing structure: 1000 pounds. plus the weight of the fuel in the ourer wing, or 2160 pounds represents a, tota.l weight
of 3160 pounds. Since a.ll this dea.d weight acts downwardo as a result of gra.vita.tiona,l pull, the net load to be
tra.nsmitted a.cross the inner-to-outer wing joint is 13,500 pounds (ainload upwards) minus 3160 pounds (dea.d
weight down*a.rd) or a total of 10" 340.
If the airplane were opera.ted a,t the

same gross weight as above, without a.ny fuel in the outer wing ta.nk, then the
net load would be 13,500 pounds minus 1,000 pounds which is structura.l weight of the outer wing panel or a. load
of 12,500 pounds net loa.d at the joint. Thus, the load at this important joint would be increased by 21 per cent
over what it would be when fuel is properly distributed. t.
4/L5/56 ' DC.6fi FIIGHT }VTANUAL

, 21-7 :
AIRPLANE LTMITATIONS AND PERFORMANCE ;

ffi
ry
ttt*rtDD
AIRP!ANE LIYIT A TI ON,S (CONtiNUEd)
Wtrt{G STRENGTH AND FUEI TOADING (eontinued)
Althqugh the foregoing exa,mple is ba.sed on the wi:rg jointo similp.r,examples can be set uP for any section of the wing
or a,t the joint between the wing and fusela.ge. The ma,rgins of safety in the wing joint and other stucture will not per-
mit load increa.ses that could result from viotra,tions of the recdmmended fuel loading schedulei The design of tho
suucture was ba.sed upon the a,irplane's being operated in a.ccordance-with the manufacturer's recominenda,tions.
I NiMPORTANCE OF SPEEI',REDUCTION IN TURBULENT AIR

Typlcal VG dlagrams for two condltlons of loading have been preprred for the DC-61 :irplenes which ere used for the
saiple tE ttrtu c-ase. The dhgrarns show airplene lelocltles piottla rgatnst lord factorg mrde god rt twd representa-
tive grcss welghn. Ite flrst figure appliet to an alrplane loaded to a gross wetght of 80,000 pouuds' rlth zero ot very
llttle fuel velght ln the wlugs and the secoud flgure applier to rn alrplaue loaded to a gross welght of 100,000 pounds.
wlth 20,000 poundr sf fuel retght tn the wlngs. (Iu all cases, fuel ls dlstrlbuted ln eccordance with recornmended
fuel schedullng.) Ihe VG dlagrrms lllustrate the lmporunce of limittng fllght speed ln turbulent atr. slqce llylng at
e glwea welglrt the severtty of the ecceler.tion prsduced by a gust ls r funcdou of &e flylng speed rt whlch the gust ls l
encouftered.
f-In selecting a speed for operarion in severe turbulence a compromise must be made between tlre following two limita-
tions: It is desirable to keep the speed low in order to permit the structure to witbstand the greatest possible gust velo'
cities, and, at the same time, it is equally desirable to maintain sufficiently high air speed to Prevent the airplane
from closely approaching rhe stalling point caused by the gusts associated with the turbulent condition. For each gross
weight and fuel load combination there is a theoreticai air speed at which some specifie degree of tnrbulence will
simultaneously cause both permanent set of the structure and a stali condition. For example, the ftgure shows that
for the 80,000 pound gross weight condition, this optimum air speed is 158 kts. IAS. At this speed a 50 foot-per-
second gust line would pass through the intersestlon of the sta1l boundary and the strustural limitation line. lte
recommetrded'air speed for operation in severely turbuient air, approximates the optimum conditions of stnalltaneou
stall and structual yielding for this partisular weighto The optimum speed varies for eash gross welghL Howevet,
from the VG diagrams, ir can be seen that the airpiane when flying within the recommended rough air speed range
car encounrer sharp-edged gusts of approximately 50 foot-per-second velocity, without exceeding the limit load
factor for which the structure is designed, Wben siowing to rcduce the effects of turbulence, it is advisable to .-
reduce power and wait for the speed to drop without simultaneously pulling up the airplane to avold combining the
ascelerarion due to the pull-up with tbose accelerations resulting from the turbulence. The DG-6 series airplane is
designed for level flight operation, with gear and flaps up at 258 kts. IAS with a gust intensity of 30 feet-per=econd.
and ior approach with 30 degree flaps and extended landing geat at an air speed of L?1 kts. IAS with a gust intensity of
15 feet-per-second assumed, in accordance with FAA regulatioru. A lessel gust intensity ls assumed for approach and
flap extension because the airplane is operated for a relatively short time under these conditions and the probability is
that the airplane is less likely to encourrter a seYere gust during thege periods, If it is deemed advantageous to oPerate
at higher powers in turbulent.air under lncreased dr*g conditions. it is permissible to extend the landing gear within
placirded landing gear exrension speed limits. In yiew of the fact that the airplane is more capable of withstanding a
ievere gust with ihe flaps rerracted, it is suongly resommended that the airplane be operated in turbulent air conditions
with the flaps and gear retracted at the recourmended turbulent air speed. The danger of a momentary stall is greater
[but less seriors than the possibiiity of overloadiug the wing flap a.nd other parts of the alrplane.
EXPLANATION OF I.oAD FACTOR
The loa.d facror can be flefinad as the ra.tio betweeo the tota.l air load on the wing and the weight of the airplane. More
technica.lly, the loa,d fa.ctor ca.n be defined a.s the fa,ctor by which the stea,dy flight forces are multiplied to obtain the
equiva,l.ent static effect of dyna.mic forces a,cting duringaccelerationcjf the iilplane. The load factor used in designing
a,n airpla,ne is ba,sed on previous experience and known da.ta,. The wing is designed to support a. total load egual to the
tota.l weight of the airpla.ne multiplied by this load fa,ctor.
lt is common to refer to a loa.d factor a.s G where G denotes the pull of gravity. Strictly speaking, however, G refers to the
accelerarion of gravity and should not be used intercha.ngeably with loa.d factor. It mig[tt be well to point out tha.t a P€r-
sou ls accustomed to forces equal to one load factoro as these are the forces experienced when ota,nding or sitting quietly.
Ttrus, the forces of which a person is conscior.ls under higher load factor conditions are the result of an increment a.bove one
G.
Llzn/67 rc,-6|l FI,IGHT MANUAI,

21-8 AIRPLANE UMITATIONS AND PERFORIv{ANCE
E
ry
unftto
AIRPLANE LIMITAT IONS (Continued)
DETES\{INATION OF WING DESIGN IOADS
In an airplane, the total gross weight is supported by the a& load on the wings. .If tb€ air load is suddenly tncrease{,
as by a gust, to more than that nocessary just to support the weight of ttre airplane, the additional air load tonds to
accelerate the airplane, while the inertia of the airplane tends to roght this accolcration.
Should part of the airplane suucture may be

o is carrted too far b,eyond this potnt
y (rccut.
that the load factors applled to the

a. or dellberate rnaneuver) will be no groater
, 4/75156 4 Dc,.61'I FI.IGHT MANUAT , r:."""

t AIRPTANE IIAIITATIONS AND PERFM.MANCE
. t,.
m
ry
MD
AIRPLANE LIMITATIONS ( Continued)
a
z
o
(,
4 raa
,a
E E
taa
c
x
(, aat
II
+ 3 3
z
It- E
(J
o
4
tra
La
ua
r., 2 t-
ra
r., 3
(,
*zEg *bro
341
INDICATED AIR.SPEED (KNOTS }
S rarrunE ExpEcrED
I PERMANENI sEI EXPECTED
I--l snrr spEED (sEvEnE ruRBurENcE)
SAFE OPERATION
Iffi*El srAr.rED
80,ooo PouNDs Gnoss wEtcHr

ZERO POUNDS WING FUEL
t\
{20/61 MANUAT
21-7A AND PERFORMANCE
a
ry
TII
AIRPTANE ttMITAT IONS (Continued)
6
z
4 o
I
ul
= ra
d, I1{
() o
+ F
lrI
3 EI
z ll
I
E
c
E
I
o
w taa
(J
I 2
F
ai
3
(,
158 L67 310
INDTCATED ATRSPEED (KNOTS)
f nrnnaNENr sET ExPECTED
SAFE OPERATION
! rlrrunE EXPEcTED
I---.l slrr spEED (sEvERE TURBUTENcE)
EXfffil srarrro
IOO,OOO POUNDS GROSS WEIGHT

2O,OOO POUNDS WING FUEL
AND ENGTNE Ott (r tNtl Ur )
rc.Afi FIIGHT N{ANUAI rl2ol61

AIRPTANE UMTATIONS AND PMTCRMANCE 2l-ll
*,es.,turl
CRIIICAI ENGINE FA.lL{JItil $iril*,"} il,l:iir, ',ii'l.l:i iiil ',.l , ' :
The critical engine failure speed{U1} it: t*irt",l;url.lr i-rîir r.r.;',i.,:..' "irr r'' ii;ai, v;ri'h ar: er:rg:ire fai}.me occurring at rhis
speed, the distance to corltioue rskeoff ,{.rr{ r:'tr.r,, ,. . . ,.i! r ...:.::.ri. r:iig;rcl, i,r rqua.i. to the distance to stop on
a dry runway under stanrlard conditilns,
The Takeoff Climbout speed Vg is the *pe:lii ,*;iijrlt wiii :iir.i lir,:.\.':t::.rn r:I:s!lt:!.e clealance during the Ta.keoff
Climbout. It is computed to pro"ii.de sale n:r.alrqirrr:;r.i1,.i.i;. r,rr ri:i,: ,:r:'i:,'j rnd i:i'r;: i;:tio.intui*t eontrol speed.
"{i L:rircc;i ii {r{! l:i,r1j:

s.l.rlriet ;, ;::.: t,ir,,i :l i i-.J;:,.,ir
IhreL iii,,iif,.ilr "-.rr.i
: iri-
(:iril,iJ j.,ilai;i; r',ll) ilL - -;,qi1d11incr-osc lornl distoncc
::ci;rt pl'",:lt: illi:r- i" 'v .J .,,. .tii',poitt whrre 50' obstoclc
is a;:rair:i..i ,",::$ltu.kf.'tr cltct d
Engine {oilura s{:curJr ni
spcod loss thon V1 I
(crilicol angin* *oilu-n* fj
spcd) Stog disroncc. {run point
&
of cnginl leilure is ritlr I

in licld lenslh oYoiloblo
lncrcoscd' monrcnlum will

CONTihIIJE TAKE"Of:T cony oirplonc bcyond thc
ovoiloblc firld lcngth il
slop is ottGnptad
{Fj
Engine loiluro occurs

!l .*pord grool(rt 50' ol litudc will bc
thon V1
wirhio .:tho, qvoiloble
Tolc"of{ lcngth
Clirrb Spucd
\,2
CEM'INUE TAKE.OFF OR STOP

Distance to accelerate to V2, take-off,
anrl clirnb to 50' on threc engines, $
&
equals thc distance requfued to stop. it
.1 tl.,r!r.i;:,t,,' r,;ii!:ii :r,:.; .:... -.r,, i. ilj "..,t-
,. ,l. n
Engino fnilure a,; *

f,
spoo'd V1 6
Yc g
ENGINE FAiLURE ON TAKEOFF
't zt-rz l.',, -.: 1'') r:i j'i" ::i l :, i .,1.. 4/16/56
Alli.ri..,4i!i: i1,r.1i'.!.d, 'r'l{;;": ; tl:'', 'liir'i:'r!i,.t.r,i',:i,.i.
fr
wtuantDl
DC-6/7 FLIGHT MANUAL H' E,$T8CK

&ii{s'o
AIRPLANE LIMITATIONS & PERFORMANCE . BULLETIN #6 ,T/26/6L
Please insert facing page 21-13 in the Airplane Umitations & Performance section. Record on the "Record of
Bulletins" sheet.
Published for OPBFO, Issued by SFORG, G, tL Estill.
DC-?B V1 aud V,2 sPEqgs
The operating gross weights for the DC-?B have been revised a.nd are novr based on the coruervative auto feather
inoperative conciirion for takeoff. This requires tire use oInevr V1 speeds. This in no way changes the Present takeoff
procedures.
The fotlowing Vr and Ve speed chart is to be used at all times in lieu of the Vl aqd Ve speeds ln lthe.Elight V[4nqel
and the Atrplqqq ll4carylq.
V1 AND SPEEDS - DC-?B

WEIGHT vl (rAs) CLIMB SPEED
V2 (lAS)
S"L 2, 000 4. 000 6. 000 8.000 (llr.ouNl) AIR
Knots Knots Knots Knots Knots Knots Knots
90, 000 92 92 92 92 105 108
95, 000 o9 92 o.) oo 95 107 110
100, 000 92 92 94 96 100 110 tL2
105, 000 96 9? 99 101 105 11.3 Itu
11. 0, 000 101 103 104 10e 111 11.5 117
115, 000 106 107 1.09 7L2 118 L20
'!.20, UUU 111 1.72 114 t27 L22
L25, 000 777 12,3 124
26, 000 118 124 724
Increase Vi 1 knot for a 20 knot headwind and 2 knot$ for a 40 knot head-
wind. Decrease V1 1 knct fcr a 5 lrnct tailrvind.
This bulletin will be removed and the Flight Manual revised when the airplane placards have been replaced with these
new speeds.
NE LII.II.TATIONS & PERFOA MA NCE. E{"ILL"i TN 5

Ti
A IRP I,A
xlage L 0t":"
t#
a9
A IRPTANE PEhFORMANC E (Continued)
vI AND V2 SPEDS - DC-8 CB-16 DRY POWER
CIJMB SPEED
Vl(IAs) v2 (IAs)
WEIGHT s. L. 2, 000 4,000 6, 000 8, 000
KNOE Knots I<Ilots Knots Knots Knots
65,00Q 1L '12 nq 17 92
?0,000 lrl 78 80 82 84 95
?5,000 84 85 86 88 90 98
8 0, 000 89 90 91 93 96 t02
85,000 95 96 9'l oo 103 105
9 0, 000 101 102 103 105 109 lor
92,200 103 105 106 108 111 108
Increase V1 speeds by I kuot for a l0 knot headwind and by 2 knots for a 25-knot headwlnd.
Decrease V1 spdeds by 2 knots for a 5-knot tailwind. gF-?044
r v]
vl AND VZ SPEEDS
GAS)
- DC'?
CIIIVTB SPEED
v2 GAS)
WEIGHT
2000 4000 8000 8000 GROUND AIR
Knots Knots Krrots Knots I(nots I(not3 I(notr
90, 000 93 93 g3 9S 95 108 110

95,000 93 93 94 96 100 110 112
100.000 . 96 97 99 102 105 113 1"1.6
105.000 102 103 104 106 110 116 118
110.000 107 10? 109 L12 118 120
115, 000 11I 172 174 111 :1: 120 LZa.
120,000 r16 771 722 t%
u22,2oo 118 120 t1: ::- r28 195'
Increase V1 speeds by 1 Knot for J.0 KT headwind, and by 2 Knots fc a 30 KT headwind.

Decrease V1 speeds by 1 Knot for a 5 KT tailwind. 8F-5183
v1 AND 'r'z SPEEDS - DC-78

CLIMB SPEED
WEIGHT
vl GAS) v2 GAS)
S. L. z, 000 4.000 6. 000 E- 000 GROTIND AIR
Knots Knots Knots Knots Knots Knots Knots
90, ooo 92 92 92 92 105 108
95, 000 g2 92 92 92 107 110
100, 000 9? 92 92 97 L10 112
105, 000 93 95 96 101 113 115
110, 000 98 99 101 106 115 117
115, 000 103 104 105 118 L20
120, 000 10? 108 121 122
125, 000 1t2 123 124
126, oo0 113 :: 124 124
Iacrease V1 1 knot for a 20 knot headwlnd and 2 knots for a 40 knot headwlnd. Decrease V,
L 1 knot for a 5 knot tailwlnd. 1F-9150-
DC-6/7 FIIGIIT T(ANUII t/zatl61

AINPLANE I.IMITATIONS TND PEEFORMAIE 21 -13
sffid
drrri7aD
W
I Rr,t. "{ hr PE fiRM ( Continued)
vr ANCI V - Er#-68 @-16 WET noHEn,

CLIMB SPEED
Vr fIAS) v2 GAs)
WEIGHT S. L" 2. 000 4. 000 6. 000
Knots Knerts Knots Knots l(nots Knots
?0, 000 68 69 7A 74 77 95
75, 000 '14 't5 't't 80 83 98
Q1 B3 B7 90 102
80, 000 BO
85,000 86 88 89 92 96 105
90, 000 91 93 95 9B 101 l0?
9B on 104 108 ll0
95, 000 10:1_
100, 000 103 LA4 107 110 113 ll3
lncrease Vl speeds by I knot for a l0-l<not headwind and by 4 knots for a 25-hnot headwind.
Decrease V1 speeds by 3 knots for a S-itnot uilwind. 3F-?046
vl a!f,rts v2 spEEBs - DC-m cB-16 -li1gry-FrcnrBs wEr

ONE BTGINEDtrY
CUMB SPEED
vl ffiAs) v2 (rAS)
WEIGHT 2, 000 4, 000 6, 000 8, 000
Knots Knots Knos Koots Knots Knots
?0,000 69 72 '14 't6 95

?5,000 ?5 ,u 'l'l 80 82 98
80, 000 8i 80 oa 86 89 102
85, 000 B6 $0 92 96 105
I
90,000 ol QrL $6 99 L02 l0?
95, 000 99 i00 t02 105 108 ll0
96, 50o 100 .[t.] 3 104 l0? ll0 1ll
lncrease V1 sPeeds bY knot fol s l0 !:,i*t headwind anet by 4 knots for a Z5-knot headwind.
tr
Dectease Vl sP€eds by 3 knr:t: fr:r ir ;r*!ru,I taiill'ti.nd.
V,t .,,.'l{ri ij !:?'ir :ir, - iJi-S CB-16 FOIR, E{GINES DRf,
CLIMB SPEED
r,,: i',:l v2 (rAs)
WEIGIIT S, L. 4. :lU0 tt. u{]0 U, UOO
trGrots F::lots Krl0ts Knots KNOts Knots
70, 000 'i3 74 75 ?e 95

?5, ooo IJ 80 82 85 98
od
90,000 89 92 102
.l
I 85, 000 92 94 95 99 105
90, 000 9B 100 102 106 107
92"200 l0t 103 105 108 108
lncrease V1 speeds !:y l knot for a ltj-knot headwind and by 4 knots for a 25-knot headwind.
Decrease V, speerJs by 3 knetrr for a 5-knot tailwind.
@q
w4/$0 DC-6/? Sr"IGrrT MAMJAT

27-.U AMPLANE If,IMITATION6 AND MTON,MAI{CE
fr
UI'ID
gt
ArRP LA NE. PERTORM.q!!CE
V1 AND v2 SPEEDS - pc-BB-819 - WET PQIIER (AUTOTEATHER)
CLIMB SPEED
V1(IAS) vz Gis)
WEIGHT s. L. 2, 000 4. 000 6, 000 8, 000
Knots Knots Knots Knots Knots Knots
?0, 0oo 68 70 1l 74 77 95
75, 000 74 ?5 7'.l 80 81 98
80, 000 80 81 83 86 89 102
85,000 86 86 88 91 95 104
90, 000 91 93 94 91 101 10?
95,000 97 98 100 103 106 110
100,000 7 02 104 106 109 : 113
103. 800 1 0? 108 110 115
Increase V1 speeds by 1 Knot for a 10-Knot headwind and by 4 Knots for a.25-Knot headwind
Decrease V1 speeds by 3 Knots for a 5-Knot tailwlnd. 3F-6226
I Vl AND V2 SPEEDS 'DC-6A-gB-1f 'WET PO^'B, (AUTOFEATHER)

CLIMB SPEED
vI (lAsl v2 (IAs)
WEIGHT s. L. 2, 000 4. 000 6, 000 g, 000
Knots Knots Knots Knots Knots Knr:ts
?0,000 6? 68 11 74 71 95
75, 000 ?3 14 17 80 83 98
80,000 78 80 82 86 89 102
85, 000 84 85 88 91 95 104
90, 000 90 91 g4 97 101 107
95,000 95 97 100 103 ,T 110
100,000 101 L02 105 109 113
105,000 105 107 rlo 116
107,000 108 110 116
Increase y, speeds by 1 Knot for a tr0-Knot headwind and by 4 Knots for a 25-Knot headwind.
Decrease t'1 speeds by 3 IOots for a S-Knot tailwind. 3F-6229
vl AND v2 SPEEDS - pc-6A€1! - 3-ENGINES wET, I-ENGINE DRT (AUTOFEATIIER)
CLIMB SPEED
Vr (IAS) V2 (lAs)
WEIGHT S. L. 2,000 4, 000 6, 000 8, 000
Knots Knots Knots Knots I($ots Knots
?0.000 67 69 7L ?3 76 95
?5, 000 73 74 tt 80 82 98
QO 85 88 102
80,000 79 80
85,000 85 86 8B 91 94 L04
90,000 90 91 93 97 ,:o 10?
95,000 96 9? 99 103 110
100. 000 102 103 105 113
1 00, 001 o? 98 100 113
104,000 101 103 115
Increase V1 speeds by 2 Knots for a 10-Knot headwind and by 4 Knots for a 25-Knot headwind.
Decrease V1 speeds by 3 Knots for a 5-Knot uilwind.
DC.6/7 FLIGHT MANU AL t/20/81

AIRPLANE LIMITATIONS AND PERFORMANCE 21.16
AIRPLA NE PERFOR lytANCE (Continued)
DC.6/DC.8B /DC^1 ST ALLING SPEEDS
ZmO TIIRUST - C.G. AT FoRWAnD iIIvtrT
NORMAL STATIC SOURCES
iI.
@
tr
o
zv
0
B
H
o
J
J
I{
a
?
GXOSS lrrEIGrT (r,Bs)
':
:,
:l
il?ol8t DC.6/7 FTIGHT MANUAL

tl-16 AIRPLANE LIMEATIONS AND PERFM^MANCE
@
ALTIMETqR C4TIBRA T-rON TABT,E
DC.6/DC.6B NORMAL SOURCE

ffi
A ED AL IME E
FLAPS & GEAR DOWN FLAPS EE GSAR UP

Indlcated Alrspeed - Knots Indicated Alrspeed - Knots
100 110 120 130 140 150 140 150 160 1?0 180 190 200 2LA 220
(-40)
L000 98 980 9?0 970 9?0 9?0 960 96
2000 1990 1980 1980 1970 t9?0 19?0 19?0 197 0 1960 1960 1960 1960 1"960 1960
3000 2990 2980 29?0 2970 2970 29'.t0 29',10 2s60 2960 2960 2960 2960 2960 2960
4000 3990 3980 3970 39?0 3960 3970 3960 3960 3960 s960 3960 s950 3950 3950
r! 5000 4990 4980 49?0 4970 4960 4970 4S60 4960 4960 4960 4950 4950 4950 4950
U
6000 5990 5980 59?0 59?0 5960 59?0 5960 5960 5960 5960 s950 59 50 5950 5950
o
a ?000 6900 6980 ,l 69?0 6960 6960 6960 6960 6960 6960 6950 ri950 6$50 6950 6950
*i ti
lrl 8000 7990 ?980 7910 7960 7960 ?960 ?960 ?960 7950 nfi(n ?gs0 ?950 7950 ?950
!q
lr. 9000 8990 8980 'gg?o 8960 8960 8960 8960 8950 89"50 8ii50 8950 8950 8950 8950
a t 9990 9970 9970 9960 9960 9960 9960 9950 9950 99150 9950 9950 9950 9950
O ID
z(/) o
p
t{ 1000 10990 10970 10970 10960 10960 10960 10960 10950 10950 1095{ 10950 I0950 10940 10940
z Ii 11990 11970 119?0 11960 11960 119 60 119 60 11950 L1950 11950 11950 11940 11940 11940
Ft 00 12990 12970 12970 12960 12950 12960 12950 12950 12950 12950 12950 12940 12940 1294A
tt 00 13990 1s9?0 13960 r3960 13950 13960 13950 1395S 1395* 1394S 13940 1,3940 r.c940 13940
n
14990 14970 14960 14960 14950 14960 14950 14950 14940 1.4940 14940 14940 14940 74940
U
\- 15990 15970 15960 15950 r5950 15950 15950 15940 15940 15940 15940 15930 15930 15930
7000 16990 169?0 16960 16950 L6950 16950 16950 L6940 16940 16930 16930 16930 16930 16930
1?990 1?9?0 17960 1?950 17940 1?950 1?940 1?940 1?940 1?930 r.7930 L?930 17930 1?930
18990 18970 18960 18950 18940 18950 18940 18940 I8940 18930 18930 18930 18930 18930
1.9980 19970 19960 19950 19940 19950 19940 19940 19930 19930 19930 19930 r.9930 I9e30
s.L (-30) (-40) ( -40) (-40) (- 50) (-50) (-60) (-?0) (-70) (-80) (:9 0) (-100)
1000 9'.10 960 960 960 950 940 940 930 920 920 910 900
2000 ' 1970 1960 1950 1950 1960 L950 1940 1940 1930 1920 1910 1900 1900
3000 2910 2960 2950 2950 2950 2950 2940 2930 2930 2920 29 10 29 00 2890
4000 39?0 3950 3950 3950 3950 3950 3940 ji930 3920 3920 3910 3900 3890
5000 4910 4950 4950 4950 4950 4940 494(, 4930 4920 4910 491.0 4900 4890
OP 6000 5960 5950 5950 5940 5950 5940 5930 5930 5920 5910 5900 5990 5880
zd
{-q F{ ?000 6960 6950 5950 6940 6950 6940 6930 69?0 6920 6910 6900 6990 6880
trl 8000 ?960 ?950 7940 7940 qoon
a< tu 7950 "t940 7930 7920 7910 ?900 ?990 ?880
dz
El#
ll
I
9000 8960 8950 8940 8940 8940 8940 8930 8920 8910 8900 8890 8880 88?0
\J (J trl 10000 9960 9950 9940 9940 9940 9930 9930 9920 9910 9900 9890 9880 9870
u-a a
*ad, D 11000
\) F 10940 10s30 10920 10920 10910 10900 10890 10880 108?0
-O t{ lzooo r.1940 1r930 1r.920 11910 11900 11890 11880 11870 11860
;F.
d, <.
-I lgooo 72940 12930 72920 12910 12900 12890 12880 128?0 12860
14000 13940 13920 r.3920 13910 139 00 13890 13880 138?0 13850
I5000 14930 1492A. 1.4910 14910 1.1,900 14880 148?0 14860 L4856
z
16000 15930 15920 15910- 't E9oo 15890 15880 158?0 15d60 '15840
1?000 16930 16920 16910 16900 16890 16880 168?0 16850 16840
18000 1?920 r7910 1?900 1?90C t?890 178?0 1?860 r.?850 17840
I
19000 18920 18910 18900 18890 18880 tr88?0 r8860 18840 18830
20000 19920 19910 19900 198S0 19880 19E60 19850 19840 r9ffi0
IdANUAL B/ 4/ 6a
AND PMFOITMANCE 27-]-1
M
UXIWD
W
ATTIMETER CALtrBITATIO N TABLE
DC.6/DC-68 ALTE R NATE SOTIilCE
IND ICE TES ATTIMETER READING

FT,APS & 6tsAE DOWhI FTAPS & GEAR UP
Inrlicated .Afuspeed - Knots Indicated Alrspeed - Knot$
l.(}0 1lf) :t2* I,JU 140 rFCI 14(} 160 L,lo 180 19C 200 210 220
CT
40 40 4A 50 50 60 50 60 80 I00 0 120 120
r.000 1040 1040 trM0 l^050 1050 r.050
106 0 1060 1 1080
20 00 2040 tll40
1 r110 7120 11.30
2040 2050 2050 9060 2050 2010 2080 2090 2100 2L7a 2]"a 2130
3000 s04il 3040 3M0 ii050 3060 30?0 3060 3070 3080 3080 30s0 31 10
40u0 ..$040 4040 4050 3120 3130
4e 5(i 4060 40?0 4060 4070 4080 4090 4100 41L0 412f, 4130 41.40
50 0(} 5040 5050 5050 5050 5060 50'i 0 5060 50?0 5080 5090 5100 5r.10 {:il.t0 5130 5140
60 00 6040 6 050 6050 6050 6060 6070 6060 6070 6080 6090 6100 611 0 61?0 6130
?000 ?040 7050 ?050 ?060 6150
7 060 70't0 7060 ?0?0 ?080 ?090 ?110 ?1?0 ?130 't140
?150
8000 8040 8050 8050 8060 80?0 8080 80?0 8080 8090 8100 8110 8r30 8140 8150
90 00 905 0 9050 s0{i0 9060 90?0 9080 90?0 9080 9090 91 00 9110 9120 9130 9150
l" 0000 005i] 10050 1,0060 1 0060 t 9160
00?0 10080 10070 r0080 10090 10100 10110 1 0130 10140 10150 10160
1 1000 i1 060 r1060 11060 11070 11080 11070 11080 11100 11110 11120 1r130 11140
12000 12050 7206A 12060 3,20'10 720',10 12090 1I160 11170
1207 0 12090 12100 12110 12720 t2140
13000 13050 13060 13060 13070 13080 13090 12150 12160 12180
13080 13090 13100 13110 13130 13140
14000 0 tqUOU 1407 0 r"40?0 14080 14090
13150 13170 13180
14080 14090 14100 L4720 14130 14140 14160
15000 60 15060 150?s 15070 15080 15090
14770 14190
15080 15090 15110 151 15130 15150 15160 15180
16000 16{6rl 160? 0 160?0 16080 16100 16080 16100 1611 0 16120 1615 16140
16170 16180 16200
1?0 00 17060 17 06Cr 1?07 0 1?080 L7 090 17100 1?090 1?100 17110 1 17
1?160 1?1?0 1?190 1?210
18000 60 18070 18070 18080 18090 181 00 18090 18100 1812018r30 18150 18160 18180 18200 18210
1t)000 60 19 0?0 190?0 19080 19090 191 10 19090 19110 19120 19140 19150 191?0 I919s 19200 19220
20000 0 200?0 20080 20080 20090 20110 201 10 20130 2A740 20160 20180 24790
20090 20210 20230
3/ 4/ 6a DC-6/7 FLIGHT MANUAT

21- 18 AIRPTANE TIMITATIONS AND PERFORMANCE
-81
UN'fID
@g
AIRPLANE PERFORMANCE (Continuod)
DC.7 CAPTAIN'S & FIRST OFFTCER'S ATTIMETER CORRECTION

INDICATED ATTITUDE
IAS
t20 130 t40 150 160 170 180 190 200 270 220 230 240 250 260 270 280 290 300
SL 20 20 10 -10 -20 -40 -50 -50 -60 -60 -60 -60 -70 -?0 -70 -70 -70 -I0 -70
1000 1020 1020 1010 1.000 980 960 950 950 940 940 940 930 930 930 930 930 930 930 930
2000 2020 2020 2010 2000 1980 1960 1950 1940 1940 1940 1930 1930 1930 1930 1930 1930 1930 1930 1930
3000 3020 3020 3010 2990 2910 2960 2950 2940 2940 2930 2930 2930 2930 2930 2930 2920 2920 2930 2930
400 4020 4020 4010 3990 3970 3960 3940 3940 3940 3930 3930 3980 3930 3920 3920 3920 3920 3920 3920
500 5020 5020 501 0 4990 49? 0 4950 4940 4940 4930 4930 4930 4930 4920 4920 4920 4920 4920 4920 4920
6000 6020 6020 6010 5990 59?0 5950 5940 5940 5930 5930 5930 5920 5920 5920 5920 5920 5920 5920 5920
?000 ?020 7020 ?010 6990 6970 6950 6940 6930 6930 6930 6920 6920 6920 6920 6910 6910 6910 6920 6920
IIl 8000 8020 8020 8010 7990 79?0 7950 ?940 ?930 ?930 1920 7920 7920 7920 7920 7910 7910 7910 7910 7920
co 9000
1 0000
9020 9020 9010
1 0030 10020 10010
8990
9990
89?0
9970
8950
9950
8940
9930
8930 8920 8920 8920 8920 8910 8910 8910 8910 8910 8910 8910
D 9930 9920 9920 9920 9910 9910 9910 9910 9910 9910 9910 9910
aa
1000 1J.030 11020
1 11010 10990 109?0 10950 10930 10920 10920 10920 10910 10910 10910 10910 10900 10900 10900 10900 10910
U 12000 12030 12020 12010 11990 rrsio 11940 11930 11920 11910 11910 11910 11910 11910 11900 11900 11900 1190c 119 0C 11900
H 13000 13030 13020 13010 12990 72970 72940 12930 72920 12910 12910 129r.0 12900 12900 12900 12900 12900 12900 12900 12900
14000 14030 14020 14010 13990 13960 13940 13920 13920 13910 13910 13900 13900 13900 13900 13890 13890 13890 13890 13900
ti
tt 15000 15030 15020 15010 14990 14960 74940 14920 14910 14910 14900 14900 14900 14900 14890 14890 1489 0 14890 14890 14890
rl
1 6000 16030 16020 16010 15990 15960 159s0 15920 15910 15910 15900 15900 15890 15890 16890 15890 15890 15890 15890 15890
17000 1?030 1?020 17010 1699 0 16960 16930 16920 16910 16900 16900 16890 16890 16890 16890 16880 1688 0 1688 0 16880 16890
d
o 18000 18030 18020 18010 17990 17960 17930 17910 1?910 1?900 17900 17890 1?89 0 17890 1?880 1?880 1?88 0 17880 1788 0 1788 0
z 19000 19030 19020 19010 18990 18960 18930 18910 18900 18900 18890 18890 18880 18880 18880 18880 18880 18870 18880 18880
2 0000 20030 20020 20010 1999 0 19960 19920 19910 19900 19890 19890 19880 19880 19880 19880 r.9870 19870 198? 0 198?0 198?0
21000 21030 2L020 21010 20990 20960 20920 20900 20900 20890 20880 20880 2088 0 208?0 208?0 20870 208?0 70 208 70
22000 22030 22020 22070 21990 21950 2L920 21900 21890 21890 21880 21880 218?0 21870 21870 21860 21860 60 2L8 70
23000 23030 23020 23010 22980 22950 22920 22900 22890 22880 22870 22810 22870 22860 22860 22860 2860 60 228t60
24000
25000
24030 24020
25030 25020 ry
w|070 23980 23950 23920 23900
33ggg 24950 24920 24890
23890
Sggs
2388 0 238',10 28870 23860
24810 24810 24860
60 23860 23850 23850
50 24850
60
50 50 70 80
-1100 --1110 --1120 -- 1130
SL 60 80 90 100 110 120 130 140 150 160 180
1000 1050
Example 1.
1050 1060 1070 1080 1080 1 090 1140 1160 11?0 1180
2000 2050 2060 2070 2010 2080 2090 21 00 2110 2720 2130 2740 2150 2160 2770 2190 Airways clearance
3000 3050 3060 3070 3080 308 0 3090 3100 3110 3120 3130 3140 3150 3180 3200 specifies 20,000 ft.
4000 4060 4060 4070 4080 4090 4090 4100 4110 4720 4130 4140 4160 4L70 4190 4200 Selector is on Normal
5000 5060 5060 5070 5080 5090 5100 5110 5720 5130 5140 5150 5160 5180 5190 5210 Static Source.
IAS 210 KTS.
60006060 60?0 6080 6080 6090 6100 6110 6720 6130 6140 6150 6170 6180 6200 6210
EI Chart shows that
7000?060 ?0?0 ?080 7090 ?1 00 7100 '1120 ?130 1740 7150 7160 7110 7190 '1200 1220
L) atplane shor:ld be
c 80008060 80?0 8080 8090 8100 8110 8120 8130 8140 8150 8160 8180 8190 8210 8230
flown at an fudi-
90009060 90?0 9080 9090 9100 9110 9120 9130 9140 9160 9170 9180 9200 9210 9230
o 10000 1 0070 1 0080 10 090 1 0100 10110 10120 10130 10140 10150 10160 101?0 10190 10200 70220 L02/10
cated altitude of
@
19890 fr.
U
11000 110?0 11080 11090 r.1100 11110 11120 11130 11140 11150 111?0 11180 11190 11210 11230 11250
F 12000 72070 12080 '12090 12100
Example 2.
121 10 72t20 12140 12150 12160 72110 12180 12200 L2220 72240 12260
t< 13000 130?0 13090 13100 13100 13120 13130 13140 13150 13160 13180 13190 13210 73220 13240 13260
an Airways clearance
14000 14080 14090 14100 14100 74720 14130 14150 14160 14L70 14180 74200 t4210 14230 14250 L4270
trl specifies 20,000 ft.
15000 15080 15090 15100 15120 15190 15140 15150 15160 15180 15190 15200 15220 15240 15260 15280
F Selector is on Alternate
static source.-
zc 16000 16080 16100 16110 16120 1.6130 16140 16160 161?0 16180 16200 16210 16230 1.6250 76270 16290 IAS 210 KTS.
trl 17000 17090 1?100 1?Ll0 L'.tl20 17140 1?150 17160 11710 1?190 1?200 l't220 L7230 77250 17280 17300 Chart shows that
td 18000 18090 18100 18 120 18130 18140 18150 181?0 18180 18190 182r0 18220 18240 18260 18280 18310
-I alrplane should be
19000 I9090 19110 19120 19130 19150 19160 19170 19190 19200 19210 19230 19250 19270 19290 19320 flown at an indi-
20000 20090 20110 20720 20740 20150 20160 20180 20190 20200 20220 20240 20260 20280 20300 20330 cated altitude of
20,220 ft.
21000 211 00 21110 21130 21140 21160 21170 21180 2720A 2121,0 21230 21240 27260 21290 21310 27340
22000 22L00 22720 22L30 22140 22160 22710 22190 22200 22220 22240 22250 222'.t0 22300 22320 22350
23000 23110 23120 23130 23150 231? 0 23180 23200 23270 23230 23250 23260 23280 23310 23330 23360
2400 0 24110 24720 2/1740 24150 24770 24180 24200 24220 24240 24250 24210 24290 24320 24340 24380
25000 25110 25130 25140 25160 25180 25190 25270 25230 25250 25260 25280 25300 25330 25350 25390
w-a/z FUGIIT lv(ANUAr 3/4/60

AIRPLANE I.IMTATIONS AND PRFOII\{ANCE 2L-L9
I
I
DC-6/l FLIGHT MANUAL
.OPERATING
GROSS WEIGFITS - BULLETIN #1 4/7g/61.
Please insert precedir:g DC-7 Va[couvet iri tire Operating Gross Weigirt sectiolt" Recorcl on tire ',Recorcl of Bulletir.rs,'
sneet.
Published fur OPBFO. Issueci by SFORG, G" H. Esti1l"
TIONAL T CONST Y8 26
Duringcoilstructio[ on the west errd of runway 26, LL\e effr:ctive length for runway 8 and 26 will be shortened to ?600,
feer" The i::ru"iug Gross Weighis ar.e as ioilowr, , "
1" Take-off - Ruuway 8, DC-6, DC-68, DC-68 Group 2, DC-6A, DC-I all Max Arog wirh remperature
above 100 cieg" Runrvay 26, DC-6" DC-68, IDC-t3B Gloup 2, DC-6A all Max Atog-witii ierlperature
' above 100 deg" DC-7 zero wind 122000 94deg" 5 kt. iteaclwinci 122000 101 cieg.
2" Landiug - Ruuway 8 and 26, use appropriate flight rnanual dara"
OPERAT iNG GROS5 i,,.iiilc l i:tij : j;.i ri i,i,TiN ii-.l

Pa.ie.1 C)i-rt.;
---:- - - )
('\
I
J
e,
G
-Co :'
U
2
G
<5
22
fr
ry
N*rDl
CT1APTER/SECTION PAGE DATE PAGE DATE
CRUISE CONTROL 22-7 4/21/ 6r *)o-o 4/27/6t

?2-3 4/21/ 61 22-4 5/20/5't
22-5 4/21/61 22-6 4/21/61
22-'l 4/21/ 61 22-B t2/75/58
22-9 12/15/ 22-10 t2h5/58
22-75 5/2A/57 2*16 5/20151
22-77 5/20/5't 22-78 5/20/57
22-79 5/20/ 51 22-20 5/2A/51
22-21 12/15/ 22-22 L2/15/58
22-25 t/sL/ 6L 22.26 1/31/ 67
22-27 5/1/ 58 22-28 5/ t/ 58
22-29 5/7/ 58 22-80 5/ 1/ 58
oo -a1 5/ti 58 22-32 5/ 7/ 58
22-32.7 5/7/58
n243 4/27/61 22-34 5/20/51
22-35 s/zo;/ st 22-36 5/20/5'.1
22-3',t 5/zo/51 22-38 5/20/57
22-39 5/20/.57 22-40 5/ 20/ 57
22-41 5/20/ 51 22-42 5/20/5'.1
n2-43 4/27/67 22-44 5/20/ 57
22-45 5/20/ 57 22-46 5/20/ 57
22-47 1/20/ 61 22-48 7/zo/ at
22-49 1/20/ 6t 22-50 7/20167
22-5L 7/20/ 61 1 22-52 t/20/61
22-58 1/20/ 61 ilz2.sa 4/zt/61
Q2-55 4/zt/61 lnz-se 4/21/61
\_ 22-51 4/27/ 6r |'zz-sa 4/21161
'22-59 4/27/61 i22-60I
4/2t/6t
?'2-67 4/27/61 | 22-62 5/20/ 51
r22-63 4/21/61 lnz-a+ 4/21/67
n2-65 4/21/ 6t *22-66 4/21/ 61
n2-67 4/21/61 22-68 4/21/ 61
22-69 4/21/61 122-'10 4/27/67
n?-',lt 4/21/61 22-72 5/20/ 51
22-'.|3 5/20/ 51 , 22-74 5/20/51
22-15 5/20/''.t 22-16 5/20/51
22-77 5/zo/81 i 22-78 5/ 20/ 51
22-79 5/20/ 51 i,i22-90 4/27/67
22-87 4/27/61 I zz-az 5/ 20/ 57
I
ioo 5h/6L
R€vtsloll tao DC-6/7 FLIGHT MANUAL
Page 1
I
RECORD OF BULLETINS
.t
TIANUAL TITLE /, il,
TAB SECTION TI ,;:" l:l
ASSIGNED TO n'i
LOCAT ION
Butte r t r I xsenr Buttrrt x I xsr nr Butte r r x I xssRr

Neln I xsenr Nern I xgenr Nel n I xsenr
No Dlre Pror Bv No. Da rt Ploe Bv No Drrs Plce Bv
..,c:,;i -,.,r J__

,.',or'
-- s. i.;-:.-""-.1 ':i.t- ' =.

''_'' '-.'
{
-N.'
) ,.i]
' '11'
:f.. /:;
Txt s l,hxuAL rs ro EE RETA rxED rN THE oFFrcE sHovx ABovE.
Arrer tilsERTtoN oF EAcH EULLETTx, ENTER opposrrE THE pRopER BuLLETIT{ xu}tEER THE
DATE oF BuLLETTI{, THE pAoE xuxEtn FREcEDrxo oR FolLourxc THE auLLETtx (oepExDrNo
upox BULLETm Tt{srRucrroxs), Axo rHE tNrTrALs oF rxDrvrDuAL u{sERTrxc rHE
BULLETI X.
t{xrx BULLETIx RElrovAL rs AurHoRrzso, cRoss our ENTny FoR THAT ruLLETrx.
Txts snaer tg ro RExAtx A pART or rxra l.fixulr..

RECORD OF BULLETINS
Eulue rl r I xssRr Buller r H i Nsenr Bur-r-gt IN I Hsenr

Nrr n luse R"r NEA R I Nsenr NEAR I xsenr
No" Dlre No" De re No Dn rE
Pl se 8Y PAGE BY PAGE BY
I'I:
i
ffi
Utrfi1EM
W
FLIGHT PLANNING
G ENERA t
Fllght planniug performance ta,bles a.re given a,t the end of thls sectlon for the following cruise control regimes:
1. Cruise Power
(a) DC-? - Maxiinum Cruise Power 1900 BHP Low Blower and 1800 BHP High Blower
1800 BHP Low Blower
1700 BHP, 1600 BHP, 1500 BIJP High and Low Blower
(b) DC-6A and DC-68 - 1200 Brip
(") DC-6, DC-64 and DC-68 - 1100 Bj,Ip, 1000 BHp alcl 900 BHp.
2. Loug Ilange Cruise
IvIAXIMUM CRUISING ALTITUDE

Experience has shown that there ls a. minirnum,. comforta,ble, cotrtinuous a,irspeed for the slmulta,neous mainterunce
of altltude and a,irspeed without the necessity of continua.l ma.uipula,tlon of engine conuols. This minimum airspeed
ls somewhat greater ttuu the optimum zero wind long ra,nge speed" At this minimum speed a, sma,ll rate of climb
(a,pproximately L00 to 150 ft/min.) can be made a,va,ilable by further reduction ln a.irspeed, to maintain altitude
when flying in turbulence or whea maneuvering, At lower a,irspeeds, tttis climb ls not available aud a,ltitude ca,n be
ma.intained without a.n increa.se in power only by continuous Loss of afuspeed to ttre point of sta.lling. Conversely, air-
speed can be mainta.iaed only by tross of altitude.
Flight at the minimurn comforu,ble eontinuous airspeed is, in effecto flight at the crulse power serice ceiling.
Flight atless than the long range a,irspeed is uneconomlca,l, as well as uncornforta,bleo since the mlles flown per
potmd of fuel bruned are decreased a,nd engine cooling becomes more crld.ca,l.
The initial crulsiug altitude will be restlicted a,t higher gross weights in order to mainuin a, comfortable indica,ted
airspeed at lea.st a.s high a,s the long range a.irspeed. The indicated long raoge a.irspeed is a, function of gross weight
aud is highest at high gross weight. Typica,l long ra.nge airspeed (optimum speed a.ga,inst a hea,dwind of a,pproximately
50 knots) figures are:
DC-'l DC.6, DC-6A, & DC.68

Gross Weight True Indlcated Indlca.ted Airspeed - Kts. True Indica,ted Indica,ted Airspeed - Kts.
Lbs. Airspeed - Kts" Norma.l Airspeed - Kts" Norma,l
120,000 208 205 206

115,000 2M 201 202 .-:
110, 000 200 t97 L98
105,000 195 L92 193 ;;; 19S 194
100,000 190 18? 188 190 18? 188
90, 000 180 L7'l 1?8 L80 111 178
80, 000 767 1?0 16? 168
?0,000 1:: T: L59 156 15?
Dc. 6 /7 FI.,IGIIT }IANUAL +/uJet

CRI'ISE CONTROL 224
m
st
FTIGHT PLANNING
GE NERA L (Continued)
llhe Maxlmum Desirable Cruise.Altltude Dia.grams (Diagram 1 and Dfugrarn 2) shour, as a funetiou of a1rplane gross
w.eight at *re. b-eginning.of cruistng flight,, trre attituoe it which the tndfcated a;rspeeo would equal ,Ir" i;il ;*?-
1fo'p":6 Flights should-normally be Jo pla,nned ttu.t the initial cruisiag alti.tude i*u oor exceed tire ma.ximurn
desirable piessurealtltude shown in the diagram. opera,tion above theina.ximurn desirable altitude ma.y occasionally
be necessa,ry, however, due to wea.ther, tralffic, etc.
Pi:p''q f DC-? Maximuun Desirable cruise Aldtude shows four solid lines corresponding to various our1de at
tempera'ttue conditions. TemPera,tures experienced
.d*Tg.*y single.flight *ry diff"r widety fiom sea,sona,l average
temp€ratues. Therefore, a.ctual temperature da.ta. should-be useOio inte"rpohtd berween the'cunres of OU.gra,m i."
giry'?"? Dc-6,, qC-6A, DC-68 Maximum Desira,ble Cruise Aldrude shows curves for rempera,flues of 10.
Ceat-
rgrade above sta,ndard only. Maxlmum Altitudes which are betow full rlrortle (engine crirical)
alritude may be
lncrea sed- by
_100
ft per degree centlga de below this rempera.ffie, and should be i"cr*are a uy ffi f"-p* t#""
9entigrade a.bove ttris tempera.tur€o
Sundard Tempera.trnes a,re tabulated for reference ln Ta,ble 11.
A study of U" S. Weather Bureau upper air tempera,rure da,ta. fudica,tes that over the domestic routes of United
Lines:
Air
l. Tbe avera,ge tempera,tue during December, January. Februa.ry, aud March i.s a.pproxirnarcly equal 16 the
standard tempera.Hres.
t 2- Ttre
3v1age
ternPerture during April, May, October and November ir slighrly less than L0.C above
rtandard temperamre.
3. The average tempera.tue during June, July, August and september is approxirnately LEt above standard
temPerature.
solld Ltnes a,re drawn on the constant Power cruise performaoce tables. 1'hses rnss represeot the
maxlm,ru desirable
cruising a'ldtude for the particula-r gross wetght, when outside alr is equat to the temperatLtre
assumed in the table.
cruise at altitudes to the \ft of and below these solid llnes will normaly gve airspeeas below the long
speed.
,rog" air--
AIRSP EED C HARAC TERIS TIC S
7 DC-? Diagram 4 shows the DC-7 true airspeed at maximum cruise power as a functiorr of gross weight and
pressure altitude.
Diagram 5 shows the DC-7 true airspeed at maxilxum cruise power as a function of pressure altitude
and outside air temperature.
There are discontinuities ir: the maximum cruise power snrlilcl cur,,'.:s at 5, 000 fr., 10,000 ft., 15,000 ft.,
and 20,000 ft., due to the changrs in BMEP liilits which occur at tl-r:se altitud:s (See Table 2).
Diagiam 5A shows the DC-? true airspeed as a function of reduced cruise power and pressure altirude.
The 1ow blorver airspeeds in Diagram 4 and Diagram 5 are based upon the minimum pern.rissible corvl
flap gap of 0'. The 0' cowl flap gap will enabie a cylinder head rernperarure of 206" C or lower ro be
maintained during 1ow blower operation under all probable temperature conclitions. The true airspeed
during iow biower operation at any given pressue iititude, theiefore, varies with air temperature, due
to air density effects, and is highest when the temperature is highest. The highest iow blower airspeed
is realized at the low blower rtaximum cruise power criticai altitude. The 1ow blower critical altitudes
are estimated to be:
.A,ir Temperature Critical Altirude - Low Blower M.C.P.

Standard - 10' C 15, ;100 ft"
Standard 13,500 lr.
Standard + 10' C 12,000 fr.
Standard + 20' C 10,500 fr.
4/21/6r N:6/7 FUGHT IIANUAL

22-2 CRI'ISE CONTROT
M
&rA{rrf;y}s
W
FtiGFIT PLANI'{iNG
AIRSP EED C HARAC TERISTIC S (Continued)
The true airspeerJ falls off rapidly whenever the r:ri-tical altitude is exceeded. There is, at maximum crul$e power,
a range in altitudes in whiclr the airspeed attainable during full throttle Low blower operation is higher than that
attaiuable during part tilrottle higli blr:wer operation" The iow blower fuel flows are lower than the lrigh blower
fuei flows in this aititude renge.
'Ihe lowest altitudes at which high blcwer maxirnum cruise power operation is desirable (frorn a speed viewpoint)are;
A.ir Temperature ALtitude
Standirrd - 10' C 17,500 fr.

Standard 16,00c fr"
Standa.rd + 10" C 15,000 fr.
Standard + 20o C 1.4, 000 ft.
The high blower airspeeds ii: Diagram 4 and Diag;anr I-; are based upon a cowl flap require:mer-It of 0o to maintain
a 200o C CHT under standard corrditions or'peir:w standard condii:ions" + 1" rihen the tempe.rature is 10o C above
standard, ancl r' 2o wheir the temperature is 20" C above standard. The nue airspeed during high blower operation
at any given pressure alrltude below rhe i-righ blower.critical altitude is indepencient of air temperature since the
variation in cowl flap gap requirernent counteracts the effects of density variation.
Diagram 4 shows that:
a. The highest true airspeeds are realized by fiight near the critical altitucles.
b. At high airplane iveights, the rna:<irnurr low brlovrer airspeed is aln:ost equal to the maxirnum high blower airspeed"
c. The atrai.nable airspee<1 is greatly reduced by flight a"bove the high hlower critical aititude"
Diagram 5 shows thatt ''

a. The high and low blower critical altitr.rdes are very sensitive to change in outside air temperature. For each 1"C
change in 0.A.T. the critical altirude chairges 150 ft. to 200 ft.
b. In the best operaring range of 20, 000 ft. to 23,000 ft. slight variations h O" A. T. have a'large effect on True
Airspeed"
Diagram 5A shows that:
a. Highest true afuspeeds are realiaed by fiight near the critical altitudes or in lhe case ol the lowercruise powers
as close to the 110{o V17p point as possibie"
b. For trigh blower ma:<rmirrn cruise power, the increase in true airspeed vritir'ternperature is oifset l-ry increased
coiul flap gap.
c. For constant cruise porrers less than maximum cruise, there are no discontinuities in the speed curves since high
and low blower.powers are identical.
.)
Diagram 6 shows the DC*6 true alrspeed at 1100 BHP as a function of pressure altitucle and outside ait.te-mperature"
SimIlar varia,rion of speecl with teiaperature exists at 1200 BHP, 1000 BHP and 900 BFIP. Diagram 6 shows thatl
a. The irighest true airspeeds are realized by fliglrt near $1e critical altitude.
b. The true airspeed fal1s off rapidly whenevel critical altitude is exceeded'
cr At a given pre.ssue altitude and constaur cowl setting the rrue airspeed increases with a rise in outside air temper-
atu.] Norinally, hower,,er, the increase in cowl setting required to hold constailt cylinder head tentperatures at
higher ontsid* air t"mperatures causes rhe TAS to retnain approxirnateiy constant for auy O.A.T.
A11 airspeeds iu the DC-6, DC-6A & DC-68.constart pcwer perforrrrance tables are based conservalively upon the tse
gf + f . i" cowi setting" i\lonnally, however, rlesired cyiinder head temperatures can tre rnaintained with somewhat
Iower cowl se.tting; Inclicateci aiispeecl will increase aptproximately 3 knots for eacli ciegree reduction of cowl setting'
A11 indicatecl airspeeds given in the perfor*rance tables are based on ttre Ca.ptain's airspeed indicator and normal static
source. Equivalent Airieed (TIAS) may i:e obtained by correcting the tabulateri IAS for position error and compressi-
bility gf1sc1. Calibrated Ai.rspeed *uyi" obtained bycqirecti-ng'ihe tabulated IAS for position error on1y. (Refer to
section on De.termlnation of Airspresdl.
DC-6fi r 4/2L/61
CRLIISE COI.ITROL 22"3
.i,l:lii$'if;
{,1 .l'}ir,rl}
&-%&t*'
:,j,i, i,; l'i -{' i l. .4. ltft.l ;,i ilJ

\
A LTtr T["II]E $lrLEC. T" i,] i.,
the nrest efficient opera.tJon of 3]C*$ & ffi*"/ tlrpe fi.hsra.fE ":aar be rea.Llzed oruly by conslderatiom of aLI faetoas
a,ffeeting the sel.ection uf a3tiffide" ?'k*: hlghest true ai:spced ls ulsun.l}y reallned by fligtrt at thu highest sleteide
a.t whlch ghe desfutsd eru:i,se power can k scla,Ilrte,$sed (crirtcal a,lt*tude), subjact ts dle lirru.itadon thet tids atrtitude
not exceed ehe rnax*rnurn riesina,fll€ eru.ise a&i,tuqle of the aJrplaneo [t does n$B ueeessasi]y fo[lrrrs', ]rowerver, tha,t
high blower qdtlc*L ald.tiude i$ Aigg{g rtle best aldtude frorn the weragtr sr*,ndpolnto The follcwing fa,ctoxs sboutd
be talren into aceorurt in selectfin of eruioimg alelzudes*
([l ff dre max!.mum des:flsahle enrics a.[fl.ffids is rixaterieU,y betrow *re high blower cri*{eal a"ttituds due to htgh
tattooff gross weight it naay tre pref'era.ble ao ma.ke a. srepped,fligb.t plan" (Clrtrdca3 a.ltftu<les a.re sho'{B as
daslrcd lfures os 0{apa;ul I and Sla,ggarn *},
(4 The lncneaseEl tir.&e requir€d to cffirmtr ur tri.gli btrawer criuteal altltude (at a relatively low clfunb airspeed)
grefi,fly nsturimincs ttre true a.irspe*rd advaratage of high aJdrude opera*oea on shoru trlp segmemts,
(E Tha effect nf wlnd mrst pe taken i"nto accouut
(4) CIn shortaip segnremts totstr fuetr consunopd.on may be reduced by operation at law blowpr aldtudese
Thls ts due to ttre reductfion tn tlrc pereeutage of flight dme drulng wfiich clfinh power is dsed"
(5) For the DC-?
Flight at aldrudes betrow sbe nnaxi,mumr desirable ,:,rr;i.r;t irit;tudfl vdll ;:-rrma"[y' be a,fuactegeous on
trip trsng&s of tr800 ns.udcal nri}es or more when t{rr; i,}d:j:dt.'.tL' i.ll :,c.i,u+ri.e'tu{ .l.i}ir]!'}sn&nt. i*!df decuease
!a altitarde Is pearer *iam *re
Pxr.:sstl.tfl .Altinlrje
1$^ 0tlrJ ff- :12" 000 {r", :4 nfln t4 1fi. {UX} ii:- 18.000 fL
Reductiou in i:,i;l ii{ri4ii
headwind fxclrn "*.100C O*,'f 1"0 Kt*" di ittr.- L2 Klso 3"0 Kts. 6 Kts"
l t.ii i:Iililllll
&trmt at 2S* S00 ft. UNI 12 Ktl. I Kts. 6 Kts" :{"{i KEs* 7 KtB.
Hxarapler
Trlp length- 2000 na,utlcal miles Since Etr:e heaCwlnd d!.fferance is

Reported headwlnd et 20, $00 ft" = 40 &ts, gffi8,tsr tha;r tIrc I0 Kt$o stlowa ut
16,00CI ft" = 2? Kts. tir.e preaedtirg ts,ble* !t wtll be
.Di,fference..0..'.. rfir.rxq adv*stageous tor fly at
oi o tr3 r&g" 36" ils8 f"i*
ESX'IMATgOH OF Eii,TCHT T3M$
l" Seterrainetioll of the reptinaum ,h j.tit ilrt*: qrr-r * iii.;itri*s)'

2" Considsra.tio& $f tlre forecast
B, [Jst: of the cllmh perforurance date 'iib.l; ll - (lir;rLinri T';.:ne, ::ilr1 err,.l
Stili Air Disrance
4" U$e of the cruise perfnrrna,nce data 'l':,i : -lr. 4- :. e
r:r ile I {Cr} !'r,.l11{J i.:
- i'Lt tS t)OVl o
J.-ai:rir: ., - F*rir hrgiii;: i,r:tte Ra.tige Crr,:isr: i)*wer Perfornrance.
tJ,rme from uhe intended desrinattem eo the a"?fierma,te for dornestic opena.tiom shcruld be based upon
shown in TabX,e a as follow;
-. I* For 11--"/ .tilili.r li;:{j}
2" Fov DC-fi, .${;-64.. Iil*{i$ ;si}i i"it-i.i,
Table 9" h$juimutn ${*seuv* Fur*i, iri E:,*}E:ir!*t*tl o*;tr:: lia!.i:; cf 1'"he .a,i:,;rti: ;.lr-rtr*r: regilu*-t,,
:lr . -. i'"' ;"i..{kl{'i l,,t,i}:tj_.\L

22-4 {:fi}"t:; ;i [:{.i bf? *#t
q
l\
fr
ag
bHrrtd
FLIGHT PLANNING
ESI'IIvIATION OF FUEL I.OAD
The fuel load for a given flight consisrs of four parrs:
1. The expected climb and cruise fuel burnout berween take-off and landing
2. Reserve Fuel
3. l{olding Fuel (if any)
1. Ferry Fuel (if any)
The expected climb and cruise fuel burnout should be determined in conjunction with the flight time estimation
frotn rhe climb data in Table 3 and the cruise data in Table 4. The take-off weight must not exceed the permis-
sible landing weight by tnore than the weight of the expected climb and cruise fuel burnout.
Table :^l "Clirnb and Cruise Fuel Burnout" is included for general reference in checking flight plans and making
preliminary weight estimates. Although this table is constructed from the same assumptions and allowances as
Tables ll and 4, it is based upon certain fixed gross weight conditions and should not l)e used in actual flight
platt;tirt,.
f'hc rninimuttr reser\e fuel requirement is determined directly from Table 9 - Minimum Reserve !uel, by enteri.ng
i.lte rable at tlre esrinrnted fliqhr tilne to alternate. The reserve fuel (CAR miniilurn) consists of:
1. Fuel required to fly to alternate

2. l;uel rrccessarl,' for 45 minutes flight
Tlte resetve fuel table is based upon operation at 10,000 feet at reduced cruise power of:
(a) DC-? 1500 BIIP

(b) DC-6, DC-6A, DC-68 1OOO BHP
Iioldirr;1 i:uel Requirerrents wliich, if required, should be ADDED TO reserve fuel requirernents are included in the
lollowinli table.
DC-? DC-6, DC-6A, DC-68

Maximurn Maxlmurn
Norma.l Endugnce Normal Endurance
Holdlng Holding Holdtng Holding
Fuel Flow - lbs/fu/engine 520 420 375 275
- lbs/hr/airplane 2080 1680 1500 1100
La,nding Gear Up Up Up UP
Wing FIaps 20" Up 20" Up
Indicated Airspeed - Kts. 14d 140
* 130+ 140.
RPM 2000 1800 1800 1500
Bil'IEP * .As reqrrirerl to r,riaintain
airspeed" norroaliy 144 120 124 130
Mixture Lflo Lean l}ofo Leart 12 BMEP 12 BMEP
f)rop or Drop
Auto-I€an
. The tabulated ainpeeds are not holding requirements but are assumed for iuel flow computatio$"
I
t\
DC- FLiGII lv{ANUAL oo-(

CRUISE CONTROL
I
THIS PAGE I,EFT INTENTIONATLY BLANK
FLIGHT MANUAL
22.6 CRUISE coNTROL
n
UI'ID
sg
ENGiNE OPERATI,ON
a
POW ER SETTINGS
1.C1irnbPowerSettingsaretabulatedirrTab1e1for:
(a) DC-? of 2080 BHP, Low aud High Blower \,
(b) DC-OA with TOGW above 100,000 lh. of 1600 BHP high and low blower,
(c) DC-6A with TOGW less *ran 100, O0O lbs. , DC-68 and ADI equipped DC-6's of 1400 BHP high and low blower,
(d) DC-6 of 1350 BHP Low Blower and 1300 BHP High Biower.
2. Cruise Power Settings are tabulated in Table 2 for:
(a) DC-? Maximum cruise Power of ,roo ,no low Blower and 1800 BHP High Blower
1800 BHP Low Blower :
1?00 BHP, 1600 BHP, 1500 BHP High and Low Blower
(b) DC-6A and DC-68 - 1200 Bt{P
(c) DC-6, DC-6A and DC-68 - 1100 BHP, 1000 BHP and 900 BHP
These power setting tables are duplicated on the Standard operating Procedure.s Coordinator Script for quick reference.
Clirnb and Cruise powers are esrablished by serring the desired vaLues of RPM and BMEP, subject to the limitation that
the resulting manifold pressure is not to exceed a defined rnaxlrtunt value.
When dispatched with spark advance inoperative, no change in flight planning or cmise contol Procedures is necessary'
and table fuel flows may still be used,
During the operation of the DC-? at climb power and cruise power, the desired BMEP's for No. 1 and No. 4 engines are
5 lbs. per square inch iower rhan those for No. 2 and No. 3 engines. Tirese differentials ensure that the oPerati[g con'
ditions of all four engiles are identicai. The reducrion in shafr horsep<-rwer (BMEP) on No. 1 and No. 4 engines is neces-
sary ro balance cabiir supercharger loads of approxirnately 50 BHP per engi:re ol1 these two enqings. If a cabin suPglc4grger
is declutched frorn No. i or No.-+ engine, the affected engine r"nay be operated at the BMEP limits appr
ffi?rgines.
The desired BMEP's are irlentical for all four engines during DC-? lorrg range power operatiott, attd during all R'2800
engine operation. The power setril.rgs in tliese Cases have been so selecteci that the sum of the powel setting and the cabin
supercharger load does not exceed the defined power plant lirnitation.
For DC-? Maximum Cruise Power the BMEP limits are tabulated rn 'iab1e 2 fr.tr 5,000 ft. intervals of altitude. This in-
crease in BMEP is due to the increasing effectiveness o[ the power reco\Ii:ry turbiues as altitude is increased.
I
6/1 FLIGHT ]VIANUAL 4/21/ 6L
CRUISE CCII.ITROL 22-7
-t
fr
wtfri,9
ENGINE OPERATIOJ
ENGINE CRITICAL ALTITUDES

Engine critical (Full Throttle) Altitudes. when
outside air temperature is 10o C above standard are estimared below.
when the flight altitude exceeds the criiical altitude,
the available power is greatly reduced.
R-3350 Engine Critical Altitudes
Low Blower High Blower

POWER RPM Critical Altitude RPM Critical Altitude
Normal Climb 2500 12,000 2500 20, 000
Maximum Cruise 2400 12,000 2400 21, 000 '
lBOO BHP L3, 50o
1?00 15, 000 21, 500
1600 16, 000 22,500
1 500 2300 15, 000 2300 22,000
Critical Altitude varies approximately 200 ft. per degree Centigrade in High Blower and
150 ft. per degree Centigrade in low Biower.
R-2800 Engine Critical Alritudes
Low Blower ryigh Blower

POWER RPM Criticai Altitude RPM Critical Altitude
1350/1300 BHP Climb 2300 13,000 fr. 2400 20,000 ft.
1400 BHP Climb 2400 13,000 fr. 2400 18,000 ft.
1500 BHP Climb 2400 10, 800ft. 240 0 1.5,700 fr.
12OO BHP 2200 13,000 ft. 2300 21,400 f.t.
11OO BHP 21 00 13,000 fr. 2300 23,000 fr.
Critical Altitude varies approximately 100 ft. per degree Centigrade.
L2/15/58 DC.6/7 FLIGHT MANUAL

22-8
CRUISE COI\ITROL
@
ffi
CCINDUCT OF FLIGHT
MAINTENANCE OF AIRSPEED
lt is recommencled that cruising flight be established by:
1" Leveling off at cruising altitude a,nd maintaining climb power until the airplane is above cruising indicared
a irspeed.
2. Setting Cruise Power and adjusring cowl flaps as outlined under Cowl Flap Management in the preceding
section.
If the stabilized indicated ai:speed is more thar ihree of four knots below the long range airspeed:
1. When maximum cruise power or reduced cruise power is used, altitude should be reduced, if possible,
to increase the indicated airspeed to the optimumvalue.
2. When long range cruise power is used, the power setting for the next higher weight bracket should be used.
LOSS OF POWER
If the available cruise power is reduceeJ due to:
1. Failure to obtain the desireti BL&F wirtrin the MAP limits.
2. Use of carburetor heat

the flight altitude shouid be reduced, if practical, to attair an indicated airspeed at leasr as high as the long range
a irspeed.
If it is necessaty to shut down one or two engines and feather the propellers, the power for the continuation of t}te
fiight should be set in accordance with Table 6 or ?ab1e ? Three Engine and Two Engine Long Range Cruise per-
formance, resPectively. It will be necessary to fly at low altitudes and/or low weights to attain the long range
airspeeds without the use of retratively high engine powers. Weight can be reduced by fuel dumping. If feathering
takes place at high altitude, power shr)rild be set as required for the weight of the airplane and thei.ltitude at whi6h
it is planned to continue the flight. The indicated airspeed shown in the performance tables should be maintained, and
the airplane should be permitted to drift dorqn rc the lower altitude. It is desirable, from a power plant vie wPoint, to
conduct engine inoperative flight at ttre lowest practicable altitude, thereby reducing the required power output of the
oPerative engines. It is particularly desirable to continue the flight at a low enough altitude to avoid high blower
operation. If range is apt to be a problern:
1. Fuel Flows at high powers rnay be manuaily treaned to the values tabulated in the Long F.ange Cruise
Performance Tables" This leaning must be done slowly and carefully, since sma1l movements of the mix-
ture control mav cause large changes in fuel flow.
2. In addition, for two engine operation, the cabin supercharger should be declutched in order to reduce power
output and fuel flow on the operative engines.
.*O
OC-6/? FLTGHT MANUAL t2h5/58

CR.UISE CONTROL 22-g
E
w UIfiED
CONDUCT OF FTIGHT
DETERMINA TION OF AIRSPEE D
True airspeed may be determined from outside Air Temperature, Indicated Airspeed, and Pressure Altitude. Several
errors inherent in the measurement of airspeed a,nd temperature must be accounted for in calculation of true airspeed.
There errors ate:
(1) Position Error (also referred to as installation or static soruce error) of the airspeed system.
(2) Compressibility effect on the airspeed indj.cator.
(3) Compressibility effect (heat rise) on the outside air temperature indicator
(4) Individual instrument calibration errors (if known)
Two satisfactory methods for calculation of True Airspeed are outlined below:
\49rh9d 1 Usegf Jgppgqel Cq4rprqel - Molei!.-2 for Calculation of True Airspeed
(1) Determine Calibrated Airspeed - calibrated airspeed is determined by correcting the airspeed indicator reading
for position error. The appropriate positi.on error can be obtained from Table 11 - Airspeed Position Error
Correction.
(2) Set calibrated airspeed over pressure altitude in the outer window of the computer.
(3) Set the cursor line over intersection of indicated temperature li.ne and spiral.
( ) Read True Air Speed in knots at the lower end of the cursor line.
Note: The corrections for compressibility effect on the outside air temperature indicator and the
' airspeed indicator are "built in" to the computer.
Example from: DC-? determine: Calibrated Airspeed 210 Kts.

Indicated OAT +2'C True Airspeed 293 Kts.
Pressure Altitude 20,000 fr.
Indicated Airspeed 205 Kts.
Method 2 Use of Other Navigational Computers
(1) This me&od is applicable to use of the E6B, Battori, A.A.L., etc. computers, it is also applicable to the
Jeppesen computer when the inner window is USED FOR AIRSPEED CALCULATIONS.
(2) Correct indicated OAT by use of Table 13 to obtain true air temperature.
(3) Correct indicated Airspeed by use of Table 12 to obtain True Indicated (equivalent) Airspeed.
Table 12 corrects for both position error and compressibility effect.
(4) Set True Air temperatureopposite Pressule Altitude in the small true a.irspeed window .
(5)Oppositeuue indicated airspeed on the "time" scale, obtain true airspeed on the outer or "distance" scale.
Notel None of the above listed errors are "built in" to tlese older type computers.
Exa,mple from: DC-?
Indicated OAT +2'C determine: True OAT -4.C
PressureAltitude 20,000 ft. True Indicated Airspeed 206 Kts.
Indicated Airspeed 205 Kts. True Airspeed 293 Kts.
NOTEr PAGES 11, 12, 13, 14 ARE IJNASSIGNED

--+
L2/15/58 DC.6/7 FUGHT NI.ANUAL
22-10 CRiIISE CONTROL
ffir
w DIAGRAM 1
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rc,.6/7 FI.IGHT MANUAL 5/20 / 57

CRTIISE CONTROL 22-15
.*s&kdd-
w
UNITED
DIAGR.AM Z
DC*6, DC-6A acld. DC-68

'\_
MAXIMUM PESIR,ABI.E CRUISE ALT'TTUDE
1O
iC ABOVE S?ANDARD TE}IPERATURE
25,
BHP AI,TITUDE
20. 000
H
t&l
lr|
IL L5, 000
t
trl
o
D
F{
t"{
tll
il 10. 000
D
a
th
3{
cO.
5, 000
80 86 SS 95 100 TGS
GRPSS WEIGHT . THOCTSAND PO[JNDS
5/2A/57 DC- 6l? F[^J6HT h4AN[rA!,

AZ- LO
CRI'ISE CONT&O!,
erded
urtrfEo
wP
DIAGRAM 3
()
NCRt{Ai" F.ATE OF CTIMB
SC-6I? FTAGH" &{ANUAT s/20/s7

CftI'I&E COMTRS& LL"I I
ryx
w
uHtrEo
DIAGRAM 4
DC.7
EFFECT OF GROSS WEIGHT ON AIRSPEED
MAXIMUM CRUISE POWER
24OO RPM
OAT 10.C ABOVE STANDARD
COWL FLAP GAP O" IN LOW BLOWER
+1" IN T'trtrGH BLOWER
l
t I,
t.
L
I
I
25000
E-
tll 20000
tljl
g<
I
EI
o
D
ti
t-{
-t I -_t.
_l
.l- .l-
H
a
a 15000
lrl BLOWER SHIFT
&
a.
10000
LI
ll
ll lti
il
i'l
5000
274 280 294 300 310
TR.UE ATRSPEED * KNOT5
DC-? SPEEB i{T },.{AXIMU&d CmnsE POWET
5/20 / 57 ffi - E/t FI"trGI{T h4ANUAI,

22-t8 CRTISSE fiONTgOT
M
ry uNrTa@
DTAGRAM 5
DC.?
EFFECT G OUTSIDE AIR. TEMPERATURE ON AtrRSPEED
MAXIMUI\4 CRUISE POWER
.@ oAT l0' c BELOW STANDARD CFG o"

OAT STANDARD CFG oo
OAT STANDARD +10' C CFG o' tow BLowER
+I. HIGH BLOWER
OAT STANDARD +2ON C CFG OO LOW BLOWER
+2. HIGH BLOWER
25000
ir
IQ
rJl
2000
gr
I
tll
H
D
F
\1 H
F{
EI
H
D
a
(/)
lrl 15000
d
o.
)/
10000 GR.OSS
l0?,000 tBS"
5000
26 {) 27A 280 290 300 310
TRUE ,TIRSFEED . KNOTS
TFFECT OF TEMPERATUP.T OI'i SPEED A'I

MAXIMUM Cilliisl: POWER
Efl " Ii1? F!."TGH? MA-}TUAL 5/2a151

(:R"[.11$E l.r(AtlUAI" 22-79
ffi
wuxrxEb
DIAGRAM 5A
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5/20/51 DCt- 6l? I'LtrCllT NlAlirJ;\1.

CR{JISE COT.IT'RTII,
"l
fr
UN,iED
I
dg DIAGRAM 6
\1
DC-6, DC-6A, & DC-68
VARIATION OF TRUE AIRSPEED WITH OA T
1100 BHP 85,000 PouNDs

+1.5'CFG
25,000
20,000
t-{
lr|
EI
l&
I
rrl 15,000 (1) ETANDARD TEMP.
o
p (?) STANDARD +10'C
I-{ (3) STANDAT{D +20'C
H
FI
El
&
U)
o 10,000
lrl
cA
5,000
210 220 230 240 250 260
TRUE AIRSPEED - KNOTS
N:6/7 FUGHT MANUAT 12/t5/58

CRIJISE CONTROL 22-21
rysrqm+.{6'*"--Il
CLIMB POWER SETTINGS
DC-? Table 1, Climb Power Settittgs, has been replaced by applicable material in power plant section.
NOTE: PAGES 23 AND 24 ARE UNASSIGNED
CRUISE CONTROL
r-
l
/41
.ry
lat,,,lt!,,rl
DC.6/7 FLiGHT MANUAL
CRUISECONTROL - BULLETIN# 9 4/24/6I
Please insert facing Page 22-25 in the Cruise Control Section, Record on the "Record of Bulletins" sheet,
Published for OPBFO. Issued by SFORG, G, H. Estill,
DC.? ].?OO BHP LOW BLOWER CRUISE POWER SETTINGS
The new R-3350 cruise leaning procedures in'the power plants section instrucr rhar the mixrure control shall be written
up when operating in 1ow blower and the auto-lean detent is not reached before a 15%BMEP drop is obtaiped. At
1ow altitudes in 1700 BHP cruise most of the carburetors are marginal when using rhe power settirlgs presently contained
in rhe Flight Manual,
To alleviate this problem the following procedures shouid be used:
1. Set RPM aT.2400.

2. Use the power settirlg schedule for L1':lFt, to rraintain the 1?00 BHP serting.
3. Fuel consumption will be approxirrately 10 #/LIr per engine above the value listed for2ZSO and 2200RpM.
CRUISE CONTROL BULLETIN #9

Page 1 Only
fr
I'fl|'ED
eg DC.? TABLE 2
CRUISE POWER SETTINGS
1. FuIl throttle is denoted by FT.

Low blower and the lowest possible RPM for a desired power should be used whenever possible to obtain lower fuel
flows.
3. Ttte altitudes in parentheses after the full throttle notations are the approximate standard temperature crirical
altitudes for the given power-RPM combiharions.
lt, Power setting shown with CRUISE spark may be used with TAKEOFF AND CLIMB spark only in the event the spark
advance
mechanism fails.
5. Long Range Cruise Power settings are tabulated in the Long Range Cruise performance Tables.
DC.? CRTIISE P
Approx.
Pressure Spark BMEP BMEP after MAX Approx. Total Nominal Torque
Altitude Blower Advance RPM Desired LW dr.op MAP Fuel Flow Fuel
Feet No. No. 1&4 1To.-rae- in. He. No.
MAX MUM CRUIS E P WER
s. L. - 4,999 Low 2400 177 782 159 164 41. 0 't10 3080 1800 1850
5,000 - 9,999 Cruise 2400 180 185 t62 16? 41. 0 1830 1880
1 0, 000 - FT (137 I 240A 183 188 165 1?0 41. 0 I 1860 1 910
10,000 - 14,ggg High 2400 168 173 150 155 41.0 ,l

50 3000 1?10 1?60
15,000 - 19, 999 2400 1?0 1?5 152 15? 4t. o 1?30 1780
20, 000 -FT (22 T' I Cruise 2400 L72 17'.] 754 159 41. 0 I I 1?50 1800
s. L. -57 [,ow Cruise 2350 t77 782 159 164 41. 0 ?55 3020 1?65 1815
5T-107 2350 t't8 183 160 165 145 2980 1115 1825
10T-F. T.(137 2350 1?8 183 160 165
11T-F. T.(15T, I
High
I 2400 114
Power
t79 15? 161 I
?30
?30
2920
2920 I l
on
1?OO BHP CRT'ISE

s. L. -57 Low Cruise 2250 1?6 181 158 163 41. 0 1t5 2860 16?5 1725
5T-107 2200 180 185 162 167 ?00 2800
10T-F. T.(12T) 2200 180 185 762 167 690 2760
11T-F. T.(16T) I I 2400 165 170 748 153 I 695 218A
13T.207 High Cruise 2400 165 t't0 148 1 53 47.0 735 2940 1675 1125
207-F. T.(23T) .High Cruise 2400 165 170 148 1 53 47.0 725 2900 16?5 1725
1600 BHP CRTIISE

s. L. -57 Low Cruise 2100 171 182 159 764 41.0 bbb 2660 1575 1625
5T-107 2100 717 182 159 164 655 2620
1oT-F. T.(12T) 2100 l',t1 1,82 159 764 650 2600
11T-F. T.(15T) 2300 1.62 16? 145 150 655 2620
14T-F. T'.(18T) I 2400 155 160 139 t4 t bDa 2620 I
16T-F. T.(23T) High Cruise 2300 1,62 16? 745 150 4t. 0 680 2120 15?5 1 625
20T-F. T.(24T) rHigh Cruise 2400 155 160 139 1M 4L. 0 685 274A 15?5 1 625
].500 BHP CRUISE

S. L. to 127 Low Cruise 2200 158 163 742 141 41. 0 630 2520 L('.t5 1525
13T to FT(17T1 * I 2300 151 156 136 140 I + + I t
15T to FT (24T) Hish Cruise 2300 151 156 136 140 41. 0 650 2600 L475 1525
DC-6/7 FLIGHT MANUAL L/3L/61

CRUISE CONTROL 22-25
E
an Jaq
TABLE 3 @
cLrMB TrME,_FUEL, ANp sT]!! j&prsI4lgE
DC_'I
The following assumptions used to prepare this chart are for reference purposes on1y. Applicable llmitations
and procedures are contained ln their appropriate sections.
l. Ta,keoff ar 3250 BHP. and MEl'o power climb of 2600 BHP in accordance with Standard Operadng Procedures.
2. Climb Power No" I and No. 4 engines - 2030 BHP; No. 2 and No. 3 engtnes - 2080 BHP.
3r Spark Advance in TAKEOFF & CL,IlvA pouitiou.
4, Indlca.ted Airspeed ls lTbtKnots.
5. Cow! Fla.p Gap ls +3'.
6. OrrBtde Alr Tempera,ure is 10'C t.bove standard.
1. Fuel Flow ls 1300 1bs,/hr/engine with low blower ard 1340 lbsfiu/engine wlth high blower.
8. Fuel Burnout includes an all.owance of 200 lbs. to cover transitlon frorn AUTO-RICH climb power operation to
manually leaned cruise power operatlon, and an allowance of 200 lbs. to cover transltlorr from tal<eoff to
norrnal cllmb configuratlon.
TIme in Mins, /Fuel iu Lbs. /Distance in, Natrtlcal Mlles
PRESSURE
TAKEOFF GROSS WEIGHT ---LBS.
ALTITUDE Ln,200 L19,000 116,000 110,000 104,000 98,000 92,000
5r 000 111 11 80/30 1o/1L20/28 to/Lo6o/26 I /970 /22 8/910/2A 1 /850 /L8 1 /780 /16
6, 000 13/1s60/36 L2,L290133 LL/7210/31 LA/LLAo/21 9/to?o/24 8/940 /2L 8/8',10/L9
7r 000 15/1530/42 t4/1450/39 $/fiI0/3',t 72/L230 /32 L2/LLzo/28 I /L050/25 8/950/22
8,000 t't /fioa/49 t6/t620/46 L5/t520/43 13/1360/3? L2/L240/33 LL/LLAo /28 9/1040/25
9,000 19/1890/ 56 18/L',t$o/52 7',t 11680 /49 L5/1490/42 L3/1350/31 12/1250/e2 70 /LL20 /28
10, 000 27/20',t0/64 20/1950/60 L9 I t84o /55 L6/|Uo/4'.1 14/1470 /42 L3/1350 /36 77/1200/32
11, 000 24/2270/12 22/2L40/6',1 2t/z0oo/6L 18/1'I80/53 16/1600/4',1 'L4/1450 /40 L2/L1Lo/35
12, 000 26/2480/82 24/W1A/15 23/2L80/68 20 /1930/ 59 L7 /1120 / 52 t5/L560 /45 t3/7410 /39
13, 000 29/Lloo/92 2',1/252A /84 25/2360/16 n/208a/65 7S/1840 / 51 L1 /1610 /49 L5/L'Lo/43
14,000 32/2950/102 29/2'.150/93 z'.t /2550/84 28/2250/12 20/L980/62 t8/1180 /62 16/L610/41
15,000 34/ 3200 / Lt1 s7/2910 /Lo? 29/2',160/92 25/2420/',tg 22/2t30/68 19/1900/59 11 /L110/ 52
16, 000 3',t /34801125 84/$22A/lU 3L/291A/L00 27 /2600 /85 23/2280/14 20/2030/64 78/L820/ 56
17, 000 40 / }'.t 60 / t37 31/34't0 /723 34l3190/109 29/2110/93 25/2$A/8L 22/2L50/10 t9/L920 /61
18, 000 43/40',10/149 40/3140/L35 36/3420/Lt9 3L/2910/L}L 2'.1/2590/88 n/229a /16 n/203a/66
19, 000 47 /4390 /162 43/4020/t46 39/3610/L31 33/3160/110 29 /2150 /95 25/24C0 /82 22/LMA/IL
20,000 5t/413A/fi1 46/4320/t60 42/3930/Le 36/33'.t0/L9,0 31/2940/103 21 /2560 /89 2e/2280/1"1
21,000 5L/4'.t10/LBS 45/4230/155 38/3610/131 33/3L60/L12 29/2'.t20/91 25/2410/84
22,000 5?/5300/205 49/4620/L74 4L/3890/LM 85/3350/L22 31/2890 /10 5 21 /2550 /90
23,000 tu/5060/L93 45/4220/L59 38/3580/133 33/30?0/114 28/2700/9't
24,000 6L/ 5600 /226 49/4640/t',t9 41/3850/L48 35/3290 /L24 30/28?0/104
./31/61 DC-6/7 FLIGHT MANUAL

t2-26 CRUISE CONTROL
DC-? TABLE 4
C RTIISE POWER PERFORMANC E
Performance data is presented for the following cruise powers and temperature conditions:
Maximum Cruise Power - High and Low Blower
(1) Standard Temperature minus 10" C.
(2) StandardTemperature
(3) Standard Temperature plus 10' C.
(4) Standard Temperature plus 20' C.

1800 BHP Low Blower Only
1700 BHP High and Low Blower
(2) Standard Temperarure plus 10' C.

(3) Standard Temperarure plus 20'C.
1600 BHP Htgh and Low Blower
(2) Standard Temperature +10" C.
L 1500 BHP High and Low Blower
(1) Standard Temperature Only.
2. True Airspeed - Knots Outside Parentreses (Indicated airspeed - knots inside parentheses) = TAS (IAS)
3. Eguivalent airspeed can be determined by correcting tabulated indicated airspeeds for posltion error and compres-
sibility effects.
4. Indicated airspeeds are based on Captain's airspeed indicator and on use of normal static source.
All maximum cruise and c-onstaot BHp performance is based on 0" cowl flap setting. For each degree of cowl
flap setting gleater rhan 0', reduce true or indicated airspeed by three knots.
6. Operatlon to left and below the heavy line results in an indicated airspeed less than the long range airspeed.
7- Figures shown in red for altitudes above 25,000 feet are nor to be used for flight planning purposes.
DC.6 5hlaa
CRUISE CONTROL 22-2'.1
ed
DC-7 TABTE 4 (Continued) ry
UNTWO
CRUISE POWER PERFORMANCE
Gross
Weight Estimated
722,200 116,000 110,000 r04, 000 98,000 92,000 86,000
Lbs
to to
Total Fuel
Press. to to to to to
80,000 Flow
Altitude 116,000 1r0,000 i04,000 9E,000 92,000 86, 000
Lbs,/Hour
Feet

When OAT is l0'C balow Standard, the following table is applicable(Based on 0'CFG)
10, 000 & 269 (233) 273 (236) 27"1 (240) 281 (243) 284 (246) 286 (247) 289 (250) 3080
E]
11, 000 3 271 (231) 215 (234) 2?9 (238) 2E3 (241) 286 (244) 288 (246) 291 (24s) 3080
12, 000 o
J 273 (229) 277 (232) 287 (2s6) 2bs (239) 2E8 (242) 297 (245) 294 (248) 3060
13,000 co 274 (227) 279 (231) 2E3 (234) 287 (23'.t) 29t (240) 294 (243) 297 (246) 3040
14,000 3 276 (225) 287 (229) 28s (2s2) 239 (235) 293 (238) 29'.1 (242\ 300 (244\ 3040
15, 000
o
J 278 (223) 283 (22't) 288 (231) 292 (234) 2e6 (237) 300 (241) 303 (24s) 3020
16,000 274 (276) z3i (222) 287 (221) 2e2 (2s r) 291 (23s) 301 (238) 305 (241) 2960
1?, 000 I 268 (208) 271 (2).s) 283 (224) 2:,,'i (225) 2e4 (228) 298 (232) 302 (235) 2840
18, 000 269 2'-i7 (212) 283 (2i6) 2i9 (221) 254 (22s) 29t\ Qze) 302 (231) 3000
19,000 1 281 (2r2) 28s t214) 291 (21e) 296 (223) 307 (221) JUD (230) 3 000
20,000 d
rl.l
276 {243) 283 (20S) 289 (215) 296 (21rr) 30 (221)
l 306 (225) 310 (22E) 3020
2 1, 000 3 276 (200) 284 (2A6) 297 (211) 298 (2i6) 303 (220) 308 (224) 410 (227) 3000
22, 000 o
J 285 (204) 293 (209) 300 (214) 305 (2 18) 37) (222) cl( (225) 3000
co
23,000 281 (20i) 295 (207) 302 (212) 308 t211) 373 (22t) (224) 3 000
24,000 ias rusgi 296 (205) 304 1210) 310 (215\ 316 (219) 327 (223\ 2980
25, 000 E 286 (1e5) 2e8 (203) 306 (209) 313 (214) 319 (218) 324 (222) 2980
26, oo0 27? (185) 291 (195) ,302
(203) 3r1 (20e) 318 (214) 325 (21e) 2880
27, 000 262 (1.',l2' 282 (r85) 1295 (r94) 305 (201) 314 (207) 322 (213) 2860
28. 000 26e (114t 287 (185) 299 (1e4) 309 (201) 317 (206) 2780
When OAT is STANDARD, the following table is applicable. (Based on 0" CFG)
276 (234) 280 (238) 284 (247) 2i7 (244) 290 (246) oo, (248) 3080
10, 000 tc 2?1 (231)
11, 000 3 273 (229) 218 (233) 282 (23'-t) 286 (240) 289 (243) 292 (245) 295 (241) 3080
o 280 (23r) 284 (235) 2EB (23d) 292 (24t) 295 (244) oo( (247) 3060
12, 000 I 27s (227)
13, 000
co
276 (223) 282 {22E) 2'd6 (2s2) 291 (235) 29s (238) 298 (242) 300 (244) 3040
14,00c 3 213 (211\ 279 (222',1 2e5 {224\ 291 (232\ 29r (236) 300 (240) 303 (242) 3000
o o o,r (237) 2880
15, 000 I 268 (219) 275 (215) 28r (220) 2BB (226) (230) 2e8 (234) 301
16, 000 26t (207) 276 (213) oeq (218) 28'.1 (222) 9Q9 (226) 2e6 (22e) 300 (232) 3020
17, 000 5 277 (210) ota (216) 289 (220) t) ()/.
(224) 298 (228) 302 (23 1) 3000
18,000 270 278 QaE) 285 t214) 291 (218) 296 (222) 301 (226) 305 (22e) 3000
19,000 oq1 280 0 oo, 21 294 1 299 1 304 30d 3000
on< ( 6) oal (2i1) (2 16) 303 (21e) 308 (223) 3t2 (22
ooa (208) 311 (221) (225) 3000
21,000
9' 000
*
3
(1e6) 286 (203)
287 01 oo(
300 (213)
302 (.212)
306 (211)
308 (216) 3i4 (219)
316
319 (224) 3000
{206)
LO, 000 28 291 (205) 304 (210) .111 (215) 317 (219) 322 (22s) 3 000
o/ E 2"tB 1BB 9Qi 19 301 309 1 316 15 322 1 2920
000
2E3 (1BS) 29s 1 304 (203) 312 (209) o10 (213) 2800
25,000 265 (176)
26, ooo E 211 (1711 287 (1 zee (re6) 307 (202) 314 (206) 2100
2?, 000 264 (1621 211 1178t 291 (18?) 301 (194) 310 (200) 2600
28.000 I 263 (d66) 282 (178) 293 (185) 304 (le3) 2500
s/r/58 DC-6/l FLIGHT MANUAL

oo -9Q CRUISE CONTROL
t
re
U'UJI?ED
DC-7 TABLE 4 (Continued)
6rD[tr
CRUTSE FOWER E
722,2A0 116,000 110, c00 104,000 98,000 92, 000 86,000 Estimated
1(] IU to to to to to Totai
Fress.
1i6,'00 0 110,000 104, 000 98,000 92,0c0 86,000 80, 000 Fuel Flow
E.- .- t Lbs/Hour
}IAXtrM T,IM C RUISE POWHR

$td" Temrp" +l 0' C 0" CFG
50 0i) I I 262 t235) 266 (23e) {242) oryo (245)275 (241) 218 Q'A) 28L (252) 31 00
60 00
I
264 (233) 268 (237) onc) (?40) an c
t24a)218 (246) 287 (248) 283 (250) 3080
7000 265 (23U 270 (235',) (2se) 2'i7 (241)280 t244) 283 (247) 286 (249) 3060
8000 26'.r (2?"5) 212 (233) one 280 (240) 283 (243)
B 286 (245) 288 (24'.1) 3040
9C00 o 269 (22r) 27 4 t231"\ 2'.18 (235) 282 285 (241) 288 (244) 29i (246\ 3040
1 0000 /, lJ t2 278 282 (235) 286 (238) c 293 (244)2s6 (247) 3080
110 00 (2 280 (230) 285 (234) 269 (23?) 292 (23e) 29s (242) 298 (245,\ 3080
12000 t! 287 (22"t) 281 (232) 291 (235) 296 (238) 298 (241,)" 301, (243) 3060
130
rl
277 t:, t22i) 283 (225) 288 (229) sfln
4JJ
/n^6\
(rJOrl 291 (236) 300 (239) 2960
OAc 27e
z'.t3 (218) 285 (223) 290 2 294 (230) 298 (233) 2840
283 (218) 2Be (223) qa9 (230)
301 (233) 3020
o (21,7)
1,
1?000
t 2"t
7 (2oe)
285 d217) 297 (221)
287 (21,5) 293 (279\
296 d225) 300 (228) 304 (231)
295 (22s) 303 (227) 307 (230)
3020
3000
18000 I 2 ( B zge (273) 295 (217'.) 307 (222) 305 {225) 310 (229) 3000
190 rg 290 (210) 29'.7 (275)
o 1 303 308 (223) 312 (227\ 3000
2 0
(J
301 {215) 307 (219) 372 (223) 37'.1 (226) 3020
21000 .] 213 { 287 (201) l
296 (208 303 (213) 310 (218) 375 (222) 32A Q25) 3000
220A0 259 t1'.7 27s {1e2) i
3 01 (2,05) 309 (213) 315 (218) 320 (222) 2920
L-
23000
I 268 (18i) qo A
't4 1.82
295 (201)
287 (191)
s04 (206) 311 (211) 3L7 (216
291 (798) 307 (205) 313 (209)
2800
27 00
25000 2s8 (168) 278 tLBz) 291 (191) 300 307 (201) 262A
26000 262 '(16.8) ,280 (180) 302 (195) oton
2?000 'zds lroz; 2(1 293 (185) 2440
28000 I 26 5(1 65) 282 (175) 2360
MAXIMUM CRIJtrSE POWER

Std. Temp. +20'C 0'CFG
50 00 zo+ (233) 268 (237) 2'72 (240) 275 t24t3) z'.t\ t246) oo
1
(248) 284 (250) 31 00
60 00
d.
266 (231 ) 27A G35) 274 (235) 4to (247) 280 t244) oQ t (247) 286 (249) 3080
?000 r! 268 t2,25) o-- /6^^\
L r z l4on) 277 (236) 280 {2i]e) 283 t242) 286 (245) 289 (247) 3060
8000 3 210 (221) 274 {2311. 279 oat (238) 286 (247) qoo (244) 292 (246)
c.t {235) 3 040
9Ci00 272 {226\ 21'.1 G3Al/ 281 (233) oo< (,237} 2BB (240) ool (242\ 294 (24s)
co 3040
10000 216 (226) 287 (230) 285 t234) 289 (2137) 293 (240) 296 t242) zee (245) 3080
110 00 o
J 214 (220) 287 (226) 286 (230) 291 (234) 295 (231) qoa (240) 302 (243) 3080
120 00 268 (212\ 276 (218) 282 (223) 281 t22B) 292 (237) 296 (235) 29s (237)
@ 2920
13000 267 t204) 270 (211) 211 (216) 283 (227j 28B (225) r)oa (22e) 296 (232) 2840
14000 274 (21 1) 281" (2L6) 286 (22A) 297 {224} 296 (221) 299 (230) 3000
r5u0{J 278 (2t0) 285 (21,6) 294 {220) 29ft (224) :j(.)0 (227) 304 (230) 3020
16000 1 2'.19 (208) oan (214) 293 (218) ZJA 302 (225) 306 (228) 3020
17000 trl 281 (206) 289 (212) 295 (216) 300 (220) 345 Q24) 309 (22?) 3000
18000 3 282
ffi
(2A4\ 290 (210) qoft (21.4) J T].J (21e) 308 (222) 312 (226) 3000
19000 -t 284 d202) 292 {201) 299 (21,2) :r 05 t2i1) 311 (22CI 31,s (224) 3000
20000 zav t2u2\ 29s {208) 305 (214) 3i2 (218) 317 (222) 2940
210 00 U 281 (193) 3Co (206) 308 (211) 314 (215) 282A
22A0A 4 Q9\ 29a, g9O) 303 (204) 30e (20e) 2720
23000 28? f1911 291 (1e7) 304 (202) 2620
24000 285 (186) 289 (189) 298 (195) 2520
25000 i 28 I (180) 291 (186) 2400
DC.6/7 FLIGHT MANUAL 5 /1 /58

CRUtrSE CONTR.OL 09-oo
EN
DC-? TABLE 4 (Continued) ry
UTI'ED
Gross
w eight
L22,200 116,000 1.10,000 L04, 000 98, ooo 92, 000
Lbs. 86, 000 Btimated
to to to to to to
Press. to Total Fuel
Altitude 116,000 110,000 104, 000 98, 000 92, 000 86, 000 80, 000 Flow
1,000 Lbs/Hour
1BOO TCRQTJE BHP CRUISE POWER PERFORMANCE STD. TEMP DAY O" CFG
(233) 26A iG31) 263 (240) 266 (243) 269 (246) 212 (248) 2'.14 (257) 3020
:258 (231) 262 (235) 265 (239) 26e (242) 217 (244) 214 (247) 271 (249) 2980
259 (22e) 264 (233) 268 (237) 217 (240) 2"t4 (243) 211 (246) 219 (248)
61 (228) 266 (232) 210 (236) 213 (239J 211 (242) 2'.t9 (244) 282 (247)
26'.t 2 7 oryo 282 285 245
10 264 269 on n
78 (235) oa
11 baa (221) 271 (226) zlo (230) 280 (233) oo 3 (237) 2e7 (240) 290 (242) ooo n
72 261 (279) on D
(224) zt6 (228) 282 (232) oa 6 (235) 289 (238) 292 (247)
13 6e (271) on < (222) 280 (226) 285 (230) oo B (234) 2s2 (231) 295 (23s)
74 277 21s) onq 0) 282 901 oE' ooo
287 295
Use Max. Cruise Power performance Above 1.4,000 Fr"
1800 TORQUE BHP cRUrsE powER PERFORMANCE srD. TEMP. DAy +10" c, 0. cFG
5 258 (237) o ao (235) LOO (238) 269 (247) 212 (244) 276 (241) 278 (24e) 3020
b 26A pzs) 264 (233) 268 (236) 217 (240) 274 (242) 211 (245) 280 (248)
,l 298 0
261 (221) 266 (237) 270 (235) 214 (238) 211 (247) 280 (244) 283 (246)
B 263 (225) o4a (22e) z'.t2 (233) 276 (236) 279 (zse) 282 (242) 285 (245)
265 210 on / 218 282 oco oo< 288 ,l
11
281
268 (278) 213 (223) 279 (228) 283 (231) 286 (235) 290
284 (239) 0
(242) 2920
(23'7) 293 (240)
72 26e (277) 275 (227) 280 (226) 28s (230) 2Be (233) 292 (236) 295 (239)
13 217 (275) 278 (220) 283 (224) 287 (228) 297 (237) 295 (235) 298 (237)
Use Max. Cruise Power performance Above 13, 000 Fr.
1800 TORQUE BHP CRLIISE POWER PERFORMANCE STD. TEMp +20.
C, 0. CFG
5000 260 (229) 264 (233) 268 (236) (23e)
z'.t1 2',15 (242) 211 (245) 280 (247) 3020
6000 267 (227) 266 (237) 210 (235) on A(238) (247) 280 (243) (246) go
80
7000 263 (225) 268 (22e) 212 (233) 276 (236) 280 (23e) 283 (242) 285 (244)
8000 265 (223) 27A (221) 214 {237) Lt6 (235) 282 (238) 285 (240) oo o (242)
9000 266 (221) oao (226) 276 (230) 280 (233) 284 (236) 287 (239\ 297 (242)
2b8 (21e) 214 (224) 219 (228) 28s (231) 281 (235) 290 (237) 293 (240)
11000 2 69 (211) 276 (222) 281 (226) Y
285 (230) 28e (233) 2e3 (236) 2e6 (23e) 2920
Use Max. Cruise Power performance Above 11 , 000 Fr.
5 /1./58 DC-6/7 FLIGHT MANUAL

22-30 CRUISE CONTROL
d
wUN"ID
C RUISE P O\,V ER PERFORMANC E (Continued) DC-7 TABLE 4 (Continued)
Gross \.-
Weight
Lbs. L22,200 116,000 110.000 104, 000 98,000 92,000 86, 000 Estimated
Press. to to to to to to to Total Fuel
Altitude 116,000 1 10, 000 104, 000 96,000 92,000 86, 000 80,000 Flow
1, 000 Fri Lbs,/Hour
17OO TORQIJE BHP CRIIISE POWERPERF'ORMANCE STD. TEMF. DAY O' CFG
5 248 (226) 252 (230) 256 (234) 259 (237) 262 (240) 265 t242t 268 (245',) 2860
6 %19 (224) 254 (228' 258 (232) 262 (235) 265 (238) 268 (241) 270 (243) 2800
7 251 C222) ?55 (226) 260 (230) 264 (234) 267 (237) 270 (23e) 273 (242)
8 252 (220) 257 (224) 262 (228' 266 (232) 270 (235) 272 (238) 2'.16 (241)
I 254 (217) 259 (2221 2U (226\ 268 (230) 212 (233\ (23',t'.1 278 (239)
10 255 (275) 267 (220)
256 (213) 262 (278)
266 (225)
268 (225)
270 C229) 274 (.232]'
272 (227J 276 (230'
z"t't (235) 280 (238) f
11 280 (233) 283 (236) 2160
12 258 (211) 264 (276) 2',t0 (221, 274 (225) 2't8 (225'.) 282 {232) 285 (234) 2780
13 259 (20e) 265 (274'-) 271 (219) 276 (223t 281, t2271 285 (231) 288 (233)
14 260 (20'11 267 (272\
262 (2051
274 (2L7\
2'.t5 (276'
278 (221) 283 (225)
280 (219) 285 (223)
287 t229j 290 (231) J}
15 (27 290 (227j 293 (230)
270 (209t z'.t't (274) 283 (218) 288 (221) ooo 2e6
16 {225' (228',) +T
71 272 rpa7) 2'.i9 (272) 285 (216) 29A (220) 295 (224) 295 (227) 2940
281 (210) t.
18 287 (215) 292 (218) 297 (222) 302 (225) EA
19 't't+ lzuz) 282 (208) 289 (213) 295 (217' 300 t22o) 305 (224)
20 284 (206) 291, (21t) 297 (215t 303 (21e) 307 (222) $
27 286 QA4) 293 (20e) 300 (213) 305 (21?) 3!.0 (221) 2900
22 28',t (202) 295 (207) 302 (212) 308 (216) 313 (219)
23 2e7 (205) 304 (21 o) 310 (214) 315 (218)
?4 zyu (19u) 299 (204\ 306 (208) dIJ (213) 318 (2r.6)
25 301 (201) 309 (20?) 316 (211) 321 (215' I
1?OO TORQT,E BHP CRTIISE POWER PERFORMANCE STD.TEMP. DAY + ].0. C. O. CFG
5 250 (223' 255 d228) 259 (232) 262 (235) 265 (238) 268 (240) 2'.17 (243) 28du
6 25L (221' 256 (226) 260 (230) 264 (233) 26t (236) (239'
z'.tCI 274 (242) 2800
7 252 (2L9) 258 (224) 262 (228t 266 (232) 270 (234J 273 (237' 276 (240)
8 2s4 (21.1) 259 (222) 264 (226' 268 (230) (233)
2'.12, 275 (236) 278 (239)
q ,F5 r9r(\ 261 (2221 266 (224\ 210 (9.29\ 9.14 rr31 I 278 (234'.1 28L (237\
10 256 (273) 263 (218) 268 (222) (226)277273 (230) 280 (233) 283 (236) T
11 258 (211) 265 (216) 274 (220) (224)279275 (228) 283 C232j 286 (234) 2760
72 .?99--(ryL 266 (214) 277 t223)
272 (218) 287 (226) 285 (230) 2e8 (233) 2780
13 261 (207) 268 (212) 2'.14 (2t7) 2'.19 (227)283 (225\ 288 {228) 297 (237) t.
74 269 (?]-1l 276 (215) 281 f219) 286 (223\ 290 (227\ 294 (2291
t.
277 (2oB) z"t't (2L3) 283 (21?) 288 (227t 293 (225) 2e6 (228) brE
15
16 212-(206) 279 (277) 285 (216)
287 (210\ 287 (2t4)
290
2e3
(219' 295 (223)
298 (222)
299 (226) tl
71 &73.JW (218) 302 (225) 2940
t.
18 215 (202) 283 (208) 289 (212) 2e5 (216) 300 (220) 305 (224) ra
19 | 284 (205) 2s2 (271) 29'.1 (215) 303 (218) 307 (222) :tr
20 286 (203) 2e4 (20e) 5uu (z1J) 3ub (zr'l) 3LL (zzu) $
21 288 (202) 296 (20'.t) 302 (21U 308 (215) 314 (219) 2900
22 289 1199) 297 (205) 3C5 (209) 311 (214) 316 (21?)
23 2e1 (1e?) 2e9 (203) 307
|
(208) 313 (212) 319 (216)
24 301 (201) 3oe (206) e16 (211) 322 (274)
o(
-l
303 (198) 311 (204) 319 (209) 324 t2L2) I
DC-6/7 FLIGHT MANUAT 5/7/58

CRt'ISE CONTROL oo-e1
fr
DC-7 TABLE 4 (Continued) w
ulrltEo
Gross
.We igirt 722,20A 116,000 110,000 104,000 98,000 92,000 86,000 Estimated
Lbs.
to to to to to to to Total Fuel
116,000 110,000 104,000 98, 000 92,000 86,000 80,000 Flow
Alri
1000 Feet Lbs/Hour
1?00 TORQUE BI-IP CRUiSE PREFORMANCE STD. TEMP" +20' C, 0' CFG
50 00 256
{22 1 (226) 260 (230) 264 (233) 268 (236) 2'.11 (23e) 214 (241) 2860
o<o (21e) 258 (224) 262
60 00 (228) 266 (231) 270 (235) atJ (231) 2'.7 6
(240) 2800
7000 254 (277) 259 (222) 264 (226) 268 (230) (233) on< (236) 278 (238)
8000 (215) 26L (220) 266 (224) 2',tt (228) on / (231) L t6 (234) 287 (231)
9000 o q.n 263 268 oqa qra
277 280 283
0000 ot 265 (276)
1 270 5 (228) LAJ OZ 2B
110 00 59 (209) 266 (214) 272 (27e) 211 (22s) 287 (221) 285 (2 3 0 289 (233) 2760
120 00 260 268 (272) ,,7 A (21'.1) 219 (227) 284 (22s) 28B (22e ) 291 (231) 21BA
13000
140 00
269
271,
(210)
278
(215)
2
28\
oa I
(220)
278
286 (223)
288
290
oo?
294 (230)
ooq 228
It
mH
15000 212 (206) 2'.1 5 216) oon
)
0
J:E
2'.14 (204\
1 6000
17000
281 (209) 281 (274) 293 (218) 298 (222)
2'-i5 (202) 283 (207) 290 (272) oo< (216) 3A1 Q21)
302 (225)
30s (224)
*t
2940
18000 285 (205) 292 (270) ooo (21 5) 303 (219)
| 308 (222) t.
m
1900 I tt 294 300 306 311
20000 288 (207) 295 1 308 16 D10
Use Max. Cruise Power Performance Above 20, 000 Fr.
1600 TORQUE BHP CRUISE POWER PERFORMANCE STD" TEMP DAY O" CFG
5 238 (277) 244 (222) 248 (226) 252 (230) 255 (233) 258 (236) 261 (238) 2660
6 240 (275) 24s (220) 250 (224) 254 (228) oED
LO t 'no1\
\AJt) 261 (234) LO+ (231) 2620
7 241 (2r3) 241 (278) 252 (222) 256 (226) 259 (230) 263 (233) 266 (235)
B 243 (271) 248 (276) 254 (227) 258 (225) 262 (228) 255 (231) 268 (234)
9 244 (209\ 250 (214) 2s5 (219) 260 (223\ 264 (226\ 268 (230) (232\ i
10 2 257 (212) 251 (217) 262 (221) 266 (224) 210 (228) 273 (231) t
11 205) 252 (27A) 258 (215) 26s (27e) 268 (.223) 272 (226) 21s (230) 2600
72 254 (208) 260 (273) 265 (277) 270 (221) 214 (225) 218 (228) 2620
13
74
ad
255 (206) 262 (272) 268 (216)
2s7 (201\ 264 (270) 269 (274')
2sB (202\ 26s (208) ZII (213)
212 (220)
274 (278)
211 (271)
2"17 (223)
279 (221,'.)
287 (220)
280
283
286
(221)
(225)
(224)
it
.'d
16 25e (200) 261 (206) (21 1) 21e (2r5) 284 (218) 288 (222) J:E
77
ao
268 (204) oa< (2oe)
270 (202) I n.7 (207)
281 (213)
2Bs (212)
286 (211)
289 (216) (219)
2e7
293
(221) {l
2'.120
19 211 QAj) ono (2 05) 2Bs (210) 297 (214) (277) 296 I
20 273 (198\ 280 (203) 287 (208) 293 (212) 298 (216) I
co
27 214 (795) 282 (201) 290 (207) 296 (277) 301 (215)
284 (1,99) 292 (205) 298 (20e) 304 (213) *
285 (1e7) 2e3 (203) 300 (208) 306 (272)
287 (195) 295 (207) 303 (206) 309 (21 0)
o( 289 (193) I
298 (19e) 305 (204) 372 (209)
5/7/58 DC.6/7 FLIGHT MANUAL

CRUISE CONTROL
M"
&rstY$rs DC-7 TABLE 4 (Conrinued)
ffi$r8aiilr
EEftEW
CRUISE PO1./ER. PERF ORMANCE nued
1600 TORQUE BHP CRUiSE POWER PERFORMANCE STD" TEAIP" + 10' C, 0' CFG
\ Gross
\ weishr
\ Lbs. n2,240 116,000 110,000 1.04, 000 98,000 92,000 86,000 Estimated
Press\ to to go t* to f^ to Total Fuel
AltitudN I 16, 000 110,000 104, 000 98, 000 i:{,
,000 86,000 80,000 Flow
t,000 fr. \ Lbs/Hour
ltu
5 240 (215) 246 (220) 251 t224t 254 (228) 258 (231) 261 (234) 264 (23?) 2660
6 241 (213) 247 (?tB) 252, t222) 256 (226) 260 (229t 264 (283) 266 (235) 2620
7 242 (?tL' 248 (2161 254 (2?(r) 258 (2241 262 (228' 265 (231) z$e (234)
8 244 (209' 250 (214) 25n (21e) 260 (2221 264 (226) 268 (230) 2.i1 (232)
o 24b (207\ 251 (272\ z'a'l (21,6\ 262 {221\ 266 (224\ 210 (228\ 2?3 (230)
10 246 t204) 253 (210) 259 t2741 264 (21.et 268 (222) 2',12 (226' 216 {22s'.} 2600
11 254 (208J 261 (213) 266 t211',) 210 (227) 2',15 (224J 2?8 (228) 2600
72 255 (206) 262 (211' 268 (215) 273 (219' 21'.1 (2231 281 (2261 2620
13
14
257
258
(204\
(242J )
264 t?ael z',lo (2741 215
265 (z}'.i} 2X2 (2121 277
(218\
(2t61
279 (221'.) 283 (225i
282 (zzal 286 t223)
lf
66
15 26? (205) 274 (27A' 279 (214' 284 t278) 288 {221") ,l
16 --a 269 (203i 276 (209j 281 (213) 28? (216) a;1 t (220)
17 2?o (20r.) 2'.17 (2071 283 (211) 289 (215) ooe (218) {t
18 271 (20A\ 279 (205' 285 (210) 291 {214) 296 (2i?) 2124
19 273 (19?) 28L (203) 287
| (208) 294 (2721 299 (215) I
20 283 (201) 2e0 (206) 2e6 (210) 302 (214) la

2! 284 (199) 292 (204) zee (2oe) 304 (213)
o.) 286 (197) 294 (202'.) 301 (207) 307 (21U &
oo 288 11951 296 (200) 303 (205) 310 (20e) 2740
\ 9.4 ,89 f1 g2r 298 fl98t 306 t204'l 312 f208) I
25 300 (196) 308 (202) sl5 (206) f
15OO TORQUE BHP CRUISE POWER PERFORMANCE STD. TEMP. O' CFG
Gross Wt.
Lbs.
i.16, 000 i.10" 000 104, 000 98, ooo 92, 000 8ti, 000 Sst- Total
to to to to to to Fuei Flow
Feet 110,000 104, 000 98, ooo 92, 000 86, 000 80, ooo Lbslliour
5, 000 T 234 t213' 239 (218) 243 (222) 247 (225) 250 (228) 254 {2s9) 2540
6,000 I 235 (211) 240 (216) 245 (220) 249 (224) 252 {221'l, 256 {2s0) 2540
?,000 I
237 {209' 242 {214} 247 (21e) 257 (223',) 254 (225) 258 t228y 2520
8,00(i E n8 {2a7t "a43 (212) 245 (211) 253 (227' 256 t2241 260 t227) 2520
9, 000 E 239 (205) 246 {210} 250 (215) 255 (219) 259 (223) ?63 {226t 2500
trt
10, 000 g 240 246 (208) 25? (213) 25',1 (218) 26t (2211 265 (224' 2480
11,000 248 (206) 254 (2121 259 (216) 263 {21e} 261 q222)
12, 000 t-
I
249 (204) 255 (2r0) 260 (214) 265 (218) 27A {221) I
13, 000 I 25L (202) 25? (?08) 262 (212' 267 (?16) 272 (220) 2620
14. 000 T
I 6E6
404 (200) 259 (206) 264 (210) 269 (214) 214. (218) t
15, 000
1
.1<A
261 (204) 266 (209) 217 (212) 2,t6 (21U 2540
16, 000 I
2tz (202) 268 (201) 274 (21U 2?9 (215)
17, 000 I 264 (200) 210 (205) 216 (210) zBL (214)
18,000 q) c66 (1e8) 272 (203) 278 (208) 284 (212)
19, 000 F
o 267 (re6) 274 (201) 280 (306) 286 (211)
6
20, 000 50 268 276 (200) 283 (205) 288 (20e) 2520
21, ooo 278 (1e8) 2e5 (203) 291. (208)
22,AAA T 280 (le6) 287 (201) 293 (206) I
DC- 6 17 FLIGHT htAl,tLrAL s /1/ss
CRUISE CONTROI, 9r-ao 1
w
UgJ',IO
DC-?TABLES5&6
roun aNp rrm.Ls,ENGrNE LoilmE cRUrsE ,ERF.RMANCE
Outside air temperar.lre is assumed ar 10. C above Srandaid.
. 1"
| 2. Indicated airspeeds are based upon caprain's uormar statrc source,
3' "rrue indicateci a;rspeeds may be deteimineci by conecting
tabulaied indicated airspeeds for position error and
com presibiliry effect.
4. Cowl flap gap shawn is the estimated avelSggcowl flap gap necessary ro maintain
200. cr{T when oAT is 10.
above standard.
c
5. ciilinder Heaii Ternperarures should be mainained at 200, c for all power sertings.
o. Long Range cruise airspeeil is l-1@o of the maximum L/D_speed, whicl
is the optimum airspeed agaiust a headwind
of approximatei,v 50 kts. If headwind exceeds 50 kts. , thJ power r"iring rur th'e
next hith; ;;i',ir bracket should
be used.
7 Power settings shown for cruise spark may also be used with TAKEOIjF
AND CLIMB spark in the event spark advance
is inopetative. Norn:rally spark is in TAKEoFF AND CLIMB for AUTO-RICH
operation, and GRUISE position during
rnanually leaned ope,radon.
a An asterisk (t) indicates that maxirrllim cruise power settings as shown
o
in Table 2 are to be used.
lrlAP's shown are esrirrlares and should not be inrerpretecl airimitations.
10. If the indicated airspeed is more than r]ilee or four knots below the tabulated indicated airspeed,
near the rniddle of the weight bracket, airspeed should be increased when weight is
either by reduction in attituae or by use of the
power serting for the next higher weight bracket,
I
I
DC-? FOUR ENGINE IONG RANGE CRUISE TABLE 5
Wr.
Lbc, 122,200 116. 000 110, 000 1M.000 98,000 92. 000 86, 000
Pness. to to to to to to to
Alt.-Ft. 116, 000 110, 000 lM.000 98, 000 92,000 86.000 80, ooo
TAS (I/tS) - I(nots 214 (203) 20e (198) 203 (1e3) 198 (18?) 1e2 (182) 185 (1?6) 17e (r70)
BHP 1395 i.290 1190 1090 1000 910 815
BLOWER LOW LOI{ LOW LOW LOW LOW LOW
1,000 PM 2150 2000 1900 1?50 1600 1600 1600
BMEP (deslred) 153 732 148 74'.1 147 ls4 r20
BMEP (1oS drop) L3? 136 133 7ao 132 720 108
MAP - Approx. 35.5 45.0 , 35.0 34.0 33.5 32.0 31.0
FF (Lbs/Hrs. ) 600 (2400) 550 (2200) 510 (2040) 450 (1800) 410 (1610) 385 (1540) 345 (1380)
-0. '0c -0"
Cowl Flap Gap 0' 0' 0' Q.
TAs (lAs) - Kts. 2r"8 (203) 212 (198) 206 (ls3) 200 (187) 194 (182) 188 tr?6) 182 (170)
BTIP 1415 1310 1210 1110 1010 920 830
BLO}IER I.oW r,ow LOW LOW LOW LOlt LOW
2.000 RPM 2200 2050 1900 1750 1600 r600 1600
BMEP (destued) 752 151 150 150 149 136 722
BMEP (10fr drop) 136 135 135 135 L34 ln, 109
lvlAP - Approx. 35.0 35.0
'513
34.5 34.0 38.0 31.5 30.5
FF (IlsAIr.) |610 (244i)
r0. s65 (2260) (1060) 460 (1840) 415 (1660) 285 (1540) 350 (1400)
Cowl Flap Gap on 0' 0' 0' 0' 0'
TAs ([As) - Kts. 221 (203) 216 (1e8) 20e (193) ion 1ree1 1e8 (182) lel (176) r85 (170)
BHP 1435 1390 : 1230 1130 1030 935 840
BLOUTM. tow row LOW LOW rpl{ rov, r.ow
3,000 RPM 2200 2050 1950 1800 1650 1600 1600
BMEP (desired) 154 153 149 r48 7{t 138 124
BMEF (106 dtop) 138 ls? 134 l3I! t32 12,4 1tl
MotP - Approx. 3S.0 34.5 34" 0 33.0 33.0 31.5 30.5
m (Lbs/Irr.) 61512460) 5?o (1280) 5rr(2100) 465 (1860) 425 (1?00) 3e0 (1560) 355 (1420
Cowl Flap Gep 0' 0- 0- 0' 0' 0' 0'
TAs (IAs) - Kt!. 224(204' 21e (19e) 212 (193) 207 (188) 200 (182) 194 (176) 188 (r70)
8HP 1460 1350 1250 1r45 1040 950 855
BTOWER I,ott LOW LOW tow I.oVI LOW LOl{
4,000 RPM 2264 2100 1950 1800 1650 1600 1600
EMEP (desired) 153 152 151 150 149 140 126
BMEF (r0$ drop) 13? x86 135 r35 1A 126 113
lvlAP - Approx. ,34.5 34.0 34" 0 32.5 33.0
31.0 30.0
rF (Lbsfir.) lo,is (zsooli 5?5 (2300) 63-0 (21r0, 4?0 (1880) 430 (1?20) 3e5 (1580) 360 (1440
Cowl Flep Gap 0t: 0" 0' 0' 0' ()' 0'
W,- 6 /1 FI.IGHT T,IANUAL 4/2u61

CRTITSE CONTROT 22-8i8
&,,,rr.@
DC-7 TABLE 5 (Coi:Tiirue.d)
EP
C-? FOUR ENGINE LONG RANGE CRUISE PERF NCE
Gross Wt.
Ils. 722,2A0 116, 000 110, 000 104, 000 98. 000 92, 000 96, 000
hess. to to to to to to to
Alt. -Ft. 116, 000 110, 000 104, 000 98. ooo 92, 000 86, 000 80, 000
TAs(IAs) -Kts. 228 (204t 222 (759' 216 (re3) 210 (188) 204 (t82) 19? (176) 191 (1?0)
BHP 1485 1370 t265 1160 1060 965 8?0
BLOWER LOW LOW LOW LOW LOW low LOW
5, 000 RPM 2260 2100 1950 1850 1700 1650 1600
BMEP (desired) 156 154 153 148 741 138 728
BMEP (10t/o dtop) 140 138 13? 133 L32 124 115
MAP - Approx. 34.5 34.0 33.5 32,5 32.0 30.5 29.5
FF (tbs/Hrs.) 635 (2540) 580 (2320) 535 (2140) 480 (ls20) 435 (1?40) 400 (1600) 365 (1460)
Cowl Flap Gap 0' 0' 0' 0' 0' 0' 0'
TAS $aS)-Kts. 23L (204) 225 (799' 21e (193) 213 (188) 207 (r.82) 200 (176) 193 (1?0)
BHP 1505 1395 1290 11?5 10?5 980 880
BLOWER LOW tow LOW row LOW LOW LOW
6. 000 RPM 2250 2100 2000 1850 1750 1650 16 00
BMEP (desired) 158 157 152 150 145 140 130
BMEP (10{o drop) 742 741 136 r.35 130 126 LL'I
MAP - Approx. 34.5 34.0 33.5 32.5 31.5 30.0 29.5
Fn (bsAlr.) 640 (2560) sB5 (2340) 540 (2160) 4e5 (1980) .145 (1780) 405 (1620) 270 (1480)
Cowl Flap Gap 00 0' 0' I
0n 0' 0' 0'
TAS (IAs)-Kts. 235 (204) 229 (799' 222 (te}) 216 (188) 210 (182) 203 (1?6) 196 (1?0)
BHP 15e0 1410 1305 1200 1090 995 895
BLOWER LOW LOW LOW LOW LOW LOW r.ow
?, 000 RPM 2300 2150 2000 1900 1800 1?00 1600
BMEP (desired) 15? 155 154 149 143 138 132
BMEP (10"ft drop) 74L 139 138 134 128 L24 118
MAP -Approx. 34.0 33.5 33.0 32.0 30.5 30.0 29.0
FF (Lbs/Hrs. ) 645 (2580) 590 (2360) 545 (2180) 505 (2020): 450 (1800) 415 (1660) 375 (1500)
Cowl Flap Gap 0' 0' 0' 0' | 0' 0' 0"
TAs (IAs)-Kts. 23e (204) 233 (199) 226 (193) 220 (r88) 213 (r82) 206 (1?6) 1e9 (1?0)
BHP 1555 1435 7325 L275 1115 1010 910
BTOWER LOW L(fw LOW LOW LOW tow LOW
8, 000 RPM 2350 2240 2100 1950 1850 1750 1650
BMEP (desired) 156 L54 749 l4't 142 136 130
BMEP {10{o drop) 140 138 134 732 t27 122 717
MAP - Approx. 33.5 33.0 32.0 31.5 30.5 29.5 28. 0
FF (tbs/Hr.) 655 (2620) 600 (2400) 56A Q24o) 510 (2040) 460 (1840) 420 (1680) 385 (1540)
Cowl Flap Gap 0' 0' 0' 0' 0n 0' 0'
TAs (IAs)-Kts. 242 (204' 236 (1ee) 22e (193) 223 (188) 216 (182) 210 (17'.t) 202 (1?0)
BHP 15?5 1465 1350 1235 1725 1020 920
BLOWER LOW LOW Low LOW LOW t.()w LOW
9. 000 RPM 2350 2200 2750 2050 1900 1.8 00 1700
BMEP (desired) 158 1.57 148 142 140 tr34 128
BMEP (10{o drop) 742 747 133 r21 126 72A (15
MAP - Approx. 34.0 3s.0 32.0 31.0 30.0 29.0 28. 0
Fr (Lbsflu.) 660 (2640) 6L0 t2440) 570 (2280) 520 (2080) 4?0 (1880) 430 (1?20) 3e0 (1560)
Cowl Flap Gap 0' 0' 0' 0' 00 0'
'--.-'-ru*
5/20/s1 DC-6/7 FLTGHT MANUAL

22-34 CRUISE CONTROL
!-
ffi
!No?f&D
W DC-7 TABLE 5 (Continued)
DC-? FOUR, ENGINE LONG RANGE CRUISE PERFORIVI A NCE
Gro$ Wt.
Lbs. 122,200 116,000 110,000 104. 000 98,000 92,000 86, 000
Pres. to to to to to to to
Alt. -Ft. 116.000 110, 0oo 104. 0oo 98, 0oo 92, ooo 86, 000 80, 000
TAS(tAS)-Kts. 246 t204) 240 (199) 23s (re3) 22? (188) 220 (182' 2i3 (1??) 206 (ul)
BHP 1605 1480 13?0 1255 1150 1040 935
BLOWER tow LOW LOW LOW LOW LOW LOW
10. 000 RPM 2350 2300 2200 2100 1950 1850 L?50
EMEF (desired) 161 L52 147 r.41 139 133 126
tsMEP (1@o drop) 144 136 132 126 125 119 113
MAP - Approx. 34.0 32.0 31.5 30.5 30.0 28.5 21" 6
FF (tbs&r.) 670 (2680) 620 (2480) 570 (2280) 530 (2120) 480 (1e20) rt40 (1760) 400 (1600)
Cowl Flap Gap 0' 0' 0'" 0' 0' 0u 00
TAS (TAS)-KB. 260 {204) 244 (reg) 237 (194t 230 (188) 223 {182t 216 (1?7) 20e (1?1)
BFIP 1635 1505 1390 L215 1165 1060 950
BLOWER LOW LOW LOW LOW LOl{ LOW LOW
11, 000 RPN{ 2400 2350 2250 2150 2050 1950 1850
BMEP (desired) 161 151 1116 140 134 L28 12i
BNffiP (107o drop) 1M 135 x31 126 x.20 115 108
MAP - Approx. 33.5 31.5 31" 0 30.0 29.5 28.0 21.0
FF (L^bs/EIr.) 680 (2720) 630 (2520) 585 (2340) 540 (21601 495 (1980' 450 (1800) 4X0 (1640)
Cowl Ftap Gap 00 0' 0n 0" U
TAs CiAS)-Krs. 254 (205) 248 (1e9) 241 (r94) 23t[ (r88) 221 (r82/. 220 (t17/. 212 C71L'
tsEiP 1660 1535 l4L5 1295 1X85 t.0?5 965
BLOWm. LOW LOW LOW LOW !"ow LOW LOW
12, 000 &Plv{ 2400 2350 2300 s250 2X50 2000 1950
Dtr{riP (desued} x63 154 145 n36 130 lDn I t'l
BMEF (10o/o drop) 146 138 130 L22 1.1? 1141 106
MAF - Approx. 34.0 31" 5 30" 5 29.5 28.5 28.0 26"5
FF (tbs/Hr. ) 685 (2?40) (2560) 420 (
595 (23 Botr (2220)l 510 (2040) 460 (r.840)
Cove! Flap Gap 0' 3*o 0" 05.55 U 0u
TAS (tAs)-Kts. 258 (205) 252 (lee) I z+s 6rsa1 238 (188) 231 (183) 223 (r17' 216 (1?1)
B&IF L7 00 1555
I rass 131.5 1205 1095 985
Br,owm. T{XGI{ LOW I row row LOW LOW LOl{
13, 000 RPM 2400 2400 2350 2300 2204 2100 2000
B[4EP (desired] 16? 153 744 135 L29 123 116
BMEP (10ft drop) 150 13? 129 121 116 110 104
MAP-_Approx"
FF (Lbs/Hrs. )
39.5
740 (2960)
3i..0 l
l 29.5 2s.o 28.0 ] 21.A 26" 0

645 (2580)] 605 (2420) 565 (2260)l 520 (2080) 8?0 (1880) 4S0 (1720)
Cou'i F!.ap Gap +L' 00n I 0' l 0' I 0n 0' 0"
TAs (IAs)-Krs. 262 (205' 256 (200) 249 tt94) 242 (188) 2S4 (r83) 221 tl??',) 21e (r7r)
BHP 1?3S 1585 1465 1335 t22A lt 10 1000
Brswm, HIGTI HIGH LOW LOW LOW !.CIl{ LOW
14.000 RPM 2400 2400 2400 2350 2250 21"50 2050
BMEF (desired)
BMEP (1.0$ drop)
r68- 1?3 156 14 lu L28 722 115
151- 155 140 129 t20 115 109 103
MAP - Approx. 39" 5 37" 5 29.0 28" 0 21"5 27"0 zD.5
Fr {[}s7t{r") 750 (3000) 695 (2780) 6n0 (%40) 5?0 (2280) 525 (2100) 480 (1e20) 4r"0 (1?60)l
Cowl Flap 6ap +1' +*o 0" 0' 0" 0" 0'l
DC.6/7 FLIGHT MANUAL 5 /20 /5'r

CRUISE CONTROT
ffi
DC-'l TABLE 5 (Continued)
w g5tilD
DC:? FOUR ENGINE I,ON G RANGE CR.TJISE EENFORMANCE ,1)
Gross lt
Lbs. 722,200 116, 000 110" 000 104, 000 98, 000 92, 000 86, 000
Press. io to to to to to to
A1r. -Fr. 116, 000 L10, 000 104, 000 98, 000 92, 000 86, 000 80, 000
TAS (IAS) - Kts" 260 (2oo) 253 (194) 246 (189) 23e (183) 231 (1??) 223 (171'.)
BTIP 1625 1490 1.360 1245 L130 1015
BLOWm. TIIGH HNGH !,ow LOW LOW LOW
15, 000 RPM 2404 2300 2400 2300 22A0 2100
tstv{EP (desired} 160 153 134 128 72L 114
BMEF (10elo drop) 1M '! aq 120 115 I" 08 102
MAP - Approx. 37.5 36.0 oryq 2?.0 26.5 25.0
FF (tbs/Hr) 710 (2840) 650 (2600) 58o (2320) 535 (2140) 4e0 (r.s60) 445 (1?80)
CowX Flap Gap +l +t" t, 0n 00 U
aas (IAS) - Kts. 265 (200) 257 (Le4) 250 (18e) 242 (183) 235 (17?) 221 Ct77)
BTIP 1655 1520 1390 1270 Ll45 1035
ELOWER, EIIGH 1{IGH HTG!{ IIIGH HIGH L0x{
16, ooo RPM 2400 2300 2200 2050 2000 2150
BMEF (desired) 163 r.56 149 i.46 IJd 114
BMEF (10{o drop) 146 Lalu 134 13r. 721 102
6<
MAP - "{pprox.
3?.5 36.0 35. 34.0 32" 5 n
FF (Lbs/Hr") ?15 (2860) 655 (26201 605 {2420) 550 (2200) 4e0 (1e60) 455 (1820)
Cowi Fla.p Gap +J.
.a
+*n +," 0' 0' 0t
TAS (IAs) - Kts. 26e (200) 261 (1e4)

.;EER
254 (189) 246 (183) 238 (177) 2s0 (171)
tsHP i.G80 tr4t-0 1280 1165 1060
BLOVIER HIG&I HTGE{ rfi6H HIGH ETtrGH LOW
17, 000 RPM 2400 2350 2250 2100 2050 2260
BN,IEP (desued) rba 156 148 L& 134 111
BMEP (10'/o drop) 148 140 133 129 120 100,
MAP " Approx. at E
35.5 34.5 s4.0 32.6 25" 0
Fr (Lbs/IIr.) 125 (29Aa) 675 (2700) 670 (2M0) 56A (2240) 520 (2080) d65 (1860)
Cowl FIap Gap +I +1 ' +*o 0' 0' 0'
TAs (IAs) - Krs. 2X3 QA{t) 265 (1e4) 258 (18e) 250 (183) 242 (L17) 2$4 (1?1)
BHP 1720 15?5 1435 1310 1.185 1065
BI,OWER. HIGH HtrGTi HIGH HIGH HIGT{ FI[GH
18, 000 RPM 2400 2350 ?300 2150 2100 2000
7M 100 126
tsMEP (desired) 169 158 L47
BMEP (1ffi drop) I trO L42 1gE 1.)0 1L9 ltr3
MAP - Approx. 38" 0 36.0 34" 0 33" 5 32. 0 30.5
FF (tbs/Hr.) 740 (2960) 680 (2720) 630 (2520) 575 (2300) 535 (2140) 4?5 (1900)
Cowl Flap Gap +1*' +1 +11 " +*' 0" 0'
T.q,S CIAS) - Kts" 278 (200) 2?0 (195) 263 (18e) 255 (1E3) 246 (L77) 238 (1?1)
BHP x?55s 1615 1470 x335 1210 1085
BLOWER }trGH H[GII HIGH HIGH }IIGTT HIGH
19, 000 RPM 2400 2400 2300 22AA 2760 205&
BMEP (deslred) 1? 0- 1?5 159 151 143 r.1d 125
EMEF (10$ drop) 153- 15? tr43 t35 128 i.1.9 t.12
tvL{P - 39.5 3?.0 34.6 33.5 32. 0 30" 0
"dpprox.
FF ([bs/Hss. ) 750 (3000) 700 (2800) t2540J 585 (2340) 545 (2180) tt85 (1940)
Cowl Flap Gap a4 +11' +1
t +ln +t' 0'
ll
5/2C/57 rc.A/I FLIGTIT MAN[.'AL

22-36 CRI'ISE CONTROL
EM
t rfrrao
W DC-l TABLE 5 (continued)
\ DC-? FOUR ENGINE LONG RANGE CRIJISE PERFORL4ANCE
722,200 116, 000 110, 000 104, 000 98. 000 92,000 86, 000
Press. to to to to to to to
Alt. -Fr. 116, 000 110.000 1.04, 000 98, 000 92, 000 86, ooo 80, 000
TAs (IAs) - Kts. 281 (r.99) 2?5 (195) 26? (r.89) 25e (183) 251 (1??) 242 (111',)
BHP 177.5. 1640 1495 13?0 1240 1105
BLOWER. EilGH rilGH FTIG}T HIGH HIGH HIGH
20, 000 RPM 2400 24oA 235t) 225A 2200 2100
BMEP (desired) 772-777 161 150 1.44 133 L24
BMEP (1o{o drop) 154- 159 x.& 135 L29 119 111
MAP - Approx. 39" 5 3?" 0 34.5 33.0 32.0 30.0
rr (bsAIr.) ?50 (3000) 700 (2800) 650 (2600) 600 (2400) 560 (2240) 495 (1e80)
Cowtr Flap Gap +2" +1* " +l +1' +r' 0'
TAS (IAs) " Kts. 280 (195) 272 Fea) 264 (184) 255 (L'.l1' 24'.1 (772'
BEP 1680 1535 1395 L265 1130
BLOWm. HIGH FIIGEI HIGH MGH HIGH
21, 0oo RFM 2400 2350 2300 2250 2150
BMEP (desired) 165 154 143 133 724
BMEP (10{o drop) 148 138 128 119 111
MAP - Approx. io. a 34.0 32.5 31.5 29.5
FF (Lbs/Hr. ) ?20 (2880) 660 (2640) 670 (2440) 5?5 (2300) 505 (2020)
Cowl Fla.p Gap +2' +It' +1' +1' -la
+2
TAs ([As) - Kts. 27? )190) 268 (184) 260 (1?8) 257 (L12)
tsHP x,555 1415 1285 1145
BI,OWER }{EGEi &frGH rIIGH HIGH
22,000 RPIvI 2400 2350 2300 2200
BMEP (destued) 1(O 742 132 729
BMEP (1@o drop) 13? 727 118 110
MAP - A,pprox. ea q
32.5 31.0 29.0
FF (tls[Ir.) 670 (2680) 620 (2480) 585 (2340) 515 (2060)
Cowl Flap Gap +11
a
+1 +1' +r'
TAs (lA$) - Kts" 2?3 (184) 264 (118' 256 (172)
BHP 1455 1305 11?5
BLOWER, TtrGH HIGH HIGH
23. 000 RPM 2400 2350 2250
BMEP (desired) 143 131 123
BMEF (lffi
&op) 128 11? 110
MAP - Approx. 32.5 30.5 29.0
FF (tbs/Elr.) 635 (2540) 590 (2360) 550 (2200)
Cowl Flap Gap +u' +1' +1'
TAs (IAs) - Kts. 26e (178) 260 (172)

BHP 1340 1200
BLOWER HIGH HIGH
24, 000 RPM 2400 2300
BMEP (desired) 732 723
BlvrEP (10{o drop) 118 110
MAP - Approx. 30.0 28.6
FF (lbs/Flr.) 600 (2400) 560 (2240)
Cowl Flap Gap +u' +1'
DC-617 FLTGTIT MANUAL 5/20 5',l

CRUISE CONTROL
@
ry
erfirtflD
Dc,-I FOUR ENGINE LONG RANGE CRUISE PERFORMANCE
Gross Wt.
Lbs. L22,200 116, 0oo 110, 000 104, 000 98, 000 92, 000
to to to to to to
L16, 000 110, 000 104. 000 98, 000 92, 000 86, 000 80. 000
TAS (IAS) - Kts. 274 (1,78) 265 (1721

BHP 1370 L225
BLOWER HIGH HIGH
25, 000 RPM 24A0 2350
BMEP (desired) 135 123
BMEP (LOdlo drop) 121 110
N4AP - Approx. 30.0 28.5
FF (tbs/Hrs. ) 610 (2440) 565 (2260)
Cowl Flap Gap +2' +11'
,i
5/20/57 N,-6/7 FITGHT \4ANUAL

,e-ee. CRTIISE CONTROL
I
E
ry
lfiEA
DC-7 TABLE 6
DC:? THREE ENGINE LONG RA NGE CRUISE PERFORIvIANCE
Gross Wt.
. Lbs. 722,200 116. 000 110, 000 104, 000 98, 000 92" 000 86, 000
to to to to to to to
116, 000 110, 000 104. 000 98, ooo 92, 000 86, 000 80, 000
TAs (IAs)-Kts. 2L4 (203t 203 (1e2) 197 (18?) le1 (181) r85 (1?6) 179 (1?o)
lzos 6rss1
BHP 1940 t1790 1650 1510 1380 1255 1130
BTOWER LOW llow tow LOW tow LOW LOW
1. ooo RPM 2500 2400 2400 2300 2tr00 1.950 1800
BMEP (desired) 183 116 L62 155 155 152 r.48
BMEP (1(% drop) AUTO-
RICH 158 745 1s9 139 136 133
MAP -Approx. 38.0 41.0 38.0 36.0 36.0 35.0 34.0
FF (Lbs/Hrs. ) 1175 (3525) 770 (2310) (2145) 660 (1e80)
Cowl Flap Gap 0' 0'
'775
0'
5e5 (1785) I s+o 1razol 4?0 (1410)
0' 0' lo" 0'
T.ds([As) - Kts. 277 (203) 2 e8) 206 (le3) 200 (18?) 194 (182) 188 (1?6) 182 (1?0)
8E{P 1960 1680 1540 1405 7270 LL43
BI,OWER LOW LOW LOW LOW LOW LOW
2, 000 RPM 2500 2400 2300 2150 1950 1800
BMEP (desired) 185 177 & 165 I58 L54 154 150
782
BMEP (10$ drop) At}To- 159 & 148 742 138 138 135
RICH 63
MAP - Approx. 38.0 0 38.0 36.0 35.5 35" 0 33.5
rF (LbsAIr.,) 1195 (3585) 7?0 (2310) 720 (2760) 665 (1e95) 605 (1815) 540 (1620) 4X5 t7425)
eowl Flap Gap 0' 0' 0n 0t 00 (1"
TAS (IAs)-Kts. 221 t203) 213 (196) 20e (1e3) 203 (187) 19? (182) le1 (176) 186 (1?0)
BHP 1990 182tr 1?00 1565 1425 1295 1170
BLOWER LOW tow LOW LOW row tow
3, 000 RPM 2500 00 2400 2350 2200 2000 1850
BMEP (desired) 188 ',1 &782 167 15? 153 153 149
BMEP (10d/o drop) AU?O- 59& 150 L47 137 1.3? I.J4E
RtrCH 163
MAP - Approx. 38.0 5 38.0 35.5 35.0 34.5 33.0
FF (LbsAIr") 1215 70 (2310) 730 (2190) 670 (2010) 615 (1845) 550 (1650) 500 (1500)
Cowl Flap Gap 0' a
0' 0' 0' 0" 0n
DC-6/'I FLIGHT MANUAL s/20/57

!d
ry
l,adtt@
DC-?. THREE ENGINE LONG RANGE CRUISE PERFORMANCE
Gross lr/t.
Lbs. 122, 000 116, 000 110, 000 104. 000 98, 000 92, 000 86, 000
Press. to to to to to ro to
Alr.-Ft. 116, 000 110, 000 104, 000 98, 000 92. 000 86, 000 80, 000
I
TAs (IAS) - Kts. 224 rp0e) 274 (794) 212 (1s3) 20? (188) 240 Q82) I
1s4 (176) 188 (170)
BHP 2A25 1820. 1730 1585 7445 1310 1185
BLOWER LOW LOW LOW LOW LOW LOW LOW
4, 000 RPM 2500 2400 2400 2350 2200 2050 1850
BMEP (desired) 191 177 &L82 1?0 159 155 151 151
BMEP (1ffi drop) ff,TO{ICH 159 & 163 153 143 139 135 135
MAP - Approx. 38.0 40, 0 38.0 35.5 34.5 34.0 33.0
FF (tbs/Elr.) 1235 (3705) ??0 (2310) 'v35 (2205) 680 (2040) 620 (1860) 560 (1680) 505 (1515)
Cowl Flap Gap 0' 0' 0' 0' 0' 0n 0'
TAS(IAS) - Kts. 228 (204) 215 (1e2) 215 (le3) 210 (188) 204 (182) ie7 (176) 1e1 (170)
BTIP 2055 185tr 7770 1610 14C0 L335 1200
BLOWER LOW LOW LOW tow LOW LOl,f LOW
5,000 RPM 2500 2400 2400 2350 2250 2050 r.850
BMEP (desired) 794 180&185 774 L62 154 154 153
BMEP (10{o drop) AUTO{ICH L62 &L66 156 745 138 138 137
MAP - Approx" 38, o 40. 0 38.0 35.5 34.0 34" 0 32.5
FF (l,bs/Hr. ) 1255 (3765) ??o (2310) 750 (2250) 690 (2070) 630 (1890) 56 5 ( 1695) 510 (1530)
Cowl FIap Gap 0' +i" +2
l.
0' 0' 0n 0'
TAS (iAs)-Krs.
BIIP
23L (204'
2085
225 (L99)
1930
21e (le8) 213 (188) 207 (182t 200 (1?6) 193 (r.70) \
1790 r.635 1485 1355 12L5
BLOWER LOW LOW LOW LOW LOW LOW LOl{
6, o0o RPM (desired) 2500 2500 2440 2400 2250 2100 1900
BMEP (desired) 197 182 176 161 156 L52 151
BMEP (10y'0 drop) AUTORICH ATITO.RICH 158 1M 140 136 135
MAP - Approx. 38,5 36. 0 ?Q 0 35.0 34.0 90 (
32" 5
FF (Lbs/Hr.) 72X5 (3825) 1740 (3420) 15 0 (2250) 6e5 (2085) 630 (1890) 5?5 (1725) 515 (1545)
Cowl Flap Cap 0' 0' l +{ 00 0' 0' 0'
T.AS (XAS) - Kts. 235 (204) 229 01ee) 222 (7e3) 216 (188) 2L0 (782) 203 (1?6) 1e6 (170)
BHP 2715 1960 1820 1655 1515 1370 7240
BLOWER. LOW LOW LOW LOW LOW mrw LOW
?, 000 RPM 2600 2500 2400 2400 2250 2100 1900
BMEP (desired) 792 18s 1?9 163 159 154 154
BMEP (1ffi drop) ATJTO*ICH AI.IIO.Rr[I 161 746 143 138 138
MAP - Approx. 38.0 36.5 38" 0 35.0 34.0 33.5 32.5
FF (tbs/Hrs. ) 1350 (4050) 1160 (3480 760 (2280) 700 (2100) 640 (1920) 575 (1?25)
I r2 520 (1560)
Cowl Flap Gap 00 0' .la
0' 0' 0' 0'
TAs (IAs) - Kts. 238 (204) 232 (199) 226 (1e3) 220 (L88) 213 (r.82) 206 (1?6) 1ee (170)
BHP 2750 1990 1850 1690 1540 1395 7255
BTOWER LOW LOW LOW LOW LOW LOW [ow
8, ooo RPM 2600 2s00 2400 2400 2300 2750 2000
BMEP (desired) 195 188 182 166 158 153 148
BMEP (10dft drop) At loflICH AUTD{ICH 163 749 142 13? 133
MAP - Approx" 38.5 36.5 38.0 35.0 33.5 33. 0 32. 0
FF (LbsAft.) 1370 (4110) 1180 (3540) ?70 (2310) 710 (2130) 650 (1950) 585 (1755) 525 (1575)
Cowl Flap Gap 0' 0' ++" 0' 0' 0' 0'
5/2ol5'.t N,-6/7 FUGHT MANUAL

CRI.NSE CONTROL
,ffi
{r&frD
W Dil-? TABLE 6 (Continued)
Dc'7 TnBEE EI$cli{E to NG RANGE C R.U IS E PH ilF i]!4iv!A h{e E
Gross Wt.
Lbs. 122, 000 11.6,000 110, 000 104,000 98,000 92, 000 86. 000
Alt. -Ft. 1.16, 000 1r.0" 000 104, 000 s8, 000 92,000 86, 000 80, 000
TAs (IAS)-Kts. 242 tz$b,l ?36 (19-o) 22e (1e3) 223 (188) 2r.6 (182) 209 (176) 202 (170)
BTIP 2180 2025 1880 7'.l,20 1420 L2'.16
BI,OWER LOW !,ow LOW LOW n"0w row LOW
oqtrn 2150 2050
9. 000 BPM 2600 2500 2400 ?400
BNIEP (desired) 198 1S1 185 169 n.51 J. Db 14'.1
BMEP (1ffi droP) .AUTO }UCH A{..ITO-R[CH 166 1qq 74.L 140 132
MAP - Approx. 38" 5 36" 5 38.0 o< < 33" 5 33" 0 31" 5
FF (Lbs/Hr. ) 1395 (4185) x200 (3600) 770 (2310) 720 (2160) 66C (1980) 590 (1770) 53s (1605)
Cowl Flap Gap 0' 0" +L' +*" ne 6" 0'
TAS (IAs)-Krs. 246 (204) 240 (lee) 233 (193) 22? (X8B) 220 (182'.], 213 (i7?) 206 (1?1)
BHP oo(A 2 055 19 10 1?50 1585 1444 1300
BLOWER HIGH i,ow Low LOW LOW LOW LOId
10, 000 RPM 2600 2500 2400 2400 2350 2250 2100
1AA l'.t2 146
BMEP (desired) 2A4 188 159 151
BMEF (10fr drop) A{JTO*RICFT AUTO-RICH 169 154 143 135 i.31
MAP - Approx. 46" I 38.0 35.5 33" 5 32.0 31.0
FF (Lbs/Hr, ) 1540 (4620) 1220 (3660) 7rr0 (2340) 720 (216t) 665 (19e5) 605 (1815) 545 (1635)
Cowl Flap Gap +1.' +1' +*' 0' 0' p'
TAS ([AS)-Kts. 250 (2fi4) "J44
{1eS) 23? (194) 23ii (r.ss) 223 (182) 216 (17?) zos (171I
BHP 22BA 2{}95 1930 1?90 1A1tr 1460 1320
BLOWER HIGH FiNGi.I LOW Low LOW LOW tow
11, 000 RPM 2600 2600 2500 240C 2350 2300 2150
BMEP (desired) 207 190 182 l'.l6 r.62 150 145
BMEP (10$ drop) AUTO I$C[{ AT]TO.RICI{ AUTORICH 1"58 145 135 130
MAP - Approx" 46.5 35.0 36" 0 33.5 31.5 30.5
FF (Lbs/Hr.) 15?0 (4?1"0) i405 (4215) 1108 (3324: 735 (22A5',) 6?o (2010) 610 (1830) 555 (1665)
Cowl Fla,p Gap +.[ 00 0' +J. 0n 0"
1ng (IAS)-Kts. 254 {2A4} 248 (1ee) 24r (7e4) 234 (188,! 22? (183) 220 (l'17) 272 (L77'
,aI q
BIIP 2\25 1970 1790 1635 1485 1335
BLOWER HIGH r;1GH LOW LOW L0w LOW row
12, 000 RPM 2600 2600 2600 2400 2400 2350 2250
BMEP (desired) 210 l"9s 179 176 161 r.49 740
BMEP (lO"lodrop) AUTO-RICH AUTO-RICH AT'TO{ICH AUTC}"RIC[{ LM 734 126
MAP - Appr.ox. 4"t"0 44" 0 35.5 34.0 34.0 30.5 30.0
rF (Lbs/Hr. ) L595 (4785) 1436 (4305) 1120 (3360) 1005 (30i5) s68o (2040) 625 (18?5) 570 (1?10)
Cowl Fla.p Gap +1' +2
la
+*' 0' lo' 00 0'
TAS (IAS)-Kts. 252 WAAJ 245 (1e4) 238 (188) 231 (183) 223 {L',l'.t' 216 (171)
BHP 21?0 2010 1835 1700 1515 1365
BLOWER HIGH HIGH LOW HIGH LOW LOW
19, 000 RPM 2600 2500 2500 2400 2440 2300
BMEP (diisired) 137 190 1 r.., 1$7 149 140
BMEP (lffidrop) AL]TO-RICH AUTO{ICH TIJTGMCH 1(o 134 726
MAP - Approx. 44" 5 41" 5 33.5 40.5 30. 0 29.5
FF (tbs/Flrs. ) 1465 {4395) 1290 (3870) 1045 (3135) 14a Q220) 640 (1920) s75 (1725)
COWL FLAP GAP + .lL +l .16
+z +z 0n 0'
ioc-6/'I FLIGHT MANUAI, o/

CRtnSE CONTROL 22-47
@
DC-7 TABLE 6 (Continued) w U'TOE
DC-? TH EEE NE I,ONG RANGE CRUISE PER,FO R.N4ANCE
Gross Wt
Lbs. 722,200 116. 000 110, 000 104, 000 98, 000 92, 000 86, 000
Press. to to to to to TO to
Alr. -Ft. 116, 000 110, 000 L04, 000 98,000 92, 0C0 86, 000 80, 000
TAs (IAs)-Krs. 256 (200) 249 (194) \z+z qtaa1 ES3(182) 227 (777'j 219 (1?1)
BHP 2215 2055 11875 1725' 1540 1385
BLOWER HiGH F{IGII Intcn HIGTT LOW LOW
14, 000 RPM 2600 2500 2500 2400 2400 2350
BMEF (desired) 201 194 Itt,t r.68 &1?3 151 139
BMEP (10{o {rop) AUTO{ICH AUTO{TCH AXJTSffiCH 151& 155 135 725
M/fP -
Approx. 45" 0 42.0 39" 5 40,5 30.5 28.5
fF (Lbs,/Hr.) 1495 (4485) 1320 (3960) 1170 (3510)l 150 (225C) 640 (1e20) 585 (1755)
COW!, FIAP GAP +1," +1*' +ln l +2*" 0t 0"
lras(ms)-rts. 260 (20o) 253 (le4) 1246 (18e) 237 (182) lmr (u?) 223 (771t
IBHP 2260 2090 I rsrs 1745c tr695 1405
BIOWER HTGH HIG}I rIIGH HIGT{ HIGH LOW
15, 000 iRPM 2600 2500 2500 2400 2400 2&00
ElvtEP (desired) 205 19? 181 l.?0 & 1"?5 751 138
tsMEP (10{o drop) AUTGRICH AUTSRXCH AIJTGRICH 153 &15? 141 724
tr,r.rtP - Approx. 45.5 42, A 40.5 40. 5 39.5 28" 0
(l,bs/Hr")
l
FF 1525 (4575) 1330 (3ee0)l 1200 (36C0) 750 (2250) 700 (2100) 5e5 (1785)
+1+"
i
COWI FI,AP 6AP i
+2" + 1*+I +3 +2' 0'
TAs (34$)-Kts. 265 (200 25? (1S4) 250 (189) 2S6 (.r.78) 235 (1??) 227 {171)
BTIP 2305 2135 19 60 114.5A L625 1465
ELOWM HIGFI FTIGH HIGI'T {":r'JL-l r$cH T.IIGEI
16. 000 &Ffld 2600 2600 2500 24$& 24AO 2240
SfulEP (4esired) 209 194 185 1?0 & r.?5 150 1.5?
B!vIEF {10fr &op1 AUTOflICH AUTG*ICH AgTC}flIC}{ 153 & 15? 1,44 741"
hdAl'} .
.Agrprox" 45.5 42.5 40.5 40" 5 39. 0 a( <
FF {I&s/X{r, } 1555 (4665) 1405 (4215) 722rt $676j ?5C {2250) ?10 (2130) 6s0 (1890)
Cowl Flap Gap +2' +2o tL +3' +2r,' ta
TA$ (i,&s)-Kts" 261 (1e4) i254 (rEs) 246 {183} %8 q777y 230 (171)
EHF 21'.10 1990 1820 1660 1485
BLOWER HIG[I I{IGH HIGEi HTGH
1?. 000 RPIvT 2600 2500 2500 2254
tsl#EF (desired) 19? 188 172 o., 156
EMffi (l@o drop) AUTO.R,ICH AIJTc}RTCH A{.JT'O'RICH 140
MAP - Approx, 43.0 40" 5 3?" 0 0 35" 5
FF (l,bs/[Ir"] L425 (4275) 1250 (3?50) 1120 (3360) 12a Q160j 645 (1935)
CCIWI, FT,AP GAP +2' +L +2n +2'
TAS ([A$]-Krs. 265 (le4) 258 (18e) 250 (183) [' (171) 234 (1,77)
BHF dc I E
035 1855 E 1510
BLO]dER. HIGH H{GH r' EIIGH
18, 000 RPM
BMEP {dasired}
8ffiffi(10?o drop)
2600
20L
AUTO*JCI.I
00
92 fi8' l; 66
ATJTS,PJCF'fir 149
2300
155
139
&,rAP * AppEox. 43.5 5 3?.5 H: 5 o< <
FF (tls/Hr.) 1455 (4365) 7 D'l 5
{3825) 1145 (3435# ?30 (2190) 655 (1e65)
COW$, FLAP GAP +2*' o1 t?t" Er +2r"
5 /20 /57 Dc-6/7 FIJGTIT MANUAI,

CRTJISE CONTROL
I
ffi
or0,lt1'E
8W
DC-? TABLE ?
TWO E}iGiNE LONG RANGE CR.UISE PERFOR}dANCE
1. es) rc be inoperative"-
o Outside Air Temperature is assumed at 10" C above dtandar'{
3" Indicated airspeeds are based rrpon Captain's normal statis gourcer
+. True indicated airspeeds may be determined by conecting tabulared incllcatecl airspeed for posirion effor and
compr essibility error.
5. Cowl flap gap is alsumed at 0'.
6. Power settings have been chosen to provide airspeeds at or above 1.0010 of rnaximum L/D speed at all weighu. These
settlngs should provide maximiim range in still air.
1. II the indicate.d airspeed is more than ttree or four knots below the tabuiated indicated airspeed when weight ig near
rhe middtre of the weight bracket, airspeed should be increased hy either rerluctiou in altitude, or by use of the powel
settings for the next higher rveight brackeL
8. A11 power settings are in l,/JW Bt Wm.
9. Forall power tettings to the left of the heavy black line, spark should be TAI(EOFF & CLIIVIB, and mixrtle should be
AUTO-RICH, or mairually - leaned to the tabulated fuel flow" Such leaning mugl be done slowly and carefully.
10. Fon all power settings to the right of the heavy black line, spark shoutd be CRUISE, and mixture shoutd be I"0%
BMEP drop frorn Best Powern
11, WHEN RANGE IS CRITICAL
(a) Cylinde"r head temperatures of 232" C can and should be used to reduce the r-:owtr flap gap required.
(b) The cabin supercharger should be declutched in orcler to reduce power output and fTrel flow on the operative
engines.
(c) Maximum miles per pound of fuel and minimum engine power requirements can be obtained by flying at the
lowest possible altitude.
DC.6/7 FTIGHT MANUAL 4121/ €,1
CRUISE CONT\CL 22-43

I
fr
UI'IJO
TETD
DC-l TABLE 7 (Continued)
DC.7 TWO ENGINE IONG R,ANGE CRUISE PERFORMANCE
Gror! Wt.
Lbt 192,200 116,000 110, 000 104, 000 98, 000 99" ooo 86, 000
Press. to to to to to t9 to
Alt. -Ft. 116.000 110, 000 104, 000 98. 000 92,000 86, 000 80, 000
TAs (IAs)-Ktr 203 (192) 19? (187) 1e1 (181) 185 (176) 1?9 (170)
BHP 2610 2395 2190 1985 1790
1,000 RPM 2600 2600 2600 2500 2440
BMEP (destred) 257 27'.1 199 18? 716
MAP - Approx. 41.5 43.5 40.0 3?.5 39.5
FF (Lbs,/Ifrs) 1735(34?0) 1535 (30?0) 1350 (2?00) 1,L25 (2250]; ?55 (1510)
COWL FLAP GAP 0' 0' 0' 0" 0"
TAs (tAs)-Kr 204 (1e0) 200 (18?) 1e4 (r.82) 188 (r.?6) 182 (1?0)
BHP 2620 2430 2220 2015 1815
2,000 RPM 2600 2600 2600 2500 2400
BMEP (desired) 238 221 202 190 1?8
I{AP - Approx. 47.0 44.0 40.5 38.0 39.5
rF ($s/Hr) 1?30 (3460) 1560 (3120) 1370 (2?40) 1145 (2290) 760 (1520)
CO\dt FI-A,P GAP 0t 0' 0' 0' 0n
TAS (IAS)-Kts. 205 (188) 203 (187) 19? (182) 191 (1?6) 185 (1?0)
BHP 2625 2470 2260 2050 1845
3.000 RPM 2600 2600 2600 2500 2400
BMEP (desired) 239 2?l 205 193 181
ldAP - Approx. 46.5 4.0 40. ! 38.0 0
FF (Lbs[rr) 1?30 (3450) 15e0 [3180) 1390 (2780) 1165 (2330) ??0 (1540)
CO}IL FtAP GAP 0' 0' 0' 0' 0"
TAs (IAs)-Kts. 206 (18?) 207 (188) 200 (182) 194 (1?6) 188 (1?0)
BHP 2635 2510 2290 2080 18?0
4, ooo RPM 2600 2600 2600 2500 24AO
BMEP (desired) 239 228 208 196 184
l{AP - Approx. 46.5 M.5 40.5 38.0 40.0
FF (r.bsfirr; 1725 (3450) 1615 (3230) 1410 (2820) 1180(2360) 775 (1550)
"COWL FI.AP GAP 0' 0' 0' 0.. 0"
TAS (tAs)-Kts. 20? (185) 210 (188) 204 (782) 1e7 (176) 191 (1?0)
BI{P 2640 2550 2330 2110 1900
5,000 RPM 2600 2600 2600 2500 24A0
BMEP (destred) 240 zgL 217 199 18?
lvflP - Approx. 46.0 44.5 41.0 38.0 40.5
Fr (Lbs/Hr) 1?25 (3450) 1640 (3280) 1r{40 (2880) 1200 (2400) 780 (1560)
COWI FIAP GAP 0' 0' 0' 0' 0'
5/20/sI Dc,.6/l FUGHT IiIANUAL

CRTIISE COTTTROL
l
fr
UNNfD
8Et DC-7 TABLE 7 (Continued)
t\
\- DC.7 TWO ENGINE IONG RANGE CRUISE PERFORMANCE
122,200 116, oo0 110, 000 104,000 98, 000 92, 000 86, ooo
Alt. -Ft. 116, 000 110, 000 104. 000 98, 000 92, 000 86, 000 80, 000
TAS (IAS)-Kts. 213 (188) 207 (782) 200 (1?6) 1e3 (170)
BHP 2580 2360 21,40 1930
6,000 RPM 2600 2600 2600 2600
BMEP (destued) 234 214 195 1"82
MAP - .Approx. {15.0 41.0 37.5 34.5
FF (Lbs/Hr) 1660 (3320) 1460 (2920) 1280 (2560) 1055 (2110)
COWL FLAP GAP 0' 0' 0' 0'
TAS (IAS)-Kts. 2r0 (182) 203 (1?6) 196 (1?0)

BEIP 2395 2175 1960
7, 000 RPM 2600 2600 2500
MAP - Approx. 47.5 37.5 35.0
FF (Lbs/Hrs) 1490 (2e80) 1300 (2600) 1080 (2160)
COWL FLAP GAP 0' 0' 0'
TAS QAs)-Kts. 213 (182) 206 (176) 199 (170)

\- BHP 2435 2210 1990
8, 000 RPM 2600 2600 2500
MAP - Appox. t12.0 38.0 35.0
FF (Lbs/Hr) 1510 (3020) 7320 (2640' 1105 (2210)
COWL FLAP GAP 0' 0' 00
TAS (IAS)-Kts. 20e 0176) 202 (170)

BHP 2245 2020
9,000 RPM 2600 2500
BIvIEP (desired) 204 191
MAP - Approx. 38.5 35.5
FF (tbs/Hr) 1340 (2680) 1130 (2260)
COWL FLAP GAP 0' 0r
TAs (IAS)-Kts. 273 (7',17) 206 (1?1)

BTIP 2280 2050
10.000 RPM 2600 2500
BMEP (desired) 20'l ts4
MAP - Approx. 39.0 35.5
FF (Lbstlr) r.360 (2720) 1155 (2310)
COW1 FLAP GAP 0' 0'
DC-6/'I FTIGHT MANUAL

fr
ultrt8o
DC-'I TABLE 8
sg
DC-? CLIMB AND CRUISE FUEL BURNOUT
1. Climb and cruise fuel burnout is presented for normal climb and maximum cruise power.
2. Outside air temperanrre is assumed 10' C above standard.
3. Fuel density is 5.85 lbs. /gallon for 115/745 grade fuel.
4, Burnout values above the dashed lines are based on a gross landing weight of 95,000 lbs. Values below the dashed
lines are based on the following take-off gross weights:
Altitude, ft. 6T 9T Lz"t 157 277 247
TOGW, lbs. L22,200 119,000 116,000
EST. FLIGHT TIME PRESSURE ALTITUDE F EET

TO DESTINATION
HRS. MINS. 6, ooo 9,000 12. ooo 14,000 15, oo0 18, 000 21,000 24, 000
20 156 0 1630 176 0 1830 1940 2080 2t'10

30 2080 2t40 2280 2330 2450 2590 2690
40 2590 2640 2790 2810 2950 3 100 3210
50 3100 3150 3310 3290 3450 3610 3?30
1 00 3620 3660 3830 37?0 3960 4120 4250 43 10
10 4130 4170 4340 4250 4460 4630 4180 4'-190
20 4640 4680 4860 4130 49'.70 5140 5300 5210
30 516 0 5 190 5380 5210 54'.10 5650 5820 5?60
40 5670 5?00 5900 5690 59?0 6 160 6340 6240
50 6 180 6270 6410 61? 0 6480 6670 6860 ti73 0
2 00 6690 6720 6930 6650 6980 7 170 7390 't210
i'
10 1210 I ZOV 7 450 "1230 't490 7680 7910 7690
20 1720 7960 7610 ?990 8190 843 0 BlBO
30 8230 8240 8480 8090 8490 87 00 8950 Ub'b U
40 B 750 8750 9000 8570 9000 9210 9470 9150

50 9260 9260 95 10 9050 9520 9120 9980 9630
00 9780 977 0 10030 9530 10030 10230 10500 10110
10 1 0290 10280 10 540 10020 10550 10740 11020 10600
20 10 810 1080 0 11050 10500 11070 11260 11530 11080
30 11330 11310 1157 0 10980 11590 1177 0 12050 11570
40 11840 11820 12080 t7470 12100 12280 125'.10 12050
50 12360 72340 12590 11950 12620 12800 13080 12530
4 00 12890 12850 13100 72440 13140 13310 13600 13020
10 13400 13360 13620 12920 13650 13820 74120 13500
20 13910 13870 14130 13400 L4170 14340 14640 13990
30 14430 14390 14640 13890 14690 14850 15160 7441 0
40 14950 14900 15 160 143?0 15210 15360 15680 14950
50 1547 0 15410 156?0 14860 75'.120 15BBO 16200 1543 0
5 00 15980 15920 16190 15340 16230 16400 76'.123 15910
10 16500 t6M0 16?10 15820 16'.740 16910 77245 16390
20 71024 16950 1.1224 16300 1"1260 1?430 1177 0 16BTO
t'l7'10 17950 18290 t
.i350
30 17530 17460 1'1740 167 80
40 18050 1,797 5 18260 1"1260 18280 18460 18810 17830
50 18570 18490 16 i IU 1'.7740 18800 1B9BO 19333 18310
6 00 1 9080 19000 19290 L8220 19310 19500 19860 18790
10 19600 1 9510 1-9810 18700 19820 20020 203 B0 192?0
20 20r20 20030 20330 191 80 20340 20530 20900 19?50
30 20640 20540 20840 1966 0 20850 21050 27434 20230
40 2116 0 21050 2t370 201,40 21370 275',10 279't0 _ 3qL0-
50 216"10 21510 21890 20620 ' 21890 22090 22500 21,770
7 00 22790 22090 22420 21100 22420 22600 23040 21620
ooo<n
10 22710 2260A 21600 22950 23l.20 _ _23_[79 __ 220"t0
20 23220 23t20 23410 22080 23640 241L0 22520
30 23140 23640 24000 22570 24000 24160 24610 229'.70
40 24260 24750 24520 230? 0 24520 24680 25110
50 24770 24660 25030 23560 25030 25270 25610 23870
tt /20 / s1 DC-6 /'l FLIGHT IvIANUAL

oo- r/l CRUISE CONTROL
fr
afri@ DC-? TABLE B (Cunti,:i*edl
gt
EST. FLIGHT TIME PRESSURE ALTITUDE . FEET
I TO DESTINATION
6,000 9,000 12,000 14,000 15,000 18,000 21,,300 24, 0oo
TTRS. MINS.
25290 251?0 25550 24050 25550 25?30 26r.10 2432$

8 00
25810 25680 26060 24fi4 26060 26250 26610 24114
10
,T11 0 2S?20
20 26320 _ 2q8q 26600
-zfoilo' - 3p0q9
-- 26580
froEo
26?80
oryoon 2?610 256?0
30 2684'0 2672A 25490
21810 2?600 25514 2?580 c?820 28110 28120
40 2',1220
o-t
50 28380 2',1'130 28110 264r'0 280S0 28324 286L0
I 00 28900 28240 28620 26910 28590 28820 2S11"0
??4?0
10 294t0 ?8740 29130 2?S90 29090 29320 2961"0
20 29924 2925A 29640 2?860 29600 29820 lto I t.0
304l0 29?60 30150 28330 30L00 s08zCI 3061_0 ?8ii?e
30 ..1111I!
30950 30260 30660 28810 30600 30820 288?0
40
50 31460 30??0 311?0 2p280 s1u0 31320 s161
10 00 31980 31280 31680 29750 31610 8182CI
30230 ;ts r? 0
10
20 30?00 30s'i0
30 311?0 31$T0
r DC-? CLIMBAND ],TOO BHP CRUISE FTIEL BUF}{OUT
EST. FLIGHT,TIME PRESSURE ALTITUDE . FEET

TO DESTINATION
HRs,, MINS 6, 000 9,000. 12, 000 14, 0oo 16,000 1 8, 000 21, 000 24- CIno
L s0
40
50
19?0
24ll0
2910
2060
2530
s000
2200
26?0
3140
2290
2160
s240
2400
2900
3400
2600
8100
3600
2?00
8300
3?10
1 00 3380 34?0 3610 3110 3890 4090 42LA 44tsS
10 38,10 3940 4080 41 80 4390 4590 41fi 4$Si]
20 4310 4410 4550 4660 4880 5080 e220 54$S
30 4?80 4880 5020 61 30 5380 6S80 a?80 581()
40 5250 5350 6490 5600 5880 808CI 6980 s4$CI
50 6120 6810 6950 60?0 63?0 6S?0 6Tg0 T0{is
2 00 61 90 6280 6420 6560 68?0 ?0?0 4qan 'loltl
l0 6S60 6?60 6890 ?020 ?860 T560 TT4O 80*0
20 ?180 1220 ?860 1490 ?860 8060 8e4t} fis4r;
80 ?600 ?690 ?880 ?9?0 8360 8S60 8'l$CI {}t]N${,}
80?0 8160 8800 8#0 8850 p060 09fi0 96xs

'10 gn
BO 8530 nnfln n?to f,01 0 cR50 s660 t1rJ
1008*
I 00 9000 0000 9p30 9880 08-60 10060 I 0*60 xefl3,*
10 9410 06?0 9?00 0860 r0860 10600 10?$0 11r,2#
20 0940 100{0 101?0 I 0820 108S0 110?0 11960 1i#4*
30 10410 1051 0 10640 i0800 11360 1r5?0 r1?50 lulbi,-
40 10880 10990 11110 1r2?0 i1 850 120?0 1?960 1S8&fi
6n r1 ef,o 11a60 11580 t1?40 1 r3s0 1 2580 1r?50 l 39fi*
4 00 118L0 u9s0 r2060 12220 12850 13080 xs250 r0?1 s
l0 12280 t2410 72520 12690 13350 r3500 x8T60 t4g&0
20 12?50 12880 r2990 13160 18850 14090 14950 rd?s0
80 r3220 19350 r3460 r3640 14s50 r4590 14?50 1 St6S
40 13690 19820 13920 14110 14850 15100 15250 15T?CI
50 141 60 14300 14390 14580 15350 15610 15',t60f 16280
DC.6/7 FLIGHT MANUAL 7/2A/61

CRUISE CONTROL 22-4'l
ffi
4,ffi
AtltE I EE
r
I
{C*nrinire<i}
EST " FLIGTIT TIME ESSUR,Ii ALTITUDE " I?EUT

HRS. MIhlS. 6,000 9. 000 12. 000 r4. 000 15. 000 1 jq. d]firl 1t] C00 24" r)Ci]
00 r4S30 147?0 1{Eti(, 16050 15850 trCI1Sii :i"&,efin
I L0 1S090 r.5240 15330 16520 16fl50 ]'Utl JU .i.r ' O'., 0
20 15560 r5?10 1 5800 15890 168S0 1T140 x 121A
30 Lti030 1.6180 t6270 164?0 1?350 1?650 1 ?WO I 8340
40 16500 16660 r.6?40 16940 1?E50 18160 I :.845ft
50 l6 9',70 1T130 I .7?00 1?41 0 I 8351]r I 8660
6 oo .[?6T0 1vL10 i 9:tiii] 198,0
10
1
I 1 80?0 18140 1 9680 20890
20 rffi80 1 8550 1861" 0 1 8880 201 $0 20900
30 1 8850 1 9020 i s080 1 9300 I 20?00 ils 8*{l 9I.S80
40 i 9310 1 9490 1 955C 19?80 2i *00 ?"i..3iis ?1 8T0
4x11n ':i *+t
*-T** '50
00
1 20020
""-10456* oo.)4n
zBB5O
10 2091n 20960 21"190 2!!,80 . :':li[i]0

20 ' 21190 21 380 2L44A 2i"6?0 2824CI
.r.j j ) a!
288CI0
30 216?0 21 860 tI92A 2214A 23$90 28?40' i41i$il
40 22140 22330 224A$ 2?620 2S$00 24260 i:4":i,:'l
22620 22890 '".s4??0 )]iti:,,ti;
p i:.':
00 ailu ,t, ?5290 2540S !:"1
10 236,70 23?60 ?3860 Z+U}U 254?0 25810 258S0
20 24040 2454CI 24330 2452fi c5930 26820 ?63YCI
_
BO 24524 2&',120 24800 25000 2644C 26840 26S50 i r ::l
40 24990 25200 2527A 2541A 26$5r) : 2?330 2f sl3CI :1. {Jtr: l

50 25460 256?0 ss?40 21820 ??8t 0 iiEJ 6i-'
25930 ol 0
i
26400 26630 26900 28800
20 268?0 2111'o 2?'160 2?86Q 2925A
't' 30 21940 o4tr 29400 2$T80 . 29?50 30080
40 2?800 28A4A 280 90 2829A ?9890 302?0 30830 30560
50 28270 28550 50 30380 $0?ei{i 30T! 0 31 040
10 00 3i ii;1il
10 29480 29680 31 i:r.:l'-irli
2o 296'.t0 29910 2994A 30140 31 S50 s22*0 ':i'.ri.l.;
30 , 80L30 30380 30400 30600
L
:,i,,
:'1i
':l
/:,,,.
!i
. ;,..
.l
.,..: .:. .. l
\__1
22- 48 CRUISE CONTROT

$C*T TA.tsLE' 9
FUEL BURNOUT TO AI,TB.NATE PIUS MINUTES
1. Fuel Blrnout lr baEed on 1500 BHP lr IOW BI.OWER ar 10.000 ft altiarde. Time to AlteEnate rnust be ba*ed on air-
rpeeds tom 1500 BHP Performance Table.
The mlnl"n'm fuel resates for overwater operatlon are zubstantlally hlgher than listed below. Ovswater minirnum
teserves are tabulated unds "Cruise Control - Addttional Conriderattonr for Overwats Opetation',
ESTIMATM FUGHT MINIMUM RESB.VE FUEL

TIME TO ALTMNATE REQUIRED - LBS.
Hours Mlnutes DC-?
00 1890
10 2310
20 2130
30 3150
40 35?0
60 39S0
1 00 44a0
10 48S0
20 5250
30 56?0
4A 6090
50 6510
2 00 6930
10 7350
20 't11CI
30 8190
40 8610
L 3
50
00
10
20
9030
9450
98?0
10990
30 r.0?10
40 111 30
50 11550
4 00 11970
I
DC,-6ll FLIGHT MANUAL t/20/61
CRIJtrSE CONTROL 22-49
I
JMtrI
6t&rj,r'$ff$
W
DC.? FUEL NUE.C,TION CHARTS
Duration charts are based on tlisrance cf L2Bfl rreuricel miles (ICIt-sFoi-

charts are based on full fuel tanks. :\ti*rraurce is made for taxi anci runrrp fuel.
A1l reserve tuel is caicular,ed ar j.lt0$ irl,il al,.l l"#.000 ft. artituce."-rime
lefr for
alternate is in addition ro the requir*d C. A" R* 45 minures"
Temperature is assumed to be $tand;rrd.
Combination cruise power pr$gral:jrs ar{:. har$s{i on fhe use of rnaxiryprm crlltse
p6wer
wtrren gross weighr exceeds s8,1c0 p*rui,*r. ?rh*. app.ropriate
reduced powei: c[ui$e
program is used for rhe balanr:e of rire f'l.i,gtrr. '::heie is veuy irirttre to te
gainerl by
initiating the reduced pos/er prograni lr irigl:t*r g,ross weighis.
AVERAGE [.IEADWI}{D . KI{O?S
0 30 4A ti0 6'J
lt4aximum Flight Time ?r58 8;15 8:32 8:50 il c,.lt't

Crr:ise
il:1. 9:55
FueI Burnout 25,909 260 E?0 27,68{) 28, 600
a"J
ccl
Poryer
2S9 5r,0 ;i0, flii* sl., 820
.hO
Time Lefr For Altarna.re 1:3? 1;17 0rb'i 0s35 0s11. *0x.t4 *c;42
tr \JO
tl.
F^" lv| C. P. & Flighr Time 8:1"2 8;30 8:4Ij 0:0ti it;i.1"
O I o;19
F{ 1600 BHp Fuel Burnout , 25,490 2p! 3-0Q 2?, 160
rl ?s* 0?0 ?p, t)do 30, l.?0 $1, g?0
N
Conibination Time Left For Ai1e,:r,;;"; ; 7249 X;30 Sr45 Ss24 -Cr.n1 -,0c?8
E4
o fufaximum Fiight Tiime 7e49 8;05 t1.oc ll"fo
(A 8;40 c:Jy v."+'",,
Fr co Cxrise Fuel Burnout 2\220 26, 0t0 26, g?0 2'.1" 16a 28, ?1S 29, ?40 s0, g?0
F"
.l
Pcvter Tirre Lef't For Altelnate 1:56 1:3? l.:1.6 o:55 n":i? 0:Ll8 *i):1$
l.-..._._4
IvI. C" P" & Flight lIrne 8;00 B;1? 8:36 8r55 1n"(),
r{
I u 310 .9r38
rt 1600 BHP Fuel Burnout 24,720 i
2b,490 26" 310
i 2?, l,glr 28, LS0 ii$, 140 ;)0, 240
Combination f ime teft For Atteritate: 2:08 1:30 n"4A
1B4Y 1:09 fi:22 -0;04
ll
Maxi.rnum F'light Time '1c54 10 B;26 1"rA
a 81 8l-44 9t04 9r46
ca Cruise Fuel Burnout 26,020 26, 2"/, 65{:l
J BLO 28" 540 29, 510 3d, 5?i] 31, 640
Power Time Left For A1[ernar+: 1e37 1:LB 0:58 0136 $ttrS *0s1
\JO 3. -0:B?
Fi
,l- oo \4C"P &
L6 Ftight Time 8:07 8g24 8:43 9:02 9:23 9;46 111. 11
r-t
o H 1600 BHP Fuel Bwnout 25,590 26n 370 ,.? 't ittl 29e 060 30* s?l) 31"* L9{)
N Comi:inadon Time Left For Atferrrats Ij.47 1:28 l":08
C\l
034? 0E24 0*00 *0;2?
tll
h{axirnum Flight Tirne 7243 7;58 Bsl.4 8:32 8r50 q"1{)
Fi a 9;31'
ca Cruise Fuel Burnour 25,060 25, 810 26, 630
F ,.J 2?, 500 28u424} ?9,400 30"'460
J Por*er Time I"eft For Alternarer tr:59 1t42 "t.qo Irol 0:39 tJ:lc
\JO -Cr09
'ol t\4 c"[i, & Flight Time 7t54 8;tr1 Q".)fl q.90
9:0? sr$2
F{
1600 BHP Fuel Burnorit 24,630 25, qFl
H S80 26,1?0 I\en 270 930 ?fi, s10 '29, g60
C0mbination Time Left For Alternare 2110 1:52 1.10 0e51 o;28 U:U J
7/2a/6L DC.6 FI,lGLlT' I\JI"IAL

22-60 CRUI$E CON']|'ROL
-r
umrc
w DC-6 TABLE 1
CLIMB POWER SETTINGS
1. When desired climb BMEP cannot be maintained uslng 1ow blower, shift to high blower.
2. Desired climb power above 21,000 feet is the value shown for 21",000 feet.
DC-6A over 100,000 lbs" TOGW (1500 BHP)

I
hessrrre MIN. A.R.

MAX MAP FOR CAT, 'C
Altitude Fuel Flow
Feet Blower RPM BMEP -40 ts -20 to 0 to +20 to +40 PoundrlHoru/ragne
- 81000
0 Low 2&0 Ll7 39. 0 40" 0 4L. 0 42,0 1000
3 001 - 6,000 Low 2400 Ll7 38. 6 99.6 40. 6 41.5 1000
6 001 - 9,000 Low 2400 tl1 3?. 5 38.5 39. 6 r10. 6 1000
I 001 -12.000 Low 2400 t11 3?. 0 38.0 3g- 0 40- 0 1000
9,001 -12,000 High 2400 tl1 40.5 41.5 42, 5 43" 5 1050
12,001 -15,000 Htgh 2n0 L11 40.0 41.0 42. 0 tltl. 0 1050
15,001 -21,000 lligh 2400 L11 40.0 41.0 42. 0 43. 0 t050(utless fu11 rhrottle)
DC-6A under L00,000 Ibs. TOGW, DC-6 aud DC-68 (1400 BHry
\* Pressure .MIN. A.L

Altitude
a
Fuet FIow
Feet Blower RPM BMEP to to to to Pomds/tlourlfnglne
0 - 3,000 Lpw 2/100 165 36.5 37.5 38.5 39.5 920

E,001 - 6,000 Ipw 2404 165 36.0 s?.0 38.0 39.0 920
6,001 - 9, ooo Ipw 2,/,00 165 35.5 36.5 37,5 38.5 920
9,001 -12,000 Lov ?400 165 35.0 36.0 3?.0 38.0 920
12.001 -15,000 Ipv 2400 165 34.0 35.0 36.0 3?.0 920
12,001 -21,000 HrSb ?,400 165 37.0 s8.0 39.0 9?0
DC-6/'l FLIGHT MANUAL L/20/61

CRUISE CONTROL 22-57
I
fr
DC.6 TABLE 2
gUD
CRTIISE POWER SETTINGS
1. Desired cruise power at altitudes above 20,000 feet are rhe values shown f.or 20,000 feet.
.)
Long Range Cruise Power settings are tabulated in the long Range Cruise Performarrce Tables.
3" Power Settings shown with CRTJISE spark may be used with TAKE-OFF & CIJMB spark in the event rhe spark advance
mechanism fails.
4. If CAT exceeds 0' C in high blower cruise, use TAKE-OFF & CLIMB spark.
5. Best power BMEF is determined by adding specified BMEP drop to cruise BMEP value shown on chart.
6. Low blower and the lowest possible RPM should be used whenever possibte to obtain lower fuel flows, The power
settings of the next lower RPM/altitude bracket may be us€d if they provide *re desired power. , If, at full throttle
only, power is insufficient, use rtre polver settings of the nexr high€il RPM/altitude bracket.' In ei*rer case, tha
M.AP limits for the actual altitude should be observed and the full BMEp drop must be used. (The exception ro the
full BMEP drop is noted below.)
7 If in high blower and at 2300 RPil4 it is still not possible to obtain the desired besr power BMEP due to full throttle
or manifold pressure limits, the BMEP drop from best power may be decreased as necessary to result in the desired
cruise BlvlEP. This reduction In BMEP dmp should be used ONLY when in high blower at 2300 RPM and wirh TAKE-
oFF & CIJil,lB spark. Do not use less than a ? BMEF drop fffiU powers.
The fuel flows indicated on the charts are based on the specified 12 BMEP drop. When less than a 12 BMEP drop is
used for powers where 12 is speclfied, the fuel flows will increase as follows:
BMEP drop 72 10 8
,l
Increase specified fuel flow by: lbs/u/engine 0 o 5 7
7/20/61 rc,-6/7 FUGHT T4ANUAL

22-52 CRT]ISE CONTROL
i;i. 'r; I'Ai-ri,E 2 (Coi:td.)
l DC.6A AlrD ffi-68 1200 B!{P
t*{oter 180$ St{F is Nqt Approved 3or fS-8 Scration
pRE$$tiP"6
A3"?gT[J]:]E I i;tr: .,i Fuet Fl*w
EEE'T $1,$i.ilili ,.*ir. ,t i:. i. iiii:.rr- :l,i .l '".: lib*jt,if/mnglua
{} * 3, fl{iS il*w tliiti"l trS.* lg Grutae $4., $ $*. s s?* # 54fi

3' (lflX - S,0,'10 n (lnu 3S4 ls Grulra &$.6 ES" S 36* & _1.{ii
S, 0Sl" * 9,0*{i L$td ,ilji::: .titpi l2 CruSo &3.0 &s" 0 sE- s ,4$
4e q
9,001 - 1?, S00 &sw illf i' t$4 18 Gnrile 3e. $ $*, s $4S
12, 0s1 * 4, 0",) 3 LCIW ',1
,lL.t Ir x,B& 1A Crulse s2" 0 &4" 0 $s* $ ii*S
x4,00t * ls, soo [,$1{ :;1 l:'i., t
i i{.s 1& Crube st, s Odn ei s,4* s
15r 001 * ?1,000

jlt, { ,1rT i *qH
HIGT{ i.,&8
g4-$. DC-S$ & DC-SB XX00 B*A}$I gi(ln$E?otdg8,
FITH$I'?JId[,
A [.1".{'}.'{.lrifi
Fuei Fltttr
,:: ,'.. lbs-/hrlengine
$t4i"t -!'i' t!:' r':i '.1
{i s" sos i,ffid rt,l, tt Cruise &s. s 34,0 45" s s6- s e#*
erulse s 33" 0 34.0 aEn eg$
ii, 00*. 6, $00 L\/W li-: 1S Bg"
6, 00x 9" SS0 LEM .: ,rl n? erltrfse sx. ti $9" I 3S" ii ll4,6 4SS
sL0 s8" $ $4" 0 .{0s.
rl, {tflI Lg" 0fl0 r,ffid $::ritj x.t Gruise 39" $
ni]" t:t{"i1" [40 0s0 tfitf t 3.(rtj i ,l-1, \z Gruise i30, s 3LS s "s ss" s 4SS
.14" 00t :*6, fl0s !;*w ]i.:rla T8 Crulso t9.6 30, s tlt" $ sa, s i!(!s
t( q$* * lt"0$s irii,.d_;iri gSrls '.] CrulEo s2.8 $.1,,$ 5"t. *'i sLr)
0s& - gs, #0s )--, Ii -'I'r **s(} i r',t Cruim 3?" 0 3S" 0 $4. * ;*$. tr s$*CI
{,01 - ,t4" 000 iti.i.:!i t&se i,, ': TodzCL 98" 0 $3" CI $j*. &
-f l, ,- esE
T}C.6, DC-6A, & BC.6B TOOO BI{AT(X HOR$UPCIWER
i.r - sr s$0 g"Gw ; i t:ir ,..:. :i"B 83.0 134;0 s5.0 ,'.re* Lf 44S
19. {i{.}L * S'" S$S tfis{ .! i1 i,ll I :i,J s?;0 ss" s tl4- 0 it$. &
,x4$
6, tif x -
'-
s. s00 LSW Yi)j:* '-,'ll x* $1.5 32. $
sl,0
33.,5 $4. * ,*6ij
-14t4
O flt!-! I*, SS0 [,#]f i 'tl ii {i .:lr J_i4 30.0 32e 0 ottJn u
I 6 {\i,-l * LS,0$G t,#k/ i: ,tlr'1; 3g s8.0 99.0 30.0 .1" * 4i)tr
L.S, S01 - )S, S00 Lmw 'il'?:':,.' 3.t
ngE
?8.6 29. s *s" s 4$&
1* s03 l::l t !.j\, HlSfj CruIle 30.0 .rl. u tra. $3" *

$oi. ? j-i; {.ii!i l!..i i,i: t.,, **{rfi i, ,.:;, Cruise' 89.5 $0.8 $L $#" ri *irii
B1 s}{}s ; ^"111
Todt'...L 99.6 s0" s 3in iJ:dI 0 .!'j$
0$& tl.*, iliii,.'
Ilc-6, DC-SA, & DC-68 S00 EAAKf lIo*sEPO1f,Ett
0 - 3,$*S I;()M g?$ri Crulop $*" 0 nfl'9 $4.0 36.0 rist)

|.}&dr
S, S&$" - S, {}(}t} e,#w j.?*s CrulEr! {}I.0 39" 0 83. q
's?"
e{" 0
6. S01 * S" 00{} L#\d as*0 i ': Crutss 8G.0 sl* s 0 33.0 4{}0
g. 0s1 - . $.2, s** t,s\{ 39S* Cruisa 38.5 ?$.5 30. $ eLs 4*{;
12, S01 * 3S, SSS t ilw *&{]* Cruise 2?.0 18" 0 39.0 ti0" 0 4$"S
3S, St}A * l$' 0S0 L#W g}tl# erulse f;6" * il?" 0 28,0 ?9" 0 4*S
(
Is, tlsl - *8 .'Ii, r r-l i. I ir:l
.,1
1." , Cruise $ 66
5 30" 4i ." ,&3$
I
; lE* 0$n ' *X ,.:i: .,
Crtdse 5 2&, ti &At s &$" $ 4*1)
41,00?. - g4 i I 1.,i, l-ilYr:. i I . l-!1 t CruIse tl 28. 0 2$. $jtj. {} {t40
:i i
l? ols
2S^s3
@
DC.6 TABLE 3
wE,,d'l,,
CLIMB TIh4E, FUEL AND S'I'ILL AIR DiSf'ANCE
This chart is based on the following assumptions:

+
1. Take-off at2400 BHP, arrd METO power clirnb of 1800 BHP ln accordance with Stardard Operating Procedures.
\_
+
2. 1400 BHP climb in both low and high blower for 100, 000 1bs. and below, 1500 BHP up to fuli throttle over
100,000 lbs.
4. Cowl flap gap is +4o.

5. Outside air temperature is L0'(j. above standard for 100,000 Ibs. ar:d below, 20oC. above standard over
100,000 lbs.
6. Fuel flow is 920 lbs/hr/er:gine in low blower arid 9?0 lbs/hr/engine in high blower for 1400 BHP, 1,000 and 1, 050
lbs,/hr/engine for -1500 BHP.
7. Fuel burnout includes an allowance of 250 lbs. to cover take-off, METO power climb, and tansition from
AUTORICH climb to lean cruise configuration.
72/Bza/25 = Time iii minutes/Fuel in pcuuds/Distauce in nautical miles"

.J]AK[.OFF
Pressure GROSS WEIGHT - LB
Altitude 1 ,0cil 103, 5oo 0,000 95,000 90, 000 85,000 80, 000
5,00il t3/ e60/2s L2/9Ao/26 t2 /'d20 /2E fi/73a/23 e /65a /2A 8 /5Bo /1,'.l 7 /530 /14
6, 000 15/ 110/36
1 14/fizAi32 74/g{iA /34 72 /B4o /28 10 /'t40 /24 e/660 /20 B /600 /78
?, 0oo |'.t/1280/ 43 L6/Lr50/38 :6 / ro}a /4)" 74/940 /34 72 /B3o /28 70 /'t40 /24 e /6'70 /27
8, 00c 20/1430/ 50 tB/1300/44 781722014'.t t6 /1050 /39 73/e20 /33 12/820128 70 /730 /24
9, 000 22/L59at/ 5't 20/L450/51 27/136A /54 71 /1710 /45 75i102Aft8 73/eoo /32 n/9oa /28
10,000
11,000
25/ 1160/ 64 22/ t600/ 67 t3/151\j /62 19 /1280 /57 f i/fifi/43 u/elafi6 n/wanl
2'.1/ L900/ 11 25/fi6A/64 25/765c /69 27/1400 /51 18/1210/48 76/7060 /4t 14/940 /35
12,000 2S/2090/19 L',t/192,0/'.12 28/7dba /19 23 /7530 /64 20 /1370 153 77 /7740 /45 15/1010/38
13, 000 3'2/2280/88 2S/2090/80 3c / 1e6a /86 25 h65c /70 /742a /59
22 18 /1230 /5A L6 /lo9o / 42
14, 000 35/2470/96 32/226AlBX x/2fi0i95 2',1 /1,'t80 l1't 23 /7530 /65 20 /1320 / 54 7'.1 /1,150 /46
15,000 38/2660/106 34/2430/e5 361230(j /7'J5 29 /7e70 /84 25/rc4a /77 21./74L0/59 78 /1230 / 5A
i6, 000 4.1,/2870/ 116 e7/2610/104 /249A /1i4
3t_t 32 /zoso /92 21 /1750 /'.l7 23/7510 /65 20 /7310 155
17,0C0 M/3L00/728 40/2810/113 42 i26t)A /725 34/220A /700 29 /787A /84 24/7670 /70 27 /740a /59
1 B, 000 49/3390/r43 44/3A50/125 45/29A011.37 36 /2350 /7oe 37/2a00 /91 26 /t',t70 /7s 22/1480 /64
19,000 54/3720/L62 48/3300/139 48/3110 /150 39 12520 /718 33/2120 /98 27 17870 /81, 24/1560 /6e
20, 000 62/4770/L89 54/3630/ 156 iul3360/1,i5 t2 /2{9A /729 3s /2260 /106 29 /1910 /88 25/1_64A /14
21,000 61/40801185 .i !/3fit)0 /185 46/297A /M3 37 /24La/L76 37 /2030 /95 27 i7'.130 /8A
221 000 aI /4160 /221 51 /3770 /762 41 /258C /129 34/2150 /704 28 /1,830 / 87
23, 000 !7 /5s50 /3t4 58/355A /792 45 /219a /H5 36 /2290 /L15 so/1 930/95
24. A0A 't5 /4350 /258 51 /3080 /169 40 /24$0 /129 33/2050 /705
25,0ii0 61 550 10 45 680/749 36/2790 17'.l
o
IEI, The powers tabulated at the head of this table are for reference purposes only. They should not be construed
assplcifying tlle actuai powers to be used, which are eontained in the Power Plant Limitations and the Climb
Power Settings tables. L.lse of the table in fligtrt is conservative and proPer.
DC-f; /'.| FLiGHT', h.{ANilAl,

4/21"/ 6t
' 22-54 CRUISE COI'ITROL
DC - {'i li:},ll i,.ii 4
ri
CRL]IST PO1,{ fiI{ PHRTORh4ANC$
ft:r rlrc folitlrvi rrr pow-';:.r:
(ai 1?00 il1.il' - I;il- ij,"r arirj l)i. - flil r:rrl,r "
{b} 1lC0 l]i.['] - DC-U, tlC-ijr\ anr.l l]l,."iii"i
(o:) I00t) fiIiP * il(l-ij, I.tt",*',,- atrr.i l](.1-{j}i
(tl) ll0{) ll.l iP - iX.*r.j, I){,":*(iA it.Irl I)i..- r,1.1
True inclicated atrspeed can be rJeterrninerrl by correcting rebulated inclicated airspeed for position erior 8nd com-
.a,ifspeecls are bs$ed on use o! (:aptainns tormal st{rdc souic{'".,,
pfes$ibility e.ffect" lhdicated
ii Iudicaterl airspeerl varies a.pproxlurately ll l,.nots per degree of cowl settiug. Iledirctiotr in co!,rl settiug increases
4, Inrlicated airspeed wiii1 vary at a rate of oppruxirn*tely 4 irnots per I0o (: chsflge i.u tcmperature. Reductioll in
tempr.rature ihcreases indicarecl airspeerd, Tnrei airsp*t*d rrrill vary wittt tcmperature due" to changes irr air denslry
and cowl flap gap required" Reduction in teurperarure will dec:reasa ffue air$peEd; if cowl flap qap remgins
unchanged.
,l
Yr,:::r,.- i-.:ll : :i :.
' :.il -:r i: :,,i. i.:, :;" - .::. irl,, l : "1,i:::i :i,:,:ll:lt'
\ tr.
tr:,x,l)$$ 1.9t,
*u' 3. {.!?,69s3 J.{}8, S00 ii0s,0s0 t}s, fitl& $s, s00 850 000 g$, 80& 'rs, *,J0 Approx,
Pl'ess).," t(} trlr to to F'u*r& Ftrow
Ai,':, ,'Ft).nrn" i.Ofi, r{0J^ l&0, s(,1 96. &t)& $6. {}t}1 {}s, fi0i 80, 0ot '?ir, S0X ?{}* {!{il lbs&r,
b,000 'p,1{}
qrf,
(1e8); (201 ) *ll? ('lub) *$I (?oe) *lI.$ tqf i) ?r38 (t1ri)r ?41 (r:'.9) ${es (??1} :liirlIr
,l!" 0(.}s (1 s6l s?.s (?00) sgg (203) lrff$ {so.?,) {, ti"I (210) 240 (?14) B,es (2:[ ?) s4s (??o)
?,,0.0il l {i s4) .t La (1s8) 91g6 (I|cI ) fls4 i),J !;
(9t]1r) %4fl (21fi) p,4$ {116) *.$s (218)
",) {"1,c}5} (
t,t,0'00 irzS
rffisl8dffi
( 7!2', ?il{]
c),!rl
(r 95) t33 {1e$} g{}s (rJ03} ?4{,1 (!rJ?) fie4 ffir0) tst (fll.it) s$0 (r1?)
,*, fl00 2'J:1, Iit1E] {1{J8) ssO (J.r)?), *$';, (*02) (?06) c46 (2os) 94e f21r), fiiift trrx"4)
10,0rJ{.i {I.Sorr ffi$ (t 91) tr:.14 (1 [)5) rii'ir* (ilil{i) *diJ (s04) M8 (so?) gst (r10) !M (fi18) I
l1".0fit! il 84) *iI0 ftBrr) .i'-t !: (r o()\ iiJr i (1(}8) fl4,$ (Sor) uso (206) *6S (tsf}) flss (?1C) I
.t|J,00{} (rso) ffi*1rffifi ';iiI6, o {}0} ii'1.:1 (1{r6} *{? (20')) gnH ({r04) 0$6 (eCI?) gss (,J10) t
I
t,ir, 0*4i r).) ri
{1?$) 232 {r85) i ';a'& liJ8S) (r. [1f,) *4S (1CI8) ?64 (?0t) *s? {1lo$) s6s ffi08)
.i4" ()tiri 't2$ (t'76) f,$? {1s2) :r..?$ (1 8T) (lrls) 2e0 fiCI?) t$6 (?s1) l$o (r04) g8e
&06) '$
I
V
.ilii" Lt*tr 2A8 (180) (185) s4T (r.e0) .: q.)
[1. e5I sss (lee) ri$a f20s) 11{is (?$5) u'e?.il
i,ili" 0tlUr *.33 {X ??} 'j43. (18s) *d{i fi.BB} ,.15/l,
fi. 93) ?60 ue?) n&4 i?{r0) &tlll (r03) 2300
.1.?.*fi{) 2S$ (1?4) (180) {186} :dl];il {r s1) s6* (195) 961 {l !r!) (20?)
li&,.0il0 t.f 3 (3??) ftE$ (x83,3 t.$li i1 BS') *{i4 (19S} *d$ {1ii?J {?0{)}
.{s, {i(]{} t4;i oEs D {:
id 8fi) sss ti91) g'tr.t {i $}5i (i ee)
{c?"5} {le1} 'r.
g(}. s{l{} g5$ (r?s}

I
r rr!?.a
fl - "lt .'1 i; i;\
4/!\. 0-.r. *.i ?1ii { tii4} ,is? {J 89i aa., !lt"ti\
\_ _. *?i\ s8)
(1 l
I
91, 00(} :34S i,'{SS} 9S4 (st$} t2s3 i:rli! $:srl f lEs) 2?$ (i911) "JBE e6)
(1
l
,;r: t ,, l Yfi!
*3" {.}0s *s} {1ry*} |pifrirlw.h,iric[alau ?6$ ii.rl43 s?5 {i90) ;r{t{ (r.94]
*0,0*0 ?$3 (r'70) [?68 (['f{j} E?S dns?} t*r,l !
{r8s}
'J4" 0$t! .trya
:t,J4 i"ls ljj ?;rS f.[?$] I *64 {}"rrj} r:r8s)
I ,i ^ ii/ i 1':.i"iil.i i' i,,:ir..i\il;'1a 4 21./61

l.- l:l. i;.;ii (,. :.-1.'.1':"'i.l-i)r. !l'J * 55
i)C-6 TABLE 4 (Continued) M(
prtJltDt
@p
CRUISE PoryER PEBS9RMAIICE ( Cqntinued)
\
DC-6, DC .6A AND DC.6B 11OO BRAKE HORSEPOWER
Gross Wt"
Lbs. 100, 000 95, 000 90 000 85,000 80, 000 75,000 Approximate
Press. to to to to to to Fuel Flow
AlL FL 95, 001 90,001 85,001 80, 001 ?5, 001 ?0, 001 lbs. /airplane hr"
5, 000 215 (1e3) 220 (1 ee) 22,4(203) 228 (206) 232 (209) 234 (211) 1980
6, 000 276 (1el) a22 (1 e7) 226 (201) 22e $a41 233 (20'.1) 236 (210)
7,000 211 (18e) 223 (1 e5) 227 (1ee) 231 (203) 235 (206) 238 (209)
8,000 218 (18?) frO,l (1 92) 229 (1e?) 233 (201) ?s"t (204) 240 (207)
9, 0oo 219 (1 B5) 226 (1 e0) 23L (1 e6) 235 (200) 239 (203) 242 (206)
10,000 22A (182) 22'.1 (188) 232 (1e3) 237 (1 eB) 241 (201) 2M (204)
11,000 227 (180) 228 (186) 233 (r91) oao (1 06) 243 (200) 246 (203)
12, ooo 221 (1??) 229 (184) 235 (189) 244 (1 e5) 245 (199) 248 (202)
13,000 222 C1?6) 230 (18?) 237 (r.88) 242 (1 e3) 246 (19?) 251 (200)
14, 000 222 (1?3) 231 (180) 238 (186) 244 (1 e1) 248 (195) 253 (198) 2040
245 (i 8e) 250 (1e3) ,255 (196)

15, 000 223 (171) 232 (L78) 239 (184)
1.6, 000 223 (1 6e) 233 (1?6) 24t (tB?) (1 87)
24'.1 252 (1e1) 257 (194)
1',7, 000 234 (174) 242 (r80) 249 (1 85) 255 (1 8e) 259 (193) 2080
18,000 234 (171) 243 (7X'.1) 250 (1 82) 251 (1 86) 261 (1e1)
19,000 235 (169) 244 (1',15) o<o (1 80) 259 (1 85) 264 (190)
nE I (184) 26b (187)

20, 000 235 (166) 245 (t7B) (1 7e) 260
246 {1?1)
oR< (1 77) 262 (182) 268 (188) 216A
21, 00c
24? (169) 257 (1 75) 264 (1 8o) 274 (185)
22,000
248 (16',i) 266 (178) 2',12 (1e3)
23, 000
24, 000 234 (155) 258 (r72) 266 (1?6)
4/27/61 DC-6/7 FLIGH'I MANUAL

CRUISE CONTROL
22-56
ffi
UNffiU
W
DC-6 TAIJLE 4 (Ccrrrinued)
C_RUIS E P owEB PERF oRMA NCEJC gnliqgq4)
DC-6, DC.6A, DC-6IJ lOt]C I]FII]
Gross Wt.
100,000 95, 000 90,000 85,000 80,00t1 ?5, 000 App|{)ximate
Press, to tc to t0 to to Fuel Flow
Alr. Fr. 95,001 90, 001 85,001 8i.),001 ?$,001 70,001 Lbs"/airplane hr
r 5 000 201, (179) 207 (18q 213 (1sr) 2r 7 i] 96) 221 (?00) I 224 (203) 1760
fJ000 202 (117) 208 (rs4) 2L4 (l fie) 21[' (1gli] 2?r (l r)8) l 226 (201 ) 1?60
q9R
7 000 202 (1?5) 2oe {181) ,')1 (
(18?) rr0 (1e2) 22,4" t1.S'.t) '
(2oo) I ?60
8 000 202 (173) Earril*EUtrd
210 11?9) tl A (1 B5) 222 tt90) 29u (195) ?30 (1e8) 1?60
I 000 20s (171) 211 (17?) ! 218 (1 8ri) nn,l
La|, ,?i !:*l\t/
\\ 2r? (1.9?) oao (1 e?) 1?80
10,000 202 (168) 2't"2 (175) 21.9 (181) :?6 (1rJ?) ??9 (1e1 ) oDq (195) 1 ?80
11,000 ?12 (1T$) ?20 (1rl)) t'i6 i18,r) 231 11 8e) 235 (1t)3) lTBO
12, 000 213 (1?1) !1L (1??) 2r8 {r,8r) iao (1 8T) ')ery (1el) 1820
ts,000 213 fl?0) 222- {1?6i 22e (18r.) flf/ (186i 239 (1e0) 1820
14, 000 23.4 (L67) %r"ffi4T] i
:?rl0 {1 8 0) t,) R (185) o.11
{18e) 1820
I
15,000 214 (164) ?t4 (17r:) I ?;1. fi ?8) :38 (1 83) 243 (1 8?) i rliJ0
I r,i,7t1
16,000 arJ / (L ?t]) E
i?r!) (1'?ti) ?:jg (1 fJ1 ) (185) I iJfl0
1?,000 i16ii) ,3,.1 {tf i4) 7.41 (17e) 247 (184) 188 0
L 225 65) i'J5 il?2) 243 (1??) 249 (181) 1 orn
18, o0o (1
19, 000 L!;,t (1 62) , c i1 ? 0)
k*affii
'J._,r ?,44 (1?5) s51 (17e) 1 920
20, 000 2:6 (i 60) .;:rT 24(i ir ?4) 252 (178) 19?0
i169,)
21.,000 I38 {166)
irlQ ?2)(1 (1?6) 2000
22,000 2g$ (i ,"i4) 249 (1?0) 4ao (1_74) 2000
()<!:
23, 000 2*9 iI61) 2,50 {1 68} (1?3) ?000
r)(: (1??) ?000
24, 000 ,40 (1 66) 260
D *i)
r 5 000
o 000 19r ir.6e) i)9
{.t
2Cri (1 il1 )
I
fl11 ile6)
(188) 01 .)
,)1n
(1el )
{:i90)
1
1
560
600
I 000 1ri2 fi riT) tr)? { .t. e0) ?r" 2 {i84)
,)t,: (188) 1 600
I 000 r93 {1ri5) r iI?'l)
2Li 2ili--; i1 ?8) 113 i182J 218 (18?) 1 600
I 000 2tt2 fl lo) ii0!) (1 'i6) ?i5 1180) 2.2$ (1 85) 1riz0
I
1 o, o0o 20? tt o?J t I *i 0 {:i 74) rr6 fi79) 2?1 {:r.84) 1('?0
11 , 000 I ijs) I 2l 1 (.l ?2) r.ri I {l ?8} 'r23 (1811 1 620
.rtl1
12,0*0 rl 631 i::.J.
I (L@ffi i ii'iU I 'Jrl9 {-f iri) 224 {1.80} 16rj0
L3,000 a it.l
{.7 61) ?1ij fifig) il?ii i,r ?5) 2?6 (180) 1660
1.4, C'00 ?14 il6?i 222 t\i4',1 ??$ {1T8} I 66CI
1 5, 000 ;t1 ,1 i1 tr.) J 2r3 {1?!} Qno

{1.
ryz\ 1',700
1 6, 000 ';,1 i:> {1 6?i 2t,1 (l'i0) {1?5 ) 1'700
L l.?,000 2l 5 i1 ti0l
,:?5 (168) (r.'i 3 ) 1 T00
18,00fi ?1 lt (1 5,1) (t 11 ) i"/?(]
19, 00il 4r,, {11'9) 1?t0
20, 0oo 22? (181) lat (1 08) 1720

21 - 000 ?2r, (:159) ?il8 (i.66) L?(:i0
22, $ttl zze {156) O! () (1 64) i?60
23,000 ?29 (154.) 24L (1 6?) L ?60
24, 000 ,"29 (r51) (1 60) 1 ?60
DC - 6 / 7 FLI6l-lT L{A1'{IIA i, 4/21.! 6L

CI?.IJISH CONTROL 22-,\'-i
e8**eq
DC.6TABLTS5&6
W
h,tHr'.aDl
FOUR AND ?HREE ENGINE LON{} RAN6 E rIRII$t P0RFORN,IANCE
1. Cu.tsideair ternperature is assumed at 10' C above Standard"

2. Indicated airspeeds ere based upon Caprtain's norural slatie sourrie.
3. True indicated airspeeds raay be determined by correcting tabr"rlated iridicated alrspeeds for position error and
cornpressibiiity e ffect.
4. Cowl flap gap strown is tire estirnatecl averege cowl flap gap nece$$sry to maintain ?00' flliT wherr OAT is 10. C
above standarrl" A standard cowi flap gnp of+ t,5' is assnnled"
5. Cylinder llead Ten'rperatures should Lre rnaintained at 200o C for ail power $erttng$"
6. Long Range cruise airspeed is 110%of the ntaximum IID speed, whicir is the optimurn eirspeed against a hcadwind
of approximately 50 knors. If headwind i:xceeds S0 l<nots, the power setting for the lrext higlter wergtrt bracket
should be used.
'1. power settirlgs shown for cruise spark ntay also be itsed willl TAKEOFr'AND CTIMB spark in tl-Ie event spark advauce
is inrlperative.
8. MAP's shown are based ou i0" C al-rove st*ndarrl conriil:ions. MAF's',"ill vary approxirnately 0.5 inch ltith each
10" C change in OAT.
9. If the indicate.cl ai.rspeed is more tharr tllree r:r four knots below the tabulated indicated airspeed, when weight
is neat rhe micldle of the weight brecket, airspeed should be iuereased eithel by reduction in altitude or by trse
of tlre power setting for the next hlgher weigltt bracket.
DC*6 TABI.5 5
nC-6, DC-6A, & DC-68 FOUR ENL-IINE LONG RANGE CRUISh: PIi$iCRIv{ANCI1
10?,000 1CIs,500 100,000 95, 000 90, 000 85, 000 80, 000 ?5,000
Pressure Gross to to to to t0 to to tc)
ALtitude Weight-Lbs. 103,500 1 00,000 95, 001 90, 0ol 85,001. 80. 001 ?5, 001 70. 001
:
1',AS(IAS)-Kts 2aL0e2) 1 ss(x8 8) i r.93(184) 18 tt(1?9) i B3(1 ?4) 1?E(169) i.i2(L62) lti?{lil7
BI.IP 108; 10i2 ; iJ()tl 895 tl23 't53 68a) i:'.::L
BtOhIER LO1î Low l
LOW LOW LOW L(]w 1,OW L{-1ir,r
000 RPM 2000 1900 l IO. L, ! tuv 1 550 1450 L40tl i'+ti)
SPARK CRI,TIgE CRUISE I
CRUISE CRIJIST CRUISE C]RUiSE CRUI$E cH.Litsr
'? ((-l il
B" P. BMEF t blt la,tt :t" 60 161 162 I D.I- t rji
F\4EP D}IOP 10 L2 1i] L /.,

l, 1q 1? .1 l;
MAP * lrpprox. 3{i" 0 36. 0 35, 0 Il4, 5 34" 0 :i: L, il
,i t'l
6P 1f5,ihr,1eng. 4ii5 4i10 ar
35tl 320 L? <.) 'i'i i:
Lbs./hr/airplanr 1 fj40 1 820 r.7?0 .t560 i40s i280 11,d0 .L ill;ri
2fjl(188) l 1 I 6(1.84) i91 (1?Sl 18 6{1'/4) 18 r(1 69] i?5(-i.62) f i0il 51)
i]FlP 1r.02 1048 9IJB 909 336 ?0i] 696 r131.
Low
l
Lrt,L-)l.VCR I,O1V LPW I,OW i"ow LClV LOW I,OW

0
l
JtPlvt 2'1" 00 1.95 l 1.900 1?S 0 i 600 1450 1"400 I {0*

SPARK CRUISE CRUIS.E (:N.UIsE CITUffiI] criiilsri C]ILTISE CRiJi$E CNUI$[:
2,000 B. N BMEP 161 r64 158 159 160 161 153 140
$lviFiP DROI-' 1.) 1O L2 !4 1? L4
lvtAP*Approx. c1q1" O J+. D 34" C
,io q ar n
rJ()i
FF lbsy'hr/eng. 4!,5 485 'ir:) i ) 400 360 zgi
i,bs,/hrlairp i980 186i) 1740 1 6C0 1.4,10 1 100 118 0 11 00
TAS(iAS)-Kts ?0?(192) ?c4(188) 1 I 9(1 84) 194(1'19) 1 B9(1 ?4) 184(1 ee) 1?8(1{:i2) 172{1:r'? )
BTIP 11 qi't
i 065 ooo oo0 849 7"t7 '!01 ri,i."i
BI,OWTJR LOW LOW L()V/ LOW i,ow tC)'v/ t,ow l,cl{
RPl'f 2i 00 1950 1-$00 175 0 1 600 1500 1400 1 400
SPAiIS: TO&CL CRUISE CRi]ISE CRUISE CRUISE CRUISE CRUISE CR.UI$E
ibo t" no 1A'
3,000 tr. L-. t) tvrLi- 163 161 J- U,'- 162 L5!)
iO ',q
BMEP DROP 1O lz LA 12 1L ta
iUAP-Approx or n t4 El
34" 0 34, 0 .Jir. i 32. s 3lt,5
I'F lbs/hr,ieng. 505 4'.t0 445 400 365 330 800 !i:ii)
Lbsrhrr 2020 L880 178 0 1 600 11160 1320 12()0 120
4/21/ 67 DC-6/',t lLIa,HT MANUA i,

22-58 CRqISE CONTROL
*is&'#'
6rtrs.m&
W iJtl". {.j i i li Lil ;i {i"irxrrinur:r1}
DC*6 DC-6A & ]iic",6 E F(}{J}1 E},1 li"tfr t, G ft.A:\i#E Ci{ $H tr'tiRf, (][t ,i\
I o?, 0co i e13, S 00 100,

Pressure
0(N0 9s, o(}o 90, 000 $$, t)s(} 8s, sso ?s, oto
Gross to t0 (rJ
Altitude t0 t$ t{.! !:s
Weight 103,500 .100" 0cL trt)
t)&* 00.[ 90, osL 86.,001 80, 001 Tti,0cl
t--*-
TAs (lAs)-Krs
?0, 0oi.
I ?i.0 (19s) 20'i (18t]) I
I ?03 (.184) le? (1?e) rp* (J,?4)
I sHp 1 13? r.0B 1
18S (169) .liiri {;.6?,! 1?S (1S?)
I nlowm r"CIw L()h/
i 1$i4 () rJ,,
E6? ?8$ ?.iii hDJ
I npr'a
I i.fjw tokr LCIW tCIw lt ,:)i/d I"Ui&l
2100 2A*ti
SPARK
i :.srr: 1800 x6.s0 1500 .t.+I} s 1400
?()8d:r., CTTTJTSE ee.m$a qRU[$E
$I{UflSS
4, 000 B. P. BI,fiP ]
165 1(i5 r".r}9 1$9 160
fi&,tx"riE
LSJ
i:t{i.{f$fl s&{,JtsE
BMEP DROP ] ,LA 10
t- l, t3 L&
,!5'l 144
hlAP-Approx" 12 14
*15,5 ,'i'1" 0
I
$fi. s s3" 0 $8,
FF lbs.rhr/s5rg" s10 435 4fift
CI litt,, i] s0.6
I
{1S l}'lti t336 ;I i: 28{l
Lbs/hrlairptafte ?040 .t$4$ i.8CI()
r.1
i 1S60 LIj00 L.?4$ r.:?,;{ i} xn?,CI

TAS (I^4S)-I{"ts 214 (tgii) 21,0 (181.)] **{i i
{1851 *00 (r?s) rs,6 (1?4,) r.t}$ (rs$) j"aiii {i iii:l} 1?? {1$?}
BHP r 154 l 0si I
! J Ut:U s5x 8?6 801
BLOWgR L()w t'{)tlil .1"{:}tr{ I,0w n"CIw LCI}J l.,iiirj
RPM 2.150 2AA{! .{9S0
SPAllld
:,.s0tl lSt,fi 16S0 1.,i1,i i1 i.4ili$
TO&Ct CR.TJI$S fitlrUt$fi cxtul$e
I
5, ooo B. P. BlvniP CNU$& #ft"un$E {g:i A3*, rl".Fi'-il-g;i;

Lri4 -r. t/ i :tflL 1.62 ts2 r&8 j $tr
B\4I!P DROP 1c) lt 1-l
1..2
'to 14
*A
.
:4t;
MAP-Approx, 35, 0 ItS- ,il
i]{.0 'Iii
3it.15 sit" iJ2.5 ii'i.
FF lhslhr/eng. 520 490 4{j0
0 i; tlil,5
4'40 080 s4$ :Ji.t
Lbs/hrlairplane 2080 i.900 l t34u
i
1680
:,t:-l i;
i 1Ss0 198.0 ..1 i.4il
f TAS (IA5)-Kts 21'.1 {19:-1} *1{} (r8s} !0s (185) tss4 (1?$i 1$S (r?4) ler (lss) i.ii{i i!L!,
L'r, r' I r-.,(-
BH[' t"t.12 11.14 1046
ai.}.iii$3 l.i{i I r
9S6 88$
BL0WI r( I"{.1"!S LCIW L0w cvhr
Br.ii r;'7 t
,J100 tr i"CIw 3,()tf ).,(.i1''r'
RPM 2150 g0s0 1".'i.:iv'
18S0 L?fJ0
SPARK TO&CL 'rCIffi. GRlfi$H CRi;?$E (RLrSSri
"1^650 L.lc{l
6, ooo B"P.BMEP 16S fllt{,r[$E ;.il{ i:Iriif. illalt}$.U
762 r60
BMEP DROT' 12 'I rt
L2,
lti{}
1n
16t)
,il
r.69
'!t : .t5:;i 14$
:l l.]
MAP-Approx. $n c
ii3, s 3&.
ii
n')1!
S :]2 S QOr
it.i.. fi lLrl :;
FF lbsTtrr/eng, 500 4iru 4*5 &85 $a,$
Lbslhr,/*.i.r p la ne .{88CI x?00
'Jr.r i i
l$4r) 14$CI :r ;jii{) ,. i i;ll
TA$ (t{S}-Firs 220 (1$.3) 'J1? {:.89) *i,:i. i1r,5,l 2ti? (1,t9) ?e3 {r?4} 19.5 {.i,{ii,} i ilil ri _i [i]:t.- )i8ti { i$-/}
BHP 1190 t.13:t ofiT
s{}t 8P,.S ';l':l
BtOWFffi LSW LO\,{ L{.!14 [,0w I"SW' &,$\# i,i:l.t{ i.tltil
RFlt{ 22AA 2100 t {if {l tBss 1?00 1S00 +5;r
SPARH TC'&C:T T0&{t i,j,*1i.lI;:ili Ctr{U$S C&UISE .*&ijs"cs i:-:Irl.fi.i;il
_1.
?,000 B.p.Bii{fip t6s '182 !,"1i{}.iisin

164 ! {"i i;i 1S3
'lo LStt t.ii;
BMEP tli{$r} 12 '! .,
L?
,l q. ,i &t
lv{AP- A.pprox. s4" s t:ii;i" t, rra, E
FF lbs/trr7'c*g..
$c,0 li:ii q
ti:j, i;
51.0 .435 s-$5 *q1
tbs/hr,,'a itplarie ,J1$fl :tii*{1
2{},i0 1?4fi 1$80 lrr'90 i.::iil (r i Lii{l
TAS (IAS)*Krs 2,Jr1 {11}1,} 2*0 (18 ?1S {X85) 810 {}?f,"! (I?4)
'i I.d(l
2r).4 rs8 {16$} i".iii l.li{! (15!}
BHF 1200 3.0?s 996 91.?
{.1
'i:r.}
898 ?ri; iitn
BLoWm LOW f"(\w t*w c,CIw' Low n,ohv :",;. ii1,i t(jw
RFA.{ ?2il0 ?100 f000 1S00 1,trs0 .t.fi$0 .tr {iilii 15{it
sP"qftH T$&(:L T'S&eL CR{JT$E #&[Jg$F eftffg$m CffiT(68 (Jllinjii.*, j":'f"u;:lii-l
s. fl0c H. P" ilt!.itifl 166 16? 3.5? 1S0 i,{!0
?(}
L.{i .!. i'r r l.:l
sh{Hp Dei)F} 12 IA J,g ?ri
o4n
LIT 19 jr.
t; li
I'{AP*Approx. It"'1, i) 3,{,5 44q
ilg.0 .,n";, i:tt:I, 1l tit, g1
FF lbsytrr/eng, s4.s 51{; 4E$ d,j.rl 400 r, FrS il:i ii
i"bslhr,/ airpl*ne ?180 3,8&fi 194$ 3'/SS *s6s , i i.rdl
,J" Lr {..
L.16S l" t{,ii
ilc - r;1i tl.i.,i(fi{T, :t tlli1"J3i,

iJil{JXl:lfr {]LlN?!tilt,
ffiff
{turiaa
DC-6 TA,BtE 5 (Continued) EW
DC-6 DC. 6A & DC.6B FOUR ENGINE tO GRA G UISE PERF tvl I{C E
103,500 100, 000 95,000 90, 000 8S, 000 90, 000 75, 000
Pre ssure Gross to to to to to to to
Altitude Weight 100, 000 95, C00 90.001 85, 001 90, 001 ?s, 001 ?0,001
I TAS (IAS)-Kts 224 (t89) 219 (185) 213 (1?91 20'l (114',) 201 (r8e) r,ei (r63) 1.8e (r.s7)
BHP 1 168 1 096 1013 932 852 '176 ?0s
BLOWER tow tow t()w L0w &(3w tow L0w
RPM 2150 2100 1950 1800 1?00 1650 1550
SPARK I',O8'CL CRUlSJE CRUTiE CRUISE CRUISE CRI'L5E CKUI$T
9,000 B. P. BMEP 100 160 159 158 154 l4ri 140
1'", 'lo
BLIEP DR.OP t2 12 7?, t2 12
MAP-Approx. 34. 0 33" 0 92. S 3?. 0 cl.0 29.5 28, $
FF lbs/hr1er:g. 525 4?S 4S0 410 3?5 340 30s
LbsThr/airplane 2100 19ti0 l80ri 1640 I500 1360 1.2?{)
TAS (IAs)-Kts 227 (Lge) 2r2 (18 5) ?16 (179) 210 (1?4) 204 (169) 1s8 (163) i9? {t$?}
B[IP 1 184 1111 1 02? 94li 864 ?8? ?13
BLOWER LOW tow L0w LTJW r(}w LOW LOW
RPM 2?00 210 0 1950 18ti0 t ?50 1690 1600
SPARK i
roacl 1',0&cr CRU[$E CRIITSE CNUISE CRT'I$E CRU{$E
10,000 B. P. BMSP i i65 162 -t t)-l r5? ts2 l4? r.38
IiMEP DROP iro 1c 12 trs 1.2 1' 1?
| ^. 29.5 o(1i
NIAF-Approx, isa.o 32.5 32,6 91.5 30" 5
,lr(
FF lbs/hrleng. 540 500 455 4'1,0 380 $45
Lbs/hrlairplane 2160 2000 1820 168 0 1520 1380 1260
TAS (IAS)-Kts 231 (18E 226 (185) 220 tl"ts) 214 (174) 208 (16e) 201 (163) 1s5 (15?)
BTIP 1200 1r30 \044 961 879 800 t40
BLOWET'|. LOW LC)w LOW L0w tohr LOW l,r3w
RPlv{ 220C ?150 2000 1900 1800 1?00 1650
SPARK TO&Cr, TOSCt C:RTI{SE CR{ITSE CRI.ITSE CRUTSE CR,UI,$E
11, 0 00 B; P. BMEP 166 16r. 160 155 150 145 136
L2 fz l'e L2 12 "t2 12
BMEP DRCP
lviaP*Approx" 32.5 32,0 sL0 30.0 29.0
q1n 465 625 390 350
FF lbslhr/eng- 545
Lbs,/hrr1a irplane 218 0 204t) 186i:) 1?00 1.560 1400 1280
TAS (LAs)-Kts 229 (185) 22i! i1?9) t7\ l7't4) 211 (169) 204 (163) r$B (15il
I 148 1061 g'16 89$ 813 ?3?
T]bIP
ELOwffi{ Low L{}w LOW LCIW L()w i,CIw
fipM 2240 ?100 1"950 1850 1800 1?00
SPARK TO8Cr., CRtrJI,SE CRUL$E CRTIXSE CRI.ILSg cfrlL{sr
12,00tr H. T', BMEP 160 t{55 i54 148 140 I35
!t) 'lo 10
Ijt,trp DROF LA
60
hlAP* APProx. 32.5 30.5 i*.{) <
!:or- 4S0 435 400 365 33$

FF iirslhr','enc.
Lbs,/hr/air piane 2100 1Se0 r?40 L600 14.60 r.32*
TAS (tAS)-Kts 233 (185) 22? (180) 221 (11 5, ?14 (1?q 208 (164 201 (r"$8)
1{}?8 ooo 90? 826 '74,9
8HP Ji. Loo
BJ-C]WER L01{ l,0w Low LOW LCIW L0w
2?00 2"100 t000 1900 1850 3"?Sq
$PARK T'08tCt CRT,II$E CRUI$E CRUTSE CRUTSE e[rug$E

g (n 138 133
I" 162 1.,5? L47
13,000 B- BL,IEF {ft
Btu&P DROp t1"
1 --)
on E
72 72 1"?,
M,4.F ,4PProx.
i
I
32, $ il1",5 99.0 28. 0
<a^ 485 445 405 3?S Qq4
FF lbs/irrleng,
1940 1?80 1620 1480 I34r',i
Lbslhr,/airplane ,
\_
4/2r/ 6t DC- 6 l't

FrJ6"H tr A,{.{},IUAL
22-60 cRLTISE CqNI"Ot
Md
UT"ID
gE DC - 6 TAlli,[ 5 (C-ontinued]
DC. 6 -6 & DC.68 FOUR E o tJ N E CRUtrSE PSR.F 0Riv{Al.trC E
100, 000 95, 000 90, 000 85, 000 80, 000 ?5. 000
Pressure Gross to to to to to to
Altitude Weight 95, 001 90.001 85, 001 80, ool ?5, oo1 ?0, ool
TAs (IAS)-Krs 23? (1Bs) 231 (180) 224 (7'.151 218 (1?0) ?11 (164) 204 (1S8)
BHP 1186 1096 1008 922 840 ?61
BLOWm. tow LOW row tow row L()\{
RPM 2250 2150 2100 2000 1 900 1Bt0
SPARK CRUISE CRUISE CRUISE CRUISE CRTII$E CR[.II$E
14, 000 B.P. BMEP 1fi1 156 148 742 13? 732
BMEP DROP l,-l 1"2 72 L2 'lo lr)
MAP Approx. 31.5 oo( 28.5 or, ( iah.a
FF lbs/hrleng. r:,4 ir 495 460 420 380 345
Lby'hr/airplane :l1lir) 1980 1840 1680 1520 1380
TA{IAs) -Kts. 240 (185) 235 ( 181) 228 (l'.l6t 2r1 (1?1) 215 (165) 208 (r59)
BHP r"200 rJ?Q
1114 025
1 !13? 854
BTOWER LOW rDw LOW LOW LOW L0w
RPM 2300 2200 2150 2C00 1950 Idi]U
SPARK C RT]IS E CRUISE CRUISE CR.UISE CRUtrEE cRl_ri$[
15, 000 B.P. Bil4EP I (i0 155 1,47 145 136 J.30
BMEP DROP L2 72 12 72 l2 t2
MAP-Approx. :l;1. 0 31. 0 99.5 28.5 27. A 26. I
FF lbs&r/eug. ;> ir ir 510 4'.10 425 390 tq r-
Lby'hr/airplane :1220 2040 188 0 1? 00 1560 nl.ln
TAS (IAS)-Kts 238 (181) 232 (l'.t 6) 225 (r71t 218 (165) ?11 (159)
BI{P 1131 041 () <o B6? iilu
\_ BLOWER LOW
1
L()w LOW Low ,-(jw

RPM :3{)t) 22AA 21 00 2000 1r00
SPARK CRL]ISE CRUISE CRUTsE CRUISE C&UISE
16, ooo ts.P. BMEP 151 146 13? 135 I ')u
BilIEP DROP a-- 72 1D 12 L2
MAP - Approx, 31. 0 %.6 28.0 27. CI ?6" {)
FF Lbs/hr/eng" 480 440 400 3ri0
Lb/hq/airplane 1 q9n r?60 1600 1440
:11 00
(IAS)-Kts 243 (181) 236 (17ti) 22e (171) 22',2 (165l, 2r5 (15$)
"As
BHP 7152 L 060 v /u 883 BC0
BLOWER r{IGH HIGH LOW t()w t$w
RPM '120 0 2.100 2150 21C0 iri50
SPARK TO&CL CRUISE CRUTSE CRUI.SE (:Rl.]T$n
17, 000 B.P. BI{EP i60 155 140 131 72i)
B},{EP DROP t.r 72 !a) 12
MAP - Approx. eo <
JO. U zti, 5 t5.5
FF lbs/hrleng. i;zl0 495 450 .115 ,1 I ir
Lbs/hq/airplane :1ii) 198 0 1S 00 1660 1"480
TA.5 (14$)-Krs 247 (180) 240 (175) 233 (1?0) 226 (164) slr (15e)
BHP 11?3 1C?9 98? 8ri9 814
BI,CWHR, HIGFI Ttr6H IiIGI{ L{]lrr L{)i{
RPM 'l:;) U 2150 2Lorj tr,ailti
SPARK f,O&CI, CRLTSE CRUT.SE CRUtr$E CK.Utr,SE
18, ooo B. P. BMHP 160 154 14,,) 132
Btv{EP DROF l') 72 12 12 72
MAP - Approx. ._r i. ,l 26.5 25. fi
(-" FF lbs/lir/eng. itittj 5r.0 465 470 38i)
Lbq&.r/*irplane 204A iti60 1680
I
DC.6/7 FLIGHT MANUA}- 4/*1161,

CRIIISE qoNTR0l, :2 -61
l)
E
urrtaa
DC-6 TABLE 5 (Continued) s9
DC.6, DC-6A & DC.68 FOUR EN GINE tONG RANGE CRUISE I'ERFORIvIAIiC:E
100, 000 95,000 tc, 000 85, 000 80, 000 ?5, 000
Pressure Gross to to to to t0
Altitude Weight 95, 001 90. 001 85, 001 80, 001 ?5, 001 ?0" 001
TAs (IAS)-Kts 251 (180) 2M {113t 23? (L7o) 230 (164) 222 (t5S\
BHP 1192 1097 1 000 9L3 828
BLO\^TER HIGH HIGH HIGH L0w L(}lil
RPM 2300 2200 21 00 22AA 21i10
SPARK TO&CL CRUISE CRI]I$E CRUISE CRIJISE
19, 000 B.P. BMEP 159 153 .147 1?9 t24
BMEP DROP t2 12 72 IA tt,
35" 32.5 tn ( 26.5 2"5. 0
MAP-Approx. 0
DCtr
FF lbs/hrleng. 5?0 520 470 430
Lby'hr/airplane 2280 2080 1880 712A 1.580
TAs (IAs)- Kts 248 (r.75) 241$74) 234 (i.64) 226 (Lse)
BHP 11 15 1020 929 *42
BLOWER TfiGH H:GH HIGH H{6SI
RPM 2250 2200 2100 2000
SPARK TOdeCL CRT.ITSE CR.UISE CRUiIiE
i.!o L3?
20, 000 B.P.BMEP _titJ.
BMEP DROP t2 t2 1,2

MAP Approx. AQ T'I
30.5 29.0
FF lbs/hr/eng. 535 490 +40 400
Lby'hy'airplane 21,40 1960 1?60 1600
TAS (IAS)-Kts 252 (7'.16' 245 (17t) 23? (165) 230 (r,60)
BHP 1134 103? 945 856 \_
BLOWER HIGH i{IGH HIGH IflGH
RPM 2300 2200 2150 2100
SPARK T'O&Ct CR,UISE CRTNSE CRUTSE
21, 000 B.P. BMEP 152 145 136 L27
BMEP DROP L2 12 72 12
MAP - Approx. 33.5 30" 5 29. 0 27.0
FF lbs/hrleng. 550 495 4"16 415
Lby'hr/airplane 2200 1980 1.8?0 1660
\_
5/20151 Dc-6/7 FTIGT{T MANUAT

22-62 CRTIISE CONTROL
w
I.C.6'1'ABI,E 6
DC.6, DC.64 AND DC.68 TTIREI ENGINE LCING RANGI; Cii.UIIiE
I 105, 000 100, 000 95,000 p0,000 8$n 000 &s,000 ?6,000
Prcguro Gmn to to to to 80 to to
Aldmdc Welght 100, 000 95, 000 80,00tr 85, 001 80, CIol ?5.00[ 70,00r
I
I TAS (lA6) - Ku. 1S8 (1881 194 (r8 t88 (u0 t8e{s?4} r?B (r$E r?2 (r62) 16? (16?)
IHP 1600 r,J96 u9s l0$8 t0s4 " 0l{ 838
EtowBn [()w tow tor,, LSW L$W low r(}w
RPM 2XS0 2000 n800 8100 1860 t 700 1550
8PAru( TO&Ct TO&CL cetJ!$B SRTII$8 cmfisB CRT,TISE CRUIsE
1.000 B.F. SMEP 184 180 160 1S0 I6g tr6r r68
SMEP DNOP A.& .4.[. [0 !q 12 xp 1P
MAP - Appox" 4rr" 5 sg.0 a?.0 116.0 {16.6 {16" 0 g{.6
FF. lbAr/org. 870 ?60 540 4S$ rl,{0 896 3S$
LDrIu/rirplens 2610 ,280 1630 1485 IC20 I 186 1066
TA8 (lAf) - Ktr. 20fi (188) r9? (r&4) reI (r,?9) 186 (!.?4) l$r (r,6ig r?$ (16?} 170 {1$?}
BHP 14lS 1315 r212 1il,S 1020 9?8 84I
BI,OWER L0w LOW Ir0t{ tow t{}\d IJ}W L()w
2,000 RPM 2100 2000 82$0 tl00 I900 t?00 1S50
SPANK TO&CL TCIOdI, TCI&{:t C:Rl.n6f; ca.u!$s CRM$E cF,{,}x$E
B.P. BMEP 186 186 I ht) 162 164 r6? x66
BMB Df,.OP A"R. A.TL 19 t2 {a t& 12
lrtAP - Apptox. 40.5 39" 5 36. 5 35" 5 35.0 35.0 84.6
FF - lbr/hr/eng. 880 116 500 450 {00 360
Ilr/fu/airplane 261A 232{, r.665 1500 1g60 1200 I.SBO
f. rAs flAs) - NtB. 205 (r88) 2oo (is4tr 1e4 (r,? s) lBe (X?3) 184 (168! 1?8 (16?) rTz (1$?]
BIIP 1435 133s i 1231 1i33 1036 043 8${i
ErplvH, LOl{ LOW tow LCIW LSW LOW LOW
NPM 21$0 2000 85t$0 ?100 1900 1?S0 1600
SPANK TO&CL TO&CI" T()&ct CRT'TSE CRTJI$E CRUISE CRUISE
8.000 B.P. BbdEP 189 r.89 16? 165 r66 36$ 163
BMEP DA.S A.R" A.R. l.) l.B xe LS L&
LiAP - Approx. 40.5 39" 5 3S"S $s,0 s4" 5 &4" (}
SF - l}c/br/eng. g/J0 ?90 560 lr0$ .l$6 410 s?0
lbg&r/alrplane 2?00 23,Tfi r- ub rl i,$]"5 ls6s 1230 lr,l0
DC- FIJGHT MA,NUAL 4/21/61

(:BUI^$E C0l{Ti()r. 22*63
fr
UgtD
DC-6'f ABLE 6 (Gcfltii1l:cri) P
-6 DC.6A AND DC.68 THREE E G SE PEN,F $RIdA NC E
105, 000 100,000 95, 000 s0, 000 85, 000 80,000 ?5,000
Pressure Gross to to to to to IO
Altltude Weight 100,000 95,000 90, onl 85,001 80, 001 ?s, ooi 'tfi,0fi1
I TAs (IAs) - Kts. 208 (188) 2m G84) 1e6 (178) 1s2(L14) 186(169) I
lEl {16P.,} 1',r5 {}S'i}
BHP 1460 1S50 7240 1 150 t062 9''.t 868
BLOWER tour tow LOW tow tow LOW Lrfw
RPM 2200 2000 2300 2"t00 1950 1?50 1600
I
SPARK TO&CL TOSCL TO&CI, CRI'ISE CR,UI5E I CRTI,ISH c6'.t I$81
I
4.000 B.P. BMEP 188 1St 16$ 1i3? 165 r(j.1 r66
I
BMEP DROP A. Xr A.R. I2 t2 1.2 I 12
lOtP - Approx. 40.5 39.5 36.5 35.5 34.5 'l4t fi 84. U
FF - Lbs,/hr/eng. 935 805
5? t)
515 465 415 3?0
Lbs/hr,/airplane 2885 2416 1541'r x39S lll4t) ,!r,1
7'.11.0 I
I TAS (IAS) ; (s. 211(188) 206 (184) 200 (1?9) ls5 (1?4) 189 (r6e) r|13 {}s3) r'i'? {15?)
BHP 148tr 1375 126S 116? 1068 $',t2 EIl J.
BLOWER LOW tow L0w Low L01{ LOVJ [,(",!f
RPM 2200 2050 ?300 2r 50 1950 f u:r(_ .1" {i.i 0
SPARK T@Ct TOSCL TO&CL CRUISE CRIIISE. TtrulsI C;RT"'i:58
5.000 B.P. BMEP r91 igo 156 I65 167 165 163
BMEP DROP A.R A.R. A.R. L2 12 L2 l?
MAP - Approx. 40.5 39.5 35.5 35.5 34.5 '34.C 33.5
FF - Lbs/hr/eng. 960 830 ?BO 525 41A 4'it 3ti0
Lbs,/hr /airplane 2880 2340 15?5 141 0 1:>n:, ! l.lii
2490
! TAs (IAS) - Kts . 214 (188) 2oe (184) 204 (r?9) 1e8 (1r4) re2 (16s) 18ri iids) 180 (1.li?)
(r a'7
BHP 1500 1400 1288 1l 8e 1084 riliS
BLOWER LOW LOW [()w LOW LOW l,ilW !"ow
RPM 2200 2050 2300 2S00 2000 i$5 0 1650
SPARK TO&Ct TO&CL TO&CL CRT'ISE CRUISE {:H{IISE CRUISE
6,000 8.P. BMEP 194 193 158 164 165 I 4.1 LSii
BMEP DROP A,R. A.n. A.R. L2 1g i2 10
MAP - Approx. 41.0 39.5 35.5 35.0 34.5 i.j :
FF - Lbsfiu/eng, 980 855 800 480 t38li
Lbs/hr/ai.rplane 2944 2565 2400 1605 74,{0 :;105
TAs (IAs) - Kts. 212 (784) 20? (r?9) 20r, {1't4) le5 (16e) l$i] { r eisi 1s3 (15?)
BHP 1420 130? t 200 1100 9trl
BLOIT,ER LOW LOW LOW LOW t"0w t"{.iw
RPM 2100 2300 2200 21 $0 1i]50 l? 0(r
SPABK TOdCr TO8TI, CRUISE CRTJISE f."RrilqliE CRUISE
?" 000 S.P. BMEP 191 161 166 160 165 .( tr.J
BlvtEP DROP A.R. A.IL 12 12 Jai l.t
MAP'- Approx. 39.5 35" 0 33.5
ir - rDs/ru/eng. 880 815 545 49,5 r;1i5
Lbs./hrlasPtane 2640 24J5 I 635 I 485 lil2ii iil85
I TAS {IAs) - Kts. 216(184)' 210 (us) 204 (I?4) rrrS (16.;) .r.ri2 {16$} iutr (157)
BH[' 1445 1328 I OOt 1 118 , a,?
''l f)12
BI"OWER Iow LOW LOld LOW L{'rW [0-]/
Rtlr ,150 2300 2250 ,.l,7tro :lrii)i 1T50
SP,TRK TOSCL TO&CL 1'o&cL cRL'ISE L:I{i.}i-c; CR.I-iISE
8. 000 B.P. BMEP 1$0 lri3 16cj t$2 it:,.) I iil.
BMEP NROP A. R. A.IL 12
MAP - Apprcx, 39.0 36.0 35. () !+ ( ti3. *
FF - lhslhr/enB. 910 830 5tltt 500 4t]lr
Lbs/hr 1/airplane 2?30 219,1) .t.63 0 1500 I3tril 1. ?15
4/21/61 rc-A/l FUGIIT IILANUAL

22-64 CRT'ISE CONTROT
t
ii!ffiiffi
{3Ar$}*rt
W DC-tj TAELE fi (ColtinuedJ
DC-6, DC-OA & DC-68 THki:i: ]:l{$}I'{rj -{:rhid &ANilE CP"UtrsE FEEFOIiMA}lCI
\_ 9[, 000 9(,, 000 E5, 000 80, 0oo ?5, 000
Pressure (}ross 'r0 la t(} Ia to
Altitude Weight 90, 0{}1. 85, 001 80, 001 ?5, S01 ?0, 001.
I IAS (1A$) * Hts. 2X3 (L?9) 207 (L?4) 201 (169) 1?5 {163) 189 (15?)
BHP 1350 :1240 113S 1035 ).1 I
BLOWER LOld LOW LCIW t"tlw L0w

R,X M 2300 ?1i00 2100 -tltlC 1800
spA.hlK TCI&CL TO&CL CRUISE CR$ISE cR.uisE
9, 000 fi,;'" BMEI5 thD 165 i {rt} 159
8r\{EF DttfiF A" R" 1q 12 1:l 12
qt
tu1AP " Appro;t, 36. 0 35. 0 ^ itJ. l, 32. 0
FF - Lbs/hr"/rnE. 850 5?0 51.0 "+;1 i) 415
[,bs,/hr,/;ririrl aue ?550 1?11! r.530 I llFl i; I"246
I HAi! {tA$} - 9.;s" 216 (1?e). 210 (114' 2S4 (16e) 1e8 (163) 1rl2 (15?)
BI{P 1369 L?60 1J.52 1i)43 951
SLO'"f fiil row tow r01{ r,0w tCIw
ft"De4 ?350 ?300 2150 1950 1850
1$PAK.K TO&,CL TO&Ct CRUT$E L"R{JISE CR{.JI$E
'l cfl
10, 000 $-1'" BhtEXi 165 155 164 LTJI* iul
lll-uhp clili,lll] 4.R," A. P- L2 I.; Ii
llii\fl * Approx, 36.0 33.5 33,5 3?. rr 31. 5
i:r"' - Lbs/hrlerrg" 880 775 524 /rti5 420
Lhsy'i.u;'*irirlaue 264$ 2325 1560 1.260
T"4$ (I.&s) - &ts. 22$ {119,. 21.4 tL74' 2S8 (16S) 201 (r.63) 195 (15?)
EElP ]gCJ2 1281 1172 106? 96?
row
L 1"L, 000
EI.OWHB
Rl-iNi
tiFAflK
B.P. SMEF'
L0w
2350
TO&CL
168
row
2300
T@C[
1.58
row
?[s0
CH,TNSE
166
LCIN{
2000
CR{JISE
163
1900
CP.UI$E
156
BMflT' D}I$F AN R' A.R. L2 LL L2
qaE
L.{.AP - Apir*ra. 3{i. 0 34.0 s3.5 31.0
FF * lbsy'h1,r.:1i;1" 900 ?90 525 4?S 430
Lbs;'hr;'aitpirnc': 2?00 :,3?0 L5?5 1428 1?9 0
TA$ (IA6) - Kts 2r? (i?4) Pu (16e) ?04 {163} r.98 (r s?)
BHP 1809 1190 1084 982
BLOWSR row row LCt4/ L{)w
RPh4 2300 ?2S0 2r.00 1!}60
SPAH,K TO&CL CRTJ.{SE eflfi.]tr$B CRLlI$ts
'r K"l
12, 000 B" F" Sh/IEP 160 166 158
8lv{SP nR$$' A"TI. IJ 1? 1,;
lvtAfi - ,{ppr*:t, s4.0 oq !i
s2" 0 31..0
FF lbs,/iuleng- 810 54S 1lan 44il
Li'rs1hr1'airplan* 2430 L6t0 14?fi .{.i}"}l}
"20r.
TA$ {}*^S} ' F;t"r, s21 (175) ?14 (1?0) .;CI8
t164) (158)
$t{P 132& 121 0 1.1"00 998
BrCI\{sr{ t0w tow L01*/ rCIw
RSM 2300 226A 21$0 3000
SFATIJ{ TCI&CL TCI8'CL CR[.!I$E CRTNSE
13,000 s,P" Fl}{riF 1"6S 1e4 160 ffia
$iv{frP SR(,1F ,A.R. 12 1.2 1r)
,t:-qF - Apn;*1. 34.5 33,5 s3.0 30" 5
i:f .ibslhrlen;1. 83S 550 ,$95 46A
[,i:*,rlx f air irl xn*: 2480 1650 14,86 1350
d;i,, -ii-r') i i.I{;l{-i' M"ei},1r":.i. i"

4/2.r/ 61.
??-65
'. ..:. ;- f i . ;1 .. 1'';
ffi
l,tNtt[&
PC*S TA$1""8 6 (Continued) W
flr: - 6, D[:-dA & DC- 68 THREE ENGI],lE I"CIN(} BA NGE Cl{U{$fi PERr0fi.I}'IA NgE
95, 0C0 $*- 000 $5; {i00 80, 000 75,000

Pressule 6rr:st LlJ to TC} to to
,dl,itude W.:igitt 90" 001 BS, 0$1 sfl,001 ?5, 001 70, 001
t TA$ $A$) * Kts" az4* (L76) 218 (170) 21L (164) 204 (158)
BHA} 1S44 L2?;9 111.9 101.4
B},OWEP, HIGH Low iclw LOW
i{PtvI 2300 2300 22AA 2100
SpAttK TCI&CI TO&CL Cfi.UI$E CRUtrSE
i'{, o{]o B. P. B.l'{Ir: 166 -L Orj 156 t49
EIvTIF DRCIP A.R. 1.) IL t2
De q
MAP - Apprtlx s?.5 32.0 30.0
irF lbs/hrleng. 8?0 565 510 460
Ltrs/hr/airplane 2610 1695 .!.530 1380
T &S (IAS) - Ke 228 (1? 6) 220 (1?0) ?15 (1.65) 208 (15e)
BHP 136? L240 1031
slilwiln HTGTT r0w LOlri LC,W
RPh.l 2300 2300 2264 2150
SPARK TO8ffL TO&CL CRUISE
1i(
15, 0(}0 8. p-Et {ilP r"58 158
EIdEF ilfi()P A.&, a
ld.{l} * 31.5
DO(
3^Fprr}x" 3?" S
Sil - Li:1,/hrleng. 890 585 tr'Zb
i.bs ytrry'airplane: 267A 1?55 aL)id 1410
'IA$ (iA$) - Kts. 232 {l'.l6) ?26 (1?1) 21s tl.fo)

$rIp 1388 L289 r.r.56
ELCIWEB HIG}i }IIGTI HTG[T L0w
i8.Fh4 2300 2250 2150 . 22S0
$PARK TOSdL TO&CL TO&CL TO&CL
Ls, 00s s"F" sMEp 170 159 L64 14:l
StvlEI) IIROP A.R" &,R. 72
O!'I (
ld;{F - trPProx" 38" 0 35.0
cotr
FF - ibs/hr/eng. 910 ??5 4fl5
Lh*;hrlakplan* 2?30 2325 1605 145:ri
I
I
1A$ {IAs} - Kts' 1l?j5 tL77) 222 (L66) 215 (15e)
I
Bltp L293 11?? l"t]6?
f;L0rl*fiR HI6H FtrGH LOW
iiii.,{ 2250 2200
$PA}tK TOSCt TO&CL
l.?, s0ti Ii.T, EMEP 163 1r).l
.4. R" 10
nMLp nfi.OF
OE
,\I..q^P - Approx.
tr
i'Irlbs/iu/en6" 800 550

f.irt,/h r,/airplane 2400 1650
I 'i:A$ {i/riii - Kis. 233 (1?0) 226 (164) ?1li {1i:ii)

i:iiri 1316 i.198 108S
fiL{}Wnff. ru6t{ effcr{ HTG}T
Iirh{ 2300 230S ?1S0
$PARK TCI8CL TOffiL CRffXSE
i"$. 0*0 E.P. S,l,{EP 162 tou 155
16)
Blvll:P i"}nOP A.A. 12
hlAP Approx" 35.5 32.5
FF lb*rli'/e*g' 840 5?5 s10
1to( 1530
l;i:s,i hr lairplane ?,620
4/?,1/81 PC.€i/': FT"[G}i1' MANUA T"
??*66 CR{,II, E C(INTft.OI,

DC.6 TABI-E 7
I'WO ENGINE L,CNC RANCE CRI]ISE PERFORN4ANCI:
Tivo Engine L.ong Range Cruise Tahles are prol'ided for:
(a) DC-64 (for CB-1? engines, using 108/135 or 115/i45 grade fuel).
I
{b) D(-6, DC-64 and DC-68 (for CB-1.0 eilgirLes, using 100,/11t0 grade fueri).
rlutsidle Air Tenrperature is a-ssumed at I0o C above stairdard.
iriilicatr:ci airspeeds arc based upo6 Captairl's itorrrial static soulce.
Equivalent airspeeds may be determlned by correcting tabulated indicated airspeed for Position error and
cornpressibility effect.
Ccr+l fiap gap ls assunied at + 4".
power settitrg-" laye l:ec,.lL cjti..seir to prrivi<1e 3i1-rpeerJs a[ or aboi,e 1O\ola of tnaxiiriurrt L/D spee.d at all wt'"igltts.
'ihese setii.nqs shoulci proviiJe rtaxiuunt range ii'l sti ll air.
lf litrec or filur }<nots bclow the tabuiated indicatcd airrpeed when weip,ht is
1he indicate,.rl airspeerl is molr'. ti-ran
lue&r the LnicldLe of tlie lvei.ght hracliet, airspeecl shou.lrl be itrcteased bv either reduction iJl ajtitude' or by usc:
of tiie po,,.,,er settings for the next highel weiglit bracket.
A11 poiîer settiltgs are in LOW IJLOiî [R.
10; For a1i por.rer setrings ro the lelt of the tLeav;; blac:tr iine, spark strould be TAKEOi:I' &. CI,IMB' and mixturc
sl.roulrl be ALJT{J-lucH, or mailuafly - leanei.i ro rh.i rahirlarcct luel llow. Such lcani.ng llust be done slov'r1y
a:,J caluiul l,'.
11" F,:r: a1i pol,,ef settjnrls lcr tiie risltr t]f thc iieavy l-:lack JiLte, spall'r siroul<i be TAKEOITF li CLIilIB, ancl rtixture
slroulci he i! Ili\,lEP rJrop frorrl Be;t Power.
l,r' I'l6li I]AI.JC E iS CRil'IC- AL

fuel flow on the operative
(a) The cabin supercharger should be declutchecl in order to reduce power output and
engine:,
be obtained by flying ar
(b) Maximum miles per pound of fuel anrl rninirnum engine power requireirlents can
the lowest Po.rsible altittlde.
I
DC-6 TABLE ? (Continued)
DC-6, DC-6A, & DC-68 TWO ENgryE lqltq ,:I-J :.tr,... ,li;;Iir:i-lI lrii i,t li(lii
100/130
GfiO$$ II{EIGHT - LBS"
83000 80000 7?000 ?4000 ? i000

TC) TO TO TO
80000 ??000 ?4000 Tr.000 68000
TAS (rAS) KTS 1?5 (18?) l?X (164) 168 (1S0) 165 (15?) 162 (154) 16e (154 154 {146}
18 1631 1646 1382 1302 1 DOe
EHP x.? 14SBg
.i,li,.' RPM 9550 2400 2300 8160 8050 1950 gs00
ph@P :
191 1m 190 r0g 191 1qe tr5t]
MAP - Approx. 46 44"8 49.5 41" 5 41 40 36.5
F" F. -Lbs/hr/En6lne 1245 11a0 102CI 9e0 830 ?60 565
tbclbr/Airplane s490 2,.40 2040 1840 1680 1590 1r30
TAS (IAS) KTS \71 (16?) 1?r$ (184) 1?1 (160) 188 (15?) 166 (164) x81 (xEX) 156 (146)
rHP L 7e 16S6 15?0 1485 t40s r.sg2 1940
RPM 25S0 9450 2350 2800 2100 8000 oinn
BMEP 194 191 1.89 r.91 1.89 18? 1.53
"
MAP " Approx 4?.5 45 48" 5 41" 6 41 89.5 s6,5
F. F. -Lbs/hr/Engine u80 1160 1053 9*5 860 776 riT0
t bslhr/Alrplane 2560 28gg 2106 1890 r?20 tr550 i.140
rAs (rAs) KTs 180 (16?) 1T? (164) 1?4 (160) 1?0 (157) 16? (154) i"64 (151) 15e $146)
BTIP 1??0 1{i81 15!)4 1508 L425 1349 1S(i1
RPM 2600 2500 9400 .2,2b0 2150 2050 19lil3
3000' ' BMEP 198 190 188 190 188 185 1"83
t{AP - Approx. 4'l ,6 45.5 43 41.5 40.5 30.5 3&. $
F" F. -Lbs/hr/Engtne 1310 11S? 1085 9?5 885 ?98 ! rU
tbs/hr/Airplane 262A 2394 zfla 1950 1?70 1595 1420
TAS (IAS) KTS 188 (16?) 1?9 [16zr) L?6 (160) 1?3 (15q 1?0 (154) 166 (151) 16r. (146)
BHP t?9? 1?06 16r.8 1581 1446 1362 1280
RPM c600 2550 ?450 2300 2900 groo 1950
4000' BMEP 196 189 187 188 1.86 184 186
MAP - Approx 4',1 .5 45.5 '43 41 40.5 39 38.5
F" F. -Lbs/hrlEngine 1S40 18S5 11.25 1 010 910 820 ?36
Lb,e/hr/Airplane 2080 2470 8250 8020 1880 1640 14?0
TAS (IAS) KTS 183 (164) 182 (163) 1?9 (1$9) 1?6 (156) 1?2 (15S) 169 (150) 164 (145)
BHP 1800 1?33 r.643 1554 1469 1388 1299
RPt!( 9600 8550 2450 23S0 2200 2100 2000
. i' ,,r
BMEP 196 198 r90 r.86 189 186 184
MAP - Approx" 4?. S 4S 4$.5 41 40.5 39 38
F. F. -Lbs/hr/Engine 1840 1260 1r.45 1040 oao 840 760
tbsy'hr/Airplane 2680 2$20 9290 9080 1865 1680 1530
TAS (rAS) KTS 186 (163) 182 (15S) 1?8 (156) 1?5 (153) 1?? (1.50) r.66 (1.15) .-
BHP 1'tr{ig 1668 15?8 1491 1404 1319
RPM 2600 8500 2350 2250 2rCIo 2050
i.i i i:', BMEP 191 1E9 190 188 i89 182
MAP - .dpprox- 45.5 44 4r. s 40" 5 39 3?" 5
f. F. -Ltls/hr/Engine 1300 1180 106S 965 860 ?80
Lbsy'hr/6PP6"u 9600 2360 21S0 1930 fi2A 1560
alt t/ t;t
2t -d8 CRTJT$E CO}XTROT"
ffi
afrrm&
8EW
DC-6, DC.6A. & DC-68 TWO ENGINE LCIt"IG RANGE CRUIS8 PERFORIvTANCE
cB-16 POWER GOR USE WlT&{ 100 /1SO GRADE FUET)
6RO$S WEIGHT. tBS.

89000 86000 83000 80000 ?7000 ?4000 71000
PRESST'BE TO TO TO TO TO TO TO
ATTITUPE 86000 83000 80000 ??000 74000 ? 1000 68000
TAS (rAS) KTS 188 (1SS) 184 {159) 1S1 (156) 178 (153) 1?4 (150) 169 (145)
BHP l?8? 1694 i602 1614 L426 1340
RPM 2600 2500 2400 2800 2150 2100
?000' BMEP 195 192 189 Lg6 ' 188 181
MAP - Approx" $l M.6 42 40.5 39 3?.5
F. F" - tbs/hrlEngine 1330 r.205 1095 990 880 805
Lbs/hr/Alrplane 2660 2410 21 90 1S80 1?60 1610
t TAS (IAS) KTS 190 (163) 1S? (159) 1fl4 (156) 180 fl53) 1?? (l 50) 1?1 (145)
BHP I 800 L'.l21. 16S8 1580 1449 1361
RPM ?600 9650 B40S 2950 22oO 2150
8000' BMEP 1GA 191 199 1.85 186 179
MAF. Approx. 47 44.5 49.5 40.5 39 3?.5
ET tbs/hr/Engine 1340 1250 11?0 1090 915 830
Lbs/hrlAirplane 268t) 2500 224A 9060 1830 1660
(_
W.6/l FUGHT MANT.IAL 4/2tf61 1
cmrl$E cor.rTRol 23-69

&68
*C-6 TABLE ? (Conti[ued)

wurfi'&
pEnro.nMAl\lcE
DC*6A TWQ ENGJNE lQNG-M.lrlGE QBllIsr
CB:1? POWER (FOR LJSE wnTH 10s1135 OR 115/145 GRAri€ FtJEt ONLY)
GRO59 WENGFIT - I,BS.
95000 920$0 89S00 860S0 ti3000 80000 7?000

${1.8$$URE TO I S.J TO TO TO TO TO
&I"ITUDE 92000 89000 86000 Etls00 It000t) ??000 ?4000
TAS UAS) KTS 181 (1?3) i'78 (:].?0) 1?5 (r.6?) 1?1. (164) 169 (161) 165 ( 15?) 162 (1il)
SHP 1894 18fi6 1? 18 1(i$? 1546 L462 1328
RPM" ?600 9500 2400 280$ 2L5C 2090 1950
l0s$' EMEP 2A6 204 203 301 20!r 202 201
.
}"{AP APPTO}L As Req'd As Req'd" 45, 6 AAq 42.7 42.O
F" F. Lbsy'hr/Engirre x430 1S50 1?00 t 10s 985 900 815
*4fi0 220S 10rrf 1800 1630
Lbslhrlai r plane 2860
TAS (rAS) KTS l$o (1?o) r.8il (1?ii) 177 (161, 1?4 (164) 1?2 (1$1) 168 (r5?) 165 (r54)
ETIP 1900 l8Sir L'.l4d 165? 1S69 1485 1403
RPM 26 00 2500 2460 2300 2200 20?0 1950
fls0 s' BMEF 20x 401 2&4 e02 205 2U
L{AP - dpprox. 4,s Req'd As l.i.eetr'<l 47"8 4So T 44o I 43.0 42.2
F. F. Lbs/hrlEngine 1440 L$?5
o, (n
LC40 1120 t0?0 920 8&0
Lbs/hr,/Arrplane 2880 ?480 2246 3040 1840 1660
I
I TAS (IAS) KTS 1e3 (i?0i 180 ii6?) lTY (164) 11 s ( 161) 110 (15?) 6? (154)
BHP 18$ 1 i?-t 1 1fi89 15S,$ 1508 1428
RPM 260fr 250e 2f;5ii 2254 2100 so00
800fl' BfuIEP 203 *oCI 30CI 203 2V)
h4AP * rtpprox. .As I{r: q 'd 4t]" 0 4S" g M*0 42.7 42.0
F. F" l"bs/hrlEngine iz:00 1290 r.ifr0 ].fi50 9S0 860
!",bs/trry'Airplane 280(] 9.580 232fi 2100 1900 11?,0
TAs {iA$} KTS 186 (1?0) 183 (167) 1?9 (164) 11? (i81) 1?3 (15?) 11O (154)
BrIP 1.889 1?9? 1?08 .tD l;: 1fi81 Lffi
R,PL,,! 2600 2600 2400 ?30(r 2r.50 2050
4000' BMEP 206 200 201 L9s 200
h{AP - Approx" As Req'd 48.0 46. S 44- li 42.7 41.5
F. F, L,brr'hr/Engine 143C 1S46i 11"g0 108S
o14ir
9'TIi 890
tr.bs/hrl Airplane 2860 2680 ?s80 1950 t?80
TAS (IA$) KTS i8? {168} 185 (16T) x82 (16$) 1E;0 (160) 1?6 (156) 1?? (153)
BI.IP 1S00 1825 x?34 1643 r 555 t469
RPh,I ?600 2600 2460 2300 9200 2050
20'l 19S 2000 202 200 20e
5000' tsMEP
MAP - r\pprox. As Req'd 48.4 4$"4 44.2 4?.4 41"'l
F" F. Lbs/hrlEngine i440 1365 124A 1r.1.5 1005 910
Lbsy'hr/A,irPtane 2S80 2T30 24EA 22S0 2010 r.820
4/21/ 6r DC. 7 M,qt{I"I/"I*

22-7 0 CRI.ITSE CSN?ROI
fr
wurnaD
DC.6A TiVO E}JGI}IE LONG RP. I.IGE CRUISE PERTOR\4ANCE
POWER(FCR USE WIT}I 1081136 OR 115&45 GRADE FUEL ONLY)

CB,l?
GROSS WEIGHT . LBS"

86 000 83000 80000 ?? 000
95000 92000 89000
TO TO TO TO TO
PRE$$URE TO TO
86000 89000 80000 ??000 ?4000
92000 89000
188 (16?) 185 (164) 18S (161) 1?8 (156 1?5 (154)
TAS (IAS)KTS 1668 15?8 1491
1858 1?60
BHP 2209 2100
2600 2600 m50
RPM - 201
2s2 199 201 209
6000' rMSr &n6 42.6 41. S
MAP - Approx? ta"9 46.1
1395 !.??o 1145 1030 935
F. F. Lbs/hr/EnEine 2060 1S?0
Lbs/tu/Airplane ngo 2544 2290
191 (16?) lES (164) 186 (161) 18r. (157) 1?8 (154)
TAS (IAS) KTS I694 1603 1514
1882 1?88
BHP '24n' -2300 2200
2600 25S0
RPM lati 197 19{i
205 1S8
?000 BMEP 42.5 41,0
.[9,5 +t.d 44" 8
MAP - Approx.
1L80 10?0 9T0
11t30 1320
F. F. Lbs/hr/Engirn
2860 2640 2360 214A 1940
Lbs/hr/AirPlane
1tr9 (161) 184 (157) 180 (154)
L 193 (166) 191 {164}

I TAS (IAS) KTS 1?21 1628 r.5s9
1900 181{6
BITP 2400 ?300
2600 ?600 2500
RPM ,oq 192 189
2A'.l 198
8000' BMEP
45"2 42.6 41.0
- As req'd 4"1"8
MAP APPro,n
1355 r.235 1120 1015
1440
F. F. Lbs/hr/Engine
2880 2110 2410 2240 2030
Lbs/hr/AirPlane
4/zt/€,\
DC.6 / 7 FLIG}IT [4Atr.IUAt
(]RIflSE CONTROT 22-71
I
. EhE
UN'IZD
Llc- o TABLE tj @
C LIh,{i] ,{}iD CRtIiSti FUEI. BURNOUT
1. Ciinrb anci Cru.ise Fuel Brtrnrliit is presenterl for:
(a) DC-6A and DC-dB 1400 []HP Climb and 1200 BHP Cluise. Values above the dastred line are based on a
1bs. Vaiues below rirr: uasheci iine are based on the followi[g TOGW's:
gross larrrliriq r,,,eighr of i1.r,000
TOGW AL'I'ITUDE
Lri?, 0U{i lb" 6T, 9T. 12T and 157

1C3,500 lb. L8T
101i" 000 lb. 217
{b) llc-6, llc-6A auri DC-68 Normal Ciirnb and 1.1.1i{) B}IP Cruise rralues are based orl a gross landing weight
of 78,0U0 1bs"
(c) DC-6, DC-6A and DC-bB l'.lorrnal Ciimh anil 1000 i-rl{p Clruise values arer based on a gross landing weight
ol ?8,000 1bs.
Z. Othei a"c-cumptions are rtte same;rs tiiose lisird for trrc- ,lpucpriate climlr ancl cruise power performance tables.
rl, Fuel densitv is 5.85 1bs/gai1c,ri ftl,t:115fLt+i grade. ir:cI ar;d 6 ibr/qa1lo$ for 100/130 grade fuel.
DC-6A aild DC-68 1200 BHP Cruise Power
Est. Flight'Iinre PRESSURE ALTITUDE F EET

to Destinatiolr
Hours Miuutes 6T o'r 127 157 187 217
0 2A 1,090 1 :i60 1,310

30 1,46A 1 530 1,680 1, ?30
40 1,820 1 rl9 0 2, A4o 2,, 1rA 2,310 2,420
50
.) Ic)A 2 260 2,414 2,,19i) 2,7 0a 2,820
1 00 2, 560 2,63r\ 2,'170 2" g',t 0 3, ()90
10 2,92A 2,99A 3, 140 3,250 3,484 3,610
3,290 3, 3d0 3, 500 3, 630 3,870 4,010
2C
3, B?0 4,010 ,1,260 4,41A
30 3, 660 3r12C
40 4,020 4,090 4,23rl 4,390 4,650 4, 800
4, 390 4,,iaa 4: 600 4,7'.l0 5, 040 5, 200
5i,)
4, 750 4,820 4,96A 5,150 5,440 5,600
2 00
10 5, 120 5,190 5,330 5,530 5,830 5,990
5, ?00 5,910 6,230 6, 390
2tl 5,480 5, 560
6, 0?0 6,290 6,630 6, ?90
3{) 5, 840 D, Y.JU
,10 6, 200 6, 300 6,440 U, Ud tJ 7, 020 7,180
6, 560 6,6?0 6, 820 ?,060 'l ,1,120 7,580
50 ryO
6,920 ?,040 ?,190 1 ,440 7,980
0{.i
?,560 ?, 820 [3,220 B,3?0
10 i ,23{) 7 ,410
2{) /, oDL) ?, 780 7,930 8,200 .i,6i0 6,770
B,010 8, 150 8,300 8,580 9,010 9,170
3(l
40 B, 520 B, 670 B,970 ,, 410 9,560
9,350 c 800 9,960
50 8, ?30 B, 89O 9.040
q 26A ,)], 1 0, 200 10,370
00 9,090 9,474 ?30
4
10,1i0 10, ?80
10 9, 450 I 630 9, ?80 10,600
11,190
I,810 10 000 10,150 10,490 10,990
20
L0,520 10, B? 0 11,390 11,600
30 10,190 10 370
10 730 10,890 11,250 11, ',790 12,010
40 .i 0, 560
11,250 1i..630 12,180 L2,420
50 10,930 11 100
s/20/57 tlc- 6 i'l Fr-xc;I-rT MANU,IL

CIJ,LIISE CON I'ROL
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UNNAD
DC-6 TABLE 8 (Contirtued)
CLIMB AND CRUISE FUE
oc-6e {Np pc-68 12oo B
Est. Fligl'rt Tirre PRESSURE ALTITUDE FEET

to Destinatior-r
Hours Miuutes OI 9T 1.27 157 187 277
00 11,300 1,1,,460 11,620 12,010 12,580 12, 930

10 1 1, 610 11,830 11,990 12, 39 0 12,980 1,3,240
20 12,040 12,190 72,360 L2,'.]7 0 13,370 13,650
30 72.410 12,560 72,'.t20 13,140 13,770 14, 060
40 72,780 72,920 13,090 13,520 14,7'.70 14,47 0
50 13,1s0 13,290 13,460 13, 900 14,560 14, BB0
6 00 13, 52 0 13,650 i3,830 1,4,280 14,960 15,260
10 13, B9 0 74,020 14,190 14, bb'U 15,370 15,650
20 74,260 14,380 14,560 15,040 1 5, 780 16,030
30 14, 630 74,',t 50 14,930 15, 430 16,180 16,410
40 15,000 15,110 15,310 15,820 16,590 16,800
50 15,370 1s,480 15,680 16,270 17.000 17,180
7 00 75,'.t 40 15,860 16,060 16,600 17 ,470 17,560
10 16,100 16,230 16,430 16,990 17,810 17,950
20 1,6,47 16,600 16,810 1,7 ,37 0 L8,220 18,330
30 16,840
0
16,970 17,190 17 ,7 60 - -1fr600- -- 18, ? 10
40 7't,270 17,350 1?, 560 18,150 18,990 19, 1 00
17.580 17,120 1.'.l,940 18. s40 19,370 19, 48 0
8 00 fi,940 18,090 18,310 18,920 19,750 19,860
10 18,310 78, 41 0 18, 69 0 19, 31 0 20,740 20,250
20 18,680 18,840 19,0?0 19, 69 0 20,520 20,630
30 19, 05 0 19,210 19,440 20,080 20,900 21,010
L 40
50
19,420
19, 790
19,580
19,960
19,820
20,190
20, t 60
20,850
o1 00n
2L,67 0
2L,400
21,780
()
00 20, 1 60 20,330 20,5'.7 0 21,234 22,050 22,160
10 20, 520 20 ,'t 00 20,940 21,620 22,440 22,550
on 20,890 21,07 0 21,320 _ _22, q0q __
22,930
zztolu 23,200 23,310
30 21,260 27,450 _ _2L90- -- 22,740 23,590 23, 00
40 21,630 27,820 22,050 1
50 22,180 22,420 23, 11 0 23,9"10 24, 080

_- _22._00!
10 00 22,360 22,550 22,'.l80 23,480 24,350 24,460
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DC-6/'7 FLIGHT MANUAL 5/20 /51

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CRUISE CONTROL
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DC-6 TABLE B (Continued) ry
CLIMB AND CRUISE FUEL BURNOUT ntinue
DC.6, DC-6A AND DC-68 11OO BHP CRUISE POWER
Est. Flight Time PRESSURE ALTITUDE - FEET

to Destination
Hours Minutes 6T 9T rL I 157 1BT 277
20 1, 010 1,070 1,170 1, 290

30 1, 340 1, 400 1,500 L,620
40 1,670 1,730 1,830 1,970 2,040
50 2,000 2,0'10 2,77 0 2,310 2,390
1 00 2,330 2,400 2,500 2,660 2,"150 2,9'.10
10 2,660 2,730 2, 830 3,000 3,100 3, 340
20 2,990 3,070 3,170 3, 350 3,460 3,'120
30 o, JZV 3,400 3,500 3, 690 3, B1o 4,090
40 3, 660 3,730 3, 830 4,040 4,17 0 4,460
50 3.990 4, 060 4, L60 4, 380 4.520 4,840
2 00 4,320 4,400 4,500 4,130 4,880 5 27 0
10 4,650 4,'.t30 4, 830 5,070 5 58 0
20 4,980 5,060 5,160 5,420 5,590 5 96 0
30 5,310 5,400 5,500 5, ?60 5, 940 6 0
,l 00
40 5, 640 5,730 5,830 6,110 6,300 6
50 5,970 6,060 6,160 b, 4bu 6,650 07 0

o 00 6,300 6,400 6,500 6,800 7, 000 7,450
10 6,630 6,730 6,830 't , L40 7,360 7,820
20 6,970 7,0?0 7,770 'l ,480 7 ,11,0 B,190
30 7,300 7, 400 7,500 7,830 B,070 B,570
40 7,630 '7 ,740 7 ,840 8,1?0 8,430 8, 940
50 7 ,9',1 0 8,070 8.1?0 8.520 B,790 9,310
4 00 8,300 8, 410 8,510 B 860 9, 140 9,690
8,740 B,840 o 210 9, 500 10,060
10 8,630
20 8,960 9,080 9,180 o 550 9,860 10,430
9, 510 o 900 10,210 10,800
30 9, 300 9,410
40 9,630 9,750 9, 850 10 240 10,570 11, 1B 0
50 9, 960 10,080 10,180 10 590 1 0, 930 11,550

5 00 10,300 10,420 10,520 10,930 11,280 1,7,920
10 10,630 10,750 10,850 11,280 11,640 12,300
20 1 0, 960 11, 09 0 11, 19 0 11,620 12,000 12,680
30 11,300 7t,42A 71", 520 11,970 12,350 13,060
40 11, 630 11, 7 60 11, 860 12,310 12,'t 00 73,440
50 11,9?0 12,100 12,200 12,660 13,050 13,820
6 00 12,300 1.2,430 72,540 13,010 13,400 14,200
10 72,62A 72,7'.l0 12, BB O 13,360 13,750 14,580
20 12" 950 13,100 73,220 13, ?10 14, 09 0 14,960
30 13,280 13,430 13,560 14, 060 74,440 15,340
40 13, 61 0 13,760 13,900 74,410 74,790 7 5,120
50 13. 940 14.100 74,230 L4.760 15,140 16, 10 0

,7
00 14,27 0 L4,430 1.4,57 0 15,110 15, 49 0 1,6,4'.10
10 14,590 74,7 10 14, 91 0 15,460 15, 840 16,850
20 14,924 15,100 15, 25 0 15,810 16,190 1,7 ,230
30 15,250 15, 430 15,590 16,150 16, 540 17,610
4o 15,580 15,770 15,930 16,500 16,890 17, 99 0
50 15,910 16,100 76,27 0 16,850 77,244 18,3?0
B 00 76,230 16,430 16,610 17,200 17, 59 0 18,750
10 16,560 16,760 16,950 17,550 17,930 19,130
20 16, 89 0 17,100 17,280 17,900 18,280 19, 51 0
30 77,220 1?,430 77 ,620 18,250 18,630 19, B9 0
40 17, 550 17 ,'.l 60 1?,960 18, 6 00 18, 98 0 20,260

50 17, 870 18,100 18,300 18,950 19,330 20, 644
5/20/s7 DC-6/'I FLIGHT MANUAL

CRUISE CONTROL
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DC-6 TABLE B (Continued)
\
CLIMB AND CRUIIE FUEL B
DC- DC.6A 11 (Continued)
Est. Flight Time PRESSURE ALTITUDE . FEET

to Destinatiotr 2tT
727 157 187
Hours Miuutes o.t 9T
o 18, 20 0 18,430 18, 640 19,300 19, 68 0 27,020

00
18,530 19, 7 60 18,980 19,640 20, 030 21,400
10
18, 86 0 19,100 19, 32 0 19,990 20,380 21,780
20
19, 19 0 19, 430 19,660 2A,340 20, 730 22,160
30
19,510 19, ?60 20,000 20,690 21,080 22,540
40 oo oon
19, B4! 20,090 20,340 2L,040 21,420
50
20,680 21,390 21,77 0 23,300
10 00 20, t'7 0 20,430
DC-6/'.7 FLIGHT MANUAL 5/29/11-

22-?5
CRUISE CONTROI-
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DC-6 TABLE B (Continued) ry
UI""D
\
CLIMB AND CRUiSE FUEL BURNOUT (Continued)
DC.6 DC-6A AND DC-68 1O()() BHP CRUISE POWER
Est. Flight Time PRESSURE ALTITUDE F EET

to Destination
Hours Minutes o_t 9T 727 157 1BT 277
20 97 0 1, 040 L,180 7,2"10

30 1 0 L,340 1, 480 1,590
40 1 Df) 0 1,640 L,790 1,900 2,000
50 1 85 0 1, 940 2,090 2,220 2, 330
1 00 2,150 2,240 2,400 2,540 2,650 oe
10 2,440 2,540 2, ?00 2,860 2,980 3 t ZI 0
20 2, "140 2,840 3, 010 3,180 3,310 d bz 0
30 3,030 3, L40 3,31.0 3,500 3, 640 3 96 0
40 3, 320 3,440 3,620 3, 820 3,960 31 0
50 3, 620 3,750 3,920 4, t40 4,290 4 65 0
o 00 3,910 4, 050 4,230 4,460 4,620 5,000
10 4,270 4, 350 4,530 4.780 4,940 5, 340
20 4,450 4,650 4,840 5,090 5,27 0 5,690
30 4,'.790 4, 950 5,140 5,410 b, buu 6,030
40 5, 090 5, 250 5,450 5, ?30 5, 920 6,380
50 5, 380 5,550 5,750 6,050 6, 250 6,720
00 5,680 5,850 6,060 6,370 tt, DU U 7,0?0
10 5,970 6,150 6,360 6,690 6,910 7 ,4t0
20 6,260 6, 450 6,67 o 7,000 't,230 7 ,760
30 b, cou 6,760 6,9?0 /, Dbu 8,100
40 6,850 7,060 7,280 7 ,640 7,890 B,450
50 7.1s0 7.360 7.590 ?,960 o oon 8,790
/- 00 7 ,450 7, 660 7,900 B, 2BO B 560 9, 140
10 7,740 7,960 8, 210 B, 590 B 890 9,480
20 8,040 8,260 8,520 B, 910 I 220 9,830
30 B,340 8,570 8,830 9,230 o 10,170
,550
40 8,630 B, B?O 9,140 9,550 o BBO 10,520
,
50 8.930 9,170 9,450 9,870 10 ,210 10,860
5 00 9,230 9,4'.7 0 9,760 10, 19 0 10,540 17,210
10 9,520 9, 770 10,070 10,510 10,870 1 1, 550
20 9,820 10,0?0 10,380 1 0, 830 11, 20 0 11,900
30 70,720 10,370 10,690 11,150 11, 530 72,240
40 70,420 10,670 11,000 11,470 11, B?0 12,590
50 10.710 10.9?0 11,310 11,780 12,790 72,940
tr 00 11 , 010 77,27 0 77,620 72,100 72,520 73,290
10 11, 31 0 11,580 17,940 72,420 12,840 13, 640
20 11,600 11,880 12,250 12,7 50 13,160 13,990
30 11, 90 0 12,180 12,560 13, 07 0 13, 49 0 L4,340
40 72,200 12,48A 12, 87 0 13,400 13,810 14,690
50 72.500 72,'.t"10 13,180 1,3,'.l20 14,130 15,040
7 00 t2,.t90 13,070 13,490 74,040 74,460 15,390
10 13,080 13,370 13,800 74,360 74,780 15, 7 40
2A 13,380 13,660 74,720 14,690 15,100 16, 08 0
30 13,670 13,960 74,430 15,010 15,430 76,430
40 r 3, 960 M,26A 14,'t 40 15,330 15,750 16, 78 0
50 14.260 14.560 15.050 15,660 16, 07 0 17,130
B 00 14,550 14, 850 15,360 15,980 16i,400 17, 48 0
10 1,4,840 15,150 15,670 16,310 16,72A 1?,830
20 15, 140 15,450 15,980 16,630 l7 ,04a 18, 18 0
30 15, 430 1.5,7 40 16,290 16,950 77,370 18,530
40 75,720 16,040 16,600 11,28A 17,690 1E, 88 0
50 76,020 16, 340 16, 910 1?,600 18,0l-0 19,230

22-7 6 CRUISE CONTROL
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DC.6, DC-6E AND DC-6
Est. Flighr Time PRESSURE ALTITUDE - FEET

to Destination
Hours Minutes o1 9T 1"27 157 18T 21,7
9 00 16,310 L6,640 r7 ,230 17,930 18,330 19,570

10 16,600 16,930 17 ,540 18,250 18,660 19,920
20 16,900 17,850 18, 57 0 1B,9BO 24,27 0
30 17,190 17,530 18,160 19,900 19,300 20,620
40 7'.1 ,480 1"'.t,820 18,470 L9,220 19,630 20,97 0
50 1,'l ,,17 0 18.120 18, ?80 l-9, 550 19,950 27,320
L0 00 19,0?0 78,420 19, 0g 0 19,870 20,2'.10 27,670
DC.6/I FLIGHT MANUAL sl2a/51

CRUISE CONTROL LA'I I
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MINIMUM RESERVE FUEL

FUEL TO ALTERNATE PLUS 45 MNUTES
1. DC-6, DC-6A, DC-68 Fuel Burnout is based on 1000 BHP in LOW BLOWER at 10,000 ft. altitude.
Time to Alternate must be based on airspeeds from 1000 BHP Performance Table.
Z. The minimum fuel reserves for overwarer operation are substantially higher than listed below. Overwater
minimum reserves are rabulated under "Cruise Control - Additional Considerations for Overwater Operation".
ESTIMATED FLIGHT MiNIMUM RESERVE

TIME TO ALTERNATE FUEL REQUIRED . LBS.
l
Hours Minutes DC-6, DC-6A, DC-68
00 1,350
10 1 I bD 0
20 1 95 0
30 2 25 0
40 2 55
50 2 85 0
1 00 3,150
10 3,450
20 3, ?50
30 4, 050
40 4, 350
50 4,650
2 00 4, 950
10 5, 250
20 5, 550
30 5, 850
40 6,150
50 6,450
3 00 fi 750
10 050
I 350
30 , 650
40 7 ,950
50 B, 250
4 00 B,550
5 /20 /57
DC-617 FLIGHT MANUAL
)o-nQ CRUISE CONTROL
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DC.6 & DC.7 TABLE 1O

\_
STANDARD AIR TEMPERATUNB
Ptonurc Altltudc - fcct Alr Tomoonturc - 'C

Sar Lpvol +15
t, ooo +13
2,000 +11
9,000 +0
{.000 +?
61 000 +5
8.000 +8
?,000 +1
E.000 -t
9.000 .E
10,000 -5
11.000 -7
12.000 -0
18, ooo -tt
1{,000 -18
16,000 -18
19.000 -1?
1?.000 -10
18.000 -2L
19. ooo -a
20,000 -2,6
21.000 -21
L 22.000
29,000
21,000
-29
-al
-88
25.000 -s5
26, 000 -3?
27, 000 -39
28,000 -41
29, ooo -43
30,000 -44
\L_
5 /2a /57
rc.A/I FIJGHT MANUAT 22-79
CRIIISE CONTROT
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DC-6 & DC-? TABLE 11
CORRECTION TO INDICATED AIRSPEED FOR P OSITION ERROR
1. Apply the following correction to the appropriate airspeed indicator reading to obtain
CALIBRATED AIRSPEED. (For use with the IEPPESEN Computer}
r
AIRSPEED INDICATOR PTADING - KNOTS
725 rsoi
tli
lzbl2ooi zzs 250
Flapn & Gear
DOWN Flaps & Gear UP
DC-T CAPTAIN'S AND FIRST OFFICER'S

NOR\,{AL SOURCE
+5
DC.? ALTERNATE SOURCE
+$ -6 -6 -6 -1 -8
DC-6, DC-6A, & DC-68 CAPTAIN'S

NORMAL SOURCE
+3 +., +3 +3 +3
DC-6, DC'6A, & DC-68 FIRST OFFICER'S

NORMAL SOURCE
+5 +5 +5 +6 +6 +6
DC-6, DC-6A, & DC-6B ALTERNATE

SOURCE
-4 -5 -6 -6
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+/n/a|" DC-6/'I FLIGHT MANUAL
22-84 CRUXSE CONTROL
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EF DC.6 & DC4 TABI.E,12
CORRECTION TO TED AIRSPEED FOR P ERROR AND C IBILITY
L
Apply the following correction to the appropriate airspeed indicator reading to obtain TRUE
INDiCA TED (LQUIVALENT) AIRSPEED.
r
ALTITUDE AIRSPEED INDICATOR READING (KNOTS)
(Feet)
125 150 175 200 250
Flaps &
Gear Flaps & Gear UP
DOWN
DC-? CAPTAINS AND FIRST OFFICER,S

NORMAT SOITECE
S.L 0 +2 +4 +5
5, 000 0 ia +,J ,, +4
10,000 0 +3 +o .a
15, 000 -1 +1 +J +2 +2
20, 000 -2 +1 +2 +l +1
25, 000 -2 0 +1 0 -1
DC*? ALTERNATE
L
SOURCE
S.L -5 -5 *8
5, 000 -5 -6 -6 -7 -9
10, 000 -5 -6 -1 -8 -10
15, 000 -5 -6 -7 -o -11
20, 000 -6 -8 -10 -72
25,000 -6 _rl -9 -11 -74
DC-6, 6A, 68 CAPTAiN'S

NORMAL SOURCE
s.L +3 +3
,0
+3 +3
10, 000 +., +3 +2 +1
15, 000 ,o +L ,o 0
20, 000 tq +2 +1 -2
DC6, 64, 6B T/O NORMAI, SOUR,CE
S.L +5 +5 +5 +6 +6
10, 000 +5 +4 +4 +4 +.1
15, 000 +5 +4 +4 +4
20, 000 I
*4 ,o .o r'i
I
DC.6, 64, 68 CAPTAIN AND FIO

ALTERNATE SiOURCE
S. L. -3 -4 -5 -6 -6
10 000 i3 *4 -6 -7 -8
15 000 -3 *5 -6 -7 -10
20 000 -4 -5 -7 -B -11
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DC-6/7 FLIGHT MANUAL 27/6t
CRL]ISE CONTROL 72'at
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DC.6 & DC.7 ABLE 13
OUT SIDE AIR TEMPERATi.'RE INDICATOR CORRECTION FOR COMPRESSEIUTY
1. Apply the followtng correction factor to the Centigrade reading of the Outslde Air Temperature Indicator
to obtain True O.A.T, in degrees Centigrade.
DC-? DC-6, DC-6A, A}ID DC-68
Pressu.re
Altltude ,4,IRSPEED INDICATOR READING (KNCITS) AIRSPEED INDICATOR, READING (KTS. )
120 140 160 180 200 22$ 244 260 720 740 160 180 200
Sea Level -1" -3' -1 -2 -2 -3
5,000 -10 -a)o -3' -4" -o -5" -1 -2 -3
10, 000 -2" -3' -4' 4d. -5' -1 -o -3 -4
15, 000 _eo -4 -6' nC _o. ô -2 *3 -3 -4
20. 000 -4' -o -6o -1' - 10' -2 -3 -4 -4 -5
25,000 -40 -6" -0' - 10. -12'
5 /20 /s't DC-6/7 FLIGHT MANU.AL

CRUTSE CONTROL
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E. C "SrscK DC-6/7 FLIGHT MANUAL
Bt $!FO CRUISE CONTROL . BULLETIN #5
/58
)
Please insert this bulletln following page 22-82 and record on the "Record dulletir-rs sheet.
(|
DC-? LONG RANGE CRUISE PERFORMA' E
Preseuted is a graphicai preser.rtation of four engine 1or:g rar-rge cruise performance and power This graphical
presentation is provided to:
1. Give 1or-rg range cruise performance over a wide rar-rge of ternperatures.
2. A11ow more flexibility in setting power, especially at lower rpm val:ies, the optirnum setril'lg being as close rt.l
fu11 throttle as possible.
Flight plannir.rg should coittinue to be based on the presellt Long Range Cruise Tables"
DC-? Lonq Range Cruise Power Setting.
EXAMPLE:
G iven; oAT = -23"C (T" - 10'C)

Pressure Altitude = 14,000 feet
Gross Weight = 100,000 pourrds
Determine: For Low liqrygl Operatior-r
A. Airplar.re Performance - TA5

TAS
BHP Required
B. Fu11 Throttle Power Setting - RPM

BMEP (psi)
FUEL FLOW (lbs/hr/eng)
Proceduree A
B.
CRUISE CONTROL - BULLETIN #5

PAGE 1 OF 3
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(3) Reduce rpm in approximateiy 50 rpm incre[ients and increase BMEP correspondingly to
maintain 1280 BHP until little or no throttle remains.
(4) The example fu11 throttle setting is shown to be 2100 rpm and BMEP = 144 psi. Note
fuel flow is approximately 530 1bs/hr. This is a hypothetical full throttle setting and
the actual settillg will depend on the particular atmospheric and engine conditions en-
countered.
(5) Check 100/olean setting, observing BMEP limits at all times wirerl going to best power
mixture.
CRUISE CONTROL - BULLETIN #5

PAGE 2 OF 3
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4
HIGH BLOW ER DC-7 4 ENGINE LONG R
1300
WAC R-3350 ENGiN
CFG = 0 DEG.
1. Fuel flows for low blower are average values for

10,000 ft. and for high blower average values
lT00 for 15, 000 ft.
1 manua leaned mixture.
160 0
1500
5
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p,
o
1400
El
d
E
BI!.IEP LIMITS
20000 FT
OFT
1 0000 FT
-1200
1100
i 000
1(iii i]{l 12ii -)::!l
140 i50 160 170 180 190
8MEP. PSI
,,!t
C}AT CL}P"&NCT'ION F CI{ C OMPRESSilIILITY
U
Apply che {cilowiir.g eoilecticn t* ahe Ceilrigrade
rr:a<ling oi-tire OAT indieator to obrain ttue OAT
rll
in iegrees {.entigrade. L] 0
e
F.,
PRESS. AiR.sp EED :i{DX{: A'.ifiR ii.{.A i}ii lil
0
Ai.T'" kl *2A
$.t "
-3' F.
5,000
10.000 -4" -4'
1 5- 000
,n_ {}nn
25" 000 -b -t -9'
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INIl:ED
iF
RANGE CRUISE
LOW BLOWER
,t). E
1800
71 AA
1600
1500
!I]
ts
o
a
1400 @
d
O
H
v
&
m
1300
12 00
BMEP
LIMITS
S.
5000 FT
1100
10000 FT
1000
i00 11C 12{: l,:r0 140 i50 160 llij t8i) 190
thl[P- t-1sI
20 EAS COR]TECTiO]'J i,OlT POSITI{JN ERROR AND COMPRTSSIEII,ITY

U
Anpli, ihe ioiLr'ing ci-,rrection to EAS ro
H oblain ai:spei:d iit{ii.ricr readiitg (CaLrtair's -
Normai Scurrc)
c a
F, P R;5S. FAS (Knots)

o ALT'. 1?s 2C0
II
({ S. L. *,) "4
6*
5,0c0 _.1
r 0" 000 -,1 -l

15,000
20,000 -2 "1
25" 000 -1 0
CRUISE CONTROL - BUL,LETIN #5

PAGE 3 OF 3
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RECORD OF trrygPP€*
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ASS IGNED TO
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LOCAT I ON CI r y',t'l.d
fiE:ir;- Dlrr *E*+ Dare Rr v. Dlre REv. Dlrr

No. I rusERrEo Bv No. I NsERreo Bv No. I NsEnrro BY No. I usEnreo Bv
Txts rrilutu tg ro EE RgrAlNEo lN THE orFlcE or, oR By rHE tnDlvtDUAt,

SHOYil AEOYE.
Arten txgERTloH oF tAcH REvlstot{, ENTf,R DATE AilD lt{trrAt-g ArrgR pRoFER
1\ REVISION HUI{BER,
Txtr sxgrr vtLL t{or EE RExoyfo tr,ixy rlt{E.

RECORD OF REVISIONS
\_
RGY. hrr Rgv. Drrr REY. Dlre REY

' ILrn
\ It, I *aentea Br ftlo. I xssnleo BY t{o. I rcenreu Bv i{o. I rggnteo Bv
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Txls rrNutr" tg ro EE RGTA lr{Eo lN Tt{r oFFlcE oF, oR By rHE lHolylDuAL,
SHOYX AIOVE.
Arten lxsERTtoH oF tAcH REvlstoN, ENTER DATE AND tNrrtALg AFTER pRopER
REVISION NUXBER.
Trtl cxgrr ytLL Hor BE REttovtD AT Aily rlxE.

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CHAPTER/SECTION PAGE DATE PAGE DATE
STANDARD oa -1
Vzot6L
OPERATING L/ 58 3-4 +{v/at
qr_F
PROCEDUPSS o/61 3-6
oa -n 2/ 75/ 58 _o 0/15/ 5
I 23-9 5 /s /61 -10 1/58
L-\
u Revision #29 DC HT 5 l5l6t

0dANUAL Page 1
\_
EUI]'AD
ET'
PREFACE
)
THE DETAITED OPERATION OF EACH SYSTEM IN THIS AIRPLANE IS DESCREED

IN THEGENERAL SECTION OF THIS MANUAL
SINCE THE ACTUAL OPERATION OF THE AIRPLANE CONSISTS OF THE

SIMULTANEOUS OPERATION OF PRACTICALLY AtL SYSTEMS, IT BECOMES
NECESSARY TO WEAVE THE INDIVIDUAL SYSTEM PROCEDURES INTO ONE SET
OF OPERATING INSTRUCTIONS - . . THESE ARE KNOWN AS THE STANDARD
OPERATING PROCEDURES.
THE STANDARD OPERATING PROCEDURES SECTION MERELY USTS TIIE ORDER

TN WHICH THE VARIOUS PROCEDURES ARE TO BE PERFORMED AND ALTCATES
THE PERFORMANCE DUTY TO ONE OF THE CREW MEMBERS. DETAITED
UMITATIONS AND OPERATING INSTRUCTIONS FoR fiIE SYSTEM CONCERNED
ARE TO BE FOT'ND IJNDER THE OPERATION AND TIMITATIONS DESCRIPTION
IN THE GENERAL sECTroN orTiiiffiar.
THE NORMAL ASSIGN]V{ENT OF DUTIES WITHIN THIS SECTION NO.WISE
PRECLUDES THE AUTHORITY AND RESPONSIBILITY OF THE CAPTAIN, FIRST
OFFICER, FLIGHT ENGINEER, NAVIGATOR, OR OTHER CREW ME\IBER AS
DEFINED IN UNITED AIR LINES FLIGHT OPERATIONS IVIANUAL, PAGES 6 AND
51, AND IN CIVL AIR REGULATIONS 40.360.
Generally, when a Flight Engineer is utilized, he will perform.all inspection items

under the "Flight Cornpartment Pre-flight Inspection* group in addition to the circle
check outside of the airplane. Where a Flight Engineer is not utilized, it ls the
Captain's responslbility to determine that the execution of all duties delegated to
other members of his crevr has been properly carried out. In eithei case, the Pre-
stafting Challenge - Respond items must be ilarried out in an appropriate manner
preparatory to starting the engines.
The Challenge-Respond procedure ls a safety meastue employed to bring to light

any impo;tant item whlch may have been inadvertently overlooked. Usually no
aciion is necessary or no control ts positioned when readlng the Challenge and
Respond.
It is required that the Challenge and Respond be read aloud, with the check ltems and
the approprlate vocal response being made by the crew members indicated in fie check
llsL
FLIGHT MANUAL 7/20/61

STANDARD OPERATING PROCEDURES 23-7
H
UNNID
EF
FLIGHT ENGINEER DUTIES
In addition to the duties outlined for Flight Englneers in the Standard Operating Procedures, Flight Engineers
shall pe,rform the following:
1. Fi1l out log book and other required forms; submit reports on non-routine irregularities, engineering
testsr etc. , to Chief Flight Engineer or as requested.
2. Closely obse.rve the operation of all equipment and instruments, calling any malfunctloning or un-
usual readings to the Captain's attention and taking corrective action as approved or ordered.
3. Inspect nacelle areas and wings from the cabin during cruise.
4. Assist Stewardess when necessary.
5. During latter part of cruise, with Captain's approval, test opetation of all systems and equipment
not used.
6 Discuss with ground crews and Flight Engineet flying next trip segment any malfunctioning or un-
usual indications experienced during flight.
,l Cany the following articles on every flight:
A. Flight Engineer license and curent medical cerrificate.
B. Nameplate.
c. Dc-6/7 Flight Manual.

D. Radio and Etectric Handbook.
E. Required and necessary forms.
F. Safety wire and black tape.
G. Monte Cristo soap and Kleeroid cloth.
H. Asbestos gloves.
2 or 3 cell flashlight.
Penlight.
Screwdriver - Regular.
Screwdiver - Phillips type.

Pliers - Needle nose (with side cutter).
Pliers - channel lock.
Crescent wreneh (4" or 6").
Knife.
Airplane keys - DC-6/7.
7/20/67 DC-6/'I FLIGHT MANUAL

23-2 STANDARD OPERA TING PROC EDURES
-l
#*
ItNn zD
@
STANDARD OPERATING PROCEDUF.ES
FLIGHT ENGINEM. PRE.FLiGHT INSPECTION
All items to be accomplished prior to each originating trip and whenever a crew chenge takes place.
x - Indicates items to be accomplished at enroute stops when no crew change takes plâce,
# - Indicates items to be accornplished by crew me-mbers when a Flight Engineer is not utilized.
This inspection sequence is considered normal operating procedure. If, in the judgment of the Flight Engineer, conditions
such as ramp and cockpit congestion dictate, he may perform sections of the inspeition out of sequence.-
Section I - Airp!ane Exterior
x Right forward cabin windows and #x Left main gea: INSPECT

emergency exir. handles INSPECT Shear pin and uplatch
Right service panel. INSPECT Doors and reuact mechanism
Forward cargo compartment, 6ear down targer .
door and latches
... CLEAN
. . INSPECT & CHECK Wheel well - general condition
Emergency depressurizatio n valv e Gear for cracks and leaks
(if insralled) . ..INSPECT Suur inflation and condition
Right ADF loop anrenna INSPECT Gear trock removed
x Right nose skin. . INSPECT Brake adjusting pins and lockout cylinders
Right static vents INSPECT Tiles and wheels
Right and lefr pitot tubes INSPECT Aft firewall accessories - plirmbing
Glide pafi anrennas (if visible) ..... INSPECT x Leading edge and bortom of wing
x CO2 discharge discs. .. INSPECT between No. 1 and No. 2 engines .. INSPECT
CO2 bottles and lines INSPECT Cabin supercharger and airfoil heater
Radome surface and security , INSPECT air intake
#x Nose wheel
.. ...INSPECT
#x Wo. I engine. .. INSPECT
Shear pin and uplatch Same as No" 2 engine - also
Gear up and down swirches Supercharger oil leaks
Doors and reuact mechanism Airfoil hearer exhaust area
Mi^rror and target CI,EAN x Leading edge aild bonom of wing
Wheel well - general condition between No. 1 engine and wing rip..INSpECT
Brake conuol valve. Left wing illurnination tighr.. CHECK
Gear for craclc and leaks x Left wing rip navigariorr light" .
Srut inflation and condition . " "..
. CHECK
#x Lcft aileron, rim rab, and conuol INSPSCT & NOTH
Gear lock removed tai:s, .
Gear S,igirr microswirch " ... . *.. TAB POSITION
Scissors
Lefr .,.. . INSPECT
x Lefi ...,.6" INSPECT
Tire and wheel Nr:s. i and 2 dump chutes.
Sutic ground wire (if irymtled) ... INSPECT
Lefr sense antenna . ".. INSPECT
Ground power. CONNECTED x Cabin heater C02 discharge discs ... INSPECT
Left nose skin... iNSPECT Afier cooler flap door . INSPECT
Leftstaticvent.. .....INSPECT Ground blower air intake . .... INSPECT
VIIF antenna o.. .... . .. . .. . . INSPECT DC*? combusrion air blower inrake.. INSPECT
Left ADF loop anrenna c.. . .. . INSPECT
Left service panel .
DC-? ventilatiirg blower inrake .... INSPTT
... INSPECT Bellyairscoop..."..,..,r " ... INSPECT
x Left forward cabin windows and Cabin heater exhausr area. . . . INSPECT
emergency exit handles ,. . . INSPECT x ilottom of fuselage. .......". INSPECT
Cabin heater combusdon air intake. . INSPECT tower fuselage navigation light , . .. CHECK
x Leading edge and bottom of wlng Rlght seuse antenna, ..e.t..." INSPECT
. between fuselage and No" 2 englne.INSPECT
#x No. 2 englne .. .. . .. , .. * ...INSpECT Fiydrauiic accessory romp&ttment INSPECT &
Oll cooler and flap door and door".. t... .. , {, r ... CHECK
Engtne cowling x Leading edge and bottom of wlng ".
Oil and fuel leals berween No" B engfute & fuselage"
Exhaust and intake manifolds ,, - ., INSPECT
#x l*ight main g€ar .
\\_ Englne tonr section $ame as left main gear -
.r
also
.. . INSPECT
Propeller and de-icing eguipment Micrcswitch and linkage

Srarlc ground wlre (if tnsralted)
DC.6/l FLIGHT t\{ANUAt 5lr/68

STANNARD O PERA TINq{ PTOCEFURES 23*"J
fr
F LIGITT E}.IGINEER PRE.FI"ICTIT INSPECTION
whtamD
Section 1I - Airplane Interior

Same as No. t engine
x Leaiiing edge and bottom of wing Cabin temperature conuols ... SET
between No. 3 & No. 4 engi.ne.. . .. INSPECT (DC-6A & DC-TB in flight compartment)
Cabin supercharger & airfoil heater Heater air shutoff switch (if installe-d) SAFETIED
air intake .,...INSPECT Buffet area...........,....,...,,. INSPECT
#x No. 4 engine. ...INSPECT Inertia flashlight. ,... CtlgCK
Same as No. 1 engine Switches
x Leading edge and bottorrr of wiirg Circuit breakers (drain heater C, B. on DC-GBT)
between No. 4 engine & wing tip. . . INSPECT Lights
Right wing illumiriation light.. CHECK Buffet doors
x Right wing tip navigation light .. . . . . CHECK K"y
Upper fuselage na light ,.... CHECK Drinking water
#x Righr aileron and ta INSPECT & waste can
NOTE TAB Aft cabin. ,... ..INSPECT
POSITION Windows
Right landing light .. INSPECT Emergency exim and evacuatlon slide (DC'?)
x Right wing flap . iNSPECT Fire extinguishers
Nos"3 aud 4 durnp chures. .. . . INSPECT Firstaidkit.... ,.r... SSALED
Heater coriparrment & door . . INSPECT &
CHECK Emergency flashlights (overwater)
Afr carqo comparrment, door & INSPECT & Hand axe (if installed)
latches. CHECK Forwardcabin. .....'..INSPECT
x Right side fuselage skin.,. Windows
".. IbISPECT
x Right catrin windows and eme.rgency Emergency exits
exit irandles . .. INSPECT Inertia flashlights .. .. CHECK
x Ilottom of fuselage ..INSPECT Fi.re extinguisher
Grcund air conditiorring service panel. INSpECT #x Tops of right and left wings
'l'ail comparrment access door ......INSPECT (fromcabin) ...... ..,INSPECT
#x teading edge & bottom of rlqhr - condition & equipment.. INSPECT
Lavatori.es
stabil.izer. .. . ..INSPECT rvVash water supply.
...CHECK
#x Leading edge & right side of fin .. . .. INSI,ECT Cirmpanionway.... ....,.... INSPECT
#x Right elevator, conrrol tab & uim INSPECT & Watrk-around oxygen bottle & Mask ..CHECK
tabs.., "NOTETAB Passenger and crew oxygen cyllnder
POSITION
#x Right side of rudder & uim tab INSPECT & Presstlle ... CHECK
NOTE TAB
Passenger and crewoxygen , OPEN, SLOWLY
Crew oxygen flow .. , CHECK AT
POSITION
lighr.. 20,000 FT.
Rotating navigation ... INSPECT
x Forward entrance door & latches... INSPECT &
FIFantenna .....INSPECT
Tail Skid INSPECT
CHECK
x Tai.l navigation lights . CHECK Hand axe
Rire extinguisher
Top of left and righr wings .. . INSPECT Section lII - F],lgl{ Cornpartment
#x left side of rudder and uim rab . ..,. INSPECT
#x Lefr elevator, conmol tab, and INSPECT & Determi.ne thar lueling is not in progress before actuating any
of the following elecuical systems: Radio & Radar, propeller
- POSITION De-icer. Starrer Control or Heaters.
ail heater ground blower intahe . .. . INSPECT
'f
#x Leading edge and left side of fin .. . . INSPECT x Ground pcwer. .. ..r......... ON
#x Leading edge and bottom of left Batteryvoltage, ..r..........CHECK
stabilizer INSPECT x Main eircuit breaker panel .. .., . .. . INSPECT ,.j
x Tail heater C02 discharge discs .. . . . INSPECT x Radio rnasters. .. . . . ... AS DESIRED
Tail heater exhausr area.. ... INSPECT Radio rack, ctucuir breakers & fuses.. INSPECT
Emergency pressure relief vatrves .. . , INSPECT Rorating navigation light operation... CHECK
x Left sirie fuselage skin , . . . .. INSPECT Propeller de-icer emergency Swltcheg
"
x Left cabin windows and ernergency (ifinsfa[ed) ......i..r.....TIMER
exit handles .., INSPECT Propeller de-icer amroeter selectot
Tail heater air inlet (from loading (if insmlled)...... .....r.., OFF
Cockpit Iights...,...,. ... ,. ., ...., CfiECK
#x Msin cairin door and larches INSPECT & Oil eooler doors . .. ...... ., . ,. . . .. CfilECK . TmN AUTO
CHECK Cowl positionlng switches. ., ....... CHECK - THEN
x Evacuarjoil slide and straps, ". r......INSPECT & POSTTIONING
CHgCK ADI swhe hes . . , ,. .^. . OFF
4/11/61 DC.6/? FLIGHT MANUAL

23-4 STANDARD OPR.ATING PROCEDURE$
&
w
UNITED
T i,IG H:T!6'--'!-*'--
i,1a:r,{+
I];.iGII.JEFF. PRE-F LIG
+
HT INSPEC TIO}.]
Fuel boost pump circuit breakers " . . . .ON 6enerator overheat ligttts(if installed) CHECK
Fuel boost pumps. .....OFF Windshields. CHECK
x Inverters CHECK Rudder ffi.r; iab CHECK INDICATOR
Check voltage with all switches on lower AGAINST TAB POSN.
then on upper. Leave on upper until Fire Contrsl handles" FULL IN
engines started. C02 discharge handles I1'1 & SAFETIEI)
Vo!tage regulator overheat warning Emergency air brake control SAFETIED
light ..... CHECK Tttottle relay box (if installed) CHECK
Radio rack blower .,.,. CHECK Circuit breakers, fuses, isolation
lnstrument lights emergency switches
power. ...... CHECK Static selector valves, NORMAL
ON AC flight insfiurnent power selector
Right supercharger warning light. . ON swi.iches (if installed). ",. " NORMAL
x Ignition switches OFF Vacuura warniog lights (if installed). "
ON
Spark advance.. .. . . .. TAKE-OFF & Fuel (and oiI, if installed) pressure
CLIMB isolation switches. ON o*>
x OFF Fuel tank selectors. ON MAINS
light. ON Auxiilary tank selectors., . ., , OFF
x }io smoking sign ON Crossfeed valves. OFF
Navigationlights. .... CHECK-'ON" Landing gear warning lights
"Steady" if rotating light operating., DURING REQ"D. Dimming switch (if installed)". .. " . Ci}ECK
"Flash" if rotating light not operaiiug HOURS Propeller de-icing lights (if instailed) TEST
Wheel well lights ... CHECK x Hydraulic brake pressure CHECK
hringilluminationlights. .".. CHECK x Air brake pressure C}IECK
Auto feathering system (if installed)..CHECK Oxygen crossfeed OT,F
Originating flights only Emergency hydraulic pump. . CHECK
Cockpit Temperature conuol. . NORMAI, Superchargers.. " ". ENGAGED
Windshield heat.. .....OFF x Emergency cabin al.titude eontrol... . NORMAL
x Fire warning systems . .. TEST x Master propeller contol. FULL FORWARD
CO" bank selecior .. . . LEFT BANK x Propeliers NO. 2 AUTO LIMIT
geiter fuel & ignition selector LIG}ITS ON
switches NO. 1 FUEL x Elevator tini tab" CHECK INDICATOR
Heater ignitioa selector switches.... NORMAL AGAINST TAB POSN. -
CI{ECK ONE FULLTURN
Cabin and airfoil heater master EACH DIRECTION
switches..".. OFF THEN ZERO
Propeller de-icer. OFF Gust Lock ON
Pitot & scoop heaters..... ... CHECK Autopilot switeh" OFF
xADIquantiry..... .... CHECK Mixture eontrotrs IDLE CUTOFF
x Hydraulic fluid quantity CHEQK Autopilot servo engage OFF - DOWN
x Fuel quantity, .. . . .. . . CHECK & Landing gear handle . . DOWN
RECORD Aileron tim tab. CHECK INDICATOR
Gauge operation (if test switch .dGAINST TAB POSN.
installed) CHECK . NOTE
x Oil quantity. " . CHECK Wing flaps [iP - FLAPS ZERO
I Turbine switch NORMAL (DC-?B. OFF) x Carburetor FULL COLD
x Hydraulic bypass valve ON - DOWN
TRACT & OFF Fuel dump valves . .. .. DOWN & SAFETISD
.
Cowl rheostats.... . ., FULL OPEN x Hydraulic selector valve . . . . FORWARD - ON BIIAKES
Engineblowers. ... .... LOW Smoke rnasks (originating tips only). INSPECT & CLEAN
Cabin pressurization . .. MANUAL Emergency equiprnerit " ..:. . CHECK
Cabin pressure rate and regulator
switch (if installed). .. NORMAL Qrerye!*r 4lri1e!9-
Cabin altimetex. ,. . . . . SET 29. 92
Startmarker. ...SET Fuel Q]:ianti.ry ;; Fiiler Caplr ,. VISUAL CHECK &
xFlighthand.. ...SET SECURE
x Cabin presstue change limit.. 600 UP - A1l life rai'ts f irr prilrri-'.r' slowage.....INSPECT
300 DowN Lifevesis. .".".C;IECK
Rate knob. ... " . SET Gilison Girl raci.o " " .,
CHECK
Door warning lights. . CHECK Einergencv flashiir:li.s CHECK
AC voltrneter selector switch. ENGINE Flare chute {rovert * .. , INSPECT
INSTRUMENTS
DC voltmeter selector switch. BUS POSITION
-Geserator inop. !ie4a(if iqstaugg).., oN ,*,--.-.-*:* .-*B*

MANUAL
DC-617 FLIGHT 1./20/6L
STANDARD OPERATING PR.OCEilURES gS-5
-.--
w
w
UXITGD
PRE.STARTING TAXI OUT
RESPOND CHALLENGE [Jse minimum practical RPM

for tariing,
REMOVED ... . LANDING GEAR I-OCKS
ON . PARKING BRAKE CFOFE Fuel System Flow
CHECKED HYD. & AiR BRAKE PRESSURE (usable flow) . CHECK
oFF... . ..... HEATERS & DEICERS CFO Altimeters CHECK
CHECKED HYD. FLUID FO FE Wing flaps ZERO rhen 20'
CHECKED ADI QUANTITY (IF USED) FO Manual - Auto Press"
CHECKED FUEL QUANTITY Selector Switch. MANUAL
CHECKED OIL QUANTITY -()r-
SET .. CABIN PRESSURE Pressure Control l)oor .. OPEN
DOWN - 3 GREEN LIGHTS .. ., GEAR FO Cabin Alt. Manual
COLD. CARBURETOR HEAT Control Switch DECREASE
DOWN.ON HYD. BYPASS CFO Static System CHECK
FORWARD.BRAKES ". HlD. SELECTOR VALVE
FE lgnition Analyzer (DC-?) ON
oN -
20,000 FT CREW OXYGEN
CHECKED. RADTO FE Docr Udsafe to open
?/arning Lights, Latches,
STARTING arrd DC*6A Latch Safety
Pir:*c CHECK
order
Starting 3-4-2-l F-O Manual - Auto hess.
FE Cowls . . OPEN
Selector Svritch AUTOMATIC
L Throttles . L/4OPEl.i (1000-1200 RPM)
-ol*
C Manifold Pressure. . NOTE BAROMETRIC
Plessr:re Control Door. . . CLOSE
FE Starter Selector. . . ON engine being started
C FE Mixture Control HandIe
and Prime Switch. . . OPERATE as appropriate R.U!-N - t p
during cranking and
ignition!- C FE Fuel Selectors . ... .. ON MAIN
FE Safety & Start Swirch . PRESS on order FE Temp" & Fress. ".... CHECK
FE FuelBoostPump. . . LOW FE lv{ixture q:ontrals .... AUTO.RICH
C After B Blades . . . " order START & LOCK
FE Ignition ...BOT}I FE Ttucirttres 1600 RPM (DC-?
FE Igrrition Boost Switch . DEPRESS 1500 RPM (DC-6)
As englne comes up to speed;- FE* Prop, G,lvcrnors ..... TEST
L MixtureControl . . , AUTORICH FE V&*uurv: Xif installed). CHECK
C Throttle .. . ADruSTtornalntain FE Frcp. Fearhering
DC-? - 1OOO RPM f or .q uto-Feathering). TEST
FE BEnglne-tsiawers ... "..
DC.6 . 8OO RPM
HIGH
FE EngineOilPress . . " CHECK
Norma1 run-up order
FE Cabin Supercharger
4&Stogether. then
Oil Temp.; Oil Press,
2&ltogether-
and Airflow . C}IECK
nThrortle
FE BoostPurnp , . . OFF c 40 in. (DC-6),
FE Hyd. Pressure CHECK 35 in. (Dc-7)
FE Vacuum Light & Press. FE tBlower .. ". LOW
(if installed) CHECK Throttle. 38 in. (DC-6)
Repeat for other engines. - 140 BMEP (DC-?)
FE Fire Warning Circuits . TEST FE ADI (if used)". ON
CFO Gyro Horizon CAGE & ALIGN Thrortle BAROMETRIC
FE Door Warning lights. CHECK
(- Weight Manifest CHECK
I FE lgnltion Analyzer (DC-?) CHECK
CFO Yt &, YZ Speed. . DETERMINE
c Magneto CHECK
CFO Fuel Dump Time . .
FE &#3..".
Throtrles#4 1000 RPM
DETEP$4INE
FE Inverter Switches Repeatfeir*&I*
.
Capt's, & Eng" Instr. ON LOWER
C
(-
SeatBeltS_ien. . . . ON FE Generator Aruperage.. OBSERVE
AcknowledgeRamp
agent's salute with
FE tsusVoltage OBSERVE
FE Inverter Ourput. OBSERVE
salute I Items marked thus do not have to be checked when no crew change is involved.
o
DC-611
STANDARD OPB"ATING PROCMURES
J
T6
UNtffiD
@
PRE.TAKEOFF T A KEOFF
--aF' FO Cowls , Check for closing.

"....,.,.
CFE Gust Lock OFF Throttles Slowly and smoothly
FE Boost Pump A$ R.EQUIRED advance to obtain
FE Auto-Feather Master Switch takeoff BMEP or take-
(if insta[ed) .;. "" . RESET then off manifold pressure
AUTOMATIC whichever comes first.
FEATHERING FE BMEP Red Lights
\- Controls .. .. . .. CTIECH FULL (if installed) "..., CaLl out if llghts do
TRAVEL not go out -captain
abandon takeoff.
FE Throttles M,A:NTAIN
RESPOND (Captain) CHALLENGE (Ftrt" Engineer) FO Airspeed CALL out V1 & V2
FE !f ADI ligirt goes
AS REQUIRSD BOOST PUMPS out, call "DRY
4 GREEN LIGHTS AUTO FEATHER POWER NO"
TAKEOFF & CLMB SPARK ADVANCE ENCINE", reGi
sEI .. ...... GYROS & ALTIMETERS powe: :,nd switch
ALIGNED (if installed) CAPT" COMPASS trND" ADI off"
NORMAL (if installed) FLT" INSTRUMENT FE Gear . UP on order and signal
POl{ER SWITCHES from Captain
20" WING FLAPS C Climb at 140 Kts"
FUEL SELECTORS IAS (130 DC-6) to
LOW BLOWERS 500 ft" above field
OFF CROSS-FEED of takeoff"
FORWARD & AUTO PROPEI,LERS C FE Flap (on order)." . ZERO
\ COLD. CARBURTTOR HE.AT' C FE Throttles ",, On order from Csptain
SET ". TRIM TABS reduce ta METO power.
DOWN & LATCHED GUST LOCK C , Accelerate to 1,50 Kts,
FREE CONTROLS L{S, then:
ON & LIGHTS ON ADI SWITCHES
(if installed & used) FE ADI (if used) . ". ". OFF
(AS DETERMINED).. Vr & VZ SPEEIIS FE .{uto-Feather
Switch (if used) . OFF
AUTORICH & LOCKED MIXTLIRE FE Clirnb Power
".
TAKEOFF COWLS (ou order) .. Climb Power
FE 'Iernperatures &
The entire ChalLenge-Respond must always be completed prior to Fressurr:g CI{ECK
the start of the takeoff run. If, following the comPletion of the
Challenge-Respond a delay of sufflcient duration is incurred to
cause re-positioning of any controls, the Challenge-Respond must
again be completed in its enttety prior to rakeoff"
DC-6/7 FI,IGHT MANUAI, L2/L5/58

STANDARD OPERATING PRCCEDTJRES LJ'I
t6
w
UX'1ED
STANDARD OPERATING PR,OCEDURES
CTIMB DESCENT
c Climb - DC-6....."..140-165 Kts. IAS FO Cabin Pressure Start

DC-? ........ 176.190 KB. IAS Marker SET to destination
G Windshield Heat ,."., O.dT field.
c Landing Lights .....e .. RETFdCT & OFF CFOFE Altemators(if
FE Landing Gear installed). .... CHECK
Handle ....o. .. NEUTRAL, Lights FE Spark Advance ,,. .." CHECK (DC-?)
OUT then TAKEOFF
FE Hydraulic Bypass & CLII/ts
Valve... . .. ..... . .. " . UP (orF) FE Captain's and Eng. Inst
C Belt & Smoking InverterSwitches ."," ONLOWER
Signs ................ AS NECESSARY FE Circuir Breaker Panel
" CHE{.-K
FE Mixtures to climb
fuel flow... .. ... ... .. SET
FE Fuel Management APPROACH D s ENT
Limitations........... CHECK
FE Cabin supercharger To be completed at Captain's discretion prior to de-
Oil Temp., Press. , scent into congested area. tln instrument approaches,
& Airflow ..........., CHECK to be completed prior to crosiiirrg the range on an
FO Cabin Rate of initial approachn or prior to leaving a holding point"
climb & Altitude ..... cHEcK
.FE Fuel Boost Pumps . .. .. LOW, above On flights of 15 minutes or less, when items on
10, 000 feet Approach-Descent check list have not been altered
FE Blower............... SHIFT as required from the pre-takeoff lisr, it is permisible for one
on order from crew member to cornplete the Approach-Descent check
Captain list by checking the boost pump and hydraulic pressure,
fluid, and selector settingo and announcing the Approach- .\J
Descent check list completed.
FE Blowers...e o..!..,. LOW (above 16, 000.

Transfer of fuel from tank to tank is if practicable)
prohibited. C FE Fuel Quantitv and
Distribution CHECK
FE Cowls ........,....." SET C AS REQUIRED
FE Ctuise Power ......... SET on order from C FO Altimeters SET
Captain. FE Fuel Selectors ,o", ON MAINS
FE Captain's and Eng. FE Fuel Cross-feed Valves OFF
Inst. Inverter Switches . ON UPPER FE Carburetor [{e.at AS REQUiRED
C FE Fuel Distribution , , .... CHECK
".
Hydraulic Bypass Valve......
FE ON (Down)
FE Fuel FIow............. CHECK. FE Hydraulic SeL" V*.Ive .. o o. . o BPAKES (Forward)
FE Fuel Boost Pump ..... AFF aftet t-L/z FE Mixture Controls AS REQI.]IRED
hours.
FE Cabir & Airfoil RESPOND (Pilq!_qqt Ell:ing) CHALLENGE (Flt. Ensr.)
Heaters ..1...r...... CHECK
oFF..". BOOS PUMPS
TAKEOFF & Ci,Ilvts SPARK ADVANCE
ON MAINS FTIEL SELECTORS
LOW."."" BLOWERS
oFR".", CROSS.FEEDS
(.AS REQUIRED) CARBURETOR HEAT

()N (DOWI{) HYDRAULIC tsYPASS
ADVISE v,r SPEED & GROSS WEIGHT

oN..". o6aaooa.60a SfAT BELT
70h5/58 DC.6/l FLIGHT MANUAL

23-8 STAND.A,RD OPERATING PROCEDUI1BS
fr
w
arrrto

\\
r*
!
.
ClFO FIL & Nav. InsL " NOR. & DISC. NOTED APPROACH CONFIGTJRAI'ION
Fll Landing Gear. " DOWN ort order ABANDONED APPROACH:
FE Hydraulic & Air
Brake.Pressure" . CHECK FE Propellers.........o.... 2600 RPM
FII Gear Down Ughts . CHECK L Throttles. ....... ....... Appty necessary Power
F}: Wing Flaps AS ORDERED Proceed as in normal takeoff.
(See high flap
drag app;oach -OI-
Section 25)
Fri Propellers" ". . 2400 RPM TANDING CONFIGTJRATION .
(FULL FLAPS);
RES PoND tr r_lg!-nqt f-rylCC) cHALLENGE (!'&_ggt:_)
FE ADI (if installed)... ON
AS ORDi..RED . WING FLAPS FE ..,.......
hopellers FULI FORWARD
J)O!VN, 3 GRi.]EN LIGHTIi GEAR c Throttles........... TAKEOFF POWER
FLUID & PRI]SSURE TiP (Watch fo overspeed.)
AI.]TORICH
.)1n rl
& LOCKED MIXTURE FE CarburetorHeat . . COLD
PROPELLERS FE Throttles........... MAINTAIN
iAS REQIIIRED) coh/Is c Air speed .......... BEST CtII{B
FE wing F,aps......... lle;tJ f*::'

,I'HE
PILOT NOT FLYING WILL CALL
FE Gear ........r UP On Ofder.
OUT MEAN SEA LEVEL ALTITUDE AT FE Cowls.... o......... TAKEOFF
THI] :I"IN4E T'HE AIRPLANE IS lOO() FEET FE Temperatures & hes CHECK
( ABOVI] FIELD LEVEL AND IN DECREMENTS
Proceed as in norrnal takeoff.
OF t()O FEET AT ANY TIMH THE AIR-
PLANE IS 5OO FEET OR LESS ABOVE FIELD
DING
l-HVtiL. ON APPROACH AIRSPEED WILL
Bl] CALLID OUT FOLLOWED BY DESCENT
R;\TE. ALTITUDE TO BE CALLED OUT
FE Autopilot Servo .. . .. DISENGAG8 (Dorn) on
r"IRST" AIRSPEED SECOND AND DESCENT
from captain"
RATE I'I{IRD. c Airfoil Hearers ..... 8f;;t
t_ FE ADI ........r.....r ON(if desired)
DC-6h FIJGHT MSNUAL 5/ 5/ 61

qe -q
STANDARD OPERATING,PROCEDURES
H
t w
UQilJA
STANDARD OPERATING PNOqBDURES
FO Throttles . f ., ! . r FULI CLOSED after all C Parking Btake r . .. . ., ON

wheels on pound and C Throttles . r r.. r...., CLOSED
FO order of Capt. to REVERSE. FE Mixture Controls . . ..
FO Martin Bar..., .. PULL FUIL BACK HARD fT, ?:T.oFF
TO RELEASEa C Engine .,..r
Ignliion OFF (after props stpp)
FO Thtotlles . .. . r.. REVERSE IDLE until amber C Ianding Li9h6...... RETRACT & OFF
lights come on. C A1l Heaterc and
FO Thronles..rr... PUIL BACK to apply Delggrs f .i..r.rrr.. OFF
reverse thrust power FE Inverter $witches. . ,. OFF
a$ required. C FO Propellers rrr..e..!e CHECK FOR ALI
FE Monitor engine and (DC-? only) CLEAR & PO$ITION
reve$e operation VERTICALI{Y A$
FO Throttles.., o, r. UNREVERSE on otdet. REQUIRED,
FE Wing Flaps . ., .. ZERO on order. FE Batrery & Ground
Power (Master)
Switchrrrr.rrr.r.. As REQUIRED
TAXI IN FE Radio Master
Switches .r.r.r..r. OFF
FE Cowls .rr....., OPEN FE Osygen Regulator
FE ADI(if lnstalled) OFF & Shutoff Valves...r OFF
FO FE Hydraulic kess.. MONITOR until (Terminating trips only)
parked FE Fwd C4rgo Door
FE GustLock irrr* ON, on order from Safety Pin (PC'6A).. REMOVE
Captain
FE Mixtule Controls Manually lean RESPOND (Caotain) CHALLENGE (Flt. Engr.)
C FE Weather Radar ., OFF
OFF rr.trr. tt..qr.t. ADI PUMPS
OFF "..tt
.. r?r rr r!t!r..r..r!.. INVERTERS
OFF a. r...i rr... ! ttt..f .. IGNITION
RETRACT &OJF !!,,,,!!, LANDING LIGHTS
OFF .a..r..tr.i.ttttrr.. r PITOT & SCOOP HEATERS
OFF tr.rqt..a.i. t.r.io.!t CONAUSTION HEATERS
OFF .r.a..ia.... ! if .rr.!. PROP DEICERS
OFF r.."r a..i.r.... tr l..t WEATHER. RADAR
ON.a.acr a..e t.. 1.. !...r. PARKING BRAKE
IDLE CUT-OFF.. r r.. rr..r i MIXTUF€ CONTROLS
OFF a .. a . , i r. . r r . .. . r. r t . IGNITION ANALYZER
OFF a..ra.rr.. !r. arr. r.rt RADIO MASTERS
OFF (Termination only) ,,.. OXYGEN
23-10 S TANDARD OPERATING M.OCEDURES

,i
l
L!-
=E
aeE
EU
rc5
=E
24
*.:
ffi-
W
6,!E#fiup
I"IST OF CIIFJ.IEI']T P,dGES
(__
CHAPTER,/SECTiON PAGE DATE PAGE D"A,TE
2blL )/L/51 24-B 3{L!6X

EMLTRGENCY 24-l 1ft1.{67 24-'e r/31/6r.
PR.OCEDUFSS { 211-2.L 'L/1l67
24-3 Ll3L/6i 2,4-4 r L/ b'l
c/_( 1/3u61 24-6 1/1/\1
24-"1 6/ 15/'.;6 24-8 l.or ilo
24-9 6i 15i 56 24-7i -Lo/ Ji:
24-77 6/ t5/ 56 1/L:n
24-L3 7/'7i 57 7i 8"t
24-15 6/ t5/ 56 24-L6 15il56
c I L- 1'-I E/ 75/ 56 24-r.B 1/
24" 19 L)./ 1/ s'.l 24-20 1 / rry
'',t
o A -c)1 1 /
L/ 11,'.t L1n
!7i 1/ 57 7i 5X
o/-otr +i i.5/ 56 24 26 56
6/ 1-5i 56 o n -o..t -LD/'DO
24-29 1/ L/5'.t 24-30 riol
i
l1
'Revfulon 926 D{:. 6/ 7 FLIGTIT N,IANIJAT"

1
(\,
*/ { //="r,,1
,4.-t i r,
.!
I
I
@
UX'7ED
@
EMERGENCY PNOCEDURES INDEX
Locatloa of exla and emergency equipm€nt taaaaaoa.aaaaaaa 24-7
CATEGORY "A" PROCEDURES
The "Immediate Action" portion of these procedures is to be performed from memory without
reference to the Flight Manual or Coordinator Script.
Al1 procedures presuppose ali crew members at their normal stations. If crew member is absent
or incapacitated, pilot in command will delegate duties to crew member not flying.
THE NORMAL ASSIGNMENT OF DUTIES WITHIN THIS SECTION NO-WISE

PRECLUDES THE AUTHORITY AND RESPONSIBILITY OF THE CAPTAINT FIRST
OFFICER, FLIGHT ENGINEER, NAVIGATO& OR OTHER iRsW tvteUmgR eS
DEFINED IN UNITED AIR LINES FLIGHT OPERATIONS MANUALT PAGES 6 AND
51, AND IN CIVIL AIR REGULATIONS 40.360.
FNE & SMOKE En$neSectlonFire . .. . 24-6

In FUght . . . . . . .
Iuselage Flre or Smoke . ?A-8
Underfloor Flre. . 24-8
Cabln Heater Fire 24-8
Vsntllation System - Smoke or Vapor . . . 24-8
Electrical Fire . . t,J.la
Underfl oor lrupec tion hocedure 24-LL
Antl-icing Heater Fire 24-L4
Smoke Evacuatlon 24-L5
On Ground Ground Flres 24-16

Engine or Nacelle 24-16
Electrlc al 24-16
Compartment or Heater 24-16
DEPRESST]RIZATION Emergency Depressuriza tion 24-L6
DESCENT Emergeucy Desceut a+-tt
EVACUATION Preparatlon for Passenger Evacuatlon 24-18

Passenger &acuadon 24-19
POWM PLANT Engine Failure on Takeoff 24*20

MAT.FTJNCTION Engine Overspeediug or Inadvertent Reverslng in Flighr 24-?0
"
Propeller Feathering ?4-i-t
WATM LANDING Emergency Landing on Water 24-27
DC-6/'I FLIGHT h4ANUAL 3/1/st

EMERGENCY PROCEDURES
fr
urrltto
8g
EMERGENCY PROCEDURES INDEX
CATEGORY'B' PROCEDURES
Proced,res in *fr mportance.
POWER PIINT Dellberate Engine Selzr.ue 24-22

MAIfT'NCTION Propeller Unfea thering aaaaaaa 24-22
One Engine Inoperative 24-23
Two Englnes lnoperative - DC-? 24-23
-!two Engines Inoperative - DC-6 24-Z/L
TTYDRAT'IIC Hydraullc System Failure 24-25

STSTEM FAILTJRE Emergoncy Landing Gear Extonslon 24-26
Emergency Air Brake Operarion . . 24-26
ELECTRICAL STS. Electrlcal System Ma lfuactloning 24-21
TEM MAIfT'NCTION
WHEEL OR GEAR Landing with Gear Up 24-28

TR,OI.IBLE Landlng with Flat Tlre 24-29
PRESS.TEAKS Pressurizatlotr Leaks
24-29
FLANE REIJASE Landing with Flares Z,+-gO
3/7/57 DC.6/'I FLIGHT MANUAL

24-B EMERGENCY PROCEDURES
+
NOTEST
I Inertia Flashlignts
fr
anfiD
2. Escape rope$ are located at all q9
indicated exit paths except cock-
pit side windows.
DC-6A/78 EMERGENCY EXITS & EQUIPMENT
\ 8. D EXIT PATHS
4 Emergency exits are equipped

with both interior and exterlor
release handles.
SMOKE MASKS TAIL SECTION
tSCAPE ROPE AT CREW
LIGHT SWITCH
DC.6A DOOR EXIT ONLY
PORIABLB OZ BOT?I.E
HzO BXIOIGI,ISHER
c& ExllNcrlstrER cw Doon
U{EnlIA FI.ASruGIIT E)(rr cntsll,
CTASH AXB DOC
UDDEN OVB, DOOR.

l{t
,llr
FINST AID KIT-N TOII.ET
cq E(nNGt[SrrE, 1. II'NNHATDTI DOWN
2. StDtc ouT
E
}l
EE OVER. WING
HEr, BSCAPts
..H
HATCIIES
EE 1. TI'nlT HAIIDI,E I'P

86 2. SU'ING qI!
H
ttt
U
coz ExTtNGttsHER
PASSENGER PROVISIONS @
S}IALL AFT DOOR, EXIT
WHEN INSTALLED:
OXYGEN INTERPHONE
CALL CHIME
I)
Il (SEAT LOCATION
MAY VARY)
I. TI'NN HANDI.B DOWX

2. PUSH DOOR OIEN
TAIL SECTION VIEWING

PORT ACCESSELE,
SD{ITCH IN COCKPIT -DC.6A,
) SWITCH IN DOME - DC.7B
L/37/6L
EMBGEIGT PRGEDI'NEs 24_7
ru
U'I'IED
ege
DC-6 trIRST CLASS

EMERGENCY EXITS & EOUIPMENT DC-6 COACH
EMERGENCY EXITS & EQUIPMENT
SMOKE
SMOKE,MASKS
Hzo
HzO EXTINGUISHER
coz EXTINGUISHER
t coz EXTINGUISHER
& HAND
02 BoTTLE (8.{ MIB)
& HAND AXE (IN CEIUNG A!'T OF MIB)
EXTINGUEHER
H2O EXTINGUISHER
(N37532 ONLY),-
NOTES!
1. # Flashlights
""ru,
2. Escape ropes are locared ar all
lndicated exit paths except cock-
pit side windows.
B. t ExrrPArHs
4. Emergency exiB are equipped
wlth borh lnterlor and exterior
release hand1e8.
EVACUATION SLIDE
EXTINGUISHER
SIJDE HAND AXE F.IRST ACU{(17
AID KIT (IN BAGCACE RdCK)
EVACUA' STEWARDESS
EVACUA
EX?INGUtrSHER
CARD
:H2O EXTINGUETIER
EXTINGUtrSHER
L/3t/61 DC-6/'I FUGHT MANUAL

24-2 EMERGENCY PROCEDIJRES
.NmNrrt
uIt,l6o
N\N
DC-6/7 TLIGHT MANUAL
EI'IERGENCY PROCEDURES - BULLETII'r ti3 4/L2l6l

insert attached Page 24-2.1 following Page 24-2 of. the
Please" Emergency Procedures
chapter. Record on the t'Record of Bul-lelinstr sheet.
Published for OPBFO, Issued by SFORG, G. H, EstilL
NoTE: Page 24-2,1 has been removed from the next DC-61'l Flighr Manual.fi.evision
Nl26 and ts lssued under cover of BuLletin /13 to expedite lssue to manuaL
hoLders. I,Ihen Revision lf26 Ls recelved please ignore any instructions
regarding this page.
EMERGENCY PROCEDURES . BULIETIT{ //3

Page 1 0n1y
'<' - :. '
fr
w
utfird
DC-68 FIRST CLTSS (N375?o-73C)

EMERGENCY EXITS EQUPMENT
3 SMOKE MASKS
EXTINGUISHER
PORTABLE OXYGEN
BOTTLE
8B SEAT
HrO EXTlliGUTSHER
IA
f 2Afl
3A
I
4A r[l]
5A 5D
ru
A
8A
fl.0 N.OTES:
9A 1 Inertia Flashligtrs
H2O FrRE EXTIN0U|SHER
4-
STEWAROESS EVACUAIIOI'I
CARD
2, Escape ropes ere located at ali
indicated exit paths except cock-
EVACUATION pit side windows.
- ID
FIRST AID KI
3. D EXIT PATHs
IN HATNACK
4, Emergency exie are equipped
t3D
+ with both lnterior and exrerior

relegse handles.
t5A
H2O FIRE .EXTINGUISHER
DC-6/7 FUGHT MANUAL 4/7/61

EMERGENCY PROCEDURES 24-2.1
:
fr
UH'TEO
@9
I
DC.6B FIFST CLASS DC-68 GOACH

EMERGENCY EXITS & EQUIPMENT EMRGENCY EXITS & EQUIPMENT
MASKS
SMOKE MASXS
H2o EXTINGUXSHER
H2O EXTINGUISHER
HAND AXE,
coz ABIE 02 BOTTLE C02 ExTINGUXSHER
WALK AROUND 02 BOTTLE
f
HAND AXE
EXTINGUEHER H2O EXTINGUISHER
t NOTES:
1. Flashlighr
# ""ru"
Escape ropes are located at all
indicated exit patlN excePt cock-
pit side windows.
3. + ExIrPArHs
4. Emergency exi6 are equiPPed
with both interior and extetiot
release handles.
STEWARDESS
CARD H2O EXTINGUISHER

EVACUATION
H2O EXTINGUXSHER STEWARDESS
SLIDE EVACUATION SUDE
EVACUA
FIRE AXE - (ON N3?547 tttru N3?568)
CARD
EIRST AID KIT
FIFST AID KIT (h Hat Pack)
EXTINGUF}IER
wru
r@m
H2O EXTINGUXSIIER
DC.6/l FLIGHT MANUAL t/3U6L

EMBGEI{CY PROCEDURES 24-3
fr
utlt
sg D
EMERGENCY EV ACUA TION

lvlAIN CABIN DOOR
CARGO DOOR
E oN LAND, PULI OUT

RING & TOSS ASIDE.
o
AT SEA, REI{OVE SLIDE
FASTENER,S BEFORE
DITCHING.
w$td
HAND!E-
.PUAH
TT.IRN HANDTE TJP DOOR.
o?tN
/61 SWING DOOR OUT
PUtt ROPE OT.IT
\ ESCAPE ROPE IN TOP OF DOOR FRAME.
OF DOOR FRAME SUDE DOWN.
EVACUATION SIJDE
WINDOW EXIT INSIDE)
SHIEIJ)
I. HOTD STIDE AI ANGU
'5O
li \
@,
2. JUT? AND gT
TURN HANDTE TJP.

SWING DooR OUT.
TOUNGE DilT- DC.?
oN LAND! PUIL OUT WINDOW E(IT

RING& TOSS ASIDE
AT SEA, REMOVE SUDE

FASTENERS BEFORE
RING
DITCTIING.
REMOVE COVER OVER

FASTENERS HANDLE
PUIL DOOR IN WITH

HANDLE
a REE LOCAIION TURN ON EDGE. SHOVE OUT PUII HANDLE OUT

TURN HANDTE DOWN
- tllllsT DQ.6/'I FUGHT MANUAT

24-4 EMERGENCY PROCEDURES
ffiJ
ry
UNITED
,l
DC-? F]RST CLASS DC-? COACH

MOKE MASKS
ivlOKE MASKS
H2O EXTINGUISHER
l{20 EXTINGUISHER EXTlNGUISHER.
AXE WALK-AROLIND O2
BOTTLE
AXE
COo EXTINGUISHER
WA]-K AROUND O" BOTTLE
HAND AXE
H2O EXTINGUIStr{EE
{ 1({ )1 H9O EXTINGUXSHER
,Jl
---rl
NOTES:
-3
Y T
\r
6+- mertia Flashlishts
2 Escape ropes are located at all

L indicated exit paths except cock-
pit side windows.
il..
f 3. D EXIT PATHS
flr1
T i 4. Emergency exi6 are equipped
t_lt [_
T
with both interior and exterior
release handles.
ut_
TT
LJT
L-
T
I
L-
1-;
r-
U-ri 11- STEWARDESS
STEWARDESS EVACUATION
EVACUATION _ -
CARD
EVACUATION
TEWARDESS
CAR.D SEATS
EVACUATlON SL]DE
fi k I
HoO EXTINGUISHER
SLIDE
H2O EXTINGUIS (BEHIND SEAT)

FIRS T. AID KIT
(IN HAT RA CK) H FIRST AID KIT
(IN HAT RACK)
{ 1,,^ll
1 T
TI T
r--it rL
YT
HOO EXTINGUISHER (UNDER SEAT 16C)
EXTINGUISFIER
$ EVACUATION SLIDE EVACUATION SI,IDE
DC-6/7 FLIGHT MANUAL tlsL/61

EMERGENCY PROCEDURES o/ <
g
ganw
ug
\
CA TEGO RY "A" PROCED URES
ENGINE SECTION TIRE

Wheu lt lc dercrmlned #nglry sccdou or nacelle flre elGts lr ntgbr, ar lndlcated vlsrully c
**r.ro rtepl lmmedtatelyr
ryrtcrir. perfrm the foUortng by &c xrrnlng
c 1. Determtng Fq8lnor &en ordgr .. . .. .. .. .... ..... .. No. FIIE MOCEI,T,RE

c 2. TtUoile ........ a................ r..... a...a c a CLOSED
HE dr. Fcatberlng ,BEt(tII . . . r . . . . . . . . . . . . . . . . . . . . . . s . . . PUSTI
IrOlfT WAITfeengIno to *op before
comlnulng wlth steps 4 and 6.
F84' Mtrtug Cotrnol r. o... . ..,. . ... ... .. . .. r. . .. .. . . IDIT CUT.OT
rB 6, Ftevall-lhlt-off @lumlaated) . r . . . . . . . . .. . . . . . .
rB 8. CtOaf and Wtng Flaps . r......... t... r............
PTJLL OITT
CHECK
_ (UP unlegs landtng k frnmlnent)
FB 7. CoYl .a. a. o a. a.. i a..... a. a. a r a. a. a a i a a. a.... a TAKEOFF PGITION
(Shoyld be cloced a.fter ftre ls out ro reduce drag)

CFOFE _
Protectlye masks(DC-6. 6A
8N & 68 ouly) orrriorrro ON
(Gew member dlscharcinc CO^ miv delav
untll accompUshing tliisl- ' ' '
FE 9" CO2 Discharge Handle ........... o... r........ PIJTL OUT
Effecd,veness of Ce
syst€m ls greater after
etrglne rou.tlon ls stopped.
When time permits;

FE 10. CIOSED & OFF
FE 11. OFF
FE L2. OFF
FE 13o OFF
FE 14. CLOSED & OFF
FE 15. OFF
c 16. OFF
FE 1?" I,oW
FO (r engine #1 or #4, cabin supercharger) DECTUTCH
FE 18. Cross -feeC Valves ...... 'oFF
(Make certain thar operarive engines are
operating initially from their respective
MAIN or AI,TERNATE tanlq )
FE 19. Propeller RPM Selector Control.................... LOW RPM
(Light On.;
FE 20r. Carburetor Heat. . .. ,. . .. .. ... . o COLD
c 21. Fuel Pressure Isolarion Switch ... OFF
lf fire recurs, upon order from Captain:
FE 1. Firgwall Shut-off Valve n................o.......o FULL OUT TO RECOCK

FE ?. Other CO, Discharge Handle...................o.. PULL
CAUTION
1. DO NOT RE-START ENGINE IN WHiCH FIRE HAS OCCURREDT LAND AS SOON
AS PRACTICABLE.
2. .DO NOT ffiTEND LANDING GEAR OR FLAPS UNTIL THE LAST POSSIBLE MOMINT BEFORE LANDING. THUS
DAMAGE ro rHE LANDTNG GEAR oR FLAps AND rNsuRrNG MAxrMUivr
[[|[i[IHi, KTTHItffIRE coz
tL/ t/ 51 DC -6/'I FTIGHT il{ANUAL

24-6 EMERGENCY PROCEDIJRES
fr
UXJIAD
P
ENGINE SECTION FIRE - (Continued)
CA UTTON
o
Ir A NACETLE SELECTOR VAI;VE IS PULLED COMPLETETY OUT A.ND COzIS NOT DISCHARGED TO TIIE
AREA, SYSTEM WILL REMAIN OPEN UNTIL THE SELECTOR. HANDI.E IS TdANUATLY RETURNED TO FULL
IN POSITION. PUSHING HANDLE TO DETENT WtLt NOT CTOSE STSTEM AND WILI PERMIT A SPIÎT
SHOT OF CO2IF ANOTIIER SETECTOR VILVE HANDTE Is PULLED oUT AND CO2Is DISCHARGED.
GENERAL N TES . ENGINE SECTION F IRES
1. DC-6, 6A & 68 only.
All cockpit crew members must put on oxygen masks before or slmultaneously with the discharge of COo.
The crew member delegated to discharge Co, to the fire zone, however, miy delay putting oi ti, mrrf,
until after this oPera,tiou is accompllshed. - Effectiveness of the CO2 is gre.t"r after engi-ne rotatlon ls
stopped.
2. While there is no CO, Protection in Zone 1, a. fire may burn through this zotre lnto Zones tr or Itr;
therefore,_Co, should be discharged regardless of zone indication.- The Co2 discharged into Zones II
and III wlll also serve to cool the heated surfaces in those a,reas and will help prevenithe ignition of
fuel and oil.
3. To
-avoid
wasting CO2, do not release the second CO2 discharge until the first discharge has proved
ineffective.
4. If the propeller of the dead engine cannot be feathered, and there is NO fire, the firewall shut-off valve
may be pushed half way hto detent ("oiI on") position, relieving the possibility of engine seizure.
(Unlessdefinltely assured that all flre has been extinguished, do
NI prrt firewall shur-off valve ro
the half way spring stop as the posslbility of a damaged oil line iiliiiiii permit oil to be released lnto
the fire area.)
5. In the event of a fire warning from a second engine:
A. Retard the throttle.
B. Make a, thorough vlsual inspection before proceeding with the complere engine featherlng and
extinguishing procedure. Airplane performance is sertously reduced when operating on two
engines, particularly at high altitudes.
6/75/56 rc-Afi FLIGHT IVIANUAt 24-7

EMERGENCT PROCEDT]RES
ry
uEttto
@
CATEGORY "4" PROCEDURES -x
FUSELAGE FIRE OR SMOKE a
(In all cases the cabin auendant must be notified)
In the event of smoke or flre in any fuselage compartrnent or in the cabin as indica.ted visually or by means of fire wa,rn-
ing lights, THE FOLLCffING STEPS ABE TO BE TAKEN IMMEDIATETY BFOIE TAKING ANY FIRE CONTROL ACTION:
c1. All combustion heakrs OFF

CFOFE 2. Protective masks ON
c3. Cockpit temperatue control NORIvIAL
c4. Windshield heat control OFF
FE 5. faa.a.a OFF
FE 6. OFF
FO 7. Turbine .... .... OFF
CFO 8. Fuel crossfeeds (after switching engines to respective tanks). OFF
FE 9. Hydraulic system by-pa,ss trF (uP)
FE 10. Flight comparunent door CLOSED
c 1.1. Start emergency descent. If level flight is necessary,
mainuin highest practlcal cruise speed.
FO L2. DC-6 -
Il-lea bin Supercharger s DECTUTCH
B. Emergency cabln pressure control .. . . . FULL OPEN
Fa,ilure to, open this valve will result !q qTgergus
FO 12. DC-6A. 68 & DC-? -

lilaster emergenc)/ aepressurization lever FT'LI UP
NOTE: When t}e master emergency depressurization lever is actuated, the cabin pressure conrol valve closes,
the emergeucy depressurlzation va,lves (forward valve only on DC-6A) lock in the open position, and the
superchargers lock ln the declutch posltlon. These positions are maintained until reset by a ground crew.
VENTILATTON SYSTEM -
SMOKE OR VAPOR
UNDERFLOOR FIRE CABIN HEATER FIRE
If smoke or Yapor persists, C 13. Fire extinguisher NCIfE: heater

proceed ss follows: selector valve va
handle (illumi-
FOFE 13. Passenger oxygen nated) PULL O[IT te as a.s
system & oxygen C 14. Either CO2
crossfeed. . . .OFF discharge
FE 14, Cabin tempera- haudle PULL OUT on
ture mlxing ater
valve. .PORTB
(rc-6A/6Bl'.t) Dc-6 WARNINF N.OTE No.1
FE 15. Accornplish under- C 13. Cabiil heater selector
floor lrupection, WHEN COzIS DISCHARGED INTO switch (opposite warn-
beginning with ANT OF THE TOWER FUSELAGE ing ughQ
heater compartment. CoMPARTMENI S, RECUNING .... DEPRESS
See 'Underfloor Ins- PASSENGERS ARE REQ'D. TO SIT C 14. Wait 5 sec.,then COz
pecdon Procedute". UPRIGHT AND AI,t PASSENGERS dlscharge button.
C 16. Land as soon as IN T}IE FIRST T}IREE ROWS tr (2 sec.ot more). . .
practlcable. SEATS BE MOVED AFT, PUSH
I
FO FE 15. Passenger oxygen system
(END)
::.r.':";Hsfeed ' '
FE 16. Cabin temp. . POR,T *.
valve
24-8 FTIGHT }dA 6/15/56
EMERGENCY PROCEDT'RES
vd
UIJ'IO
qD
'!
CATEGORY'A' PROCEDUtrES
\
FUSELAGE FTRE OB, SMOXE (Conrinued)
TJNDEEFTOOT. FIf,E CABIN HEATERFIRE
DC-6 WARNING NOIE#2 FE 17. Inspestheater accessorles compartment.

c 18. If second dlscharge CO2 necessar|:
DO NOT DISCHARGE EIE SECOND BANK
oF co. INTO THE FUSELAGE EXCEPT A. Heater compaftment fire ex-
UNDEt' CONDrIIONS CF E(]]REME PUI,I OUT
EMERGENCY AS OUTUNED IN GENERAT B.
NOTE #4 FOLLOWING BECAUSE DTSCHARGE PULL OUT
oF BOTtr BANKS C'r Cq CAN CAIISE DAN-
GEROIISIY HIGTI CONCEN]SATIONS AT FE 19. Re-inspect the heater accessorles compartment.
SEAT LEItrt.
w,lxltlr{c
DC-6A, 6B & DC-7 WARNING
IINDE, MOST DISCHARGE CONDITIONS, FOG IS FORMED
DO NOT DTSCHARGE TTIE SECOND BANK WHICH MAY BE MISTAXEN FOR SMOIG; THERFORE EX-
OF CO2 INTO THE FUSELAGE IN LESS TRElvrE CAUTION SHOULD BE EMPLOYED IN INSPECTION
THAN TIIREE I,TINUTES BECAUSE EARIJER OF THE COMPARTMENT TO DETERMINE THE ACTUAL
DISCHARGI OF THE SECOI{D BANK CAN E]SSTENCE tr A FIXE.
CAUSE DANGEROUSTY HIGH CONCENTRA-
TIONS ff COO IN THE HABITABI,E C 20. If flre ls not under control:
PORTIONS OF. THE AIRPLANE.
\ FO FE 15, oxyg€n system
Pa.ssenger
DC-6
Ta'tii-as soon as possible.
and oxygen crossfeed . . OFF If fire is out lt ts edvisable to land as soou
FE 16. Irupect compartme[t to a,s Practlcable.
make certain fire ls out. If
inheater accessories com- DC-6A, 68 & DC.?
partment, position the cabin 1-. TfexEnguifi'er selector . . pIJLt OUT TO
temperatue mixing valve to RECOCK
Port B. B. Other CO2 discharge handle. PULL OIJ:I
WARNING WARNING
UNDER MOST DISCHARGE CONDMONS, FOG DO NOr DISCHARGE THE SECOND MAIN BANK OF COz
IS FMMED WHICH I4AY BE MISTAKEN FOR INTO THE FUSELAGE IN LESS THAN 3 LIIIV[JTES, BECIUSI
SMOKE; THEREFORE EXTREME CAUTION SIIOULD EARLIER DTSCHARGE OF TIIE SECO}ID BANK CAN CAUSE
BE EMPL TED IN INSPECTION OF TT{E COMPART- DANGEROUSTYHIGH CONCENTMTIONS OF CO2IN TtrE
MENT AFFECTED TO DETERMINE T}IE ACTUAL HABITABLE PORTTONS tr THE AIBPLAM.
EXISTENCE Mi TTNT.
c 21. lf fire ls stlll not rmder control, land
c 17. DC-6A, 68 & DC-? as soon as posiblel if fire is out' lt ls
advlsable to land as soon as practlcable.
U a second discharge of COZ
becomes necessary: NOTE
(1) Fire sxlinguisher Do not op€rate the cabin heater followlng a fIre. However,
selector handle . . PULL OUT if lt becornes necessary to use the airfollheaters, they may
TO RE-COCK be re-started, provlded ttre heater fuel system cto$feed 1s
(2) Other CO2 dis- not used.
charge handle . . pULt OUT
(END)
c 18. If fire ls not under control, land as
as poslble. U ftre is out it ls a
to laud as soofl r.s practicable. Do not
re-enga ge cabin superchargers.
GI\[D)
6/L5/56 Dc,.6/l
FLIGTTT MANUAI 2+9
EMERGENCT PROCEDT'RES
fr
urrfio
@
CATEGORY'A" PA.OCEDURES
FUSELAGE FIRE OB SMOKE . (Contiaued)
#EIECITICAI FIRE
lf smoke or fire defhitely ldentifted as of electrical origin:
FE 1. Emergencylnstrumentlightswltch. . . . Ol.l
cFo o AC Instrumentpower selector switches . . EMERG.
(If installed)
FE 3. Battery and Geaerator Switches . OF'F
FE 4. Blower Swltches(Dc-6, 6A & 68) . . . . LOW
tr TITE SOURCE HAS BEEN FOIJND IF SOT'RCE IS NOT DETERMTNED
C FO FE S.hotectlvemasks ....... ON 5. Perform steps 1 tluu 12 of Smoke

6. Use hand CO2 fire extinguisher or Fire Procedures. & depressurize
to combat fire. if necessary.
FE 7. Circuit brea.kers for circuits FE 6. Pasenger oxygen system & oxygen
lnvolved CFF crossfeed OFF
FE 8. Battery & generator switches . . ON FE 7. All circult breakers TRTPPED
FE 9. Emergency Instr. lig[rts OFF FE 8. Baftery switch ON
cFo 10. Capt's & F.O.'s AC lnstument FE 9. Generator Control, Generator
power selector swltches - Field Circuit Breaken, Generator
(if tuutalled) NORMAL Switch (one generator at a time). ON
in order
listed.
FE 10. Either inverter circult breaker . . ON
FE 11. Voltage regulator blower circuit
CAUTION breaker (if installed) ON
FE 12. Remaining circuit breakers (one
USE WATB, EXTI}GTIISHERS ONLY ON FIRES IN at a time 1n order of imPortance
SEAT UPHOLSTERY, CURTAINS, FLOOR COlfEnntlGS' a,s circumstances require) ON
CLOTHING, PAPER, AND ANY PORTION OF BIJFFET.
It is suggested that the flre detec-
USECO. EKTINGT'ISHM, ON ANY FIRE INVOTVING tlon system be the ffust circuit to
FLAMMiBLE IIQIIIDS CR ON ANT FUGHT COM- be returned to'@rmal.
PARTMENT EI.ECTRICAL FIRE.
FE 13. Emergeucy instrurrrent lights . . . OFF
cFo 14. Captaln's & First Officer's AC
instrument power selector switches
(if installed) NORNIAL
When the source of the smoke bas been found in this manner,
leave the circult inopera,tive and restore power to the
IVISCELLANEOUS CABIN OR COCKPIT FIRE
1. Ilrnd fire extlngulshers are loca,ted tn the cabin and flight compartmerE, atrd ate to be used at the crew's discretion
on locallzed fires. Qerattng tnstrrctlons are attached to each extirgulsher.
2. If flre or smoke ls severe enough, follow SMOKE EVACUATION and/s EMERGENCf DESCENT FROCEDIIRE.
24-70 rc,-6/l FLIGHT MANUAT 6/15156

EMERGENCY PROCEDTJFES
l
ffi
w@fl,IBt,
C.ATEGOR.Y'A" PROCEDURES
.
GENERA! NOTES _--iUSETAGE

.- I t--+.
FIRE OR SMOKE r
1. The procedures on the precerllqg pa.ges arc to be followed ln all cases of fuselage fhe or smoke. The 5MOKE
EVACUATION-nrocejure. ls supplementary only. It is inteqded to provide a meihod of clearlng smoke if o""*-
Try q cases of localized cablu, cockplt or elictrical fires during iltrich the preliminary *"pr?oiotr,;r;;;;;-
rles of flres were not executed. and to provide adrlitional steps if-smoke persists after tt'ese i't"pr n.v"-1"*-'-
taken.
2. lt.rt ryl necessaryto execute the 12'set-up" steps for the fire or smoke procedures if the sqrrce ls deflultely
idgnti{iedasfreclllcalorlosalize.d cabin oriockpit fire, exceprasprescribedioA"rurcn ffi
procedwes when tne souce ls uot known.
3. The cabln heater ls protected by a small C02 cyltnder discharglug directly lnto the combustlon air intake duct
and the ventilating.air duct. and also by the-mifn CO2 system*wti'ich plrtlcp both the cabin heater and
the
nea ter accessorles coEpa rtrnent.
4. pc-6 -
The use of oue bank of Co2 on fuselage ffues will provide prorectiv€ concetrtratlons in sxcgss of those
regulred-rn.the fuselage underfloor fire zones. Use of the second bank of CO2 can result lu co[cefltra-
tlon- well above the 3$ safe limit ir tlre habitable portionE of the alrcraft, aub should not be discharged
by the crew unless lt is determined by vlsual inspection of the compartment affecred that the fire is still
uncontrolled after tlre use of &e first bank of CO2.
5. DC-6A & 68 -
The. discharge of the second main bank of Ca2 is permissible (after B mtnutes) wi*r these airplanes because
of the added emergency depressurization valve.
6, pc-6A & q-
Posltion the cabin temperatue mixrng valve to Port B when required by rueans of the manual cabin tempera.-
ture control wlth reference to tlre mlxlng valve position indtcator or by the hearer air shut-off switch, if
irutalled"
de1ay relay cuts off-tlre bell which rings when one of the fire wamlng light circutts ls energized
Iit "tir"
has rung_for approxlmately twelve seconds.-.llhe warning light should gu iutlft", tle flre is
after
exitnguished
and the bell cut off will,be A: long as the warni-ug iir""uit is energ'ized" however, the bell cainot ring
to ca.ll attenclon ro another l:set.
fire warntng lighu.
. uqERFrqo! g{sPECTfoN PRqqEpURE

In those procedures-ln which uuderfloor lnspection ls required. or lf underfloor smoke or flre is Eu$pected for other
reasons than those described, the following methods should be usedc
1. Irupect the indtcated or suspected comparrurenr tfirough rhe fLoor holes prov{.ded"
2" ff flre exlsts, remoYe vielrer and close and latch rlie csver over the yiewer hole and proceed w.lth
IJNDEXFTOOR HRE PROCEDIIRE for the compartment lnvslved"
3. U no fire is observed in-any underfloor compartment, but smoke !.s present, invesdgate other possible
sources of fire and continue to inspect compartrnents uutil lan<ttng is effected.
6/15/56 W.CII FIJGIIT h4ANUAI, 24-11"

EMERGENCY PROCEDT.IRES
MM'
4irrrt&
EITP
CATEGORY "A' PROCEDURES
FUSELAGE FIRE OR SMOKE (Contluued)
IJNDERFLOOR AND TAIL COMPARTMENT INSPECTION OPENINGS
FORWARD BELLY CARGO PIT

LIGIII swITCH ' leated to Plr
rtds of oflet bowl FO(IVARD BELLY CARGO
INSPECTION HOLE
T{YDR{UUC ACCESSORIES COMPIRTMENT

NOT& SEAT LOCATIONS DIFFER; LIGHT SWITCS
HOLE LOCATIONS ARE
IDENTIFIED BY YELLOW HYDRAUUC ACCESsORIES COMPARTMENT
TABS ON EDGE OF INSPECT1ON HOLE
AISLE RUG. COMPARTIVIEN'I' BETWEEN

FRONT & CENTER SPAR
COMPARTMENT BETWEEN
CENTER AND REAR SPAR
COT'PARTMENT
INSPECTION HOLE
HEATER COMPARTMENT
LIGHT SWITCH
BEI,TY CARGO PIT

INSPECTION HOLE
R.EAR BEIIY CANGO PIT

ucHT sWlTcH ' l@.tod
ACCESS TO TAIL COMPARTMENT under *lt
INSPECTION IIOLE
1. Lift seat cushions.

2. Pul1 pins at seat ftame rear ccners and
rctate 1/4 turn to free back-rest posts.
3. Lrft back-rest up and out, TAIL CoiT1PARTMEN:f
4. Remove half-circle of standard interior LIGHT S\rITCll - located
by sliding upward. Remove double-sgtlare under lounge seat cushioil
1st class or on forward side TAIL CO}dPARTMENT
panel of Loewy irterior by pulling lower of aft storage compartnenl INSPECTION HOIX
oD coaclt
corners forward.
-L DC.6I'I FLIGHT MANUAL

h
Ji
BLANK INTENTIONALLY
:.;
DC-6/7 FLIGHT MANUAL I
EMERGENCY PROCEDURES 24-13

ffi
WN'IEO
ffiry
C^TEGORY "A'' PROCEDURES
ANTI- ICI},IG HEATES. FI
In case of an anti-icing heater flre warning, perform the following steps immediately:
c1. Al1 combustionheaters ...."." OFF

--,* CFOFE 2. Protective Masks-DC-6 series(Wing htrs. only). ON
(Crew member discharging CO2 may delay
unril accomplishing this" )
C e Plastic cover (heater fire control panel)..... OPEN
C Heater selector switch (Opposite warning
light).. DEPRESS
THEN,
WING HEATER WARNING TAIL HEATER WARNING
C 5. Wait 5 seconds after depressing C 5" Wait 5 seconds afier depressing

heater selector switch; then - heater selector switch; then -
Uppqr CO2 disch arge button - Lower CO2 discharge button -

PUSH FOR 2 SECS . .. .. . .. . PTJSH FOR 2 SECS
or more. or more.
While depressing discharge button, FE 6, Inspect tail compartmenr.

PULL OUT CO2 discharge handle on :ir*-\
main fire conuol panel for the ex- C ?. If fire not under connol, land as soon
hausted bank as an indication of which . as possible.
bank remains "live". If fire is out, land as soon as prac-
ticable.
If second discharge necessary to same heater:
C 6, Position CO2 bottle selector switch to *

. ". ", LiVE BANK
c1
*: .:: : .i':: : : :-": :.':':
,,'il*,?i
2 SECS or
-
more. ";
FE8 While depressing button, puti, OUT CO2
discharge handle for remaining bank,
c 9. If fire not under control, land as soon as

possible.
If fire is out, land as soon as practicsble.
r:AUTtrON
DO NOT USE ANY OF THE "AI{TI-ICTN6 I#A?ERS FOLLOWING AN ANTI-

ICING TIEATER FIRE" IF NECESSARY, CABtrN HEATER MAY BE RESTARTED
PR.OVIDED }.IEATER FUEL CR.OSS.FEED IS NOT USED.
1/t/57 DC-6/'I FLIGHT' MANUAL

24-14 Eil,I ERGE.t'{CY PROCfDURES
E
uufiao
IEP
CATEGORY'A' PROCEDURES
]I
SMOKE EVACUA TIO
In the event of heavy smoke coucentrations in the cabin or cockplt, perform the following steps tmmedlatelyt
c FO FE 1. ProtectiveMasks . .. . .. . ,. ON
c 2. Start emergency descent. If level flight necessary
malntain a maxlmum crulse speed.
3. DC-6 -
FO 7.-caUin superchargers . . . DECTUTCH
FO B. Emergency cabln pressure coutrol FULI OPEN
(
FO 3. DC-6A. -68&DC-?:
MEeaEmergency aapressuriza don lever FULI IJP
FE 4. Door between cabtn and flight compartment . . . . . CLOSED
c FO 5. Flight compartfitetrt side windows and clear-vle]s . . . CLOSED
(DC-6 onlv: The clear-view panel may be opened
momentarily to aid in depressurization
if lt ls considereTi@to open the front entrance
door beyond the deteuts).
FE 6. If smoke is in fllght compartmetrt area after depressurt-
z,JI.g'
Fiilnt entrance door hlnged window . . . . . OPEN
-.)- -or-
Open doop to detents if hinged wlndow is not lnstalled.
Do not exceed 215 Kts. IAS (260 Kts. IAS for DC-?)
wlth-door ope[ to avoid excessive negative pressure in
\ the fuselage. Smoke concentrations"mav be further
reduced by opening the door past the defents.
WARNING
WHEN OPENING rHE FUGHT COMPARTMETIT EXTffi.NAL DOOR.

Do NoT Gnm HANDLES; pU$I
AGAINST TIIE HANDLE WITHTTIE PALM tr THE HAND. EXTRETT{E CAUTION MUST BE USED
WHEN OPENING EITHER DOOR DIJRTNG FLIGHT, AS THE D@R
MAT SURGE OPEN ONE TO TWO
FEET WHEN INTTIALTY OPENED BEFORE RETI'RNING TO THE TRAIL
POSITION.
__}- FE 7. If smoke is in main cabin, open either emergency exit
over the wtng ouly after depressuriztng and Elow 198 Kts.
IAS. (260 Kts.for DC-T). Do not excied 218 KtE. IAS
(260 Kts. for DC-?) wlth either exit open to avold ex-
cessive negative pressure in the fuselage.
WARNING
CAUIION AND JUDGI/ENT MUST BE USED WHEN OPENING EMERGENCY HCT AS 1T]IS WILL
PRODUCE AN INcREASED AIRfLow rHRoucH TrrE VENTTIATING sysrEr"r
wrrH rni possr-
BtE RESULT OF INCREASING THE FIRE HAZARD.
C 8. Ia.nd as soon as Practicable unless smoke is cleared out and there ls positive
assurance that no fire or flight danger exists.
NOTE: Under certain conditions, turbine opera,don causes a vapor to form in the
flight compartmert which may be misuken for smoke. U there is any
indication that the concentration is due to thls cause, the turblne shoutd
be turned off before proceedlng wittr the eyacuatron procedure.
il
6/15/56
N-A/I FIJGHT },IANUAL 24-15
EMERGENCY PROCEDT'RES
r
UN'IID
eE,
CATEGORY "A" PROCEDUR.ES
GROU RES
AT BLOCKS AWAY FROM BLOCKS
c 1 Evacuate by passenger loading stand C 1. Turn downwind ro keep fire away from
(ifobtainable) or follow Emergency cabin.
Pasenger Evacuation procedure. C 2. Parkingbrakes. ... ON
FO 3. Notify control tower.
FO 2. Notify Contro1 Tower. C 4. Follow Emergency Passenger Evacuation
Prccedures.
ENGINE OR NACETLE FIRE
Lf a fire occurs in an engine section or nacelle while on the ground as indicated visually or by a
fire warning light, perform the following immediately:
C 1. Thronle ..... CLOSED

FE 2. Fl.re extinguisher selector valve handle
for affected engine PULL OUT
FE 3. Either CO2 discharge handle PULL OUT
FE 4. Complete the engine shutdown.
ELECTRICAL FIRE
FE 1. Battery and generator switches ......OFF

FE 2. Shut down engines.
COMPARTMENT OR HEATER FIRE
CFO 1. Open cockpit side window.

C 2. Use approptiate CO2 extinguisher system.
FE 3. Shut down engines.
EMERGENCY DEPRESSURI Z ATIO
FO DC-6A. :68 & D9.-? -

Ma.ster Depressurizatlotr Control Lever
rrc-6
B.
Cabin Superchargers
control
Emergency cabin pressure
DECLUTCH
FIJLT OPEN
NOTE: Except ln ca,ses of fuselage fire, the emergetrcy cabln altitude conuol
(hand crank) may be used on &e DC-6A to operr the emergency rellef
valves to accelerate defesourizatioun
24-16 DC-6/7 FLIGHT IvIANUAL 6/15/56

EMERGENCY PROCEDUP€S
ry
U&I''ED
@e
CATEGORY "A'' PROCEDURES
EMERGENCY DESCENT
GEAR [IP. FLAPS UP
c1. Propellers 24OO RPM

Throttles ... CLOSED
c3. Descend at ... . . ..:.... . . VNf above 21, 000 feet
255 Kts. IAS bel0w 21, 000 ft.
Rate of descent is approximately 4500 fpm - (rc-?)
4000 fpm - (DC-6, 6A & 68)
SPEED BRAKE EXTENDED, ITLApS Up (DC-? Only)
C 1. Propellers .,. "2400 RPA4

C 2. Throttles "... CLOSED
C 3. Descend at .... ... " V5ig above 21, 000
255 Kts. IAS below 21, 000 ft.
Rate of descent is approximately 6400 fpm
ENTEE GEAR DOWN. FLAPS DOWN
C 1. Propellers ....2400 RPM

c o Throttles CLOSED
DC-? C Descend at (50' flaps) 153 Kts. IAS maximum, but
not less than 13? Krs. IAS
Maximum 30o flaps . ... .. " J?0 Kts. IASp

DC-6 Maximum above 30" flaps . . ... ...140 Kts. IAS
DC-6AU:6'B Maximum above 30' flaps . . ......150 Kts. IAS
Rate of descent is al,proximately 3300 fpm
GENERAL NOTES - EMERGENCY DESCENT
1. The Gear Up - Flaps Up method is recommended whenever.possible for the following reasons:
A. No deceleration period is required prior to starting descent.

B. In case C02 is discharged, hazard to passengers and crew of excessive concentations is
reduced with nose irigher attitude of airplane and better ventilalion at high speed.
C. In case of engine fire, the landing gear and flaps should rot be extended until last
possible momeltt before landing to prevellt extensive fire damage.
2 .Speed *rou1d not be reduced belor+ 140 Kts. I.AS if CO2 is discharged into fuselage compartment
as ventilarion, and thus scavenging of CO2 in the habitable areas, is not adequate and may result
in excessive COZ concentrations.
For DC-? only
NOTE: 1. In cases of fire in No's 2 or3 engines. the GEARUP, FLAPS UP

method of descent is recornmended.
2 In cases of fire in No's L or 4 engines, the SPEED BRAKE EXTENDED,

FLAPS UP method of descent is recomrnended.
6/75/56 DC-61'I FLIGHT MANUAL 24-t7

XTFE
ru
UMTEO
@9
CATEGORY'A" PROCEDURES
PREP A RA T NS FOR. PA SENGER EVACUAT
The follorving procedures shg{! be accomplished in flight when the narure of_the emergency
wilt require t5gency on
on dte ground or a landing.which will damige the airptlne is anticipated.
Where a s."in man crew ls involved, the
navigator's duties will be the same as the flight engineer.s; the stewird will assist the
first srewardes.
CAPTAIN FIRST OFFICM. FLIGHT ENGTNEER STEWARDESS (ES)

When possible:
1. Notify ground station 1. Depressurize 1. Secure all loose equip- 1. Check all se,at belts fastened
of emergency as cabiir. ment or baggage. place tightly and all seats f"rll up-
follows: baggage in cargo pit right.
2. Be prepared to and/or lavatories. 2. Have passengers remove glasses,
A. Declare emer- take over the dentures. sharp objects, and
gency (MAYDAy flight englneer's 2. When depressurized open high heels.
or PAN). duties. all emergency exits, except Stow loose equlpment and
B" Aircraft identi- DC-7 lounge door, unlock baggage in lavatory or
fication. 3. Release flares if doors. Trail escape ropes coatroorD.
C. Position. crash landlng is from open window exits. 3. Instruct passengers in evacuation
D. Nature of emer- imminent. CAUTION: DO NOT PULL of airplane and advise best pro-
gency. RIP CORD OF tective position.
E. Acrion being EVACUATION 4. Disuibute blankets and pillows
taken or planned. SLIDE WTIILE and coats for lmpact protection.
F. Any additional IN FLIGHT. 5. Insuuct able bodied passengers
information aail - on proper method of holding
able for efficient DC-? Coach & DC-68 evacuation slide. Lounge
rescue or relief. table folded down.
DO NOT TRAIL ROPES FROM 6. If night, tlun on inertia
2" Advise stewardess THE EMERGENCY EXITS IN flashlights.
and issue necessary THE FORWARD SECTION 7. If possible, advise Captain
orders. UNTIL THE AIRPLANE IS cabin prepared for evacuatlon.
STOPPED. 8. Proceed to seat and fasten seat
3 Avoid landing until b€lt tightly just prlor to
emergency equipment 3. Opea cabin-to-cockpit door. landing.
and crews standing by,
1st Stewardeqs
if possible. 4. Take seat rlc-? 13C
4. In case of fire, make DC-6 & 6E lst Class Stev.Seat
DC-? Overwater 10c DC-6 & 68 Coach 7ZC
right turn to head A11 others 11C
downwind during final 2nd Stewardess -
stage of landing roll, DC-6 & DC-?
5, Navigator, lf carrtred, 18
if practica l. assist F/E in cabiu. DC.68 .A,B
Ta.ke seat - DC-? Coach F18

DC-6 Coach 13C NOTE:
DC-68 Coach & Stewardess will carry out steps
DC-? 108 1 througtr 3 of Flighi Eaglneer,s
duties if he remains in Cockplt.
1/7/l',t DC.6/'I FLIGHT MANUAL

w
ry
UT'I'D
.\ i\
CATEGORY "A" PROCEDIJRES
!l
EMERGENCY PASSENGER EVACUATION

The following procedures apply when the airplane is on the ground, either in a normal attitude or with gear up or par-
tially up. When an emergency condition is anticipated, the preparations for passerger evacuarion should be carried
out prior to landing. Each crew member shoul.d be thoroughly familiar with the duties of other members, so thar he
will be able to perform them, if necessary.
CAPTAIN FEST OFFICER FLIGHT ENGINEER STEWARDESS (ES)
1. Notify control 1. After plane comes If in cabin:

tower, if possible. to rest fully open First Stewardess aft cabin
flight compartment 1. Pull ring and cable FULL OUT Stewardess forward cabin
Flaps - 30'(50' exit and leave to oPen evacuation slide; open
if tail high). through door or main cabin door; trail rope; 1. If practicable, assign specific
side window. drop evacuation slide. duties to able-bodied passengers.
3 All controls and
switches in appro- 2" Proceed to tririling 2. Direct passengers to evacuate 2. Stewardess in forward cabin -
priate positlons. edge or right wing via slide. direct passengers out through
and:aslst pass€trgers main cabin door. Open window
4 Use portable fire sliding ove.r wtng 3. If in cockpit, proceed to exits; trail ropes and direct and
extinguishers on fla p. cabin to open emergency assist some passengers through
any exisring fires. exits forward of main cabin these.
DC-? onlv door if stewardess has not First Stewardess in aft cabin -
=+F 5. Direct and assist already opened. open window exirs; trail ropes;
Passengers to 3. Proeeed to right tear Trail ropes. direct and assist passengers at
evacuate as con- exit door and assist main cabin door, DC-? lounge
ditions dictate. with slide and direct 4. Divert some passengers to door, or window exits as situa-
able-bodied passen- these exits ifuapid evacuation warra-nt's.
6. Designate assembly gers to hold slide; tion is requiied. 3. If tail high and front entrance
point to account for assigq others to dcor to be used, open flight
passengers and crew. assisr passengers off 5" U front exits and front comPartment door and direct
trailing edge of entrance door used for passengers in evacuating.
7. If conditions permir. right wing. evacuation (tail high
salvage personal attitude and feasible), 4. Leave airplane after checking
arricles. first aid Iffront entraoce direct and assist passenger that all passengers are off.
equipment, food door used for eva- evacuation. Take first aid kit, assist
blankets, etc. cuation (tail high Captain in assembling, count-
Arrange for passenger attitude) direct and If navigator carried, his ing, and caring for passengers.
comfort. assist passengers out. duties are to assist widr lf steward carried, his duties are in
NOTE In the event the Fiight Engineer's aft cabin, assisting Lst stewardess
NOTE:
landing is made duties in the main cabin. and helping with rear emergency
on water, go to
In the event exit.
cabin, landing is made NOTE In the event
assist with
otr water, proceed landlng is made NOTE:
evacuatiofl, and
pass seat cushions
to cabin, assist on water, proceed Stewardess (es) responsible for
to passengers on evacuation, and to main cabin carrying out Flight Engineer's
pass seat cushions duties 1 through 5 if Flight
wings or in water. door. detach upper
Every attempt
to Passengers on slide fasteners, Engineer not in cabin.
wing and in water. open door, assist
should be made ro
keep passengers passengers out and NOTE:
DC-? ONLY pass seat cushions to In the event landing is made on
together on wings
and top of fuselage them. water, direct passengers out all
Proceed to lounge available exit and on to wings
if possiblq.
exit door, remove or top of fuselage, pass seat cush-
slide fasteners, ions out to passengers. Keep
open door, assist passenSers together.
passengers out and
pass out seal
cushions.
DC.6/7 FLIGHT MANUAT 71/1/5'.1

EMERGENCY PROCEDTJRES 24-79
&
w
unfiao
ENGINE FAILURE ON TAKEOFF
In the event of an en$ne failure during the takeoff run wiren the speed is less than the critical engine fallure
speed. V1, clor the throttles, and stop'
In the evem of an engine failure at a speed greater than the critlcal engine failure speed, V1, and insufficient
runway remains to stoP airplaue; ths takeoflshould be continued as follows:
CAUTION: DO NOT RETARD THROTTLE IF AUTO.FEATHERING IS RELIED UPON FOR FEATHERING.
C 1. Liftoff at speed Yg ,............a.r......... See.Placard onlnst. Panel
C 3. Climb out at speed VZ (until clear of obstacles).. See Placard on Inst. Panel
FE 4. ,FeatheringButton............ar...r.,...e... Checkthatbuttonhaspulledin.
-or- (Auto-featherin$ Operatlve)
Featheiing tsutton . i ...,.... .... r...'.'...... PUSH (lf dispatehed with
&
Auto- featherlng'no t lnstalled

or lnoperative)
C 5. When clear of obstacles and above 500 feet,
accelerate to 140 Kts. IAS
FE 6. WingFlaps .'..ro.o....r..c....r..,r........... fJP
CAUTION DO NOT ATTEMPT TO RETRACT FLAPS T'NTTL STIFFICIENT

ALTITUDE AND AIRSPEED ARE ATTAINED. IF DIMCULTY
IS EXPEfrIENCED IN ACCELERATS.IG TO 140 KNOTS WITH
FTAPS EXTENDED, THEY MAY BE SETNACTED 1 DEGREE
FOR EACH KNOT SPEED ABOVE Y2.
FE 7. Feathering procedure ......r.......... COMPLEfE if tlme Permlts.
ENGINE OVM,SPEEDING OR INADVER,TENT

REYE&SING IN FTIGTIT
[f an englne overspeeds or a propeller lnadvertently reYerses ln fllght:
1. A11throttles (Flight conditions permitting) CLOSE

2. Propeller of engine which tachometer indic ates zero or overspeed FEATHR
NOTE: If the propeller will not feather, tip the PROP REVERSE CONTROL circuit
breaker and try again to feather.
a Airspeed DECREASE BELOW 135 KTS. IAS
4. Power of remaining engines. . . RESTORE
5. Mixture conuol of dead engine . IDLE CUT-OFF
6. Complete feathering procedure.
If propeller will not feather:
7. Propeller governor TOGGLE TO FULL LOW RPM
o Reduce airspeed to minimum practical, by use of full flaps, ro reduce
windmilling speed below 2200 RPM. When time permits, descent should
be made to a low altitude to furtler reduce windmilling speed.
q
If necessary to stop rotation, follow "Deliberare Engine Seizure" procedure.
CAUTION: ENGINE SEIZI.]RE INTRODUCES A POSSIBLE FIRE HAZARD AND
SHOULD BE USED ONLY AT CAPTAIN'S DISCRETION AS A LAST
RESORT FOR SAFE FLIGHT.
#
Ll1/5'.1 DC-6/l FLIGHT MANUAT
24-20 EMEBGENCY PROCEDT'BES
w
u',r?s@
W
F EA T H E RI N G P RO E D U RE PR oP E L LER
c 1" Throttle c. .. ... CLOSED

F---i>- FE 2. Feathering buttsn PUSH
FE 3" Mixtue Control IDLE CUT.OFF
FE 4. Firewall Shut-off valve{after propeller ls feathered) .. PUtt OUT
FE Gear and wing flaps ...CHECK
When tirne permits:
FE 6, Cowl Rheostat .. .. , r.... 3. ... . e... .. CLOSED

FE 7.
FE 8.
rE 9.
FE 10. Feathered englon blower ..tOl'{
FO If engine No. 1 or No. 4, cabin supercharger . ... DECLUTCH
C 11. Fuel Selector ......|.... ......" OFF
FE 10 Cross-feed valve . .... . ffF
(Make certain that operative engines are initially
operating from thet respective MAIN or ATTERNATE
tanks. Subsequent use of fuel from the dead engine
tanks should be done at Captaints discretion).
FE 13. Propeller governor conrol switch r........... LOW RPM
C 74. Fuel & Oil pressure isolation switch . ........OFF
GENERAL NOTES . FEATHERING
1. If propeller continues to windmill and will not feartrer, and there is NO fire, the firewall shut-off valve may
be'posltioned to detent ("oitr on") position (to relieve the posibility 6T?ngine seizure.)
2. U it becomes necessary to feather a second engine, airplane performance will be seriously reduceo. Therefore'
before fearhering, consideration should be giveu to the type of trouble indicated and the feasibitity of continuing
ro operate that dngine; or if this is nor feasible. tlie posslbility of restarting the first engine featherdd should be
coniidered. Forexapple, if thefirstenginewasfeatheredforprecautionaryreasons, itmiShtbedesirableto
operate it at reduced Power.
g. If a 1ire occurswhere C02 is needecl, the firewall shut-off valve of a prevlously feathered englne must be
pushed full in prior to discharge of CO2.
EMERGENCY LANDiNG ON WATER

If landing on watet is imminent, and if possible; -
FE 1. A1l heaters OFF
FO 2.* Cabin Superchargers. . . . DECLUTCH
FO 3.' Emergency Cabin Pressure Control OPEN
When depressurized:
FO 4. Emergency Cabin Pressure Control CLOSE

FE 5. Landing Gear (on order) RETRACT
FE o" Wing Flaps (on order) FULL DOWN
C Landing 12. NOSE HIGH ATTITUDE
(0.40 inch on Gyro Horizon)
Use slowest possible forward speed and rate of descentconsistentwith good control.
C FO FE B" When ailplane stops follow Passenger Evacuation Procedure.

I
j * NOTE: Do not use Master l)epressurizatiou Conuol Lever (Johnson Bar) since &e
Emergency Cabin Fressuge Valve cannot then be reclosed.
DC-.6/7 FTIGT{T MANUAL 1/

EMERGENCY PROCEDIJRES 24-27
w
wUtrJND
CA TEGORY 'B' PROCEDURES
ERATE ENG
In the event a propeller will not feather and it becomes necessary to stop rotation, proceed as follows: --
FO 1. Depressurize cabin.
c 2. Evacuate passengers from area in the plane of propeller rotation.
FE 3. Toggle to fulI low RPM if possible.
c 4. Reduce trr5i r5Pgg to mlnimum practical, by use of full flaps and descent to low altitude.
NOTE: mGJ;ffi66 windmitling IIPM, and thus inertia forces, to a minimum and lessens
-+ the possibility of failing the reduction gearing or losing the propeller.
FE 5. Firewall shut-off valve PIJLL OUT
CAUTION: ENGINE SEIZURE INTRODUCES A POSSIBLE FIRE HAZARD AND SHoULD BE USED
ONLY AT CAPTAIN'S DISCRETION AS A LAST RESORT FOR SAFE FIIGHT.
PROPELLER UNFEA
(Us€ Ch€ck List)
c 1. RgdUCe aifSpeed.rc ............r.i..)...rr..1rar....e 137 Kts LAS

FE 2. Throttlg .......r.... ]......o. ctosED
FE 3. Mimug Coouol ..................o...... IDLE CUT-OFF
FE 4. Carburetor heat . ...,....r..r.rr.ar....*....r.. cou)
FE E
Fuelsglector .......................................... AS REQT'IRED
FE 6. Cross-feed valvg . ..........a......re..... AS REQT'IRED
FE 7. Flrervall shut-off valve .......,......o....... FULL FORWARD
FE 8. COWI . ,..........]..i.ar....a..eD....r. AS DESIRED
FE 9. Spark Advance ."..".. .....a......,.r....rr...oeororo TAKEOFF & CI.IMB
FE 10. Ggngratorswltch .........ror.....]...r..r-.rarr....... ON
FE 11. Fuel booster Pump ". rov,
....rr.1...r......r..r....t.1.
CFOFE 72. DC-? Only - Turn engine eight blades minimum witb starter and watch
for eyidence of hydraulic loclL
FE 13. Toggle propeller to (lndlcator Ught) .,...... LOW RPM
FE 14. Feather bunon !.....,...........,a....... Pt tt OUf for not
Watch foi indicadon of propeller rotatiotr as unfeatherlng more than 2 secs.
button is operated - Do not coutinue to operate unfeathering bumon at a tlme, t]len
after 800-900 RPM is a.ttalned after wbich the RPM will comltrue releaee.
to iacrease to the mitr" govemor sefiing.
NOTE: Xn caseof overspeeding beyond mlDimum govern-

ing RPM lmrnediately depres feathertng button.
FE 15. Oll ltessure o...r.]. CHECK

FE 16. Allow governor to stabilize RPM at fuil htgh pitch (low RPM)
before stardng engine.
FE 1?. Ignidon ....... o e.... io........ rr r..r......... BOTH
FE 18. Mixure cotrtrol ..........'...........o.... AUTO-RICH
FE 19. Warm up gadually to eosure complete circulatton of oils
Minimum oil temperatr.ue 40'C.
FE 20. RPM and rnanifold pressure ...........r.......tr....... SET
GENERAL NOTES - TJNFEATHERING
To guard agalnst lnadvertent revenlng during uafeatherlng at nlght. the wing lllumlnation liShts are to lre us€d to permlt
observation of propeller oP€ratioD.
1/1/5"1 DC.6/7 FLIGHT MANUAL

:. ]
CATEGORY'8" PROCEDUREE
\
APPROACH In approach for a landing with, one engine inoperative, do not use more than B0' wing flap untl posi-
tive the landing wiltr be cornpleted. This is necessary tn order ro insure demonsmatei'p"riorrnan"".
THREE-ENGINE GO. AR.OUND
FE Propellers . FULL FORWARD

FE ADI(if instalied) . . ON
C Throttles . .. . .TAKE-OFFPOWER
(watch for.overspeed)
FE Throttles . MAINTAIN
C Airspeed . BEST CUIUB
EEGear
Flaps
FE Wing
. . .k#j,"Ji:u
20o on order
FECowls ..TAKEOFF
Proceed as ln normal take-off.
TWO ENGINES INOPERATIVE . DC.6, 6A & 68
TWO ENGINE APPROACT{ AT{D LA},IDING
An rpprorch on t'iAlo en8ines must be urde wlth extreme crre ln order to 8vold, except rs r,lrst relort,
,
to-rrouEd. Prlor to rsrrun8 s tlro.cnglEe epprorch:
1. Dump rlt dumprble fuel to lighren welght.
L- 2, nddiust s€at w€,11 down and forwrrd, permlttlng maximum rudder rpplication
(both lnoperatlve engtnes on same sfde.;
3' U both lnboard engtnes inoperrtlvo. plrce bydnullc selector ln SysTEM

(mtddle) portrlon.
Drulng tho rpprorchr ursll pos{rtv€ly asrured o; gpdtng:
1. lvlalntatrn rlr rpood aE not lsu than 186 loots.

2. Do not lower gerr or extend. wtng flrpr morc tbta 20..
If bo6 Loopcrarlvo tre oo th€ isme slde of the alrplane, do oot u&n out morc tb:n hrlf of ttre
-englner
rudder.[d rllercn forcer durlug the approach, rud b€ alert fc ,!,lor8al of rudder forces whea power ls
retirded for the landlng"
TWO ENGNE GO-AROT'ND
l' Apply take-off Power oE oPemdqg en-glnes. uge rudder rnd alleronr aggrersively to
comP€lBste for rolttug rnd turutng effets reruldng from unsyrnmeulcilpower.
2. Landing gear UP and rettact wing flaps to 20o. U inboard engines inoperative, use
emergency h.ydra.ulic Pump. Iauding gear retraction time isZ minutei, lE seconds
using emergency hydraulic pump only.
3. Bert ellmt-out speed bctrreea Y2 rnd V2 plru 20 knots IAS. Good control of rlr-
speed lr lmporEsrflt.
4. Eb aot lncreose speed untll alrplene ls vell clerr of obstrcles. Do Dot retrrcr
wlng fl.rps below 185 knots IAS. Alrplrne wtll probrbly heve aogrtlve performrnce
(losc rltltude) dutag flrp retrrcdon
5. ldtth fleps rerrucred cltmb rt lB5 krpts IAS"
Dc.A/' FUGHT MANUAL 1.1. /1/57

EMERGENCY PROCEDTJRES 24-23
MW
uf;srnrp
ffiw
CÂTEGORY "8" PH,OCEDURES
TWO ENGlNfiS TNOPERATIVE. DC.?
The followiog factors mllat be a,ken intc aceount tn the vas[ous two engine lnoperatlve ca.ses:
CONTROLTABITTTY Adequate dilectionnl cont:rol cannot be rnaintallred below 125 Knots IAS with two englnes
on the same *ir.ie, thclr propellers feathered, and the two remaining eng-nes
_ i^nopera.d,veDirectiorral
opera,tln-g at or below takeoff Power. trim can be maintained above 1E? Knots tAS in a similaieng-ine-our
case with the remaining engines operating at or betrovr nraximurn continuous power.
CAT'T'XON
s0 NoT I"OwHXr f"XFSpEEii EETOW 125 KNoTS

IAS UNI,ESS P'OTiITtrYELY ASSURHD OF A
LAITNNNG"
PENFOR.MA}.ICE with flaps up, posf'rlve performance is obtainable at 16s Ioots lAs with the two remaining
engines oparetirig at lated ptiwal and propellers feathered on the two inoperative engines.
with 20n, mainta.i.n l-,tr'? Kliot; trAli for rhe helt combina of ormance and control.
ra te 3 rlot not assure at )
SYSTEI'I OPERATICN In all ccnrbill;]tiorrs "rf !'r,:*-engi;:ii; ope]eiion, ge$erator toading becomes critical. Monitor
the electEieaL k,ad on t'lie ie;nairiing generators, reducing unriecessary power requirements,
and maintain individual generator out-pur treiow ltb0 srilps. er all rirnes,
With the two inboard engines inoperative, hydrauiie power inLlst be supplied by the ernergorcy pump. The following
a,pproximate times are requfued tc conrplete gear ftrap extension3
Ftaps ro 20' (Emergency pumpl 12 sec.

Flaps 20" to 50'(Emeigency Fump) 20 sec.
Landing Gear (Free Fatl) . 40 sec.
The final approach should be planned to tait,r iuto lt:,:ount the greater rime i>eriods necessary for the comp[etion of
these opera.tions.
TWO ENGIbIE APPRO.ACH /tNIl tA3.Jl)trl"lG Duri*g

,rire approach the Landing gear shordd not be exrended or the
fl,:ps selected for more than 20'until a landing is assured. With
this configuration an apptoach spr-ed of 14? Kt;. ]lA.ll should be neaiusained for the besr combinad-on of performance
and control. Extensiou of the gear and lamcii.ng flaJ: shouid be delayed until ttie final stages of ttre approach a.nd be so
planned as to permit time for completed op€lation. Direccional rrim should be adjustedlo as to prevent high rudder
forces when power is reduced on ttte rernaining engirres (tw,r eugines inoperative or one side).
TWO ENGINE GO-AIIOUIID lrila.intain e irspeed at or above i.25 Knots IAS ai:piying takeoff power on rema.ining
FLAPS20' - GEAR uP engines. Eai.se flaprs between 125 and rsg Knoti [AS-and conrinue to accelera.te Io {*
163 Knots [A5"
11/7/57 N-A/I FLIGHT MANUAL

et
w
UIYITED
TO: DC-I /'I FLIGIIT NtA NUA I,
IMIII].GUI{CY PITOCEDURI]S . BTII,LEI'IN #1
1.A /2t) /59
FROM; MAII'ITENANCE REGULATIONS SEC'I'IO\I - sFOllG
Please inserr faciug, pa.ie 24-25 ancl,""or,l on ttre "Record of Bulletirrs"
H. Estill
COMPLETI| LOSS OF HYDSAULIC FLUID
Repeated teportr by fltght crews of cornplete losu of hytlraulic fhrid have prompted an extensive engineeriug investiiation
into the subject. It ls generally urrderstood rhat che desigr:, of the reservoir incorporates a stand-pipe for the normal supply,
so that the last 2-1/2 galloru (emergency supply) is availabte to the emcrgency puurp aud system only. It is r"rot geucrally
known that, in a situation requirinll relianes on thir emergercy iupply (srrch as rvheu the normal suppl;,is ptunped over-
board through a pump discharge line faiture), it is possible to su5se.,rrr.rtl7 "swallow" a nraior portiorr of the erner;;ency
rupply in the systern. rvhere lt becomer unavailable for thr: inteuded tisen
If the landing gear haudle is left iu tlre down position wheu lowe.ring the gear aud tire normal supp!.ir is exhausiecl. a void
of about 1-3/4 gallons is created in tlie upper part of the p;ear c'liinders, Subseqrienr use of the auxrliary s'yslcm wiLl firsi
fill the void frorn the emergency supply, leaving very litt1e fluid for flaps, nose stcering and brakes. A techr:ique in
performing the emergency procedure can be used to help conserve the emergency suppLy. The 'technique is enhanced by
routinely checking the hydraulic quartity gauge prior to any actuation of tlre Bear rc discover loss of hydraulic fluid before
creatlng the vold.
The technlque ln the emergensy procedure consists of placlng the larrding gear handle iu the DOWN posuion first only
long enough to relea$s the uplatchesn and immediately returninl; it to lhe NEUTRA L position while the goar-free falls.
Whenever the gear ir lowered, about l-1/2 gallous of fluid is expelled from the lower portion of the gear cylinders.
With the handle in the DOWN position, all of this fluid rer:urns to the re$ervolr ou top of the emergercy reserve.'only to
be lort with the rest of the normsl supply. Iu the NEUTR,A L pos::tior.r, about half of the ftuid is diverted to ttie void being
creEted in the upper portiotr of the gear cylinders, rhus reclucing by that amoullt thE quantiry which must subsequently be
drawn from the emergency supply. After about 35 seconds tlre trandle can t,e returned to the DOWN position to check for
tfuee green lighrs,
Note that the above technique in no way ahers the approvrld emergotcy proqcdure for hydraulic $ysrem failrue. Fulrlrer
ltudy of the deslgn of the hydraulic system and the ass$ciated erneigeniy plocedure is being made toward minimizing the
possibiltty of deplettng the emergorcy sr.rpply.
g},
EMERGENCY PNOCEDI.JNES . BULI"ETIN Iil

PACE 1
r=s
ru
utnD
lEEry
CATEGORY "8" PROCEDURES
HTDRA ULTC YSTEM FA LURE
(Location of failure ls unknown)
EE 1. By-pass valve . .. .. ... . .. . uP (System OFF)

FE 2. Landing gear handle .. ..... .. l NEUTRAL
FE 3. Wing flap handle ... .. . 5' (Valve in
closed position)
ffF
OFF (do not depress)
Perform the followlng steps just prior to landlng.
FE 6. Landing gear handle ...... DOWN - check for

three green lights.
If gear does not free-
fa.ll. follow
EMERGENCY
GEAR EXTENSTON PROCE-
DTRES.
FE 7. Landing gear handle .. ... .. NEUTRAL
FE 8. Auxlliary hydraulic pump selector ..... BRAKE SYSTEM
(forward position)
FO 9. Auxiliary hydraulic pump . .... .. ON while checking back
pressure on brake pedals.
Watch for even build-up
on both pedals.
hen on final approa.ch position.
FE 10. Wing flap handle . .. . .. t, pOWf.l

,FUt
FE 11. DOWN (System ON)
If flaps fail to extend to at least 30'then -

FE 12. Wing flap handle 30'
FE 13. By-pa.ss valve . uP (System OFF)
FE 14. Auxilia ry hydra ulic pump selector . . . . . GENERAL SYSTEM
FO 15. Auxiliary hydra.ulic pump . ON (until flaps extended
tc 30'jlly.)
If flaps fail to extend after 10 seconds of pump op€ration place wing flap handle in E'(valve closed position).
FE 16. Landing gear handle DOWN
FE 17. Auxiliary hydraulic pump selector BRAKE SYSTEM
FO 18. Auxiliary hydraullc pump . ON - contlnuously a.fter
touchdown to insure adequate
brake supply.
c 19 At any time during landing if brake pressure drops to
zero, BE PREPARED ro use the emergency a.ir bottle
ifreversing is not adequate.
NOTE: The use of the auxtliary hydraulic pump forcing fluid into a
broken line will dtssipate all reserve nuia m 3.8 minutes.
When It is operate d ln a normal system. there ls no reductidn
in source supply.
' r t ' r l-
' t
4 /15/56 rc-A/I FLIGHT MANUAL 24-25

E,
UH|'AD
W
EMERGENCY LANDING GEAR EXTENSI
Allow landlng gear to free-fall as follows:
c l. Esta.blish a45' bank (Places 1.4 g. load on system, more positively

assurlng extension) a.t airspeed below 170 Kts. IAS.
FE 2. Pla,ce landing gear control lever in DOWN position.
FE 3. If gear does not extend and latch within 1 minute, depress solenoid if
oecessary, and raise gear conuol lever above NEUTRAT and ba.ck to DOWN.
If
above fails to extend gear, opera,te emergency hydraulic pump to actuate the shear-out pistons on the
DC-? as follows:
FE 4. Hydra,ullc selector valve . SYSTEM
FE 5. Landing gear couuol . DOWN
NOTE: Itis only necessary to hold

the Emergency Hydra ulic
Pump switch on a few seconds
to actuate thc shear-cut piston.
As soon as there is an indica-
tion tha.t the gear has.started
to fall, the switch should be
relea.sed.
EMERGENCY AIR BRAKE OPERATION
If Lrydraulic brakes are ineffective and propeller reversing inadequate, use air as follows:
1. Turn brake control ON (clockwise); then quickiy back to HOLD.
2. Apply air brakes slowly and intermittently.
3. Stop airplane - do not taxi.
4. Release air brakes by turning COUNTER-CLOCKWISE TO OFF.
CAUTION
DO NOT USE AIRBRAKES BEFORE NOSE WHEEL HAS TOUCHED

GROUND, AND EXERCISE CARE IN APPUCATION OF AIR TO
PREVENT LOCKINC WHEEIS.
24-26 rc.AlI FLIGHT MANUAL 6/75/56

fi
ry
UN"ID
CATEGORY'8,' PR,:OCEDURES
EIEC T RIC A SY TEM MALFUN TIONING
qENERATOR OITER}IEAT WAXNING UGTIT ON
1. Generator svltch OF'F fo tndicated g€n€rator. Check lhat the load otr the remarning genorators does not
exceed 350 amps per g€nerator.
2. If overheat.llght remains on after a b mlu. coollng_period, a poslble mechantcal failure ln the generator
is tndicated. Inthisevetrt, a fire hazardexisu andthe englne shouldbe sbut dovn(propeller feltheredl
if feaslble.
3. If the Irght contitrues-to glow after engine shut down and a, perlod ts allowed for cooling, a. fallure ln the
warnirg. system ls lndica,ted, In this event.- the eugtne may Ue safely re-started provtding the generator
wa; Siying a normal indicatlon of output prior to tlie overhlat waruirig and operaies prope-rly afier
unfeatherlng"
---'+- NO[E: If a mecha.nical fallure is indicated by the liglrt going off after featheriag, the
engine may be re-started if an exneme emergency exists and lt becomeineces-
s-ary-to draw power from that engine. ff &e *arning Ughr again comes oD" the
ftre ba,zard is still present and the crew should be aierriodrif possibiliry.
rArLlnF or lwo oR. MorE GEt\tSAIoFf.
1. Reduce DC eleculca;l load as much as possible.
2. Operate all AC eguipment from one inverter.
3. Trun off buffet equipment and keep cabta lights to a minimum.
4. Opera,t€ mlnlmum amount of radio equipment.
TOTAL TOR FAILTJRE OR IF NECESSAN{r TO CUT DC.POWB

(DC-6A, 68 Group tr & DC-?)
In the evem of a total generator fallure or if lt becorrps necessary to ttun battery and all generator swltches off
(gang bar)' lnsrunent and instrumeft lights can be restored as follows:
FE 1. Emergency Power Instrument light switch . . . ON (Rheostat up)

cFo Zt Captain's and First Officer's Flight Insrumem
Power Switches . EMMGE}TCY
cFo 3. Check ttrat AC eul€rgency tu$ument warning
lights a.re ort.
c FO 4. Cbeck that power lndlcamr flags in bottr
Captain's arrd Flrst Officer's Glno hortzon
are not strowing.
NOTE: If power fatlure flag is showing, i.n

either horizon set engine speed to
approxlmately 2a00 Bplvl
6115/56 Dc-6/7 FUGHT IdANUAL ztL-27

EIvIERGENCY PROCEDIJRES
ru
tfrtto
sP
CATEGORY'8" PROCEDURES
i>*
tA DI G WTT
1. Follow heparations for pasenger Evacuarlon.
2. Jettison flares if not needed.
3. Burn out or dump exces fuel if practicable.

NOSE WHEET UP
MAIN GEAR DOWN ONE MAIN GEAR ENTIRE GEAR TJP
Extend and lock main gear. Reuact entire gear if possible for Impact of smoothest belly landing is
safer belly landing. severe. Take every precaution for pro-
Seat passengers aft (seat belts tection of passengers and crew.
permifiing) to attain a slightly
tail heavy condition.
BEFORE Ground Contact:
c 1. Fuel Selectors . .. . .. .. . .. .. ALT OFF

FO 2. Battery & Generator Switches OFF
FO 3. Ignition ..o........,...... OFF
FO 4. Mixture. Controls . .. IDLE CUT-OFF
THEN:
Normal landing in slightly Normal landing with wing on up-
tail down attltude. wheel side high and off ground as
Upon contact. spill flaps and long as possible. \/
maintain level attitude.
Before elevator conEol reaches
full travel lower nose gently
to runway.
After nose on ground, use
brakes.
IF FIRE EVTDENT IF NO ENGINE FIRE EVIDENT

C Operate appropriate compartment or engine CO2 selector. C Firewall shut-off valves . PULL
C CO2dischargehandle ..."...PULL
Follow Emergency Pa ssenge r Ev ac ua tion hocedures.
NOTE: 1. If all four firewall shut-off valves have been pulled, CO, discharge ro any given engine
will probably be ineffective.
2. Emergency Evacuation Slide should be left attached for a gear-up landing. It may be
useful for blanketing fire ro provide an escape path.
3. Do not feather propellers prior to belly landing. If propeller has previously been feathered,
unfeather if feasible (after considering reasonlor shut-iown1 and illow to *indmiU rt
lowest possible RpM.
24-28 DC-6/l FLIGHT MANUAL

EMERGENCY PROCEDT]RES
I
ru
AT'JIED
E9
CATEGORY'8" PROCEDURES
ITH FTAT T
NOSE Wheel Tire Flat ONE Tire of Dual Flat BOTH Tlres of Dual Flat
Seat passengers aft. No panicular hazard. Seat passengers forward for nose wheel steering.
Mako norrnal landing tn Make gentle landing. In choosing point of touchdown, andciipat€
slightly tall down artitude. airplane swerve towards flat tires.
Upon contact, spill flaps and Check failed tire and rlm when Make normal landtng with flat-tlre wing up
hold noso wheel just off ground. landing roll stopped. slightly.
Taxi slowly to avoid overheat- To hold straight, use bral<e on good tires'
NOTE: Spilling flaps reduces ing falled tire. side, nose wheel steering and asymetrlcal
pitching tendency and reversing as requlred.
ipeed of nose wheel con- When runwCy length permits, outboard engine
tact, but may increaso on flat tlres' side may be used to hold airplane
runway length requlred. straight.
i.t
PRESSURIZATION LEAKS
CAPTAIN & FNST OFFtrCER STEWARDESS
1. Depressurlao the cabln wlth manual prossure controls. l. If a leaking door seal or a cracked and/or leaking
window ls found. lmmediately remove the ad-
\_ 2. Start descent lf requtred. jacent passengers and KEEP CLEAR, notify the
Ca pta in.
3. FASTEN SEAT BEIT and NO SMOKING slgns ON.
CAUTION: IF TIIE IEAK IS AT THE MAIN CABIN
DOOR, STAY AWAYFROM DOOR UNTIL
DEPRESSURIZED.
2. Check seat belts.
3. Prepare oxygen masks.
After airplane is depresurized.
FLIGHT ENGINEER
1. lnvestigate reported leak.
CAUTION: KEEP CLEAR OF TEAKING DOOR OR WINDOW

TJNTIT DEPRESSI'RIZED.
w'a/t MANUAL
EMERGENCY PROCEDURES 24,-29
frt
wU$fED
LANDING WITH FLARES
DROP 1ST FLARE

3000. MIN
-
O FPM
- -
2000'
DROP
ot
DESCENT 8OO FPM
1 Drop 1st flare at least 3000 ft. above terrain and circle back inro cone of illumination, descending
approximately 500 ft. per min,.
o Survey terrain for landing site and determine wind.
3. Drop 2nd flare to windward of chosen site at 2000 ft. above terrain
4. Complete descent (800 ft. per min" ) and landing within 3 minutes with partern selected to result in
landing being made with flare above and ahead of airplane.
NOTES: 1. Two handles located on the sidewall to the right of the 1st Officer permit individual re-
lease of the two flares.
2. Each flarewill ignite approximately 6 seconds after release, will burn for a minimum of
3 minutes, will descend at an aveiage of 550 fpm, and will illuminate a l-t/z mile
diameter area when 2500 ft. above the ground.
3. The minimum release altitude to insure burnout before ground contact is 2000 ft.
4. Above procedure for general domestic use. See Flight Operations Manual, Pacific Supp1e-
ment, for use of flares in ditching at sea.
L /7 /57 DC.6N FLIGHT MANUAL

EI
w?g
UD
TO; DC-6/7 FLIGHT MANUAL
EMERGENCY PROCEDURES - BULLETIN #2
r n n+n nr,
7/15/60
tr.t.nluL:\
],;'i,i{:0
FROM: MAINTENANCE REGULATIONS SECTION - SFOITG
Please inserr following 24-80 a,d record on the "Record cf Bulletins'.
G, H. Estill
qBgglIIEE_ras s E Nc ER PRovrs roNS
One or two licensed engine mechanics may occasionaily be calried in the cargo cabin of DC-64 and DC-?B cargoliners.
Provisions have been made to equip the airPlanes, when necessary, with aDC-4 rype seat pair located in the viiinity of
the aft cargo door complete with seat belts, oxygen bottle and masks, The seats wiil alro b" equipped with interphone
and call button extensions connected to the existir:g systems at the door" Prior ro starting the trip itie emptoye" pirr"ng",.,
are required to familiarize themselves with the emergency equipment locations, the emergency procedurls ind exit
locations and the use of the intercommunications system. The oxygen system will be set up and tested by maintenance
personnel. Smoking will not be permitted in the cargo comparrmenr.
During flight, it will be the responsibility of the-flight crew to maintain communication with such persons, advising
then: wilen seat belts are to be fastened, etc. If emerge::cy conditions arise in flight, the flight crew must considei the
presence of, and assist as necessary, these passengers.
EMERGENCY PROCEDURES . BULLETIN #2

PAGE 1 ONLY
\
\-
.l
E?E
=6
H6
==_
el !J
25
LISI 6P CUITRIINT P.,IGIiI,
\_
C}IAPTER/SIiCTION PAGE DATI' PAGE DATE
OPERTVIING 25-1 1 /20 /61 25-2 '1/20/61

TECHNIQ{.IL-S 25-3 1 /20 /67 26-4 5/5/61
i25- 5 5/5/61 25-6 5 /s/61,
,25-7 5 /5 /at 25-8 5 /s /67
)25-9 5 /5 /6t 25- 10 s/5/61
r25- 11 5 /5/6L 25-12 is/t/at
ts/s/et
25-13 5 /5 /61, 25-74
2,5- 15 5 /5 /61
L
5 /5 /67
DC- Pagc
\-Z
ru
urrfllo
eg
OTUJTNqJISJ.LryIQg]f
ii'l' \li't 1,", i lr\r il[]llS
Do uot strilrt ilil or #.1 cugincs unrjl thc forlard entrallce door is closed and the loading ramp is moved clcar.
TAXIING
Nocr6rlly u:;c ;r1l engincs for taxiiug, Lr ordcr to keep engines from loading up without undesirable increasc in taxiing
sp*e,I, a1t.:rprtc usJ.c,f il1 and lla engines with iI2 and ll3. If an engine dies rviren away from the ramp' the engine may
bc resLartc,l by norn"ral starti[g procedurcs without a fire guard. Observe usual starting Precautions and watch gngine
closely fc,r any In<lication of flre" However, if the engine fails to start after t$Io atten'rpts, an investigatlon of the cause
of faiiure to start must be made and a fire guard must be provided.
Revcrse tlrrust shall nor bc uscd for the purpose of backing an airplane, excePt in an emergency situatiolt wherethe use
of reverse tluust is necessary for the prot""iion of the airplane and its occupants. It is important to remember that the
cylinder heacl rempelature gauges do not give a representative indication of engine temPerature during operation with
tlte propeller reyeriecl. rxienie caurion ihould be used in tire appilcatior of brakes rvhen taxiing in reverseo Avoid
ru6; soft ground, etc,., which cause sudden deceleration or require high porver. These conditions may cause the air-
plane to pirctr back oi: the tall.
Use brake.s the airplane to a stoP,

reduce smooth stoP. It will be noted that "Amount
of Feel on
bral<es through the ful.i speed range.
If lt is necessary to tat:i up to and stop in front of an obstruction, i. e. , hangat, loading gate etc. , check to lnsure that
the hydraullc pressure is up, well in advance of making the brake aPplication'
Any tendency of the control wheel to move due to gusts with gust locks on should not be restrained unless thrashing ls
,"v*,*, in wirich case r:esrraint shoulcl be limited to holding the rtheel in neutral. This will prevent the compounding
of loads on the control system.
f occasionally distorted iocll magnetic fields caused by steel rods or mats used to reinforce the
and in some cases, butied elecfiical power cables can cause erratic compass operation in the
al complrss response. The condition will be indicated on both the
F]lgrgttc, DC-6, 2C-68 - GrouP I
While raxiing, both (:aptain's.anc] First Offi.cer's lvlaste:r Directlon Indicaton will oscillate together rapldly a.few
degrees. If fiarked, Soth i:rriicators may have a constant error. These conditions will disappear at once as the
airplane passes through the distorted rnagnetic field.
MinlmurLla\g:?ff Qrnd i tions
Check both fluxgate compass indicaton fot agreement and tlormal opelation while taxiing out for take-off, If rapld
osclllarion is preient, use air-driven directional gyro for talle-off reference, setting it to agree with the runway
being used, or delay take-off for irnproved rveathel conditiors.
-68 - tr and DC-?
IVhlle ta.xxing, both Captain's lrdicator (C2) and Fint Officer's comPass rePeater-indicator w-ill !e steady,,
tJre:
rvith little orl1o providing the airplane has moved rapidly through the distorted magnetic field area" But
"rror,
if rhe airplane has been parked.-for r*-rp irt rhe distorted area, both gyrosyn compass systems will build up an
error at a rate of about .i" per minute wirh the amount of error proportionai to the time and local magnetic field
strelgttu If the airplan., mover out of rhe distorted field area for ake-off. the compass will start corrccting
L itself at the rate of about 4" per rnlnute.
? ELIGHT MA 61
OPERAT I],{G TECI-INIQUES 25-L
fr
wAT'jCE
OPERATING TEGHNIQUES
#
f Minimum Take-off Conditions
Check both gyrosyn- sysrems

for agreement, normal operation and alignment with runway o_r ta:d strlp,while ta:ciing
out for tatel6ff. If bottr compasies fail to agree with &e runway, set the Gaptain's (G2)Gyrosyn while airplane is
aligned with;the runway, to the runway herding to be used. This should be accompllshed immediately prior to
tak"e-off. If 'accomptihed in this manner, the compass system will be fiee of error and automatically syncfuonized
L almost immediately after becoming airbome.
ENGINE RUN-UP
Loweringtheflapstorhetake-off positiononEngineRun-upwill heipPrevent "bucking"if therun-upismadeinahigh

wind or if two engines are run-uP at one time.
The number of engines to be run-up simultaneously or the order in wtrlch they arerun-uP may vary at the discretion of
the pilot as long ai the procedure ii generally from right to left and as long as each engine receives ttre minimum burnout
DG.T ONLY
If during run-up the indicated BMEP appean to b e 1ow by approximately 12 n{Ee_r lfris is a possible indlcation that
one of ihe engine turbines in inoperative. Check the exhaust for sparkiag" A failed turbine produces a sparking
exhaust in most cases.
PRETAKE*OFF
If the flight is to operate into known icing conditlons, the required anti-icing and de'icing systems should be checked
prior to take-off.
The entire Challenge - Respond musr alwa;rs be completed immediately prior to the start of the take-off run If,
following the completion of the GhaLienge - Respond a delay ofsufficlent duration ls incurred to cause any Pre-
positionilg of anytontrols, it is required that the Challenge - Respond be again completed in its entirety prior to
take -off.
TAKE-OFF
When is planned to use anlidetonant tnjection take -off, the cou$e of action to be followed in rhe eYent of a syBtem
it
failure shouta be considered. If rhe take-off gross welght is below the maximum permissible weight for one elgine dry,
the take-off may be conrinued ar dry power vt.e.p witn ADI switched to oFF on the affected- engine to enrich the mixturc
to dry fuel flow.' If an ADI failure ii iuffered on a second engine, or the weight is aboYe the maximum for one enginc
d:y, the take-off must be discontinued if the speed is below V1.
Turn from the warm-up posirion ro the rake-off direcrion at a slow ra,te of speed.to avoid excessive-side loads on the main
fanOing gear rires, sUSOing of the nose wheel" spillage of fuel ftom full fuel tanks, and passengerdiscomforl I{e the
entireiiailable nnway foitake-off - rhe salcularion of the permissible take-off gross-weight has been predlcated on the
entire runwayi therefoie, the use of less runway would ln many cases be in vlolation of CAL
Use tlre steering wheel to mailtaln the direstion of roll unril *re rudder becomes effectlve at ap,proximately 45 knotr
Allowing the nlse wheel to lemain on the runway produces a low drag attitude which results ln faster acceleratioL It
is good firactice for ttre piiot making the take-oif to keep his hand on the *Eottles during the take-off ro11 up to at
least Vl speed.
Ilthe event of any indication of wheel or tire tlouble, such as a blowout,- during the take-'offrun, do not taise the gear
untii ttre rvheel rotation has stopped" Serlous nacelle damage can result from rotation of blown dres or loose treads.
The take-off warning horn will sound (intermittenr beep) if #1 and #3 tltottles ate advanced and:
1. Wing flaps are not at least 13" down
Z. Inverrer is not supplying AG power to Captain's and Ftust Offlcer's flight instruments.
B. Frope1ler governo$ nor set ar full high rprn with master lever in full forward {calibrate}posltlon.
1 DC.6/l FIJGHT MANUAL

25-2 OPERATING TECHNIQUES
fr
ry
UTftED
TO: DC-6/l FLIGHT MANUAL

;:,fi"';;;i.:.
, *;,ii.j BULLETIN #1
L/23/ 57
FROM: MAINTENANCE REGULATIONS SECTION . SFORG
Please insert this bulletin following page 25-2 in the Operating Techniques , and record on the "Record of
Bulletins" sheet,
G H" Estiu
COMPASS ERROR AND OSCILLATION WHILE ON THE GROUND
Occasionally distorted local magnetic field caused by steel rods or mars used to reinforce rhe runways and taxi strips,
and in some cases, buried electrical power cables can cause erratia compass operation in the form of oscillation or
errors. This seemingly erratic condition is a normal compass response. The condition will be indicated on both the
fluxgate and gyrosyn comPass systems. but is more readily detected on the fluxgate system than the gyrosyn. These
symptoms and recommended procedues are noted as follows;
1. Fluxgate, DC-6, DC-6B - Group I

While taxiing, both Captain's and First Officer's Master Direction Indicators will oscillare rogether
rapidly a few degrees. If parked, both indicators may have a consrant error. These conditions wili
disappear ar once as the airplane passes through the distorted magnetic field.
Minimum Takeoff Conditions
Cteck both fluxgate compass indicators for agreement and normal operarion while taxiing out for takeoff.
If rapid oscillation is present, use air-driven directional gyro for takeoff reference, setting it ro agree
with the runway being used, or delay taheoff for iriproved wearher conditions,
2. Gyrosyn, DC-68 - Group II and DC-?

While taxiinS, both the Captain's Indicator (C2) and Copilot's compass repeater indicator will be steady"
with little or no error, providing the airplane has moved rapidly through the distorted magreric field
atea. But if the airplane has been parked for runup in rhe distorted area. both gy,rosyn compass systems
will build up an error at a rate of about 4" per minute with the amounr of error proporti:onal to the time
and local magnetic field suength" If the airplane moves out of the distorted field area for takeoff , rhe
compass will start correcting itself ar the rate of about 4" per minute,
Minirnum Takeoff Conditions
Check both gyrosyn systems for agreement, normal operation and alignment with xunway or taxi smip
while taxiing out for takeoff. If both compasses fail ro agree with the runway, ser rhe Captain's (C2)
Gyrosyn while airplane is aligned with the runway, to the runway heading to be used. This should be
accomplished immediately prior to takeoff. If accomplished in rhis manneru the compass system will
be free of error and automatically synchronized almost immediately after becoming airborne.
BULLETIN #1
PAGE ONE ONLY
\-,.
,'!::r,
.., .. ri-
fl
ry
UflT'lm
-W
]'lL,: Ironr ln:ry b(: siL:nccd by a Lrutton on rhe forward overhead panet only lf the warning lr caused by e propeller govetnorr
'tr'A Kti -C)trl: - ctt0ss WINI)

1" Positlolr airplane at downwind stde of runway.
2. Apply tuke-off power to all englnes.
3. Apply approximately 1/4 aileron lnto wind.
4. Use sreerable nose wheel up to approxlmately 45 knots. Above 45 knotg a crosswlnd effect cannot be arlessed
r TAKT-OTF
accurarcly; therefore, ur" Lf thu'rr"erable nose wheel ls not recommended above thls sPeed.
- MUD OR SNOW
to V1.
I, Ease nose wheel slightty but not to the extent where nose wheel steering appllcatlon ls lost prlor
2. Lift airplane off at or after reachlng Vr"

3. Stay close to ground unttl V2 speed Is attalned. then establish normal climb, retractlng gearr etc.
SPECIAI, REQUIREMENTS TOR CONTROLLABILITY
Ar low gross weights, the V1 speed for DC-6, 6A, 68 airplanes is less than *re mlnlrnum groy9 conrrol speed
($-engi[es operaltng) avaitdtrtl without the use of nose-wheel steerlng. Controllablllty at mlnlmum V, speed
ior ilrIse airplanes iis determined by using nose-wheel steerlng in cohbination with forrrard Pressure oi tbe control
colurrur. But nose-wheel steering miy noiUe reliable on a runway slippery due to lce or snow. If an outboard
engine should fail durlng take-oif witir runway surface allowlng leis than good uactlon 8t a Vl rpeed- lower tlun
thJ rninimum ground co"ntrot speed. a decisidn to contlnue thJtake-off c6uld result in rkiddiri'g_off the- runway
out of controlo On the other hindr- a decision to srop could result ln overunntng the runway- The followlng
rcchnique should provlde a safe operation in those raie cases where operatlons are conducted on chort runw&yg
under adyerse weather conditious at low gross welghts.
1, Dctermine what gross welght would require a V1 equal to mlnlmum control speed"
Z. If runway length is adequate for this gross weight, use mlnJmum control speed for V1. [f not, ure a dlfferent
lurway.
?iris is unnecessary for the DG-?, ?8" Its rninimum V1 speed ts set equal to the mlnlmum ground eontrol tpoed
b*cause use of nose wheel steerlng was not allowed in iertiflcatlon.
N0iiiT ABA'TEMENT
T"he opcratlonal procedures prescribed herein are based on an tndustry Ag:eernentlot.Large Plrton'Ah0tafs Nolle
Abatement, They were ust&blirh"d to eliminate, as much as possibie, the need for different proccdures for-:""f ltP"n.
*nd ro provide miximum noise abatement consisienr wtth safeiy ln the vlcinity of the airport durtng take'off and luding
nprrrations.
'I'hese procedures fot use in VBR conditions only.
'rA KE*OFf' AND CLIN'IB 4'ENGINE OPERATION
Climb to 500 feet AG at 140 knots LAS (DC-T), 130 knots I.AS (DG-6) with take'off powetr
l"r 50S feet AOr Accelerate ro 150 knots IAS (DC-?), 140 knots IAS (DC-6), retract flap, reduce Power to METO and
crrntinue climb to 1200 feet AG.
;1b*ve L?00 feer AG, use normal ciimb procedures,
,i;]iiiO,lCII AND LANDING
i{henev*r possible, rnaintaiu at least 1500 feet AG before starting final approactt"
[^ ith an sta on or above whilE an approach. (VFR onty)
DC-6!7 TLIGHT Nt'At llz}f$t
OPERATING 25-3
fr
ry
wfi.ol
OPERATING TECHNIQUES
Thele have beeg cases where the static vent openings and lines have been obstructed by ice usually occurring after an air-
craft has been washed and then taken outside into fr'eezing temperatures. In the event of any indication of erratic airsPeedr
altimerer, or rate of climb during the takeoff roll prior to v1 speed, consideration should be given to disconttnuing the
takecff, If erratic insrrument indications occur after passing-V1 speed and irxufficient runway remains to $top, the static
systefii should be switched to alternate source. Iferralic indication does not occur in both Captain's and Fint Officer's in-
sirrnr*rts, swirch oply the affected sysrem. The uouble could be leakage in the insilument lines, in which case both sys'.
ress woulcl become inoperative if they were both switched to the common alternate source. Lift off should be positive and
primary pilor referenceihould be to the artifical horizon and an attitude of approximately l/4 to 3/8 inch climb profile
ihouid He maintaine,l in relation to fie horizontal bar, together with directional conuol Takeoff power should be main'
tained until clear of all obstacles. power reduction of attitude are at the discretion of ttre Captain and accepted
operating procedures. It is also recommended that "nd
pitot "irrg"r
heat be put- on at the start of the takeoff run when fteezing or near
fieezinglemperarures exist and where it is suspected that ttre aircraft has been washed.
CLIIvIB
As soon as pracrical, after normal climb has been estabLished, the four nacelles should be visually scanned for such
items as loose cowling, cowl flap position, oil or other fluid leaks, etc.
TECHNIQUE: WINTER WEATHER
It i,s well known that takeoffs in slush or wet snow can cause freezing of gear doors and mechanisms due to lmpinBement
in the wheel weli and geat arca. Normally, this will not cause an extention problem since the hydraulic system.would
break loose any ice de[ooits. If, however, d complete hydraulic failure should occur with the gear retracted and the
gear rJoors, fitiings, eic. frozen, a successful free fall of the gear might-not be possible. To reduce the exp$ure to
ihis situation, it Is good procedure to extend and retract the gear once after climb has been established.
CRUISE
When encountering severe turbulence, reduce the airspeed according to the severity of the-gusts (see-LimitationE Section
of this inanual for maximurn plemissible ainpeed values). When slowing to reduce the effects of turbulence' reduce
power and wait for the speed io drop without iimultaneously pulling up the nose. This will avoid.combinin_8 ll-"- -,
acceleration due to the pull-up witir those accelerations reiuiting flom the turbulence. The landiug geam or speed
brake rnay be used io prbvide additional drag and, thereforen higher power settings if desired"
A- 12 AUTO-P ILOT RADIO-AUTOPI LOT (BEAM) COUP tER
VOR OPERATION
1. Tune the No. 2 VHF NAVigation receiver to the desired VOR frequency and select
the desired coune on the First Officer's Omf -M'lg.
Z. Fly the aircraft to a position not more than 1/2 scale off coulse' with a heading differing
ilot moi:e than 5" from that of the selected course"
S. With rhe sensing switch in the BLUE.RIGHT VOR position, turn the Auto-Flight SeLector
switch to the RANGE po3ition.
GENERAL NOTES -
1. If a large course change has been macle on the Omni-Mag, a period of at least 25 seconds
. should 6e al1owed to Jl"pcu before switching to the RANGE position. This delay permits
any extraneous signals within the coupler to disappear"
2, After bracketing the on-course selected, the Beam Coupler provides continuous drift
copection at a slow rate. If lieavy crosswinds develop, causing the aircraft to drift
at atate greater than the drift corrector can normally accommodate, incleased correc-
tion may"be obtained by re-cycling the Auto'Flight Selector to the AUTO-PILOT
pOSITI6N, Then back io naNCg. Such re-cycling is effective only if the,airplane has
departed VS scaie or farther off eourse. This re-cycling switctring should be accom'
plished rapidly.
PB-10 AUTOMATIC VOR FLYING
TO FLY A VOR COURSE:
1. Set No., 2 VHF NAV frequency selector to desired station'
5/ 5/ 6t DC.6/7 FLIGHT MANUAL

q<-,4 OPERATING TECHNIQUES
ffi
;,
w
UHITED
GENERAL TURNING PERFORMANCE (CONSTANT ALTITUDE, STEA"DY TURN)
DC*6 /1 FLIGHT I/iANUAI, 5/ 5/ 61

OPERATiNG THCI{NIQUES 25-5
fr
w
ail'rnl
OPERATING TECHNIQUES.
2. Set the No. Z OBS to desired coune to be flowu.
NOIE: If the_degired coune ir g0. to or away from a rtationr ret

the OIS to g0.
not 970.
3' when the FPDI vertical needle Lr approximately cemered

and the airplrne
5 degreer of the degired cou$er ir heeded wlthin
A. cenrer the rurq knob, Fly rtraxght and level for approxlmetery
E recondr.
!' Place Auto FIIght selector in RANGE porltio& The euto-pllot ,ru
oB the desired course.
trreo lota the airplane
NOtE: 1. With the Auto Fllght Selector ln RINGE pocltlon, &e euto-pllot
ft;;;'; ; IG;ilr;;p;;;;i.,ery
can
9f
, oee the head iil
9i F;-; r 5..
Therefore, if."r?"**9 creatir a large crab angf", 6[iuio nrglt
selector rwitch should be momemariiy *rttchei'bicr
to euro-pooT
to te-cenret the radio auto-pilot coufhr.
2. when the directiun of the crosswind or the estrmated crab angle

ls know'tt, set aircraft heading to that whlch is estlmated wlll
compensate for rhe croeswlnd rather thau settlng to the VOR
course heading. This will herp tie down the v6R coune more
quickty.
s. In RANGE posfiion auronnatic flight wJil be.very rmooth on rough

voR
cou*es as welr, as through the cone of r.nstabilliy above
the statron.
TO FLY TNBOIJND ON THE EACK LEG OF A LOCATIZER IEAM
OR
OUTIOITI{D ON TOCALIZER. FRONT COT]RSE:
1. Set No,2 VHF NAV frequency selpctor to the degired gtatlon.
2' when the FPDI vertlcal needle ls approxlmately cenrered and the
alrplrne tr hceded wlthln 5 degreer
of the deelred coursel
A. Frece BLUE IEFT - BLUE RIGHT swrtch tn the blue left postrl.n.
B' center the turn knob. Fly stralght and level for approximately geconds.
5
c' Place Auto FliSht selector in LOCALIZE& The auto-pilor wul
then hold the strplane on the
localizer course, (If it ts desired.to fly over the station, placegelecto,
f"neNCt-p"riai.Ol'-
DESCENT'
AUTOMATIC APPROACTI A.12 and PB.IO AUTo.PILoT
HOLDING PATTERNS
1. tyr, p .crmsing the fix which establishes the holdlng patterr, rlow the slrplaqe down
and set it up in the maneuvering configuration, wln; h.p, ,ig-Oj tddaufficient irower
to malntaln level illght.
2. Trim the airptane for hag!g!!flig[t. Engage rhe suto.pllol

3. when the deslred holding Pattem altitude is reached, uee thc
Alttnrde control ro futtr
advantage. operate rhs Turn conrror smoorhly, mi nrmty, in-*a"ir"
fly the required
Pattern.
5/ 5/ 6L DC.6/7 FLIGTIT fiauuer,

fr
ottffltse
EEg
rc
I
4. Whea descent is aurholized or desiredr
(a) Trrrn Altitude Cr:ntrr:l OFF.
(b) Lower win6 flap to 80..

(..) $lairrrain desiled rare*of*desceut by reductng power (Normally 25-30 tn. llg. on
DC*? and $33*BB in,Flg. on DC-6).
(d) l\,Iiliarain maneuvering IA$, uslng pitch knob.
5. When the assigned holding altitude is reached:
(a) &rise wiug flaprs to ?0""
(b) Level off airplane wlrh pltch Knob.
(c) lncrease p'wer sufficiently to maintain level fligtr at maneuvqring IAS.

{dj Re*engag* ^qttiruOe f.ronrcl.
6. nli*re tire hofuling pattern is esrablished on a l.ocallaer

Ito those iflstances
courld3 the aurrrtnafir apprt}ar,h *;cr-iple,r rrlay be trs*d to fly the lnbound
portlon of tht p*ttenr ar fi:ll*r*st
(al . lnt€mept rhe t,*calie*r lng out af the far nun utlltzlng the Turn Knob,
(b) l{hen the l.cr:;rlianr

itrs*rlli,r li, $ppr.]xtmat*ly ot the center of the
lfiNtrum*rlr, aud the h*edlog of the alrplan€ 1r withln a few degree*
of ths lnbourrC los+lt*{ir (:ourssi
t) , et lli* 'futrr Kntrtr rs tirn det€fit posltlorr, Fly stratght .nd

1$v*1 },irr *pi:r,rxlrnttely S seeondl.
S) Flace ttw Autrr-Fli$ht $elEctor ln the LCICALIZER poEttton. The

Ai.l{.$-t1i1ot r*-ilt then hold rhe airplane on the lnbound coune.
(c) Whe* rlie *lrgrla;r* ris ol'rt rfie fix rCesignating the hetdlng pattern and
It il drlrire.d t* tdliil alway trorn lhe Localizer legl
U liiiirli.i,i !ix:. ,1;]i{:."$r'i:lght lirr,leetor tr, the AIIT0*pILOT posftion.
gi tise ttri ?rlnr frlut:b to fly the near-tutnr rhe outbound heading
ulntl, and the far-turn.
(,r{irr*r:,.eil fa,r
3) Itrrl:,':ai $1;iriritrr;rhc {n} a*X (b} ahove.
ti$T5; '.!'tii::;rr {rr*cr.rlu)(es *ililer Paragr*ph S can be tbllowed

$lthsr a[ a constan( altLtude ustng the Alt. tlontrol.
(ir at fi de*lred rate-'af^descent uslng reducerl poxer
.rrr,l t!,t. Frtch Hrroh.
DC;- 6 / 7 F'LIG}{ N,IANIJA I, 51i)/ $7

OPF.Ri\ TING TE (llthllQuf.S ils*?
fl
lrfl,'aol
@
OPE-RATING TEqHNIQUES
I
I TECHNIQUE FOR HIGH FLAP DRAG APPROACHES (SOF):
1. Manuevering flap to outer marker or, if VFR, to a position of beginning final approach.
2" Asglide slope is being approached, landing flaps may be applied in one or more increments as airspeed
and orher conditions dicrate.
3, Follow d-escent path, speed decaying to V2 r 10 to 15 knots and then stabilized. Re-ttim to maintain light
control forces during entire approach.
4. Cross threshold at proper speed(V2), reducing power as airplane begins to enter ground effect with additional
power reduction to idle upon runway touchdown.
5. Revening should be applied early in the landing roll followed by normal braking as required.
6. Engine (s) inoperative approaches should be male with partial flap setting until landing is assured.
(a) One engine out - 30' flap
(b) Two engines out - Z0' flap
The advantages of this type of approach are ae follows:
1. Improved constant ainpeed control
Improved capability to realize proper threshold speed.
Constant attitude and "trim out" during entire final approach.

4. Better control.of touchdown spot
Improved autopilot approach due to the stabilized airplane configuration throughout final approach to -\-
t: touchdown.
STRAIGHT.TN APIROACH
L The mrlght.l,n epproach h merely a slnrpllfier.i versioir anri coutinuallon of the Holdtng
Prrcm tcchnlquG. Once rgrlu
(e) hlor to lnterrecttng the Locallser leg lntror:ntl, slon the airpiane down end ret
It up tn tho msneuvertng configuration - wlng fiop SCon prwer rufficient tq hold
lcvel fllght. Use 2400 RPM for DC-6.
(b) Trim the alrplane for hands-off flight. Eogege the suto-pllor.
(c) Maneuver by meaos of the Turn Knob; elther maintaln r comtant eltitude wlth
the Altitude Control or hold the derired rate-of-dercent urlng reduced power rnd thc
Pitch Knob.
(d) When the localizer needle is approximately centered and the heading of the alrplane
is withln a few degrees of the Locallzer inbound course:
1) Set the Turn Knob to the detent posltlon. Fly ttraight and level for
apptoxtmarely b secouds.
2' Place the Auto-F[ghr Selector at ttre LOCALIZER posltion. The ruto-
pllot wlll then hold the alrplane on the lnbound coune.
d/ o/ 1 DC.6/7 FIJGHT MANUAL

j. ffiw
&]*filef3
W,
qP E RA :{ll{c TrjCI{l$iQ rilis
FINAL *PpftoAeH A*Xg &t]T#*p{r,ryf CIhfE y

1. Whtle the e{rcrsft i* reotutlfm:io.g oe ehe Lseellficr. prepsre for Gllde dlope tmcrccpUon by
by mrmlng the A,uto*Sltghs $a*inctes $r*lteh to the LffiAI"IaER,*GLIDBSI.oF8 podttoo. Whcn
lhe Giide $lop* meedte re*ches F positrg+ about 1y'4" above the ceotor (mtdrry botroan tho
ftust upBcr dot and the pdse of the" ctrclel, nroceed er follornr
(r) n audtng 6ear * PL1tr{3{-
(b) Reduce pow€r re S&-*T tn- I{9, fon"De-? and 20*94 {n" }Ig. for DC.6l.
(e) Wtng FI*p,; t;s laiidiirg se.ui,ng"
(d! Ar *lrcrsft lfiterc&pts atre l?ltde $trop* nmd eummdileelly nma down undor glldc
llope eontrol, pslvr"r akextd amly he Ear!.ed sttshtly uph rpcctflc commrndof
the C*ptatn ln oreler ro sn*inrsin finel nppro*Jh lfced.
PINAL AFPROACH F$*]S AilTCI*r3IL#T *h&Y
1. Ar thc euto'pilot. with the /tn'rs.fitlfiht $€X€eror in rhe LCICAL,IUER pocttlon, dlrccf tho
alrplane tow*rd th* Sltdcr Slope, r.he 6ttd* Slope necdle wtll gradualty lervc thc uppor
edge of the in$trum*rlr .nnd rrr*ve *I*wlv dowr:qr*rd-
When lt reeches a pasitlou sfu*ut T../4" ab*re th.e caaqe&
A. Altttudc Conmnl f:* ffSli, ff im xse,*
I, Landing Gear D0r.\it{,
C. Reduce power rs approx.t"r*at*Ly gi;'" ., n4* hdAp,
D, Wlng flaps to iarirlirrl $ettiri..,
E. Fitch Hn;r!: forw;icrl et e rate sufftcient

RptrI the, Eo cfl.rnteract the batloootng effact
of flap exrensi*al,
F" &oxl the pie*h itrioi: stitrI {'urt-f!*r f*rurard im order to place the Gtide Slope naodlc
preclrely at the e*nit*:r trf ttre .{nscl"r.lRremt.
G" Allow thc airspred {o dee:reac* },;r liirrel . grproactr Speed, Pswer rhould be velicd
only slitrghtlS, upon np**i.fle culnmtanui "-.r{
ttre pllot rnaking t}re approach to mrtntrtn
Fimal Approach IA$,
fL When rhe &!.iettl SX*pe n**eib.", k r:cntered auld the, almpeed wetl atebitlzsd, then,
and tiren univ, swireh tke A$.r* FixF,hr $ele*ter ter the t ocALluER & GI"IDtr glopE
posirlom"
L T'he 6tide lilope neer5l* rutlvl,xrg a\wsy more uhan 1/4" from the eenter porltlon
**d rcmaining s* tlisplaeed {+:r ai: *ppr*aiable peri*d ifidieates impeoper ad1urt6gont
of the atr*raft'e pttch axrs- This shoutd be corieetednar forlorru '
(i) R*rurn she &ur* Fltshs selecrrit ro rhe tffeAi,[fltsBl pollrton.
(3) tfs$ rh* lri[eh Ksrs][] t{} reesater rhe Glkle S}ope meed},* and steb{lfz€
tho eirspeed,
{S} 3?4qt's*- t}r* seiqr*u*:i tua,:lq r'* qhe I"SffiAn [HEft & (;i.l.sE SLopE postrtoo,
DC' 6/ 7 F'LIGH? Iv{ANUAL 5/ 5/ 6L

OPERATING 'TECHNIQUES 2.1-9
ffi
.T*WA
@
OPERATING ?'}1 CHNIQUES
GENERAT NO:ES
1.
functlon
mort
tha RPM 0n this be set at 3400 to
effects on the antennae. If flucnaat!.on tg obeervcd at 2400 RPM, the
euto-ptlot llsed on rnsn[el contro!. When. and trf, osclllrtiom dampen oul, auto-
matlc approach cac be used aga{n.
2. Thls note applies to A-19 Auro-Pilot in DC-6 snd DC-? only.

Ar long as the aircr&ft is below ehe Glide Slope on-course. owltching to the LOCALIZER-
GIIDE SLOPE positton rnerely 'nrrns" the coupler tri provlde autometic gltde rlope
control engagerfie$t et thc. tlme the glld* stope on*ccurse tr lntercepted. If the rlrcrsft
has bep"n allowed ts ovemhoot the on-cour*e, uwitehlng whlle, above the on-coung wttl
result tn tmmedlate glide slope conreol ergagsr-flent and thc atrcraft wlll noo dowl to
lntercept the oB course,
3. DURING ALL SEMI-AIJTC]I'dATXC &t{E} FUtl"Y AUTOMATIC APPROACHES, AFIER

PASSTNG THE OUTER. MARKER TN$ffI}NP fiN T:I{AL APPROACTI, THE CAPTAIN OR
FIRST OFFICER, MU$T HA\TS HEs HA$ID ST.I TTtr CO}ITROL WT{EEI AD'ACENT TO
TTIE AUTO.FILCI? Rfi!.E.A$E S{.!T'TST'} AT.TN HIS FEET OSI T}TE RI.'DDER PEDALS READY
TO ASSTJME $d"A}ru.{i. CfiMTR(}I. #F ?*T& AffiFI,Ei{H rA:T AhCT TI,hiIH"
4. The foregoing grroeedurr* etr*ss the facr that the airplane rnust be trimmed for handt-
off fti8ht before the Auto-Fi"lnt !"s engeged, If an airplane ls trlmmed for cruislng or
deseent conditioru, anc, therx is te*trirTxxneql ae rhe maneuvering configuration. the rlm
change can be, and *fsen is, *ppre*table,, The aileron *i.nr may vsry 8s much u 2t,
the rudder ulm tr'. Tire auturnaric elevat(ir tab lnechenisrn, of coure. ir deslgned to
handle changes in trrxegitudi*.a.!. 'rrim- Therefbre, ir can be $een that re-trlnunlng at
the maneuvering *orfigiufrLillil Ls highty riestrrable; odierwiseo the auto-pilot will be
forced to comh,at the out-of*tt{nn conditior: and wi.ll rict be capabte of its bect perform-
ance, The pilot must cater to th,e ci:aracterlstier and limir&tlons of both the auto-pllot
and the eirplane, Xf tis dexx thrs. the auto*pilot wiltr prove itsslf a ureful tool, yhich
can relieve him trf rnnre of th{, $train lnqnlverl in an irurnlrnent approach.
5. Although the auto-apprcach sy*tem wi!.l pernlit $atisfactory approaches dovn to

altttudes le*s thau B$0 feet ahrve the runway' because of the prxoibillty of hard over
signals, pre$ent regul*t{onr pr*htrhit the use *f the auto-pik:r and auto-approach
systern at altlnider less th*n 8$0 feet above rhe airporr"
6. To elimlsate elevator t!:irn tnb servo drag after electrically dhengaging the auto-pllot,
mechanieally disenS6age the servos by placing the $ervo-En6age Handtre in the OFF
position"
5/ 51 6t DC*EI1FI,IG}IT MANUAL
25-10 OPER,4T'ING'TECHNtrQUES
E
w,.,8"UD,
OPERATING TECHNIQUES
PR.OPELLER REVERSING
Feathering and/or reversing can be

electrical power is available.
(a) The Martin Bar must be released to accompllsh reversing" Therc is no suut switch
tn the
circuir, therefore reversing could be inreniionally a""oririlish"d in fltght.
(b) The throttle must be ln the FoRWARD range to.accomplish featherlng. lf the th:ottle
is left
in the reverse t.anf-e a$ feathertng ir acernpted. the solenotd select6r valve wlll remaln
ener.
gized sendirg the featherlng pump output in a dtrectlon that will malutaln
diagrams ln Power trlam deJciiptiin ITGENERr{L secrion of this manualt -
revening.
- - (See
How tr: tell when a ls tu l'eveI'JB
If a frrspsil.r I'r reversed while the eilginrs is rrperating at considerable power, the over-
speed wltichresultsas the prop€ller passes through the zero pitch range is qulte noticeable.
lJttlir IgVgrtitl"
tinder r**:;i r.rpelait*13 ctxdllieuu, it is r4rlte ciasr/ to lieterrnine whether or not a propeller
.;.$ ilt t{'':$l:.;* hy r':irrtrii:lg lt:s tiii:i:crne cli;., 'I'he itP}vl of the propeller ln reverse
will be several
hrlrdred RPlf ).*rqar ttii{lr iirry *f rih* otheri;.
,t ircsitiv;: rnsiill,.!i ct fletr:rrnitrrrr{ 'rr}rich e*gixie lras reversed (flight conditlons permltttng)
:s ta r'11:ie alit?,.r'rtil;:s ior;i pi:ririd *f j r-u..r:l seeoncls, 'l'he eugine of the revened propeller
wiltr die airrtost irrirrie*iiat*!.y anci tire pr*peller will rerrate backwards. The tachometir of
ir'te ievritreo eillgiile wili drop ro Ee,ro ;eud will nol: rogister agalo as long as the engine con-
t:ialle* rsr rotate bar:irwarri*:.
If ANY propeller is susilected of bein6 ii:, revc:rus pitr:lr {l,rhen reverse iiuuiit is not wanted or called for)
wirile alr'borns or olr r.h* g,rounq!, i.rrrm.ediateJy
L, Plree utrr$rrle in F(f{Krid{I.: ii}i,E

o ,F[A.rHIiik'.ri,.:i] r!ri$i;l.i i., tlt;"
$ol€ir If rhr prr"-ryrr.ii*r r,:itl rr*; (,::!r;ii'::i:r.:;'.i r1i,'. Ii,:i'..rir RI"r\lERSf, CONTROL clrcuit breaker and
;ry n;1irl,; tu 1:.iirii:r.
[Jnd*"r l#- esndititn wfutie .4IH.iS$F'S.T, il a pir*pr*tlor is rus.pec;ed elf beirig ul revelse, should that throttle be:
('s) advane*:*i ifl{r, rne f{:}p-}*"qRl} !dUGH i:'*l.{'ell rlxi,1&s* i}r
{lr} set;tixdrrd i.r.lro r.h,'* frn}'ErtSli fi[GH p{)Wiir[ raup;e"
DC-6l1FLIGHT MANUAL 5/ 5/ 6t
OPERA TING TECHh.JIQUF:S 25-11
z
UUII&
EF
OPER$TING TECHNIQUFS
OPERATION WITH IN-FLIGHT IRREGULARITIES
Whenever any serious irregularity develops in flight, such as engine failure, fuel leaks, fire, etc; the conduct of
flight after the situation is brought under control-should recogniie the possibility that damage or orher irregularities
may be more extensive than is aPparent. Prudent suboequeni action therefore would be ro handle the airpl-ane with
caution, avoiding unnecessary loads due to high speed descent, etc, , and unnecessary use of systems and equipment.
LANDING
Power-eJfecu 8tlow speed are tmportant ln landing operarloru and an undertandlng ofthere effecu ir vttel rc the op€ra-
tlon oj lerge multl-€nglne atrplaner. Curlng the power at lovr alrlpeedg rerulr in-a lors of wlng llft, a large lncrease ln
drag due to the wlndmllltng propellers, and a conrequent change tn gltde path angle of the atplrne due toihe reduced
LID rsllo. Large ftap deflictions reduce the L/D ratio 8nd maignify Ihe p6wer aff?cu rtnce more power is required for
operation at a given speed with lncreased flap deflection. Cutitng the power, therefore. producer a greatet effect both
as to drag lncrease and lift losr. Much lmprovement ip obtaiued a1 targe flap deflectlonr Ly maintalning rome power
during the landtng flare unttl the alrplane ls on the ground.
I If wing flaps cannot be extended, it will be necessary to land faster than usual because the stalling speed with 0e
flaps is higher than with50' flaps. Consult the stalling speed chart in the Performance and Limitations section
of this manual for the 0o flaps stalling speed for the existing gross weighr. Make the final approach at 3wft higher
than that speed, with an attitude profile of approximately oni bar widih, nose high on the artlficial horizon,
*
controlling air speed generally with the elevators and rate-of-descent with power. It generaliy will be found that
when starting a final approach approximately two miles from touchdown and at 800 - 600 feet'of altitude that
20 inches MAP (95 - 100 BMEP) wili be sufficient, and there will be slow reduction in power to L0 - 12 inch MAp
L at the threshold with a speed ten knots less rhan the approaeh speed.
MARTIN BAR
In the following discuxion the term 'MARTIN BAR' means the handle that you grab with your hand while
the term "Reverse Throttle Lock" means the mechanlsm under the pedestai wni-ch is actuited by the
Martin Bar.
The Martin Bar has three peculiarities which may cause trouble operatlonally;
1. The correct way to release the reverse throttle lock is to first close the throttles - - all the
way. Unless the throttles are completely closed you ate not suppored to be able to pull
back the Martin Bar. There is-however. a position comesponding to approximqtety iOoo p1tr.,1
where you can place the four throt_tles, then pull back on the uirtin a.ar too hardl
until what feels like a stop is reached. In this position you can take your lnot
hand off the Marttn
Bar and.it will stay there, giving the appearance that the Reverse thiottte Lock has been
released. Now if an attempt is made to move the throttles back, the Martin Bar will
snap forward. With the Martln Bar iu thls "false unlocked" position it will be
oherved
that it is possible to Puu it further back. It will only move'back a short distance, more
force
wlll be required to move it for this short distance, and it wtll pick up the ttuottler end
move them to rheir closed position. Thir farthest back porltlori of thl Marttn
the "actual unlocked- posirion. ' Dar ls
,
2- If the reverse throttle lock is properly released and the Martin Bar ls held back hard while
attempting-to get the throttles into the reverse range. it will be found that the throttler
'.are-blocked out of the reverse range. The harder you pull on the Marrln
Bar, the more
difficult tt will be to get the throrrles into the revirse irnge.
3. If the Martin Bar is pulled back while the thiottles are slightly forward of the mid-throttle'
posltion. the throttles will be forced fanher forward, theriby-increasing power.
The reVe$e throttle lock has_no rigging adjustmenu. It has bcen designed for rough use. Ir ls better
to treat it rough - than ro baby it.
5/ 5/ 67 DC-6/7 FLIGHT MANUAL

OPER.ATING TECHNIQUES
lmponant things to rernember about the Martin Bar operationl
(a) Close thronles hard against stop befor6 pulling back on Marttn !ar.
(b) pull back HARD on lvtartln Bar. The harder the better -- lt is tlesigned to tske lt.
(c) When reverse throttle lock is trnlocked and you're sure lt'r unlocked(visual indi-
(d) Operation of the Martin Bar is a one-handed one-m8n oPeration performed by the
pilot doing the reversing
IANDING ON ICED OR SFIORT RUNWAY
Make normal approach and landing rith following exceptionrl
1t lASoverboundary, r.. r.,......... Vg
3. Ground nosewheel and opill flaps as soon as poeslble.
3. .Apply reverre thrust as soon as poslble"
In landlng on iced runwaysr
1. Apply brakes llghtly and release interminently to obtatn optimum brake Gffecttvene$.'
2. [f one eagine inoperative, appty reverse thrust symmetrically.
LANDING ROLL - PROPELLER REVERSING
Do not ralse the nose wheel after it has been grounded and normally do not use reverse thrust or aPPly brakes untll
the nsse wheel haa ma& contact h,ith rhe grJ*d" The most satisfictory operadon wlll recult if the noi€
wheel ls,'
placed on *le grounrtr before reversing arrd is early in the ground tun as practlcable. Ttre nose wheel wlll be mechao-
i"rlty *re steerlng inop-erative as loirg as thJnose wheel shock strrn ls e4tended. When reverslng or
"*nt*reiana
uru"i"ruing, moye the throttlei slowly but steadllfthrought the detent' Msiuteln at least 1000 XFM when passlng
ttuough thd detent to preYent loss of generator sutPuL
propeller reve$lrrg
Ifau HF atrtenna is }nown to be broken tu flight, judgment should be exerclsed as to the use of
druing landlng ro11. the need for propeller #r*triofln this case should be_ balanced against the exporure of havlng
the bloken aritenaa tangled with the propeller or e ausing other damage to the airplane'
PARKING
If landing gear trouble has been expeiie$esd_ and rhe landtng made without all three green lightr and/or the red,
light is in,- ttre airplane shotild not be texied fotlowing the landing.
heavy brake appllcarions weEe made on landtng, allow sufficient time for the brakes to cool befgre settlng
the
If
pprktng brat<e.
parking at the ramp, it is recomrnended that the initial
turn
To realize maximum obstruction clearance when with any nosewheel
onto the lead-in line be maie by utilizi'g *o*
#* rq,jrr"*oor,',ur"d'typ" patt"tn consistent
angle limitations. su"f, u pro"Jduru aliows mole il*" to be lined up accuiately prior to approaching ramp
obstructions.
:l
DC-61'i FLIGH'I MANUAL bl 5/ 61

OPERATING TECHNIQUES 25-13
I
w
w
annoo
I
I
OPERATIN"G TECHNIQUES
'{
THREE-ENGINE FERRY OPERATION l
LIL{ITATIoNs D C''t/78 DC-6BI6A DC-0/DC-68 i

N3?569-N3?596
I
NS?601.N3?868
MAXIMUM TAKE-OFF WEIGHT 100,000 81,000 lb! ?6,000 lb.
Thts may be further ltmtted by rlrport analyrlr (1.c.
runway lengtho slope, airport altitude. ternperature etc.) DtlPatch vill provide correct
weight for alrport from whtch flight ir to be made.
CENTER OF GRAVTTY Load in accordance with approved weight tables and welght distrlbution
charrs found in uA Regulatlous 40-5n operatlonal Weight & Balance"
MINIMUM TAKE.OFF CTTII|! SPEED

Dc-UDc-6 EcrtGr
Grcr Wt. IAg K?S Grol Wt^ t,A3 rrs

100.000 110 n4- ooo tlo
08.000 128 nq- ooo 11?
98.00c L21 80.000 118
94.000 125 ?8.000 115
92- 000
g0- 000
12.4 76.000 tl4
tr23 ?,1.000 112
88.000 tzt ?2,000 llx
86,0oo \20 ?0.000 109
CREW Llmitcd to rhe crew G$enthl to rhc purpso of tho flight.
TIPE OF AIRPLA}IE OPERATIOI.tr Wtth lnoperativc popellor feethergd or romovod
!r pornt or rakeorr end randrng r,, *#tli }il,:: fjl3,Il:l Ht.1$l'ff#Xi*r,
FIAP POSTTION. TAKEOFF 20'
1. 6ert and rudder pedelr murt be adjusted so rhat FUtt RUDDER cra bo eppllcd"
2. Thc propcllar of tho tnopemtive Gngine must bs FE.ATHERED or REMOVED. tGNffION OFF, snd tho
cowb flrpc FUttY CIOSED.
g. All trlm tabr rnurt be get to ZERO E[m.
{. Wtng fiap rhould be extendsd ro the 20'DOWN positlorl

S. The uoec whocl MIIST tlOT be rrtsed fiom tho grornd below a apcod of 93 KTS IAB fm DC.? rnd
90 KTE IAS for DC'6 serico alrplane, Dlrectlonal contol baserl upon availabllity of nose wheel
steerlng. If runway ls sUppery, steerlng may be lneffecttve.
Technlquc for reko-off wlth en IMOARD ENGINE INOPERATI.
l. AftGr llntng up wlth tbc nrtrway! hold the brakcr, THEN eccelerate cnglncr I end 4 up ro uka-
off powcr rnd refeere brako.
2. Ar roon ar tho elrplrne rtertr to roll accelerate thc remain&lg tnboard cnglnc up to trke-off
poxnr. rr rtpldly ar directlonrl eonBol parmirr.
8. lrdttnt.ln dlrcctton ytth tbo nooe wheel steoring. Ar rggutrod, apply olight doru-alovrtor ro obtrlo \\
Srctter trlctlon of the nce whEel," (Wtth an rft C. G. dom-etrcvator lr-regulred throughort thc
trko-off run )
515/ 61. DC-6/7 FLIGHT MANUAL

25-1,4 OPERATING TECHNIQUES
ffi
tr armD,
@
oilr R:4'lrryc r.g q $[rgqgl
4. Use ruddor as require<l up to full throw sway from the inoperative engine unril a speed of 86 .
?4 KTS lA$ for DC-? and 63, - 68 KTS IAS for DC-.6 serles airplanes-is reached and then, de-
ctease rudder application to tha arnoutrt required to hold rho aiqplane srraight.
5. After aU throttle$ of the operntive eugines sre set for teke*off power! use aileron control toward
the two operative emgines as requtred {o assiet in ruaintaining d-ireetional control.
6. Dkectional control r.ep to 65 - ?4 KTs tAS for DC-? and 61 - 69 KTs IAs for DC-6 3crtes rlrplsncr
must be malntslned by tlre mse of nase wfucel steertng. Frorn thir speed to the lift-off speed, directional
control i3 matntaiued by a combia:atlon of noee whedl steering and displacement of the rudder and
*llerous. At the lift-off speed hreak the atrplane cff tke ground cleaniy and simultaneouely roll thc
wl'ngs dorm about 5n fromr the inoperetive engine" Thts ;iu decrease ihe emount of ruCdcr to hold
the atrplane etrelghr.
?. RBtrBct the landing gear *nd clirnb tei mini.mum safE atrtlrude, e R.etracr the wing flapra at 124 -
128 KTS Ii$, depending ou weigltt, end accelerste to climb speed. Hotd takeloff
irower unttt
clknb speed ts reached thrn reduce ta cltmfr power or METO pawer as terrain or conditions requlre"
Tcchnique for rcheoff rs{th or,r.OIJ?BCIARD ENGINE fr{OPERATIYE
L After llning up with the ruaway, hotrd the hrakes, TI"IEN aecelerate englnes 2 and 3 up to take-off
mwer and rei,eese the brakes"
z. As soon as the airplene stafts te rull, accelerate the remainlng outboard snglna raptdly as direc-
tiotrel con&ol permtto.
3. Maitrtaln dLrecdon wlth the urue wh**l steering. As required, apply slight down elevasar to
obtaiu greater traction of tire new,". v*reel. {liIlt}i am aft C. G, etr*wn etr$votor is rEquired througk*
out the take-cff run).
4. Use rudder as reguired up to fuxl ttlrow, sway frorm the inoperattrve ei:gine untll after take-off,
TIEN decrease rudder spplicatlon so thd sxflount requtred to hold the airprlane su&ight.
5. After all throttles of che operative engines &re $et fsr take*off porder. u&s eilqron control toward
the two operative eagines as required tq asslst [m rualntahing direetienal control.
6. Directtonal contn:l up tn $3 KT$ IAS for De -,I and 61 - 6S KTS on I]C*6 eeries murt ba mslnrrined
by Ehs'urd d brase wheel ateerlng, Fsoffi! this speed ro the lift-sff speed directional control tr rnaintalned
by a cornbinstlon sf nsae wheel steering and di.aplaeemreut of the rudder a$.i Eilerpru. At rhe ltft-off
rpeed break the a$.rplane off the grouud cieanly and simultaneously roll the winge dowu about 6o away
from the iuoperative euglue" T'hir will dearease the snrsunt of nudder required to hold thc airplrne streight,
1, Rcract the landing gear and cli"rnb to mtnimuur safe a!,tittnde. b REtracr the wing flapr at 124 -
129 KTS IAS, depending on w*Ight" and accelerate to cllnnb speed. Hold take-of{ power until altrnb
rpeed ia reached then reduce to clinnb power or lv{HT0 power a$ terrain sr eor}ditions reqrire,
a Where the take-off is not ob;racle trimited" it la reeoffinnende<I the eirplane be Eccclcrated m
1?4 KTS IAS as coon as practlcsble, to ingure adequ$te directioaal *ontrol & care ef loas of
aecond engine"
DC -C/'i TLIG}I"T hTANUAL L\, .1/ tiJ"

OPERA TING TECIIi!" IQUES t(*1 <
-.|
L
7
I
E=
-k
EE
HH
be,
26
\/t. '-{
ft neoRD cFl!REstr4"t6rd(*
f\
ASS IGNED TO f C $vb e"fr ,,€o,*/ta n LC
LOCAT I ON *Jr,,X/ F #
Re v. Dlre Qgry-- DlrE Re v. DarE Rev. Dl re
No. lNse RTro RY No. I useRreo Bv No. I Nsen re o No. l nsrnreo Bv
Txts rruutu ts ro BE RETAINEo lH TlrE oFFtcE oF, oR Ey rHE lNolvIDUAL,

SHOYH ABOVE.
Arten lxgERTtoH oF EACH REvt3loN, ENTER oArE AND tNrrtALs AFTER pRopER
REVISION HUIIBER.
Txtl sxreT ytLL Nor BE REroyEo lr Aily rn{E"

RECORD OF REVISIONS
ReY. Ihrs
t llb. lmsmea
REv. Drrr Rgv. Ihre Bgv. Ihr:
BY l{o. I rsenteo Bt Ho. I ruenrer Br tlo. I rsenreo Br
-(\*-
Txts rrrutu rg rg BE RETAtT{Eo lN r,f oF, OR BY rHE lNDlV,Or^' , '

gHolrlt A BOvE . 'FFIGE
Artrn I xgERTt or{ oF EAcH REvtgror{, ENTER oATE AND II{ITIAL3 AFTSR PROPER
REVISIOt{ XU!{BER. 5.*fr+.L
Txtr Extrr ytLL Nor BE RExovED rr Axy rtxE.

1
frlo
utat
EEt
i \
OVERWA TER OPERATION
NAVIGATOR'S STATION
The Navigator's station is just aft of the First Officer's position and is equlpped wlth all instruments necessary
for his computations.
The Navigator's equipment bag ls located behind the Observer's seat aft of the radlo rack.
INDTCATING INSTRUMENTS AND DEVICES
Outside air temperature gauge. Ouuide alr temperature. Aboye fonrard entrance door.
Alrspeed Indicator. Indicated airspeed. Navlgator's Instrunent Pe[el.
Altimeter, Pressure altitude. Navlga tor's Inrtrument Panel.
High Altitude Radar Altlmeter. True airplane altitude. Navlgator's Instrument Panel.
Loran lpran Statlon bearing. Navlgator's station - (DC-6)

Overwater [tadio Rack -
(DC-68, DC-?)
Compass Indicator IAzimuth card Airplane's maFnetlc heading
L- - l-
fsinete needle EJ single Neeate
E{-
< l.Oouble needle
ul
No.1 ADF Na vigator's Instrument Pa nel.
IOouble needle No.2 ADF
DC-6 DC-68, DC-?
4/1.5/56 rc,-6/'.1FUGHT MANUAL 26-t

OVERWATER OPERATION
E UIJI'D
OP
OVERWATER OPERATION
EMERGENCY EXITS & EQUIPMENT \_
DC-6 OVERWATER COACH

DITCH CAM AODES
f
l ttrlt o,'rcl''l
vtrra (2)
FLT. ENGNEER'S & NAV. DITCH CAMS
\2o ExtlxculsHSi (3) l,El 1'P8tl
(3) Hstcrl€Y lLlsHucHTs

Co2 lxTNGUlsHEl & lmrSNcY lQlrlrlclll tAo
H ND AXB (r) ro MIN rr8 WT A
(r) GESON Cru MDIO
u2o rxtD{6ullH4
(2) DIMONSTRATTON VESTS

(2' 20 UN rE WTs
UTimG UGAT
STITIC N M (owBErD)
(2t !O MAN IEE WTS
(l) cn50N Gru tlDlo '
EVACUATTON
(1) MSTRAINT STMP
MT D XII Q) STEWARDESSES D1TCHIN6 CARDS
(n llGAGE UCK)
H2O EXTINGWEI
t l)
fl20 Exmcust
(2) IlffiNY TUSBUGHT
8 M TIE
(14) INFANT LTE VESTS
Life velts lor pasngers are foud ln seat

p@kers ex.ept fol rows 1 ttrd1A end
rars l4A ,nd -t48. where they sre ltrated
in side-wall pockers.
3/L/57 DC-6/l ELIGHT MANUAL

26-2 OVERWATER OPERATION
N
r
fr
wuraflo "
TO: rc,-6/7 FLIGHT MANUAL

OVERWATM. OPERATION . BUITETIN #2
3n/57
FROMr MAINTENANCE REGUIATIONS - sFoRG
Please insert tlris Bulletin facing page 26-3 in the Overwater Operation section, and etrter on the
'Record of BulLetins" sheet. Also pleese remove Bulletin
H. BtiU
OVERWATER EQUIPMENI
The DC-68 Overwa,ter Equipment Diagra,m has been dra,wn to show the equipment complement
a,nd locatlon when a, number of cha.nge orders uow in process are completed. During &e interim.
the airplanes will have varying numbers or locations of eguipment as ourlined below.
20 man ra,fts iustead of 25 man ra,fts.
Check-stewardess vest in front of sea,t 13C instead of a,t jump seat.
Naviga,ror's shooting box instead of Ladder.
Very plstol in na,viga,tor's locker instead of 10 ryan raft.
Passenger yests for seats 15A and B ln side pocketsuntll stewardess'coa,ch s€e.ts
iusu,11ed.
OVERWATER OPERATION - BI'LIETIN #2

PAGE ONE ONLY
r
tr
\,
eff
ANITED
W
TOI E.C.SSC..CK DC.6/7 FLIGHT MANUAL
$E${S'0
OVERWATER OPERATION . BULLETIN #4
6/70/5x
FROM: KIAINTENAIICE REGULATIONS SECTION - SFORG
Please insert this Bulletin facing page 26-3 and enrer on rhe "Record of Buli sheet.
H. Estill
25-I.IAN LtrE RAFT INSTALLATION
The main cabin life raft installation in cverwater coaches is being rnodified ro accommodate 25-man life rafts and to
provi.de a sirnpier anC less troublesome access cover. In the new design, the raft cornpartment is covered with a fibre-
glass panel which pops out of its tracks when pulled. There a.re finger holes in the cover to facilitate grippingit.
Normal inspections of the raft installation can be made bir sirnply sliding the cover panel upward in its tracks sufficiently
to reveal the bottom portion of the raft. Rafts will be instal.led with tags and static attach lines at the bottom.
If it is desired to repiace the cover panel, do this by sliding the panel into its uacks from the top of the cabin.
'&.
OVERWATER OPERATiON - BIJLLETIN #4

PAGE 1 ONLY
fr
UN'J'O
P
OVERWATER OPERATION
EMERGENCY EXITS & EQUIPMENT.DC.oB OVERWATER COACH

'ciRD(st
D r TcH r NG
LIFE VESTSicaprarN & rrnsr orrrcen)

SMOKE MASKS
IGATORIS TABLE & LOCKER
:_r
SMoXE MASKS( r x cErrrNc) IGHT ENGINEER'S DITCHING CARD
Hzo EXIINGUISHER c0L,"r'/cABrN Dooa coNrAtNlNG NAv. otrcFt\G (ARD, coz
rlrl\CJIS-Ee,dANDAXE & ! EA. Et4ERG. FLAS-LtGHTS
3E-57r9 LADDER lJALK-ARoUND 02 B0TTLE
(*5EE NOTErJ))
(3) LtFE vtsTs YAFr AC LIFE vtsls(4 rrcu sroe)
sroe)
(t) TEN-MN Lrr[ RAFT,
!ALhI E-TALK I E,VER' PI 5TqL
(l)) BA
( r ) crBSoN GtRL RADto
&6 srerrs ('sEi NOrE
STAIIC RI EXT I NGU ISHER

CHICK STEWARDESS SEAT
wITH LIFE VtST
*sEE NoTE
(
@t
I Ft vESrs(2 ercr s r or)
(z) 25-MAN LrFE RAFTS

(' raneoroo oart coNrAt\s,rr*re-,arrre)
(*si.r NoTE o )
Xetrl
tz}.4
STATIC LINE RI 5TAIIC LIN[ RINGS
8A
9A
.4J
Hzo EIRE EXTtNGUtSNLR

iI
DITcHING CARD(S) - STE\,/ARDESS
STATIC LINE RING & HOOK
(2) DEMoNSTRATtoN LIF[ VESTS

EVACUATION SL]DE
(2) \-vAN RAFri & ( I ) GtBSoN ctel RADto
(1) RESTA'NT STRAP
ot tcH t t,tc L lGHt( ovenrero) (2) EMIRGrNcy FLASHLiGHTS
- IIRST AID KlT, 2) LIFE VESTS (*srr toTE @ )
2 EA. STEWARDESS LIFE VESTS
Dc-5 coAol SEATS FoR

(*srr rorr @ )
LIFE VESTS
2 EA. PASSENGER LIFE
(*ser r,roru @ )
| 5c l'l
_> EMERGENCY EXITS
aro INERTIA FLASHLIGHTS

Llm
|-:l\r+,
flr111
r7A li
Hlt
\4r+J
*NOTE -. COA DJGTST
(D
@
-0-971
-o-iooo BE H2O EXT I NGU i SHER
@ -o-rozi+ I
(J
@ -6-z6to t ! ctil Lo L t rE vrsrs
@ -6-zeal
AIRCRATT CONFIGURATION SHO/N
INDICATES ABoVI C0A Co|'4PLETl0N

OVMWATER OPERATION 26-3
ilH
w
OVERWATER OPERATION
EMERGENCY EXITS & EQUIPIVIENT DC-? OVERWATER FIRST CI.A,SS U
CAPTAIN & FIRST OFFICERSi
OITCHING CARD HOLDERS
CAPTAINIS SMOKE MASK
CAPTAIN & FIRST OTFICTRSI
L I FE VESTS
FL I GHT ENGINIERiS
(s TO'ED OVERHIAD
SMOKE MASK
OF SEAT) ( RST OTFICER'S SMOKE
,NAVIGATORS EQUIP. RACK
MASK
FLIGHT ENGINEERIS DITCHING CARO HOLOER

H2O EXTINGU
Ifiuo lie a (Ir) FLAsILIGHTS(,r s^c) (- *SEE NOTE O )
NAV. DITCNING CARD WALX AROUND 02 B0TTLE
c02 ExrlNGUl
GIBSON GlRL RAD IO & IO-i\,tAN L IFE RAFT
WITH WALKIE.TALKIT, VERY PISTOL AND
3 LIFE' SHELLS ON CARGO PIT 5HELF *saE noTE ( @ )
COCKP I T S IDt
OF BULKHEAD
7 CHILD LIFE I.IAND AXE
CHECK SIEI,IASOESS LIFE VES F20 EXT INGUISHER

( *sre Horu @ )
! LtFE vESTS(2 EAcH srDE
I -a- r+J
D
a- AJ
-
:4-
tl
w+
1
l l
n
A.
r tr
*
i-- t,
:__l
STATIC LINE 8 -.1 STATTC LINE RINGS
:4r \df
L- tr l ma
|,4J4J
_l
---l
\& ;J
f- il
+
+*
I
4 GIBSON GIRL RADIO
(BEHtND SEAT toD)
IO.MAN LIFt RAFT IN CEILI
3) ELASHL I GHTS
STATIC LINE RI 3) DITCHING CARD I-IOLDIRS
L-J 3) LIFE VESTS(srEwARo & srewacoessrs)
DRY CELL LAN]ERN IN CEILI
2O-MAN LIFE RAFT
HZO EXTINGU
(7) cNrLD LrFE'VESTS
(r) RESTRATNT STRAP z+ LIFE VISTS
A
r'
G --Y2 EI,IERGENC Y EX I TS
mr
FIRST-AtD. *@ nrnr t,t FLASHL tcHTS
rrx
.:
W!4/ lA-rat
-,.-F IXTINGUISHER
+ NOTE .- COA DIGEST
O - o-sr:
STATIC LINE RING
@- o-rooo
0
@- g-su'
z) LiFr VESTS
AIRCRAFT CONFIGURATION 5I]O/N

I ND I CATES ABOVE COA COMPLTT I ON (3) LrrE vEsTS
DC-6/7 FLIGHT MANUAL

26-+ OVERWATER OPERATION
fr
UNt'D
sg
's
I
TO: rcFtfi FHGHT MANUAL
OVERWATER OPERATION - BTJLLETIN#3
3lL/57
FROI\& MAINTENANCE REGULATIONS SECTION - SFORG
Please insert thls Bulletio following page 26-4 in the Operation section and record
on the "Record of Bulletins" sheet.
H.
OVERWATER EQTIIPMENT
The DC-? Overwa,ter Equipment dia,gram shows the equipmert complement end locaEon when
Change Orders now in proces are completed. Drutng the interim, the a.irplanes will ha,ve
varying numbers G loca,tions of equipment as oudined below.
Very Pistol and shetls in Navigators locker lrxtead of 10-ma,n raft.
3 Emergency Fla,shlights instea,d of 4.
OVERWATER OPERATION . BT'IJ.ETIN #3

PAGE 1 ONLY
r-l
fr
UN'7ED
EMERGENCY EVACUATI ON
MAIN CABIN DOOR
C-ARGO DOOR
a ON LAND, PULL OUT

RING & TOSS ASIDE.
o
AT SEA, REMOVE SLIDE
FASTENERS BtrORE TURN
DITCHING. I{N.IDLE-
PUSH
TURN HANDLE T]P DooR
OFLN
SWING DOOR OUT
PUtt ROPE OLrI
ESCAPE ROPE IN TOP OF DOOR FRAME.
OF DOOR FRAME SIJDE DOWN.
EVACUATION SLIDE
wINpOW EXIT (FRO\I TNSIDE)
G-O.
REMOVE SHIETD
t. HOrD SUDE Ar 45. Ah{GtE
li \
2. JUi,tP AND
6.
StT
TURN HANDLE i]P.

SWING DOOR OUT.
LOUNGE EXIT- DC-?
ON LAND, PULL OUT WINDOW E)(IT (FROM

RING & TOSS ASIDE
AT SEA, REMOVE SLIDE

FASTENERS BtrORE
RING
DITCMNG.
REMOVE COVER OVER

,FASTENERS HANDLE
PUIL DOOR IN WITH

HANDLE
a ROPE TOCATION TURN ON EDGE - SHOVE OUT PULL HANDLE OUT

TURN HANDLE DOWN
W*6/1 FLIGHT MANUAL 17/7/57

OVERWATER OPERATION 26-5
I
B
,t4fiO
tItt
OVERWATER OPER,ATTON
EQUIPMENT IN RAFT ACCESSORY KIT
lO.L{AN 20-I{AN z5-lvtAN
334
Flare Kit (Day and Niglrt Signals) 555
FirstAidKit . . o. 111
BallingBucket .....t. 111
Spongeg ...... ?-22
SignalMtrror .. .. .. 111
shlight (Ha nd Energf zing)
Fla 111.
Water Container . 111
PoliceWhlstle. . . . . . 111
Compass ...... 111
Bible o..... 111
Sea Water Dtstttling Klr . . 294
LlfeRaftRations . o . . . 245
,PocketKnife ., . . . . . . 111
HandPumprudHor .. . . . . 111
Paddles ............ 112
Canopya.ndiptayShield . . .. . .... . . 717
Canopy Support Rods . 12128
SuvivalBook ...: aoeaaaaa 111
Pliers 111
...
Sea Dye Ma,rker 222
SharkChaser . . r. aaaaaaoaaa 222
FlshingKlt . .. . oaa. 111
Very Pistol and Shells. aaaaa.aaaa 100
At least one per plane in 20 or 25-rnan
Walkle-Talkie Radlo . , raft. If secsnd [s carried. it will be
found tn t0-man raft in Forward part
of plane.
3 i\ 157 n M.C/t FI.IGHT MANTIAL

26-6 OVMWATER OPERATION
\
\
B
w
wnaD
OVER,WATER OPERATION
L
EMERGENCY EVACUATION
CARGO D@R WINDOW
o
TURN
,///
/4
T{AN D l.E - \
'€r
PUSH oo
DOOR.
OFEN CEUOVE SHIETD
TURN HANDLE UPi
PT'LI ROPE OUT SMTING DOOR OUT.
ff I'OOR FRAME.
SLIDE DOWN.
EVACUATION SItrDE
IdAIN CABIN DOOR
a ON LAND. PULT OUT RING

& TOSS ASIDE"
AT SEA, REMO\,E SI.IDE

FASTENERS BEFCNE DITCHING
TUNN HANDTE UP
SWING D@R OTIT
EVACUATION ESCAPE ROPE IN TOP OF DOoR FRAME
LOT'NGE E)OT
1 HOLD SUDE AT 45'
ON LAND, PUIL OTIT RING
AND TCISS ASIDE
I
AT SEA, REMOVE STIDE
FASTENERS BEFORE DITCTIING
RING
REMOVE COVER OVER HANDTE
PULL DOOR,IN WIITI HANDTE
TTJRN ON EDGE.STIOVE OUT
,-.*
a ROPE LOCATION
,T,II,P AND SIT
DC-6/? ruGHT ildANrlAr; 3/7/57

OVERWATER OPEruMON
26-5
E
ffi
w
&f#f,lr@
OVHR,WA TER. OPERA TION
EQT'IPhdENT IN R.AFT ACCESSORY KIT
10-lvlAN z0-lvtAN z5-lilAN
q
3 4
Flare Kit (Day and Night Stgnals) 5 5 5
FirstAidKit e . c. . . e o I I I
BailingBucket . s 6 o 6 o c 1 I
1
Spongeso.co6eo. 6
A 2 z
Sign*l!.llrror o o , o . .. . I ,
I I
Flashlight (Hand Energizing) . . I I t
Water Container o I I 1
FoliceWhistle. o . e o . I 1 I
Cornpass .6...c. I 1 I
Btbte o o e .t.,. e a a c a o t D 6 a a. 4
t I I
Sea Water Distiliing Klt
" . a€aB 8 3 4
LtfeRaftRations .... o t 5
FocketKnlfe . o o r aoaeaa
e
t
4 I I
Hand Fump and Hose
"" . aoaooo J. 1 1
Paddles .eo6oo I 1 2
Canopy and Spray Shield $ g0ar.a 1 jI I
Canopy Support Reds o s o 1C 12 a
SuvlvalBook o e . e' 6 1 1 ,.
Plierg cooc,s oa&a I 3 I
SeaDyeMa.rker .6 o o & eeoil
a
3 Z o
SharkChaser c o . . . . aa.o
o a 2
FlshingKit o o 6 s . s 1 I 1
VeryPistolandShellso 5 e 6 3 6. s 1 0 0
At least one per plane in 20 or 25-man
Walkie-TalkieRadlo e G . . . o . .. raft. If second is carried, it will be
found ln 10-man raft in Forvrard part
of plane.
3lt/57 rc-6/r
FIJGHT I,{ANUAL
26-S OVMWATHR OPER,A?TOff
I
E
utrtEo
s9
DITCHING PROCEDURES
CAPTAIN
1. Institute radio disuess procedure.
2. Notify crew and passengers to prepare for ditching; estimate time remaining before ditching, direct observer to
position in cabin.
3. Don vest. secrue seat and chest belt. Turn off ca.bin and airfoil heaters.
4. Prior to actual ditching oI at 1000 ft., warn crew to assume ditching stations and all hands brace for impact.
5. Airplane ditches. When aircraft comes to a complete stop, obtain emergency flashlight and proceed with
Gibson Girl Radio to emergency exit (Seat 5A DC-7, Seat 6A DC-6, Seats 6A or 6D DC-68).
6. AssisrFtst Officer wlth 10-man raft. (On DC-68 Engineer and passengers should ha,ve 25-man rafts out exits by
rime Caprain and First Officer reach exirs). Check static llnes of rafts to be sr.ue th€y are attached and escape
rope trailed. Pass Gibson Girl Radio to First Officer.
7. Asslst passengers in leaving aircraft and,/or boarding raft. Captain's position dependent onhis judgment.
8. When practicable, rea.sign crew, passengers and equipmem. One crew member should be in each raft.
Check to insure all are a,ccounted for. !
9. Ditching station - Captain's seat.
NOTE: If conditlons do not permit taking raft and radio aft on DC-? and DC-6B, evacuate
ttuough the crew-cargo door or through the emergency exit windows in the Fqward
section of the DC-68
FIRST OFFICER
+ 1. At order "hepare for Ditching" - depressurize cabin. Don life vest.
NOTE: Do not operate Master Emergency Depressurizadon Control lever (Johnsou Bar) to depressurize,
as its use actutes the valves to a locked open position.
2. At Captairt's directlon, handle radio a.nd P.A.

3. Relea.se flares if not lequlred for illumination.
4. After cabin depressurized, close cabin pressure valves, hand crank normal, manual door closed, DC-? - DC-68
toggle in auto.
'+ 5. .A.t order to assume ditching stations, tape- down mike button to provide condnuous cerrier, and secure chest belt.
6. Airplane ditches. When aircraft comes to a complete stop, secure emeigency flasirlight, and drag forward 10-man
rafr to over-wing exit (left side on DC-? and DC-6 - elther side, DC-68). Secure static lioe and eiect raft onto wing.
7. Irave.aircraftttuoughexitontowing, launchandinflateraft(onDC-6Ba.ssistwlththelaunchingaudinflatingof the

25-man rafts).
8. Receive emetgency radio from Ca.ptain and seeure to raft, board raft and assist passengers.
9. Ditching statlon - First Officer's seat.
NOTE: U coudltions do not perrnit taking raft and radio aft on DC-? and DC-68, evacrute
tluough the crew-cargo door or through the emergency exit windows in the Fonrard
section of the DC-68.
re.A/I FLIGHT MANUAI,

OVERWATER OPERATION 26-7
M4NNN'E@
WP
DITCHIhIG FROC EDIIRH S
F},trSTiT E}TGINEEIT
At order to "Prepare fa Ditching" - don vesr, remove Flight Engineer's seat and stow below a.nd behind obseryerns
seat. Give all possible help to prevent ditching"
q flight deck in either cargo,/baggage pits or lavatory.
When released by captain, srow loose equipment from the
3, Proceed to cabin and check security of rafts" On SC-? rernove L0-man raft from overhead and place behiud
seats 10-A-8. Re-secure overhead panel.
4" Assist cabin crew in stowing all troose equipment and prepanng passengers for ditching.
5. When aircraft depressurized, open smergeney exits 5l\, 7A" 14A ou Xle-?; 64, 9A" 15A on DC-6; and 6A & D'
9A & D, 15A on DC-68. Tra,il ropes at these exits. Detach anchor blocks of slide and unlock main cabin door.
6. At order to assume dttching station, occupy seat and fasten seat belt tightly.
n
Aircraft ditches - remain seated until ai.ncraft ls cr:mptretely stopped" On ffi-6 and DC*?, open rna.fu cabi:r
door, trail rope, launch and inflate all. rafts at mairi cabin door area. Eoard raft, receive emergency radlo
from Navigatsr, secure radio in raftu assist passensers rn boarding raft. trfhen possitrle, insure rafts are tied
together. On DC-68, assure static lines fastemed, and with assi.stance frorn abtre-bodied passengers launch
rafts through over-wing exits and intLate. Assi.st and direct passengels tfuough exits onto wing and into rafts
on both sides. Eoard raft out right.side of aircraft"
8 Ditching Station : rc-6 - 13C; OC-68 - 6C; DC-? - 10C"
FI,IGHT NAVIGA"OR.
1. At order "Prepare for Ditctring'o * prepare radlo distress message and tlansmit by radio on worki.ng frequency" if
Captain directs,
2. Don life vest.

3. Check and recheck ditching position"
4. Stow loose equipment in cargo/baggage pits or lavatolies, stow F'y'N box behind ohserver's seat. lnvert Flight
Navigator's seat on top of observer"s sest and secure with seat belt.
5. Secure cabin to cockpit doors in open position.
6. At order to assum€ ditching position, preiceed to ditching station witir necessarv paper$" Fasten seat trelt tightly.
7. Airplane ditches; hold position until aircrafi is compieteXy stoppe*l. C)rr. SC-6 ancl DC-?, proceed to main cabin
door and assist Flight Engineer in launching and infladng rafts out mein cabin door- Pa.ss emergency radio to
Flight Engineer, and a,ssist passengers into rafts drrough main eairin eloor" On f,€-68 open main cabin door, trail
rope, launeh and inflate all rafts at n-lain cabin door area. Board raft, receive ernergency ra.dio from First
Stewardess, secure radio in ra,ft, assist passengers Lrl b{rarding raft. Wheu possible, lnsure rafts are tied together.
8. Ditching station - DC-6 - 11C; DC-68 - 13C; DC-? s 108.
3lUst W.6/7 FI,ÎGHT MANUAI"

26-8 OVERWATER OPERATTOhI
&
wUfl'n'O
DITC}IING PROCEDURES
STEWARD - (DC-? only)
1. At order to PrePare for ditching, notify First Stewardess and Stewardess and don life vest. proceed to the
lounge and direct any passengers seated ther€ to retun to their regular sea,ts.
Instruct Passengers in aft cabin in ditctrlng procedure and assi.st them with life vests; remove and stow in
U{1", l4 stowage.locker;ny loose- anicles in the afr cabia. Asslgn able bodied pa,ssenger ro asslst you
with raft after ditching. Pa.si out bla.nkets and coats, ask women t6 r"mov" high heeled"shoes, instruct
Passe[gers to remove all sharp objects from fteir person as well as gJasses, denfures, erc. Calm passengers
and lnstruct them to follow crew orders.
q
fnstruct passenger at exit seat 14D how to remove exit. but not to use this exlt unless blocked from exit at
main cabin door or rear emergency exit door. Detach emergency slide fasteniqg blocks at louuge emergency
exit.
4. At order to assume ditching station, request passe[gers to fasten sea.t belts tightlv. and assume corIect porition
for ditching. Take seat in lounge, fasrer s;a.r beli. and hold position until@ane stops.
5. lrlith assistance of able Passe4ger, remove emergency exlt door in lounge. Fa.sten Lounge raft static line to
plane, and eject raft ttuoqgh emergency exit door, inflate, and direct-passengers in aft-cabin into raft.
6. Be sureall passengers are out of the aft cabin and lounge. (If time peimir, help pass out blankets aad
water containers from the buffet).
7. Ditching station cenrer lounge seat.
FIRST STEWARDESS
1 At order to "Prepare for Ditchlng" - notify Stewardess and Steward (DC-?), don vest and proceed to aft cabln.
Notify passengers to prepare for ditching. Asslst passengers with life vests. See that seat belts are fastened
and pa.ssengers instructed on the co$ect position-m assume on landing. pass out pillows and blankets
ligir.rty
for impact protection. stow all loose items in lavatqies and/or baggage pii. uave prriengerr remove high
heel shoes, dentures and sharp obJects from their person. U night, turriori inertia nainUgnis and ditchlng"light.
Advlse passengers plan of eya,cuation.
3. After lnsuring plane is depressurized" open emergency exits at sear 14A on DC-?, 15A on DC-6 and DC- 68
and trail ropes. Instruct passenger in 15D on DC-6 and 14D on DC-? how to open exit. but not to use exlt
unless door(s) become blocked. Move passengers out of seats 13C on DC-6B ind DC-?! 1gC & 14g on DC-6,
to some other seat. Remove slide blocks from structue and unlock ma,in cabin door. Secure emergency
flashlight. Asslst stewardess in forward cabin when duties cornpleted in aft cabin.
4" At order to assume ditching station, occupy seat and fa.sten sear belt tighrly.
5 Airplane dltches. When stopped, conuol passengers in aft cabia and around main cabin door area until ready to
start evacuation. On DC-68 paits emergency radio to Flt. Naviga,tor in raft, and direct and assist passengers
into rafts.
b After all passengers are out, board raft.
1 Ditching station - DC-? - 13C; DC-6 - 148; E-68 - Stewardess. seat.

OVERWA'TER. OPERATION 26-9
I
ffi
wuilttEb
PtrTCHING PROCEDURES
qTEqARgEES.
1.' Ar order "Prepare for Ditching" - notify First Stewardess a.nd Steward (DC-?), don life vest and
proceed to forward cabin.
2. Notify passengers to prepare for ditching. Assist passengers with life vests. See that seat beltr
are fi.siened figir,ly and passengers insfructed on correct position to assume on *re landing.
pass out plllowi rnd ltant etr fir impact protection. Stow a1tr loose items in the baggage pit and/or
lavatoriel, Have passengers remove high heel shoes, dentures, and sharp objects from their Person.
If night, turn on inerria. flashlights. Advise passe[gers plan of eYacurtion.
After lnsuring plane depressurized, open ernergency exits at 5A & ?A on DC-?; 6A & 9A on DC-6;
6A & D and 9a & D on DC-68, and trail ropes. Insuuct passengers at other exlts how to open exlts,
but not to open unless blocked from using those exits listed above. Seat able-bodied passengers in
seats 58 & C and instruct thern to assist wirh the overhead rafts"
Re-assign passengers ln seats 18, 108, & 10C on DC-?; 18 and llC r:n DC-6; and seat AB ln
Forward sectlon ind 6C on Df-68 to another seat, or if ne*essary on ftroor between seats facing
a isle.
5. At order ro assume ditching stations, occupy seat LB on DC-G and IK-? and seat AB inForward
section on DC-68. Fasten se;t belt tightly.
6. Airplane ditches. When a.ircraft comes to a complete stop, check condition of flight deck. If
crew injured enllsr aid to help thein.' Remove raft and emergency radlo from forward stowage with
help of pa.ssengers, if crew not able to perform this step" Take raft and radio to ovel-wing exit 5A
on DC-'i, 6A on DC*6, 6.{ or D on DC-68. Secutre static line to wihdow frarne, launch and
inflate raft, pass out radio and direct passenger evacuation rhrough over-wing exits"
7. After all passettgers ate evacuated board any ra.ft.
8. Dltching station - DC-6 and DC*? seat lBr DC-68 seat AB in Forward section.
NOTE: Ifconditions do not permit evacuation of radLo, raft and passengels aft frorn
the forward section in the DC-68, evaculte through either the forward crew-
cargo door or the emergency exit windows in the forward section.
7 bC.6 / 7 FTIGT{T h,IANUAI
OVERWATER OT'ERATION
m
-
wL,NE'DI
LIST OF CURRENT PAGES DC -6 OPERATING GROSS WEIGHTS
AIRPORT PAGE DATE PAGE DATE
27-t s/L/ 6t 04 -o 3/1/ 61

CHAPTER 2?
21 -3 3/ 7/ 6t 21-4 3/ t/ 67
27-5 s/ t/ 6t 21-6 s/ 1/ 67
21-'l s/r/ 6r on la 3/1/ 67
21-9 s/ t/ 6t
DATE AIRPORT DATE
ABBOTSFOR,D-AKRON s/tl 6t KANSAS .CITY-KANSAS CITY s/ 1./ 67
ALBANY-ALLENTOWN B/t/6t KLAMATH FA LiS.LANS I}IG 3/t/61
ARCATA-BATTLE MT. s/L/ 61 LARAMIE - LAS VEGAS -MCCARRAN 3/t/61
I BEDFORD-BOISE 3124161 I.A.S VEGAS-NEI,LIS -LONG BEACH 3/ 1i 61
3/r/ 6t LOS ANGELES-INTL 3/7/ 6L
BUFFALO-BURBANK 3/ r/ 6t MADISON-MERCED 3/7/ 6t
CASPER-CHEYENNE s/t/ 6t lvlllvi AUKEE 3/ /61
CHICAGO-MIDWAY 3/7/ 61 MINNEAPOLIS.MOFFETT FIELD, NAS 3/1./ 61
CHICAGO-MIDWAY 3/ 1/ 67 MOLINE-NEWARK 3/ L/ 61.
CHICAGO-OHARE B/L/ 67 NEW YORK-IDL s/ t/ 61
CINCINNATI 3/24/6L NEW YORK-LGA 3/u6r

CLEVELAND 3/L/ 67 NORTT{ PLATTE 3/ L/ 6t
COLORADO SPRINGS.COLUMBUS 3/U at OAKLAND-OGDEN s/ r/ 6L
CRESCENT CITY.DAYTON * OMAHA.ONTARIO 3/24/61

3/24/6t
DELTA.DENVER (LOWRY) 3/ L/ 6t PA LMDALE.AF PLANT 42 -PENDLETON 3/ 7/ 61
DENVER-STAPLETON B/ 7/ 6t PHILADELPHIA-INTL -PHOENIX 3/ 1/ 6t
DES MOINES 3/ 1/ 6t PITTSBURGH 3/ 7/ 61
DETROIT.W ILLOW RUN -DETROIT a/L/ 61 PORTLAND 3/t/ 6L
DETROIT-EUGENE 3/ L/ 6r PROVIDENCE-P€DMOND 3/ 1/ 6r
EVERETT-FALLON 3/7/ 61 RENO.ROCK SPRINGS B/r/ 6L
FARGO-FORT WORTH 3/L/ 6r SACRAMENTO-ST. IOSEPH B/ ti 6r
FRESNO-GRAND ISLAND 3/t /6t ST. LOUIS.SALINAS 3 /L/ 61
GRAND ILINCTION -INDIANAPOUS 3 /1./ 6t SALT LAKE CITY s/ 7/ 6t
o Revislon #26 DC-6/l FLIGHT \4ANUAL 3/3t/61

Page 1
M
{rfl*ffip
W
LIST OF' CURRLI,IT PAGES
CHAPTEN/SECTION PA{iE DATE PAGE DATE

POWER PLANT 14-35 Ll l-l 57 L1}-.Jfl il t/ 5"7
(Continued) 7 /'t/ 5'i 1.4-38 7\/ 7/ 56
RADIO 15-1 e/r1/61 t5-2 4/ !5/ 5e,

s 2/1.5/ 6t 4
z/L6/6't
15 -3 15-4
15-5 2/L5/67 15-6 2/1.5/61
1 < _ry 2/L516L * 1.5-8 2/L5161,
ir
15-9 z/L5/61 * 15 - r.0 2/L5/61"
*'
15" 1L 2/fi/A1 s
15-12 2/]'5!61"
WEATIIER fuTDAR 19-1 a/ L/ 57 10-() 3/7/''.t
\_
F'LIGFTT MANUAL
! RevLrlon
31/61
Page 2
rw
LtNtfig0,
ETE'
I,IST OF CIJRRENT PAGES - DC.6 OPERATING GROSS WEIGHTS
AIFPORT PA6E DATE PAGE DATE
CHAPTER 2? z',t-7 3/1/ 6t {t-z 3/ 1,i 61

qn
B/r/6\ -/' 3/ 1/ 67
21-5 3/ 1/ 61 2,7*fr 3i 1/ 67
27 *"t BiTl 6t zrlts 4/2$ l6t
27-9 alt/ 6t
AIRPOR,T DATE AIRPORT , loam

ABBOTSFORB-AKROIq 4 /2a /67 FRESNO-GRAND iSLAI{D 4/20/61
ALBANY-ALLENTOWN 4pa/61 &

GRAND RAPIDS-HALF MOON BAY 4/20/6L
:*
ALEXANDRIA-AR,CATA * iNDIANAPOLIS - JAC KS ONVILLE 4/20/61.
4 /24161
't ATLANTA.B"A,TTLE J\4TN. 4 /2C l6i KANSAS CITY, KANSAS-KANSAS CITY MO 4/20/6L
* KEY WEST.LA 4/20/61

'F BEDFORD-BIRMINGI-IAM 4 izo /6t CROSS
BoIsg-Bos'roN 4/20/67 LANSI}-IG.LAS VECAS 4/20/61,
BUFFAi,O-CEDAR R.APIDS 4 iza /61. LAS VEGAS-LONG BEACH 4/20/61

* CHARLESTON.CHEYENNE 1iz}/6L LOS ANGELES 4/20/61,
CHICAGO (MIDWAY) 4/2A 161 MADISON.MERCED +pcilat
cHrcAGo (MIDWAY) 4/24/6L a

MIAMI 4/20/6t
L CHICAGO (O'HARE)
CiNCSINATI
4/20/61
4/20/67
MITWAUKEE
MINNEAPOLIS. MOTFETT FIELD

4/20/67
4/20/6L
CLEVEI,AI{D 4 /20/61 MOLINE-NEWARK 4/20./61
CLEVELAND 4 120 / 61. NEW ORIEANS-NEWPORT NEWS 4/24/6t
COLORADO S PRINGS - COLU tvtBUS 4120/61 NEW YORK (INT'L) 4/20/6L
CRESCENT CITY-NAYTON 4/2a/61" NEW YORK (LGA) 4/20/6L

I
* NIAGARA FALTS.NORTOTK 4l2Al6\
I
I
DELTA-DENVER (r-OWRY) 4 /20 i6t
I
IDENVER (STAPLETON) 4/24/61 NORTH PLATTE 4fi,al6L
DES MOINES 4/2416\ OAKLAND.OGDEN 4l2Ai6L
DETROIT (WLr,CrW R.UN) 4 izl /61 OMAHA.ONTARIO 4/zfi181

* 4/20/6i ORLAND C}PENDLETON 4l2o/67
DETROXT (METRO I,VAYNE) DULUTH
EI,KO.EUGENE 4/2a161" PHILADELPHIA INT'L - PHOENIX 4/20161
EVERETT-FAI,LON 4/24/67 PITTSBURGH 4120/f)l

* PORTLAND 4/20/6L
FARGO.FI,I-NT 4 /2A /6L
ORT WAYI{E-FORT WORTH 4 /20/6t PROVIDENCE - REDMONi, 4/20/61
* Revision #2? DC-6/"t FT.IGHT MANUAL 4lzal6\

Page 1
frrttt
h,tn
@
LrsT or CURRENT PI,GES - pC-6 OPjRATING GROSS WEIGIT
\
AIRPORT DATE
* 4/20/67
* 4/20/6L
* SACRAMENTO.SAGINAW 4/20/6t
ST. LOU$-SALINAS 4/20/6L
SALT LAKE CiTY 4/24/61
SAN DIEGO-MIRAMAR 4,/20/6L
SAN FRANCISCO-SANTA BARBARA 4/20/6t

rlt
SAVANNAH-SEATTLE 4/20 /6L
SEATTLE 4/20/67
SIOUX CITY.SOUTH BEND 4/20/61,

* SPOKANE.TOLEDO 4/20/6L
* TONOPAH-TRAVERSE CITY 4/20/61
TROUTDALE-VISALIA 4/20/67
WALLA WALLA. WASHINGTON 4/20/61
'i WHITE PLAINS-WILKE$ BARRE 4/20/61.
"r
4/20/6L DC-6/'.lTLTGHT ne-viiion #zi
MANUAL
Page 2
fr I
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w
lnrnl I
OPERATING GROSS WEIGHTS
.l GENERAL
Takeoff
1 The take-off welghts under these rules are predicated on the assumption that the airplane w111 experlence an
abrupt loos of power from one engine ar the most critlcal polnt ln the takeoff run; and then, elther contlnue
the take-off and cLear the end of the runway or obetacles by a pcitive margln, or dlscontlnue the take-off and
stop within the confines of the airport.
2 ALLOWABLE TAKE-OFr WEIGHT (ATOG).

The published take-off weights are based on the standard temperaftre for the altltude of *re airport ln question.
In the cases where the take-off weighu are not llmtted by runway length or obgtacle clcaratrce, but rather by
cllmb-out rules, the Umiting weight ls the maximum cl.lmb-out weight for the airport altitude. The excees
runway is used to offset the effect of higler-than-standard temperatue published for some runways. Abnormalty
high temperatures lndicate that the assoclated runways are con3lderably longer than required by CAR and that
an added safety margin is provided ia these cases. Conslderation of this fact shouldbe given to runway selectlon
prior to take-off.
3 Weight correcdons for temperatures above or below those publlshed arc given ln the respectlve airplane chan
section. When actual temperature at the airport is above or below that published for any partlcular take-off
weight, the allowable weight is reduced or increased, respectively. MAX. ATOG for the alrport tnvolved ls
not to be exceeded.
En Route
4 The regllations pertaining to the enroute portlon of the flightwere designed to insure that the airplane wlll have
certain prescribed excess performance available after having an engine fallure. This excess performance is
expresed in terms of rate of cllmb at an altltude 1000 feet above any point on the terrain along the airway wittr
one engine inoperative. For sorne flights the effoute performance requiremenn limlt the take-off weight in a
manner slmllar to the limitations imposed by the landtng weight on short trlps. For example, take-off weighu
at Denver on DC-6B westbound trips over the DEN-LAX iorte iegment must be reduced so that the airplane, upon
reachlng the most critical point along the airway w111 have burned out enorgh fuel to be down to a weight at
whlch the tfuee engine enroute rate of climb can be met. Notes are placed on the grGs welght sharts for thco
alrporu at which the take-off weight may have to be reduced so as to meet the one engine inorperative eEoute
requirements. These weight Limltations are based upon flying the specifled routes.
Alternate applications of enroute restrictions are described in the specific airpl,ane gross weight chart section,
L""di!g
6. In landing, the $Gs weight must be such that the airplane in passing ttuough a point 50 feet above the beginning
of the effective landing fie1d length can bebroughtto a stop within 60 % of the effective field length for regular
stop and 70 o/ofor alternate stops. At its landing weight the ai.rplane must be able to execute a "go around"
with a minimum prescribed rate of climb, with take-off power, gear down and flaps extended.
Use oJ W eight Tables
7. Except as otherwise limited in the applicable alrport weight chart, Unear interpolation may be applied.
DC-6/l FLIGHT MANUAL 3/ LlAL

OPERATING GROSS WETGHTS 27-L
oPERATTNG GROSS WETGHJS
DETERMINATION OF GROSS WEIGHT AND REQUIRED FUEL
1 In determining the allowable gross weight, there are three basic factors which must be taken inro account:
A. The allowable take-off weight.
B. The all.owable landing weight.
c. The weight of expected fuel consumption between take-off and landing, or the "burn-out" fuel weight.
Allowable Take-off W
2 Refer to the Operating Gross Weight Chart for the take-off airport. Considering rhe expected wind direction
and velocity, select runway and read from the chart the take-off weight allowed for the expected headwind
(or tailwind) on that runway; correct for temperature; and check for en route restrictions to take-off weight.
Allowable Landing W eight
Refer to the Operating Gross Weight Chart for the destinadon airport. The planned tanding weight must permit
landing on:
A. The most favorable runway in still air and

B. The most suitable runway considering the probable wind velocity, wind direction, and terminal weather,
taking into account airplane type, landing aids, terrain, etc. In this case the planned landing weight
may take advantage of the headwind component forecast to exist at the time of arrival.
If the- airport of intended destinationwiil not permit full compliance with ( B) above, the flight may operate
if at least one suitabLe alternate airport is designated which does permit compliance with boih 1ey ind1f1 above.
Ifat arrival at the intended destination the acrual weight is higher than the allowable landing weight on the
runway to be used because of any or all of the following reasons3
A. The existing surface wind is nor as favorable as forecast and/or
B. The existing terminal weather is not as favorable as forecast and/or
C. En route winds and fuel consumption are more favorable than forecast, a tanding may be made at the
existing (at the Captain's discretion), provided the authorized maximum landing weight of the
-weight
aircraft for the airport is not exceeded and provided crosswind and/or tailwind operatin! timitations
are not exceeded.
If conditions are such that the croswind and,/or tailwind limitations will be exceeded, the flight must proceed
to its alternate, if one has been named to meet the requirements. However, if, upon arrival; an alteinate is
not available and the wind conditions are such that the crosswind and/or tailwind limitations would be exceeded,
the pilot shoul.d excercise the authority granted him in CAR 40.860 (a)
7 Downwind landing weights are published for certain runways on certain airports. Downwind landings on runways
which do not show weights are not authorized.
Alternate Airport Landing Weight
8 Landing weights shown in the Gross Weight Charts are based upon reqlirements for "intended destination.'
airports unless specifically noted for "Alternate Use On1y. " Landing weights for provisional airports noted
"Alternate Use Only" may not be used wh'en the airport is planned as intended destination; regular weights
must be used.
\=-.-i
21-2 OPERATING GROSS WEIGHTS

OPMATING GROSS WEIGHTS
Take-off Weight Limited by Weight
I In many oPeradons the take-off weight is reduced ln order that the airplane may arrive at the landing point
at-a weight not greater than that authorized for landing. In such casei the alrpfane must be
loaded at take-
off to.a weight which is not greater than the allowable-landing weight, plus the weight of fuel to be con-
sumed en route.
Allowable Take-off Wei

10 After the above tlTee factors have been determined, the allowable trip take-off weight wil1 be determined.
This take-off weight must nor exceed the following:
A. Weight authorized for take-off airport and runway.
B. Maximum ATOG to satisfy en route limirations if any.
c. Authorized weight for landing at destination plus weight of fuel consumed en roure,
Determination of Fuel Load

11. Fuel planning data is presented in the cruise contror section.
12. The total fuel required for a flight consists of(a) the "burn-out,, fuel to be consumed
in route. (b) the
additional fuel to go the most distant alternate, for ATC holding, and other reserve
needs, and ( c) the
CAR 45-minute reserve.
13' Burn-out fuel is obtained from the clirnb and cruise Fuel Burnout Tables in
the cruise control section.
14' Reserve fuel for al'ternates is obtained from the Reserve Fuel tables, which
include the cAR 46-minute reserve.
15. Holding fuel is obtained by adding holding time to time to alternate - Reserve
Fuel table.
16' Taxi and run-up fuel, a fixed allocation for each type of aircraft, is assumed
to be burned out prior to take-off.
Therefore, this fuel is not included in the summatibn of airplane's take-off
weight and is not included in the
fuel planning tables.
DC.6/l FLIGHT MANUAL 3/t/6t

OPERATING GRO6S WEIGHTS 27-3
fr
w
arnnD
uA pg-6 sERiEs DESIGNATION COpE
Max. Landinp Max. ATOG

Code Description Enginl wr. (Lbs.) (Lbs.)
51XX DC-6 Coach cB-16 WET 80, 000 95 200
52XX DC-6 Coach C8.16 DRY 80, 000 oo 200
54XX DC-6 C8.16 DRY 80, 000 92 200
60xx DC-6A CB-17 WET 92, 360 107, 000

6224 DC-6 Coach CB-1G DRY 78, 000 92,200
Group I 6sXX DC-68 CB-16 WET 85, 000 100, 000
DC-6Bs { 0661 DC-68 (CAL) cB-16 WET 85, 000 100, 000
Group II
DC-6Bs t 68XX
69XX
DC-68 Coach Domestic
DC.68
cE-16
CB-16 WET
WET I 8, 200
8 8, 200
103, 800
103, 800
* When used doirestically, use CB-16 WET power and weights
EN ROUTE WEIGHT RESTRICTION
1 At airports where maximum. gross weight at take-off has been resuicted by en route limitations, it is per-
missible to dispatch at maximurn ATOG and take advantage of fuel clumping to provide required
en route
performance. Regulations Permit fuel dumping to reduce i'eigtrt to meei orie-e.ngine-out performance
requirerlents.
o When an airplane is dispatched at a gross weight in excess of rhe en route

AToG limit, in the event of
unsatisfactory 3-engine en route perfirmancei aump gas to a gross weight where perfoimance
is satisfactory
or the gross weight is at:
Airway MEA Gross Weight
DC-6I6B, r, II 16,500 feet 88,600 pounds

DC.6A 16,500 feet 8?,000 pounds
16,000 feet 88,500 pounds
14,000 feet 93, 500 pounds
13,000 feet 94, 500 pounds
10,000 feet 9?,300 pounds
9,000 feet 100, 100 pounds
EXAMPLE: ADc-6Ahf.".pfln:d^takeoff€ross-weightof 105,000 lbs. withazerofuelweightof 8?,800 1bs,

the maximuin airway MEA is 14, 000 feet, If
fiei durnplng weighi or gi, soo lbs. will provide adequate fuei for trip to
alternate.
3' IDaddition, tocomply_withregulation(40.?4(b)(2)), analternateairporrfortheareaoverwhichthepubrished

en route restriction applies shall be specified in the Dispatch Release and
shal1 meet prorrisions of 40. sgO,
alternate weather minimums.
EXAMPLE: sro east via V-6 en route AToG lirnit for DC-68 is gB, 200 pounds.
En route
area' If either sFo, sAc or RNo meet alternate weather reguirerients, one of them couldrestriction is in the sAC-RNo
be namred as alternate
on the release. This would permit a maxirnum AToG at sFei of
ioo, obo-forno;:'-
4' This alternate application of cAR 40. ?4 does not affect operating procedures as
now placticed when rhe published
en roure ATOG limit rveights can be rnet.
3/1/67 DE.6Il FLIGHT MANUAL

27-4 OPER,TTING GROSS WEIGI{TS
W
OPERATING GROSS WEiGi.lTS
w
F,HffA@
!B$\'i-{lgil]IIPw
individuat Braniff DC-6 A !{
t- CAA
Airplane Oper"
Paytoad
Li.rait Max. Lclg. lviax. ATOG
Desig. No. rull Wt" i!!e-.) K!-i1r!''l -.(ry,).
0881 90 881 CB- iti Wet 55464 15909 80000 I 5200
0882 90882 CB- 16 Wet I
I
0883 90 883 CIE* 16 Wet I
I
0 884 90884 CB-16 Wet I
0885 9OBB5 CB-.1.6 \{et $ .t

0886 9OB86 CB- 16 Wet 59464 15909
0887 688? CB- 16 lVet 60102 15?68
0888 6888 CB- 1.6 Wet .J, d,
0889 6889 CB- 16 Wet {i0.102 15268 s0000 I 5200
031 I 913 i-1 CB* 16 Wet 61340 232A4 8 5000 i00000
L_
Weight Charts to be Used and Operating Requireuents
Ail BN airplanes listed above except t)i1i.i Use'. U.A 51XX Configuration
L'or BN-0311 Use UA 65Xx Configuration
DC- 6 INDIVIDUAI, AIRFLA}.IIT
UA FAA Operating Fayloac! Max. I,ndg. Max.

Piane No. Limit (Lbs. ) Y:shl GE ATOG (Lbs. )
Se*rri:., U_?ieht _
)
<oe2 15 I DJ.1 f'r8475 165?5 80000 9220A

(oo? O iJ.l 165?5 92204
J
58475
5L44 at't544 59090 15960 95200.

52XX s?5xx 58175 16sT5 9224A
54XX 58600 16450 92200
5441 3?541 59060 1.5 9'J 0 92244
5i.\42 58925 L'\L25 otonn
5245 3?545 58925 16125 92200
5246 3?546 58925 1 6125 8 0tlLr0 922AA
3'.i524 qDt nn
581?5 :.48',?5 '78 0c 0
T! A
CAA Operating Payioad Ma,x" t'"*dg. lr,Iax.
I-imit Lbs.) i{eighi ({,}:s.) AIoG (Lbs.)
}el9Is Plane No,
-31.:sli-
DC-64 individr-ra1 ld
6090 3'/5$0 5?825 308? 5 92360 1.0.7000

609 1 3 T59 i. 5T?15 209 ffs
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6092 3'-t592 5?900 30800
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6093 3?593 5"i? 60 30T40
I
6094 3?594 58040 3C{i50
6095 3T595 J /C5U 30840 $ t
6096 3T596 t;76 j3
5 s1065 92360 10'7000
i.)C-68 Grolrp I Indi..ridual Weights
65XX 3 ?5i(X 628 50 1B4BC 85000 100 0 i,,-1
t 066.r 90961 62f i5 191 65 I 5000 1 00000
DC-6/1 M.ANUAL liT 4128/ 6L

OPERATXNG GROSS WEIG}{TS z'.t-5
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OPERA'TING GROSS WEIGHTS
DC-68 Group II Individual Weishts- Dorrtestic Onlv
UA CAA Operatlng Payload Max. Lndg. Max.

Illane. No. Plane No. *U:ie.E-- Llmit (Lbs. ) Weighr (l,bs. ) ATOG Lbs.
6870 375?0 62180 22360 88200 103 800

68T l il7 5 71
68'i2
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69't.+ 31514 6il45t) 21090
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TABLiJ i
OR MORE. .ONE ENGINE DRY
DC.6A/B LAI.iDING WEIGHTS FOR ONE
The weights listed below are. rhe Marirnull1 Landiiig G1os1 ftleights for the configuratio-ns. shown.. If weights
for ot[er
airports fre required they sherulrS be requ.esred {rombFoEG tfuoigh OPBDD or use DC-6 dry weight or'use-emergency
authority.Theweights.shrrwnarebased0nl,anrll.rrg,F.lapsFrril-ilornrnunlessnoter]otherwise.Unlessfurtherumitj,l'
the weifhts shown aie to be used as rhe Max" r,D6fr for r]ie weights pubtrished at each airport. l9l :,,T.pl:l
A DC-68II
Thiee Engines Wet - 1 Dry shuuld use the Landing l$eightslubUshed at Las Vegas up to 8?600 lb. MAx. LDGW'
with
A DC-68 (i) in rhe same situation wouLd still be limited to 85000 1bs.
ONE E}.IGINE MORE THAN ONE ENGINE MOPJE THAN

DRY ONE DITY AIRPORT DRY ONE DRY
AIRPORT
8? 900 83600 htilwaukee 88100 84000

Akron-Canton
Albuque-rque 838 00 B0 fr00 hriilwaukee - (40') 88200 86200
B7 900 83500 Mi.nueapolis 881 00 83 900
Alexandria
88000 83?0C fuiuskegon 881,00 83900
Atlanta
88100 s4000 Newark 88200 84500
Birrningham
B-.i0c 82600 New Orleans 88200 84400
Boise
88200 8450{) New York-LGA 88200 84500
Boston
Buffalo 88100 8390C Iiew York-L,GA - (40') 88200 86600
88100 840*,"1. New Yexk-IDL 88200 84500
Burbank
838(}0 80 00rJ Notth Platte 8?300 826 00
Casper
881 00 83 900 ()ak1;lnd 88200 84500
Cedar Rapids
88000 83?00 Ogden 85400 81500
Charleston
8810t) 8400e) 0nraha 88000 83800
Chattanooga
Cheyenne 826 00 7 9200 Orriaha - (40') B82OO 86000
88200 84000 Ontari.o 88000 83800
Chicago-MDW
MDW -(40') 88200 86300 0rlando 88200 84300
84000 Pendleton 8?8 00 83500
Chicago-ORD B82OO
Cincinnati 88100 83800 .Piri.ladetrphia 88200 84500
Cleveland I 81.00 83 900 Pi.ttsbiirgh 87800 83700
845 00
Cteveland - (40') 88200 86200 Ponland 88200
Colorado Springs 826 00 T 9?00 Fortland - (40') 88200 86600
E81 00 83 90C Redrunnd 8',7200 82500
Columbus
88000 I3Tt'l0 R.eno 85400 81500
Dayton
83800 900 Rock $prings 81600 80100
Denver i:l S
84500
Denver - (40') 86400 6:r200 Sa.cramentrl 88200
83900
Saginaw 881 00
Detroit - YIP E81 00 84000
Detroit - DI'W 88100 ff*000 tialt Lake Clty 85800 81?00
Du1uth 8?8CI{) 83500 Salt l,ake Cl.ty - (40') 88200 83 900
84il0() 8100c) San Diego 88200 E4500

Elko
88100 83 900 San Francisco 88200 84500
Fargo
B3 900 Savannah B82OO 84400
Fliut 881 00
83 900 S eattle-'f acoma 88200 84204
Fort Wayne B81 OO
Grand Island 8?? 00 83200 Seattle.*T'acoma - (40") 88200 86400
84?00 81.200 Siour City 88000 83?00
Gra;rd Junction
il 9Lj0 Sotith Bend 88100 83900
Grand Rapids BBlOO B
88100 I3 9{J0 Spokane 87500 82900

Indianapolis
88200 84200 Toledo 88100 84000
Jackson
B82CO 84500 Tonopah 83800 B0?00
Jacksonville
Kansas City 88100 84000 Traverse City 88100 84000
64400 Washingtoir 88200 84500
Key West 88200
83800 West Palui Beach 88200 84400
Knoxville 8Boo0
881 00 83 900 White Ptrairs 88200 84100
Lansing
80900 "i12AA Wii.kes Barre B82OO 83800
Laramie
8?6 00 83000 Windsor Locks 88200 8MA0
Las Vegas
Lincoln B? 900 83600
Long Beach 88200 84400
Los Angeles 88200 84400
4/24/67 DC*6 /',l FI.IGH?', MANUAL

z'-t-8 OPERATING GROS$ i$EIGHTS
W
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OFERAI"ING GRO$s WEIGHTS
TABLE U
DC*6, 6Ar'8 THRHE ENGI!{E FERRY WEIGHTS
Zero wind three*engifle take-offrl'eights for the rnajor airports and runways are 1isted in the following table.
Additional weights,if required, n:ay be obtained from $EroEG through Diipatch.
Airport B"ryq, Gross Welght
Akron, Ohio (Akron-Canton) 5/23, t4/32 ?0, 000
Boston, Mass. (l,ogan Xnt'I) 4R/22L, 15/SA 72, 000
Burbank, Calif. (Lockheed) 75/33 ?0, 000
C1eveland, Ohio (ClevelanQ 5C /23C, 18R/36L ?2, 000
Denver, Colo. (Stapleton) 8R/26I. ?2, 000

30, 35 \ 70, 000
Detroit, Mich. (Willow Run) 4/22L, gL/Zt* ?2, 000
Kansas City, Mo. (Municipag i.8/36 ?0, 000
Lincoin, Nebr. (Lincoln AF$ L4/32 T2, 000
Los Angetres, CaIif. (Int'D 'lR/25L,1L/25R ?2, 0oo
Milwaukee, Wis. (Gen" Mitchell) L/19, 13/S1 ?2, o0o
Newark, N. J. (Newaik) 4/22, Lt/29 ?2, 000
New York (Int'I) &./22L, 13R/3LL ?2, 000
New York (La Guardia) l3/st 12 000

4/22 6',t 000
Oakland, Calif. (Oakiand) gR/21L ?2, ooo
Omaha, Nebr. (Omaha) 14',t"/32R, 1?L/35R 72, 000

i
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Philadelphia, Pa. ("Int'I) s/27 72, 000 I
17 /35 ?0, 000 i

i
Pittsburgh, Pa" (Greater) Lg/28, L4/32 ?0, 000
Portland, Ore. (Int'I) $128 72, 000
Salr Lake Ciry, Urah(Apt. No. 1) 16R./34L ?2, 000
San Diego" Calif. (Lindbergh) sl2'7 72,000

Seattle, Wash. (Seattle-Tacoma) t6/34, 20 ?2, 000
Washington, D. C
" (National) r.5/33 ?0, 000 b
18/36 ??, 000
Windsor Locks, Conn" (Bra<itrey) L/79 q1

000
15/33 TO 500
DC ^ 6 / 1 r1,IGH? MAI.rUAr, 3/L/6L

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OPERATING GR.OSS WEIGHTS ALEXANDRIA-ARCATA
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4/20 /61. DC-6/'.t FLIGHT MANUAL

CLEVELAND OPERATING GROSS WEIGHTS
/E,
f,irratt
w,E, COLORADO SPRINGS
COLUMBUS
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DC-6/7 FLIGHT MANUAL 4/20 /67

OPERATING GROSS WEIGHTS CCLORADO SPRINGS-COLUMBUS
E
g
CRESENT CITY
DAGGETT
w
Lttn2n
DAYTON
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4/20/61 DC-6/7 FI,IGHT MANUdL

CRESCENT CITY-DAYTON OPERATING GROSS WEIGI{TS
z
w
utfi2a DELTA
DENVER (LOWRY)
)
L $ ol
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DC-6/'I FLIGHT MANUAL 4/20/61

OPER.ATING GROSS WEIGHT DELTA-DENVER (Lowry)
fr
pxn 4
DENVER (STAPLETON) w
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n ps Fm E (
lEI Isl
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4/20 /61 DC-6/'.lFLIGHT MANUAL

DENVER (Stapleton) OPERATING GROSS WEIGHTS
fr
utf,D
5P DES MOINES
t o 3r
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DC-6/7 FLIGHT MANUAL 4 /2a /61

OPERATING GROSS WEIGHTS DES MOiNES
fr
DETROIT (WILLOW RUN)
w
Pflt tC
@
!i 3: @ 35 3H
a: n
3s 3r
N N 33
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4 /20 167 DC-6/'t FLIGHT MANUAL

DETROIT (Wi1low Run) OPERATING GROSS WEIGHTS
fr
w
burasl DETRO1T (MW)
DULUTH
E
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n Hl
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DC.6/7 FLIGHT MANUAL 4/20/6L

OPERATING GROSS WEIGHTS DETROTT (MW)-DULUTH
ELKO =
,rarfr0l
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,l"l
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4/2a/61 DC.6/'I FLIGHT MANUAL

ELKO-EUGENE OPERATING GROSS WEIGHTS
/E
w
ltf,'r,d EVERETT
FALLON
\t 3
n
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N
es I I
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N iH I:I
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DC-6/"t FLIGHT MANUAL 4/20 /6t

OPERATING GROSS WEIGHTS EVERETT.FALLON
aa
FARGO
FLINT
w l,,rrtol
9r
66
3s
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4/20/6\ DC-6/"t FLIGHT MANUAL

FARGO-FLINT OPERATING GROSS WEIGHTS
fr
whEd FORT WAYNE
FORT WORTH
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w-6/7 FLIGHT MANUAL 4/20 /67

OPERATING GROSS WEIGHTS FORT WAYNE.FORT WORTH
,lE
FRESNO
GARDEN CITY w
finntd
GRAND iSLAND
3c Bl
ts fir E$ 3€ $r Bl
o 3c 3.
o PY EQ fra 33
3- 3(
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REVISION #25
s/21, 61
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Attached is original issue of DC-7/?B Operating Gross Weights" Please rerain rhose DC-?/?B Gross Weights presently
in your Flight Operations Manual and do nor rerrove until irNrructed by OpBFO.
INSERI PAGES
2'l_A Thi,"r 2=,_D
- ----
AKRON.BISMARK, N" D"
TBOISE:CFIEYENNE
CHICAGO-MIDWA r, CIHICAGO-O'HARE
CINCII.{NATI -DENI/ER-S TAP I,ETON
DES MOII..IES -EL CI|NTRO
ELKO-FRESNO
FRESNO.KANSAS C;ITY
KANSAS CITY *LO6i ANGELES
I,G ANGEI,ES.MODEST'O
MOFFETT F IELD -NEW YORK-IaGUARDIA
NEW YORK-INT'I". -OGDEN
OGDE}i-P TilI."ADEI,P HIA
PFIOENIX-REDMOl.{D
RE\IO_ST" tr,OUIS
SALEM-SA1'{ FRANCISCO
SA].{TA tsARBARA-S YRA.CUSE
TOI,EDO-WINDSOR TOCKS
WINDS OR LOCKS -]'OU]$GS TOWN
.for OFBFO
by SFORG, u;" H" Esci.i
Page 1 Only
fr
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w18l
- DC.1/18 OPERATING GRGS WEIGHTS
L AIRPORT PAGE DATE PAGE Drq,TE
CHAPTER 27 27-A 3/7/ 6t 21-B 3/t/61

27-C 3/1/6t 27-D a/{61
AIRPORT DATE
* AKRON-BISMARK, N. D. +/n/at
tsOISE.CHEYENNE 3/7/ 6t
CI{ICAGO.MIDWAY, CHICAGO.
CI'HARE 3/7/ 61
CINCINNATI.DENVER.STAP LETON s/tl 6t
DES MOINES-EL CENTRO 3/L/ 67
ELKO.FR.ESNO 3h/67
FRESNO.KANSAS CITY 3/r/ 6t
KANSAS CITY*LOS ANGELES 3/L/61
tOS ANGELES.MODESTO 3h/61
L MOFFETT FIELD.NEW YORK-

teGUARDIA 3/1/61
NEl{ }QP16.1NT'L .OGDEN 3/ 1/ 67
OGDEN-PHILADELPHIA 3/t/ 67
PHOENIX-REDMOND 3/L/67
RENO-ST" LOUE 3h/67

SALEM.SAN FRANCISCO 3/L/61
SANTA BARBARA-SYRACUSE Bl1/61
TOI,EDO-WINDSOR LOCKS 3/7/ 6t
WINDSOR LOC KS -YOUNGS TOWN 3/ 7/ 6t
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Page 1
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DC-?, 7B AIR.PLANES
TJA DC-TI7B DESIGNATION CODE
Code P:getrgn Max. Wr. (Lbs.) Max. ATOG (Lbs.)

90xx DC.? 97, 000 r22,200
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92XX DC- T Coach 9?,000 L22,240
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DC-7 AIRPLANE WEIGHTS
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9110 N- 6310C
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9r11 N-63 r1C I
i
I
9 113 N-63 t3C
9 115 N-631sC 0
91 L6 N-6316C ?3010 18620
9219 N-6319C 72970 1 8660

9120 N-6320C ./3010 186:0
9126 N- 6326C ?3 180 1E720

9L21 N - 632'lC ?3180 1BT2O
L
ii
9029 N-6329C 74290 r 8390
through through
903s N0633sC
903?
ttrrough
9039
N-633?C
through
N:6339C
+'l
'14290 18390
924A N- 6340C T36?0 r.9010
9043 N- 6343 '14290 18390
90,4s N- 6345C
9047 N-634?C 1429A 18390
9249 N-6il49c 736?0 19010

through through \
925't N- 635?C ?36?0 19010 I ?000 122200
DC-6/7 FLIGHT MANUAI,

OPERATING 6ROSS WEIGHTS
2'.t-A
MM
WEtPirv,4d
OFERATING GH-OSS WEI.GTITS
re;jlg-4]BB1.&i1!^-!Y3.iGH-m
UA }"AA f)perating Payload \4ax. Laading Max.

Plane lDlane Heigbt Limit Weight ATOG
No. No. (, l-ils.i (lbs.) rlhe \ (Lgs.)
-__.
9936 N6336C 6BBOO
rlon4 (
3 5480
","
r- l26,0tlc
9941 N63,i1C t
9942 116342C 690?0 35190 I
I
9944 N6344C 69 r.9 5 35085
9946 N6346C 6 892'J 3 5360 'r
I
.[
9948 .)-:o t; 108,900 1?6, 000
N634BC 68965
ILEI-GILqU!U9*T!Lir=rjJ,s$lJUiAglffi :ti}[q-SEAgiBs-ME]tIg
TAKE.OFF WEIGT{TS
Weight Ctrarts DC-?, ?ts
Auto-feathering Operative.
If inopeiatlve linrit, as stiowu at top of airport table, al.lowable up to the puhlisl'ied
temperature,
Reversing IIot rerir:iieri.
lvlax. Crosswind 25 Knots.
Te.moeratuie
Accountabilitv See individual. airport tables.
I-ANDING WEIGIIT'S
Weigtrt Charts DC..T, 'iB
Reversing Not r"equite <.1,
Max. Crossirind 25 Knr:ts.
FUEL
Min. for T/O not
.r"tsingniinlnlum of 124A
inc. taxi 124{] gallorrs -- Rcurlc ol'f fo nearest 50 ga}.l$ns except whei:
gallons,
EXCEPTION: B0i) ga).loril tior thrr:ugil ()J: luru around trips ln'hen tliere. is ilo cresi oi
airplaue change, ferrr' {l.igLlts, tr:r-rit:l.ng f1ig.hu, etc.
Taxi and run-up 50 gaLlons
THREE ENGINE FERRY Refer to Tah].e L.
DC-6/?
3 lL l6t OPERA
2?-B
ee#
W.rAt
"Bs
GRg s s wEI{l I{ r q_
"qry4jgy:- "
E},I RC)T]TE WEI6}IT RN$TRTCTION
1 At airp6rts where. maxirnum gross welght at rahe*off hes been restricted by_en route ltrmitations, it
is permisstole to dispatch at rnaxlmuiil ATOG .encl take advautage cf fi-ret dumplng to provlde
reglired en route perforurance, Regulatiarii: peirtrit fuel dumplng to reduce welgtrt to rneet one-
engin+ out, Perfof rrrance requlrerrents.
L. When an alrptra.ne is <llspatr:hecl at a gross weight in o;:xcess of the en route ATOG llrnit, ln the event
of unsatisfaciory irrengiie en roure pl-rformani;e, clurnp gas to * gross weight where performance is
satlsfactory or the Sross weight is at:
AIRI{A.Y MEA GRO.qS WEIGT{T
DC-? 1.6500 feet 106400 pounds
DC*?B 16500 feet 108000 porrnds
This weight provides .04 VscE clir::b at l$lrl'ii fcer.
;,. In additlon, to cornply with rcgulation 40, Y4 (b,) (2). an alternate a!.rport shall be specltled ln ttre
Dispatch Release unA inatt rr-reet the irrovislons of 4.0,1"i90, alternate weather nrinirnurns. Such air-
ports siroul.d be for the ari.,a over which the pubLishecj en toLlte restrictlon applies.
Ihis aLtemate application cfCjAR 40.?4 rlqes riot affe*t Dperattng procedures &s now practiced when
the published en roLlte ATOG lirnit welghts can be riiet.
"frc, -6 /'t TIIGHT MANUAL 3/L/6L

OPER,A,TING GRO$s WEIGHTS 2',1-Q
ffid
t
WHtrgEd
OPERATn{G GROS5 WEIGI.ITS
TABI,E I - DC-?, ?B ThITEE E}IGIT{E rERRY WEIG}IT$
Three,engine take-off weigirts are publlshed below {or varlous airpcrrts and runlvays. Welghts forother airports
or runways may be obtalned lrom SFOEG through Dlspatch"
AJRPORT RUNWAl" GR.O.sS WEIGHT
Akron (Akron-Canton) 5/23, 14/32 91,0oo
Bostotr (Logan) 4iti22l, 15/33 92,000
Burbank (Lockheecl) 15 92, 000

(,o 90, 0c0
C1eveland 5 l2:. 18R/36L 92,000

"
Denver (Stapletott) 8R/?6i,' s5 92,000
L2130 91,000
Deuolt (Willow Run) 4H/22L, gi/Zrn g?, 000
Kansas Clty (MuniciPal) 1.8/36 98, 000
Lincola (AFB) L4/32 9?,000
Los Angeles (ht'l) ?R./?5L, "tL/'-t1B 92, ooo
Milwaukee (Gen. Mttchell) 1/ 1$ 92,000

r0/ Jr 85, 000
Newark 4/22, iL/29 9?, ooo
New York (Int'i) 4R/22L" r-3R/31t, 9?, 000
New York (La Guardla) 4/22 84, 000

1313 1 92,000
Oakland 9R/S,?L 92, C00
Omaha 14Li3?R, 35P. 92,000
Philadelphta (Int'1) I /27 92,000

1?/35 84, 000
Pitsburgh (Greater) 10/28 92, 000
Portland (Int'1) 1"0 /28 92,000
Salt Lake city L6v"/34L 92,000
San Diego (Lindbergh) s /e,7 92,000
Seattle ( Tacorna) 1S/34, 20 92,000
Warhington, D. C. (National) 15/33 86,000

r"8/36 92, 000
Wlndsor Locks (Bradley) t/\9 90,0oo

15/33 89,000
DC-61',lFI,IGHT
3/L/61
OPERATING GRO$S WElG}ITS
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DC-6/7 FLiGHT M.ANUAL 4/ t2/ 61

DC-T/18 OPER.ATING GROSS WEIGHTS AKROII-BISMARK, N. D.
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DC.7I'IB OPERATING GROSS WEIGHTS CHICAGO-MIDWAY, CHICAGO-O'HARE
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DC-6/'7 FLIGHT MANUAL
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WINDSOR LOCKS -YOUNGSTOWN
DC-I/78 OPERATING GROSS WEIGHTS

United DC-6/7 Combined Flight Manual

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combined

GENERAL PAGE SERIES

AIR CONDITIONING & PRESSURIZATION . . . . 1-

AIRPLANE LIMITATIONS AND PBfORMANCE . . . . 27-

EMERGEI{CTPROCEDT]RES.. . . . .. . .. T ' 24-

OVERWATER. OPERATION 26*

UNITED AIR L;NE5

Rr v. Dlrr Re v, DlrE RE v. DnrE Rev. Dlre

e rtr/cr" ex $-* l-".1"/ 4

"" t l;a lst ,/,L n

Tffits xrt{unr tg ro BE R€TAtNEo tt{ yxE oFFtcE oF, oR sy rHE tnotyIDUAL,

Tallt sxget vrLL t{or BE REilovED Ar l}ry rti{E.

Rev" Dlrr Re v, Dnre Re v. Derr Rrv. Dlre

Tffits Net{uau E$ To EE R6TANNED !t{ tr.{( OFTtCE Orp OR By THE lr{DlVlDU^L,

Tmrs gxger yr{,L Hor &E Rug{ovg6 A? Axy rti{g"

DC-6 FLIGHT MANUAL

The manual is divided into numbered Sections as follows:

AIRPLANE LIMITATIONS & PERFORMANCE 2L

STANDARD OPERATING PROCEDURES

I m[edru will be lssued as necessary,

I Tea APPRoVED AIRPLANE oPERATING MANUALS

DC.6/'I FLIGHT MANUAL 4/Lzl6t

DC.6 (N3?501 through N3?546)

DC-6 DC.68 DC.68 DC.6A DC-? DC-7 DC.?B

CABIN DACO Altlmatlc x x x

1" Airplaues N37569 thru N3?S?3 have DACO Altimadc Sysrern.

2" Higher r:rrdurrrpable fuel.

4/12/67 DC- 6 l'l FIJct{T IvIANUAL

Br.lltrrtx I xssnr Butts r t x I xsrnr BuLts r t x I xsr nt

lh- -' : ., ,.:,

I ,." l,' ..,.1)::..:--:. -

'=+ + /:s't lgf q "-. .,l{:"

Txt s l,{lxuAL ts ro aE RErA I xEo tr r}rE oFFtcE sHot x ABovE.

Txts sxs:T rE To RErArx A pART or rrtl l{At{uAL.

Butle r r N I xsenr Buruer tn i HsERr Buluer rN I Hsenr

LIST OF CURRENT PAGES

ELECTRICAL .l -1 4/L5/56 o-z

CHAPTER/SECTION PAGE DATE PAGE DATE

WEATHER RADAR 19-1 3.1/ 19-2 3/ 1/ 57

AIR CONDITIONING AND PRESSURIZATION FUEL SYSTEM'(Cont'd")

Controls .... ..co 1-9 Trouble Shboting . . a.o a . 6 . a a t

Troubleshooting Ailspeed Indicarors (nC"7) t2-4

Operation.. e ..,....... o. 6-4

DC-6 /7 FLIGHT MA,NU.,ri. 5 /L/51

POWER PLANT RADIO

5/L/sl DC-6I?.FLIGHT MANUAI,

2. heated by the combustlon heater,

3. cooled by the after cooler, or

4. cooled by the after cooler and expansiou trubine"

DC-6/7 FTIGHT MANUAT 7/37/6L

AlR CONDITIONING & PRESSURIZATION

1. Ground power ON, or

A Coid air from turbine

B Cooled air from after cooler

c Warm air from suoercharqers or hot air from heater'

tls7/61 DC-6/7 FUGHT MANUAL

CABIN HEATER PROTECTM CIRCUITS Drop-out switches

AIR CONDITIONING SYSTEM SCHE}vlATIC

3/1/60 DC.6/7 FLIGHT MANUAT

AIR CONDITIONING & PRESSURIZATION

CABIN PRESSURIZATION SYSTEM

DC-6/l FLIGHT MANUAL 7/31/ 67

CABE{ EMBGENCY DEPRESSUMZATION VATVE

Alr from Air I'roln suptrr:hargers